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UNIT 1: THE RESPONSIBILITIES

Trình độ sinh viên Tiền trung cấp

Sỹ số sinh viên 20 SV

Thiết bị giảng dạy Bảng trắng chất lượng cao, đài đĩa CD, đầu Video, máy chiếu, phòng luyện âm, máy tính kết nối internet

Ngôn ngữ giảng dạy Tiếng Anh

Thời gian 24 giờ

MỤC ĐÍCH

Sau khi nghiên cứu bài 1, học viên cần nắm được:

Sự khác nhau về hình thức và cách sử dụng giữa thì hiện tại hoàn thành và thì quá

khứ đơn.

Các từ, cụm từ miêu tả chức trách nhiệm vụ, thiết bị buồng máy; trình bày

được trách nhiệm của sỹ quan quản lý buồng máy

Ngữ âm: Ghép, lược âm trong câu.

Trình bày được công việc cụ thể của từng cá nhân trước và sau khi tàu vào

cảng, trước khi tàu rời cảng.

NỘI DUNG BÀI GIẢNG

1.1. Ngữ pháp (4 giờ)

1.1.1. Thì hiện tại hoàn thành và thì quá khứ đơn

A. Thì hiện tại hoàn thành

a. Cách thành lập.

Khẳng định

I, You, We, they, plural N (S1) have past participle

He, She, It, singular N (S2) has past participle

Phủ định

S1 have + not (haven’t) past participle

S2 has + not (hasn't) past participle

Nghi vấn

Have Have Have

Has Has Has

Ví dụ: to leave (động từ bất quy tắc), chuyển sang thì hiện tại hoàn thành

Affirmative Negative Interrogative

I have left I haven't left Have I left?

You have left You haven't left Have you left?

He, she, it has left He, she, it hasn't left Has he, she, it left?

We have left We haven't left Have we left?

You have left You haven't left Have you left?

They have left They haven't left Have they left?

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Phân từ quá khứ:

Ví dụ: Work – worked/ play – played/ leave- left/ go- gone ….

Nếu động từ ở dạng có quy tắc khi được sử dụng ở thì quá khứ đơn thì phân từ quá

khứ cũng giống như quá khứ đơn. Ví dụ:

base form past simple past participle

to work worked worked

to play played played

to live lived lived

to stop stopped stopped

to study studied studied

Nếu động từ không có quy tắc khi sử dụng ở QKĐ thì PTQK cũng không có quy tắc

(Các động từ này được liệt kê ở bảng động từ bất quy tắc sử dụng cột thứ ba). Ví dụ:

base form past simple past participle

to go went gone

to do did done

to see seen saw

to cut cut cut

to come came come

- I’ve (already) seen this film

- I’ve seen this film (before)

b. Cách sử dụng

Thì hiện tại hoàn thảnh chỉ một hành động hay hoàn cảnh được bắt đầu từ một thời

điểm nào đó trong quá khứ, vừa dừng ở hiên tại hoặc vẫn còn tiếp tục diễn ra ở hiện

tại.

- I have lived in Canada since 1984. Hoặc:

- I have lived in Canada for 24 years now ( Now we are in the year 2008 )

Một hành động mà kết quả của nó thì quan trọng còn thời gian thì không. Ví dụ:

- He has seen ‘Harry Potter’

B.Thì quá khứ đơn

a. Cách thành lập:

(+) Khẳng định: Chủ ngữ (We, They, You, danh từ số nhiều) + WERE + ...

Chủ ngữ (I, She, He, It, danh từ số ít) + WAS +...

(-) Phủ định: Chủ ngữ (We, They, You, danh từ số nhiều) + WERE NOT

( WEREN'T)+...

Chủ ngữ (I, She, He, It, danh từ số ít) + WAS NOT (

WASN'T )+...

(?) Nghi vấn: WERE + Chủ ngữ (We, They, You, danh từ số nhiều) +...?

WAS + Chủ ngữ (I, She, He, It, danh từ số ít) +...?

b. Cách sử dụng:

Quá khứ TO BE dùng để diễn đạt những sự việc, trạng thái... trong quá khứ.

Ví dụ:

- James was 14 when his father died.

- His mother, brother and sister were well- looked after.

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- He enjoys his life but also remembers the past when his life was not easy.

- She wasn't well yesterday, so she stayed at home.

Thì quá khứ đơn của động từ thường.

Động từ thường ở thì quá khứ trong tiếng Anh được chia thành: động từ có quy tắc

(regular verbs) và động từ bất quy tắc (irregular verbs).

a. Cách thành lập.

(+) Khẳng định: S + V-ed ( regular verbs) + (O) S: chủ ngữ (chủ từ)

V: động từ

O: tân ngữ

Chú ý:

Câu có thể có tân ngữ (O) hoặc

không cần tân ngữ

Toàn bộ các ngôi (Chủ ngữ)

được chia như nhau/giống nhau

(Không phân biệt ngôi, thứ

(-) Phủ định: S + did not/didn't + V + (O)

(?) Nghi vấn: Did + S + V + (O)?

Didn't + S + V + (O)?

Did + S + not + V + (O)?

Ví dụ tổng quát:

Khẳng định He worked at a bank as an office boy. I

Phủ định He did not work at a bank as an office boy .

I didn't work at a bank as an office boy.

did not = didn't

Nghi vấn Did he work at a bank as an office boy?

Didn't he work at a bank as an office boy?

b. Cách sử dụng

Thì quá khứ đơn dùng để diễn tả:

Một hành động đã xảy ra dứt điểm tại một thời gian xác định trong quá khứ (không còn

diễn ra hoặc ảnh hưởng tới hiện tại). Thời điểm trong câu được xác định rõ rệt bằng một

số các phó từ chỉ thời gian như: Yesterday, last week/month/year, ago (two days ago,

three months ago, long long ago...), in the past, in those days. Ví dụ:

- When James was 14 years old, his father died.

- He supported his mother, elder sister and younger brother with his money.

- He went to Spain last year.

- Bob bought a new bicyle yesterday.

- Maria did her homework last night.

- Mark washed the dishes after dinner

Một thói quen hay một khả năng trong quá khứ. Nó có thể có cùng ý nghĩa với “used to”.

Để làm rõ điều rằng chúng ta đang nói về một thói quen, chúng ta thường thêm những từ

diễn đạt như: always, often, usually, never, when I was a child, when I was younger,

etc. Ví dụ:

- I studied French when I was a child.

- Did you play a musical instrument when you were a kid?

- She worked at the movie theater after school.

- They never went to school, they always skipped class.

- She sang very well when she was young

Liệt kê một loạt các hành động đã kết thúc trong quá khứ. Những hành động này xảy ra

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theo trình tự 1, 2, 3, 4... . Ví dụ:

- I finished work, walked to the beach, and found a nice place to swim.

- He arrived from the airport at 8:00, checked into the hotel at 9:00, and met the

others at 10:00.

- Did you add flour, pour in the milk, and then add the eggs?

Khoảng thời gian trong Quá khứ (bắt đầu và kết thúc trong quá khứ). Một khoảng thời

gian là một hành động dài hơn thường được � ung với những từ như: for two years, for

five minutes, all day, all year, etc. Ví dụ:

- I lived in Brazil for two years.

- Shana studied Japanese for five years.

- They sat at the beach all day.

- They did not stay at the party the entire time.

- We talked on the phone for thirty minutes.

- A: How long did you wait for them?

B: We waited for one hour

Cách hình thành động từ quá khứ:

Những động từ lập thành thời quá khứ và quá khứ phân từ bằng cách dùng ED hoặc D

vào sau động từ gốc có kết thúc bằng phụ âm (gọi là Động từ có Quy tắc). Ví dụ:

I work – worked

I live – lived

I visit – visited

Chú ý:

Nếu tận cùng bằng “Y” và có một phụ âm đi trước “Y” thi phải đổi “Y” thành “I” rồi

mới dùng “ED” (Y – IED). Ví dụ:

I study – studied

Nhưng khi trước Y là nguyên âm thì : Y+ed. Ví dụ:

He plays – played

Nếu một động từ (Verb) có một hay nhiều âm tiết/vần mà khi đọc nhấn mạnh vào

cuối, và tân cùng bằng một phụ âm và đi trước phụ âm đó có một nguyên âm (Công thức 1-1-

1), thì hãy gấp đôi phụ âm rồi mới dùng ED. Ví dụ:

Fit – Fitted

Stop – Stopped

Drop – Dropped

Nhưng:

Visit – Visited (Vì visit khi đọc, nhấn mạnh vào vần thứ nhất)

Prefer – Preferred (Vì prefer khi đọc, nhấn mạnh vào vần thứ hai)

Nếu động từ có IE ở cuối chỉ việc dùng D. Ví dụ:

tie – tied

die – died

lie – lied

Nếu động từ kết thúc bằng-L, -P thì nhân đôi phụ âm này trước khi dùng –ED. Ví dụ:

travel – travelled

cancel – cancelled

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worship – worshipped

kidnap – kidnapped

Nếu động từ hai âm tiết, âm tiết cuối có chứa trọng âm, âm tiết này có một phụ âm

đứng sau một nguyên âm thì ta nhân đôi phụ âm cuối trước khi thêm –ED. Ví dụ:

refer – referred

omit- omitted

transfer – transferred

Nếu động từ kết thúc bằng –ic thì phải thêm –k trước khi thêm –ED. Ví dụ:

panic – panicked

traffic – trafficked

picnic – picnicked

1.1.2. Phân biệt HTHT với QKĐ

Khi chúng ta muốn mô tả một hành động xảy ra tại một thời điểm xác định như :

yesterday, last night ( week/month…) in 1998, 2 days ago v..v , hay đưa ra hay hỏi chi tiết

như when, where, who, chúng ta sử dụng thì Quá khứ đơn. Ví dụ:

- He bought a statue last week

- When did you do this exercise? – I did it 10 minutes ago

Khi chúng ta mô tả hành động đã xảy ra và có kết quả ở hiện tại thì ta dùng thì hiện

tai hoàn thành. (Thông thường ta nói về hành động xảy ra ở quá khứ mà không lưu ý gì đến

thời gian của hiện tại). Ví dụ:

- They have done all these exercises carefully

1.1.3. Sự khác nhau về ý nghĩa của các trạng từ thời gian khác nhau thường dung

với thì hiện tại hoàn thành .

ALREADY

Trạng từ này có 2 ý nghĩa

- Nghĩa thứ nhất tương đương với “before now” và thường được sử dụng trong câu

khẳng định.

VD: He has already checked the fire fighting equipment.

The ship has already left the port.

- Nghĩa thứ 2: được sử dụng trong câu hỏi diễn tả sự ngạc nhiên của người nói về một

việc đã xảy ra nhanh hơn hoặc trước cả mong đợi

VD: Have you checked the fire fighting equipment already?

(I am surprised that you did it so quickly)

Has he cleaned the galley already? ( He has finished earlier than I expected)

JUST

Thời HTHT dùng trạng từ này để chỉ một hành động vừa mới xảy ra xong. Nó tương đương

nghĩa với “a very short time ago”.

VD: I have just seen him somewhere. (Tôi vừa mới gặp anh ấy xong)

YET

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Dùng để chỉ một hành động tính từ một mốc nào đó trong quá khứ đến nay vẫn chưa xảy ra.

Hoặc từ mốc nào đó trong quá khứ tính tới hiện tại. Trạng từ này thường sử dụng trong câu

hỏi và câu phủ định.

VD: I haven’t checked the fire fighting equipment yet.

Have you checked the fire fighting equipment yet?

ALWAYS

Dùng để chỉ một hành động xảy ra trong suốt thời gian dài hoặc trong suốt cuộc đời của ai

đó.

VD: He has always been a keen fisherman

(Fishing was one of his favourite pastimes, as it is now)

Have you always worked here?

(Is this the only job you have done since you started working?)

STILL

Dùng để chỉ một việc vẫn còn đến hiện tại khiến người nói ngạc nhiên hoặc có chút phiền

toái. Trạng từ này thường dùng trong câu phủ định.

VD: He still hasn’t checked the davits.

(I am surprised or annoyed that he has not done it.)

They still haven’t sent us details of the training course.

(I am surprised or annoyed that the course details are not here)

1.1.4. Thực hành

EXERCISE 1: Choose the correct form

1. Have you ever seen / did you ever see a rock concert?

2. I saw/ have seen the Rolling Stones last year.

3. I love rock and roll. I like/ liked it all my life.

4. The Stones’ concert has been/ was excellent.

5. I have bought/ bought all their records after the concert.

6. How long have you known/do you know Peter?

7. I know him/have known him since we were at school together.

8. When did you get /have you got married to him?

9. We have been / are together for over 10 years, and we have got/ got married 8 years ago.

10. Have you worked/ Did you work as an oiler before?

EXERCISE 2: Put the words into correct order.

1. many got you how classmates have ?

______________________________________________________________________

2. Rome they just have in arrived

______________________________________________________________________

3. Smoking Jane up gave ago years three

______________________________________________________________________

4. quickly road along man the walked the

______________________________________________________________________

5. By play a have Shakespeare seen ever you?

______________________________________________________________________

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6. has Mary party decided to to the go?

_____________________________________________________________________

7 says English learn easy is teacher my that to

_____________________________________________________________________

8. meeting did parents Bob’s you enjoy?

EXERCISE 3 : Put since/ for where necessary

1. He has been on his watch .............. six o’clock

2. The chief engineer has written two letters ................ breakfast.

3. He has worked on this ship .............. ten years.

4. They have been repairing the engine ............... two hours.

5. We haven’t bought ant spare parts ........... May.

6. You have been writing this order .......... an hour.

7. The old man has changed a lot ............... our last voyage.

8. Our friends have been sailing ............... a long time.

1.2. Từ vựng (4 giờ)

1.2.1. Sử dụng động từ và liên từ trong câu mô tả nguyên nhân-kết quả, hay kết

quả-nguyên nhân.

- Để diễn tả nguyên nhân hay kết quả, ta có thể sử dụng các động từ hoặc liên từ nối sau:

Cause/ reason Verb or connective Effect/ result

The publication of

a new book

has resulted in

has led to

has given rise to

has caused

heated debate from many

sources.

A new book was

published

As a result,

For this/ that reason,

Consequently,

Because of this/ that

there was heated debate from

may sources

A new book was

published

so

with the result that

there was heated debate from

may sources

- Để chỉ nguyên nhân, kết quả ta có thể bắt đầu câu bằng kết quả trước thay vì đưa ra nguyên

nhân trước.

Effect/ result Verb or connective Cause/ reason

Damage to buildings was caused by

was due to

was the result of

the severe storms.

Buildings were

damaged

due to

owing to

because of

as a result of

the severe storms.

Buildings were

damaged

Because the storms were severe.

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Practice:

Complete these statements by thinking of a possible cause or reason for each situation. Use

your own ideas.

1. The world price of coffee has rise___________________________________________

2. The delay in port ______________________________________________________

3. The propeller broke ___________________________________________________

4. There were no stevedores available to load the cargo _________________________

5. The Radio Officer called for assistance. ___________________________________

Answer key:

(possible answer)

1. The world price of coffee has risen due to poor harvests.

2. The delay in port was the result of bad weather conditions.

3. The propeller broke because it hit a rock.

4. There were no stevedores available to load the cargo owing to a strike at the port.

5. The Radio Officer called for assistance because the vessel lost power at sea.

1.2.2. Từ, cụm từ liên quan đến chức trách, nhiệm vụ

* Học viên điền nghĩa tiếng Việt cho các từ, cụm từ dưới đây

responsible for smt to carry out

responsible to smb for smt to perform duties

to see to to allow

to oversee to sound the tanks

to liaise to delegate duties

to access situation to test

to look after to take the control of the engine room

to assign duties to to operate machinery systems

to care for to assist

to make plan under the supervision of

1.2.3. Trang thiết bị buồng máy

* Học viên điền nghĩa tiếng Việt cho các từ, cụm từ dưới đây

incinerator emergency escape routes

sewage plant daily record book

bilge overboard valve machinery maintenance record book

machinery space lifting gear defect and repair list

bow thruster first aid boxes

sewage holding tank damper

air receiver sea chest valve

CO2 pilot bottles crankcase

turbochargers relief valve

1.3. Ngữ âm (2 giờ)

1.3.1. Ghép, Lược âm trong câu

Người học tiếng Anh thường gặp vấn đề khó khăn trong việc hiểu ngôn ngữ tiếng Anh nói

bởi một số từ khi phát âm nghe như một từ dài đó là bởi các từ được nối với nhau trong khi

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phát âm (Linking) . Vì vậy rất khó để nhận biết khi nào một từ dừng và từ tiếp theo bắt đầu.

Một số âm được nối với nhau và một số âm thì biến mất hoàn toàn (elision). Vậy làm thế nào

để nhận biết các âm thay đổi (assimilation) là một điều rất quan trọng để có thể giúp chúng ta

chuẩn bị tốt khi nghe.

A, Linking

Đây là hiện tượng liên kết các từ riêng biệt đứng cạnh nhau tạo thành chuỗi.

B, Assimilation

Cho rằng chúng ta biết các âm vị của một từ cá biệt được thực hiện khi từ đó được

đọc riêng, khi ta thấy một âm vị được hiện thực khác vì gần các âm vị của từ bên cạnh,chúng

ta gọi điều này là thí dụ về đồng hoá. Đồng hoá là hiện tượng thay đổi mức độ tuỳ theo tốc độ

và kiểu nói, hay gặp trong ngôn ngữ bình dị,lẹ làng, ít khi thấy lúc nói thong thả, cẩn thận.Có

khi sự khác biệt do đồng hoá rất dễ thấy, có khi rất không đáng kể. Nói chung, các trường

hợp hay được tả là đồng hoá đều ảnh hưởng đến phụ âm.

Song song với điều này, ta có thể nhận diện đồng hoá về vị trí, về cách, về độ rung ở

các phụ âm. Đồng hoá về vị trí hết sức dễ nhận thấy trong vài trường hợp phụ âm cuối I có

điểm phát âm là âm răng được theo sau bởi phụ âm đầu mà điểm phát âm không phải là âm

răng, thí dụ. Phụ âm cuối trong ‘that’ [đæt] là âm răng t. Lúc nói lẹ bình dị, âm t sẽ thành âm

2 môi trước một phụ âm2 môi như “that person “

âm mũi luôn luôn được xác định bởi điểm phát của phụ âm khác, như thế ‘bump’ *

Amp, ‘tenth’, ‘hunt’ hant, ‘bank’ bank. Người ta có thể nói rằng việc đồng hóa này đã trở lên

thành phần “cố định” của kết cấu âm vị các tiết Anh ngữ, bởi vì hầu như không có ngoại lệ.

C, Elision

Đọc lướt là hiện tượng nhiều âm biến đi trong một số trường hợp, VD như một âm vị có thể

được hiện thực thành số không hoặc không được hiện thực, hoặc bị bỏ đi. Cũng như đồng

hóa, đọc lướt là ngôn ngữ điển hình về nói nhanh, bình dị. Quá trình thay đổi âm vị do thay

đổi tốc độ và ngôn ngữ bình dị đôi khi được mệnh danh là biến trạng. Nói lướt, đọc lướt là

việc học viên ngoại quốc không cần bắt chước, nhưng họ cần biết rằng khi người bản ngữ

(Anh, Mỹ) nói với nhau, rất nhiều âm vị người ngoại quốc tưởng được nghe thấy thực tế

không được đọc lên. Chúng ta sẽ xem thí dụ sau

VD : Mất nguyên âm yếu sau p, t, k. Trong các từ như ‘ potato’, ‘tomato’ ‘canary’ ‘perhaps’

‘today’ nguyên âm trong âm tiết đầu có lẽ biến mất; hơi bật của âm bật ở đầu chiếm hết phần

giữa của âm tiết đưa đến kết quả phát âm như sau (ở đây ký hiệu h chỉ thị hơi bật).

Dưới đây là một số VD khác về hiện tượng đọc nối, đọc lướt, đồng hóa

- Nếu một từ kết thúc là một phụ âm và theo ngay sau là một nguyên âm thì chúng ta sẽ đọc

nối các âm đó với nhau.

VD: ship’s∩accommodation vessel∩inward

- t hoặc d biến mất khi chúng nằm giữa các phụ âm khác.

VD: I must go old vessel

- t hoặc d thường khó nghe nếu từ tiếp theo bắt đầu bằng p or b

VD: that buoy fried bacon present position

- l thường biến mất ở một số từ sau:

VD: already always alright

- h khi bắt đầu một từ thường biến mất

VD: it could have send him a fax does he like his job

Page 10

1.3.2. Phát âm

Listen to cassete. Repeat the examples above . Pay attention to the linking sounds.

( Marlin 2 –Unit 5- 6a)

_______________________________

1.4. Kỹ năng giao tiếp: nghe, nói, đọc, viết (8 giờ)

1.4.1. Thảo luận

Duties of the second engineer

Why can we say the second engineer is the right hand man of the chief

engineer?

Duties of the Chief engineer

What situations require the chief engineer to be in the engine room?

Your opinions about a good chief engineer.

_______________________________

1.4.2. Nghe hiểu

Recording 1: Discipline on board.

Before listening

- Answer the questions below:

1. What should seamen do on board?

2. What shouldn’t seamen so on board?

- New vocabulary: explain the vocabulary in English

tell smb off constantly

dress code look neat

have bad/good impression of sloppily

punctual respect

bang doors staff

While listening

Answer the questions below:

1. What happened to Dong and Tan a few days ago?

2. What happens if seamen wear dirty, torn clothes when their ship is in

port?

3. What happens if a seaman cannot return to the ship before the

departure time?

After listening

1. Summarize the dialogue

2. What lesson do you draw from this dialogue?

Recording 2: Meeting for receiving fuel oil

Listen to the dialog and fill the missing words

C/eng Third Engineer, we’re going to be receiving fuel oil from a ____________

starting at 10:00 today. This is the bunkering plan: the total ____________ is

1,250 tons, and it will be loaded in all tanks except for the No. 1 port and

Page 11

starboard fuel oil tanks. Our tanks should be ____________ percent full after

receiving the fuel.

3/eng It will be easy, because we have plenty of extra space in the tank. If it’s being

filled to only 75 percent capacity. Which ____________ are we going to use?

C/eng You’re right. But you have to keep in mind that one can’t be too careful when

doing these kinds of ____________.

3/eng Believe me, I’ll keep it in mind. Doing this makes me a little tense.

C/eng We’ll use the starboard side. Remember to ____________ off as the person

responsible for the operation. And on the list, write the names of the No. 1

Oiler and the Wiper as ____________ the responsibility.

3/eng Yes, sir. May I do the remote-control valves and the level-alarm devices’

operational test when we get to the ____________ stage?

C/eng Yes. Confirm that it’s shut then lash the No. 1 suction valves for the port and

starboard tanks, where we ____________ be loading.

3/eng OK, I will. Well, I’ll start preparing to receive our supply. Shall we first put in

the plugs on the deck? And then ____________ the starboard manifold?

No.1 oil For sure, let’s put in the plugs for the oil-spill tanks.

__________________________________

Recording 3: Receiving fuel oil at the starboard manifold.

Listen to the dialog and fill the missing words

3/eng No.1 Oiler, we’ve finished putting in the plugs for the ____________ and spill

tanks. Let’s start preparing the starboard manifold.

No.1 oil The fuel oil ____________procedure, and a drawing of the fuel oil loading

pipeline, etc, are displayed on the starboard side manifold.

3/eng Should we prepare the ____________ and emergency equipment?

No.1 oil They’re always stowed in the center store on deck. Let’s go get the stuff we

need.

wiper I’ll get ____________ from the consumable store, so go ahead.

No.1 oil Can you do it by yourself?

wiper Yes, I’ll use a cart to carry them.

3/eng OK, here’s the sounding scale, the oil receiver can, ____________, sand, oil

dispersant, fire extinguishers, and so on. It looks like we have all the tools and

emergency equipment.

No.1 oil I forgot to set the pressure gauge and ____________ on the pipe. We can’t

read the inside pressure and temperature.

3/eng It’ll be fine, but thanks for ____________ me know. We’ve finished

preparation for the starboard manifold, so let’s tell the Chief Engineer. (By

transceiver) Chief Engineer, this is the Third Engineer, I’ve finished the

____________ for the starboard side manifold.

_________________________________

Page 12

Recording 5: Receiving fuel oil.

Listen to the dialog and answer the following questions

What has the 3rd engineer has confirmed?

