ALINA MINEA

MARITIME ENGLISH
FOR
ELECTROMECHANICS

COUBSEBOOK, 3RDIEAR OF STUI'Y

NONUN.I ACADEMIEI NAVALE

..MrRcrA cEL gArRAx,

Lifeboats..............-........

10.
10.1.
t0.2.
10.3.
10.4.
10.5.
10.6.
10.7.
109

Prefati

Cursul doamnei lector universitardoctorandMINEA Alina, Maritime English

for Electromechanics, Coursebook for the third year of study, structurat in zece
capitole/unitdli,este'destinatin principal studenfilorde la specialitateaelectromecanicd
navald,de la cursurilede zi saucu frecvenfdredusd,anul al III-lea de studiu.
Cartease dovedegtea fi un mijioc importantde formare gi instruirepentruviitorii
spbcialigtiin electromecanicd
navalf,.
Lucrareaigi propunedezvoltareacapacitdtiide in.telegeregi achizilionarea unor
a cdror cunoagteregi vehiculareeste de primd
termeni de specialitatein lirnba englez6.,
impoftanfIin acestdomeniu.
Abordarea termrnologiei se face de la general la particular, plecdndu-sede la
prezentareageneralba unei nave cu pdrlile componente,pentru a se trece rnai apoi la
detaliereadiverselor tipuri de nave comerciale,cu un capitol special dedicat navelor
auxiliare.O unitate apafteeste rezervati descrieriiconstrucfieiunei nave intr-un $antler
naval.
Aspecte impoftante ale vie{ii pe mare, precum armatea navei cu echipaj,
indatoririleofilerilor de cart, cunoagterea
mbsurilorde siguranfdla bord, a rnijloacelorde
prevenirea incendiilor,nu au fost nici ele ignorate.
Ultimele capitole fanlliarizeazd studentul cu compaftimentul inagini prin
prezentarea
mijloacelor de propulsie (rnotoare,turbine cu abur sau gaze),pentru turbine
se recurgela descriereaacestora,a pirfilor componentegi a modului de funcfionare.
Inlelegereatextului este facilitatd de liste de cuvinte ce confin termeni de
specialitate,precumgi grafice,schemegi imagini referitoarela elementelestudiate.
Perspectivatehnici este dublatd qi de cea lingvisticd prin prezentareaunor
problemede vocabularla finalul fiecdreiunitefl, acesteaavdndca scopfolosirearapiddgi
eficientda diverselorstructuriterminologicein scrissauin conversalie.
Considerdmcd lucrareade fa16reprezintbun rnaterialde studiu util gi interesant,
cont
de faptul cd nu existd in prezent suficientd bibliografie de specialitate,in
{inAnd
lirnbaenglezd,disponibildin acestdomeniuimportant.

Conf.Dr. Ing.AlexandruDRAGALINA

Introducere
Cursul estedestinatstudert(ilordin airul III electomecanicd
navaldqi celor interesa{ide
imbogdtireacunogtinleloriu dotlenir-rlnaval in generalqi in specialcel al rnecalicii
navale.contine i 0 capitole/Lrniteli,
corespunzdtoare
orelorde predare:
Shipping - Transport maritim
Ship Types - Tipuri de nave
Auxiliary Ships - Nave auxiliare
Ship Construction- Constructia navelor
Manning and watchkeeping - Echipareacu personarqi carturile
Safetl.Aboard - Siguranta la borcl
Fire Fighting - Lupta impotriva incendiilor
Propulsion - Mijloace de propulsie
Steam Turbine - Turbina cu abur
Lubricating oil systemfor turbines - Sistemede ungere pentru turbine
Fiecarecapitol cuprinde infoluratiile teoreticenecesarepentru ca viitorr-rlofiter.
mecatlicsh se poat[ descurcaitr orice conditii la bordul diferitelornave pe care
isi va
desfEgufa
activitatea.
Textr-rlesteinso{itde desenegi schemecares6 facilitezeinfele_eerea
cotinutuluiin Iimbaer-rglezd
gi identificareapracticSa diferitelortipuri de nave,instalatii
curs esteanexatvocabularuldebazFtdincursulrespectiv.
9i sisteme'La sfdrgitulfiecdrr-ri
PAndla cursulal 5-leasunt itttrodusesubcapitoleseparate
caredescrruuavacu flecaredil
pdrfilecolrponente:corp,suprastrllcturd,
compaftimente,
rnecanisme
de puntegi rnijloace
de propulsie,impreunl cu terminologiaesentiald
tradusd.
Cursurilecuprind problemede grarnaticdsau vocabular,care pemrit studeltilor
sa
frxeze unele structuri dificile. Ultimul subcapitol al fiecdrei unitdti este
destilat
rnodalitdtilorde formarea cuvintelorderivategi compuse,recunoa$tere
a omonimelorqr
folosire corectda prepoziliilor.Am insistatpe acesteproblemede vocabular
deoarece
invitarealimbii englezepentruspecialitate
implicatocmaiinvdlarea,pe c6t posibilfacild,
a numerogitermeni 9i a unor structurigi expresiifixe. Cursul este destinatpreddrii
in
clasddar 9i studiuluiindividualgi esterecomandat
celor careau cel putin un nivel mediu
de cunoagtere
a gramaticiilirnbii engleze.

Unit I
SHIPPING
Definition: A ship is any large floating vessel capable of crossing open waters, as
opposedto a boat. which is generallya smallercraft.
The term formerly was applied to sailing vesselshaving threeor more masts;in modern
times it usually demotesa vesselof more than 500 tone of displacement.
Submersible
shipsare generallycalled boatsregardlessof their size.
Shipping is a highly competitiveindustry servingthe needsof internationaltrade.

1.1.History of shipping
Commercialshippingprobably beganin the MediterraneanSeawhere the merchants
of Phoeniciaowned shipsand tradedwidely. Ancient Greeceand Roman Empire adopted
many of their practices.Later, in the Middle Ages, the merchantsof Venice caried on
and further refined thesepractices.Even today, commercialshippingpracticesassociated
with marineinsuranceand the caniage of goodscan still be tracedto thoseearly roots.
From the 15'hto 18'hcenturies,deep-sea
shippingwas closelyljnkedto colonialtrade,
especiallythat of the SpanishEmpire,the Portuguese
Empire,the Dutch Empireand the
British Empire and to the growth of the greatenterpriseslike the Hudson's Bay Company,
and the EastIndia Companies.
The 19thcentury. The completionof the SuezCanalin 1869openedup new trade
routes and the possibility of regular shipping servicesbetween Europe and the East.
Around the sametime, the sailing vesselElisabethcarriedthe first mineral oil cargo and a
few yearslater, in 1886,the first modern ocean-goingtanker Gliicklauf enteredservice
During the last yearsof the 19'hcentury, many large and luxuriouspassengerliners were
built to meet the growing demand for iniernational travel, both by the rich and by
emigrantsseekingnervIives.The steamturbine,inventedby Sir CharlesParsonsin 1884,
enabledsomepassengervesselsto achievespeedsin excessof 20 knots.
The 20thcentury. In 1912the Danish vesselSelandiabecomethe first seagoingship
with a dieselengine.Today most merchantshipshavedieselengines,usuallyconnected
to a single propeller.Since World War II, merchantshipshave becomegenerallylarger,
faster and more specialized.Many tankers of more than 200,000tone deadweighthave

3- 1
14 Maitime Enelishfor Electlornechanics

beenbuilt. Ships speciallydesignatedto carry standardcontainerstransporttoday most

goods.
manufactured
1.2.Shipping industry
by water.
Shippingindustryis the industrydevotedto moving goodsand passengers
More than 90o/cof all rnternationaltrade is transportedby sea.Each year tl-reworld's
merchantfleetscarry severalbillion tonesof bulk raw materialssuchas crudeoil. refined'
petroleum,mineral ores,coal. timber and grain.They also transporta huge volume of goods,mostly iu standardcontainers.
The world's merchantfleet consists
manufactured
shipsaccountfor toughly half. The
of nearly 100,000vessels,of which cargo-carrying
activitieslike fishin-e,supportingoff-shoreoil industry,
rest are employedin non-rradil?g
and surveyin-sNew
and providinggeneralmaritime services,suchas towage.dred-eing
very
and
large,havebeen
them
highly
specialized
car-9o-carrying
many
of
typesof
ships,
introducedto meet the needsof expandingand more diverseinternationaltrade.Their
ag-sregate
capacitycontinuesto expandyear by year.
1.3.How merchant shipsoperate
They can operatein the
to carry cargo and passengers.
Merchantships are desi_qned
vessels.
following threebasicways:liners,trampsand specialized
a. Liners are employedon regularrouteson a fixed timetable.A list of their arrival and
departuredatesis publishedin advanceand they sail whetherfull or not. They can be
classedas either deep-sealiners. whicir carry mainly containerizedcargo acrossthe
oceansof the world or short-sealiners, rvhichcarry containerizedand conventional
cargo on shorlerroutes.The first modern liner serviceswere establishedin the 1870s.
that are each
Cargoesmay consistof many different kinds of goods.in consignments
and high-valuegoodsthat can bear
muchlessthana shipload;they includemanufactured
highertransportcoststhan bulk cargoes.Thus containershrpsand othervesselsengaged
in liner servicesare usuallymuch faster and better equippedthanthoseengagedin bulk
trades.
Ferries are alsoclassedas liners.Theseoffer a daily or weekly servicefor passen-9ers
and vehicles across channelsand narrow seas.A few ships are still employed as
passengerliners. They not only carry passengers
but also some cargo on routes from
Europeto North America and to the Far East.Air travel has totally displacedthe longhaul passengerservicesonce operatedby grand and famous ocean liners like Queen
are still carriedby ferries,usuallyover shortdistances,and
Mary. But many passengers
the popularity of holidays at sea in recent years has ied to constructionof many large
cruiseliners. Coastal and short-sea shipping are concemedwith the movementof car-eo
andpassengers
betweenportsin the samecountry,or betweenportsbelongingto adlacent
countrieson the samecontinent.They includemanytypesof service,suchas the roll-on
roll-off passengerand vehicle ferries comlrronthroughoutEuropeand other parts of the
world, ar-rdthe feedercontainerships that link main hub por-tslike Rotterdamand Hong
Kong with their neighboringsubsidiaryports
b. Merchantshipscan aisooperateas tramps. Thesevesselsdo not sail on regularroutes
ol keep to a fixed timetable.but are employed where tl-rereis cargo for them to carry.

S hi ppi ng15

Trampscan be classedas deep-seatramps or short-seatramps. A numberareclassedas

coasters.Theseply on coastalroutesand up riversto inlandports.The traditionaltramp
cargoesare dry bulk cargoes,but someare designedto carry generalcargoes.The tramp
steameris a descendantof the early merchant ships whose mastersloaded them with
cargo at home to sell abroad,and vice versa.Tramps are used mainly for carrying bulk
commoditiesor homogenouscargoesin whole shiploads,with each voyageseparately
negotiated
betweenthe ship'sownerand the shipper,usuallythrougha broker.
c. A large numberof merchantshipsoperateas specializedvessels.They are designedto
cany a particular type of cargo. There are severaltypes of specializedvesselsand the
most common are oil tankers. They are orvned by the major oil companiesor by
independent
operatorsTwo othertypesof liquid bulk carrierof growing importanceare
chemical carriers and Iiquefied natural gas (LNG) carriers.
1.4.Vocabulary
aggregatecapacity- capacitatemixtd
arrival- sosire
bulk raw materials
- materiiprimevrac
canal- canal artificial
cargo-carrying
ships- navede marli
to caffy - a transporta,a cdra,a duce
channel- canalnatural
chemicalcariers - navdcaretransporldprodusechimice
tocl ass-aclasifica
coal - cdrbune
coaster- navdcostierd
consignment- incS.rcdturd
expediatd
containerizedcargo- marfEcontainerizatd
conventional
cargo- marfdconvenlionald
crudeoil - titei
cruiselirier- navdde croazierd,
deep-sea
liner - navi de linie de cursdlungd
deep-sea
shipping- navigatieoceanicd
deep-seatramp - nav6tramp de cursdlunga
deparlure- plecare
dieselengine- motor diesel
dredging- dragaj
feedercontainership - navdde aprovizionarecu contatnere
ferry - bac
fishing- pescuit
goods- rndrfuri.bunuri
- cereale
-erain
inland port - port intenor
knot - nod (mile pe ord)
liner- navdde linie
liquefiednaturalgas(LNG) canier - navdpentrugazenaturalelichefiate

16 MaritimeEnglishfor Electromechanics
3- 1

maritime services- servicii maritime

merchant- comercial
merchantfleet- flotd comerciald
merchantship- navdcomercialS
mineral oil cargo ship - navdpentru filei gi derivate
mineral ore - minereu
narrow sea- strdmtoare
non-tradingactivities- activitdfi necomerciale
ocean-goingtanker - petrolieroceanic
off-shore- la distanldde !6rm
oil tankers- petrolier
passenger- pasager
passengerliners - pasagerde linie
passenger
vessels- navdde pasageri
tc ply - a navigape o rutd
port - port
propeller- elice
refinedpetroleum- petrol rafinat
regularroutes- rute stabile
roil-on roll-off passengerand vehicle ferry - feribot pentruvehiculeqi pasageri
route - rutd
tosail-anaviga
sailingvessel- navdcu pAnze
seagoingship - navd maritimd
ship - navd
shipload- incdrcdturS,transport
shipping- navigalie,navlosire
shippingindustry- industriatransportuluinaval
shippingservices- servicii de transportnaval
short-sealiners - nave de linie de cursdscurtd
short-seatramp - navetramp de cursdscurtd
specializedvessel- navd,speciahzatd
speed- vitezli
standardcontainer- containerstandard
steamturbine - turbind cu abur
surveying- inspectare,expertizi
tanker- petrolier
iimber - cherestea
timetable- orar. program
to trade- aface comerf
towage- remorcare,remorcaj
tramp - navdtramp
transport- transport
totravel-acdldtori
vessel- navd

Slrrppingl7

1.5. Terms relating to a ship's hull

The main body of a ship is calledthe hull. At the baseof the hull is a heavy metal
platecalledthe keel.To makeit easierto refer to partsof the ship,the hull is dividedinto
threeareasor parts:fore end, midshipsand after end.The fbremostpart is calledthe borv,
the rearmostpart is called the stern and the middle is called amidships. The forward
part is nearestthe bow and the after part is nearestthe stern.When talking about the
forward part of a ship, peoplecall it stem.The stem is the structulethat forms the shape
of the front of the ship.An imaginaiyline down the middleof the ship from the bow to
the sterndivides the ship into its port and starboardsides.The port side is the left-hand
side and the starboard side is theright-hand sideof the ship when facing forward.
hull - corpul navei
bow - prova
stern - pupa
amidships- rnijloculnavei
forward - inspreprova
after - insprepupa
stem ^, etravd
port side - babord
startloard side - tribord
1.6.Suffixes
Noun suffixes
Suffixes are groups of letters added at the end of a word that can changethe wordclassand the meaningcf the rvord.In English,certainsuffixesare usedto form nouns
from verbs, adjectivesand other noul.ls.Knowing suffixes can help ,vouto find out the
word you needwithoutlookingup a dictionaryeverytlme.
Verb + suffixes
- ment: improvement; management,replacement
- ion: election;discussion;translation (to translate);complication(to complicate):
pollution (to pollute)
- ation: information; organisation(to organise)
- ing: jogging (to jog); spellin_e;
shipping
Adjective + suffix
- ness:weakness;darkness;readiness(ready)
- ity: punctuality; similarity; flexibility (flexible); scarcity (scarce)
Noun/verb+ suffix
- er: manager,employer(describepeople'sjobs)
- or: director;operator(to operate);sailor (describepeople'sjobs)
- ist: economist(economy);psychologist(psychology)(describe
people'sjobs)
- hood:childhood;manhood(abstractnouns)
- ship:partnership;membership;friendship (abstractnouns,status)

Unit 2
SHIP TYPES
2.1.Typesof ships
The great majority of ships that are neither military vesselsnor yachts can be
divided into several broad categories:cargo carriers, passengercarriers, industrial
ships, service vessels, and noncommercial miscellaneous.Each category can be
subdivided, with the first category containing by far the greatest number of
subdivisions.
Cargo shipscan be divided in two basic types: dry cargo vesselsand liquid cargo
vessels.Someof the vesselswhich carry dry cargo are:
r multi-deck vessels(with holds divided horizontallyby one or two 'trveen
decks)
r bulk carriers(no 'tween decks)
r containerships(carry containersof standarddimensions)
. refrigeratedships(carry fruit, meat and dairy produce)
Liquid cargo is carriedmainly in:
o oil tankers(the most commontype)
o LNGs
r chemicalcariers
A type of ship which cany both dry bulk and liquid is the OBO ship.
Passengerships are fewer in numberand type. They can be divided ir-rto:
. passengerliners
o cruiseships
. fenies (if they carry vehicleshavedoors in the bow or stern)
Thereare,of course,many other types of vesselboth merchantancinavy divided and
classifiedupon different criteria. We are going to give the characteristics,main parts
and designof someof the most importanttypes,staftingwith a descriptionof a general
cargoship.
A. Cargo carriers
Cargo shipscan be distinguishedby the type of cargothey carry, especiallysincethe
meansof handlingthe cargois often highly visible. As notedbelow, the trend is toward
specializationin this regard.One consequence
is a proliferationin types of cargovessel.
The presentdiscussionis limitdd to a few typesthat are represented
by lar-9enumbersof
shipsand are distinctivein appearance.

20 MaritimeEnslishfbr Electromechanics3
-2

a. General cargo ship (fig. f)

The generalcaigo ship continuesto be built, thoughin modestnumbers.Thosebuilt
in the lastthird of the 20th centuryare usuallyfitted with deckcranes,which sive them
an appearance
distinct from the more specializedship types.

A bow

l0lower hold

23 funnel.stack

B midshipbody

I I transverse
bulkhead

24 signalmast

C quarter

12 tank top plating

25 arials

D forecastle

l3 propeller

26 cargoderricks

E brid,eecastle

l4 rudder

27 cargocranes

I stern,bow

1,5sternframe

28 heavylift rig

2 bulb

16 counterstern

29 hatchcovers

3 hawsepipe

l7 bulwark

30 ventilator

4 forcastlebreak,

l8 mooringgear

3l masttop,mast

forcastlebulkhead
5 main deck

l9 accomodation
ladder
20 bridge. flying

6 seconddeck

bridge,monky

7 third deck

island

platform
32 samsonpost,king
post
33 navi-eation
light

8 upper'tweendeck

21 lifeboat

34 hawsegear

9 lower'tweendeck

22 ladder

35 deckhouse

Ship types 21

b. Dry bulk ships

Designedfor the carriageof ore, coal, grarn, and the like. dry-bulk ships bear a
gear and,
superficialhkenessto containersliips sincethey often haveno cargohandlin-e
unlike the tanker, have lar-qecargo hatches.The absenceof containerson deck is a
decisiveindicatorthat a vesselis a dry-bulkship,but an observermay be deceivedby the
occasionalsight of a dry-bulk ship carryingcontainersand othernonbulkcargoon deck.
indicatoris the self-unloadinggear,usuallya large horizontalboom
An incontrovertible
open
trusswork,
canied
by somebulk ships.On the GreatLakesof North Americathis
of
gearis a near-universal
t'eatureof shipsbuilt since1960.
c. Container ship (fig 2)
by the absenceof cargohandlinggear,
Like tankers,containershipsare characterized
in their casereflectingthe usual practiceof locating the container-handling
cranesat
terminals
rather
than
aboard
ship.
Unlike
the
tanker.
container
shore
ships require lar-9e
hatchesin the deck for stowing the cargo, which consjstsof standardized
containers
usuallyeither20 or 40 feet in length.Belorvdecks,the ship is equippecirvith a cellular
grid of ccmpartmentsopeningto the weatherdeck: theseare designedto receivethe
containersand hold them in piaceuntil unloadingis achievedat the port of destination.
the hatchesareclosed.and one or two
The ship is filled to the decklevel with containers,
layersof contajners.dependingupon the size and stabilityof the sirip,are loadedon the
hatchcoverson deck.
In a ferv hoursthe ship canbe filled with containersdestinated
for anotherport and
can be underway. An additionaleconomyis the lou, cost of the crew of the ship while
it is iri port awaitingloadingor unloading.Further,becauseeachship can make more
trips thanbefore,containerfleetsrequirefewer vessels.Thereis alsolesspilfela_ge
and,
hence,lower insuranceratesand,finaily, the assurance
to the shipperthat the shipment
will not requireany furtherhandlin-e
until it anivesat its destination.
Among the disadvantagesis the fact that each ship does not carry quite as much
total volume of cargo with containers as with regular buik stowage,becausethe
containersthemselvestake spacebecausethey are squarein shape.Further,a rather
substantial
capitalinvestmentis neededin port facilities,suchas speciaiberths,weighthandlingequipment,storageareas,and links to land transportation,
all of which mustbe
madeby the portsthat receiveor.ship via containership if its full potentialsavingsare
to be realized.
Containershipsare moderate-size
merchantvesselsbuilt for speedsof greaterthan
about20 knots. Much use is made of small, compact,dieselpower plantsto provide
more spacefor containers.Special equipmentincludesmooring rvinchesto ensure
accuratepositionirigof the ship under cranesin port and specialtanksto list (tip) and
trim (levei)the shipto permit a symmetricalloadingor unloadingwithoutexcessivelist
or trlm.