What has he checked?

Who will hoist ‘B’ flag? What for?

Which valve does the chief engineer order the 3rd engineer to open?

What time will they start bunkering?

What must the 3rd engineer keep his eyes on?

___________________________________________________

1.4.3. Đọc hiểu

PASSAGE 1: Duties of a Senior Marine Engineer on Ship

Introduction

Maritime Engineering work is a very widely varying job, or to be more accurate a grouping

of jobs that takes in a very broad range of definitions from the everyday grind work like

loading and unloading. The Engineering officers on any seagoing craft are responsible for

keeping the ship going. In a very real sense they are the engine room of the ship – literally

and figuratively. The variety of work for which the rest of the ship depend on the engineering

crew means that there is a need for a large staff of engineers on any ship that will be carrying

a significant load. The typical setup contains

Chief Engineering Officer CEO

- First Assistant Engineer/Second Engineer

- Second Assistant Engineer/Third Engineer

- Third Assistant Engineer/Fourth Engineer

- Trainee Engineer/Fifth Engineer/Cadet

Normally the term senior marine engineer covers the top two ranks

Senior Engineer Role

To oversee the work of the engineering staff, a ship requires a Senior Maritime Engineer. The

job of the senior engineer is to ensure that all the work that is carried out by the engineering

staff is carried out satisfactorily within the job description and pertaining to the requirements

laid down by the ship’s own rules. It does not stop there, however, with the senior

engineering staff having a large impact on the design of systems that allow work to be more

efficient, and the ship to operate without any unnecessary hitches. In many ways, the Senior

Engineering Officer more than anyone sees to it that life at sea for the crew and passengers is

as easy as possible.

Requirements

To qualify as a Senior Maritime Engineer a candidate needs to have an incredibly broad skill

set that takes in the mundane – compliance with general rules, supervision of the engineering

staff and the everyday tasks that allow the smooth running of the ship – and the potentially

revolutionary such as design work that can make a profound impact on the inner workings

not just of the ships on whoosh they work but on others far beyond that. As well as this, the

senior engineer needs to know just about everything there is to know about different forms of

Page 13

engineering – from the simplest mechanical techniques to the more esoteric side of things,

taking in chemical, hydraulic and even nuclear engineering.

It would be no exaggeration to say that the engineering staff are the heart and lungs of a

ship’s crew, and in a lot of ways the senior maritime engineer is a major part of its brain.

Without a sound engineering mind – or a few sound engineering minds – the ship cannot

function as normal, as the engineering staff do not just see to it that the propulsion system of

a seagoing craft is functional, but also oversee the sound functioning of the living systems on

board – so without them the plumbing, electrics and atmospheric technology on a ship would

soon fall into disrepair. Jobs like this are invaluable enough on dry land, but on the open seas

where you cannot reasonably call out an engineer by looking through the telephone book,

they are all the more vital.

_______________________________

PASSAGE 2: Responsibilities Of Second Engineer

1. Maintain and Update Documentation:

Documentation under the second engineer's responsibility which requires maintaining

and updating are as follows:

Daily record book.

Machinery maintenance record book.

Defect and repair list.

Major spares inventory.

Oil record book.

FFA and LSA record book.

Saturday routine book.

Engine room log book.

Updating of PMS.

Stores and ROB (spares of aux machinery).

Lube oil and chemical inventory.

2. Engine Room Management:

Personally responsible to chief engineer.

Ensure engine room is properly manned.

Proper distribution of job.

Clear briefing done before a job is carried out.

Ensure all engineer and crew practice safe working procedure and wears safety gear at

all times.

Guidance and proper training of juniors.

Ensure every one understand the consequence of pollution.

Responsible for compilation of all work done for future records.

Observation of shore personnel.

3. Engine Room House Keeping:

Ensure engine room is maintained in clean, painted and sanitary condition.

Ensure all tools and stores are kept safely and location recorded.

Secure all heavy items at all times.

All leaks and damages are attended as soon as possible.

Page 14

Bilge garbage and sewage management as per regulation.

4. Safety of Engine Room and ship:

Ensure all engineers know the location of LSA and FFA.

All emergency escape routes are clearly marked and clear of any obstruction.

Maintenance of all FFA and LSA under 2nd engineer responsibility.

5. Pollution Prevention:

Ensure all engineer know:

Operation of oily water separator.

Operation of incinerator.

Operation of sewage plant.

Oil transferring procedure.

Oil record book and engine room log book updating.

Ensure all bilge over board valves are shut and locked in port and in special area.

6. Emergency procedures:

Steering gear emergency procedure.

Main engine local control.

Fire and abandon ship drill.

Flooding / grounding / collision.

Power failure procedures.

Oil spill drill.

7. Machinery maintenance:

In state of readiness at all times.

Proper round checks carried out.

Safe operation of all machinery on board.

PMS jobs to be carried out.

Attend to all major repair works.

Keep track of all defects and repair required.

Able to damage any other emergency repairs outside PMS.

Ensure handling / tacking over reports cover the engineer’s general duties,their

performance and any special job as a requirement.

___________________________________

PASSAGE 3: Duties Of Chief Engineer

Part I

Administrative Duties

In the ship's engine room, the chief engineer always plays a significant role. He must ensure

communication within the engine department, with head office and with the navigation

department of the ship. Some of the main administrative duties of the chief engineer include.

Maintain routine machinery survey and report to company and classification society

on any deficiency and malfunction.

To maintain record of all valid certificates.

To ensure all survey items are updated.

To communicate with company and helping the company on technical aspects.

To report to company on maintenance and for any accidents.

Page 15

To submit voyage report and monthly main engine performance report to the

company.

To plan job and delegate duties to subordinates.

To appraise and evaluate performance of subordinates.

Emergency Duties

Prevention is always better than cure. The chief engineer must always be prepared for

all contingencies that may happen in the engine room and take precautionary measures.

Ensure safe working practices for engine room staff and correct them if they are not.

To provide instructions and train engine room staff to handle crisis situations such as

fire or flood. Engine room staffs should be properly trained and fire drill should be out

at least once a month.

To co-ordinate fire fighting between deck and engine room.

To enforce procedures for bunkering of fuel oil, safety precautions and oil pollution

control measures.

To ensure emergency fire pump, emergency generator and lifeboat etc are in good

working condition.

To ensure first aid boxes are equipped with all relevant medicines and are placed in

work shop and engine control room. Staff personnel are trained to handle emergency

medical attention.

Conduct fire detection alarm fire fighting equipments and life boat tests.

During crisis the chief engineer has to access situation and lead the team accordingly,

for example if the ship grounded, collision, black out, oil pollution etc.

Chief engineer is not only a good technocrat but he should also be a good in managing

aspects also he should know to manage the engine crew members and motivate them for the

better performance.

Part II

Chief engineer over sees daily routine operations of engine room and communicate to the

office between department on ship and within his department.

Planning of manpower, job delegation

Daily job discussion with second engineer and daily routine ship inspection.

Supervise engine room personnel and give advice as required.

Improve performance and efficiency of engine room work team.

To work according to the planned maintenance schedule.

Draw up training orientation program for engine room cadets.

To ensure smooth communication between inter- department.

Arranging preparing and recording of machinery survey.

Ensure proper operation of safety equipments and its certificate still valid.

Testing of machinery space lifting gear.

Planning maintenance check list to ensure machinery are properly maintained and

reduced the risk of sudden break down of plant operation.

Chick list should record machinery description, date of service, part changed and

remarks etc.

Ensure proper entry of engine room log book and oil record book.

Arrangement for plant survey inspection to check with item is due for survey.

Page 16

To ensure sufficient stock are reserved ( bunker, fuel oil, diesel oil, main engine lube

oil, cylinder oil, other lube oils and chemicals ) in case of any unpredictable situations

( e.g. heavy sea storm engine breakdown at sea delay of voyage, unavailable of port

bunker service etc. )

Writing of report to company e.g. voyage report, monthly main engine performance

report and ad hoe report.

Preparation of dry dock list.

Inventory management and requisition (chemicals, lube oil, machinery spaces and

stores).

In Port

Liaise with shore technical representative.

Receive stores and spares from supplier.

Receive bunker, fuel oil, lube oil etc.

Ensure engine room is locked after work.

All firefighting equipment is in their position and tested.

Bilge overboard valve is locked shut.

Sewage plant should be in operation.

Should take permission from port authority for major work done on main propulsion.

Cargo Work

Ensure deck cranes and deck machinery is tested prior port arrival.

Ballast system properly function and correct operation by the deck officers on duty.

Make sure sufficient number of engineers in board during cargo work in case any

emergency repair is required.

At Sea

During heavy seas, to ensure all items in the engine room is properly secured.

Daily routine ship inspection

Main engine and other auxiliary engines are in order.

Training of engine room staff, usage of firefighting equipment and fire drill.

In Dry Dock

To brief engine room staffs before docking and ensure they understand their

respective duties.

Preparation of machinery survey in dry dock

Preparation of dry dock list.

Study previous dry dock reports and note clearance to be measured.

Ensure all tools and spares are ready for use.

Liaise with the shipyard manager and contractor to ensure correct works carried out.

Emergency lightening and generator set to be tested before docking in case of shore

power failure.

Fire fighting equipments on board to be checked and tested and make ready for use.

All tanks, wells and coffer dams to be sound and recorded.

Minimum bunker and ballast to be carried.

To ensure filter elements in oily water separator and renewed and system is checked

and system is checked for satisfactory function.

_________________________________________________________

Page 17

1.4.4. Viết

Write a paragraph of 100 words about “A Chief engineer you admire most”

_________________________________________________________

1.5. Phần chuyên ngành hàng hải (6 giờ)

1.5.1. Công việc phải làm khi tàu chuẩn bị vào cảng

A general plan for engine room department for entering port would involve

Chief engineer taking the control of the engine room

First/Second engineer can also be asked to be in the engine room and command

subordinates for operating machinery systems

Third and fourth engineer can be asked to be stationed at particular places in the

engine room according to the orders of chief or second engineer

Junior engineer would assist senior engineers and would take rounds of the engine

room according to the orders of second engineer

Motorman/Pump man would assist in engine room operations under the supervision

of senior engineers

Other engine room ratings can be assigned duties by the chief engineer if required

It is to note that the main engine astern testing should be carried out every time before

entering any port. The testing is generally done before the pilot board the ship.

Ship Arrival Checklist for Engine Department: What to Do When a Ship is About to

Arrive at a Port?

As a mariner, you must know that there are important jobs to be performed when a

ship arrives at or departs from a port. These things are necessary for a smooth sail of the ship.

Failure in carrying out any of these duties might lead to hindrances in sailing and

maneuvering. In this article we have brought to things that should be done without any fail

while the ship enters the port. The article is in the form of a checklist and thus can those who

want can take a printout for their personal use.

‘Things that are to be done by the Duty Engineer on Receiving One hour notice from the

Bridge

1. Inform chief engineer regarding arrival.

2. The bridge will start reducing the speed to maneuvering speed.

3. Start additional generator in parallel.

4. Stop the steam turbine and shaft generator if fitted.

5. Ensure the power is available for deck machinery and bow thruster.

6. The bridge will also start additional steering gear unit.

7. Take a round of steering gear room and check oil level linkages and motor current.

8. Start the boiler and raise the pressure, if exhaust gas boiler was running previously.

9. Close the dampers for exhaust gas boiler and open bypass.

10. Stop the fresh water generator.

11. Shut and lock sewage direct overboard discharge and start sewage plant or open valve for

sewage holding tank.

12. Close the sea chest valve of the side of the ship which is going to face the berth.

13. Change over to high sea suction from low sea suction.

14. Drain the air receivers.

Page 18

15. The engine is tested for ahead and astern direction from bridge.

16. The steering gear is also tested for full rudder angle.

17. When maneuvering ends, sea passage flow meter counter is taken for calculation of oil

consumption from full away to end of sea passage.

______________________________________

1.5.2. Công việc phải làm sau khi tàu vào cảng

1. When finished with engine is given from bridge change over from bridge control to

engine room control.

2. Stop additional running generator. However make sure that the generator that is running

is able to take all the load.

3. Close main air starting valve.

4. Open indicator cock and turbocharger drain valve.

5. Engage turning gear and turn engine for 10 minutes.

6. Open vent for exhaust gas boiler.

7. Activate the arrival program if UMS to stop the lube oil pump, cross head pump, shaft

bearing and stern tube bearing pumps etc or stop manually in manned engine room.

8. If manned engine room, stop pumps after 30 minutes of running after arrival.

9. Open heating for jacket water of main engine.

10. Take round of the engine room.

11. Inform bridge or ship control center that you are going to your accommodation or

handover watch to next duty engineer in case of manned engine room.

______________________________________

1.5.3. Công việc phải làm khi tàu rời cảng

There are many things that are to be kept in mind when a ship leaves a port and

prepares for a long voyage at the sea. In this article we will learn about the various jobs that

are to be taken care of without fail for a smooth sail at the sea. The article is presented in the

form of a checklist so that those interested can take a printout for their personal use.

Presented here is the engine department departure checklist for a ship leaving a port,

assuming cold start with boiler and generator in running condition.

Things to do 24 hours notice prior to departure for the first time

1. Check the oil level or sound the bunker tanks to measure level and make sure that the

temperature is maintained to about 40 degrees or as per analysis report by opening

steam. This is done for the transfer of oil from bunker tank to settling tank. If the oil is

kept cold the pump might get damaged due to very high viscosity.

2. Check the jacket water header tank for level. Do not fill too much as when the engine

starts running the water expands and it will start overflowing.

3. After checking the level start the jacket water circulating pumps if there is a separate

system for main engine.

4. Check the jacket water temperature of the main engine and maintain it about 60 degrees

as below this temperature it might start leaking into the scavenge space.

Things to do at 6 hours notice period

1. Check the oil level in the main engine sump, turbocharger tank.

Page 19

2. The duty engineer will start the lubricating oil pump and the cross head pump and

turbocharger pump.

3. Check the oil flow through the sight glass of turbocharger outlet.

4. Check the pressure of lube oil pump and turbocharger pump and cross head pumps.

5. Start the shaft bearing pumps and check the level of header tank.

6. Generally in UMS there is a program for starting all these pumps in sequence. This

program is started after taking the engine room rounds and the levels are checked.

Things to do at 1 hour notice period

1. A quick round of engine room is taken and chief engineer has to be reported regarding

the departure.

2. Check oil level, header tank level, cylinder oil daily tank level.

3. Check the pressure of fuel oil pump, booster pump, lube oil pump etc.

4. Check sump oil level in air compressor.

5. Drain air bottles for any water inside.

6. Check that the turning gear is out.

7. Check parameters of the running machinery.

8. Start an additional generator so as to supply for additional demand of power from

winches and thrusters.

9. Start exhausts gas boiler water circulating pump.

10. Check the telegraph for functioning in conjunction with deck officer on watch.

11. Telegraph is checked for local and remote panels.

12. Emergency telephones to be checked for functioning.

13. When the chief engineer is present in control room, go to the steering gear and check for

any leaks and port to starboard movement.

14. Check the functioning of limit switches in steering gear.

15. Check gyro reading in steering gear and cross check with reading on the bridge.

16. Things to do at 15 minutes notice

17. Open the main air starting valve for main engine.

18. Ensure all air compressors are in auto and air bottles are full.

19. Main engine is blown with open indicator cocks with air to check for any water ingress

in main engine.

20. If no leaks or ingress is found chief engineer is reported and the indicator cocks are

closed.

21. Close the turbocharger drain valves.

22. Chief engineer reports to captain on bridge that the engine is ready for use and control is

transferred to the bridge from engine control room.

23. Flow meter counters of main engine, generator and boiler are taken for calculation

purposes of oil in port.

Checks made when the engine is running

1. Engine room round is taken again.

2. Check for any abnormality.

3. Check all the parameters of the main engine like temperature of exhaust valve, jacket

water etc.

4. Close steam heating for jacket later if not auto controlled.

Page 20

5. Once the ship is out from the port and pilot has left, open the other sea suction valve.

Checks made when ship is full away

1. Stop the additional generator.

2. Stop the boiler if exhaust gas boiler is fitted.

3. Start fresh water generator.

4. Open sewage overboard valve.

5. Start turbine and shaft generator if fitted.

6. Take flow meter counter again for calculation of fuel consumed from port to full away.

7. The watch is handed over to next duty engineer if watch has to be changed.

8. In case of UMS ship, the bridge is informed after taking rounds of the engine room,

about your taking break.

Page 21

UNIT 2: SAFETY IN THE ENGINE ROOM

Trình độ sinh viên Tiền trung cấp

Sỹ số sinh viên 20 SV

Thiết bị giảng dạy Bảng trắng chất lượng cao, đài đĩa CD, đầu Video, máy chiếu, phòng luyện âm, máy tính kết nối internet

Ngôn ngữ giảng dạy Tiếng Anh

Thời gian 22 giờ

MỤC ĐÍCH

Sau khi nghiên cứu bài 2, học viên cần nắm được:

Cách sử dụng mẫu động từ, hiểu được sự khác nhau về ý nghĩa khi sử dụng

các mẫu động từ này, lựa chọn động từ tình thái để diễn đạt sự bắt buộc và đưa

ra lời khuyên.

Cách lựa chọn liên từ thích hợp before, after.. để nối hai mệnh đề; sử dụng

cụm từ thích hợp để diễn đạt mệnh lệnh, lời khuyên, cảnh báo liên quan hoạt

động an toàn trên biển.

Trọng âm của từ

Các bài huấn luyện quan trọng về an toàn, các loại báo động tên tàu;

Các công tác thường nhật về an toàn, các trang thiết bị bảo vệ thân thể khi làm

việc trên tàu;

Các biện pháp an toàn khi làm việc trong không gian kín, cách cứu người gặp

nạn trong không gian kín.

NỘI DUNG BÀI GIẢNG

2.1. Ngữ pháp (4 giờ)

2.1.1. Mẫu động từ: verb + ing/verb +to

Khi sử dụng hai động từ đi liền nhau trong tiếng Anh, hình thức của động từ thứ hai thường

không giống nhau. Một số động từ được theo sau bởi “to + infinitive”, “-ing form” hoặc động

từ nguyên thể không có ”to”

Những động từ sau được theo sau bởi V-ing: admit, avoid, delay, enjoy, excuse, consider,

deny, finish, imagine, forgive, keep, mind, miss, postpone, practise, resist, risk, propose,

detest, dread, resent, pardon, try, fancy, regret

Eg: • We regret having to inform you that some damage was caused.

• The Master kept complaining about my last mistake.

• He didn't want to risk getting wet.

Những động từ sau được theo sau trực tiếp bởi to-infinitive: agree, appear, arrange, attempt,

ask, decide, determine, fail, endeavour, happen, hope, learn, manage, offer, plan, prepare,

promise, prove, refuse, seem, tend, threaten, try, volunteer, expect, want, instruct, wish, start,

refuse

Eg: • The VTS station instructs us to anchor in our present position.

Page 22

• I have been assisted by the Second Officer ever since I started to work for this

ship owner.

• We refused to pay for expenses for which we were not responsible.

• She volunteered to help the disabled.

• We no longer wish to do business with you.

2.1.2. Những mẫu động từ khác

Một số động từ có thể được theo sau bởi Ving hoặc to V với nghĩa khác nhau:

I remember doing something = I did it

and now remembers this

Eg: I clearly remember locking the door.

I remember to do something = I remember

to do something before doing it

Eg: Please remember to post the letter.

I regret doing something = I did it and

now I’m sorry about it

Eg: I now regret saying what I said.

I regret to say/to tell you/to inform you =

I’m sorry that I have to say:

Eg: We regret to inform you that we are

unable to offer you a job.

Go on doing something = continue doing

the same thing

Eg: The Minister went on talking for two

hours.

Go on to do something = do or say

something new

Eg: After discussing the economy, the minister

then went on talk about foreign policy.

Try to do = attempt to do, make an

effort to do

Try doing = do something as an experiment

or test

Eg: I was tired. I tried to keep my eyes

open but I couldn’t.

Eg: A The photocopier doesn’t seem to be

working.

B. Try pressing the green button.

Need to do = it is necessary to do

Eg: I need to take more exercise.

Something needs doing = something needs to

be done

Eg: Do you think my jacket needs cleaning?

Help to do or help do I can’t/couldn’t help doing something = I

can’t stop myself from doing it

Eg: Everybody helped to clean up after the

party. Or Everybody helped clean up .......

Eg: She tried to be serious but she couldn’t

help laughing.

I like to do something (British English) =

I think it is good or right to do it

Eg: I like to clean the kitchen as often as

possible.

I like doing something (British English) = I

enjoy it

Eg: Do you like cooking?

2.1.3. Sử dụng dạng thức “ing” sau liên từ khi đưa ra chỉ thị

Eg: • Check the oxygen content before entering enclosed spaces.

• Crewmembers enter the enclosed space after taking all necessary precautions.

• Don’t leave the machinery spaces while performing your duty.

_________________________________

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2.1.4. Vị trí mệnh đề có chứa liên từ phụ thuộc

Liên từ phụ thuộc là những liên từ nối hai mệnh đề khác giá trị nhau, nói một cách khác, nối

mệnh đề chính với mệnh đề phụ.

Vì thế, có bao nhiêu loại mệnh đề phụ thì cũng có bấy nhiêu loại liên từ phụ thuộc.

Dưới đây là 5 loại mệnh đề trạng từ chủ yếu sử dụng với nhiều các liên từ phụ thuộc.

Adverb

clauses

Subordinate conjunctions Examples

Place wherever, anywhere,

everywhere, where…

Everywhere she goes, she brings a camera.

Time since, while, as soon as,

before, after, until, when,

anytime…

You should wear a helmet when you enter

the hold.

Reason because, since, as, for, so

that

The vessel ran aground because the Mate

altered course too late.

Condition if, when, unless, even if,

even though

Even if they lose by five goals, people will

still love them.

Contrast though, although, despite,

in spite of, whereas

Despite the poor service provided, we still

enjoyed the food and the atmosphere of the

restaurant.

Tất cả các ví dụ trên đều chứa 2 phần: Mệnh đề phụ thuộc (Subordinate clause) chính là

Mệnh đề trạng từ (Adverb clause) và một Mệnh đề độc lập (Independent clause). Một mệnh

đề phụ thuộc (Subordinate clause hay Dependent clause) cần đi cùng với một mệnh đề độc

lập (Independent clause) để có một ngữ cảnh hoàn chỉnh và làm cho câu có nghĩa.

Mệnh đề phụ thuộc và mệnh đề chính có thể đảo ngược vị trí cho nhau trong một câu tuỳ vào

nhu cầu cần nhấn mạnh điều gì. Tuy nhiên nếu mệnh đề phụ thuộc đứng trước mệnh đề chính

thì chúng phải phân cách nhau bằng dấu phẩy “,”. Còn nếu mệnh đề chính đứng trước thì

không cần dấu phẩy nữa.

Eg: • The Engineer Officer in charge must be informed by the seaman in person

when he leaves the space.

Or • When The Engineer Officer in charge leaves the space, he must be informed by

the seaman in person.

2.1.5. Động từ tình thái diễn đạt sự bắt buộc, lời khuyên

Thuộc mảng động từ là một trong những thành phần cơ bản và quan trọng nhất trong văn

phạm tiếng Anh, động từ tình thái luôn được chú trọng.

Must

Diễn đạt sự bắt buộc hay cần thiết phải làm việc gì đó trong hiện tại hoặc tương lai

Eg: • You must be careful! Doors must be kept closed!

• Hatches must not be left uncovered!

Have to

Cả must và have to đều được dùng để diễn đạt sự cần thiết phải làm điều gì đó.

Tuy nhiên có sự khác nhau:

Page 24

Must: sự bắt buộc đến từ phía người nói (là mong muốn và cảm xúc của người nói).

Have to: sự bắt buộc do tình thế hoặc điều kiện bên ngoài (nội quy, luật pháp, quy định...)

Eg: • I really must stop smoking. I want to do.

• I have to stop smoking. Doctor’s order.

Mustn’t: chỉ sự cấm đoán

Don’t have to = don’t need to; không cần thiết

Should/ Ought to

Chỉ sự bắt buộc hay bổn phận, nhưng không mạnh bằng Must (với should bạn có thể lựa chọn

việc thực hiện hay không thực hiện, còn must thì không có sự chọn lựa), đưa ra lời khuyên

hoặc ý kiến.

Eg: • You should read all safety regulations.

• The work ought to be finished by 1630.