22 Maririne En-elishfor Electlomechanics3- 2

Fis

I brid-eecastlefront
2 deckcontainers
3 foremastand masttop
4 forecastle

5 insulatedcontainers
in holds
6 containerrefrigerationducts
7 doublehull
8

d. Barge-carrying ships
An extensionof the containership concept is the barge-carryingship. In this
concept,the containeris itself a floating vessel,usuallyabout60 feet long by about30
feet wide, which is loadedaboardthe ship in one of two ways: either it is lifted over the
stern by a high-capacityshipboardgantry crane,or the ship is partially submergedso
that the bargescan be floatedaboardvia a gatein the stern.
e. Oil tanker (fig. 3)
Ships that cany liquid cargo (most often petroleumand rts products)in bulk are made
distinctiveby the absenceof cargo hatchesand externalhandlinggear.When fully loaded
they are alsoreadilydistinguishable
by scant freeboard- a conditionthat is permissible
becausethe upper deck is not weakenedby hatches.In essence,the tanker is a floating
group of tankscontainedin a ship-shaped
hull, propelledby an isolatedmachineryplant
at the stern.Eachtank is substantiallyidenticalto the next throughoutthe lengthof the

Shiptypes23
in cold wegther.Withrn
ship.The tanksare fitted with heatingcoils to facilitatepumpin_e
thetanksarethe main,or high-suctionpipes,runnin-eseveralfeet

ftq

from the bottom to avoid sludge.Below them, low-suctionpiping, or strippinglines,

1s11eve
Sthe lowest level of liquid in the tank. Tanks are filled either throughopen trunks
leadingfrom the weatherdeckor from the suctionlineswith the pumpsreversed.Because
tankers,exceptfor military-supplytypes,usually move a cargo from the sourceto a
refineryor other terminalrvith few malleuvers,the machineryplant is calledon only to
produceat a steadyrate the cruisepower for the ship;consequently,
considerable
use of
automaticcontrolsis possible,thus reducingthe sizeof the crervto a minimum-In r,iew
of the sirnplicityof inner arrangemeut,
the tankerlendsitself to massproductionperhaps
morethanany othership type.Becauseof the limited crew requirements
and the low cost
per ton fol initial buildin-sand outfitting,the tankerhasled the way in the rapidexpansion
in the sizeof ships.The declineof crudeoil pricesafterthe petroleumcrisisof 1979led
in turn to a declinein preferredtankersize,but at that time a few shipshad reached1,300
feet (400 metres)in length,80 feet in loadeddraft, and a deadweightof 500,000tons.

1 bulbousbow
2 cargowing tank
3 non-watertighttraverse
bulkhead
4 cargocentretank
web
5 transverse
6 waterti,shtbulkhead
7 buttomcentrelineeirder

8 sideballasttank
9 sloptank
l0 warninglight for
bulbousbow
lightson
11 navigation
foremast
12 helicopterlandingarea

I 3 tank hatch
14 foam monitoron
platform
15 cargomanifold
16 mastfor hose
derricks
I 7 fore-and-aftgangway
l8 oumoroom vents

f. Liquified natural gas (LNG) carrier (fig. a)

Along with the great increasein numbersand size of tankers have come specialized
usesof tankersfor productsother than oil. A major user is the natural gas industry.For
shipment,gas is cooledand convertedto liquid at -260"F (-162"C) and is then pumped
aboarda tanker for transit in aluminum tanks that are surroundedby heavy insulationto
preventabsorptionof heatand to keepthe liquid from evaporatingduring

-2
24 MaritirneEnglishfbr Electromechanics3

the voyage.The cost of theseships is ratherhigh, becausesteelcannotbe used for the

containers.
The cold liquid, in contactwith steel,would make that materialas brittle as
-glass.

Aluminiurrr is therefore used, sometimesbacked by balsa wood, backed in turn by

steei.A specialnickel-steelalloy known as Invar alsohasbeenusedin this application.

I outsideescapeladder
2 fore and aft gangway
3 sphericalLNG tank
with view of tank
platingandoutside
insulation
4liquid nitrogentank
(inerting)
5 tubulartower(spiral
ladderto tank bottom,

submergedpump
dischargelines,tank
filling pipesand
power cablesfor the
pumps)
6 car-9opiping
7 tank dome
8 tank vent riser
9 cowl plate
l0lookout station
I I holcisDaceventilator

12doublehull fonnin-e
ballastspaces
I 3 hold space
l4 cargoloadingand
dischargingstation
and manifold
15reinforcedbottom
structuresupportlng
freestanding
tank

B. Passengercarriers
Most passenger
cruiseshipsandferries.
shipsfall into two subciasses,
1. Cruise ships
Cruiseshipsare descended
from the transatlanticoceanliners,which, sincethe mid20th century,have found their servicespreemptedby jet aircraft.Indeed,even into the
1990ssomecruiseshipswere liners built in the 1950sand'60s that had beenadaptedto
tropicalcruisingthrough largely superficialalterations--e.9.,
the additionof swimming
pools and other amenitiesto suit warm-latitudecruising areas.However,most cruise
shipsnor.vin servicewere built after 1970 specificallyfor the cruisetrade.Since most of
them are designedfor large numbersof passengers(perhapsseveralthousand),they are
characterized
by high superstructures
of many decks,and,sincetheir principalrouteshe

Shiptypes 25

give
in warm seas,the)/are typically paintedrvhite all over. Thesetwo characteristics
from greatdistances.
that is easilyrecognizable
thema "weddingcake"appearance
Closerexaminationusually revealsa large numberof motor launchescanied aboard
Many cruise shipshave stern ramps,much like
for the ferrying ashoreof passengers.
found
roll-on/roll-off
ships,in orderto facilitatethe transferof
those
on cargo-carrying
passengers
to the launchesand to serveas dockingfacilitiesfor smallsportingboats.
The above featurespresent the principal challengeto the cruise-shipdesi-qner:
Thus,
providing the maximum in safety, comfort, and entertainmentfor the passengers.
isolationof machinerynoiseand vibrationis of high importance.Minimizing the rolling
andpitchingmotionsof the hull is evenmore important--noextremeof luxury can offset
Sincecruisingis a low-speedactivity,propulsiveporveris
a simplecaseof seasickness.
usuallymuch lower thanthat found in the old oceanliners.On the otherhand,electrical
power is usually of much greater magnitude,mainly becauseof demandsby airconditioningplantsin tropical waters.The typical large cruiseship built since 1990rs
powered by a "central station" electric plant--i.e.,an array of four or more identical
electrical
medium-speeddiesel enginesdriving 60-hertz alternating-cun'ent
-qenerators
This electricalplant suppliesall shipboardpower needs,includingpropulsion.Sinceall
power flovls from a single source,propulsionpower can be readily divertedto meet
loadswhile the ship rs ln port.
increased
air-conditionin-e
2. Ferries
and (in manycases)their vehicles
Feniesare vesselsof any sizethat carrypassengers
passages.
short
cross-water
The
building of massivebridgesand
on fixed routesover
tunnels has eliminatedmany ferry services,but they are still jusiified '"vherewaters are
too formidable for fixed crossings.Vessels vary greatly in size and in quality of
accommodations.
Some on lon-rermns offer overnightcabinsand even come close to
equalingthe accommodatior-r
standards
of cruiseships.AII vesselstypicallyload vehicles
aboardone or more decks via iow-level side doors or by stern or bow ramps much like
thosefoundon roll-on/roll-offcargoships.
A specialtype of ferry is the "double-ender,"built for shuttlin-sacrossharbourwaters.
The typical vesselhas propellers,rudders,control stations,and loading ramps at both
ends. It is usually wide enough to handle four vehicle lanes abreast and may
accommodateup to 100 four-wheeled vehicles. Special docks, fined with adjustable
ramps to cope with changesin water levels and shapedto fit the ends of the ferry, are
alwayspart of a feny systemof this.type.
Anotherspecialtype of fery is a high-speedvesselthat in manycasesis of catamaran
(twin-hulled)design.This type is typicallyfound on shortrunsin protectedwaterswhere
the camiageof vehiclesis not required.Catamaranhulls can be naffow and knifelike in
shape, allowing them to operate at high speed-to-lengthratios without excessive
propulsivepower. Tlie enginesare usually high-speeddiesels,althoughturbineengines
havebeenfitted in a few instances.

-2
26 MaritimeEnelishfor Electromechanics3

3. Roll-on/roll-off ships (fig. 5)

Roll-on/roll-off ships, designed for the carriage of wheeled cargo, are always
distinguishedby large doors in the hull and often by externalramps that fold down to
allorv rolling between pier and ship. Becausevehicles of all kinds have some empty
space--andin addition require large clearancespacesbetween adjacent vehicles--they
constitutea lorv-densitycargo (a hi-eh"stowagefactor") that demandslarge hull volume
The generaloutline of the ship, in view of its relatively low density of cargo, is rather
"boxy," with a high freeboard and a high deckhousecovering much of the ship's
to afford more parking decks.To ensurestability,fixed ballastis usually
superstructure,

Fis

included in these ships, along with water ballast to adjust load and stability. The
engineeringplants are commonly twin enginesof compactvarietY,such as geareddiesel,
and they are arrangedso that the engine spacesare at either srde of the ship, allowing
valuablefree spacebetweenthem for vehicle passage.(seeRo-Ro equipmentfi-s 6)
I quarter stern ramp
2 finger flaps
3 actuatingcables
4 sterndoor

5 king post
6 trunk, trunked ramp
7 ventilatorheads
8 on-deckcontainers

9 bow thruster
10 ramp
11 afterthmster
12 fork lift truck

Shiptypes 27

cargolifts
car deck
intemalramps
sidedoor
side ramp

Fi-e.6 b

Sternramps
-axial ramp
-quarterlamp
-slewingramp
ramp
-semi-slewin-q
2.2.Vocabula
plant- instalaliade aer
air-conditioning
conditionat
barse-carrvingship - transpoftorbarie
belowdecks- sub ounte
bulk canier - vrachier
cargo hatch * cauac de magazie

containership - port container

cargohandling
- mecanismede
-gear
manevraremarfE
cruiseshio- navi de crozlerd
-- structurdde ounte
decklrouse
dry cargo vessel - navd pentru marfr
uscatd
heatingcoils - serpentinede incdlzit
liouidcars.ovesse[.- navatransnotlichide
medium-soeed
dieselensine- motor

Bow ramps
Bow bulkheaddoor
Hydlaulic drivesfor
-bow door
-bow visor

alternating-current
electricalgeneratorsseneratoare
de curentalternativ
be underwav - a fi in mars
berth- dani
carsocarrier- navdde rnarfE
chemicalcanier- navdoroduse
chimice
container-handling
crane- macarapentn-r
contarner
control station- pupitru de
control/comandd
deck crane- macarade ounte
drv carso- marli uscatd
hatch cover - capac de magazie

high-speeddiesel- motor de mare vitezd

l oadi ng ramps- rampe de i ncdrcare

moorinswinch- vincide amarare

-2
28 MaritimeEnglishfor Electromechanics3
diesel de vitezd medie

motor launch- saluodde salvare

rnulti-deckvessel- navd cu ntai multe

nickel-stcel
allov- aliaiotel-rrichel
carrier- uavdde oa
"* sustraselede marfh
ller - elice
rolline - ruliu
scant freeboard- bord liber mare

OBO ship-- rravdpt. petrol/mirrereu

ier - cheu,di
i tchi ns - ta

ship-shaped
hull - corp in formf,de navd

refriserated
ship- navdfrisorificd
rudder- cArmd
self-unloadinggear - mecanismepentru
autodescdrcare
sternraurp- ranrpdpupa

line - tubulaturdde striouire

to list - a seinclina:a secanarisi
u'eatherdeck,- puntedescliisd

to trirn - arepartizaincdrcdtura
weight-handling
equrpment- echipament

toback-adubl a,aca

de manevrd mdrfLri srele

wheeled cargo - autovehicule

2.3.Termsrelating to the ship's hull

Cargo is storedin holds. Ships are divided inio variouslevelsby structurescalled
decks.Within the hull, thesedecksare given specialuames:upper tretweendeck and
lorver between deck (called 'tween decks). The tween decks are divided into
compartmentsby vertical partitions called bulkheads. These partitions can run either
(acrossthe ship) or longitudinally(fore and aft). Sometirnesbulkheadsare
transversely
built so that they are cornpletelywatertight. This makesit possibleeitherto cany liquid
cargoor to sealoff partsof the ship if water shouldbreakin. All doorsin the bulkheads
must also be watertight. These are called W.T. doors. The bulkhead nearestthe stern
Tliis bulkheadis
must be very strong.If the ship is damagedit must remainwaterti-eht.
called the collision bulkhead. There are also small round openingsin the ship's side
called portholes that let light and air into the cabins.
hold - magazie
deck - punte
upper betweendeck - punte intermediardsuperioarS
lower betlveendeck - punteintermediarl inferioarb
bulkhead - peretedespd(itor
watertight - etangla apd
W.T. doors - ugietangeizate
collision bulkhead - peretede coliziune/forprc
porthole - hublou
cabin - cabind

Ship types 29

2.4. Suffixes
a. Adjective suffixes
Noun/verb + suffix
- ous: dangerous;famous (fame);outrageous;furious (fury)
- al: political;industrial (industry);economical;brutal; legal
y: dirty; oily;foggy
- ive: creative (to create);productive (to produce);active (act)
'

-able/ible is usedto form many adjectivesfrom nounsand verbs:enjoyable;comfortable;

drinkable;
knowledgeable;
suitableetc.It can havethe meaning'canbe done':washable;
comprehensible;
reliable;coirntable;recognizableetc.
.

Words endingin -able expressthe oppositemeaningby addingthe prefix un-:

undrinkable; unreliable; unbreakable; while words endingin -ible form the opposite
by addingthe prefix in-: inflexible; inedible etc.
-ful often means'full of': careful;helpful; useful; thoughtful;forgetful
harmlessetc.
useless;thoughtless;
-lessmeans'without': careless;
Not all the words that combinervith -ful can combinewith -less too, to form opposites.
For examplehomelessdoesnot have the oppositehomeful.

b. Verb suffixes
Adjective+ suffixes
- ise: modernise; commercialise;industrialise; cristallise; vaporise (vapour)
- ify: beautify;purify; terrify; solidify; liquefy (liquid)
- en: shorten; widen; sharpen; weaken; Iighten; lengthen (noun); harden; soften;
roughen etc

Unit 3
AUXILIARY

SHIPS

The greatmajority of shipsthat are neithermilitary vesselsnor yachtscan be divided

carriers,industrialships.service
cargocarriers,passenger
into severalbroadcategories:
Each categorycan be subdivided,with the
vessels,and noncommercialmiscellaneous.
first categorycontainingby far the greatestnumber of subdivisions.
Besidescommercialships,thereare military ships which form Navy fleets and some
other slripsthat help activitiesround ports and channels,and shipsspecialisedfor certain
economicor productiveactivitieslike drill shrps.
3.1. Warships.
The warshipsare divided accordingto their shapeand size. They must be seawofthy
and manoeuvrableand havehigh speed.Someof them afe: aircraft carrier, amphibious
ship, corvette, despatch ship (destroyer),destroyer, escort, fleet replenishment ship,
frigate, ice patrol ship, landing ship, mine hunter, mine laver/mine Iaying ship, mine
sweeper,patrol vessel,submarine, support tanker.
3.2. Service vessels
Service vesselsor special duty vesselsare those ships working round pofis and
channelsdesignedto do specialjobs to help shipsand shipping.The most irnportantare:
tugs,dredgers,icebreakers,lightsliips,lifeboatsand pilot launches.
a. The serviceshipsaremostlytugs or torving yesselswhoseprincipalfunctionis to
provide propulsivepower to other vessels.Most of them servein harboursand inland
waters,and,becausethe only significantweight they needcarry is a ptopulsionplant and
a limited amountof fuel,they aresmallin size.The towing of massivedrilling ri-esfor the
petroleumindustryand an occasionaloceansalvageoperation(e.g.,towing a disabied
ship) demand craft larger and more seaworthythan the more common inshore service
vessels,but ocean-goingtugs and towboatsare small in number and in size comparedto
the overwhelminglymore numerouscar-qoships.They are divided into four basic types:
of tugs are
river tugs,harbourtugs, coastaltugs and ocean-goingtugs.The characteristics
(200 ft),
m
range
in
size
up
to
about
60
stability, manoeuvrabilityand power. Tugboats
and vesselsof 3,000hp are common.The first tugboat,the CharlotteDundas,was built tn
1802 by the Scottish engineerWilliam Symington and was fitted with a Watt steam
engine that powered a paddlewheel. By 1850 tugs had substituted screws for
paddlewheels,
andby 1900dieselpowerhad replacedsteam.
b. Dredgers are necessaryto remove sand and mud from the beds of channelsand
harbours.They are of three main types: bucket dredger, suction dredger and grab
dredger. (fig.1)

32 MaritimeEnstishfor Electrornechanics3
-3

l.
2.
3.
4.
5.

laddermountedunderwaterpurnp
cutter,ladderwell
sweli compeusator
swingpile
dischargeline

c. Icebreaker, vesseldesignedto make or keep open a navigablepassage

throughice. Ice-breakers
shatterthe portionof the ice sheetdirectlyaheadof them
eitherby rammingthe ice or by runningup on to it and Iettingthe weight of the
ship break throughthe ice sheet;they are heavily built to withstandthe shocks
involved in these processes.Icebreakersare equippedwith a heavy, usually
overhanging,bow and armouredsides. These ships also normally have both
forwardandaft propellersto providegreatermanoeuvrability
andto createsuction
underthe ice to facilitateits breaking.Icebreakers
havemainly beenusedto clear
channelsduring the winter in bodiesof water such as the GreatLakes and the
Baltic Sea,but in recentyearsthey have beenincreasingly
usedin exploi'ationof
the Arctic and Antarctica.. The former Union of Soviet Socialist Republics
employednuclealpower in at leastone icebreakerusedin Arctic waters.In 1969
the oil tankerSSManhattonwasconvertedinto an icebreaker
andbecamethe first
commercialsltip to travel from the Atlantic Oceanto northernAlaska via the
frozenNorth West Passage.
d. Lightshipslooklike ordinaryshipsbut theydo nct haveengines,
theyare
because
towedintopositionandthenanchored
there.Theyhavea light,a foghorn,a radiobeacon
andmeteorological
equiprnent.
Li-ehtsusedmay varyin powerfrorn i0 candlepower
to

Auxiliary Ships 33

28 million candlepower,dependingon the importanceof the traffic they serve,customary

weatherconditions,and the requirements
of visibility.In areaswhereit is impracticalto
constructbuildings to housea beacon,lightships and lighted buoys are often used.
e. Lifeboat, strong boat desi-enedfor rescuing shipwreckedpeople or people
abandoningship, carriedon ocean-goingvesselsor maintainedat onshorestations.The
essential features of a lifeboat are extreme buoyancy anci stability, a self-bailing
capability,and the ability to progressin the stormiestwatersand to be self-rightingwhen
capsized.Lifeboatsare propelledby oars or motors.Rescuelifeboatsare now almost
universallydiesel-powered.
f. Pilot launches are motorboatsfor transportingpilots to and from ships.They must
be seaworthyas pilots go out in all typesof weather.
Other typesof servicevesselsarebarges,trawlersanddrill ships.
Barge is a flat-bottomedcargoor passenger
vessel.sturdilybuilt to transportcargoon
rivers or canals.History Sailing bargeswere oncecommon in the Thamesestuaryand
furtherupstream;thesecould be quite large,especiallythosefor use downstream,and
couldbe of 100tonnescapacityor more.On otherriverssimilarcraft might be used,such
as the Severn,a sailingbargethat could weigh 70 tonnes.Horseswere alsousedto torv
bargesbeforethe developmentof steamenginesand intemal-combustion
enginesduring
the IndustrialRevolution.The growthof canalsthroughoutBritain and Irelandin the l Sth
and 19thcenturieswidenedthe scopefor bargetransport.A greatvariety of car-9oes
rvere
carried,as water was a better means of conr,eyingbulky loads than rcads. During the
IndustriaiRevoiution,canalsforrned a new, vital transportnetwork and coal, the driving
force behindindustrial development,becameparticularlyimportantas a cargo.The canal
age in Britair-rbeganwith the constmctionof the BridgervaterCanal,under the direction
of JamesBrindley.Completedin 1165,its purposewas to move coal the 12-km(70-mi)
distancefrom the Duke of Bridgewater'sminesat Worsleyto lv{anchester
The wooderr
bargesused on the canal prorridedthe dimensionsof the narrorvboats employed on an
extensivecanal system,until the gro'lth of the railways from the 1840sonward put an
end to the great penod of canal-building.Poweredbargeshave long since replacedsaildriven or horse-drawnbarges.As with the deep-seacargo trade, steampower arrived in
the 1860s.Dieselenginesappearedin about 1910,alongwith metal boats,and are now
generally used, usually being located at the stern of the barge. From the early 19th
century it r.vascomrnonfor the bargeesand iheir families to live aboardtheir barges,the
living accommodationusually being in the sternand the cargo spaceamidships.
Barges in Use Today. Specialisedbargeshavebeen developedfor particulartrafficfor example,tanker bargesfor transporlingfuel oil in bulk-and are used on the world's
principalwaterways.On most large canals,bargesare pushedor pulled by tugboatsand
towboats;one towboat may pull as many as 40 bargeslaslied together.There are also
unporveredbarges(sometimescalled "dumb barges"),severalof which can be propelled

-3
34 MaritimeEnglishfor Electromechanics3

by a single tugboat.Modern open-hopperbargescarry coal, gravel,and large equipment;

covereddry-cargobargesare used for grain and dry chemicals;tank bargescarry oil and
liquid chemicals.On someEuropeancanals,bargesare towed in trains of two or more bv
petrol- or diesel-poweredtractorsrunning on a towpathbesidethe canal.(fig. 2)

elevatorplatform

platform rails in the

(can be submerged

spacebetweenbarge

to load/unload

receivingblocks)

(spanningthe

bargesusinga

6. barge(entering

weatherdeck to

10. raisedsuperstructure

'tweendeck)

allow barge

twln catamarantype

1. railedcross(ing)

movements

(delimit
cantilevers

beams(can be

underneath)

the openloadbay,

loweredto give the

or dock, of the barge

bargetranspofter

carrier)

directaccesson the

12. tube-protectedshaft

loadingcontrol

cargodeck)

13. watertightsterndoor

pushertug)

room

8. barges(stowedon

lift winch system

weatherdeck)

bargetransporler

9. funnels(placedat

(movesalongthe
deck and on elevator

the sides)

I l. accommodation
deck

A uxi l i aryS hi ps 35

Trawlers are usedfor fishing and they have specialequipment.(fig. 3)

fishing lights

i 1. D.F. aerial

20. otter boards

navigationlight

12. VHF aerial

21. chafingribs

jumper stay

13. radio receiverwhip

22. propeller

breakwater

antenna

23. nozzle

mnner

14. floodlight

24. fishing winch

hatchcovers

15. fishingbridge

25. engineroom

wheelhouse

16. inflatablelife raft

26. galley

compass

17. trawl reels

27. messroom

radar scanner

18. cod end lifting

28. fish hold

Deccawhip
antenna

block
19. sterngantry

-3
36 MaritimeEnglishfor Electromechanics3

Drill ships areusedfor drilling holesinto the water of seasand oceansto extractpetrol
ffig. q.

2.
).
/1

a.

main propulsion
controllable
pirch(cP)
propellers
after CP
thrusters
forward CP
thrusters
main generating
SetS

5.

6.
1.
8.
o
10.

propulsion
reduction
-eear
marn motors
mud pumps
decompression
chamber
diving bell
mud hoppers
pipe handlin,e
system

il.
t1

l3
t4.
15.

drilling
platform
rnud processing
plant
drilling control
center
drilling denick
prpestorage
afea

16.

control centre

3.3. Vocabulary
warship- navdde luptd
ampliibiousship- navi amfibie
despatchship (destroyer)- distrugdtor
escortship- escortor
frieate - fresatd

aircraft carrier- portavion

corvette- corveti
destrover- distrugdtor
fleet replenishmentship - navd de
alimentare
ice patrol ship - navdde supraveghere

Au-riliaryShips 37
landine ship - navd de debarcare

mine layer/mrnelaying ship - puitor de

mlne
oatrolvessel^-navi de patrulare
supporttanker- petrolierloeistic
specialduty vessel- nav6auxiliard

minehunter- vanatorde rnine

mine sweeper- dragorde mine
suDmarrne
- suDmann
servicevessel- navdsoeciald
tug - remorcher
icebreaker- spdrgdtorde gheatd

dredeer - draga

lislitship - navd far

pilot launch- pilotind
drillins ris - olatformdde forai
harbourtug - remorcherde port
ocean-going tug - remorcher de larg

bucketdredqer- drasdcu cu
srab dredger - dragd cu grailEr
t ot o w -a re ffl o rc a
radio beacon - radiofar

buovancy- flotabilitate
self-bailing capability - autoevacuare a
aDel

lifeboat- barcdde salvare

propulsive Dower - Duterede propulsie

river tus - remorcherfluvial

coastaltus ^-remorcherde coaste
oaddlewheel
- roatbcu zbaturi
suctiondredser- draedde absorbtie
armouredsides- borduri blindate
foshorn - sirend de ceatd

meteorologicalequipment- echipament
meteo
stabilitv - stabilitate
oar - ramd,vAsld

barse- bari5.sleo
drill ship - navdde foraj

trawler - pescador
uDstream - amonte

bar s e e s- c e i c a re l o c u i e s co e s l eo

downstream - aval

3.4.Terms related to ship's hull and ship's dimensions

A bulwark is an extensionof the hull plating which rises abovethe top of the upper
deck. Buhvarks act as a barrier againstthe force of the vr'aves.Along the ed-qeof the
remainderof the upper deck, especially arnidships,you will find a line of
-euardrails
Theseare made up of vertical posts called guard stanchions,which are linked together
and crew from falling overboard.
by either wires or tubes.Theseprotectthe passengers
The maximum breadth or extreme breadth is the width of the ship at its widestpart,
inciuding any protruding parts.The beam of the ship is the width of the ship (over the
plating) taken at any position along the length. It has the samefigure as the registered
breadth. Overall length is the length of the hull and is the distancebetweenthe sternand
the bow of the ship. Registeredlength is the dimensionregisteredat the upperdeck level
and length betweenperpendiculars is measuredto the water line. The depth of the hull
below the water line at any point dependson its size, shapeand how heavily loadedit is,
and it is called the draught or draft. The distancefrom the rvaterlineto the side of the
upper deck at its lowest point is the freeboard. The depth of the cargo spaceis called
registered depth. The height of a ship is the dimensionfrom the highestpart (including
the arial) to the water line. The line marked like an eye is called the Plimsoll line and is

-3
38 MaritimeEnslishfor Electromechanics3

importantfor the safety of the ship. A ship that was overloadedmight becomeunstable
and sink. To stop that from happeningthere are very strict laws governingthe loading of
ships.
bulwark - spargevalde punte
guard stanchion - bastonde balustradd
maximum breadth or extreme breadth - ldtime maximd
registeredbreadth - ldlime de registru
overall length - lungimemaximd
registeredlength - lungimede registru
length betweenperpendiculars - lungimeintre perpendiculare
water line - Iinia de plutire
draught or draft - pescaj
freeboard - bord liber
registered depth - adAncimede registru
height - indllime
Plimsoll line - rnarcdde bord liber
3.5.List of ship types
Air cushionvessel
Anchor handling tug
supply vessel

I Drill ship
I Dry bulk carrier
Dynamic position drill

Asphalttanker

I ship

LPG tanker
I Merchant ship
I Methane carrier

I Motor ship (MS)

I Motor vessel(MV)

Banana carrier

I Dynamically-supported

Barge
Barge-carrier
Bucketdredger
Bucket
dredger
Bulk carrier
BulVore
Bulk/ore carrier
carrier
Cable-layer

I craft
I Fastferry
Feeder
I Feeder
I Ferry
Fire boat
boat
II Fire
vessel
nisning
I

I Multihull vessel
| Multi-purposecargo
I vessel
I Multi-purposesurvey
I vessel
I Oceansurveyvessel

Carrier

I Floatingproduction,

I Openhatchcarrier

Catamaran
Chemical tanker
Coastal lifeboat

storage and off-loading

I unit
I Floating storage unit

I Ore carrier
I Ore/bulk/oil carrier
| (OBO)

Car carrier
Cargo vessel

vessel I Ocean-goir
Ocean-goingvessel
Float-on/float-offvessel
I Float-on/float-off
(Fo-Fo)
tanker
Oil
|
|

Coaster
Collier
Combinationcarrier

| (FSU)
'l Freighter
I Full ro-ro ship

Container bulk carrier

I Gas tanker

CONBULKER)

I General

| Ore/oilcarrier (O/O)
I Parceltanker
car ferry
I Passenger
Passeurliner
r vessel

AuxiliaryShips39

Containership
carrier
Containercarrier
Container
Craft

I Heavy-liftvessel
Hovercraft
II Hovercraft
I Hydrofoil

I Patrol boat
I Pilot boat
I Pipelayer

Cross-channel

I lce-breaker

I Planing hull vessel

Cross-river
Crudecarrier
Cruiserliner
Cutter dredger
Divingsupportship

I LASH carrier (lighter

I aboardship
I Launch (boat)

I Producttanker
I Pure car carrier (PCC)
| Reefership

Salvagetug

Lift-on/lift-off vessel(Lo- | Roll-on/roll-off vessel

(Ro-Ro)
Ro-ro
container carrier
vessel
I Light
I

Short-seatrader

I Lighter

Shuttle tanker
Single hull
Single
hull vessel
vessel

Small water planearea

twin hull (SWATH)
Stand-by safety vessel
Steam ship (SS)
Suction dredger

I Lo)

Lighthouse tender

Lightship
I Lightship
I LNG tanker
| Supply vessel
I Support vessel
| Surface effect ship (SES)
I Tanker
Tender
Trader
Train ferry
Training ship
Tramp ship

(CONRO)

I Sailing ship

I Ttg
I Turbine vessel(TV)

Twin hull vessel

Twin screw steamer
I GSS)
I Watchdog
I Wave piercer catamaran
I Wine tanker
| Whale boat
I Yacht

3.6. Prefixes
Prefixes are groups of lettersput at the beginning of words to alter their the meaning
in a certainway. The more common prefixesare usedto give adjectives,verbsand nouns
a negativemeaning.Here are negativeprefixes and the rules for using them with words,
accordingto the letter thesewordsbegin with.
un- usedwith adjectives:unhappy; untidy;
usedwith verbs:unbend; undo; unloadl unlock;
im- is usedbeforewords beginningwith m or p: immature; impolite; impatient;
improbable;
il- is usedbeforewords beginningwith l: illegible; illegal;
ir- is usedbeforewords beginningwith r: irresponsible; irreplaceable; irreversible;
dis- is usedbeforeadjectivesand verbs:dishonest; disconnectldisqualify;
in- is usedbeforea limited numberof words: invisible;

40 Maritime English for Electromechanics3

-3

re- is usedbeforeverbsandthe rneaningis 'again':redol reopen;retake; replace;

rewind;
over- ls usedbeforeverbsand the meaningis 'too much': overdo; overworkl overheat;
mis- is usedbeforeverbsandthe meaningis 'badly or incorrectly':misunderstand!
mistranslate; misinform;
semi-the meaningis 'half': semicircularl semi-final;semi-detached;
sub- the meaningis 'under':submarine; subdivision;
under- the meaningis 'not enough':under worked; underused.

Unit 4
Ship Construction
4.1.Buildingships
A modernshipyard is designedfor building shipsas cheaplyand quickly as possible.
Shipscan be built in about sixteenmonths and costscan be kept to a minimum. They are
designedby naval architects. The largest shipping companieshave their own naval
architects.In Europe and Japan,shipyardsemploy naval architectsto designa ship for a
customer,or offer basicdesigns,which can be variedto suit the customer'sneeds.Ship
owners may also go to independentfirms of shipping consultantsand ask their naval
architectstc designa ship for them.
When ship ownersdecideto order a new ship, they tell the naval architect:
r the type of cargothey want to carry
o the routesthe ship will ply
r the desiredspeed
e the ship'sdimensions
o the price they are readyto pay
The ship rnustalso comply with the mles of the classificationsocietyand international
regulations.
The buildingof a ship follows a well-orderedsequence
of events.After the vesselhas
been ordered, the plans are completedin the drawing-office.Next, the final plans must
be approvedby a classificationsociety such as Lloyds Registerof Shipping.This is
necessaryif the owner wants his ship to be classed.While the ship is being built,
constant checks are made to make sure she is being built to the standardsof the society.
Ciassificationwill show that the ship is seaworthy and able to carry cargo she has been
designedto cany.
Nowadaysa shipyardis organizedso that each stagein the building of a ship is done
in a continuouschain of shops. Conveyor rollers and moving cranes on rails link each
shop.First of all, steelplates and bars are taken from the stockyard to the preparation
shop. Here they are cleanedby shot blasting. Then, they are coated with a primer paint
to preventcorrosion.Later, they are cut and shaped automaticallyby machines.Cutting
is done by gas torches and shapingby giant presses.After that, the piecesare welded
together in prefabrication sheds to form sections.Welding is now used instead of
riveting for joining pieces of metal together. The prefabricatedsections are then
transferredto the building berth. Eventually,they are lifted into positionby giant cranes.
When a ship is ready she is launched. Someshipsarebuilt on a slipway and slide into
the water. Othersare built in a dry dock. The dock is then flooded with water and the
sliip is floated out. After launching, the ship is berthed in a fitting-out basin for
completion.The main machinery,together ..'viihauxiliaries,piping systems,deck gear,
lifeboats, accommodationequipment,plumbing systems,and rigging are installed on
board,along with whateverinsulationand deck coveringsare necessary.Fifting out may
be a relatively minor undertaking,as with a tanker or a bulk carrier,but in the caseof a

42 Maritime Enelish for Electomechanics3

-4

passengervessel,the work will be extensive.Although fitting-out operationsare diverse

and complex,as with hull constructionthereare four main divisions:
(1) collection and groupingof the specifiedcomponenrs,
(2) installationof componenrsaccordingto schedule,
(3) connectionof componentsto appropriatepiping and/orwiring systems,and
(4) testingof completedsysrems.
The tendency in planning has been to divide the ship inro sections, listing the
quantitiesof componentsrequired and times of delivery. Drawings necessaryfor each
sectionare preparedand thesespecify the quantitiesof componentsrequired.A master
scheduleis compiled, specifying the sequencesand target dates for completion and
testing of each component system. This scheduleis used to marshal and synchronize
fining work in the different sectionsand compartments.
A completed ship goes for sea trials before she is handedover to her new owners.
During thesethe ship and her equipmentare throughlytested.
4.2.Vocabulary
building berth - dandde construc{ie
chain of shops- lant de ateliere
classification society - registru naval
coat - a vopsi
constant check - verificdri constante
conveyor roller - banddrulanti
dry dock - doc uscat
fitting-out basin - bazin de armare
gas torch - aparatde suduri
launch - a lansa
moving crane - macararnobild
naval architect - inginer proiectant
prefabrication shed - atelier de asamblare
preparation shop - atelierde pregdtrre
press - presl
primer paint - grund
rivet - a nitui
sea trial - probd de mare
shipowner - armator,proprietar
shipyard - gantiernaval
shot blasting - curatarecu alice
slipway - cald de lansare
stockyard - magazie
weld - a suda

Ship construction43

Panelproduction line

l.
2.
3.
4.
5.
6.
1.

plate delivery station

tack weldingstation
butt welding station,panelturnoverstation,panelrotatingstation
gas-cuttingand making station
stiffenerfeedingand tack welding station
fillet weldingstation
lift-off stationfor stiffenedsections

Production site

-4
44 Maritime Enslish for Electomechanics3

a. Productionsite
1. management
offices;designand data
processingdepartments
engine
2.engineering,
and boiler workshops
3. joinery workshops
4. stores
5. pipeshop
school
6. apprentices
7 . outfitting

I 8. maintenance
I department
| 9. plate stockyard,
and
I shotblasting
painting
I
| 10.machiningshop
11.prefabrication
| 12.slipway I
| 13.slipway2
| 14.plate and profile
stokyard

| 15.machiningand
prefabricationshops
| 16.building dock
| 17.outfiningquays
18. storagearea
| 19.660-tongantrycrane
| 20. 500-tongantrycrane
| ZlZ5}-toncrane

4.3. Terms related to ship construction

boilermakers
coopersmiths
ioiners

brassfinishers

draushtsmen

loftsmen

plankers

carpenters, cellers

fitters

o
.
o

Dalnters

pipe fitters

platers,plate erectors

shipwrights

.
.

welders

wood ioiners

Shipvard trades

shipfitters,steel
shiowrishts
wood shiowrishts

4.4.Terms relating to the hull

The hull is divided into a number of watertight compartmentsby decks and
bulkheads. Bulkheadsare vertical steel walls going acrossthe ship and along. Deck
divide the hull honzontally.Thosedividing up cargo spacesare known as 'tween decks.
The hull containsthe engine room, cargospaceand a numberof tanks.ln dry cargoships
the cargo spaceis divided into holds, in liquid cargo shipsit is divided into tanks. At the
fore end of the hull are the fore peak tanks and at the after end are the after peak tanks.
They are used for fresh water and water ballast. The spacebetweenthe holds and the
bottom of the hull containsdouble bottom tanks. Theseare used for ballast water and
fuel.
deck - punte
bulkhead - peretedespdrlitor
'tween decks - intrepunli,pun{i intermediare
engine room - saldmagini
hold - magazie
tank - tanc
fore peak tanks - compartimentde coliziuneprova
after peak tanks - compartirnerttetangpupa
double bottom tanks - tancuride dublufund

Shipconstruction45

4.5. Compound nouns

A compoundnoun is formed from two nouns,or an adjectiveand a noun. It is a fixed
expressionthat functions as a noun. They can be found in every day conversationor
differenttexts,so many of them are well known. Anyway, the spellingshouldbe checked
becausethey can be written in one word, two words or with a hyphen:earring, parking
meter, T-sltirt. Compound nouns can be countable,uncountableor used either in the
singularor in the plural. If both words areunderstood,the meaningwill usually be clear.
Some common countablenouns are: heart attack, assembly line, windscreen wiper,
handcuffs, etc.
Uncountablenouns cannot be used with 'alan' article, and some examplesare: airtraffic control, data-processing, income tax, junk food, blood pressure, food
poisoning,mail order, hay fever, etc.
Some compoundnouns can be used only in the singular: generation gap, mother
tongue, greenhouseeffect, brain drain, death penalty, labour force, sound barrier,
etc.
Other compoundnounsare usedonly in the plural, and someof the mostcommonare:
luxury goods,road works, human rights, traffic lights, etc.
A large number of compound nouns are based on phrasal verbs, so they are more
difficult to be understood.althoushthev areusedmore often:
walk-out - strike,
break-out - escape,
shake-up - change,
break-up - collapse,
takeover - purchaseby anothercompany,
cutbacks -' reductions,
input - information
thatis put in.
output - production
turnover - change
breakthrough - importantdiscovery
Compoundnounsnre very frequentin technicaltexts and sometimesthe meaningof
the technicalcompoundsis different from the generalone
buildine berth
boilermakers
bulkhead
classificationsocietv
convevor roller
coppersmiths
dry dock

naval architect
prefabrication shed
preparation shop
primer paint
sea trial

shipfitters
shipowner

46 Maritime Enelish for Electomechanics3

-4

engine room
fitting-out basin
fore peak tank
gas torch
moving crane

i
I

shipyard
shot blasting
slipwav
stockyard

'tween decks

Unit 5
MANNING AND WATCHKEEPING
5.1. Short history
As powered ships developedin the l9th century, their crews evolved into three
distinctgroups:(l) the deck department,which steered,kept lookout,handledlines in
docking and undocking,and performedat-seamaintenanceon the hull and nonmachinery
components,(2) the enginedepartment,which operatedmachineryand performedat-sea
maintenance,and (3) the stewardsdepartment,which did the work of a hotel staff for the
crew and passengers.
The total number of crew varied widely with the function of the
ship and with changesin technology.For example,an early 2Oth-centurytransatlantic
liner might carry 500 stewards,300 crew membersin its enginedepartment(most of them
occupied in hand-firing the boilers), and 70 crew in its deck department.The later
adoptionof oil fuel and also of the dieselengineallowed a drasticcut in the engineering
department.Still later, such devices as autopilotsfor steeringand automaticconstanttensionmooring winches allowed reductionsin the deck department.Meanwhile,the
needfor stewardson passenger
shipshas remainedhigh: a cruiseship will still carry a
stewardsdepartmentof severalhundred.
In 1960 a steam-powered
cargo ship (operatingunder the U.S. flag) might carry a
crew of 45, comprising20 deck (6 licensedofficers),l6 engineering(6 licensedofficers).
8 stewards,and I radio officer.By 1990the crew for a similarship,rvhichwas hkely to
be diesel-powered,might number 2l - all three departmentshaving been shrunk by
technologicaladvancesthat reducednot only labour but also the needfor watch-standing,
especiallyin the engineroom, where automaticcontrol and monitoring has obviatedthe
r
needfor constantattendanceon machinery.
As of 1990 U.S. law required distinct deck and engine departments and
sufficient personnelfor three watches a day - requirementsdifficult to meet with a
crew of less than 20. However, experiments in fleets of other maritime nations
show that current technology allows a crew to number as few as 10. In order to
attain such minimal crewing, the traditional distinction between engine and deck
departments must be removed in favour of persons trained as "ship operators."
With machinery automated to the extent that it can be monitored and controlled
from the ship's wheelhouse - and with much of the maintenancedone by special
roving teams that can come by air from a distant home base - crews on the order
of 10 in number may become generally accepted.
5.2.The organization of a ship's crew
The man in chargeof a ship is the Master. He is responsiblefor the ship, her cargo
and the safety of the crew. He must be well qualified and an experiencednavigator.
Although his correcttitle is the Master,he is addressed
as "Captain".