• Tools should not be left lying about.

Had better

Nên, tốt hơn. Được dùng để đưa ra lời khuyên người nào đó nên hay không nên làm điều gì

đó trong một tình huống nào đó. Had better có nghĩa tương tự như should nhưng không hoàn

toàn giống nhau.

Had better chỉ được dùng cho tình huống cụ thể, người nói nhận thấy hành động đó là cần

thiết và mong đợi hành động đó sẽ được thực hiện. Should có thể được dùng trong tất cả các

tình huống khi đưa ra ý kiến hoặc cho ai lời khuyên.

Eg: • You had better report sick.

• You had better not touch that electric wire.

_________________________________

2.1.6. Thực hành

EXERCISE 1: Use MUST/MUSTN'T or HAVE TO/DON'T (DOESN’T) HAVE TO

according to the context

1. He ____________ bring his CD player to the party. We’ve already got one.

2. I ____________ remember to buy some new shampoo tomorrow. (must)

3. You ____________ ride a motorbike without wearing a helmet.

4. We ____________ arrive at school before 8:30 every morning. (have to)

5. ‘I’m flying to Seville tomorrow.’ ‘You ____________ forget your passport this time!’

6. They ____________ meet us at the airport. We’re going to get a taxi into town.

EXERCISE 2: Choose the correct word.

1. You should / shouldn’t try and get enough sleep.

2. You should / shouldn’t worry. It isn’t good for you.

3. You ought to / shouldn’t keep your friends waiting when you meet each other.

4. You ought to / shouldn’t concentrate on what you’re doing.

5. You should / shouldn’t drink plenty of water.

6. You had better / shouldn’t apologize to your mother immediately

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EXERCISE 3: Complete the short dialogues with the words in the box. Use each word only

once.

A.

ought to should shouldn’t

Rick:Hi, Matt! What’s wrong?

Matt:I’m being bullied at school. What (1)____ I do?

Rick:You (2)____ go and tell a teacher.

Matt: But what if the boy finds out?

Rick:You (3)____ worry about that. You need to say something or he might not stop.

B.

had better should shouldn’t

Cindy: I know you like Ben. When are you going to tell him?

Alice: I don’t know. I’m too shy. What do you think I (4)_____ do?

Cindy: Well, you (5)______ tell him now before someone else asks him out.

Alice: What if he says ‘No’?

Cindy: You (6)_____ worry about that.

C.

had better - shouldn’t

Ed: Hey! You (7)_____ do that. You’ll get in trouble.

Stella: Don’t worry. You (8) ____ concentrate on what you have to do.

EXERCISE 4: Choose the best answer

1. They couldn’t help ____ when they heard the little boy singing a love song.

A. laughing B. to laugh C. laugh D. laughed

2. We have plenty of time. We needn’t ____

A. hurry B. to hurry C. hurrying D. hurried

3. Your house needs ____

A. redecorated B. redecorating C. being redecorated D. to redecorate

4. I remember ____ them to play in my garden.

A. to allow B. allow C. allowing D. allowed

5. We found it very difficult ____ with Gamma.

A. to work B. work C. working D. worked

6. I can’t read when I am traveling. It makes me ____ sick.

A. feel B. to feel C. felt D. feeling

7. I need ____ what’s in the letter. Why don’t you let me ____ it?

A. to know/ to read B. know/ read C. to know/ read D. knowing/ read

8. I suggest ____ some more mathematical puzzles.

A. do B. to do C. doing D. done

9. We regret ____ you that we cannot approve your suggestion.

A. inform B. to inform C. informing D. informed

10. The driver stopped ____ a coffee because he felt sleepy.

A. have B. to have C. having D. had

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11. Have you ever considered ____ a pharmacist?

A. become B. Becoming C. to become D. became

12. You had better ____ at home until you feel better.

A. staying B. Stayed C. to stay D. stay

13. Mary and I are looking forward ____ you.

A. of seeing B. for seeing C. to seeing D. to see

14. I promised ____ on time. I mustn’t ____ late.

A. be/be B. to be/to be C. to be/ be D. be/to be

15. I would rather ____ at home than ____ out with you.

A. staying/going B. to stay/ to go C. stay/go D. stayed/went

EXERCISE 5: Rewrite the sentences using the GERUND (after prepositions)

1. David is studying. He’s bored.

2. Gordon likes to watch football. He’s keen.

3. Peter wants to learn English. He’s interested.

4. Sheila keeps her own room tidy. She’s responsible.

5. Sally will visit her aunt. She’s excited.

6. Swan will meet Leo. She is looking forward.

7. Paul doesn’t want to be misunderstood. He’s afraid.

8. Jane has to do the housework by herself. She’s tired.

9. John has to get up early. He is used.

10. Tom passed all his exams. He succeeded.

__________________________________

2.2. Từ vựng (4 giờ)

2.2.1. Liên từ before, after, when or while nối hai mệnh đề trong một câu văn đưa

ra chỉ dẫn.

Eg: • Hand controls are to be demonstrated to all watch keeping Engineers as soon

as possible after they join the ship.

• The duty engineer must not leave the machinery spaces while he is performing

his duty.

2.2.2. Mệnh lệnh, lời khuyên, cảnh báo liên quan hoạt động an toàn trên biển

“Permit to work”

Order

Eg: Get a written permission from a senior officer before working aloft and

outboard!

Advice

Eg: Seafarers must get a written permission from a senior officer before working

aloft and outboard.

Warning

Eg: Be careful when working with boilers!

“Enclosed spaces”

Order

Eg: Secure and properly illuminate the space for entry!

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Advice

Eg: You should secure and properly illuminate the space for entry.

Warning

Eg: Be carful when entering the engine room as you may slip and fall.

2.2.3. Thành ngữ

Thành ngữ là cụm từ hay ngữ cố định có tình nguyên khối về ngữ nghĩa, tạo thành một chỉnh

thể định danh có ý nghĩa chung khác tổng số ý nghĩa của các thành tố cấu thành nó, tức là

không có nghĩa đen và hoạt động như một từ riêng biệt trong câu. (Thuật ngữ ngôn ngữ học)

Full speed ahead (astern)! Tới (lùi) hết máy

Half ahead (astern)!

Slow speed ahead (astern)!

Dead slow ahead (astern)!

Easy ahead (astern)!

Stop! Stop her

Stop the engine!

Try the engine!

Stand by the engine!

Finish with the engine!

Emergency Full ahead (astern)!

Tới (lùi) hết máy

Tới (lùi) nửa máy

Tới (lùi) chậm

Tới (lùi) thật chậm

Tới (lùi) chậm

Tốp máy

Ngưng máy

Thử máy

Chuẩn bị máy

Nghỉ máy! Tắt máy

Tới (lùi) hết máy khẩn cấp

________________________________________________________________

2.3. Ngữ âm (2 giờ)

2.3.1. Mẫu trọng âm

Từ một âm tiết (one – syllable words)

• Những từ có một âm tiết đều có trọng âm trừ những từ ngữ pháp (grammatical

words) như: in, on, at, to, but, so…

Eg: ’risk, ‘tank, ’gas, ‘test, ‘sound…

Từ hai âm tiết (two – syllable words)

• Những từ có hai âm tiết: hầu hết có trọng âm rơi vào âm tiết thứ nhất.

Eg: ‘follow, ‘bottom, ‘ballast, ‘area, ‘hazard…

• Những từ có hai âm tiết nhưng âm tiết thứ nhất là một tiền tố (prefix) thì trọng âm

rơi vào âm tiết thứ hai.

Eg: en’sure, re’fer, dis’place, pre’pare…

• Những động từ (v) có 2 âm tiết, trọng âm thường rơi vào âm tiết thứ hai.

Eg: app’ly, in’clude, in’form …

Từ ba âm tiết (three – syllable words)

• Những từ có 3 âm tiết trở lên, trọng âm rơi vào âm tiết thứ 3 tính từ phải sang trái.

Eg: ‘flammable, the preli’minary, ‘oxygen, e’mergency, il’luminate …

• Nhưng nếu là từ vay mượn của tiếng Pháp (thông thường tận cùng là -ee hoặc -eer)

thì trọng âm lại rơi vào âm tiết cuối cùng ấy.

Eg: engi’neer, consig’nee, employ’ee, absen’tee…

Từ tận cùng bằng – ion, ic(s)

• Những từ tận cùng bằng -ion, -ic(s) không kể có bao nhiêu âm tiết, trọng âm rơi vào

Page 28

âm tiết trước nó.

Eg: resusci’tation, communi’cation, ‘toxic, venti’lation, oxi’dation…

Từ tận cùng bằng –cy, -ty, -phy,-gy,-al

• Những từ tận cùng bằng -cy, -ty, -phy, -gy, -al không kể có bao nhiêu âm tiết, trọng

âm rơi vào âm tiết thứ ba tính từ phải sang trái.

Eg: ma’terial, vi’cinity, pho’tography, …

Sự thay đổi trọng âm khi thay đổi từ loại (stress shift)

• Một từ khi thay đổi từ loại, vị trí trọng âm sẽ thay đổi.

Eg: ‘record (n) re’cord (v)

‘comment (n) com’ment (v)

‘present (n) pre’sent (v)

‘perfect (adj) pre’fect(v)

Từ dài trên bốn âm tiết (words of more than 4 syllables)

• Những từ dài thường có 2 trọng âm: trọng âm chính (primary stress) và trọng âm

phụ (secondary stress).

Eg: en,viron’mental, ,repre’sentative, ,comple’mentary

Từ ghép (những từ do hai thành phần ghép lại compounds)

• Nếu từ ghép là một danh từ (n) thì trọng âm rơi vào thành phần thứ nhất.

Eg: ’crewmembers, ‘shipyard…

• Nếu từ ghép là một tính từ (adj) thì trọng âm rơi vào thành phần thứ hai.

Eg: hot-‘tempered, old-’fashioned, well-’done…

• Nếu từ ghép là một động từ (v) thì trọng âm rơi vào thành phần thứ hai.

Eg: under’stand, over’look, mal’treat …

_________________________________

2.3.2. Phát âm

area ['eəriə] oxidation [,ɔksi'dei∫ən]

adequacy ['ædikwəsi] oxygen ['ɔksidʒən]

apply [ə'plai] photography [fə'tɔgrəfi]

ballast ['bæləst] preliminary [pri'liminəri]

bottom ['bɔtəm] prepare [pri'peə]

communication [kə,mju:ni'kei∫n] refer [ri'fə:]

complementary [,kɔmpli'mentəri] representative [,repri'zentətiv]

consignee [,kənsai'ni:] rescue ['reskju:]

crewmember ['krumembə] resuscitation [ri,sʌsi'tei∫n]

displace [dis'pleis] risk [risk]

emergency [i'mə:dʒensi] shipyard ['∫ipja:d]

employee [,implɔi'i:] sound [saund]

engineer [,endʒi'niə] tank [tæηk]

Page 29

ensure [in'∫uə] test [test]

environmental [in,vairən'mentl] toxic ['tɔksik]

flammable ['flæməbl] understand [,ʌndə'stænd]

follow ['fɔlou] ventilation [,venti'lei∫n]

forecast ['fɔ:ka:st] vicinity [vi'sinəti]

gas [gæs] well-done ['wel'dʌn]

hazard ['hæzəd]

hot-tempered ['hɔt'tempəd]

hydrocarbon [,haidrou'ka:bən]

illuminate [i'lu:mineit]

include [in'klu:d]

inform [in'fɔ:m]

maltreat [mæl'tri:t]

material [mə'tiəriəl]

old-fashioned [ould 'fæ∫n]

overlook [,ouvə'luk]

2.4. Kỹ năng giao tiếp: nghe, nói, đọc, viết (8 giờ)

2.4.1. Thảo luận

What must the chief engineer do to ensure safety in the engine room?

What must every engine crew members do for safety?

Who is responsible for the safety of the engine department? What does he do

for safety?

What should the chief engineer require his crew member to do before welding

work in a tank?

What should the chief engineer do before work in an enclosed space?

2.4.2. Nghe hiểu

Recording 1: Safety Training – Tanker Fires and explosions

Before listening

- Answer the questions below:

1. What do you know about fire-triangle?

2. What should seamen do to prevent fires and explosions on a tanker?

- New vocabulary: explain the vocabulary in English

flammable gas ICS

concentration to explode

be aware of explosion range

LEL inert gas

UEL static electricity

Page 30

UFL company manual

LFL measures against accidents

While listening

Answer the questions below:

1. What causes fires and explosions on a tanker?

2. Explain “ICS defined the UEL or the UFL as being 10 percent, and the

LEL or LFL as one percent”

3. What is safe oxygen concentration?

4. What is the most difficult problem in the tanks?

5. What should be done before chipping or welding on an oil tanker?

After listening

1. Summarize the dialogue

2. What does the chief engineer require his crew members to do to

prevent fires and explosions on an oil tanker?

____________________

Recording 2: Safety training – a tanker’s toxicity hazards

Listen to the dialog and fill the missing words

C/off I will now tell you more about gas-toxicity hazards and ____________

countermeasures.

Dong Is it hydrogen sulfide?

C/off Many crude oils come out of wells with high ____________ of hydrogen sulfide.

But the level is usually reduced by a stabilization process ____________ the

crude oil is delivered to the ship. If this system doesn’t work very well,

____________, a tanker may receive its cargo with a higher-than-usual hydrogen

sulfide content. Consequently, ____________ adjustments must be made.

Mexican or Qatar crude oil contains high levels of hydrogen sulfide, which

____________ like rotten eggs. But beware not to inhale it because it could

paralyze you instantly. Once, when we were observing the ullage ____________

the ullage hole, a man lost consciousness ____________ having inhaled the gas.

Dong Aren’t there any precautions to take to avoid this? We don’t need to inhale the

____________ during ullage observation since we use a digital meter.

C/off We have pocket-sized detectors for hydrogen sulfide. You should always

____________ one on you. The company allows us to work when the

concentration is less than ____________ ppm (parts per million). But detecting a

little bit of gas means that there could be a bigger gas leak. You have to take

precautions after you find out ____________ the gas comes from.

Tan Yes, I saw oxygen masks at the entrance of the pump room. Should they be

____________ in that case?

C/off Those are used when there is gas, or a shortage ____________ oxygen due to

fire. It is also useful to help the crew in the pump room if there are large amounts

of oil leaking and if gas is escaping. Even if you ____________ a place filled

with gas with only a mask on, it still isn’t perfectly safe.

_____________________

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Recording 3: Oxygen deficiency on a coal-ore carrier.

Listen and decide which statements are TRUE and which statements are FALSE

They don’t need to worry about a shortage of oxygen on a coal-ore carrier.

There is an inert gas system on a coal-ore ship.

Cofferdams, ballast tanks of double bottom and lower stools are not enclosed

spaces.

Iron rusting causes a shortage of oxygen.

Using fans is an artificial method of ventilation.

Keeping the manholes open is natural ventilation;

Fire raises the level of oxygen and lowers the level of carbon dioxide;

Two seamen died in a lower stool.

__________________________

2.4.3. Đọc hiểu

PASSAGE 1: 10 Important Safety Drills and Training Procedures for Ship’s Engine Room

Drills on board ships play an important role in preparing the crew for emergency

situations. The ship’s engine room is a hazardous place where a variety of accidents can take

place. Engine room crew members are therefore required to carry out all important drills and

training procedures on regular basis to ensure safety of the ship and its crew

Mentioned below are ten important drills and training procedures for the ship’s engine room.

1. Engine Room Fire Drills: Accidents as a result of fire are the most common in the ship’s

engine room. Fire drills, which must include fire fighters from both deck and engine sides,

are to be carried out frequently to ensure that the ship’s crew to well prepared for any such

adverse condition. Fire drills must be performed at various levels and machinery of engine

room i.e. Boiler, Generator, Purifier, Main Engine etc.

2. Engine Room Flooding Drill: A delayed action during engine room flooding can lead to

loss of important machinery such as generators, main engine etc., leading to complete

blackout of the ship. Engine room flooding response training and immediate repair actions

must be taught to engine crew. The flooding training must include response actions to

different emergency situations such as grounding, collision etc. which can lead to structural

damage and flooding of water in the engine room.

3. Enclosed Space Drill: Engine room comprises of several tanks and confined spaces which

are unsafe to enter without preparation and permission. Enclosed space training with risk

assessment and dedicated checklists must be carried out for all ship’s crew.

4. Scavenge Fire Drill: All engine room crew members must know engine scavenge fire

fighting procedure. The crew must know about the system that is to be employed for

scavenge fire fighting along with the precautions that are to be taken before implementing

particular method to the engine. (For e.g. if steam is used to suppress the fire, the line should

be drained before steam insertion as water in the line may lead to thermal cracks of engine

parts).

5. Crankcase Explosion Drill: Crankcase explosion in the ship’s engine can lead to fatal

situations and heavy loss of ship’s property. The crew should be prepared for taking the right

action when the engine’s oil mist detector gives an alarm.

Page 32

6. Uptake Fire Drill: Engine crew to be well trained by frequent drills on how to fight boiler

uptake fire. Crew should be trained n various stages of uptake fire and different procedures to

fight these fires.

7. Oil Spill Drill: Oil carried on ship as a cargo or for use of ships machinery is handled by

engine crew. It is important to know the correct oil transfer procedure.

8. Bunker Training: Bunkering is one of the most critical operations, which always involve

risk of oil spill and fire. 24 hrs before every bunkering, all ship’s crew must be called for

meeting and complete bunkering operation should be discussed. Crew to be trained for safety

signals, oil spill reporting procedure etc.

9. Pollution Prevention Appliances Training: Port State Control (PSC) and other

governmental authorities are very strict when it comes to compliance with pollution

prevention norms. It is therefore important for the ship’s crew to know all pollution

preventive measures when at sea. This includes crew’s knowledge of all the pollution

prevention equipment present onboard (OWS, Incinerator, Sewage Treatment Plant etc.).

Ships crew must be trained for operation of all these equipment along with the regulation to

discharge from the equipment.

10. Blackout Training: Once the ship looses its power source i.e. the generator, the ship’s fate

depends on the forces of the sea and wind. Blackout condition leads to dead ship and it’s the

responsibility of the engine crew to bring back the ship’s power so that it can sail again on its

determined course. The blackout emergency situation training must be given to all engine

room crew members and must be considered extremely important.

__________________

PASSAGE 2: Different Types of Alarms on Ships

An emergency does not come with an alarm but an alarm can definitely help us to tackle an

emergency or to avoid an emergency situation efficiently and in the right way. Alarm systems

are installed all over the ship’s systems and machinery to notify the crew on board about the

dangerous situation that can arise on the ship.

Alarm on board ships are audible as well as visual to ensure that a person can at least listen to

the audible alarm when working in a area where seeing a visual alarm is not possible and vice

versa.

It is a normal practice in the international maritime industry to have alarm signal for a

particular warning similar in all the ships, no matter in which seas they are sailing or to which

company they belongs to. This commonness clearly helps the seafarer to know and

understand the type of warning or emergency well and help to tackle the situation faster.

The main alarms that are installed in the ship to give audio-visual warnings are as follows:

9) General Alarm: The general alarm on the ship is recognized by 7 short ringing of bell

followed by a long ring or 7 short blasts on the ship’s horn followed by one long blast.

The general alarm is sounded to make aware the crew on board that an emergency has

occurred.

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2) Fire Alarm: A fire alarm is sounded as continuous ringing of ship’s electrical bell or

continuous sounding of ship’s horn.

3) Man Overboard Alarm: When a man falls overboard, the ship internal alarm bell sounds

3 long rings and ship whistle will blow 3 long blasts to notify the crew on board and the other

ships in nearby vicinity.

4) Navigational Alarm: In the navigation bridge, most of the navigational equipments and

navigation lights are fitted with failure alarm. If any of these malfunctions, an alarm will be

sounded in an alarm panel displaying which system is malfunctioning.

5) Machinery space Alarm: The machinery in the engine room has various safety devices

and alarms fitted for safe operation. If any one of these malfunctions, a common engine room

alarm is operated and the problem can be seen in the engine control room control panel which

will display the alarm.

6) Machinery Space CO2 Alarm: The machinery space is fitted with CO2 fixed with fire

extinguishing system whose audible and visual alarm is entirely different from machinery

space alarm and other alarm for easy reorganization.

7) Cargo Space CO2 Alarm: The cargo spaces of the ship are also fitted with fixed fire

fighting system which has a different alarm when operated.

8) Abandon Ship Alarm: When the emergency situation on board ship goes out of hands

and ship is no longer safe for crew on board ship. The master of the ship can give a verbal

Abandon ship order, but this alarm is never given in ship’s bell or whistle. The general alarm

is sounded and every body comes to the emergency muster station where the master or his

substitute (chief Officer) gives a verbal order to abandon ship.

9) Ship Security Alarm System: Most of the ocean going vessels are fitted with security

alert alarm system, which is a silent alarm system sounded in a pirate attack emergency. This

signal is connected with different coastal authorities all over the world via a global satellite

system to inform about the piracy.

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Different Alarm signals of the vessel are clearly described in the muster list along with the

action to be carried out so that all the crew member can perform there duties within no time

in actual emergency.

PASSAGE 3: What are the Periodic Safety Routines that Should be Carried Out on a Ship?

Onboard ship different machinery, alarms, and safety equipments need to be checked

periodically to ensure the overall safety of ship. In case you have to make a checklist of

things to make sure the ship runs safe, what are the things that you would include? We have

made a list of important things that should be checked without fail for the overall safety of

the ship.

The Periodic Safety Routines on ship include: -

1) Emergency generator should be started and run for reasonable period every week. All

parameters such as fuel oil level, lube oil level, water level in radiator etc. are to be noted

and monitored.

2) Emergency fire pump should be started and run for reasonable period and pressure should

be checked and recorded every week.

3) Carbon dioxide storage room should be visually checked and examined. The release box

door should be opened to test alarm and trip of engine room ventilation fans every month.

4) One smoke detector should be checked in each circuit with the help of aerosol to ensure

proper operation and indication on the alarm panel every month.

5) Fire push button should be checked for proper working with the help of a special key every

month.

6) Machinery space dampers to be greased every week to ensure smooth and proper

operation.

7) Fire extinguishers should be observed for their accurate position to ensure they are

operable.

8) Fire hose and nozzles should be observed for correct position every month. The nozzle

should be tried on hose coupling and the hose should be checked for leakage and also

pressure tested. Defective hoses and nozzles should be replaced.

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9) Emergency batteries should be checked every month for specific gravity and should be

topped up if required. Emergency lightings also need to be checked and replaced if found

defective.

10) Life boat should be run for reasonable time every month, along with turning of the

rudder, checking of lube oil level by dip stick, fuel oil level, and changing battery charging to

other batteries.

11) Watertight doors should be checked for operation both locally and from remote position

every week.

12) Quick closing valves should be checked every month if condition persists as all valves

cannot be closed. Closing of all valves would hamper normal ship operation.

13) Remote operated valves should be checked for their operation every month.

14) Bilge alarms to be checked in engine room and other places every month.

__________________________

PASSAGE 4: 10 Main Personal Protective Equipment (PPE) Used Onboard Ship

Safety of self and co-workers is the prime priority kept in mind by a professional seafarer

while working onboard ship. All shipping companies ensure that their crew follow personal

safety procedures and rules for all the operation carried onboard ships.

To achieve utmost safety on board ship, the basic step is to make sure that everybody wears

their personal protective equipments made for different types of jobs carried out on ship.

Following are the basic personal protective equipments (ppe) that are always present onboard

a ship to ensure safety of the working crew:

1) Protective Clothing: Protective clothing is a coverall which protects the body of the crew

member from hazardous substance like hot oil, water, welding spark etc.

2) Helmet: The most important part of the human body is the head. It needs utmost

protection which is provided by a hard plastic helmet on the ship. A chin strap is also

provided with the helmet which keeps the helmet on place when there is a trip or fall.

3) Safety Shoes: Maximum of the internal space of the ship is utilized by cargo and

machinery, which is made of hard metal and which make it clumsy for crew to walk around.

Safety shoes ensure that nothing happens to the crew member’s feet while working or

walking onboard.

4) Safety Hand gloves: Different types of hand gloves are provided onboard ship. All these

are used in operations wherein it becomes imperative to protect ones hands. Some of the

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gloves provided are heat resistant gloves to work on hot surface, cotton gloves for normal

operation, welding gloves, chemical gloves etc.