-5
48 MaritimeEnglishfor Electromechanics3

The organizationof the crew of a cargo ship is changing,but it is still customaryto

find Deck, Engine, Catering and Radio Departmentin ships of a reasonablesize. Each
depaftmentis madeup of a varied numberof officers,petty officers and ratings.
The Chief Officer, or first Mate as he is often called,is the Master'schief officer and
headof the Deck Department. He is assistedby a SecondOfficer (Mate), a Third Officer
(Mate) and sometimesa Fourth Officer (Mate). Severalcompaniesemploy a First Officer
as well as a Chief Officer. The Deck Depaftmentalso includesa Boatswain(Bosun)and a
Carpenter,both petty officers, and a number of ratings. These are made up of Able
Seamen(AB), Ordinary Seamen(OS) and a middle gradeknown as Efficient Deck Hands
(EDH). There are other gradesof seamen.On some ships Na'rigatingCadetsare carried
for training purposes.
The Chief Engineeris head of the Engine Department. He is assistedby a Secoad,
Third, Fourth and sometimesFifth Engineer. The engine room petty officers are the
Storekeeperand Donkey man. On tankers there is also a Pump man. He is also a petty
officer. The engineroom ratings are Firemen and Greasers.There may aiso be Engr.neer
cadets.
The Catering department is under the Chief Steward.It is divided into a saloonand
galley section.The former is headedby the SecondSteward,the latter by the Ship's
Cook. They are both usually petty officers. They are assistedby severalstewardsand
cooks,andby a numberofjunior ratings.
The Radio Department often consistsof only one man: the Radio Officer, but 'on
mcst shipsthis functiondoesn'texistany more.
)
5.3.Watch keeping and equipment operation in the engine department
The "round the clock" operationof a ship at searequiresa rota systemof attendance
in the machinery space.This has developed into a systeri of watchkeepingthat has
endureduntil recently The anival of "UnattendedMachinery Spaces"(L 45) has beg'un
to erodethis traditionalpracticeof watchkeeping.
The Chief Engineeris directly responsibleto the Master for the satisfactoryoperation
of all machinery and equipment. Apart from assumingall responsibility,his role is
mainly that of consultantand adviser.It is not usual for the Chief Engineerto keep a
watch.
The SecondEngineer is responsiblefor the practical upkeep of machinery and the
manning of the engine room; he is in effect an executiveofficer. On some ships the
SecondEngineermay keep a watch.
The Third and Fourth Engineers are usually senior watchkeepetsor englneers1n
chargeof a watch.Each may have particularareasof responsibility,suchas generatorsor
boilers.

Mannin_u
and rvatchkeeping
49

The Fifth and Sixth Engineersmay be refferedto as such,or bellow Fourth Engineer
may be classedas JuniorEngineers.They will make up as additionalwatchkeepers.
day
workerson maintenancework or possiblyact as RefrigerationEngineer.
ElectricalEngineersmay be camiedon large shipsor wherecompanypracticedictates.
Whereno specialistElectricalEngineeris canied the duty will fall on the engineers.
Variousengineroom ratingswill usuallyform part of the engineroom complement.
Donkeymanare usually seniorratingswho attendthe auxiliary boiler while the ship is in
port. Otherwisethey will direct the rating in the maintenanceand upkeep of the
machinery space, A storekeepermay also be carried and on tankers a pumpman is
employedto maintain and operatethe cargo pumps. The engine room ratings, e.g.
firemen,greasers,'etc.,
areusuallyernployedon watchesto assistthe en_gineer
rn charge.
The watchkeeping system
la
t-'+

4-8
8-12
Middle watch
Morning watch
Forenoon watch
Afternoon watch
Eveninswatch
First watch
Deck
SecondOfficer
Chief Officer
Thitd Officer
Eneine
Third Ensineer
SecondEnsineer
FourthEnsineer
The Eveningwatchcan be dividedinto First Dog Warch 1600- 1800and
Seconddoe Watch 1800- 2000
a. m .
D. m .

The systemof watchesadoptedon board ship is usually a four hour period working
with eight hoursrest for the membersof each watch.The threewatchesin any 12 hour
period are usually 12-4,4-8 and 8-12. The word "watch" is taken as meaningthe time
periodandalsothe personnelat work duringthat period.
The watchkeepingalrangementsand the make up of the watch will be decidedby the
Chief Engineer.Factorsto be taken into accountin this matterwill includethe type of
ship, the type of machineryand degreeof automation,the qualificationand experienceof
the members of the watch, any special conditions such as weather, ship location,
intemationaland local regulations,etc. The engineerofficer in chargeof the watch is the
ChiefEngineer'srepresentativeand is responsiblefor the safeand efficient operationand
upkeepof all machineryaffectingthe safetyof the ship.
a. Operating the watch
An engineerofficerin chargewith,perhaps
a junior engineerassistingand one or more
ratings,will form the watch.Eachmemberof the watch shouldbe familiarwith his duties
and safety and survival equipment in the rnachinery space. This would include
knowledgeof the firefighting equipmentwith respectto locationand operation,being
able to distinguish the different alarms and the action required, an understandingof
communicationsystemsand how to summonhelp.

50 MaritimeEn-slishfor Electromechanics3
-5

At the beginningof the watch the current operationalparametersand the condition of

all machineryshouldbe verified and also the log readingsshouldcorrespondto those
observed.The engineerofficer in charge should note if there are any special orders or
instructionsrelating to the operation of main machinery or auxiliaries.He should
determinewhat rvork is in progressand any hazardsor limitationsthis presents.The
levels of tankscontainingfuel, water, slops,ballast,etc., shouldbe noted and also the
level of the various bil-ees.The operating mode of equipment and available standby
equipmentshouldalsobe noted.
At appropiateintervalsinspectionsshould be made of the main propulsionplant,
auxiliary machineryand steeringgear spaces.Any routine adjustmentsmay then be made
and malfunctionsor breakdownscan be noted,reportedand conected.During thesetours
of inspectionbilge levels shouldbe noted,piping and systemsobservedfor leaks,and
local indicatinginstrumentsshouldbe observed.
Bil,seordersmust be promptly carriedout and a recordof any requiredchangesirr
speedand directionshouldbe kept.When understandbyor rnanoeuvring
conditionswith
the machinerymanually operatedthe control unit or consoleshould be continuously
manned.
Cerlain watchkeepin-g
duties will be necessaryfor the continuousoperation of
equiprrent or plant - the transferringof fuel for instance.In addition to these regular
tasks,otherrepairor maintenance
tasksmay be requiredof the watclrkeeping
personnel.
However no tasks should be set or undertakenwhich will interferewith the supervisory
dutiesrelatirrgto the main machineryand associated
equipment.
During the rvatcha iog or record will be taken of variousparametersof main and
auxiliary equipment.This may be a manual operationor provided automaticallyon
modernvesselsby a data logger.The completedlog is usedto compilea summarysheet
or abstract of information which is returned to the company head office for record
purposes.
Where situations occur in the machinery space which may affect the speed,
power supplyor otheressentials
manoeuvrability,
for the safeoperationof the ship, the
bridge shouldbe informed as soon as possible.This notificationshould preferablybe
given beforeany changesare madeto enablethe bridgeto take appropriateaction.
The engineerin charge should notify the Chief Engineerin the event of any serious
occurrenceor a situationwhere he is unsureof the action to take. Examplesmight be, if
any machinerysuffersseveredamage,or a malfunctionoccurswhich may lead to serious
damage.However,where immediateaction is necessary
to ensuresafetyof the ship, its
machineryand crew, it must be taken by the engineerin charge.At the completionof the
watcheachmembershouldhand over to his relief.ensurinsthat he is comoetentto take
over and carry out his dutieseffectively.
b. UMS operation
Where the machineryspaceis unattended,a duty engineerwill be responsiblefor
supervision.
He will normallybe one of the threeseniorwatchkeeping
engineersand will
work on a 24 hourson. 48 hoursoff rota. During his rota periodhe will make tours of
inspectionabouteveryfour hoursbeginningatJ or 8 o'clock in the morrring.

Manningand watchkeeping5l

The tour of inspectionwill be similar to that for a conventionalwatch with due

considerationbeing given to the unattendedmode of machineryoperation.Trends tn
conditionsmust be
parameterreadingsmustbe observed.and any instabilityin operatin-e
rectified.A set list or mini-log of readingsmay have to be takenduring varioustours.
Betweentours of inspectionthe Duty Engineerwill be on call and shouldbe ready to
investigateany alarms relayed to his cabin or the various public rooms. The Duty
Enginnershould not be out of range of thesealarms without appointinga relief and
informing the bridge.
The main log book readin,eswill be taken as requiredwhile a tour of inspection.The
variousregularduties,such as fuel transfer,pumpin-eof bilges,and so on, should be
carried out during the daywork period, but remains the responsibilityof the Duty
Engineerto ensuretliat they are done.
5.4. Terms relating to position in a ship
At the fore end of a ship is known as forward.
At the after end of the ship is known as aft.
At the midshipspart is knorvn as amidships.
The extremefore end is known as right forward.
The extremeafter end is known as right aft.
In front of is known as before or forward of.
Behind is known as abaft or aft of.
Acrossthe ship from side to side is athwartship.
Along the len-ehof the ship from stemto stem is fore and aft.
5.5.Description of a modern general cargo ship:
aft. She
A modem generalcar-eoship has her engine room and bridge superstructure
may havefour holdsforwardof the bridgeand one hold aft of the bridge.Forwardof Nol
hold is the forecastleand ri-9htforward is the jackstaff. Derricks are supportedby masts
and samsonposts.They are stowedfore and aft when the ship is at sea.There are two
lifeboats,one on the port sideaft, anotheron the starboardsideaft, abaftthe funnel.The
poop and the bridgesuperstructure
are combined.There is an ensignstaff right aft.

-5
52 Maritime En_slishfor Electromechanics3

5.6.Vocabulary
aux iary machineryaux lare
breakdorvn- defectiune
Chief Engineer- qef
mecanlc
crew - echipaj

ElectricalEngineeringiner electrician
firefighting equipmentechipament
de luptd
contraincendiilor
First Officer - oflter unu
t oke e p a w a tc h -a fa c e
de cart

Boatswain(Bosun)sefulmarinarilor
Carpenter- marangoz
CateringdepartmentDoDota
Chief Officer - secund
Chief Steward- intendent
sef
deck Department- sector Donkeyman- mecanicde
/deDanamentpunte
auxiliare
engineDepartmentEngineercadet- in-qiner
asplrant
sectormasind
greaser - marlnar
Firemen- fochist
bilge - santind

mecanic/ungdtor

galleysection- sector
bucdtdrie
leak - scurgere

hazard - accident

log - jurnal

main propulsionplant instalaliaprincipal6de

oronulsie

cu
malfu nction- defecfir-rr-remanning- echipare
personal

Master - comandant

NavigatingCadetasDlrant
radio Departmentdeoartamentradio
rota system- slstemnon-

Pumpman - mecanic de
D O M DE

raungs- mannarr
SecondOfficer - ofiter
doi
steeringgear- mecanlsm
de zuvernare
Third Officer - ofiler trei

petfz officers- maigtri

Radio Officer - ofi1er

radio
saloonsection- salade
StoD
mese
slop- reziduuprtrolier
standbyequipmentechipament
de rezervd
Storekeeper- magazioner summonhelp-acere
alutor
unattendedupkeep- a intreline
nesunravesheat

watchkeeping- cart

5.7.Prepositonsof place
Someprepositions
show theplaceand the questiontheyansweris where:
at

He lives at numberfive.
Turn left at the top of the starrs.
I'll meetyou at the station.

at an exactolace

Manning and watchkeepin-e53

in

He lives in England.
Jan works in Birmingham.
He lives in Baker Street.
Were you in the club last night?
Throw it in the wastepaper bin!

on

I'll meet you on the platform.

There's somecoffee on the shelf.

under
in front of
behind
next to
beside
between
in the middle of
among
opposite
above
below
by
near
not far from
a long way from

a county
a town
a street
a building or area
a container

The engineroom is under the main deck.

The petty officer was standingin front of the panel.
The craneis behind the superstructure.
My cabin is next to yours.
Can I sit besideyou?
The cadetis between the chiefengineerand the secondofficer.
The mastis in the middle of the ship.
He found the hammeramong many othertools.
Their berth is opposite ours.
The bridge superstructure
is above the engineroom.
The bilge is below the engineroom.
I'll be standingby the wheelhouse.
Is therea bank near the station?
The centreis not far from the manna.
We are a long way from land.

Other prepositionsof place show the movement(where to?) so they occur with the
verbsof motion like run, walk, jump etc.
up
down
into
out of
past
onto
off
round
through
over
under
to
across
along

The sailor climbedup the mast.

Hefell down the stairs.
The cargo was loweredinto the hold.
The pipe was lifted out of the hold with a derrick.
He walkedstraightpast me without speaking.
The wrenchfell onto the deck.
The launch took off the pilot.
The ship sailed round the cliffs.
The diver swamthrough the shoal.
The engineerwalked over the bridge.
No one walkedunder the catwalk.
They took the ferry to Istambul.
The yacht sailed acrossthe bay.
The boat sailed along the coast.

Unit 6
SAFETY ABOARD
6.1.Safe working practices
mistakes,Iack of thoughtor care,and
Accidentsare usuallythe result of carelessness,
given
will
to avoiding accidents,largely by
now be
ofren result in injury. Consideration
the adoptionof safeworking practices.
Working clothesshouldbe chosenwith the job and hazardsin mind. They shouldfit
fairly closely with no loose flaps, straps or ragged pockets.Clothing should cover as
much of the body as possibleand a stout pair of shoesworn. Neck chains,finger rings
and wristwatchesshould not be worn, particularly in the vicinity of rotating machinery.
Where particularhazardsare presentappropriateprotection,suchas gog-slesor ear muffs
shouldbe worn.
When overhaulingmachineryor equipment,it must be effectively isolatedfrom all
sourcesof power. This may involve unpluggingfrom an electricalcircuit, the removal of
fusesor the securingopen of circuit breakers.Suctionand dischargevalvesof pumps
shouldbe securelyclosedand the pump casingrelievedof pressure.Specialcare should
be takenwith steamoperatedor steam-usingequipmentto ensureno pressureburlt-up
can occur.
When lifting equipmentduring overhaul, screw-in bolts should be used where
possible.Theseshouldbe fully enteredup to the collar andthe threadson the eyeboltand
in the equipmentshouldbe in good condition.Any lifting wires usedshouldbe in good
conditionwithout brokenstrandsor sharpedges.
Before any work is done on the main engine,the turning gear shouldbe engagedand
a warning posted at the control position. Lubricating oil in the working area should be
cleanedup and where necessarysuitable staging erected.The turning gear should be
madeinoperativeif not requiredduring the overhaul.Where it is used,caremust be taken
to ensureall personnelare clear beforeit is used.
Where overhead work is necessary suitable staging should be provided and
adequatelylashed down. Staging planks should be examined before use and where
suspecteddiscarded.Where laddersare used for accessthey must be securedat either
end. Personnelworking on staging should take care with tools and store them in a
container.
Boiler blowbackscan causeseriousinjury and yet with carecan usuallybe avoided.
The furnacefloor should be free ofoil and burnersregularlycheckedto ensurethat they
do not drip, particularlywhen not in use. The manufacturer'sinstructionsshould be
followed with regardingto lighting up procedures.Generallythis will involve blowing
through the furnace (purging) with air prior to lighting up. The fuel oil must be at the
correct temperatureand lit with a torch. If ignition does not immediatelyoccur the oil

56 MaritimeEnglishfor Electromechanics3
-6

should be turned off and purging repeatedbefore a secondattemptis made.The burner

shouldbe withdrawnand examinedbeforeit is lit.
Entry into enclosedspaceshouldonly take placeundercertainspecrfiedconditions.
An enclosedspace,such as a duct keel, a double bottom tank, a cofferdam,boiler, etc.
cannotbe assumedto contain oxygen.Anyone requiredto enter sucha spaceshouldonly
do so with the permissionof a responsibleofficer. The spaceshould be well ventilated
before entry takes place and breathing apparatustaken along: it should be used if any
discomfortor drowsinessis felt. Another personshouldremainat the entranceto summon
assistanceif necessary,and there shouldbe a meansof communicationarrangedbetween
the personwithin the spaceand the attendant.Lifelines and harnessshouldbe availableat
the entranceto the space.The attendantshould first raise the alarm where the occupant
appearsin danger but should not enter the space unless equippedwith breathin-e
apparatus.
Training in the use of safetyequipmentand the conductof rescuesis essentialfor all
personnelinvolved.
6.2.ExpressingObligation/Commands
1. Imperative hasthe sameform as the shot infinitive: Hurryl ; Waitl ; Stapt etc.
For the negativewe put do not/don't beforethe verb: Don't hurry! ; Don't wait! etc.
2. Commandsare often expressedas obligationby must, mustn't expresses
interdiction:
Youmust not smokein the petrol store.
Passengers
must comeaboardon the main gang board.
3. An indirectform of command,usedespeciallyfor instmctionsand orders,is be +
infinitive:
You are to report for duty immediately.
The switchboardis to be manned at all times.
4. Subject+ will, mainly for third personcommands.This is a formal, impersonal,
peremptorytype of command,implying that the persongiving the order is quite certain
that he will be obeyed.It used chiefly in written instructionsby people who have some
authority,e.g.captainsof ships,officers of the servrceetc.
When the alarm rings passengers
and cr6wwill assembleat their boat stations.
The team will report to the gymnasiumfor weighrlifting training.
You will not mention this meetingto anyoneelse.
5. Modals should and ought to can be usedfor mild commandsin the form of
advice.
Yolr should read the instructions.
You ought to plnnt sometrees.

SafetyAboard 57

the
6. Had better + short infinitive can be usedfor stronsadviceor recorirmendine
wisestcourseof action:
You'd bettertake off your wet shoes.
You'd better not wait any longer
He'd betterstop taking thosepills.

6.3. If Clause
Type 0 conditionals
The patternis if... + present...+ present
If you heat ironitexpands.
We can alsousecontinuous:
If yot're practicing on the drums,I'm going ottt.
Type l conditionals
The patternis: if... + present...+ will
If we don't hurry, we'lI miss the ship.
The if-clauseexpressesan open condition,a real one.. Here the presentsimple (don't
hurry) expressesthe future.We do not normally use will in an open condition(after if).
As well as presentsimple we can use the continuousor perfectin if clause.
If we're having ten peopleto dinner,we'II need more charrs.
If I've ftnished my work by ten,l'il probablywatch a film on TV.
As well as will, \ /e can use modal verbsand expressionsin the main clause.
If we miss the train we c&n get the next one.
If Simon is hopingto borrow the car, he's going to be disappointed.
If you phoneat six, they might be having tea.
If you're going out. take your key.
Type 2 conditionals
The patternis: if... + pastsimple...+ would (+infinitive)
If I had lots of money,I would travel round the world.
I'd tell you the answerif I knew it.
The past tenseexpressesan unrealcondition,or we talk about'imaginary'presentor
future.
If you lost the book, you would have to pay for a new one.
The samestructurecan be uied for making suggestlons:
Would it be all right if I came round at about seven?
Itwould be nice if you helped me.
As well as past simple, we can use pastcontinuousor could:
If the sun were shinine, everythingwould beperfect.
If I could help yott,I would.,but I'm afraid I can't.

-6
58 MaritimeEnglishibl Electromechanics3

As well as would, we can use other modal verbs such as could ol might in the marn
clause.
If I had a light, I could see whatI'm doing.
If we could roll thecar down the hill, we night be ableto startit.
Type 3 conditionals
The pattemis: if...+ pastperfect...+would(+ perfect).
If you had taken a taxi, you would havegot herein time.
If you had worked harderlast year, yotswould probablyhavepassedyour exam
Here the pastperfectrefersto somethingunreal,an imaginarypastaction.
We can usecould + perfectin the if-clause:
If I could have warned you in time, I would havedone.
We canuseothermodalverbssuchas could or might + perfectin the main clause.
If I'd written the addressdorvn,I conld havesavedmyselfsometrouble.
The plan rnight not hsve worked if we hadn't had one greatpieceof luck.
We can alsousecontinuousforms:
If we hadn'tbeenevictedby his landlord,he wouldn't lruvebeensleepingin the
streets.

6.4. Terms relating to life-saving appliances

Life-savingappliances
on boardshipscan be of severaltypes:lifeboats,liferafts,
lifejacketsand lifebouys.
a. Lifeboat
l.

ntooring bitts

2. after Ii tling hook

3. after manhole, after hatch

4. steeringtower

5. port hole, viewingport

6. navigation light

7, top hatch

8. handrail

9. air vent

10. mast shoe, mast step

ll. skatesreleasegear

12. sprinkler tube

13. forward lifting hook

14. tow rope and painter tie plate

15. non'skid swface deck

16.glass-fiberhull

17. cover or enclosure

18. gunwale

II

SafetyAboard 59

L9.locking device (from inside und

outside)

20. bourding hatcheswith slidepanels

2L, bracket

22. bilge keel

23. grablines becketed

24. rudder

25.fire extirtguisher

26. tiller

T7. battery

28. engine casingcover

29. helmsntan seat

30. wheel

31. high pressure hose (for sprinklers)

32, sprinkler main pipe

33. str uct urul stiffm ers

34.fender

35. keel

36. bottont boards

37. buovancvtank

38. Ircok tie band

39. air bottles

40. water tank

41. equipmett locker

42. rowlock

43.fuel tank

44. sprinkler puntp

45. engine

46. engine casing

47. propeller shaft

48. exhaustpipe

49.propeller

Lifeboat fittings accordingto

(SOLAS) regulations
drain valve
cap,plug..., ...with lattyard
Iocker
painter, skate
fender
self-bailing arrang ement

-6
60 Maritime Enelish for Electromechanics3

Fis, I

SafetyAboard 61

b.life-raft

(.i

,s..
(+

\.

-{+

-r

trio )

GY'
'tiit'
\'.-j

'':'.j

[':J

ri-}
self-erectingcanopy= apArdtoare
care
se ridici automat
2. knife: culit
3. emergencypack: trusdde prim
aJutor
4. paddles= vdsle
5. buoyancychambers,buoy tubes=
flotor
6. painterline =
1 . foot stepladder,<boardingrzrrrrp)=
scheidde acces
8. equipmentbag = eghit.m.t,
9. externallight = semnalizare
exterioard
10. sea-lightcell = pi[5 aetjvela apade
mare
I l. rain catchmentpocket= rezervor
tru api de ploaie
L

c. life-jacket: vestdcjesalvare
d. life-buoy = colac de salvare

6Di

12. internallight = iluminat

13. floor inflationvalve: vaivd
inferioardde umflare
14. survivalinstructioncard= manualde
utilizare
15. rescueline: sauldde salvare
16. inflate/deflate
valve: valvd de
umflare/sezumflare
17. lifeline: tin-te-bine
18. water stabilizingpocket= rezervorde
stabilizarea apei
19. seaarrchor: ancord
20. reliefvalve: valvd de sigurar-rfd
21. rightingstrap: sauldde redresare
22. retro-reflectivetape: bandd
reflectorizantd
23. sparepartsbag= zccesorii

62 MaritimeEnglishfbl Electromechanics3
-6

6.5.Terms relating to lifeboats:

clew - colt de gcotd
I bilge gratr rail - brdu de
foot - marginede
I protecliea gurnei
intinsurd
I crutch socket- picior de
gunwhale-copastie
I furchet
head - mar-gine
de
I grab lines - curenrde
invergare
lredresare
leech- urarginede cddere I keel - chila
luff - marginede cddere I lifting hook - ganci
prova
Iower cross seats- bdnci
nrast - catarg
I de dprijin
mast thwart - bancde
I rudder - cArmd
catarg
side benches- bdnci
skates-sanie

I p.ut - cotl de fungd

reef points - baierdde
I terlarola
stern post - etambou
I stem band ^tarrnaturade
letravd
tack - rnurd
I throat - colt de invergare
I thu'art knees- collar de
I banc
thwart - banc
I tiller - eche
I yara.-vergd

lue sail - veld de tleirne

6.6. Prepositions of time

In Englishcertainprepositions
areusedfor differentmomentsor perioudsof time.
On

Friday
Wednesdaymorning
the sixteenth of March
Christmas Day

Day
D1V + mornin-e/aftemoon/evening
/nrght
Date
SpecialDay

ln

sprlng
2003
August
themorning

Season
Yeal
Month
Periodsof the day

At

three o'clock
Christmas
Iunchtime
the momenU present
the weekend
nighUmidnight

time
festival
mealtimes
now

Periods

for four weeks

in three days
two months ago

generalperiod
periodstartingfrom now
periodfinished

Someprepositions
needexplanationnot to be confused:
until - not before:

SafetyAboard 63

The ship will not leaveuntil 2 o'clock.

by - any point beforeor at a certainhme:
I startmy watchby 2 o'clock.
since - showsthe momentin the pastthe action startedlooking back to that point:
I haven'tseenhim sincewe left the port.
from - showsthe momentthe action started:
The shopsareopenfrom 10 o'clock.

for + a periodof time - how long somethinggoeson

I've beenwaiting the shippingfor ages.
happens
during + noun - when somethin-e
The deck is wet. It must haveraineddurine the nieht.
during + noun
I learnedmany new things during my voyage.
while+subject+verb
I learnedmany new things while I lvas on voya-qe.

Unit 7
FIRE FIGHTING
Fire is a constanthazardat sea.It resultsin more totai lossesof shipsthan any other
form of casualty.Almost all fires arethe resultof negligenceor carelessness.
Combustionoccurswhen the gasesor vapoursgiven off by a substance
are ignited.
The temperatureof the substanceat rvhich it gives off enoughgas to continueburning is
known as the 'flashpoint'.
A. Fire is the resultof a combinationof threefactors:
thatwill burn.
1. A substance
2. An ignitionsource.
3. A supplyof oxygen,usuallyfrom the arr.
Thesethreefactorsare often consideredas the sidesof the fire triangle.Removingone
or more of these sides will break the triangle and result in the fire being put out. The
cornpleteabsenceof one of the threewill ensurethat fire neverstafis.
Fires are divided into threecate_eories,
accordingto the lxaterialinvolved:
ClassA. Solid materials,suchas wood andfumishings,extinguished
by coolingbelorv
thefleshpoint.
ClassB. Oils and inflammableliquids.extin-euished
by smotheringto excludeoxygen.
Class C. Electricalequipment,ertinguishedLry non-conductiveagentssuch as dr./
power smotheringto excludeoxy_qen.
7.1. Fire - fighting stages
Fire fighting at seamay be consideredin threedistinct stages,detection- locatir-rg
the
fire; alarm - informing the rest of the ship; anci control - bringing the ureans of
extinguishing
fire.
Detection
The use of fire detectorsis increasing,particularlywith the tendencyto reduced
manningand unmannedmachineryspaces.A fire, if detectedquickly,can be fou_eht
and
broughtunder control with a minimum of damage.The rnain function of a fire detectoris
thereforeto detect a fire as quickly as possible;it must also be reliable and require a
minitnum of attention.An in-rportantrequirementis that it is not set off by any of the
normal occurrencesin the protectedspace,that is, it must be applopriatelysensitiveto its
surroundings.Three phenomenaassociatedwith fire are usedto provide alarms:theseare
smoke, flames and heat.
The smoke detector makes use of two ionisation chambers,one open ro the
atmosphereandoneclosed(Fig.
1).Thefineparticlesoraerosolsgivenoff
byafirealter'
the resistancein the open ionisationchamber,resultingin the operationof a cold cathode
gas-filledvalve. The alarm soundson the operationof the valve to give rvarningof a fire.
Smokedetectorsare usedin machineryspaces,accommodationareasand cargoholds.

-7
66 Maritime Enelish for Electromechanics3

oke detector

Flames,as opposedto smoke, are often the main result of gas and liquid fires and
flamesdetectorsareusedto protectagainstsuchhazards.Flamesgive off ultra-violetand
infra-red radiation and detectorsare availableto respondto either. An infra-red flame
detectoris shown in Fig. 2.Flame detectorsare usednear fuel handlingequipmentin the
machinervspacesand also at boiler fronts'

I1"1trfl,,
i tl i ;

Fig. 2 Infra-redflame detector

Heat detectorscan use any of a number of principles of operation,such ds liquid

expansion,low melting point materials or bimetalic strips. The most usual detector
nowadaysoperateson either a set.temperaturerise or a rate of temperaturerise being
exceeded.Thus an increasein temperatureoccuringquickly could set off the alarmbefore
the set temperaturewas reached. The relative movement of two coiled bimetalic
thermostats,one exposedand one shielded,acts as the detectingelement(Fig'3)' Heat
detectorsare used in placessuch as the galley and laundry where other types of detector
would give off false alarm.

Fire - Fi-uhting67

'jJ;

: *. 1 {

Tl
I
I
I

i . f " {. I ( r t r r i i

Fig 3 Heatdetectors

Fi e.4 C l assphi al

Alarm
Associatedwith fire detectorsis the electriccircuit to ring an alarmbell. This bell will
usually sound in the machinery space,if the fire occurs there, and also on the bridge.
Fires in otherspaceswill result in alarmbells soundingon the bridge.Any fire discovered
in its early stageswill require the finder to give the alarm and make the decisionto deal
with it himselfif he can. Giving the alarmcan take many forms suchas shouting'Fire',
bangingon bulkheadsor any actionnecessary
to attractattention.It is necessary
to give
an alarm in orderto concentrateresourcesand effort quickly onto the fire, even if the frre
mustbe left to burn for a short time unchecked.
Control
Two basicallydifferent types of equipmentare availableon board ship for the conrol
of fires. These are small portable extinguishersand large fixed installations.The small
portable extinguishersare for small fires which, by prompt on-the-spotaction, can be
rapidly extinguished.The fixed installation is used when the fire cannot be fought or
restrainedby portableequipmentor there is perhapsa greaterdangerif associatedareas
were to be set on fire. The use of fixed installationsmay require evacuationof the area
containingthe fire which, if it is the machineryspace,meansthe loss of effectivecontrol
of the ship.Various typesof portableand fixed fire fighting equipmentare available.

7.2. FIRE FIGHTING EQUIPMENT

I.

Portable extinguishers
There are four principal types of portable extinguisherusually found on board ship.
Thesearei soda-acid;foam; dry powder and carbon dioxide extinguishers.

1. Soda-acidextinguisher
The containerof this extinguisherholds a sodium bicarbonatesolution.The screw-on
cap containsa plunger mechanismcoveredby a safetyguard.Below the plunger is a

-7
68 MaritimeEn-elish
for Electlomechanics3

glassphialcontainingsulphuricacid (Fig. 4.). rvhenthe plungeris struckthe glassphial rs

broken and the acid and sodium bicarbonatemix. The resulting chemical reactioti
the spaceabovethe liquid forcing it out
producescarbondioxide gas which pressurises
is usedfor ClassA fires and will
throughtlre internalpipe to the nozzle.This extin,euisher
be found in accomrnodationareas.

Sk)J --

p .ffr l r r l ffl e i fi e f

drei!artdrirr
C ? M n tti l c
PVC td o tfvinvl{*lgriJr!

irj
bel

\Y.KT

hr
l:
wrut: \,8

F ig. 5a

2. Foam extinguisher
a. Chemicalfoam
The main container is filled with sodium bicarbonatesolution and a longer inrier
polythenbcontaineris filled with alurnrniumsulphate(Fig.5a).The inner containeris
sealedby a cap held in placeby a plunger.When the plungeris unlockedby,turning it,
the cap is released.
The extinguisheris then invertedfor the t'uvoliquids to mix. Carbon
dioxide is producedby the reactionwhich pressurisesthe containerand forces the foam
out.

Fire - Fi_ehting69

b. Mechanicalfoarn
containerholds a
The outer containeris in this casefilled with water.The cer-rtral
carbondioxidechargeand a foam solution(Fig.5b).A plun-eermechanismwith a safety
guardis locatedabovethe centralcontainer.When the plungeris depressed
the carbon
dioxideis releasedand the foam solutionand watermix. They arethenforcedout through
a specialnozzle wlrich createsthe mechanicalfoam. This extinguisherhas an internal
are used on Class B fires and will be
pipe and is operatedupright. Foam extin_quishers
locatedin the vicinity of inflammableliquids.
3. Carbon dioxide extinguisher
A very stron-qcontaineris usedto storeliquid carbondioxideunderpressure(Fi,e.6).
A centraltube providesthe outletpassagefor the carbondioxidewhich is releasedeither
The liquid chan_ees
to a
burstinga disc or avalveoperatedby a tri-eger.
as
by a plun_eer
-qas
it leavesthe extinguisherand passesthrougha su,ivelpipe or hoseto a dischargehorn.
aremainly usedon ClassB andC fires and will be found in
Carbondioxideextin-euishers
the machinery space, particularly near electrical equipment. The carbon dioxide
since,in a confinedspace,it could be
exinguisheris not permittedin the accommodation
lethal.
Stfr ( f ( Fi$ - .- ,- L
Wi/q

- , Si r i k c Lnph

Alria=

ClrFo+ Cicxide {tpour}

Crrbon dirridr {liqutci}

{;--",..?-

" -Dir4hrrge

_-*-

}tott

l{rrdt+

Fig 6 Carbondioxideextinguisher

-7
70 Maritime English for Electromechanics3

Dry powder extinguisher

The outercontainercontainssodiumbicarbonatepowder.A capsuleof carbondioxide
gas is locatedbeneatha plungermechanismin the centralcap (Fig. 7). On depressingthe
plunger the carbon dioxide gas forces the powder up a dischargetube and out of the
dischargenozzle.

Fig.7 Dry powderextin-guisher

The dry powder extinguishercan be used on all classesof fire but it has no cooling
effect. It is usually located near electrical equipment in the machinery space and
elsewhereon the ship.
Maintenance and testing
All portable extinguishersare pressure vessels and must therefore be regularly
checked.The soda-acidand foam extinguishercontainersare initially testedto 25 bar for
five minutes and thereafter at fou?, yearly intervals to 20 bar. The carbon dioxide
extinguisheris testedto 207 bar initially every ten years and after two such tests,every
five years.The dry power extinguisheris testedto 35 bar once every four years.Most
extinguishersshouldbe testedby dischargeover a period of one to five years,depending
on the extinguishertype, e. g. soda-acidand dry powder types 20Vodischargedper year,
foam types 50Voper cent dischargedper year. Carbon dioxide extinguishersshould be
weighedevery six monthsto checkfor leakage.
Where practicable the operating mechanismsof portable extinguishersshould be
examinedevery three months.Any plunger should be checkedfor free movement,vent
holes should be clear and cap threadslightly greased.Most extinguisherswith screw-on
caps have a number of holes in the threadedregion. These are provided to release
pressurebeforethe cap is takenoff as they shouldbe checkedto be clear.

Fire - Fighting 71

II. Fixed installations

A variety of fixed fire fighting installation exist, some of which are specifically
designedfor certaintypes of ships.A selectionof the more generalinstallationswill now
be outlined.
1. Fire main
A seawater supply systemto fire hydrantsis fitted to every ship (Fig. 8).
J r a d r . '@ t r 0 t

?ooo

F.FKfi tc
!yl i l 6 l

4id

-Li r ,ts'n, [-

-f ;;;E

Fig.8
Severalpumps in the engineroom will be arrangedto supply the system,their number
and capacitybeing dictatedby legislation.An emergencyfire pump will also be located
remote from the machinery spaceand with independentmeansof porver.A system of
hydrant outlets,each with an isolating valve, is located around the ship and hoseswith
appropriatesnap-in connectorsare strategicallylocated together with nozzles. These
nozzlesare usually with the jetlspray type providing either type of dischargeas required.
All the working areasof the ship are thus covered,and a constantsupply of seawatercan
be brought to bear at any point to fight a fire. While seawateris best used as a cooling
agentin fightingClassA fires it is possible,if all elsefails, to useit to fight Classb fires.
The jet/spraynozzleswould be adjustedto provide a fine water spraythat could be played
over the fire to cool it without spreading.
2. Automatic water spray
The automatic spray or sprinkler system provides a network of sprinkler heads
throughoutthe protectedspaces.This systemmay be used in accommodationareas,and
in machinery spaceswith certain variations in the equipmentused and the method of
operation.The accommodationareasare fitted with sprinkler headsthat both detectand
extinguishfires. The sprinkler head is closed by a quartzoidbulb that containsa liquid
that expands considerablyon heating. When excessively heated the liquid expands,
shattersthe bulb and water will issue from the sprinkler head.A deflectorplate on the
sprinkler head causesthe water to spray out over a large area.The water is supplied
initially from a tank pressurisedby compressedair (Fig. 9a). Oncethe tank pressurefalls,
as a sprinkler issueswater, a salt water pump cuts automaticallyto maintain the water
supply as long as is necessary.The systeminitially changedwith fresh water to reduce
corrosion effects. The complete installation is divided into several sections, each

72 MaritirneEnelishfor Electromechanics3
-7

containingabout 150 to 200 sprinklersand having an alarm valve. When one or more
sprinklersoperatewater throughthe sectiorrvalve and soundsan alarm and also provides
a visualdisplayidentifyingthe sectioncontainingthefire.
A$.rloi ft :ri{hfr

liooriftr y

*l*

l*o
l:dqt0ina{d
Ii !Fut+
gerirr{lsr

t---t-"T--t

li{hf
ilrrE
l;hf,rn
rrht
f!f,nred6n

lltu'
.
Ha6 { ts

:+olitlia
I
t sE&m
I rrlrr

re r*,r 'r.id

FrtCl

Ts liru

Trat fJd

Iriqlirr*,
skt+fi

Sashn

C4r-rrFtrtcrg r'a!rl

AEIIF

bl Spri*h'

irssn

*a[.rn;lddien

+-1+

I
|

Mshirrf,

lhf s+r"rF

rlrt{ni

'oo

(b)spLayer
(a)sprinkler
Fig 9 Automatic
waterspraysystems,
system;
system
In the machinery space the sprinkler heads are known as 'sprayers' and have no
quartzoid bulb. Also the section valves are manually operatedto supply water to the
sprayers(Fig 9b). The systemis pressurised
bii compressed
air with a saltwatetrpump
pressure
arrangedto cut in automaticallyif the
drops.The accommodationand machinery
spacesystemsmay be combinedby a valve that is normally kept locked shut.The system
shouldbe regularlychecked,by creatingfault conditionsat the varioussectioncontrol
valvesby openinga test valve,and checkingfor audibleand visual alarms.
3. Foam systems
Foam spreadingsystemsare designedto suit the parlicular ship's requirementswith
regard to quantity of foam, areas to be protected,etc. Mechanical foarn is the usual
substanceused,being producedby mixing foam making liquid with large quantitiesof
water.Violent agitationof the mixture in air createsair bubblesin the foam.
An automaticfoam induction systemis shown in Fig. 10. The automaticinductorunit
ensuresthe conect mixing of water and foam compoundthat is then pumpedas the foam
making solutionto the hydrantsfor use.The foam compoundtank is sealedto protectthe
contentsfrom deteriorationand has linked compoundsupplyand air vent valves.To

Fire - Fighting 73

LirrE*Crir
and loanl
ldat*irlct'*nce
frrt3ilirtrllr u?f$tr

Fcnm
h!'slr":,ttl

ALrtrm.1{ie
i i i rl uctor
uni t

!l I rni nEr

Ftr*
FUrnr

Form
trral i rrg
rolu[on,

system
Fig. 10Foaminductlon
operatethe systemthesetwo linked valves are openedand the fire pump started.Foam
mixing is carefully meteredby the automaticinductorunit. The fire pump and compound
tank must be locatedoutsidethe protectedspace.
High expansionfoam systemsare also available where a foam generatorproduces,
from foam concentrateand sea water, a thousand times the quantity of foam. The
generatorblows air through a net sprayedwith foam concentrateand water. The vastly
expandedfoam is a4 insulator and an absorberof radiant heat; it also excludesoxygen
from the fire.

4.

Carbon dioxide flooding

A carbondioxide flooding systemis usedto displacethe oxygen in the protectedspace

and thus extinguishthe fire. The carbon dioxide is storedas a liquid under pressurein
cylinders. The volume of space to be protected determinesthe number of cylinders
required.A common battery of cylinders may be used to protect both car-eoholds and
machinery space.The cargo space system is normally arrangedfor smoke detection,
alarmand carbondioxide flooding. (Fig. 1l) Small air samplingpipesfrom the individual
cargoholds are led into a cabineton the bridge'

74 MaritimeEn-slishfor Electromechanics3
-7

lTPtbol
t^Jlr|lfttn{

whoctharsroo
vglr4

-Smo*! d;$ction flbinl

in ntratlhoure

_ Lovr prp5qurr
rucrion lln+s

Engrneroan
f---d-E---E-T---r
C01 rnrller in +nginl roorn

c
Tynsfi drir

f-*.-a
rlold

t1i ;';'.',; -.'.ili:'l'.1'.