5) Goggles: Eyes are the most sensitive part of the human body and in daily operations on

ship chances are very high for having an eye injury. Protective glass or goggles are used for

eye protection, whereas welding goggles are used for welding operation which protects the

eyes from high intensity spark.

6) Ear Muff/plug: Engine room of the ship produces 110-120 db of sound which is very high

for human ears. Even few minutes of exposure can lead to head ache, irritation and

sometimes partial or full hearing loss. An ear muff or ear plug is used on board ship which

dampens the noise to a bearable decibel value.

7) Safety harness: Routine ship operation includes maintenance and painting of high and

elevated surfaces which require crew members to reach areas that are not easily accessible.

To avoid a fall from such heightened area, safety harness is used. Safety harness is donned by

the operator at one end and tied at a strong point on the other end.

8) Face mask: Working on insulation surface, painting or carbon cleaning involves minor

hazardous particles which are harmful for human body if inhaled directly. To avoid this, face

mask are provided which acts as shield from hazardous particle.

9) Chemical suit: Use of chemicals onboard ship is very frequent and some chemicals are

very dangerous when they come in direct contact with human skin. A chemical suit is worn to

avoid such situations.

10) Welding shield: Welding is a very common operation onboard ship for structural repairs.

A welder is provided with welding shield or mask which protects the eyes from coming in

direct contact with ultraviolet rays of the spark of the weld.

2.4.4. Viết

Write a paragraph of 100 words about “What must the chief engineer do for safety

in the engine room?”

________________________

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2.5. Phần chuyên ngành hàng hải (4 giờ)

2.5.1. Quy trình chuẩn bị làm việc trong không gian kín

The following are the points that need to be followed before entering an enclosed space:

Risk assessment to be carried out by a competent officer as enclosed or confined

space entry is deficient in oxygen, making it a potential life hazard.

A list of work to be done should be made for the ease of assessment for e.g. if welding

to be carried out or some pipe replacement etc. This helps in carrying out the work

quickly and easily.

Risk assessment also needs to be carried out. Risk assessment includes what work to

be done, rescue operation etc.

Potential hazards are to be identified such as presence of toxic gases.

Opening and securing has to be done and precaution should be taken to check if the

opening of enclosed space is pressurized or not.

All fire hazard possibilities should be minimized if hot work is to be carried out. This

can be done by emptying the fuel tank or chemical tank nearby the hot work place.

The confined space has to be well ventilated before entering.

The space has to be checked for oxygen content and other gas content with the help of

oxygen analyzer and gas detector.

The oxygen content should read 20% by volume. Percentage less than that is not

acceptable and more time for ventilation should be given in such circumstances.

Enough lighting and illumination should be present in the enclosed space before

entering.

A proper permit to work has to be filled out and checklist to be checked so as to

prevent any accident which can endanger life.

Permit to work is to be valid only for a certain time period. If time period expires then

again new permit is to be issued and checklist is to be filled out.

Permit to work has to be checked and permitted by the Master of the ship in order to

work in confined space.

Proper signs and Men at work sign boards should be provided at required places so

that person should not start any equipment, machinery or any operation in the

confined space endangering life of the people working.

Duty officer has to be informed before entering the enclosed space.

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The checklist has to be signed by the person involved in entry and also by a

competent officer.

One person always has to be kept standby to communicate with the person inside the

space.

The person may also carry a life line with him inside.

The person should carry oxygen analyzer with him inside the enclosed space and it

should be on all the time to monitor the oxygen content. As soon as level drops, the

analyzer should sound alarm and the space should be evacuated quickly without any

delay.

No source of ignition has to be taken inside unless the Master or competent officer is

satisfied.

The number of persons entering should be constrained to the adequate number of

persons who are actually needed inside for work.

The rescue and resuscitation equipment are to be present outside the confined space.

Rescue equipment includes breathing air apparatus and spare charge bottles.

Means of hoisting an incapacitated person should be available.

After finishing the work and when the person is out of the enclosed space, the after

work checklist has to be filled.

The permit to work has to be closed after this

_____________________________

2.5.2. Cách cứu người bị nạn ra khỏi nơi không gian kín

Slip, trips and falls are the most common types of accidents that a seafarer faces while

working on ship. The injury occurred due to trip and fall can be more severe if it takes place

from a height or takes place in confined spaces or holds. It requires continuous training and

team work to perform such rescue operation onboard ships successfully.

Their has been many cases in the past wherein the person who went to rescue a victim in a

confined space became victim himself/herself as proper precaution were not taken for such

rescue operation.

Proper trained team is required to perform such rescue operation, as proper training reduces

the rescue time and do not add to any further incidents.

Following precautions and procedures are to be followed for quick and effective rescue

operation supposing a victim is to be rescued from an enclosed space.

General emergency to be announced through the ship’s alarm.

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A responsible officer to be made in charge of the operation.

Adequate man power to be present for the operation

Two trained persons to be ready with SCBA and PPE.

All prior checks to be carried out on SCBA used in the operation.

Life line to be used by the entry person.

Communication equipment (walkie-talkie) to be given to all.

Torch lights to be taken along.

Extra ready breathing apparatus to be kept stand by.

In charge of operation to be present at entry point coordinating the operation.

Breathing apparatus to be carried by rescuing party along with stretcher for the victim.

If not possible to carry SCBA, EEBD to be carried instead.

A life line to be tied out in the stretcher of the victim so that it can be guided and

lifted out of the tank.

Never attempt to rescue a person alone from confined spaces. Always call for help, plan a

quick rescue operation and do it with proper equipments and team efforts.

Page 40

UNIT 3: DANGERS IN THE ENGINE ROOM

Trình độ sinh viên Tiền trung cấp

Sỹ số sinh viên 20 SV

Thiết bị giảng dạy Bảng trắng chất lượng cao, đài đĩa CD, đầu Video, máy chiếu, phòng luyện âm, máy tính kết nối internet

Ngôn ngữ giảng dạy Tiếng Anh

Thời gian 24 giờ

MỤC ĐÍCH

Sau khi nghiên cứu bài 3, học viên cần nắm được:

Cấu tạo và cách sử dụng câu hỏi đuôi trong lời nói.

Các từ, cụm từ dùng để miêu tả các mối nguy hiểm trong buồng máy, tránh,

những nơi nguy hiểm trong buồng máy.

Ngữ âm: các nhóm phụ âm; ngữ điệu lên và xuống.

Miêu tả mối nguy hiểm thường gặp trong buồng máy và trình bày biện pháp

phòng tránh, những thương tật thường xảy ra trong buồng máy, nguyên nhân

và cách phòng ngừa.

NỘI DUNG BÀI GIẢNG

3.1.Ngữ pháp : Câu hỏi đuôi (4 giờ)

3.1.1.Định nghĩa

Câu hỏi đuôi là những câu hỏi dùng để kiểm tra những thông tin đã có về một sự vật hiện tượng nào

đó có đúng hay không hoặc là để gợi sự đồng tình. Ví dụ:

You’re a police, aren’t you

(Anh là một cảnh sát, đúng không?)

3.1.2.Cấu tạo

Câu hỏi đuôi bao gồm hai phần: phần thân và phần đuôi. ở hai phần này, trợ động từ phải giống

nhau về thời và thể.

Ghi chú: Phải phủ định ở một trong hai phần. Phủ định ở phần nào là tuỳ thuộc vào thông

tin đã có về sự vật hiện tượng đó. Trường hợp phủ định ở phần đuôi phải luôn được viết tắt. Ví dụ:

He went to school late, didn’t he?

3.1.3. Các câu hỏi đuôi đặc biệt

Phần thân Phần đuôi

I am .... , aren’t I?

This ... , ... it?

That... , ... it?

These ... , ... they?

Those ... , ... they?

Somebody/ Someone ... , ... they?

Nobody/ No one ... , ... they?

Anybody/ Anyone ... , ... they?

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Everybody/ Everyone , ... they?

Something/ Nothing/ Anything/ Everything ... , ... it?

Let’s ... , shall/ shan’t / ...we?

Mệnh lệnh thức ... , won’t you? / will you?

3.1.4.Thực hành

EXERCISE 1: Complete these sentences with a question tag.

1. It’s fine, calm day, ____________________?

2. You know Carlos, ____________________?

3. You couldn’t lend me $50, ____________________?

4. The alarm bell rang, ____________________?

5. The ratings must attend the training course, ____________________?

6. The supertendent didn’t stay long, ____________________?

7. The Master wasn’t angry, ____________________?

8. The 3rd Engineer can’t take over, ____________________?

EXERCISE 2: Put a questions tag on the end of these sentences.

1. These sausages are delicious, _________________________? ~ They certainly are.

2. You haven’t lived here long, _________________________? ~ No, only 3 months.

3. It’s quite a big garden, _________________________? ~ Yes, there’s plenty of room.

4. There aren’t many people here yet, _______________? ~ No, but it’s still quite early.

5. Those are Rachel’s friends, _________________________? ~ Yes, I suppose.

6. Tom won’t be late, _________________________? ~ No, he’s never late.

7. Listen, _________________________? ~ OK. I’m listening.

8. You arrived at 10:30, _________________________? ~ That’s right.

9. These burgers look good, _________________________? ~ I can’t wait to try them.

10. We can sit on the grass, _________________________? ~ I think it’s dry enough.

11. The weather forecast wasn’t very good, ______________________? ~ No, it wasn’t.

12. Let’s go to the shade, _________________________? ~ Yes, let’s.

13. I’m late, _________________________? ~ Yes, ten minutes.

14. Don’t drop that vase, _________________________? ~ No, don’t worry.

15. You have never had a barbecue before, _______________? No, this is the first time.

16. He won’t mind if I use his phone, ___________________? ~ No, of course he won’t.

17. Give me the pepper, _________________________? ~ Yes, here it is.

18. You don’t know where Karen is, _______________________? ~ Sorry I’ve no idea.

19. Melanie speaks French very well, _________________________? ~ Yes, she lived in

France for three years.

20. There will be enough coffee for everyone, _________________________? ~ Yes, of

course.

________________________

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3.2.Từ vựng (4 giờ)

3.2.1.Từ miêu tả mối nguy hiểm trong buồng máy

slip and fall backstrain

break one’s arm/leg get burnt

hit one’s head on smt accidental CO2 release

fire hot oil

oil spills hot spot

compressor airline explosion electrical shock

boiler explosion turbo charger explosion

high pressure fuel line bursting high pressure steam leakage

fall off engine oom staircase oily rags catches fire

crankcase explosion scavenge fire

3.2.2.Các thiết bị an toàn, thiết bị cứu hỏa

emergency diesel generator ear plugs

emergency air compressor oxygen detector

fire pump life line

breathing appratus safety boosts

oxygen mask safety gloves

CO2 system safety hammet

fireman outfits safety goggles

foam fire alarm

3.3.Ngữ âm (2 giờ)

3.3.1. Phát âm các nhóm phụ âm ở cuối từ

Đôi khi rất khó để phát âm một nhóm phụ âm. Việc phát âm một nhóm phụ âm cùng với nhau là rất

quan trọng. Khi phát âm một nhóm phụ âm cố gắng không cho nguyên âm vào giữa hoặc sau các

phụ âm khi chúng là một nhóm phụ âm.

Đọc định nghĩa và hoàn thành các từ. Sau đó SV tập phát âm từ có chứa nhóm phụ âm ở cuối.

Tham khảo: Marlin 2 – Unit 10- 4C

1. Launch

2. flammable

3. products

4. vision

5. instruments

6. tanks

7. training

8. licence

9. Egypt

10. shifts

3.3.2. Phân biệt sự khác nhau về phát âm giữa các câu hỏi đuôi

- Khi người nói không chắc chắn về một thông tin nào đó có đúng hay không, thường lên

giọng ở câu hỏi đuôi.

- Khi người nói chắc chắn về một thông tin nào đó là đúng thì thương xuống giọng ở câu hỏi

đuôi.

Chú ý:

Trợ động từ trong câu hỏi đuôi thường đọc nhấn mạnh còn trợ động từ trong phần trần thuật

thì đọc ở dạng yếu.

Page 43

3.3.3. Thực hành

Practice 1: Marlin 2- Unit 10- 5a

Nghe đoạn hội thoại và chú ý tới ngữ điệu lên, xuống ở câu hỏi đuôi.

Practice 2: Marlin 2- Unit 10- 5b

Nghe và tích đúng vào cột thích hợp

Suggested answer:

Sentence The speaker is fairly sure The speaker is not sure

1. x

2. x

3. x

4. x

5. x

6. x

7. x

8. x

9. x

10. x

Nghe lại và phát âm theo đài từng câu.

3.4.Kỹ năng giao tiếp: nghe, nói, đọc, viết (10 giờ)

3.4.1. Thảo luận

What dangers can you encounter when working in the engine room and what

are preventive methods?

What are common injuries in the engine room, causes and precautions?

Name dangerous places on board and tell the reasons why.

3.4.2. Nghe hiểu

Recording 1: Safety training – the stairway

Before listening

- Answer the questions below:

1. What may happen while using the stairway?

2. What should be done to avoid these accidents?

- New vocabulary: explain the vocabulary in English

monsoon handrail

balance torch

to step take your time

to land watch your head

While listening

Answer the questions below:

1. What is the sea like?

2. How should seamen hold on to the handrail?

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3. What should they do with the tools?

4. What else should they do to climb up or down the stairway safely?

After listening

1. Summarize the dialogue

2. Write what seamen should and shouldn’t do while using the stairway.

Recording 2: Safe Training – Danger on taker

Listen and fill the missing words

C/OFF Because you are new on the tanker, and even though you’ve had training, let’s

_________ with the basics. Refer to the green brochure ‘’Safety on Tanker,’’ first

of all, what kind of dangers can you _________ on a tanker?

TAN Fire: gas from crude oil can ignite.

DONG Even worse there’s the _________ of explosions.

C/OFF That’s right. The tanks are not only filled with crude-oil vapor, but when the oil is

being loaded, it could _________ onto the deck. The vapor, or hydrocarbon gas, is

very dangerous. It is strictly prohibited to carry matches or lighters _________ on

the deck. You may not even carry them to your cabins.

DONG That’s why we should smoke only at designated areas, where there are matches,

and where the ashtrays are filled with _________, for safety.

TAN I smoke now, but I think I made up my mind to quit smoking. It will be better for

my health, too.

C/OFF What are some _________ dangers?

DONG There could be a shortage of oxygen, since we use inert gas

C/OFF Actually, there is little oxygen in the tanks. We are _________ too affected by

inert gas on deck except for specific tasks, such as gas freeing. Toxicity hazards

caused by crude oil gas are more likely to _________.

TAN I’ve heard that a small quantity of crude oil gas isn’t too dangerous.

C/OFF That’s true, but crude oil that contains a lot of hydrogen sulfide is _________. It

could paralyze you if you inhale it.

___________________________________________________

3.4.3. Đọc hiểu

PASSAGE 1: 10 Extremely Dangerous Engine Room Accidents On Ships.

1. Crankcase Explosion of Ship’s Engine

Explosion of ship’s crankcase is one of the most dangerous accidents in the ship’s engine

room which has led to devastating consequences, including loss of lives in the past.

In the engine crankcase, oil particles are churned into smaller particles of up to 200 micro

meters in diameter. These small particles cannot ignite readily even with some naked flame.

However, if a hot spot comes in contact with these small particles, it reduces the size of the

particles, resulting in the formation of mist, which can be readily ignited with a hot spot.

Page 45

In the crankcase, all the three elements required for fire are available – lubricating oil (fuel

source), air, and heat from a hot spot. Coming together of all these three elements can lead to

a major explosion that will not only damage the engine but also take lives of crew members.

2. Over-Speeding of Generators

This kind of accidents though rare have occurred in the past, causing heavy damage and loss

of lives. When the ship’s generator starts, there are high changes of it to over-speed. If this

occurs and the over-speed trip fails to work properly, the high RPM of the generator leads to

failure of internal parts. When such situation go out of control, the internal parts such as

crank shaft, connecting rod, nut-bolts etc. become loose, get detached, and are thrown away

because of the high speed. If crew members do not evacuate the surrounding place in time,

the loosen parts can severely harm the crew members.

3. Boiler explosion

Everyone working on ships has heard about boiler explosion as one of the most deadly

accidents in the ship’s engine room. A highly pressurized equipment on board ships, boiler

Page 46

has been attached to different kind of accidents as a result of mistakes while operating

them. Boiler explosion is one such dangerous accident which is caused because of the

following reasons:

- Fuel dripping inside the furnace of the boiler. If the dripping is more and the boiler is fired

after an interval, it can lead to blowback and even explosion.

- Misfiring

- Overheating of boiler due to loss of water circulation

- No pre and post purging

- Exhaust gas boiler fire

4. Compressor Airline Explosion

Air compressor on ships is also a highly pressurized equipment that can cause deadly

accidents. Compressor’s airline explosion is one accident everyone is afraid of. Such

explosions usually occurs when during maintenance, the discharge air valve in the line is

closed. There is also a common practice among seafarers to shut the discharge valve of the air

compressor to minimize air leakage. But when this discharge valve is not opened again while

starting the compressor and if the relief valves fail to operate, the airline gets over-

pressurized and explodes.

5. High Pressure Fuel Line Bursting

All high pressurized lines and equipment on board ships are accident prone. The high

temperature and pressure fuel line which supplies fuel to the combustion chamber of marine

Page 47

engines can explode if proper maintenance is not carried out. Also, if the lines are not

adequately secured, they can burst due to continuous vibrations and friction. Fuel line

bursting leads to severe burns, injury and even death of seafarers.

6. High Pressure Steam Leakages

High pressurized steam lines are present in several parts of the ship’s engine room. These

high temperature steam lines when burst or crack, lead to leakage of steam at extremely high

pressure. Steam burns are extremely dangerous and can even cause instant death. Accidents

due to steam leakages can occur because of following reasons:

Failure of steam joints

Steam burns or scalding from opening of boiler mounting valves if not properly

isolated or de-pressurized

Steam line bursting due to failure of material or crack from vibration or if not

properly secured

7. Hydraulic High Pressure Components Bursting

Hydraulic high pressure equipment tools are used during overhauling of ship’s machinery and

other important systems. If these high pressure systems are not properly tested before use, it

can lead to bursting of their high pressurized parts and causing serious injury to the ship’s

crew operating them. Some of the major types of hydraulic high pressure accidents are:

Hydraulic jack oil seal leakage

Hydraulic jack oil pipe fracture resulting in high pressure jet of oil

Loose or worn-out connection between jack and pipe causing snapping of pipe which

can harm the user

8. Turbo Charger Explosion

Turbo charger explosion on ships is caused when turbochargers are not cleaned for a long

time. When the parts of turbo charger are not cleaned properly, the carbon deposits do not

allow the parts to cool down properly. As a result, when the oil gets into the exhaust side of

the turbo charger through the cracks, the heated parts and fuel source form the perfect

combination of an explosion.

9. Electrical Shocks

Equipment and cables carrying high electrical power are extremely dangerous for people

working on ships. If any kind of maintenance is carried out on such systems without isolating

Page 48

them properly, then there are high chances of getting electrical shocks. Moreover, accidental

starting of electrical equipment during maintenance has also been a serious cause of seafarers

deaths in the past. Electrical shocks frequently occur on board ships and therefore adequate

precautions must be taken to prevent them.

10. Accidental CO2 Release

CO2 system is used to release CO2 in the ship’s engine room during fire emergencies only

after all the crew has left the engine room. But accidental release of CO2, when the crew

members are still present in the engine room, would lead to instant and tragic death of all.

Cases of accidental CO2 release in the ship’s engine room has caused several deaths in the

past.

Note: While testing engine room CO2 alarm, the CO2 pilot bottles should be properly

isolated.

PASSAGE 2: Falling Off Engine Room Staircase

People working in the engine room have to use the engine room staircase several

times during their working hours. However, many times they forget to follow the simple

personal safety rules which unfortunately lead to accidents.

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This incident happened on one of the cargo ships, wherein the ship’s fitter was

assigned the work to remove a leaky sea water pipe at the bottom platform of the engine

room.

In order to avoid additional rounds of the workshop, the fitter carried the tool box in

one hand and the welding rod along with the cutting torch in the other, leaving none of his

hands free to hold the railing while climbing down the stairs to reach the bottom platform.

Unfortunately his leg slipped and he crashed down to the floor, ending up with severe head

injury in spite of wearing a helmet. He also got intense bruises and scratching all over his

hands and legs, and had to discontinue his contract because of the injury.

The fitter made the most common mistake which several engine officers make – not

keeping one of their hands free to hold the railing while using the stairs.

Though he was wearing the safety helmet at the time of the accident, he had not tightened the

belt to fasten the helmet. The helmet thus came off while he slipped, injuring his head.

It is important that ship personnel are briefed about the importance of personal safety along with

the necessity to keep one of their hands free to hold the railing while using staircase on ships.

If the need arise they should not be hesitant to make additional trips of the workshop

to get the necessary tools and items.

______________________________

PASSAGE 3: Oily Rags Catches Fire

Accidents on ships are mainly a result of unsafe practices that are followed by the ship’s

crew. While working on ships, we are aware that a particular action, which is being taken by

us, is unsafe and yet we neglect our conscience and carry on with the same.

In this article, we have mentioned a very common situation, which most of us are familiar

with. However, many of us might not be aware as to how it can turn into a life-threatening

situation.

We are talking about working around – oily rags on ships.

If you are an engineer officer, you might be familiar with a scene wherein maintenance of

particular machinery is going on, and scattered around lies several oily rags. Quite familiar,

right?

In this article, a real incident has been depicted in which oily rags lead to engine room fire.

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Real life Incident

This incident took place on a cargo ship, where the fourth engineer was assigned the task to

clean the lubricating (LO) and fuel oil (FO) filters of auxiliary engine.

The fourth engineer started his duties, opened the fuel oil filter, and kept the elements on the

floor plate along with oily rags scattered around. The rags made the area wet with fuel oil.

Once the fuel oil filters were opened, the fourth engineer opened the lube oil filters and again

kept the elements on the floor. He then took the wire lamp, turned it on, and hung it on a

hook on the bulk head.

However, while working, he accidentally pulled the wire of the lamp. The lamp fell down

near the oily floor with the rags. Now as the lamp was without a glass cover or the protecting

grill, the bulb broke on the impact. The hot filament of the bulb came in contact with the oily

rags, which instantly caught fire.

The fourth engineer was stunned by the incident and got panicked. However, the experienced

motor-man of the ship came to the rescue. He picked up a nearby fire extinguisher and

extinguished the fire, thus preventing the fire from spreading.

Conclusion

The fourth engineer made a very common mistake – keeping his working environment

hazard-free and safe. Moreover, he followed unsafe practice of keeping floor plates oily and

not disposing off the oily rags after use.

It is important that officers take a proper look of the surrounding of their working area and

clear off all the hazardous elements lying there before beginning their work. They should

always follow safe working practices on ship – come what may!

__________________________

PASSAGE 4: Crankcase Explosion.

Ships when at sea carry massive amount of fuel, diesel, and lubricating oils in their fuel

tanks. These oils are used for running the ship’s machinery, which eventually drives the ship.

This huge quantity of fuel on the ship is a ticking bomb which might result in massive

explosions and disaster if proper precautions are not taken.

However, it’s not just the fuel tanks that are probable source of fire and explosions but even

the machinery that uses fuels. In this article we will learn about one such explosion, which is

supposed to be known as the most disastrous explosion and one which takes place in the

ship’s main engine. It is called the crankcase explosion.

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Causes of Crankcase Explosion

As we all know, for a fire or explosion to take place, there are three basic elements that are

required to complete the fire triangle. These three components are – heat/energy, oxygen and

fuel. In the presence of all these three elements, in proportional ratio and within the

flammable limits, the reaction which causes fire or explosion becomes cyclic.

In the crankcase of the main engine, the oil particles are churned into small particles of up to

200 micro meters in diameter. These small particles cannot ignite readily even with some

naked flame. If a hot spot comes in contact with these small particles, it reduces the size of

these particles, resulting in the formation of mist, which can be readily ignited with a hot

spot.

In the crankcase of the main engine all the three elements required for fire are available.

Lubricating oil as the fuel source is sufficiently present, the air as one of the three things

necessary is also present and the heat or energy is produced from a hot spot. Thus a crankcase

is the most vulnerable spot for explosions as all the three factors required are available in

abundance.

What is a Hot Spot?

Hot spot is nothing but the heat source produced as a result of rubbing between two metal

surfaces or friction between two metals parts such as piston rod and gland, cross head guides,

chain and gear drive etc. The hot spot is generally caused by improper maintenance and

insufficient or less clearance.

When the oil comes in contact with the hot spot, these oil particles vaporize and smaller

particles are formed. These particles move towards the colder region inside the crankcase

space and when in contact with the cold region, form a white mist. Over a period of time the

formation of mist starts increasing and when sufficient air/fuel ratio is reached i.e. high

enough to exceed the lower explosion limit, the mist comes in contact with the hot spot again

and in the presence of sufficient temperature results into an explosion.

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The extent of explosion will depend upon the amount of mist produced inside. The primary

explosion might be mild and sufficient enough to lift the crankcase relief valves but there

could be more severe and dangerous effects during secondary explosion.

Secondary explosion

The primary explosion produces a shock wave which propagates inside the crankcase with

increasing speed and distance traveled. This shock wave has a breaking effect which further

reduces the size of oil droplets, producing more fuel for ignition. Now the pressure front is

followed with a low pressure area which tries to suck in more air from outside. This allows

the air to enter in the scavenge space through leaky piston gland or leaky relief valves.

This new air and new supply of fuel produced after first explosion comes in contact with hot

spot, causing another explosion, which is extremely severe as the amount of fuel is high now.

This explosion is known as secondary explosion and it causes very severe damage to engine

plating. Crankcase explosions have been a result for the loss of several lives of people in the

past.

Thus proper maintenance and checks is the key to prevent such explosion.

_____________________________

PAASAGE 5: Everything You Ever Wanted to Know About Scavenge Fires.

One of the most common reasons for a fire in a ship’s engine room, scavenge fire is

the deadliest of all fires. Scavenge fire has been the reason for several major accidents on

ships in the past and it is for this reason that it is termed as the most dangerous cause for

accidents on a ship.

In order to understand scavenge fire it is important to learn the basics. In this article we have

brought to you everything you ever wanted to know about scavenge fires – from causes to

actions. Understand and fight scavenge fires the way it should be.

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Getting the Basics Right: What is Scavenge fire?

For any fire to occur we need three elements which make the fire triangle. The three

important elements for any type of fire are:-

1. Oxygen –this is available plenty in the scavenge space.

2. Heat source- this could happen because of blowing by of gases between piston rings and

liner or as a result of any rubbing between two surfaces.

3. Fuel- this can be from un-burnt fuel, carbon or cylinder lubricating oil leaked into the

space

When all these elements are present in a proportion ratio and lie within the flammable limit

inside the scavenge space the later become a hot spot for eruption of fire. The fire which thus

results is known as the scavenge fire.

Causes of scavenge fire

There are many reasons for scavenge fire. However, the main ones are as below:

Excessive wear of the liner.

The piston rings might be worn out or have loose ring grooves.

Broken piston rings or rings seized in the grooves.

Dirty scavenge space.

Poor combustion due to leaking fuel valves or improper timing.

Insufficient or excess cylinder lubrication.

Indications of scavenge fire

There are a few signs which indicates a scavenge fire. One should be extremely cautious in

case any of the below mentioned conditions are observed.

Scavenge temperature will start increasing.

The turbochargers will start surging.

High exhaust temperature.

Loss of engine power and reduction in rpm. This happens because a back pressure is

created under the piston space due to fire.

Smoke coming out of the scavenge drains.

The paint blisters will be formed on the scavenge doors due to high temperature but

this will occur only in large fires and extreme cases.

Actions to be taken

Action taken in case of a scavenge fire depends on the type of the fire, whether small or large.

In case of large fire the following signs will be easily visible – the peeling or blistering of

paint, large reduction in engine rpm and surging of turbocharger.

For small fires

Start reducing the engine rpm and reduce it to slow or dead slow.

Increase the cylinder lubrication of the affected unit. Special attention to be given for

this as this does not feed the fire. In case of increase of fire do not increase the

lubrication.

The fire can be due to leaky fuel valves, so lift up the pump of the affected unit.

Keep scavenge drain closed.

Keep monitoring the scavenge and exhaust temperatures and let the fire starve and

wait for it to burn itself out.

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After confirming that the fire is out start increasing the rpm slowly.

Keep monitoring the scavenge temperature for any signs of re-ignition.

For large fires

Stop the engine immediately and engage turning gear, and keep engine rotating with

turning gear.

Extinguish the fire with fixed fighting system for scavenge fire. This may be co2

system or a steam connection for smothering the fire.

In case fixed system is not available on very old ships an external cooling is provided

to prevent distortion due to heat.

Once after confirming that the fire is extinguished. The scavenge space is allowed to

cool down and later opened for inspection and cleaning of the scavenge space.

__________________________________________________

3.4.4. Viết

Write a paragraph of 100 words about “Dangers in the engine room”

_____________________________________________________________

3.5.Phần chuyên ngành hàng hải (4 giờ)

3.5.1. Họp về an toàn

KYT – Four rounds method

2/off Let’s practice the Four Rounds Method today. I would like to ask you to

remember this well, as it is one of the basic KYT methods. I’ll summarize the

method for you first. We determine the roles of the leader and the others. The

leader will ask you to stand in a row, and we do a roll call, he’ll ask about the

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condition of each person’s health, too. After that, we’ll proceed to the first of

the four rounds. Please refer to the details on the handout. Do you have any

questions?

Tan Sir, can I take notice of anything I would consider a danger during round one?

2/off Of course you can. Don’t hesitate to speak up. During round one, make sure

that when you foresee danger, you can explain what causes it.

Dong Sir, my role is to write down the dangers. Do I have to summarize the opinions

given?

2/off No, you don’t. you can write as much as you like.

Tan Sir, during round two, do we have to decide the dangerous points by majority?

2/off No, you don’t. all attendants should agree. Actually, I don’t think that you will

have a problem agreeing. I am sure your decisions will be unanimous. During

round three, try to figure out preventive methods in a proactive manner. During

round four, we’ll decide on a team action-plan. OK, let’s try it.

Tool box meeting at the engine control room.

1/eng Good morning everyone. Third Engineer, did you have a good sleep last night?

Tan Yes, I slept very well. I feel great today.

1/eng That’s good. OK. Let’s start today’s meeting. I wrote the three tasks for today on

this white board. Second Engineer, will you explain the first task in detail, using

5W1H, and do the KY as usual.

2/eng Yes, sir. The first task is to overhaul the main engine’s exhaust valve. I will be the

leader, and the No. 1 oiler and the Third engineer will work together. Clean the

inside, and change all the O-rings and seat-rings.

1/eng Thank you. Let me know when you take out the valve spindle and take off the

valve seat. Pay attention to the following points so that you don’t get injured:

1. Dust, which can get in your eyes, nose, and mouth.

2. Getting your fingers caught in the gaps between the spindle or the valve

seat, and the casing body.

3. Getting hit by the spindle or the valve seat because of the ship’s

movement.

4. Having the spindle or the valve seat fall on you because of a haul wire

breaking while being shifted.

Third Engineer, will you repeat these points?

Tan Yes, sir.

Job meeting at the engine control room.

1/eng Good morning, everyone. It will be a hot day today. Wiper, you don’t look well.

What’s wrong?

Wiper I’m fine but a little sleepy. I read a novel last night until quite late.

1/eng A lack of sleep makes you lose attentiveness, which might cause accidents. Be

very careful. I’ve written today’s tasks on the white board. Do you have anything

else to add?

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No.1 oil During the MO check this morning, I found out that the delivery pressure of the

No. 1 main engine fuel oil supply pump was 0.5 kg/cm2 lower than usual.

1/eng I’m sorry I didn’t notice. (He exists the control room to confirm the information

and comes back a few minutes later). No. 1 Oiler, you’re right. Its suction

pressure is lower too. It must be because of the dirt that has accumulated in the

suction strainer. One of today’s tasks was to clean the fuel oil pump. Third

Engineer, do this cleaning task with the No. 1 Oiler and the Wiper.

No.1 oil After we finish the cleaning task, can I do the third task with the wiper, which is

cleaning the engine room floor?

1/eng Yes, you may. Third Engineer, come back here after you’re done cleaning. I’ll

explain the machines in the engine room to you.

3/eng Yes, sir. I will. I don’t know much about them and I’m a little worried about that.

Your explanation will be very helpful.

____________________

3.5.2. Lí do bị sút lưng

1) Lack of Training: No proper training or instructions are given to the person lifting the

load.

2) Unaware of Technique: How you lift your load is the main reason for back injury as wrong

twist and posture leads to straining of one’s back.

3) Size: The size of the load to be considered before lifting. If the load is over sized as

compare to your capacity or handling, it may strain and damage your back.

4) Physical Strength: Different people have different physical strengths depending upon their

muscle power. You must know the limits of your own strength.

5) Teamwork: Ship operation is all about team work. A load can be lifted by two persons

more easily and without any problem as compared to a single person lifting it. If out of two

persons, one is not lifting it properly, unnecessary strain will cause back injury to other or

both the persons involved.

Following are some basic rules applied while performing a physical lifting task on board

ship:

Always warm up your body before lifting any kind of load involving stretching of

muscular parts.

Check the size and weight of the load. If it’s out of your strength call for help and

never lift alone.

Check the surroundings and course from which the load to be carried and transferred

for any hurdles and skidding surface.

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On a level floor and take firm stance to place your legs apart from each other with one

leg behind the other.

Sit with knees bend to lift the load.

Wrap one entire arm over the object and other in appropriate position to lift the load.

Keep you back straight nearly vertical and chin tuck inside.

Be as much close to the load and Start lifting the load with your foot and knees. Do

not use your back for this task.

Lift the load smoothly and slowly and avoid sudden and jerky motion.

Never twist your body to change direction, always turn the whole body together.

Always ask for help when needed and be careful when using stares.

Awareness posters and instructions along with visual pictures must be pasted at important

places on the ship to make sure that every person onboard ship understands the important of

safe lifting procedure.

Personnel safety is of utmost importance on ship and it can be taken care of by each person

working on board.

Be careful, lift safely, and use proper lifting procedure!

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UNIT 4: MAIN ENGINE OPERATION

Trình độ sinh viên Tiền trung cấp

Sỹ số sinh viên 20 SV

Thiết bị giảng dạy Bảng trắng chất lượng cao, đài đĩa CD, đầu Video, máy chiếu, phòng luyện âm, máy tính kết nối internet

Ngôn ngữ giảng dạy Tiếng Anh

Thời gian 24 giờ

MỤC ĐÍCH

Sau khi nghiên cứu bài 4, học viên cần nắm được:

Sử dụng được thời hiện tại tiếp diễn thành thạo,

Từ vựng: Động từ và trạng từ diễn đạt sự thay đổi, biến đổi từ “động từ + trạng từ”

thành “tính từ + danh từ”, tên các thiết bị quan trọng trên máy chính

Ngữ âm: Biết cách hợp âm trong câu

Cách trình bày về các quy trình hâm, khởi động, tắt máy chính; quy trình tăng tốc

máy chính; diễn đạt các sự cố thường gặp khi khởi động máy chính và biện pháp xử

lý;

Nhìn sơ đồ mô tả được các hệ thống dầu bôi trơn, hệ thống dầu nhiên liệu, hệ thống

làm mát, hệ thống gió khởi động;

Cách mô tả các hệ thống quan trọng liên quan tới máy chính; thiết bị chống vượt

tốc

NỘI DUNG BÀI GIẢNG

4.1. Ngữ pháp (4 giờ)

4.1.1. Thời hiện tại tiếp diễn

11. Cách thành lập.

Chủ ngữ + TO BE + V-ing (+ tân ngữ)

Khẳng định: Chủ ngữ (I ) + am + V-ing (+ tân ngữ)

Chủ ngữ (She, He, It, Danh từ số ít) + is + V-ing (+ tân ngữ)

Chủ ngữ (You, We, They, Danh từ số nhiều) + are + V-ing (+ tân ngữ)

Phủ định: I + am + NOT + V-ing (+ tân ngữ)

She, He, It, N + is + NOT + V-ing (+ tân ngữ)

You, We, They, Ns + are + NOT + V-ing (+ tân ngữ)

Nghi vấn: am + I + V-ing (+ tân ngữ)?

is + She, He, It, N + NOT (+ tân ngữ)?

are + You, We, They, Ns + NOT (+ tân ngữ)?

Ví dụ: - I am waiting.

- We are waiting.

-My son is waiting.

→ I am NOT waiting.

→ We are NOT waiting.

→ My son is NOT waiting.

→ Am I waiting?

→ Are you waiting?

→ Is your son waiting?

Cách cấu tạo hiện tại phân từ: V-ing (Doing): Động từ +ING) visiting, going,

ending, walking, ...

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Nếu động từ kết thúc bằng phụ âm, ta chỉ cần thêm ING vào đằng sau động từ đó để tạo

thành hiện tại phân từ. Ví dụ:

work – working

drink – drinking

Nếu động từ có E câm ở cuối , ta bỏ E đi rồi mới thêm ING.Ví dụ:

type – typing

drive – driving

Nếu động từ ở cuối có phụ âm, và trước phụ âm mà có một nguyên âm, ta phải gấp đôi

phụ âm rồi mới thêm ING. Ví dụ:

cut – cutting

run – running

Nếu động từ có IE ở cuối , ta đổi IE thành Y rồi mới thêm ING. Ví dụ:

tie – tying

die – dying

lie – lying

Nếu động từ kết thúc bằng –L, -P thì nhân đôi phụ âm này trước khi thêm –ING. Ví dụ:

travel – travelling

cancel – cancelling

worship – worshipping

kidnap – kidnapping

Nếu động từ hai âm tiết, âm tiết cuối có chứa trọng âm, âm tiết này có một phụ âm đứng

sau một nguyên âm thì ta nhân đôi phụ âm cuối trước khi thêm – ING. Ví dụ:

begin – beginning

refer – referring

omit- omitting

Nếu động từ kết thúc bằng –ic thì phải thêm –k trước khi thêm –ING. Ví dụ:

panic – panicking

traffic – trafficking

picnic – picnicking

b. Cách sử dụng

Chỉ một việc đang xảy trong lúc nói chuyện/hiện hành. Ví dụ:

- I am waiting for my friend at the passenger terminal now.

- He is watching the lights on the red and green beacons at the moment.

Dấu hiệu: Cụm và từ ngữ chỉ thời gian: Right now, at the moment, at present,

now, shhh! Listen! Look!

Một việc nào đó diễn ra trong khoảng thời gian của lúc nói, nhưng không nhất thiết chính

xác ngay lúc nói. Ví dụ:

- Tom and Ann are talking and drinking in a coffee.Tom say:”I’m reading an

interesting book at the moment .I’ll lend you when I’ve finished it.”

- Have you heard about Tom? He is building his own house.

- She is in Britain for 3 months. She is learning English.

Nói về khoảng thời gian bao gồm cả hiện tại: today, this season, this semester... Ví dụ:

- You are working hard today. “Yes, I have a lot to do.”

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- Tom isn’t playing football this season .He wants to concentrate on his study.

Diễn tả một tình huống tạm thời. Ví dụ:

- It isn’t working now. It broke this morning

Chỉ việc xảy ra trong tương lai đã được lên kế hoạch, dự định trước (khi có trạng từ chỉ

tương lai).Ví dụ:

- I am going to call on Mr. John tomorrow.

- I am meeting her at the cinema tonight

4.1.2. Sử dụng thời hiện tại tiếp diễn để diễn đạt các xu hướng và thay đổi đang diễn

ra.

Những tình huống đang thay đổi. Ví dụ:

- The population of world is rising very fast.

- Is your EL getting better?

4.1.3. Thực hành

EXERCISE 1: Using the words in parentheses, complete the text below with the appropriate

tenses.

1. Every day Julie _______________ (take) the bus to go to her office.

2. At the moment you _______________ (do) an English exercise.

3. Tom and Julie _______________ (learn) English this year.

4. The Bank ________ (open) at 9.30 every morning from Monday to Friday.

5. Our cousins ___________________ (come) to see us next Sunday.

6. Tom ______________ (read) the newspaper every morning on the train.

7. Julie usually __________________ (clean) the house on Saturdays.

8. At the moment she _________________ (write) a letter to a client.

9. Julie ____________ (speak) three languages: English, French and Spanish.

10. Today is Sunday. Tom and Julie ______________ (relax) in their garden

EXERCISE 2: Signal Words of Present continuous tense.

1. Which of the words is a signal word for actions taking place at the moment of speaking?

a. now b. never c. sometimes

2. Which of the words is a signal word for actions taking place at the moment of speaking?

a. yesterday b. tomorrow c. at the moment

3. Which of the words is a signal word for actions taking place at the moment of speaking?

a. Listen! b. last night c. next week

4. Which of the words is not a signal word for actions taking place at the moment of

speaking?

a. right now b.just now c. every day

5. Which of the words is not a signal word for actions taking place at the moment of

speaking?

a.Listen! b.usually c. Look!

6. Which of the words can be a signal word for an arrangement for the near future?

a. yesterday b. in the afternoon c.l ast week

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7. Which of the words can be a signal word for an arrangement for the near future?

a. tomorrow b. every week c. usually

8. Which of the words can be a signal word for an arrangement for the near future?

a. last Sunday b.every Sunday c.next Sunday

9. Which of the words cannot be a signal word for an arrangement for the near future?

a.next week b.last week c.next Friday

10. Which of the words cannot be a signal word for an arrangement for the near future?

a. never b. at noon c. in the morning

____________________

4.2. Từ vựng (4 giờ)

4.2.1. Các động từ diễn đạt các thay đổi khác nhau về xu hướng..

↑ ↓ → ↑↓ ↑

Go up

Increase

Rise

Be sky high

Spiral upward

Go down

Decrease

Drop

Decline

reduce

Be stable

Be steady

Fluctuate

waver

4.2.2. Các “động từ + trạng từ” diễn đạt sự thay đổi

Verbs Adverbs

Increase

Rise

Decrease

Drop

Decline

Change

Fall

reduce

gradually

slowly

steadily

Lưu ý: Có một số động từ không thể sử dụng trạng từ ở sau: động từ chỉ sự ổn định, không

thay đổi; động từ bản thân đã mang nghĩa có tốc độ nhanh

VD: Be stable

Be steady

Be sky high

Spiral upward

Plummet

Shoot up

Rocket

Go through the roof

Etc.

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4.2.3. Chuyển đổi cụm “động từ + trạng từ” thành “tính từ + danh từ” để diễn đạt

thay đổi dưới dạng viết.

Verb + adverb Adj + Noun

S + fall + steadily/rapidly/ gradually/ slowly

increase

change

decrease

drop

rise

There + be + steady + fall/ increase/ change

rapid

gradual

slow increase

4.2.4. Các cụm từ sử dụng cho các phần phát biểu hay trình bày trước đám đông.

Organising your introduction

Here are some more phrases you can use in an introduction.

• Greeting the audience

• It’s nice to see so many of you here today. Thank you all for coming.

• It’s good to see a few new faces.

• I’m glad so many of you could make it today.

Introducing yourself

• For those of you who don’t know me, my name is ...... and I am

in charge of .............

• By way of introduction, I am ...... and I work for. .. ...........

• You won’t all know me so I’ll tell you a bit about myself.............

Introducing the main topic

• Today I’d like to talk about .......

• I’m going to explain a bit about ...

• I’ve been asked to speak to you about .

Describing the � ong� hi� s� on of information

• I’ll begin by explaining the background to . then I’ll move on

to ............ and finally I’ll ......... ....

• I’d like to start by giving an outline of ... After that, I’ll tell

you more about ... ....... and I’ll conclude with .......

• Before going into the detail, let me put the situation in context.

Managing questions

• If you have any questions, I’ll try to answer them at the end.

• I’ll be happy to answer any questions you may have as we go along.

• Please feel free to interrupt if there’s something you’d like to ask about.

_________________________________

4.2.5. Thực hành

Exercise 1: Practise saying the phrases in a presentation.

Exercise 2: Rewrite these sentences by changing the verb+ adverb into adj + noun.

1. The price increased significantly.

There was ....................................... in the price.

2. The number of skilled seafarers has risen gradually.

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There has been ........................... in the number of skilled seafarers.

3. Last year, the number of people living in rural areas decreased suddenly.

Last year, there was ................................. in the number of people living in rural areas.

4. The rate of exchange dropped sharply.

There was......................................... in the rate of exchange .

5. The number of people who smoke has declined steadily over the last few years.

There has been................................ in the number of smokers over the last few years.

_________________________________________

4.2.6. Tên các thiết bị quan trọng trên máy chính

* Học viên điền nghĩa tiếng Việt cho các từ, cụm từ dưới đây

delivery valve separate electrically driven pump

fresh water cooling pump three way control valve

screw type pump cylinder bore

main bearing dedicated cooler

bottom end bearing header tank

gudgeon pin low level alarm

camshaft drive Fuel oil nozzle cooler

groove Air-Start Valve

crosshead bearing Crankcase Door Explosion Relief Valve

hydraulic reversing gear Turbo-Blowers

injection pump Indicator Cock

4.3. Ngữ âm (2 giờ)

4.3.1. Hợp âm trong câu

- Nếu một từ kết thúc là một âm mà theo sau đó là một từ cũng bắt đầu âm như vậy, chúng

thường được phát âm hợp lại thành một âm.

VD: Is the vessel leaving? The established direction

- s nghe giống như sh nếu từ tiếp theo bắt đầu bằng y hoặc sh

VD: this yellow sign this show

- n nghe như m nếu từ tiếp theo sau bắt đầu bằng b hoặc p

VD: on board in port

____________________________

4.3.2. Phát âm

Listen and read the phrases aloud again

1. Have you filled that tank?

2. What is the recommened direction?

3. They’ll load the cargo

4. The ships sailed past

5. He hasn’t phoned me this year.

6. Has she been refitted?

7. Haven’t they seen Panama yet?

8. The vessel has been bought by a Korean company.

___________________________

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4.4. Kỹ năng giao tiếp: nghe, nói, đọc, viết (10 giờ)

4.4.1. Thảo luận

What must be done to ensure that the main engine always work well?

procedures for starting the main engine locally

procedures for starting the main engine from the engine control room.

procedures for shutting down the main engine

procedures for increasing the main engine’s RPM.

procedures for warming up the main engine

troubles when starting the main engine

_________________________________

4.4.2. Nghe hiểu

Recording 1: the engine control room

Listen and answer the questions below:

What kind of ship are they working on?

Where can the main engine be operated?

Where is the main engine usually operated when at sea?

What situation requires the main engine to be operated locally?

How big is the cylinder?

Where are the main engine and most auxiliary machines operated and turned on

and off?

What do An engineer and an oiler both assigned to a MO watch have to do?

__________________________________

Recording 2: Getting to know the ship – the engine room

Listen and fill the missing word

1st/e Here’s your new workplace, the Persian Adventure’s engine room.

Tan The size of the engine surprises me. It’s huge! The engine room is also bigger,

brighter, and quieter than I _____________ it would be.

1st/e It isn’t too noisy at port, but it becomes very noisy at sea, so be _____________ to

wear ear plugs while you work in the engine room, also, it is essential to keep good

_____________ of the lighting equipment for safety reasons. Since you are in

charge of electricity, you are also _____________ for the safety of the workplace.

Tan I’m looking forward to starting my job because it seems challenging. By the way,

did you _____________ the main engine fuel oil from heavy fuel oil to diesel oil

before entering port?

1st/e We used to do that, but FO valves have _____________ recently. We can now use

heavy fuel oil even while at port. But the FO pump must still always be in

operation, of course.

Tan Where are the cargo pumps? I can’t see them.

1st/e For safety reasons, they are in the pump room in _____________ section. All

lights in the pump room are gas tight.

Tan How do you switch pumps?

1st/e We use the No. 1 group when going outbound, and the No. 2 group when going

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inbound. We switch pumps _____________ warming up the engine when we leave

port.

Tan Do the two diesel generators run the same way?

1st/e The Second Engineer, who is in charge of the diesel generators, adjusts their

operating times _____________ to his work plan.

Tan That maintenance plan applies to the main engine and to the important auxiliary

machines such as the generators, the air compressors, and the boilers, doesn’t it?

1st/e You got it! _____________ maintenance of the machinery is essential for the

ship’s safe and economical navigation.

__________________________________

Recording 3: warming up the main engine.