',
Fig. I I Carbondioxidedetection
andfloodingsystem
Air is drawn from eachhold by a small fan and eachpipe is identifiedfor its particular
hold.If smokeis drawn into the cabinetfrom one of the holdsit will setoff an alarm.The
smokeis also passedinto the wheelhousewhere it can be detectedby pelsonnelon watch.
The locationof the fire can be identifiedin the cabinetand the hold distributionvalve
below the cabinetis operated.This valve shutsoff the samplingpipe from the cabinetand
opens it to the carbon dioxide main leading from the cylinder battery. A chart rvill
indicatethe number of cylindersof gas to be releasedinto the spaceand this is done by a
hand-operated
lever.
The machineryspacesystemis designedto quickly dischargethe completebattery of
cylinders. Before the gas is releasedthe space must be clear of personneland sealed
againstentry or exhaustingof air. The dischargevalve is locatedin a locked cabinct,with
the key in a glasscasenearby.Openingthe cabinetsoundsan alarmto warn personnelof
the imminent dischargeof the gas. The dischargevalve is openedand an operatinglever
pulled.The operatinglever openstwo gasbottleswhich pressurisea gangreleasecylinder
that, in turn, moves an operatingcable to open all the bottlesin the battery.The carbon
dioxide gas then quickly floods the machinery space,filling it to 307oof its volume in
two mtnutesor less.The air samplingsystemcan be checkedwhen the holds are empty
by using a smoking rag beneatha sampling point. Flow indicators,usually small
propellers,are fitted at the outlet points of the smoke detectingpipes as a visual check
and an assurancethat the pipes are clear. To check for leakagethe gas cylinders can be
weighedor havetheir liquid levelsmeasuredby a specialunit.

Fire - Fighting 75

5. Inert gas
Inert gasesare those which do not supportcombustionand are largely nitrogen and
carbon dioxide. Large quantities siutable for fire extinguishing can be obtained by
burning fuel in carefully measuredamounts or by cleaning the exhaustgasesfrom a
boiler.
Inert gas generator
The inert gas generator(Fig. 12), burns fuel in designedquantitiesto produceperfect
combustion.This provides an exhaustgas which is largely nitrogen and carbon dioxide
with a very small oxygencontent.
Oil Iilter c i l ot bl m er
Pre**r te gugr
nrloror driveo oi l f,rurrF

h'litir!hurrer

Oil {i{tar

fli!Jr

Filot burner

c6nH6lltrl

IT
1$-*::.:;1,'"'
strDn{hnmbe{

Air bior*r
Ait
filIer

C w l i nr l a* nutur
ltaltr

drarn

Fig. 12 Inert gasgenerator

The exhaust gasespass to a cooling and washing chamberto remove sulphur and
excess carbon. The washed or scrubbed exhaust gas is now inert and passesto a
sistribution system for fire extinguishing. The complete unit is arranged to be
independentllyoperatedin order to supply inert gasfor as long as the fuel supplylasts.
6. Funnel gas inerting
A systemmuch used on tankerswhere boiler exhaustgasesare cleanedand inerted is
shown in Fig. 13. The exhaustgas is cleanedin a scrubbingtower, dried and filtered
before being passedto the deck mains for distribution.The gas will containlessthan 57o
oxygenand is thereforeconsideredinert. It is distributedalongthe deck pipesby fans and
passesinto the variouscargotanks.Sealsin the systemact as non-retumvalvesto prevent
a reverseflow of gas.
The inert gas is used to blanket the oil cargo during dischargingoperations.Empty
tanks arefilled with gasand the inert gas is blown out-whenoil is loaded.
Inert gas-producingunits have the advantageof being able to continuouslyproduce
inerl gas. A bonle storagesystem,such as carbon dioxide flooding, is a tone-shot' fire
extinguisherwhich leavesa ship unprotecteduntil furlher gas suppliescan be obtained.

-7
76 MaritimeEnslishfor Electromechanics3

-'o:\:r

Fig 13Funnel inertingsystem

-uas
7. Halon system
hydrocarbongases
Halon l30l (BTM) and Halon 1211 (BCF) are two halogenated
agents,which cool
with specialfire extinguishingproperties.Unlike other extin-guishing
the fire or displaceoxygenthe Halon gasesinhibit the actualflamereaction.As a resultof
containers.
its low vapourpressurewhen liquefiedHalon can be storedin low-pressure
cylinder
is
used
then
approximatelythreetimes
Alternatively if a standardcarbondioxide
as much gas can be stored.An additional advantageis that the atmospherein a Halon
flooded space is not toxic, although some highly irritant gases are produced in the
process.
extinguishing
A Halon storagesystemwould be very similar to one using carborrdioxide exceptthat
fewer cylinders would be required. The liquefied Halon is usually pressurisedin the
cylinders with nitrogenin order to increasethe speedof discharge.Bulk storagetanks of
air beingused
Halon gas are alsousedwith cylindersof carbondioxideand compressed
to operatethe control systemand expel the gas.
7.3. FIRE FIGHTING STRATEGY
Fighting a fire on board ship may amountto a life or deathstruggle;to enterinto such
a conflict unpreparedand unarmed is to invite failure. The 'armaments'or equipment
availablehavebeendescribed.Now comesthe matterof beingprepared.A basic strategy
shouldbe followed in all fire fighting situations.This will involvefour distinctaspects,
which arc locating,ittforming,cottaining and finally extinguishingaffte.
A fire may be locatedby detectiondevicesfitted in the various spacesin a ship or
simply by smelling or seeingsmoke. Alert personnel,whetheron watch or not, should

Fire - Fi-uhting77

alwaysbeconsciousof the dan-9eroffire and the signswhich indicateit. Certainareasare

moreliableto outbreaksof fire and theseshouldbe regularlyvisitedor checkedupon.
Once detectedthe presenceof a fire must be madeknown quickly to as many people
as possible.It is essentialthereforethat the brid-seis informedof tlie locationand extent
of the fire. A small fire might reasonablybe immediatelytackled by the finder but
attemptsshould be made whilst fighting the fire to attractattention.Shouting'Fire',
ban-ringon bulkheads,deliberatelysettingoff equipmentalarmsin the vicinity, all are
possiblemeansof attractingattention.Anyonefinding a fire rnustdecidewhetherto fight
it imrrediatelyor whetherto leaveit and inform othersfirst. The more peoplewho know
of a fire the greaterthe efforts that can be brou-ehtto bearupon it. If in doubt - inform!
Shipsare built to containfires in the spacewherethey begin.Fire resistingbulkheads
orderto limit the spreadof fire. and it
anddecksarepositionedat appropliatedistances.in
remains for fire fighting personnel to ensure tliat these-barriersare secule q'hilst
attemptingto fi-shtthe fire. All doorsand openingsshouldbe closed.all ventitationhnd
exhaustfans stopped,and flammable rnaterialisolatedfficm the space.It should'be
that a fire existsin threedimensionsandthereforehassix sides.so it mustbe
remembered
contained
on six sides.
A small fire can usuallybe easilyextinguishedbut it can also quickly becomea big
fire, so the fire extinguishingmust be rapid if it is to be effective.Fire fighting strate-sy
rvill vary accordiugto the location of the fire. The variousareasand their particular
problemswill now be exarnined.
Accommodation
The accommodation
areasrvill be made up almost exclusivelyof ClassA material
requiringthe use of water or soda-acidtype extinguishers.
Electricalcircuits however
area.All
shouldbe isolatedbeforedirectingquantitiesof water into an accommodation
ventilationand exhaustfans mustbe stoppedand fire flapsclosed.If hosesareernployed
a water spray should be used in order to achievethe maximurncooling effect. The
shouldbe
accommodation
will no doubtfill with smokeand thereforebreathingapparatus
available.
The galley area presentsa somewhatdifferent fire hazard.Here Class B materials,
tlreuse of foam, dry powder
sucha.scookingoil, fat or grease.will be presentrequirin-e
or carbon dioxide extinguishers.
A fire blanket quickly spreadover burning cooking
fire.
utensilscouldextinguisha potentiallydangerous
Machinery spaces
Machineryspacefires will involvemainly ClassB materialrequiringthe use.offoam
type extinguishers.
Only the smallestof fires shouldbe tackledwith hand extinguishers.
The alarm shouldbe quickly given and the brid-eeinformed.The ventilationfans should
be stoppedand fire flaps closed.Any oil tankscloseto the fire shouldbe closedoff and
kept cool by hosin_e
with water.Foam makingequipmentshouldbe usedon the fire and
foarn spreadover the tank tops and bilges.Water spray can also be used to cool the

t
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78 MaritimeEnglishfor Electromechanics3

suruoundings
of the fire, but a waterjet shouldnot be usedin the machineryspacesinceit
will move any burning oil aroundand subsequentlyspreadthe fire. Only if the situatton
becomeshopelessshouldthe spacebe evacuatedand gasfloodingused.The machinery
spacecontainsmostof the fire fightingequipmentas weli as the propulsionmachinery.If
it is vacatedthen control of the situationis lost to a 'one-shot'attemptat gasflooding.
If evacuationis decidedupon, all personnelmust be made awareof the decision.The
spacemust then be completelysealedagainstthe entry or exit of air and all oil supplies
isolatedat the tank valves.When all thesemattershave beenattendedto the flooding gas
can be admittedand, if the surroundingbulkheadshold to containthe fire, it will quickly
go out. Cooling of the boundarybulkheadsshouldcontinuefrom outsidethe spacewhilst
floodingis takingplace.
When the extinguished
fire has beenleft long enoughto cool down the spacecan be
re-entered.
This shouldbe donefrom the tunnel,if thereis one,or the lowestpoint remote
from the seat of the fire. Engineerswearing breathing apparatuslnay now enter, takin,g
water sprayhoseswith them to cool down any hot surfaces.Cooling and smokedispersal
are the first priorities to provide an atomospherein which others can operate and
graduallybring the machineryback into service.Where a machineryspacefire involves
electricalequipmentthen only dry powder or carbon,dioxideextinguishers
can be used
until theequipmentis isolated.
Cargo spaces
Where a fire occurs in a cargo hold with a smoke detection and carbon dioxide
flooding systemfitted, the procedureis straightforwardand has alreadybeen describedIt
is essentialto ensurebefore flooding that all air entry and exit points are closedby fire
dampersand all fans are stopped.
Oil tankers with their cargo tanks full or empty present a potentially serious fire
hazard. A fire occuning in a cargo tank wili doubtlesslead to an explosion or an
explosion will lead to fire. The rapid use of foam making equipment,the cooling of
surroundingareasand the isolationof the fire shouldimmediatelytakeplace.
The prevention.offire and explosion conditions is the main prerequisitewith oil
tankers.By keeping the tank atmosphereoutside of the explosivelimits then no fire or
explosioncan occur. It is usual practice to inert the tank atmosphereby displacingthe
oxygen with an inert gas and thus effectively prevent a fire or explosion:The inert gas
producingsystemshave alreadybeendescribed.
Training and awareness
Where is the nearestfire extinguisher?What type is it? How is it operated?At any
position in the ship thesequestionsshould be asked and answered.Knowing how to
operateany extinguisherjust by looking at it will indicatesomedegreeof training and an
awarnessof the fire defences.
Fire drills are often referredto as 'Board of Trade Sports',but they merit a more sober
attitude than they receive. Practices are useful and should be seriously undertaken.
Eqiupmentshouldbe tried and testedto ensurethat it works and is ready when needed.
Regularmaintenanceshouldtake placeon extinguishers,fire pumps,hydrants,hoses,etc.

Fire - Fightin,e79

and
All engineereshouldbe familiar with rechargingand overhaolingextinguishers
thosein chargeshould make sure it is regularly done.The statutorysurveysdo much to
ensurethat equipmentis ready for use but the one year period betweenleavesa lot of
time for neglect.
Breathing apparatus
Many fire fighting situationsmay require the use of someform of breathingapparatus.
The use of such equipmentwill ensurea supply of oxygen to the wearer so that he can
perform his particulartasksin safety.Two basic types are in use - the smokehelmet and
the selfcontainedunit usingair cylinders.
The smokehelmet affangementusesa helmet, which coversthe headand is cinnected
to an air hose.A hand operatedpump or bellows suplliesthe air. A systemof signals
betweenuser and suppliermust be arrangedto ensuresafe,coruectoperation.
unit consistof one or two cylindersof compressed
The self-contained
air kept in a
harnesswhich is caried on the back (Fig. 14). The high-pressure
air is fed through a
reducingvalve and then to a demandvalve. The demandvalve is fitted into a facemask
and suppliesair to meet the breathing requirementsof the ewarer. A non-returnvalve
permitsbreathingout to atmosphere.A warning whistle sounswhen the air pressurefalls
to a low value.A standardcvlinderwill allow for about20 to 30 minutes'oneration.

_JS

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trio 1/

-7
80 MaritimeEnglishlbl Electromechanics3

7.4.Vocabulary

hand operated lever = pArghie/mdner

shatters,casualty= accident
actionatlnanLral
= negliientd
fire detectors= detectoarede foc
carelessness
fire fighting = luptaimpotrivaincendiiior flame detector = detectorde flacdrd
deschisa
=
bimetallic strip = lameldbirnetalicd
heat detector detectorde cdldurd
flash point = temperaturdde aprindere;
coiled= spiralat;cu spirald
ounct de inflamabilitate
putout=astrnge
ienition source= sursdde aorindere
=
hazard oericol
overhauling= reviziegenerald:
llltelventre

set off = a declansa:a lansa

de furn
smokedetectors= detectoare
s m oot h e r - a e g a l a ; a n i v e l a
fire damper = detector de metan

elassphial = fiold/flaconde sticla

safetyguard = dispozitivde proteclie

L
L
L

Screlv on cap = cu $urub

hydrant outlets = guri de hidrant

I
L
L

L
I

shielded = ecranat;proteiat

give off = a degaia;a emana

bellows= rneurbrand:
tub: burduf
foam = sournd
harness= sfoard
portable extinguisher = stingdtor
oortabil
plunger mechanism= mecanism
Dlungeri de scurlcircuitare

self containedunit = unitatemonobloc

smoke helmet = cascdde plotectie

imootriva fumului

soda acid extinguisher = stingitor cu

acid sulfuric
discharge horn = orificiu de evacuare
discharsetube = tub de descdrcare

breathing apparatus = aparatde oxi-gen

cap thread = capdt filetat

snrinkler = stroDitor
hose= furtun
trigger = declansator
nozzle= iniector
upright = in sus
air vent valve = supapdde aerisiie
deflector plate = deflector;plac[ de
deflexie
fan = r,entilator
scrubbing tower = turn de spalarea
gazelor

depress = a apdsa

discharsenozzle= aiutaide evacuare

fire hvdrant = hidrant
snap in connectors= conectoricu
inclichetare
quartzoid bulb = incintacu cuart
outlet passage = canal de evacuare
Dressurlse = a Dresunza

swivelnine = tub de iniectie

air sampling system= sistemde luat
nrobede aer
carbon dioxide flooding = saturarecu
dioxid de carbon
cut in = a cLlpla;a anclanga

flow indicators = indicatoride curgere

totackle=aaborda

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Fi re - Fi ghti ng 81

smoking rag - obiectecarefumecd

rvheelhouse= ti monerie

tomter=atrdsura

7.5.Shapes,colours and patterns

The shapesof objectscan be referredto by usine:
1. Ir{amesof geornetric
r lc fi
Nouns
square
rectangle

circle
semi-circle
cone
hemisphere
spherc
cylinder

cube
ellipse
oval
trian.gle
octagon

penragon
pyramid
polnt

Ad.iectives
square
rectangular
circular
round
semi-circular
conical

hemispherical
spherical
cylindrical
cubic
ellipticai
oval

trian.qular
octa
pentagonal

pyramidal
pointed

right anele
2. Lettersof the alphabet:I; S; T; etc
e.g.a pipe shapedlike the lerrerS - an S-shapedpipe
3. Well-knownshapes:egg-shaped;
heart-shaped;
diamond-shaped;
erc
e.g. a valveshapedlike a mushroom- a mushroom-shapedvalve
with colours we can use dark or light to expressthe shade:dark grey; light grey. If
you do not know the shade,the suffix -ish can be used:greenish;yeliowish;etc.
Patterns can be expressedusing adjectives:striped; pin-striped; flowery;
checked/checkered;spotted; tartan; plain
Texture is the way somethingfeelswhen you touchit.
smooth
the surfaceof a pipe
polished
varnishedwood/ zrshiny metal surface
sleek
(smoothand shiny)hair: car bodywork
slippery
a fish just out of water

-7
82 MalitirneEnglish1orElectromechanics3

rough
coarse
jagged
Brightness:

hands;material;sea
Whenthe seais very rough,the ferry doesn'tsail.
sand
or metal
sharp,irregularedgesof broken
-elass
shiny- an objectthat shines
dazzling- very stronglight
shady- in the shade,rrotin the sun
dull - dark colours
bright- shiningcolours
dim - not easyto see
light
glare- a very bright andunpleasant

solidI hollor.v
denseI sparse
sparse- presentonly in small amonnt

Density:

Unit 8
TYPES OF MARINE ENGINE
There are four main types of marineengine:tlte dieselengine,the stearnturbine, the
gas turbine andthe nrurine nuclear plant.
8.1. The dieselengineis a form of internalcombustionen-qine.
Its power is expressed
(bhp).This is the powerput out by the engine.Effectivehorsepower
as brakehorsepower
is the power developedby the piston in the cylrnder,but someof this is lost by friction
within the engine.The power output of a modernmarinedieselengineis about40,000
brakehorsepower.
Large diesel engines,which have cylinders nearly 3 ft in diameter,turn at the
relativelyslorv speedof about 108 rpm. Theseare knor.vnas slow-speeddieselengines
They can be connecteddirectlyto the propellerwithout gearing.Althoughhigherpower
could be producedby higher revolutions,this would reduce the efficicric),of ttre
propeller.becausea propelleris more efficient the lar-eerit is and the slower it tums.
Theselarge slolv runningengirtesale used in the lar-sermerchantships.particularlyin
tankersand bulk carriers.The main reasonis their lou, fuel consumption.
The lorv-speed
engineis characteri
zedby ratedspeedsin the ran-eeof 80-120revoiutionsper minute.In
all casesit is a two-strokeenginesupercharged
by exhaust-gas
turbochargers.
Whereas
medium-speedenginesare ividell, employed ashore,the low-speedengine is almost
exclusivelya marineen_sine
that is designedto match efficientpropellerspeedsrvithout
recourseto a speed-reducin-q
gear.The consequence
of low speedis a longerpistonstroke
and
cylinderbore,albeit with fewer cylinders;the net resultis a heavieren_sine,
-ereater
rvith a specificweight(weightper unit of output)of about88 pounds(40 kilograms)per
kilowatt - in contrastto a typical figure of 44 pounds(20 kilograms)pel kilowatt for a
medium-speedengine. Nevertheless,low speed and large individual cylinder
displacement
conveyadvantageto the low-speeden-eine,
sincethesefeaturesaliow the
lowest-quality- and hencecheapest- fuel to be burned.Even finely powderedcoal and
coal-oil slurrieshave been burnedin theseengineson an experimentalbasis.Height.
rn
particular,is a limitin-efeatureof the low-speedengine.In sometypesof ship,the extra
machineryspacewrll interferewith cargoor passenger
space
More and more of the lar-sermerchantvesselsare beingpoweredby medium-speed
dieselengines.They are connectedto the propellerby
This type of gearingwas
-eearing
oncerestrictedto srnallercargoships,but now they areusedin fastcargolinersas well as
in tankersand bulk cariers. They are cheaperthan slow-speed
dieselengines,and their
smallersize and weightcan resultin a smaller,cheapership.The medium-speed
engine,
characterized
by rated speedsin the range of 400-600 revolutionsper minute, is in
practicallyall casesa four-strokeenginesuperchar-eed
by exhaust-driven
turbochargers.
Power output is proportionalto the product of speedand cylinder displacement,
and
engine size and weight is roughly proportionalto cylinder displacement.
For a given
output, the medium-speedengine is li-ehterand more compact than the low-speed
alternative,and it is usually lower in initial cost. On the other hand, its higher speed
nearly always demandsa speed-reducing
gear betweenthe engine and propeller- a

-8
84 MaritimeEn-elish
for Elcctron.rechanics3

componentthat is usually unnecessary

with low-speedengines.Other handicapsof the
medium-speed
alternatii/eare a greaternumberof c.vlinders
for a givenpower rating and
a specificfuel rate (weightcf fuel burneciper unit of output)that is typicallyhigherthan
rvith low-speedengines.On the whole, mediurn-speed
enginesare favouredwhere a
particulariy heavy or tall engine wculd be inappropriateanC ."r'herea iorver first cost
would outweighthe higherfuel cost.
MEDIUM AND SLOW SPEED DIESELS
Medium speeddiesels,e.g.2,50to 750 rev/mm,and siow speeddiesels,e.g. 100to 120
rev/mm, each have their various advantagesand disadvanta,qes
for various duties on
boardship.
The slow speedtwo-strokecycle dieselis used 'for main propulsionunits sinceit can
be directlycoupledto the propellerand shafting.It provideshigh powels,can burn lowgradefuelsand has a hi-shthermalefficiency.The cylinders'and crankcase
are isolated.
which reducescontaminationand permitsthe use of speciaiised
lubricatingoils in each
area.Tlie useof the tivo-strokecycleusuallymeausthereareno inlet and exhaustvalves.
This reducesmaintenance
and sirnplifiesengrneconstructton.
Medium speed four-stroke engines provide a better power-to-weightratio and
power-to-size
ratio and thereis alsoa lower-initialcost for equivalentpowet.The higher
speedhowever,requiresthe use of a gearboxand flexible couplin-es
for main propulsion
use.Cylindersizesare smaller,requiringmore units and thereforetnoremaintenance,
but
the increasedspeedpartly offsetsthis. Cylinder liners are of simpleconstructionsince
thereare no ports,but cylinder headsare more complicatedand valve-operating
gear is
required.Scaven_qing
is a positiveoperationwithout use of scavenge
trunkin-e.
thus there
can be no scavengefires. Better quality fuel is necessary
becauseof the higher engine
speedand lubricatin-qoil consumptionis hrglier than for a slow speeddiesel.Engine
heightis reducedwith truk pistondesignand thereare fewer movingpartsper cylinder.
There are,however,in iotal more partsfor maintenance,
althoughthey are smallerand
moremanageable.
The Vee engineconfigurationis usedwith somemediumspeedengine
designsto furtherreducethe sizeand weightfor a particularpower.
High-speedengines,with rated speedsof 900 to 1,200revolutionsper minute,are
used in a few casesin ships,but enginesof this ciassare almostalwaysfound in small
craft suchas tugs.fishing vessels,and high-speedferries.
8.2. In steam turbines high pressuresteamis directedinto a seriesof bladesor vanes
attachedto a shaft,causingit to rotate.Tlris rotary motion is transferredto the propeller
shaftby gears.Steamis producedby boiling water in a boilerthai is fired by oil. Recent
developments
in steamturbines,which havereducedfuel consumptionand iaisedpower
output have madethernmore attractiveas an altemativeto dieselpower in ships.They
are 50 per cent lighter and on very iarge tankerssome of the steamcan be used to drive
the large cargopumps.Turbinesare often used in containershrps,which travel at high
sneed.