Listen to Recording 3 and decide which statements are TRUE and which statements are

FALSE

1. There are three people talking.

2. The 3rd engineer has to keep his eyes on seawater service pump No. 1’s delivery

pressure

3. The No. 2 pump’s delivery valve can’t be shut.

4. They will start and stop the pumps from the engine control room.

5. All the pumps except fresh water cooling pumps are working normally.

6. The engine will be tested after turning for 20 minutes.

__________________________________

4.4.3. Đọc hiểu

Hệ thống nhiên liệu

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PASSAGE 1: Lubricating oil system

Lubricating oil for a marine diesel engine achieves two objectives; it must cool and

lubricate.

The oil is taken from the drain tank usually underneath the engine by a screw type pump. It

is cooled, filtered and supplied to the engine via the oil inlet pipe or inlet rail at a pressure

of about 4 bars. On a medium speed 4 stroke engine the oil is supplied to the main bearings

through drillings in the engine frame to the crankshaft main bearings. Drillings in the

crankshaft then take the oil to the crankpin or bottom end bearings. The oil is then led up

the connecting rod to the piston or gudgeon pin and from there to the piston cooling before

returning to the crankcase.

Oil is also supplied to lubricate the rocker

gear operating the inlet and exhaust valves,

and to the camshaft and camshaft drive.

The oil then drains from the

crankcase into the drain tank or sump.

The oil in the drain tank is being

constantly circulated through a centrifugal

purifier. This is to remove any water and

products of combustion plus any foreign

particles which may be in the oil.

The cylinder liner must be

lubricated as well. This is so there will be a

film of oil between the piston rings and the

liner and also so that any acid produced by

combustion of the fuel is neutralized by the

oil and does not cause corrosion. Some of

this lubrication will be supplied by so

called “splash lubrication” which is the oil

splashed up into the liner by the rotating

crankshaft. However larger medium speed

marine diesel engines also use separate

pumps to supply oil under pressure to the

cylinder liner. The oil is led through

drillings onto the liner surface where

grooves distribute it circumferentially

around the liner, and the piston rings spread

it up and down the surface of the liner.

A pre lub pump is sometimes fitted

especially to engines where the main pump

is engine driven. This pump is electrically

driven and circulates oil around the engine

prior to starting.

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On a two stroke crosshead engine lubricating oil is

supplied to the main bearings and camshaft and camshaft

drive. A separate supply is led via a swinging arm or a

telescopic pipe to the crosshead where some of it is

diverted to cool the piston (travelling up and back through

the piston rod), whilst some is used to lubricate the

crosshead and guides, and the rest led down a drilling in

the connecting rod to the bottom end or crankpin bearing.

Oil is also used to operate the hydraulic exhaust valves.

On some engines, the oil supply to the crosshead

bearing is boosted in pressure to about 12 bars by a

second set of pumps. This oil is also used to operate the

hydraulic reversing gear for the engine.

The cylinder liners on a two stroke engine are lubricated using separate injection

pumps which use a different specification of oil. The oil which is led to drillings in the

liner is able to deal with the acids produced by the burning of high sulphur fuels.

Oil grooves in a cylinder liner Cylinder Lubricators

__________________________________

PASSAGE 2: Cooling system

Although there is an abundance of free sea water available, marine diesel engines

do not use it directly to keep the hottest parts of the engine cool. This is because of the

corrosion which would be caused in the cooling water spaces, and the salts which would be

deposited on the cooling surfaces interfering with the heat flow.

Instead, the water circulated around the engine is fresh water (or better still,

distilled water) which is then itself cooled using sea water. This fresh water is treated with

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chemicals to keep it slightly alkaline (to prevent corrosion) and to prevent scale formation.

Of course, if distilled water, which some ships can make from sea water using evaporators,

is used then there is a reduced risk of scale formation.

The cooling water pump which may be engine driven or be a separate electrically

driven pump pushes the water around the circuit. After passing through the engine, where

it removes the heat from the cylinder liners, cylinder heads, exhaust valves and sometimes

the turbochargers, it is cooled by seawater and then returns to the engine. The temperature

of the cooling water is closely controlled using a three way control valve. If the water is

allowed to get too cold then it will cause thermal shocking which may lead to component

failure and will also allow water and acids to condense on the cylinder bores washing away

the lubricating film and causing corrosion. If it gets too hot then it will not remove the heat

effectively causing excessive wear and there is a greater danger of scale formation. For this

reason the cooling water outlet temperature is usually maintained at about 78-82°C.

Because it is at a higher temperature than the cooling water used for other purposes

(known as the LT cooling), the water for cooling the engine is known as the HT (High

Temperature) cooling water.

Cooling can be achieved by using a dedicated cooler or by mixing in some of the

water from the LT cooling circuit. The LT cooling water is then cooled in the sea water

coolers. The temperature is controlled using cascade control which monitors both the inlet

and outlet temperatures from the engine. This allows a fast response to any change in

temperature due to a change in engine load.

To make up for any leaks in the system there is a header tank, which automatically

makes up any deficiency. Vents from the system are also led to this header tank to allow

for any expansion in the system and to get rid of any air (if you are familiar with a

domestic central heating system then you will see the similarities). The header tank is

relatively small, and usually placed high in the engine room. It is deliberately made to be

manually replenished, and is fitted with a low level alarm. This is so that any major leak

would be noticed immediately. Under normal conditions, the tank is checked once per

watch, and if it needs topping up, then the amount logged.

The system will also contain a heater which is to keep the cooling water hot when

the engine is stopped, or to allow the temperature to be raised to a suitable level prior to

starting. Some ships use a central cooling system, whereby the same cooling water is

circulated through the main engine(s) and the alternator engines. This system has the

advantage whereby the engines which are stopped are kept warm ready for immediate

starting by the engines which are running.

A fresh water generator (FWG) which is used to produce fresh water from sea

water is also incorporated.

A drain tank has been included. This is for when the engine is drained down for

maintenance purposes. Because of the quantities of water involved and the chemical

treatment, it is not economically viable or environmentally responsible to dump the treated

water overboard each time. This way the water can be re used.

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This system shows a

typical cooling water

circuit for a single

medium speed engine

with an engine driven

main pump and an

electrically driven

auxiliary circ pump and

heater for keeping the

engine warm when

stopped.

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In this diagram a

simple circulation system

for an engine. It is similar

to the main diagram, but

this time a dedicated HT

cooler is used.

__________________________________

PASSAGE 3: Air starting system

Large marine diesel engines use high pressure compressed air to start them. The air flows

into the cylinder when the piston is moving down the cylinder on the power stroke. To

minimize the risk of an air start explosion, fuel is not injected into the cylinder whilst the

air is being admitted.

Air start systems vary in their design and can be quite complex. There will be a means to

start the engine locally as well as from a remote location (The Bridge or the engine control

room). This system is not representative of one type of engine but is simplified to give a

basic understanding.

Page 71

PASSAGE 4: Làm quen với sơ đồ bố trí thiết bị trong máy chính

The ship’s engine room watch-keeping engineer must be familiar with main engine layouts,

including their components optimum operating pressures and temperatures. This

familiarization should include a B&W engine room layout, as this is a modern, popular two

stroke marine diesel engine.

12. Fuel oil nozzle cooler

Nozzles are under constant heat from combustion, so in order for them to atomize the fuel

efficiently, they must be kept relatively cool, and failure to do so can lead to scavenge fires.

The nozzles are kept cool by circulating water through them, in a closed circuit cooling

system that includes the nozzle cooler and circ pump. The watch-keeper should check the

cooler inlet and outlet temperatures hourly.

13. Air-Start Valve

The air start valve is used to starting the engine by compressed air. Watch-keeper should

check that there is no back flow of combustion gas through air start supply pipework. This is

easily done by feeling the air supply pipework by placing a hand on it. Always check air

supply isolating valves from the air start bottles are shut, unless on standby.

14. Air Start Reservoir and Air Compressor

This is the main reservoir for holding the air used to start the engine. The air compressor is

used to maintain the correct pressure. Watch-keeper should check air pressure hourly, topping

up at the end of each watch, also drain water and oil mixture from vessel through drain valve

at bottom of vessel. Excessive oil in this mixture indicates a faulty air compressor.

15. Crankcase Door Explosion Relief Valve

If a crankshaft bearing is running hot, oil is heated and an oil mist produced which can lead to

a crankcase explosion. The crankcase door explosion relief valve is fitted so that if there is an

internal explosion, the relief valve operates and the pressure inside is relieved. If this didn’t

work, the pressure from the explosion would blow the door of its hinges. (This happened to a

ship called the Reina Del Pacifico in 1947, after an extensive engine overhaul and whilst it

was on sea-trials in Belfast Lough, there was a crankcase explosion and twenty eight men

were killed.) Watch-keepers duties are to lay a hand on crankcase doors and around the relief

valve to check for excessive heat, every time they are passing the doors. This will soon

become a habit.

16. Lube-oil Pump, Cooler and Filters

This is probably the most important system on a marine diesel engine. Oil is drawn from the

sump through the filters and pumped through the coolers onto the crossheads, main bearings

and camshafts. Watch-keepers duties are to ensure optimum temperature and pressure

(thereby viscosity) is maintained by using lube-oil cooler seawater inlet valve. Regular

checks of sump oil (dip sump to check level and oil condition) for water ingress is necessary

along with filter differential pressure checks to ensure filter efficiency, any pressure out with

norm signifies filter change required.

17. Jacket Cooling System.

The cylinders are cooled by circulating a coolant made up of a mixture of fresh water and

soluble oil (much like the coolant used in lathes) around the cylinder jackets. The watch-

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keeping duties are to control the temperature of the coolant by using the jacket water cooler

seawater inlet valve.

18. Turbo-Blowers

The turbo blowers have two turbines on the same drive shaft. The exhaust gas from the

poppet valve enters the drive turbine end rotating it at about 10,000-15,000 revs. This drives

the air compressor turbine at the other end of the shaft that draws in air from the engine room,

blows it through an air cooler before supplying the combustion air to the engine via the

scavenge ports in the cylinders. Because the blowers continue to rotate when the engine

stops, the lube-oil supply is normally from a header tank or from the main engine lube-oil

system.

19. Turbo-Blower Cooler

Air is essential to the combustion process however air expands when it is hot and contracts

when cold. Because of this the hot air which is sucked in, compressed and discharged by the

turbo becomes even hotter must be cooled. This is carried out by an air cooler located

between the turbo discharge and inlet to scavenge ports, thus ensuring that the maximum

amount of air is supplied for combustion of the fuel. When the engine is in the maneuvering

condition, or running slowly an electrically driven blower is used to supply combustion air to

the engine. The temperature before and after air cooler should be checked.

20. Cylinder Head Relief Valve

The function of a cylinder relief valve is to release overpressure from the combustion area

above the piston, for instance if there is an accumulation of water which is incompressible,

the valve will lift. Watch-keeping duties are to ensure no hot gasses escape from the relief

valve by checking connecting pipework by hand for excessive heat.

21. Indicator Cock

There several purposes of this cock. An engine indicator is used to calculate the indicated

power of the engine, and this is connected to the indicator cock and the cock opened. The

engine indicator is operated as the engine fires when running normally, the cock being shut

before disconnecting the engine indicator.

The indicator cock is opened when the engine is being turned over by the turning gear and,

when being started for the first time after being shutdown to blow out any water or debris

from the cylinder. The cock is then shut for normal running. Watch-keeping duties include

checking the cock is not leaking exhaust gas, if it is a temporary cap can be screwed on, and

the cock replaced at the first opportunity at next shutdown.

Page 73

__________________________________

PASSAGE 5: Over Speed Trip in Diesel Engines & Types of Over Speed Trips

An over speed trip is a safety feature provided on the diesel engine of the ship to restrict

uncontrolled acceleration of the engine, leading to mechanical failure or untoward accidents.

In order to prevent the speed of a diesel engine to go beyond the pre-set speed range, an over

speed trip is used in the diesel engines.

How Over Speeding can be Harmful?

A Diesel engine is designed for the mechanical stress associated with the centripetal and

centrifugal forces of the moving parts inside it in a specified operational range. Centripetal

force is directly proportional to the square of the rotational speed, stress increases rapidly

with increase in speed. Mechanical connection strength can be overcome by the exceeding

stresses due to the increase in operational speed. These can result in breaking of rotating parts

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or damage to the machinery itself. Over speed is thus a serious safety hazard and can lead to a

fatal situation.

What does Over Speed Trip Do?

Due to sudden changes in the load on the diesel engine, the speed of the engine may vary.

Though a governor is provided to control the speed of the diesel engine, the speed might go

out of control, damaging the engine. Thus, for this reason over speed trips are used.

No matter what type of the over speed trip the engine uses, the main aim of the over speed

trip is to cut the fuel supply to the engine cylinders in case the engine speed rises above a

specific level.

Preventing Over Speeding of Engine

Reducing the likelihood of an uncontrolled and catastrophic over speed is essential and can

be done by two methods:

a) Mechanical over speed trip

b) Electronic over speed trip

In this article we will have a look at the electronic over speed trip.

Electronic Over Speed Trip

To understand the electronic over speed trip, a normal lay out of the system is described

below. The electronic over speed trip consists of

22. Fly wheel mounted speed sensor

Magnetic speed sensor is preferred in generator engines. Due to the discontinuity of actuator

surface (gear tooth of flywheel) voltage is excited in the pick off coil of sensor, producing an

electric analog wave. This cyclic wave created by the flywheel is read by the sensor.

b) Signal condition unit

This unit act as a receiver to the speed sensor. Basic function of the signal conditioner is to

convert one type of electronic signal which may be difficult to read into another type into a

more easily read format. This can be achieved by amplification, excitation and linearization

of an electrical signal.

c) Detection and Comparison unit

There is a set value which is normally 10% above the rated speed and acts as base value for

this unit. Signal condition unit output is continuously detected and compared with the set

value.

d) Trip signal unit

If the difference between the set value and detected value is above the limit, then this unit

gives a trip signal which in turn shuts down the generator.

__________________________________

4.4.4. Viết

Write a paragraph of 100 words about “The second engineer is the right hand man of the

chief engineer”

__________________________________

4.5. Phần chuyên ngành hàng hải (4 giờ)

4.5.1. Các thuật ngữ máy cần phải biết

Swept Volume

Swept volume can be defined as the volume swept by the engine piston during one stroke.

Page 75

Swept volume is also the product of piston area and stroke.

Clearance Volume

Clearance volume can be defined as the volume that remains in the cylinder when the engine

piston is in the top-centre position.

Clearance volume can also be defined as the difference between the total cylinder volume and

the swept volume. The space covered by the clearance volume also forms the combustion

chamber.

Compression Ratio

Compression ratio can be defined as the value obtained by dividing the total cylinder volume

by the clearance volume.

Compression ratio is generally between 12 and 18; however, it depends on the design of the

engine. Compression ratio outside this ration would either prevent engine from starting or

lead to other problems.

Marine engines with smaller cylinders will have higher compression ratio.

Volumetric efficiency

Volumetric efficiency can be defined as the ratio of the volume of air drawn in to the cylinder

to the swept volume.

In marine engines, the volumetric efficiency generally falls between 0.85-0.95.

Scavenge Efficiency

Scavenge efficiency can be defined as the ratio of the volume of air in the cylinder at the start

of the compression to the volume swept by the piston from the top edge of the ports to the top

of the strokes.

Air Charge Ratio

Air charge ratio can be defined as the ratio of the air contained in the cylinder at the start of

the compression to the swept volume of the piston. It is also known as air mass ratio or air

supply ratio.

In four stroke marine engines, the value of air charge ratio will fall in the range of 0.85 to 4.

In two stroke engines, the value will be in the range of 0.85 to 2.5

Natural aspiration

Natural aspiration is a term which mainly applies to four stroke engines and is defined as the

process by which air charge is brought in to the engine cylinder by only the downward

movement of the piston without using other aids.

Supercharging

Supercharging is a term used to indicate that the weight of the air supplied to the engine has

been considerably increased for greater fuel usage and power production per stroke.

It is also noted that supercharged engines produce more power as compared to non

supercharged engines having the same stroke and speed

Viscosity of Oils

Viscosity of oil is defined as the ability of the oil to flow. It is the property of the liquid

which tends to prevent relative movement between adjacent parts within itself.

Generally, thicker the fluid, higher is its viscosity; whereas thinner liquids have lower

viscosity.

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Viscosity Index

Viscosity Index is a term which is mainly related to marine lubricating oils. It can be defined

as the change in viscosity of the oil which takes place as a result of change of temperature.

Higher the viscosity index of the lubricating oil better is the quality. This means that

lubricating oil with higher viscosity index has only a small change as a result of large

temperature difference.

As a general practice, various additives are added in the oil to improve the viscosity index of

the lubricating oil.

Viscosity index is a dimensionless number.

Cloud Point

Cloud point is the term which is related to the wax formation in the oil.

Cloud point indicates the temperature at which waxes begin to form in the oil.

Gradually, the wax formed crystallizes and clogs the filters. The cloud point helps in finding

out the tendency of the oil to form wax.

Pour Point

Pour point of the oil can be defined as the temperature at which the oil stops to flow.

Pour point is lowered using additives known as pour point depressants.

Flash Point

Flash point of oil can be defined as the lowest temperature at which the oil will give off

sufficient inflammable vapor to produce a flash when a small flame is brought to the surface

of the oil.

SAE Number

SAE number of the oil indicates its viscosity based on classification involving two

temperatures. Every lubricating oil comes with a specific SAE number. The Society of

Automotive Engineers is responsible for the classification of SAE numbers.

Total Base Number (TBN)

Total Base Number (TBN) can be defined as the measure of reserve alkaline additives that

are put into the lubricating oil to neutralize the acids. It determines how effectively the acids

formed during the combustion process can be controlled.

Higher the TBN better is the capability to fight oxidization and corrosion, and to improve

viscosity characteristics. It also allows longer operating period between lubricant changes

under harsh operating conditions.

Diesel engines burning low grades of fuel show high rate of liner wear as low grade fuel have

higher sulphur content. This high sulphur content leads to corrosive wear to the liner surface.

Thus, alkaline lubricating oil is used to protect the liner surface against corrosive attack by

neutralizing the sulphur derivative compounds.

The TBN is generally between 8-10 for marine lubricating oils.

Total Acid Number (TAN)

Technically, the total acid number (TAN) of the oil indicates the deteriorating condition of

the lubricating oil. Higher the TAN, more acidic is the lubricant, and further are its chances

of getting more deteriorated.

TAN also indicates the potential of the oil to cause corrosion problems, leading to component

failure. The TAN should not be more than 2 for marine lubricating oils.

Page 77

4.5.2. 8 cách để động cơ đạt được độ cháy tốt

1)Fuel Treatment: The first step towards an efficient fuel combustion starts outside marine

engines. Fuel oil treatment, which includes removing impurities such as deposits and water in

settling tank and centrifuges, is extremely important.

This ensures that the fuel will break easily inside the combustion chamber without damaging

the injection parts such as pumps and injectors.

2) Correct Fuel Temperature: The fuel oil viscosity also plays an extremely important role

in the combustion process. Temperature of the fuel oil controls the viscosity required at the

time of injection (approx- 10 to 15 cst) and ensures proper atomization and penetration.

Correct temperature is also required to reduce NOX and SOX emissions coming out from the

engine.

3) Correct Air Fuel Ratio: No combustion can take place without the presence of air or

oxygen. For marine engines, excess air must be supplied to the engine as the time for the

combustion process is less and because low grade fuel requires more air to produce less

exhaust smoke. Sufficient oxygen must be available to burn not only hydrogen and oxygen in

the fuel oil but also other combustibles such as sulphur.

4) Correct Injection Timing: The correct fuel injection timing leads to high power

generation without shock loading on the engine components. Proper injection timing also

reduces smoky exhaust caused because of late injection inside the cylinder. Fuel pumps and

injector system must be maintained as required, along with other factors discussed in this

article.

5) Atomization: Atomization is the process of breaking the fuel oil particles of hydrogen and

carbon to extremely small droplets, which are easier to burn inside the combustion space.

This is done by maintaining correct viscosity, pressure and injection components of the

engine. Generation of perfect atomization is one of the most important factors for efficient

combustion.

6) Penetration: Penetration is the distance travelled by the fuel particle inside the

combustion chamber just before burning. Atomization and penetration opposes each other

hence the correct fuel injector and injection system is required for proper penetration of the

fuel. If the penetration is less then the fuel will burn closer to the nozzle tip and damage it,

whereas if the penetration is more then the fuel will strike the piston crown and foul the same.

7) Air Fuel Mixing: The combustion can be made more efficient if the air and fuel are

mixed properly with each other during the time of burning.

This can be achieved by supplying air in the cylinder via angled hole in the liner to create

swirling motion for better mixing.

8) Compression temperature: Marine engines are compression ignition engines wherein

heat for the combustion is provided by the high compression pressure from the pistons to

create higher temperature inside the cylinder. If the cylinder components such as piston,

piston ring, or liner are worn out or leaky, the rated compression pressure will not be

achieved and the combustion will not be efficient. Hence it is necessary that all parts are

maintained properly and renewed when required.

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The power generated by the engine is directly related to the manner in which the fuel is burnt

inside the engine. For better understanding of this process and to monitor the complete

combustion process inside the cylinder, indicator card must be taken at regular interval of time.

Do you know any other important point to achieve perfect combustion of fuel oil inside

marine engines?

___________________________________

4.5.3. 8 cách theo dõi và đo hiệu suất của máy

1. Measure the Peak Pressure by Mechanical Peak Pressure Gauge: This method is

normally applied in 4 stroke generator engine where a peak pressure gauge is used for

individual cylinder and pressure generated during combustion is noted. With the same gauge,

the compression pressure of the cylinder is also measured when the unit is not firing. The

variation in the peak pressures generated is then taken into account for drawing out faulty

units, adjusting fuel racks and overhauling combustion chamber parts in order to achieve

efficient combustion.

2. Indicator Card Measurement: This is another mechanical method to measure the

performance of engine cylinders by applying indicator drum and plotting graph on cards. Two

types of cards are used for this purpose-power card and draw card. With the help of these two

diagrams, we can determine the compression pressure, peak pressure and engine power.

3. Digital Pressure Monitoring by DPI: Digital pressure indicator is an electronic

mode to monitor the power and performance of the engine. With the help of DPI, the

variation in the cylinder performance can be plotted and interpreted in graphical form and

corrective action can be taken.

4. Intelligent Combustion Monitoring (ICM): The new generation engines are

continuously monitored by ICM, which measures the real time in-cylinder pressure in all

engine cylinders. This package offers a broad range of data processing tools for evaluating

performance and for helping to determine engine malfunctions (extensive blow by, exhaust

valve operation, fuel injection etc.).

5. Monitoring of Engine Control Parameters: The engine control parameters like

fuel injection timing, exhaust valve timing, variable turbocharger vane opening angles,

lambda control etc. are monitored and any variation is set to achieve the best possible

efficient combustion.

6. Engine Parameters: The engine parameters are the best source for finding out any

fault or variation in the engine performance. Variation in temperature, pressure and power

produced by each cylinder must be frequently monitored and adjustment must be done

accordingly to achieve efficient combustion.

7. Log Book Monitoring: This is the most basic but commonly ignored method for

monitoring engine performance. The log book record for engine room machinery is kept onboard

for years on ship. The log book of current month and of previous months must be compared for

recorded parameters, which will give the exact variation of engine parameters. If the variation

figure is more, engine controls, parameters and parts to be adjusted/ overhauled.

8. Engine Emission: The marine engine releases exhaust smoke as waste product

after the combustion. The color and nature of the exhaust should be monitored continuously

and engineers must know which exhaust trunk discharge is dedicated for which engine. The

change in exhaust smoke is a prominent indication of problem in the combustion chamber.

Page 79

UNIT 5: MAINTENANCE

Trình độ sinh viên Tiền trung cấp

Sỹ số sinh viên 20 SV

Thiết bị giảng dạy Bảng trắng chất lượng cao, đài đĩa CD, đầu Video, máy chiếu, phòng luyện âm, máy tính kết nối internet

Ngôn ngữ giảng dạy Tiếng Anh

Thời gian 28 giờ

MỤC ĐÍCH

Sau khi nghiên cứu bài 5, học viên cần nắm được:

Ôn lại cách dùng thì hiện tại hoàn thành và quá khứ đơn; các trạng từ chỉ thời gian ever,

never, before, since, recently, so far, ago, once.

Từ vựng: Tính từ và các cụm từ liên quan đến năng khiếu; thành lập tính từ trái nghĩa với

tiền tố và hậu tố; các từ miêu tả việc bảo dưỡng đề phòng hỏng hóc.