Propulsion85
8.3. Gas turbines differ fror-nsteamturbinesin that gasratherthan steamis usedto
turn a shaft.Thesehavealsobecomemore suitablefor usein ships.Many naval vessels
are poweredby gas turbinesand severalcontainerships are fitted lvith them. A gas
It is also suitablefol
turbine engineis very light and easily removedfor maintenance.
The gasturbineengine,essentiallya jet enginecoupledto a turbine
completeautomation.
that is gearedto a propellershaft,appearedto have found a niche in commercialship
propulsionabout 1970.Horvever,the fuel price increaseof the 1970s,rvhich
diesel
-eave
its dominanceover steam.gaveit dominanceover gasas well, andthe nichefor the latter'
On the otherhand,the gastur-bineremainsthe principalpropulsion
suddenlydisappeared.
engineamongnavalcombatvesselsbecauseof the high powerthat canbe producedfrom
very low rveightsand volumesof machinery.
8.4. Nuclear power in ships has mainly been confinedto naval vessel,particularly
But this form of power will be used more in merchantships as oil fuels
submarines.
A nuclear-powered
becomemoreexpensive.
ship differsfrom a conventionalturbineshrp
the
in that it usesthe energyreleasedb,v
decay of radioactivefuel to generatesteam.The
steamis used to turn a shaft via a turbine in the conventionalway. Steampropulsion
submarines,wheie the heat sourceis a
survivesin certain naval vessels--particularly
nuclear reactor.Extreme cruising range and independencefrom an air supply are
advantagesof using nuclearener-qyas the heat sourcein naval propulsion,but these
advantages
are of little merit in commercialshipping.A few prototypecargo shipswith
nuclear propulsion were built in the 1960s, but they did not lead to commercial
application.
Advantagecan sometimesbe gainedby forming a propulsionplant from disparate
elements.A memorableexamplervasthe Titanic, which was built in the early days of
steamturbine propulsion.The Titanic was propelledby a pair of reciprocatingsteam
enginesthat exhausted
their steaminto a singlesteamturbine.This techniquewas known
in the guiseof turbocharging,
as turbocompounding.
Turbocompounding,
is commonin
diesel technology.Absent an excessivelylong stroke, a diesel cylinder cannot fully
expandits working fluid. One remedyis to exhaustthe cylindergas into a turbinethat
drives a compressorthat in turn suppliesthe cylinder chargeat high pressure.The major
benefit of turbochargingis an increasein the power output of the engine without an
increasein its size,savefor the small increasethat the turbocharger
represents.
In some
instancesthe cylinder exhaustgas containsmore energy than the turbochargerrequires,
and the surplusmay be applied to a secondturbine whose output is addedto that of the
engine'scrankshaft.Such an arrangementis most likely to be found with low-speed
enginesin shipsbuilt since1980.
Gas turbinesalso havebeencombinedwith dieselenginesas independent
units - r.e.,
suppliedwith their own fuel and workin-qfluid ratherthanwith dieselexhaustgas.This
providesthe opportunityto combinethe high efficiencyof a dieselfor cmising speeds
with the high output of the comparativelyli-uhtgas turbine when burstsof speedare
needed.Suchneedsrarelyexist amongcommercialvessels,but combineddieseland gas
is appropriate
for somemilitary vessels.

86 M alit ir n cEn s l i s hfo r El c c tro m chea n i c s.]- 8

Propulsion 87

8.5. General arrangement of an engine compartment

1. sidewaterballasttanks- tancuri
lateralede balast
2. lubricatingoil coolers- rdcitoare
ulei de ungere
3. main wing engine- motor
principal lateral
4. main centreengine- motor
principal
5. wing engineclutch- ambreiaj
motor lateral
6. thrustbearing- ax de impingere
t. centtepropellershaft - arbore
port elice central
8. main lubricatingoil pumpspompede ungeremotoat-e
principale
9. brake- frAnd
10. wing propellershaft- arbore
port-elicelateral
I 1. auxilialyengine- motor auxiliar
12. controlroom - saldde comandi
13. engineroom hatch- gurd

14. oil-firedboiler- cdldare

15. engineroom ventilationventilafiesali magind
16. auxiliaryenginesilencersamortizoareauxiliare
1 7 .sludgeburner- arzdtorreziduuri
1 8 .centerenginesiiencer- amortizor
motor principal
19. wing enginesilencer- amoltlzor
motor lateral
20. auxiliary engineexhaustsevacualeauxiliare
27. centreengineexhausi- evacuare
motor principal
22. o1l-firedboiler uptake- evacuare
cdldare
23. wing engineexhausts- evacudri
motor lateral
24. sludgeburneruptake- evacuare
reziduuriarse
25. funnel,stack- co$

compartiment masini

8.6. Distance,size and dimension

To expressdistance,sizeanddimensionwe canuseadjectives
or nouns;
long
wide
high
broad
thick

length
width
height
breath
depth
thickness

Wide is more cofirmonthan broad

e.g.
It's a very wide road.
Engineeringis a very broad subiect
Note the word orderfor dimensions:
The cabinis threemeterslong and two wide.
Tall rs usedfor peoplebut can be usedfor things suchas buildrngs
and treesif they
are high and thin. Otherwiseusehigh for things.

-8
88 lv{alitimeEnslish for Electromechanics3
eo

She'svery tall for a five-years-old.

Thereare somehigh mountainsin the North

Noie
For waterwe usedeep and the oppositeshallovt':e.-e.The deepand shallowendsof a
pool.
srvirnming
We canusebig or large to describesizein English,but not great.
Derived words, phrasesand compounds
long:

Let's measurethe length of thrsrope.

pool.
I swam20 lengths of the swimmin-e
I've lengthenedthe pipe to the draintank.
Gettin-sa visa is a lengthy process.
Can I makea long-distancephonecall?

will shorten ourjourney rvith 3 Cays.

short: The ne',l,en-eine
There'sa short-cut to the citv center.
rvide: Let's measurethe width of the ,eangway.
They'rewidening the canal.
broad: The studentswant to broaden their experience.
high:

The height of the free deck is 2 meters.

The fog heightened the feeling of fear.

low:

The sailorsshouldlower the boat.

far:

He loves sailingto faraway places.

deep: The depth of the seahere is about30 meters.

His sufferingdeepenedour soffow.

F- +

Unit 9
Steam turbines
The steamturbine remainsthe first choice for very largepower main propulsionunits.
Its advantagesof little or no vibration, low weight, minimal spacerequirementsand low
maintenancecostsare considerable.Furthermorea turbine can be providedfor any power
rating likely to be required for marine propulsion. However, the higher specific fuel
consumptionwhen compared with a diesel engine offsets these advantages,although
refinementssuchas reheathavenarrowedthe gap.
The steamturbine is a devicefor obtainingmechanicalwork from the energystoredin
steam.Steam enters the turbine with a lrigh energy content and leavesafter giving up
most of it. The high-pressuresteam
FoE rotfii$grhii{l
from the boiler is expanded in
nozzlesto createa hi_ehvelocityjet of
fior:16
steam. The nozzle acts to convert
olrtr
Charqr io dir.glri+n
heat energyin the steaminto kinetic
t!*lority) 4f qrFrm
ErwrgTurrwq1i46
in trUrzle
energy. This jet is directed into
t.6 l{in*tir:
t*BslrJF
bladesmountedon the peripheryof a
Steanr
wheel or disc (Fig. l). The steam
er ir
Srcs't.
does
not 'blow the wheel around'.
e4trv
8l;dx rr'rouriterl
Bmqnd wh.d
The shapingof the bladescausesa
change in direction and hence in
Fig 1
velocity of the steam jet. Now a
changein velocity f,or a given mass
flow of steamwill producea force which actsto turn the turbine wheel,i.e. Mass flow of
steam(kg/s) x changein velocity (m/s) force (kg.mis2).
This is the operatingprinciple of all steamturbines,althoughthe arrangementsmay
vary considerably.The steam from the first set of bladesthen passesto another set of
nozzlesand then bladesand so on alongthe rotor shaftuntil it is finally exhausted.
Each
set comprisingnozzleand bladesis called a stage.

9.1.TURBINE TYPES

There are two main types of turbine, the

'impulse' and the 'reaction'.The namesrefer to the
type of force that acts on the blades to turn the
tulbine wheel.
Impulse
The impulse arrangementis madeup of a ring of
nozzles followed by a ring of blades. The high
pressure, high-energy steam is expanded in the
nozzle to a lower pressure,high velocity jet of
steam.This jet of steamis directedinto the impulse

F i g .2

90 MaritimeEnglishfor Electroniechanics3
-9

blades and leaves in a different direction (Fig. 2). The changingof direction and
thereforevelocity producesan impulsive force that mainly acts in the direction of
rotation of the turbine blades.There is only a very small end thruston the turbine shaft.
Reaction
The reactionarrangementis madeup of a ring of fixed bladesattachedro the casing,
RotFfi6
and a row of similarbladesmountedon the rotor, i.e.
I
moving blades(Fig. 3). The bladesare mountedand
I
shapedto producea narrowingpassagethat, like a
nozzle,increases
the steamvelocity.This increasern
velocityover the bladeproducesa reactionforce that
hascomponentsin the directionof bladerotationand
also along the turbineaxis.Thereis also a chan_ee
in
velocity of the steam as a result of a change in
direction and an impulsive force is also produced
with this type of bladin_s.
The more correctterm for
this bladearrangement
is'impulse-reaction'.

Compounding
Compoundingis the splittin-eup, into two or more stages,of the steampressureor
velocitychangethrougha turbine.
Pressurecompoundingof an impulse turbine is the use of a number of sta-ees
of
nozzle and blade to reduceprogressivelythe steampressure.This resultsin lower or
moreacceptable
steamflow speedsand a betterturbineefficiencv.
Velocity compoundingof an impulseturbine is the use of a single nozzle with an
arrangement
of severalmoving bladeson a singledisc. Betweenthe moving bladesare
fitted guide bladesthat are connectedto the turbine casing.This arrangementproducesa
short lightweight turbine with a poorer efficiency that would be acceptablein, for
example.an astelllturbine.
The two arrangements
may be combinedto give what is called 'pressure-velocity
compounding'.
The reactionturbineas a resultof its bladearrangement
changesthe steamvelocityin
both fixed and moving blades,with consequentgradualsteampressurereduction.lts
basic arrangement therefore
providescompounding.
The tenn 'cross-compound'
is usedto describea steamturbineunit madeup of a high
pressureand a low-pressureturbine (Fig. a). This is the usual main propulsionturbine
arrangement.
The altemativeis a single cylinder unit that would be usual for turbogeneratorsets,althoughsomehavebeenfitted for main propulsionservice.

SearnTurbine 9l

]"

li{gh premnr
t|'l /tri n E

:E

Fig.4 Cross-compound
turbinearan_sement

Reheat
Reheatingis a means of improviug the thennal efficiency of the complete turbine
plant.Steam,afterexpansionin the high-pressure
turbine,is returnedto the boiler to be
reheatedto the original superheattemperature.It is then returned to the turbine and
further expandedthrough any remainingstagesof the high-pressureturbine and then the
low-pressuretur-bine.
Named turbine types
A numberof famousnamesare associatedwith ceftainturbinetypes.
Parsons A reaction turbine where steam expansion takes place in the fixed and
movingblades.A stageis madeup of one of eachbladetype.Half of the stageheatdrop
occursin eachbladetype, thereforeproviding 507oreactionper stage.
Curtis An impulse turbine with more than one rorv of bladesto eachrow of nozzles,
i.e. velocitycompounded.
De Laval A high-speedimpulseturbinewhich has only one row of nozzlesand one
row of blades.
Rateau An impulseturbine with severalstages,each stagebeing a row of nozzlesand
a row of blades,i.e. pressurecompounded.

-9
92 MaritimeEnglishfor Electromechanics3

Astern arrangements
Manne steamturbinesare requiredto t-.ereversible.This is normallyachievedby the
use of severalrows of asternbladingfitted to the high pressureand low-pressure
turbine
siraftsto produceasternturbines.About 50Vaof full porveris achievedusingtlieseastern
turbines. When the turbine is operating ahead the astern blading acts as an alr
compressor,
resultingin windageand friction losses.
9.2. TURBINE CONSTRUCTION
The constructionof an impulseturbine is shown in Fig. 5. The turbine rotor carries
the various wheels around which are mounted the blades.The steam decreasesin
"*_f

ra

{o,y{
.-"
nru

ilif"*-

- ,i,.

ii

,.^,,,:i:/ ,-:{J
f.!{tiiil$

Fig 5 Impulseturbine

pressureas it passesalong the shaft and increasesin volume requiringprogressively

Iargelbladeson the wheels.The asternturbineis mountedon one end of the rotor and is
much shorierthan the aheadturbine. The turbine rotor is supportedby bearingsat either
a thrustcollar to resistany axial loading.
end;one bearingincorporates
The turbine casingcompletelysurroundsthe rotor and providestlie inlet and exhaust
passagesfor the steam.At the inlet point a nozzle box is provided which by use of a
number of nozzle valves admrts varying amounts of steam to the nozzles in order to
control the power developedby the turbine. The first set of nozzles is mounted in a
nozzlering fitted into the casing.Diaphragmsare circular platesfastenedto the casing,
which are fitted betweenthe turbine wheels.They have a central circular hole through
which the rotor shaft passes.The diaphragmscontainthe nozzlesfor steamexpansion
and a gland is fitted betweenthe rotor and the diaphragm.
The construction of a reaction turbine differs somewhat in that there are no
diaphragmsfitted and insteadfixed bladesare locatedbetweenthe nioving blades.

SeaniTurbine 93

Rotor
The turbine rotor acts as the shaftthat transmitsthe mechanicalpower producedto the
propellershaft via the gearing.It may be a single piece with the wheelsintegral with the
shaft or built up from a shaft and separatewheelswhere the dimensionsare large.
The rotor endsadjacentto the turbine wheels have an arrangementof raisedrings that
form part of the labyrinth gland sealing system,describedlater in this chapter.Journal
bearingsare fitted at eachend of the rotor. Thesehaverings arrangedto stop oil traveling
along the shaft, which would mix with the steam.One end of the rotor has a small thrust
collar for correct longitudinal alignment. The other end has an appropriateflange or
fitting arrangedfor the flexible coupling which joins the rotor to the gearboxpinion.
The bladesarefitted into sroovesof variousdesisnscut into the wheels.
Blades
The shaping and types of turbine blades have already been discussed.When the
turbine rotor is rotating at high speed the blades will be subjectedto considerable
centrifugal force and variations in steam velocity acrossthe blades will result in blade
vibration.
Expansionand contractionwill also occurduring turbineoperation,thereforea means
of firmly securingthe blades to the wheel is essential.A number of different desi-ens
havebeenemployed(Fig. 6).

the
Fitting
blades involves
placing
the
blade root into
the

wheel

through a
ftlulti fock
-sate
or entranceslot
and sliding it
fir tru+
Fig. 6
lnto posltron.
Successive
bladesarefitted in turn and the gatefinally closedwith a packingpiece,which is pinned
into place. Shrouding is then fitted over tenons on the upper edge of the blades.
Alternatively,lacing wires may be passedthrough and brazedto all the blades.

End thrust
In a reactionturbine a considerableaxial thrust is developed.The closenessof moving
partsin a high-speed
turbinedoesnot permit any axial movementto takeplace:the axial
force or end thrust must thereforebe balancedout.
One methodof achievingthis balanceis the use of a dummypistonand cylinder.A pipe
from some stage in the turbine provides steam to act on the dummy piston, which is
mountedon the turbinerotor (Fig. 7). The rotor casingprovidesthe cylinderto enablethe

94 MaritimeEnslishfor Electromechanics3
-9

steamplessureto createan
axial force on the turbine
shall. The dummy piston
annular area and the steam
pressure are chosen to
produce a force, which
exactly balances the end
thrust from the reaction
blading. A turbine with
ahead and astern blading
rvill have a dummy piston
at either end to ensure
balanceirr eitlrerdirection
of rotation.
Another method often
used
in
low-pressure
turbines is to make the
11![dr'*B tllxi
turbine double flow. With
Fig. 7 Dummy pistonbaiancealrangement
this arrangemeut steam
entersat the centreof the shaft and flows alon,ein oppositedirectious.With an equal
divisionof swamthe two reactioneffectsbalanceandcanceione another
Glands and gland sealing
Steam is preventedfrom leaking out of the rotcr high-pressureend and air rs
preventedfrom enteringthe low pressureend by the use of
A cornbinationof
-glands.
mechanicalglandsand a glandsealingsystemis usual.
Mechanicalglandsare usuallyof the labyrinthtype.A seriesof rir-rgs
projectingfrorn
the rotor and the casingcombineto producea mazeof winding passa,qes
or a labyrinth
(Fig. 8). Any escapingsteammust passthroughthis labyrinth,rvhichredncesits pressure
proglessively.
to zel'o.
The gland sealing system operates tn
conlunction with the labyrinth gland where a
nurnber of pockets are provided. The system
operatesin one of two ways.

iabyrinth r;rlid
i:{g*rtnrt *t,;l:

Fi-s.8

SeamTurbine 95

When the turbine is running at full speedsteamwill leak into the first pocket and a
positrvepressurewill be maintainedthere.Any steam,which furtherleaksalongthe shaft
to the secondpocket,will be extractedby an air pump or air ejectorto the gland steam
condenser.Anv air. which leaks
l.lo*"
in from the machineryspace,will
8te.ilfi
also pass to the gland steam
*'na"*'
(Fig. 9).
condenser
At very low speedsor when
stafting up, steam is provided
from low-pressuresupply to the
inner pocket. The outer pocket
operatesas before.
The gland sealingsteam system
provides the various lowpressure steam supplies and
extraction arrangementsfor all
the slandsin the turbineunit.
Fig 9 Globalsteamsealingsystem

Diaphragms
Only irrpulse turbineshave diaphragms.Diaphragmsare circularplatesmadeup of
two semi-circular
halves.A centralsemi-circularhole in eachis providedfor the shaftto
pass through.The diaphragmfits betweenthe rotor wheels and is fastenedinto the
casing.The nozzlesarehousedin the diaphragmaroundits periphery.The centralhole in
the
diaphragm
is
arranged
with
projectior-rs
to producea
f-..'\,
ir
labyrinth gland around
the shaft.
Nozzles
Nozzlesserveto convert
the high-pressurehigh
energyof the steaminto
a high velocity jet of
steam with a reduced
pressure and energy
content.
The steaminlet nozzles
are arranged in several
spe et:v' A l
groups with all but the
main group having

96 MaritimeEngli-shfor Eiectromeclianics3
-9

control valves(Fig. 10). In this way the power producedby the turbinecan be varied,
dependin-eupon
how manynozzlecontrol valvesare opened.Both impulseand reaction
turbineshavesteaminlet nozzles.
Drains
During warming throughoperationsor when manoeuvring,steamrvill condenseand
collectin variousplaceswithin the turbineand its pipelines.A systemof drainsmust be
providedto clear this water away to avoid its bein_q
carriedover into the blades,which
mav do damage.Localisedcooling or distortiondue to unevenheatingcould also be
caused.Modern installationsnorv have automatic drain valves, which open when
warmingthroughor manoeuvringandcloservhenrunningat normalspeed.
Bearings
Turbine bearingsare steel backed,white metal lined and supportedin adjustable
housingsto allow alignmentchangesif required.Thrust bearingsare of the tilting pad
type and are sphericallyseated.The pads are thus maintainedparallelto the collar and
equallyloaded.
Lubricatingoil entersa turbinebearingthrougha port on eitherside.The entry point
for the oil is chamferedto help distributethe oil along the bearing.No oil ways are
provided in turbine bearin-9sand a greater clearancebetweenbearing and shaft rs
provided comparedrvith a diesel engine.The shaft is able to 'float' on a wed_ee
of
the
bearing
at
the
lubricatingoil duringturbineoperation.The oil leaves
top and returns
to the drain tank.