Ngữ âm: dạng rút gọn trong lời nói.

Trình bày về công việc bảo dưỡng máy móc trên tàu;

Công việc bảo dưỡng đối với những thiết bị thiết yếu của máy chính;

NỘI DUNG BÀI GIẢNG

5.1. Ngữ pháp (4 giờ)

5.1.1. Ôn lại thì hiện tại hoàn thành và thì quá khứ đơn

5.1.2. Mẫu câu hỏi với thì HTHT

Khi hỏi về khoảng thời gian của hành động xảy ra từ quá khứ đến hiện tại ta thường sử dụng

thì HTHT với từ để hỏi ”How long” hoặc khi giới thiệu, hỏi về thông tin mới nào đó ta cũng

thường sử dụng thì HTHT

VD: How long have you worked on board?

Have you finished your task?

_____________________________

5.1.3.Kết hợp thì hiện tại hoàn thành và thì quá khứ đơn để mô tả những sự việc

mới xẩy ra và đã xảy ra trong quá khứ.

Khi hỏi về khoảng thời gian của hành động xảy ra từ quá khứ đến hiện tại ta thường sử dụng

thì HTHT với từ để hỏi ”How long” hoặc khi giới thiệu, hỏi về thông tin mới nào đó ta cũng

thường sử dụng thì HTHT. Nhưng khi hỏi kĩ, chi tiết về hành động đã xảy ra trong quá khứ ta

sử dụng thì QKĐ.

VD: How long have you been a seafarer? Why did you apply for this job?

When did you finish college?

What type of vessels have you worked so far?

What did you do before this job?

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5.1.4. Các trạng từ chỉ thời gian thường dùng với thì hiện tại hoàn thành và thì

quá khứ đơn.

A, Các trạng từ chỉ thời gian thường dùng với thì hiện tại hoàn thành

Thì hiện tại hoàn thảnh chỉ một hành động hay hoàn cảnh được bắt đầu từ một thời

điểm nào đó trong quá khứ, vừa dừng ở hiên tại hoặc vẫn còn tiếp tục diễn ra ở hiện

tại. Ta có thể dùng SINCE (từ …) để chỉ hành động diễn ra từ một thời điểm nào đó

trong quá khứ, hoặc FOR (Trong thời gian ….. qua) để diễn đạt một hành động nào

đó tính từ quá khứ tính đến hiện tại là được bao lâu.Ví dụ:

- I have lived in Canada since 1984. Hoặc:

- I have lived in Canada for 24 years now ( Now we are in the year 2008 )

Một hành động được hoàn thành hoặc chưa hoàn thành trong thời gian gần đây trong

quá khứ (diễn tả bằng từ RECENTLY hoặc LATELY ). Ví dụ:

- I’ve received her letter recently.

- Have you seen him lately?

B.Thì quá khứ đơn

Một hành động đã xảy ra dứt điểm tại một thời gian xác định trong quá khứ (không còn diễn

ra hoặc ảnh hưởng tới hiện tại). Thời điểm trong câu được xác định rõ rệt bằng một số các

phó từ chỉ thời gian như: Yesterday, last week/month/year, ago (two days ago, three

months ago, long long ago...), in the past, in those days. Ví dụ:

Once cũng được sử dụng trong thì QKĐ để nói về hành động đã xảy ra trong QK một thời

gian dài trước đây ở một thời điểm cụ thể trong QK.

VD: That building was once a warehouse. It was converted into offices years ago.

5.1.5. Dạng rút gọn của các trợ động từ ở thì hiện tại hoàn thành và thì quá khứ

đơn trong thực hành nói.

Dạng rút gọn trợ động từ ở thì hiện tại hoàn thành

Have → ’ve

Thời HTHT dùng để chỉ một hành động vừa mới xảy ra xong. Cách dùng này

thường đi kèm với trạng từ JUST (vừa mới). Ví dụ:

I have just seen him somewhere. (Tôi vừa mới gặp anh ấy xong)

Thời HTHT dùng để chỉ một hành động bắt đầu và kết thúc trong quá khứ, nhưng

người nói muốn nhấn mạnh tới kết quả với trạng từ ALREADY . Ví dụ:

We have already seen that film. They have done their homework.

Thời HTHT � ong để chỉ một hành động tính từ một mốc nào đó trong quá khứ đến

nay vẫn chưa xảy ra. Hoặc từ mốc nào đó trong quá khứ tính tới hiện tại.

*Cách dùng này thường đi với trạng từ NOT…..YET, SO FAR, UP TO NOW, EVER

He hasn’t arrived yet. (Anh ấy vẫn chưa đến.)

I have been a student for six months so far.

Up to now, I have collected about 1000 stamps.

Have you ever seen a bear?

Page 81

Has → ’s

23. Practice

EXCERCISE 1: Thực hành nói các câu sau:

1. Where have you been? I’ve been shopping

2. What have you done so far? We’ve finished cleaning the cabins.

3. How long have they been here? They’ve been here since noon.

4. Why has she left? She’s left because she feels tired

5. Who have they promoted They’ve promoted the 2nd Engineer.

EXCERCISE 2: Complete these sentences with an appropriate time expression.

1. ”Have you been ashore ........................”

”No, I haven’t been ashore .................... three months.”

2. ”Did you know that the ship was ................. owned by a Russian company?”

”Yes, apparently it was sold to our company eight years ...........................

3. ”Have you ....................... seen the Northern Lights?”

”Yes, about a year ................ when we were in Sullem Voe”

4. ”How long is it ........................ you left marine college?”

”I can’t remember, it was such a long time ..................”

5. They don’t make those radars any more. I haven’t seen one ..................... 1980”.

6. ”Right, what have you done ......................... you started the watch?”

”We’ve just finished cleaning the holds. That’s all we’ve had time to do ..................”

7. ”Have you used the SATCOM ..................................”

”No, I’ve ................................used it”

EXCERCISE 3: Read these questions that a crewing office manager is asking a seafarer

during an interview. Decide which tense is needed. Write the questions in full.

1. (how long/ be/ a seafarer?)

.......................................................................................................................................

2. (when/ finish college?)

.......................................................................................................................................

3. (work/ present job/ a long time?)

..............................................................................................................................

4. (what type of vessels/ work on?)

.......................................................................................................................................

5. what training/ do so far?)

.......................................................................................................................................

6. (what/ the most recent course/ do?)

.......................................................................................................................................

7. (why/ apply for this position?)

.......................................................................................................................................

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5.2. Từ vựng (4 giờ)

5.2.1. Các tính từ và các cụm từ chức năng để mô tả các mức độ về năng khiếu và

khả năng.

Adj of people’s aptitude Phrases of people’s aptitude

dedicated

committed

thorough

resourceful

systematic

organized

efficient

ưell-prepared

friendly

trusworthy

reliable

responsible

precise

calm/ patient

good at solving problem

be popular with sb

run smoothly

ưork hard

have a sense of responsibility

motivate others

fail to carry out duties on occasions

need frequent motivating

5.2.2. Tiền tố (Prefix)

Hầu hết các tiền tố thường tạo nên nghĩa phủ định (tính từ trái nghĩa) là: un-; in-; im-; ir- ; il- ; dis-

VD: reliable → unreliable honest → dishonesh

Có rất nhiều quy tắc để tạo nên tiền tố nhưng có một số xu hướng sau nên nhớ

+ un- có thể được sử dụng với nhiều tính từ hơn các tiền tố khác.

+ im- thường được sử dụng nếu các tình từ bắt đầu bằng m- hoặc p-

VD: patient → impatient moral → immoral

+ ir- thường được sử dụng nếu các tình từ bắt đầu bằng r-

VD: relevant →irrelevant

6.1.1. Hậu tố (suffix)

Cách khác để tạo nên tính từ trái nghĩa là thêm hậu tố.

VD: hậu tố -ful; -less

Tactful → tactless

Useful → useless

Careful → careless

___________________________

5.2.3. Một số tính từ không nhận tiền tố hay hậu tố để tạo nên tính từ trái nghĩa

VD: Moody

Reluctant

Thay vào đó ta sử dụng not để tạo nên nghĩa đối lập

VD: He is not moody, he’s cheerful.

He is not reluctant, he is enthusiastic.

Page 83

5.2.4. Một số từ về công việc bảo dưỡng

* Học viên điền nghĩa tiếng Việt cho các từ, cụm từ dưới đây

maintenance work to regrind

to examine to cool

to adjust to fit

to take out to remove

to inspect to renew

to wash to measure

to dry to check

to test to maintain

5.3. Ngữ âm (2 giờ)

5.3.1. Nhận biết các trợ động từ rút gọn ở thì hiện tại hoàn thành

Dạng rút gọn của has thành ’s có thể sẽ rất khó để có thể nghe được khi từ tiếp theo bắt đầu với s-.

Dạng rút gọn của have thành ’ve có thể sẽ rất khó để có thể nghe được khi từ tiếp theo bắt đầu với

v- , hoặc f-. Đó là bởi sự hợp âm.

VD: He’s secured the hatches sounds like He secured the hatches

We’ve finished cleaning sounds like We finished cleaning

Sự hợp âm này đã làm cho các động từ có quy tắc ở thì HTHT nghe như thì QKĐ. Việc nghe

thấy các dấu hiệu thời gian sẽ giúp phân biệt được thì nào được sử dụng với động từ đó.

5.3.2. Thực hành

Nghe và viết lại các câu (Marlin 2- Unit9- 5b)

Answer

Past Simple Present perfect

She sent the telex two days ago

People voted yesterday

He steered the vessel last night

We’ve finally solved the problem now

I see you’ve fixed it already

She’s sailed this route before

They’ve finished the report at last

Phát âm lại các câu vừa nghe và viết được.

5.4. Kỹ năng giao tiếp: nghe, nói, đọc, viết (12 giờ)

5.4.1. Thảo luận

The importance of maintenance work

Maintenance work in the engine room department

Maintenance plans

Spare parts

Important maintenance work for the main engine

______________________

5.4.2. Nghe hiểu

Recording 1: Getting to know the ship – the engine store

Listen and answer questions

Page 84

1. What must a seaman do when he takes something out from the consumable goods

store?

2. Who does he ask for the key to the store?

3. How are consumable goods separated?

4. Where are the spare parts for the conditioning refrigerator plant and for the provision

refrigerator plant?

5. What do they do to control the supply properly?

______________________

Recording 2: Tool box meeting at the engine control room

Find ONE word to fill each space

Listen, check and fill the missing words

1/eng Good morning everyone. Third Engineer, did you have a ____________ sleep last

night?

Tan Yes, I slept very well. I feel ____________ today.

1/eng That’s good. OK. Let’s start today’s meeting. I wrote the three ____________ for

today on this white board. Second Engineer, will you explain the first task in

____________, using 5W1H, and do the KY as usual.

2/eng Yes, sir. The first task is to ____________ the main engine’s exhaust valve. I will

be the leader, and the No. 1 oiler and the Third engineer will work ____________.

Clean the inside, and change all the O-rings and seat-rings.

1/eng Thank you. Let me ____________ when you take out the valve spindle and take

off the valve seat. Pay attention to the following points so that you don’t get

____________:

5. Dust, which can get in your eyes, nose, and mouth.

6. Getting your ____________ caught in the gaps between the spindle or the

valve seat, and the casing body.

7. Getting hit by the spindle or the valve seat ____________ of the ship’s

movement.

8. Having the spindle or the valve seat ____________ on you because of a haul

wire breaking while being shifted.

Third Engineer, will you ____________ these points?

Tan Yes, sir.

Recording 3: Job meeting at the engine control room.

Listen to Recording 3 and decide which statements are TRUE and which statements are

FALSE

1. The conversation takes place in the afternoon.

2. The wiper watched TV late last night.

3. The wiper has written three tasks for today on board.

4. The delivery pressure of the No. 1 main engine fuel oil transfer pump was 0.5 kg/cm2

lower than usual.

5. The dirt that has accumulated in the suction strainer

6. No. 1 Oiler and the Wiper cleaned the fuel oil pump.

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7. Three people will clean the engine room floor.

___________________________

5.4.3. Đọc hiểu

PASSAGE 1: Kế hoạch bảo dưỡng động cơ diesel

Engine builders supply detailed instructions on the operation and maintenance of their

machinery so that regular maintenance work can be carried out and breakdowns can be kept

to minimum. These instruction manuals are usually kept by the Chief Engineer, but they are

made available to all members of the engine-room staff. The intervals at which an engine and

is parts must be inspected will vary from make to make and will depend on the use of engine

has been put to, and therefore the brief outline which follows is meant only as a general

guide.

At frequent intervals, fuel pumps should be examined and adjusted if necessary.

When the engine is running, this will be shown by comparing engine indicator cards and by

exhaust temperatures, pistons should also be examined frequently for cracks.

At intervals of six weeks, the fuel valves should be taken out and carefully inspected.

Atomizers and filters can be washed with clean paraffin and then dried in a warm place.

Cleaning rags must not be used because they leave behind small pieces of fluff, which may

block up holes. Valve seats should also be tested and if they are pitted or scratched, the

surface should be reground.

If possible, the upper piston rings should be examined at intervals of one month

during the first six months’ service. After that inspection periods can be extended so long as

their condition continues to be satisfactory.

At intervals of six months the upper pistons, if cooled, must be inspected for deposits

of carbon in cooling spaces and cooling pipes. When new piston rings are fitted, care must be

taken to ensure there is sufficient clearance to allow for the expansion of the rings. Exhaust

belts and manifold must also be removed from cylinder ports. Cylinder liners must be

examined externally for deposits of scale. If these deposits can not be removed by flushing

with water, then the liner must be removed for cleaning. The liner should also be measured

for wear and renewed, if the limit for wear has been reached. The clearances of connecting-

rod top and bottom ends should also be examined every six months and adjusted if necessary.

In addition, lubricating-oil pumps and tanks should be cleaned of sediment.

At intervals of one year the maneuvering gear must be examined for wear at the joints

of levers and rods. The alignment of the crankshaft should be checked and any incorrect

alignment corrected. The main bearings must be examined and reading taken for wear. The

clearances of all crankshaft bearings must be maintained at the figure recommended by the

makers. Finally, starting air piping and air bottles must be cleaned and steamed out, and the

lubricating oil system thoroughly examined and cleared of deposits.

It must be emphasized that the above-mentioned parts are only some of the items

which must be regularly maintained to ensure the efficient working of the machinery.

___________________________

PASSAGE 2: Các loại xéc măng và bảo dưỡng xéc măng

Piston rings are manufactured and classified on the basis of function and usability. Marine

engines of higher capacity generally have all the three types of rings with little difference in

Page 86

their appearances. However, in smaller marine engines, different types of piston rings are

used for dedicated purposes. In this article we will have a look at the different types of piston

rings used in marine engines.

Compression Rings or Pressure Rings

The compression rings provide sealing above the piston and prevents the gas leakage from

the combustion side. The compression rings are located in the top most grooves of the piston.

However, this may differ according the design of the engine. The main function of these rings

is to seal the combustion gases and transfer heat from the piston to piston walls.

Second or Intermediate Rings

The oil in controlled by shearing the layer of the oil left by oil ring, thus providing the top

compression rings enough lubrication. Moreover, it also provides help to the top compression

ring in sealing and heat transfer.

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Oil Control / Scrapper Rings

The oil control rings controls the amount of lubricating oil passing up or down the cylinder

walls. These rings are also used to spread the oil evenly around the circumference of the liner.

The oil is splashed onto the cylinder walls. These rings are also called scraper rings as they

scrap the oil off the cylinder walls and send it back to the crankcase. These rings do not allow

oil to pass from between the face of the ring and the cylinder.

________________________

PASSAGE 3: Các công việc phải làm khi kiểm tra xéc măng (Things to be Checked During

Inspection of Piston Rings)

During Routine Inspection

During normal scavenge space inspection the piston rings are pressed with the help of a

screw driver. This is done to check the spring action or tension of the rings. This also tells

whether the ring is broken or not. If ring is broken there will be no spring action.

The rings are checked for their freeness in the grooves, as they might get stuck due to carbon

deposits and might finally break causing a lot of damage to the liner. The clearance between

the ring and the groove is also checked and the wear is calculated. The ring is checked for

scuffing marks and damage and overall condition is also assessed.

Page 88

During Major Overhaul

During major overhauls the rings are changed completely with the new set. But following

steps needs to be considered for scrapping the rings:

1) If the piston ring is found stuck inside the groove.

2) If the axial height of the rings is reduced and the clearance in rings and groove is large.

3) 3) If the chrome layer is peeled off or damaged.

During overhaul the grooves have to be properly cleaned off carbon deposits and checked for

damage in the ring grooves. Before putting the piston rings it should be rolled rounded first in

the grooves. In this process the ring is moved completely inside the grooves. With this test we

can check that the grooves are deeper than the radial width of the ring.

The piston rings are put inside the worn liner and the butt gap is also checked. While putting

rings, they should be checked for markings as to which part is up or down and also different

marking for different positions.

Rings should be put with the help of proper toll i.e. with the help of ring expander. The

clearance between the ring and the groove is checked with the help of the feeler gauge.

The axial and radial clearance of old ring is checked and recorded to assess the amount of

wear for number of running hours.

___________________________________

PASSAGE 4: Piston Inspection on Ships.

Piston inspection on ships are part of the engine planned maintenance schedule (PMS) carried

out to ensure the components are within the allowed tolerances. There are two methods of

inspection: when the piston has been removed from the liner or inspection through the liner

scavenge ports.

Piston Removed for Inspection

This examination will be under taken in a modular format, since the piston can be divided

into various components.

Piston Crown

Check for any burning at top part of the piston.

Check any wear at the side walls of the crown and on ring grooves.

Check for any cracking at top due to the thermal and mechanical stress, check also for

high temperature corrosion.

Check any signs of hot corrosion at the top surface and acidic corrosion at the lower

part.

Piston Rings and Grooves

Check for the free movement of the piston rings.

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Check the ring clearance / groove clearance.

Inspect for any wear, stepping and for scuffing.

Piston Skirt and Side-wall

Check for any rubbing marks.

Inspect for any wear down of wear rings.

Cooling Water Passage

Check for any scale due to poor water treatment.

Choking due to high temperature.

Finally inspect the locking bolts, wires, studs and ‘O’ ring condition

Maintenance Schedule

Periodic inspection has to be done when the engine is not running. It can be carried out as

above or by entering the scavenge space and inspecting the piston and piston rings through

the scavenge ports, with the piston brought in line by rotating the engine via a turning gear.

Overhauling the piston as per Planned Maintenance Schedule (PMS).

Monitoring of the condition of the piston and the piston rings by the compression curve of the

indicator diagram through process analysis.

The images shown below show examples of two means of inspection.

Emergency Repair of Piston Crown

Once the above checks have been carried out, what actions can be taken if some values or

observations are out with the specifications? Given below is a list of common faults that

might be found during inspection and means to make temporary emergency repairs.

1. Gauge piston crown and ascertain shape and wear-down. If it is beyond

recommended limits, replace the piston if there is a spare available. If not, rebuild the

engine and proceed to the nearest port at reduced revolutions and arrange

replacement. The crown head should not be welded except in a dire emergency- and

even then only by an experienced welder. Remember that modern diesel engine

pistons have a special lining of high temperature alloy on the top of the crown. This

measure improves resistance to corrosion as well as to high combustion temperatures

that the piston top is exposed to

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2. Examine the crown for fractures or cracks, and if found the piston should be

changed. If no spare is available these can be welded to manufacturer’s specifications;

using the correct alloy welding rods, again as a means to proceed to the nearest port at

reduced revolutions for a replacement.

3. Dismantled piston rings should be kept in sequential order so as not to interchange

the rings when re-fitting to the piston.

4. Once repairs are complete, replace the piston rings and check for normal butt

clearance.

5. If the butt clearance is more or less than the normal range, then replace the piston

rings with new set of piston rings.

Note: It would be an extraordinary predicament to be in where as a Chief Engineer you sailed

without main engine piston spares. However, strange things happen at sea, maybe the spares

have been already used, and you’re awaiting delivery of replacements.

If any of the above repairs are carried out, it is imperative that a close watch is carried out on

the appropriate cylinder with the exhaust temperatures closely monitored as well as the piston

cooling medium temperatures.

PASSAGE 5: Kiểm tra các te động cơ máy tàu thủy

Marine diesel engine crankcase inspections are carried out by the ship engineers at the end of

each voyage. This is to ensure that the components contained within this area have not

become worn or worked loose. This is very important if the engine has been running under

abnormally heavy loads.

The purpose of this inspection is to ensure that none of the main components, fixing bolts, or

piping has become loose during the previous voyage.

The following sections explain what the engineers carrying out the inspection are looking for,

with the first section listing the safety precautions to be observed.

Safety Precautions – Before the Inspection

1. Isolate the main air starting supply to the engine and the air receiver’s main outlet valves.

Then open the drains on the air start line.

2. Open the indicator cocks and engage the turning gear.

3. Phone the bridge/ duty officer informing him of impending crankcase inspection and

request clearance to rotate propeller. The duty officer should then go aft and ensure that the

propeller is not in contact with quayside and that there are no sagging ropes in the water near

the vicinity of the propeller before giving permission.

4. Ensure engine has been turned for at least half an hour before stopping lube oil pump,

leaving the piston cooling pump and jacket water circulating pumps running.

5. Open the switchboard breakers for the lube-oil pump, placing a danger notice on the

breaker. “Do Not Start – Men at work.”

6. Open all crankcase access doors to ensure crankcase is well ventilated before entering.

7. Safety gear such as helmet, boots, and wetsuit should be worn with all pockets being

emptied of contents.

8. Only intrinsically safe hand lamps and torches should be used inside the crankcase.

9. The turning gear control pendant should be taken into the crankcase with the engineer, not

just as a safety measure, but in order to rotate the engine as the inspection is carried out.

Inspection Procedure

Page 91

1. Check the oil condition for any smell, discoloration, or degradation.

2. Turn the engine to BDC and start checking under the piston rod stuffing box for any sign

of black oil, an indication of stuffing box seals or scraper rings leaking from scavenger

entablature.

3. Check the piston rod surface for scoring marks and roughness.

4. Check the piston palm bolts and locking device for slackness and fretting.

5. Check the crosshead guide and guide shoe bearing general condition and the area around

the frame of guide attachment for any visible cracks.

6. Check that the guide shoe end cover bolts are secure.

7. Check cross head bearing general condition.

8. Evaluate top and bottom end of connecting rod bolt, nut, and locking device for slackness

and signs of metal fatigue. (If time permits, the locking plates can be removed to allow a

“hammer test” or insertion of feeler gauge)

9. Check web in the area of stress concentration and check tie bolt (bottom side).

10. Check area around main bearing and bearing keep for signs of cracks and particles of

white metal, which can indicate possible bearing wiping.

11. Special attention should be paid to the main bearings where any appearance of white

metal particles can indicate “spark erosion.” This is explained fully in the next section.

12. When checking hydraulically tensioned bolts, look for signs of shiny surfaces on bolt

shanks or under nuts, which is indicative of loose bolting.

13. Check the surroundings of the oil pan area of all units for any sludge deposits, and again

for pieces of bearing white metals.

14. Check crank case explosion relief door wire mesh (should be wet), spring tension, and

sealing ring condition.

15. Ensure oil mist detector sampling pipe and glasses/reflectors are clean to allow clear

passage of detecting light.

16. Clear all the foreign materials from the crankcase and make sure all tools used in the

inspection are accounted for.

17. Remove the danger notices from the lube-oil pump, then start the pump and check for the

oil flow and distribution in all units.

18. Check condition of the crankcase door seals then close and dog the crankcase doors.

19. Inform the chief engineer and duty deck officer that a satisfactory inspection of the

crankcase has been completed.

Spark Erosion Checks

Spark erosion is caused by voltage discharged between the main bearings and their respective

journals. This voltage originates from the development of galvanic action between the ship’s

steel hull and the propeller shaft, with the seawater acting as an electrolyte. This is then

transferred to the main crankshaft where, due to dissimilar metals, erosion can occur between

the white metaled main bearing and its journal. Spark erosion can only occur if the current is

not grounded.

The checks consist of a visual check for white metal fragments around the main bearings and

respective journals and checking for any electric current between the main bearing white

metal and journal. This should be carried out using a micro-amp current meter or similar

Page 92

device for measuring small amperages and voltages. This should read no more than 50Mv;

any higher than this indicating that shaft grounding is not working.