9.3.
.J. V
V oc aD
bul
ula
axial thrust= aD[sare/pr-esiune
axiald
blade: pald, p a l e td
chamfer = a tesi. a canela

disc: saibd,disc
dummy piston= pistonde echilibrare
exhaust = evacuare

gland sealingsystem= sistemde etangare

a
DresetuDel
imoulsiveforce= fortd dinarnicd
kineticenersv: enersiecinetica
mount= a monta,a asambla
nozzle= ajutaj,duzd,ejector'

balance out = a balansa.a compensa

caslng = cal'casa

diaphraern: rnernbrand.
diafrasrna
=
drain valves robinetde eolire/deevacuare
end thrust= presiuneaxiald
gland= bucsd,pressarniturd
gland steamcondenser= presgarniturb
de
abur
tet = l et
11]alllteltallce : llttretiltele

ltarrow = ingust

periphery =
periferie,
circumferinti
poc k et = loc a s .g o l , c a v i ta te
rins of blades= inel de nale
=
rotor shaft = axul rotorului
rins of nozzles inel de aiutate
fic fuel consumption = consumul split up = a fisura,a crdPa
spec fic de cornbustibil

perimetru,

SeamTurbine 97

steam inlet nozzles = duze interioare de

admisieabur
=
systemof drains= sistemde scurgere
steamturbine turbindcu abur
tilting pad type = platformd basculantS/ turbine bearings= lagdreleturbinei
tumantd
wheel = roat6.volant
turbine shaft= axul tur-binei
Stdge= treaptd

9.4. Word form

English words which are formed from Latin roots are formal ones.Many of them have
phrasalverbsas equivalent.Here are someexampleof the most commonwords derived
from Latin roots:
spect- see,look
to respect- to look up
to suspect- to have a feelin-e
to prospect- to search
vert - turn
to revert - to go back
to convert- to changebeliefs
to divert - to takeattentionawav
port - carry, take
to transport- to sendacfoss
to export - to sendaway
to import - to buy in
to support- to hold up
duc, duct - lead
to educate- to go to school
to conduct- to lead
to produce- to make
press- press,push
to impress- to be full of admiration
to depress- to make someonefeel miserable
to express- to put someone'sthoughtsinto words
pose,pone - place,put
to postpone- to changeto a later date
to depose- to put off
to impose- to forceyour point of view
Try to make sentences
using the words above.

-9
98 Maritime Enelishfor Electromechanics3

For most verbsthereis usually one correspondingnoun and adjective(sometimesthe

stressis different):
Verb
rnspect
convert
oroduce

Personnoun

Adiective

Abstractnoun

l n s p e c to r
convert
producer

l nspectl ng
converted
productive

lnspectlon
conversl0n
oroduction/ product

Unit 10
LUBRICATING OIL SYSTEM FOR TURBINES
Lubricatingoil servestwo functionsin a steamturbine:
l.It providesan oil film to reducefriction betweenmoving parts
2.It removesheatgeneratedin the bearingsor conductedalongthe shaft.
A commonlubricationsystemis usedto supplyoil to the turbine,gearboxand thrust
bearings and the gear sprayers. The turbine, rotating at high speed, requires a
considerabletime to stop. If the main motor driven lubricatingoil pumps were to fail an
emergencysupply of lubricating oil would be necessary.This is usually provided from a
gravity tank, althoughmain enginedriven lubricatingoil pumpsmay also be required.

II
il
l l f {f t e i G l
fi
tl
1l

tgol.rlrqt;
VALYES

ilJhf
FTl.rft+r
VAr gEE

A lubricatingoil systememploying both a gravity tank and an enginedriven pump ls

shown in Fig. L Oil is drawn from the drain tank through strainersand pumped to the
coolers. Leaving the coolers, the oil passesthrough anotherset of filters before being
distributedto the gearbox,the turbine bearingsand the gearboxsprayers.Someof the oil
alsopassesthroughan orifice plate and into the gravity tank from which it continuously
overflows (this can be observed thlough the sight-glass).The engine driven pump
suppliesa proportionof the systemrequirementsin normal operation.
In the event of a power failure the gearbox sprayersare suppliedfrom the engine
driven pump. The gravity tank provides a low-pressuresupply to the bearingsover a
considerable
oeriodto enablethe turbineto be broughtsafelyto rest.

100 lvlaLitime
Englishfbr Electomcchanics3
- 10

10.1.Expansion arrangements
The variationin temperaturefor a turbine betweenstationaryand normal operationis
considelable.
Anangementsmustthercforebe madeto permitthe rotorandcasingto expand.
The turbinecasingis usuallyfixed at the after end to a pedestalsupportor bracketsfrom
the gearbox.The supportfoot or palm on the casingis held securelyagainstfore and aft
movement,but becauseof elongatedboltholesmay move sideways.The forward suppofi
palm hassimilarelongatedholesand may reston a slidingfoot or pantingplates.Pantrng
platesareverticalplates,which can flex or move axially asexpansiontakesplace.
The forward pedestaland the gear casebracketsor after pedestalsupportsfor the
casingarefixed in relationto one another.The use of largeverticalkeys and slotson the
supportsaid casing respectively,ensuresthat the casing is kept central and in axial
ali_enment.
The rotor is usually fixed at its forward end by the thrust collar, and any axial
movementmust thereforebe taken up at the
end. Betrveenthe turbine rotor and
the gearboxis fitted a flexible coupling.Tliis-gearbox
flexible couplingis able ro rakeup all axial
movemeutoi the rotor as well ascoffectfor any sltghtmisali_qnment.
Any pipes conuectedto the turbinecasingmust have large radiusbendsor be fitted
with bellowspiecesto enablethe casingto move freely.Also, any movementof the pipes
due to expansionmustnot affectthe casing.This is usuallyensuredby the useof flexible
or spnngsuppoftson the pipes
When warmin-ethrough a turbine it is importantto ensulethat expansionis taking
place freely. Various indicatorsare providedto enablethis to be readilychecked.Any
slidingaffangements
shouldbe keptcleanand well lubricated.
10.2.Turbine control
The valves, which admit steam to the ahead or asterrrturbiues, al'e known as
'manoeuvringvalves'. There are basically three valves, the ahead, the astent and the
gtnrclittg or guardian valve. The guardianvalve is an asternsteam-isolatingvalve.These
valves are hydraulically operated by an independenrsysrem employing a main and
standbyset of pumps.Provisionis also made for hand operationin the eventof remote
controlsystemfailure.
Operationof the aheadmanoeuvringvalve will admit steamto the main nozzlebox.
Remotely operatedvalves are used to open up the remaining nozzle boxes for steam
admission,as increasedpower is required.A speedsensitivecontrol deviceacts on the
aheadmanoeuvringvalveto hold the turbinespeedconstantat the desiredvalue.

Lubricatin-eoil systemfbl turbines101

Operationof the astern manoeuvringvalve will admit steamto the guardian valve,
which is openedin conjunctionwith the asternvalve. Steamis then admittedto the astern
turbines.
10.3.Turbine protection
A turbine protection system is provided with all installationsto prevent damage
resultingfrom an internal turbine fault or the malfunctionof someassociatedequipment.
Arrangementsare made in the systemto shut the furbine down using an emergencystop
and solenoidvalve. Operationof this device cuts off the hydraulic oil supply to the
manoeuvring valve and thus shuts off steam to the turbine. This main trip relay is
oneratedbv a numberof main fault conditions.which are:
l.

2.
4.
5.
6.

Low lubricatingoil pressure

Overspeed
Low condenservacuum
Emergencystop
levelin condenser
High condensate
Hish or low boilerwaterlevel

Other fault conditions which must be monitored and form part of a total protection
are:
sYStem

1.
2.
J.

4.

5.

HP and LP rotor eccentricityor vibration

HP and LP turbinedifferentialexpansion,i.e. rotor with respectto casing
HP and LP thrustbearingwear-down
Main thrustbearingwear-down
Turning gearengaged(this would preventstartingof the turbine).

Such 'turbo-visory'systems,as they may be called,operatein two ways.If a tendency

towardsa dangerousconditionis detecteda first stagealarm is given.This will enable
correctiveaction to be taken and the turbine is not shut down. If correctiveaction is not
rapid, is unsuccessful,or a main fault condition quickly arises,the secondstagealarm is
given and the main trip relay is operatedto stop the turbine.
10.4.Gearing
Steam turbines rotate at speedsup to 6,000 rev/mm. The best propeller speed for
efficient operationis in the region of 100 to 120 rev/mm. The turbine speedis therefore
reducedto thatofthe propellerby the useof a systemof gearing.
Singleor doublereductionsystemsmay be used,althoughdoublereductionis more
usual.With single reductiorithe turbine drives a pinion with a small number of teeth and
this pinion drives the main wheel, which is directly coupled,to the propeller shaft.With
double reductionthe turbine drives a primary pinion, which drives a primary wheel. The
primary wheel drives, on the same shaft, a secondarypirnon, which drives the main

102 MaritimeEnglishfbr Electomechanics3

- l0

wheel. The main wheel is directly coupledto the propellershaft.A double reducrion
gearingsystemis shownin Fig. 2.

l.P.fvrBln

Frimr"T
whml

FrffR H,F
tu|bins

.J-_-;.'
I
T

Fi_9.
2 Doublereductionsystemof

$r i w l U
DmP*llr:r

-eear-rn-Q

Single or doublereductionsystemsmay be used,althoughdoublereductionis more

usual.With single reductionthe turbine drives a pinion with a small numberof teeth and
this pinion drivesthe main wheel,which is directlycoupled,ro the propellershaft With
doublereductionthe turbinedrivesa primarypinion, which drivesa pri-ury wheel.The
primary wheel drives, on the same shaft, a secondarypinion, which drives the marn
wheel. The main wheel is directly coupledto the propellershaft.A double reduction
gearingsystemis shownin Fig. 2.
All modernmarinegearingis of the doublehelicaltype. Helical meansthat the teeth
form part of a helix on the peripheryof the pinion or gear wheel. This meansthat at any
time several teeth are in contact and thus the spread and transfer of load is much
smoother.Double helical refersto the use of two wheelsor pinions on eachshaft with the
teeth cut in oppositedirections.This is becausea single set of meshinghelical teeth
would produce a sidewaysforce, moving the gearsout of alignment.The double set in
effect balancesout this sidewaysforce. The gearing systemshown in Fie. 2 is double
helical.
Lubrication of the meshingteeth is from the turbine lubricating oil supply. Sprayers
are usedto project oil at the meshingpoints both aboveand below and are irrune"d uion*
the length of the gearwheel.

Lubricatin-eoil systemfor turbines103

Flexible coupling
A flexible coupling is always fitted betweenthe turbine rotor and the gearboxpinion.
It permits slight rotor and pinion misalignmentas well as allowing for axial movementof
the rotor due to expansion.Various designsof flexible coupling are in use using teeth,
flexible discs,membranes,etc.
The membrane type
flexible coupling shown
in Fig. 3 is madeup of a
torque
tube, membranes
En:rg6sy
and adaptor plates. The
torque tube fits betrveen
the turbine rotor and the
gearbox pinion. The
adaptor plates are
.!.7t,/i-l
tt7
spigoted and dowelled
onto the turbine and
Frh|r*:4-*tg
pinion flan-eesand the
membrane plates are
Fi-e.3 Flexiblecouplin-e
bolted between the
torque tube and the
adaptor plates. The flexing of the membrane plates enables axial and transverse
movementto take place.The torquetube entersthe adaptorplate with a clearance,which
will provide an emergency centring should the membranesfail. The bolts in their
clearanceholeswould provide the continuingdrive until the shaftcould be stopped.
Adrpror
Flttr

Turning gear
The nrrning gear on a turbine installation is a reversibleelectric motor driving a gear
wheel, which meshes,into the high-pressureturbine primary pinion. It is used for gearwheel
and turbinerotationduring maintenanceor when warming throughprior to maoeuvring.

10.5.OPERATING PROCEDURES
The steamturbine requires a considerableperiod for warming through prior to any
manoeuvring taking place. The high-speed operation of the turbine and its simply
supportedrotor alsorequiregreatcareduring manoeuvringoperations.
Warming through a steam turbine
First open all the turbine casingand main steamline drain valves and ensurethat all
the steamcontrol valvesat the manoeuvringstationand aroundthe turbine are closed.All
bled steamline drain valvesshouldbe opened.Start the lubricatingoil pump and seethat

- l0
104 MaritirneEnglishfor Electomechanics3

the oil is flowrng freely to eachbearingand gearsprayer,ventingoff air if necessary

and
checkthat the gravitytank is overflowing.
Obtain clearancefrom the bridge to turn the shaft. Engagethe turning gear and rotate
the turbinesin eachdirection.
Startthe seawater-circulating
pump for the main condenser.
Then startthe condensate
extractionpump with the air ejectorrecirculationvalve wide open.Openthe manoeuvring
valvebypassor 'warmingthrough' valve,if fitted. This allows a small quantityof steam
to passthroughthe turbine and heat it. Raising a small vacuumin the condenserwill
assistthis warmingthrough.The turbinesshouldbe continuouslyturnedwith the tuming
gear until a temperatureof about 750C is reachedat the LP turbine inlet after about one
hour.The expansionarrangements
on the turbine to allow freedomof movementshould
be checked.
Glandsealingsteamshouldnow be partiallyopenedup and the vacuumincreased.
The
turning gear shouldnow be disengaged.
Short blastsof steamare now admittedto the turbine through the main valve to spin
the propellerabout one revolution.This should be repeatedabout everv three to five
minutesfor a periodof l5 to 30 minutes.The vacuumcan now be raisedto its operational
valueand also the gland steampressure.The turbinesare now readyfor use.
While waiting for the first movementsfrom the bridge,and betweenmovements,the
turbine must be turned aheadonce every five-minutesby steamblasts.If there is any
delay gland steamand the vacuumshouldbe reduced.
Manoeuvring
Once warmed through, the turbine rotor must not remain stationarymore than a few
minutesat a time becausethe rotor could sagor distort,which would leadto failure,rf not
regularly' rotated.
Astern operation involves admitting steam to the astern turbines. Where any
considerable
periodof asternrunningoccursturblnetemperatures,
noiselevels,bearings,
etc., must be closely observed.The turbine manufacturermay set a time ljmit of about 30
minuteson contrnuous
runningastern:
Emergency astern operation
If, when travelling at full speed ahead,an order for an emergencystop or astern
movementis requiredthen safe-operating
proceduresmust be ignored.
Ahead steam is shut off, probably by the use of an emergencytrip, and the astenl
steamvalve is partly openedto admit a graduallyincreasingamountof steam.The turbine
cau thus be broughtquickly to a stoppedconditionand if requiredcan then be operated
astern.
The stoppingof the turbineor its asternoperationwill occurabout l0 to l5 minutes
beforea similarstatewill occurtor the ship.The use of emergencyprocedures
can leadto
seriousdamagein the turbine,_Ee?rbox
or boilers.

Lubricatingoil systemfor turbines10S

Full away
Manoeuvring revolutions are usually about 80Vc of the full away or full speed
condition.Once the full away commandis receivedthe turbine can graduallybe brought
up to full power operation,a processtaking one to two hours. This will also involve
bringing into use turbo-alternators,which use steam removed or 'bled' at some stase
from the main turbines.
Checksshould be made on expansionarrangements,drains should be checkedto be
closed,the condensaterecirculationvalve after the air ejector should be closed,and the
asternsteamvalvestightly closed.
Port arrival
Prior to arriving at a port the bridge shouldprovide one to two hours' notice to enable
the turbinesto be broughtdown to manoeuvringrevolutions.A dieselalternatorwill have
to be started,the turbo-alternatorshut down, and the entire full away proceduredone rn
reverseorder.
10.6.Vocabulary
adaptorplates: placl interrnediaril
= cuzinet
bearin_e

air ejector- ejectorde aer

bellowspieces= pdr-fielasrice/din
caucluc

blastof steam= jet de abur

bled steamline drain valves= valve de

purjarea aburuluide drenare

bracket= guSeu,suport

=joc, spaliu
clearance

cooler = rdcitor

cut off = a opri, a decupla

distort = a deforma,a distorsiona

{g$L" helicaltype= tip dubluelicoidal

drain tank = tanc de evacuare

dowelled= centrat
draw=atrage,aextrage

emergencytrip = 4s.rtlare de urgen{d,

intrerupdtorde avarie

fail : a refuzasd functioneze.a esua

filter = filtru

flex=acurba,aincovoia

flexible coupling= cuplaj elastic

full away = full speed

gear sprayer= atomizorde angrenaj

gearwheel = rootddintatd

gearbox = cutie de viteze

gland sealingsteam= buc$dde etangare

abur

gravtty tank = tank cu scurgereliberd

guardianvalve = supapdde sigurantd

HP = highpressure

- 10
106 MaritimeEnglishfor Eiectomechanics3

LP = low pressure

key - cheie

lubricatingorl = ulei de ungere

lubricationsystem= sistemde ungere

= lnernbralrA
membrane

mesh= a angrena,angrenare

meshinghelicalteeth= angrenarea
din{ilor
elicoidali

nozzle= ajutaj.duzd

orifice olate = ureurbrandcu orificiu

overflow= preaplin,debit,deversare

pantingplate= perete/membrand
care
vibrezd

pedestalsupport= postament,
picior al
suportului

prnron - plillon

pinionflange= flan$dde pinion

powerfailure= cdderea tensiunii

intrerupere
a alirnenldrii

prlmary prnlon - plulon

primar/pdncipal

primarywheel= roatdprimara/principalI

sag -aseindoi

sideways= in pdrti,lateral

sidewavsforce = fortd laterald

sight-glass= vizot

nt = a$ezarelmontaj
slidin-ean'an-qeme
orin alunecare

slidingfoot = picior glisant

slot : fantd

solenoid valr,e = ventil/robinet solenoid

spigoted = de ghidare, de centrare

s pin= ain v d rti ,a ro ti

sprayer = pulrrerizator

s t lainer= fi l tl u g l o s i e r

supply = a fumiza

supportfoot or palm - picior de sustinere

suport

systemof gearing= sistemde angrenaj

thrustbearings= lagdraxial

thrustcollar- gulerde oprire,inel de

sprum

torquetube = tunel/tubpentruarbore
cardanic

trip relay = releu de decuplare

turbo-alternator= turbo altemator

turninggear= dispozitivde rotire

warm throush= z Seincdlzi

wear-down=a(se)uza

10.7.Homonyms
Homonymscanbe dividedinto homographsand homophones
Homographsare words which are written in the sameway but havedifferent
meanrngs.
/liv/
e.g.
I live in Constantza.
It is a live concert./laiv/

Lubricatineoil svstemfor turbines107

The wind blows harderon the sea./wind/

You shouldwind the strins to mend the machine.lwaindl
Homophonesare words which are pronouncedin the sameway but are spelt
differently.
The captainis so calm, nothing seemsto faze him.
e.g.
fazelphase
The secondphaseof our voyageis over.
They nevertire of tellingus how muchthey earn.
tire/tyre
You shouldcheckthe tyre pressure.
weather/rvhether
Bad weather madethe boatto alter course.
I'm not surewhether he is ri_elrtaboutthe fire.
aloud/allowed
Speakaloud otherwiseI cannothearyou.
You are not allowed to enterthe tank.
raise/rays
The companiesraise standardof service.
The hot rays heat the deck.
rough/ruff
Everybodyw'assick on sucha rough sea.
The ruff of the bird was dark blue.
toe/tow
The wrenchfell down andhurt his toe.
Tugs tow all typesof ship.
flue/flew
The flue pipe takessmokefrom a boiler.
Few planesflew over the oceanthat day.
its/it's
It's obviousthat the fire startedin the hold.
The cover was on the floor but its screwsweren't.
our/hour
Our Chief Engineerspeaksthlee languages.
The hour of the dog watchis coming.
sale/sail
Most clothesare on sale at the end of summer.
They set the sail and went away.
sole/soul
You need shoeswith rubbersole to get there.
Deep down in his soul he felt betrayed.
there/they'reitheir
They're gatheredthere, in the messroom.
Their favouritepasstime is playing scrabble.
waist/waste
The sailor tied the rope round his waist.
Don't wastetime checkingthe piping.
farelfair
What's the fare from Bucharestto London?
Suchan incidentspoilshis fair name.
grate/great
The grate of the boiler was dirty.
It's a great domecoveringthe boiler.
practise/practice
With practice you can be quite good at English.
Practise repairingthe enginewhile a student.
scene/seen
Firemenreachedthe scenetoo late.
Haveyou seenthe new dieselengine?

108 MaritimeE,n_slish
for Eiectomechanics3
- l0

sought/sort
through/threw
wait/weight

The agentsoughtthe springall overthe town.

What sort of fuel doesthis engineuse?
The ferry goesstraightthrough to Isrambul_
The stormfhrew the boat to the rocks.
Wait for mel
Lead is often usedbecauseof its weight.

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