Grounding is carried out by fitting a cathodic protection system to the main propeller drive

shaft, consisting of a set of slip rings on the shaft and carbon pick-up brushes. The brushes

are wired and grounded to a good earth on the ships structure close by the slip rings. Both

components should be checked regularly for wear; especially if a current is picked up

between main bearings and journal during crankcase inspection. A drawing of one type of

cathodic protection is shown below.

The oil film acts as a dielectric, so the puncture voltage in the bearing depends on the

thickness of the oil film. Remember that as the oil temperature rises, its viscosity decreases,

and similarly as the load increases, oil film thickness decreases. Therefore as well as adequate

grounding, the temperature and pressure of the oil must be maintained to provide the

dielectric effect.

In the early stages of spark erosion, slightly roughened pitted areas are acceptable. However,

if this is allowed to continue, the roughness will escalate with the small erosions picking up

the white metal, hence the silvery white appearance around the main bearing/journal.

____________________________

PASSAGE 6: Test and Overhaul of Fuel Injection Valves

This article discusses the testing and the overhaul of fuel injectors of marine engines,

the testing of the needle and guide condition of the fuel valve, and the procedure to overhaul

and inspect the injectors taken out of the marine diesel engines.

Fuel Valve Checks

The fuel valves taken out from the engine must be checked for function and performance.

Even in engines which are stopped on heavy fuel oil in ports the fuel injector taken out must

be immediately tested with diesel oil before they get cold as this will flush and clean the

components. It must be noted that if the fuel valves taken out are tested after they have

cooled, will show bad performance even if they were performing satisfactorily in service.

In the majority of cases the fuel injectors have a good spray profile but they open up at a less

pressure. The pressure adjustment can be done without opening up the valve and should be

done so. The engine manufacturers also instruct that unless the fuel injector valve has a major

problem like holes choked or valve dripping, they should not be opened up. The valve should

be cleaned from the outside, pressure checked, pressure adjusted and tagged.

Inspection and Repairs

In the case where the fuel injector valve is not performing as required and has some defect,

then it needs to be opened up and overhauled. The assembly and the disassembly have to be

done as per the instructions given by the engine manufacturer. However, below is a general

guide about what you will most likely have to do.

After the fuel valve has been disassembled then the following checks have to be done:

1. The needle guide should be immersed in clean diesel oil and the needle taken out and

checked for free movement. In the case of any resistance which may be due to the presence of

carbon or fuel sludge the needle may be put in and pulled out in succession many times while

keeping it submerged in diesel oil. It is important to do this in a container full of clean diesel

oil so the contaminants can be flushed away.

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2. After the needle guide has been cleaned, the needle should be taken almost out and then let

it fall in with its own weight. A free and smooth movement with small jerks as the clearance

is making way for the oil to come out is an indication that the clearances are all right and the

needle guide is in good condition. It must be noted that the needle should fall fully into the

seat.

3. On the other hand if the needle falls fully in one go, then the clearances have increased and

the fuel will leak past the spindle and less fuel will go in the cylinder. The needle must be

inspected for any wear marks if this happens. The needle guide can be used but must be

changed soon.

4. If the needle does not go down and gets struck then it must be thoroughly cleaned again. If

still there is no improvement then the needle might have become bent. Check the needle for

any signs of overheating.

5. The push rod end should be checked for any abnormal wear.

6. The seating between the nozzle body and the valve body if damaged can be repaired by

lapping with fine lapping paste. It must be noted that the lapping paste should be thoroughly

flushed away with clean diesel oil and thereafter blown dry with compressed air.

7. Check the nozzle spring for breakage, poor seating and other defects. Change if required.

8. Check the leak off pipes, shims, packing etc for the condition. If the fuel valve is water

cooled, the cooling pockets should be cleaned with compressed air.

Tests and Adjustments

1. After the parts are cleaned and inspected the fuel valve is assembled as per the

manufacturer’s instructions and thereafter tested for function and performance.

2. The assembled fuel valve is installed on the test stand and after purging the pipe line the

manual handle is operated in quick succession. The nozzle should start discharging with a

sharp crackling noise at the set pressure. The pressure at which the injector is supposed to fire

depends upon the manufacturer’s engine design but normally is between 250 to 350 kg/cm2

with an allowance of plus or minus 10 kg/cm2.

3. In case the lifting pressure is not correct, it can be adjusted by the adjusting screw.

4. The spray characteristics should be satisfactory and as per the manufacturers advice.

5. All the holes of the injector should be firing and can be checked by a torch light or a filter

paper can be folded as a cone and then the injector tested. The holes on the filter paper will

show the number of holes firing. In this procedure you must be careful as the high pressure

spray can enter the skin and is toxic for us.

6. The spray angle should be as stated by the manufacturer. The atomization of the fuel

should take place and solid spray should not come out.

7. Clean diesel oil should be used for the testing purpose.

8. In the case that the fuel valve is dripping the needle guide should be taken out and repaired.

Caution

The needle and the guide is always a pair and should not be interchanged with another one.

Cleanliness is the most important factor in making fuel valves. A clean fuel valve lasts a

longer time. The fuel under pressure can enter the skin and the blood stream and is toxic for

humans. Take care that you stay away from the spray. The fine mist can catch fire and in

inflammable. Do not smoke or use naked lights where the fuel injectors are being tested.

Page 94

5.4.4. Viết

Write a paragraph of 100 words about “What must you do to ensure that the main

engine always works well?”

____________________________

5.5. Phần chuyên ngành hàng hải (6 giờ)

5.5.1. Nguyên nhân sơ mi xi lanh bị mòn và cách đo

All types of machines and parts get worn out due to continuous usage and working. Proper

maintenance and routine checks are necessary to ensure that the machines work for a longer

time. In this article we will have a look at various reasons that leads to cylinder liner wear

and how it can be minimized.

Reasons for Cylinder Liner Wear

The wear in the cylinder liner is mainly because of following reasons:-

24. Due to friction.

2) Due to corrosion.

3) Abrasion

4) Scuffing or Adhesion

Frictional Wear

Whenever two surfaces slide over each other, friction is produced which leads to wearing

down of both the surfaces. In liner wear the surfaces are piston rings sliding over the cylinder

liner. The frictional wear depends upon various factors like speed of movement between the

surfaces, material involved, temperature, load on engine, pressure, maintenance, lubrication,

and combustion efficiency.

Corrosion

The wear due to corrosion is cause due to the burning of heavy fuel oil in the combustion

space. This happens because heavy fuel oil contains high sulphur content. During

combustion, acids are formed inside the space which should be neutralized by cylinder oil

which is alkaline in nature. The production of acids will be more if sulfur content is more,

leading to the formation of sulphuric acid. Sulphuric acid is formed due to absorption of the

condensate or moisture present inside the combustion space.

Sulphuric acid corrosion is found more in the lower part of the liner as the temperature of

jacket water is very low. Corrosion due to sulphur will be high due to the presence of water in

fuel and condensate in the air. This wear is generally seen between the quills. The wear near

the quills enlarge and gives a characteristic of the clover leaf shape to the wear pattern. This

phenomenon is called clover leafing.

Abrasion

This type of wear is due to the hard particles present and formed during combustion.

Catalytic fines in the fuel and the ash formed during the combustion causes abrasive wear.

Adhesion or Scuffing

This is a form of local welding between the particles of piston rings and the liner surface. As

the piston is moving inside the liner, the welding which has occurred breaks and leads to the

formation of abrasive material. The abrasive material will increase the rate of wear of the

liner. This is generally caused by insufficient lubrication due to which large amount of heat is

produced and microscopic welding of rings and liner surface takes place. Due to this type of

Page 95

wear the liner loses its properties to adhere cylinder oil to the surface. One more reason or

this phenomenon is polishing of the surface caused by scuffing, giving liners a mirror finish.

How Cylinder Wear Can be Minimized?

Cylinder wear can be minimized by carrying out the following steps:

25. By avoiding any ingress of water inside the liner by properly treating the fuel oil.

2) By maintaining the correct feed rate and grade of cylinder oil.

3) By avoiding ingress of moisture from the charge air.

4) By maintaining proper jacket water temperature.

How Cylinder Liner Wear is Measured or Gauged?

Cylinder liner has to be gauged at regular intervals as specified in the maintenance manual.

The records of gauging are kept for each cylinder and wear rate is calculated.

The liner has to be cleaned and inspected before the gauging. Generally while taking the

measurement the temperature of the liner and micrometer should be kept at the same

temperature. If the temperature exceeds than that of the liner or vice versa then the readings

has to be corrected by multiplying the value with the correction factor and deducting the

value obtained from the reading taken. The reading obtained at the end will be the correct

reading.

The cylinder liner wear is measured by a standard template, which consists of strategically

positioned holes, wherein the micrometer is placed and the readings are taken.

The readings are taken for both port starboard and forward aft positions. This is done because

the wear is not same in both direction and the ovality is checked.

The wear rate will be different in the liner. The wear will be more in the top one third part as

combustion takes place there and temperatures and pressure is also very high at the top.

An approximate normal wear rate of the liner is about 0.1 mm per 1000 running hours.

The wear rate increases if the engine is overloaded. Generally the liner has to be replaced

when the wear is about 0.6-0.8% of the bore diameter or as per the manufacturer’s

recommendation.

Page 96

5.5.2. Lý do xéc măng bị hỏng và thay xéc măng

Introduction

In order to seal the gases in the top of the cylinder and prevent their leaking down the side of

the piston, piston rings installed in the grooves turned in the piston crown are used. It is

desirable that the ring gap should be as small as possible, and it is equally important that it

should never close completely.

In modern designs, we make use of the piston cleaning ring which is incorporated in the top

of the cylinder liner. The piston cleaning ring has a slightly smaller inner diameter than the

liner and hence scrapes off ash and carbon deposits built up on the piston top land.

Without such a ring, contact between the top-land and liner wall could wipe off the injected

cylinder lubrication oil, preventing the lubricant from performing its optimized role. In some

cases, deposits formation on the top land could cause bore polishing of the liner wall,

contributing to deterioration of the cylinder condition. Introducing the piston cleaning ring

eliminates contact between deposits on the top land and the liner, promoting an enhanced

cylinder condition and lube oil performance.

Reason for Piston Ring Failure

1. Insufficient piston ring and groove clearance, which causes the ring to jam in the

groove at working temperatures, as a result blow-by occurs and the ring may break.

2. Insufficient cylinder lubrication.

3. Large amount of wear in cylinder liner.

4. Excessive diametrical clearance between the piston and cylinder liner.

5. Excessive wear on piston ring lading face in the piston ring groove.

6. Ring gap too small, this usually leads to ring breakage, but could ultimately lead to

disastrous consequences.

7. Incorrect preparation of ends of piston ring adjusting gap.

8. Radius at top and bottom of exhaust and scavenge ports in the cylinder liner

inadequate, the ring then receiving a shock when sliding past the port edges.

9. Wear on the port bars relative to cylinder liner working surface is such that surface of

the bar is below the surface of the liner.

Reasons for Piston Ring Replacement

1. If piston rings wear rate is such that it will be unsafe up to the next maintenance

schedule.

2. Is a piston ring is found struck in the ring groove and if it wears more on one side than

another.

3. If the axial height of the ring is reduced so that a large clearance is found.

4. If performance piston rings have pressure variations around their circumference that

are fitted in any groove and micrometer measurements show variation in the radial

thickness of the ring.

5. If the chrome layer on chromium plated piston ring is worn through or worn very thin.

Page 97

5.5.3. Lý do trục khuỷu hoạt động kém và bị cong

Crankshaft is the intermediate part of a marine engine, which transfers the power of a firing

cylinder from the reciprocating piston to the rotating propeller (or alternator in case of a

generator).

The working of other components of the engine depends upon the correct rotation of the

crank shaft such as camshaft for fuel timing, firing order of units etc. Failure of a single part

of the crankshaft can stall the engine as well as the ship.

As a marine engineer working on a ship, one should know various reasons which can lead to

failure of this important component.

Reasons for failure of crankshaft

Fatigue Failure: Majority of steel crankshaft failure occurs because of fatigue failure, which

may originate at the change of cross-section such as at the lip of oil hole bored in the

crankpin.

Failure due to Vibration: If the engine is running with heavy vibration especially torsional

vibration, it may lead to crack in the crankpin and journal

Insufficient lubrication: If the lubrication of bearing in the crankshaft is starved, it may lead

to wipe out of the bearing and failure of the crankshaft

Over Pressurized Cylinder: It may happen that there is hydraulic lock (water leakage)

inside the liner and due to extreme pressure the crankshaft may slip or even bent (if safety

valve of that unit is not working).

Cracks: Cracks can develop at the fillet between the journal and the web, particularly

between the position corresponding to 10 o’clock and 2 o’clock when the piston is at T.D.C.

Reasons for Crankshaft Misalignment

Crankshaft of a marine engine is a massive component when fully put together in the engine.

Initially the complete crankshaft is aligned in a straight line (connection drawn from the

centre of the crankshaft makes a straight line) before setting it on the top of main bearings.

Page 98

But with time due to various factors, the straight line may deviate and misalign. A degree of

misalignment is acceptable within limits but if the value goes beyond that rated by the

manufacturer; it may lead to damage or even breakage of the crankshaft.

Following are the reasons for misalignment of crankshaft-

Damage or wipe-out of the main bearing

Loose engine foundation bolt leading to vibration

Deformation of ship’s hull

Crack in the bearing saddle

Loose main bearing bolt leading to damage of main bearing

Very high bending moment on the crankshaft due to excessive force from piston

assembly

Grounding of the ship

Crankcase explosion or fire

A defective or worn out stern tube or intermediate shaft bearings

Loose or broken chokes in the foundation

Bearing pockets cracked

Bedplate deformed – transverse girder damaged

Tie bolts slack or broken

Weakening of structure due to corrosion

It is thus advisable to regularly have a crankcase inspection and crankshaft deflection (to

check the misalignment).

Page 99

UNIT 6: MAIN ENGINE TROUBLE SHOOTING

Trình độ sinh viên Tiền trung cấp

Sỹ số sinh viên 20 SV

Thiết bị giảng dạy Bảng trắng chất lượng cao, đài đĩa CD, đầu Video, máy chiếu, phòng luyện âm, máy tính kết nối internet

Ngôn ngữ giảng dạy Tiếng Anh

Thời gian 23 giờ

MỤC ĐÍCH

SAu khi nghiên cứu bài 6, học viên cần nắm được:

Sự khác nhau về cách sử dụng giữa a, an và the.

Các tính từ dùng để mô tả hỏng hóc máy móc; các động từ, các thuật ngữ liên quan

tới công việc sửa chữa máy tàu thủy để có thể thảo luận được về công tác sửa

chữa máy móc trên tàu;

Ngữ âm: Nhận biết âm tiết có trọng âm và âm tiết không mang trọng âm trong từ.

Cách trình bày những trục trặc thường gặp của máy chính khi khởi động và khi

đang vận hành, nguyên nhân và cách sửa chữa;

NỘI DUNG BÀI GIẢNG

6.1. Ngữ pháp (4 giờ)

6.1.1. Mạo từ a, an, the

Các mạo từ trong tiếng Anh gồm có 2 loại: mạo từ không xác định a, an, một số tài liệu có

thêm zero article (mạo từ không – không dùng mạo từ), và mạo từ xác định the.

A. Mạo từ không xác định: đứng trước các danh từ chỉ những vật/người chưa được xác

định cụ thể là vật nào hay người nào mà chỉ chung chung, thường là để giới thiệu

những vật/người hoặc điều gì đó chưa được đề cập đến trước đó.

- a/an đứng trước danh từ đếm được số ít. Ví dụ:

o I have an apple and a banana in my bag.

- Zero article (mạo từ không – không dùng mạo từ): đứng trước danh từ đếm được số

nhiều hoặc danh từ không đếm được. Ví dụ:

o Ships can be divided into three main types.(Ships – tàu bè nói chung)

B. Mạo từ xác định the: đứng trước các danh từ chỉ những vật/người/điều mà đã được xác

định cụ thể là vật/người/ điều nào. Ví dụ,

- Danh từ chỉ vật/người đó đã được nhắc đến từ trước đó:

o Yesterday I had an apple and a banana. I ate the apple and gave the banana

to my sister. (apple và banana trong câu thứ 2 là chỉ 2 quả đã được nhắc đến

trong câu thứ nhất)

- Danh từ chỉ những vật/người là duy nhất trong một phạm vi đã xác định,

o The moon is so bright tonight.

Page 100

- Danh từ được xác định bởi thông tin người nói kèm theo để cho người nghe biết là

vật/người nào:

o The files that were on my desk this morning are missing (files – “những tập tài

liệu”: được xác định bởi thông tin that were on my desk this morning – “đã ở

trên bàn tôi sáng nay”)

o The man to whom you have just spoken is the chairman. (man – “người đàn

ông”: được xác định bởi thông tin to whom you have just spoken – “bạn vừa

nói chuyện với”)

6.1.2. Các trường hợp dùng với the

- Dùng trước những tính từ so sánh bậc nhất hoặc only: The only way, the best day...

- Dùng cho những khoảng thời gian xác định (thập niên): In the 1990s…

- The + danh từ số ít tượng trưng cho một nhóm thú vật hoặc đồ vật: The whale =

whales (loài cá voi), the deep-freeze (thức ăn đông lạnh)…

- Dùng trước một danh từ số ít để chỉ một nhóm, một hạng người nhất định trong xã

hội: The small shopkeeper: Giới chủ tiệm nhỏ

- The + adj: Tượng trưng cho một nhóm người, chúng không bao giờ được phép ở số

nhiều nhưng được xem là các danh từ số nhiều. Do vậy động từ và đại từ đi cùng

với chúng phải ở ngôi thứ 3 số nhiều:

o The old are often very hard in their moving (The old = The old people)

- The + tên gọi các đội hợp xướng/ dàn nhạc cổ điển/ ban nhạc phổ thông The Back

Choir/ ThePhilharmonique Philadelphia Orchestra/ The Beatles...

- The + tên gọi các tờ báo (không tạp chí)/ tàu biển/ các khinh khí cầu: The Times/

The Titanic/ The Hindenberg…

- The + họ của một gia đình ở số nhiều = gia đình nhà: The Smiths = Mr/ Mrs Smith

and children

6.1.3. Các trường hợp không dùng mạo từ the

Không dùng với cách chỉ phương tiện giao thông hoặc liên lạc: by car, by phone.

Thông thường không dùng mạo từ trước tên riêng trừ trường hợp có nhiều người hoặc

vật cùng tên và người nói muốn ám chỉ một người cụ thể trong số đó:

o There are three Sunsan Parkers in the telephone directory. The Sunsan Parker

that I know lives on the First Avenue.

Đối với man khi mang nghĩa “loài người” không dùng mạo từ:

o Since man lived on the earth ... (kể từ khi loài người sinh sống trên trái đất

này)

Tương tự, không dùng mạo từ trước từ chỉ các bữa ăn: breakfast, lunch, dinner:

o We ate breakfast at 8 am this morning.

Trừ khi muốn ám chỉ một bữa ăn cụ thể:

o The dinner that you invited me last week were (dinner – “bữa tối”: được cụ thể

hóa bằng thông tin that you invited me last week – “mà bạn đã mời tôi tuần

trước”)

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o I have a simple breakfast before I go to work (breakfast – bữa sáng: có thông

tin kèm theo là tính từ simple thì phải dùng mạo từ)

Không dùng “the” trước một số danh từ như home, bed, church, court, jail, prison,

hospital, school, class, college, university v.v... khi nó đi với các động từ và giới từ chỉ

chuyển động chỉ đi đến đó là mục đích chính hoặc ra khỏi đó cũng vì mục đích chính:

o Students go to school everyday. (go to school – đi học)

o The patient was released from hospital. (released from hospital – ra viện)

Nhưng nếu đến đó hoặc ra khỏi đó không vì mục đích chính thì dùng “the”.

o Students go to the school for a class party. (go to the school – đi đến trường)

o The doctor left the hospital for lunch.(left the hospital – rời bệnh viện)

Ngoài ra còn các trường hợp khác, xem bảng Phụ lục: Các trường hợp điển hình sử

dụng THE và không sử dụng THE.

Có THE Không THE

+ Dùng trước tên các đại dương, sông ngòi,

biển, vịnh và các cụm hồ (số nhiều)

The Red Sea, the Atlantic Ocean, the

Persian Gufl, the Great Lakes

+ Trước tên các dãy núi:

The Rocky Mountains

+ Trước tên những vật thể duy nhất trong vũ

trụ

hoặc trên thế giới:

The earth, the moon

+ The schools, colleges, universities + of +

danh từ riêng

The University of Florida

+ The + số thứ tự + danh từ

The third chapter.

+ Trước tên các cuộc chiến tranh khu vực với

điều kiện tên khu vực đó phải được tính từ

hoá

The Korean War, The Vietnamese

economy

+ Trước tên các nước có hai từ trở lên (ngoại

trừ Great Britain)

The United States, The Central

African Republic

+ Trước tên các nước là đảo hoặc một quần

đảo

The Philipines, The Virgin Islands, The

Hawaii

+ Trước tên các tài liệu hoặc sự kiện lịch sử

The Constitution, The Magna Carta

+ Trước tên một hồ

Lake Geneva

+ Trước tên một ngọn núi:

Mount Vesuvius

+ Trước tên các hành tinh hoặc các chòm sao

Venus, Mars

+ Trước tên các trường này nếu trước nó là

một tên riêng

Florida University

+ Trước các danh từ đi cùng với một số đếm

Chapter three, Word War One

+ Trước tên các nước chỉ có một từ:

China, France, Venezuela, Vietnam

+ Trước tên các nước mở đầu bằng New, một

tính từ chỉ hướng:

New Zealand, North Korea, France

+ Trước tên các lục địa, tỉnh, tiểu bang, thành

phố, quận, huyện:

Europe, Florida

+ Trước tên bất kì môn thể thao nào

baseball, basketball

+ Trước các danh từ trừu tượng (trừ một số

trường hợp đặc biệt):

freedom, happiness

+ Trước tên các môn học nói chung

Mathematics, Physics…

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+ Trước tên các nhóm dân tộc thiểu số

the Indians

+ Trước tên các môn học cụ thể

The Solid matter physics

+ Trước tên các nhạc cụ khi đề cập đến các

nhạc cụ đó nói chung hoặc khi chơi các nhạc

cụ đó.

The violin is difficult to play.

Who is that on the piano?

+ Trước tên các ngày lễ, tết

Christmas, Thanksgiving

+ Trước tên các loại hình nhạc cụ trong các

hình thức âm nhạc cụ thể (Jazz, Rock,

classical music…)

To perform jazz on trumpet and piano

+) Một số cách diễn đạt cố định:

A / an

At a distance

As a result

In a hurry

Make a mistake/a decision

At a loss

As a rule

As a whole

What a pity!

The

All the time

In the end

On the contrary

On the whole (= in general)

On the phone

the same

To the point

On the other hand

In the middle of

Over the phone

KHÔNG dùng mạo từ:

Take advantage of

Take care of

On duty

In general

In time/ on time

In front of

In conclusion

Until further notice

On purpose

In order to

In detail

On the corner of

6.1.4. Cấu trúc danh từ + giới từ khi thảo luận các vấn đề

cause of

reason for

solutions to

problems with

+ Ving/ St

6.1.5. Thực hành

EXERCISE 1: Fill in each blank with a proper article: A, AN, THE or nothing.

1. I think ________ sun moves around ________ earth.

2. We often wear ________ uniform at university. ________ summer uniform of our

university is white and blue in colour.

3. He is ________ only doctor in our area.

4. ________ rich are not always generous.

5. He is ________ dishonest man, but his wife is ________ honest woman.

6. ________ girl in blue shirt is the shopkeeper.

7. He is sick and now is in ________ hospital. Do you know that hospital?

8. He has ________ cat and ________ dog. ________ dog never bites ________ cat, but

________ cat often scratches ________ dog.

9. ________ T.V. over there is ________ Sony T.V.

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10.

11.

12.

13.

14.

15.

He is ________ director of our factory.

His daughter was born on ______ 20th of January.

That ship is bound for _____ Philippines Islands.

I can’t bear ______ heat of summer

Tunisia is located in ______ North Africa.

______ Lake Hoan Kiem is smaller than ____ Lake Ba Be.

EXERCISE 2: Fill in each blank with a proper article: A, AN, THE or nothing.

_____ largest type of cargo ship is _____ tanker. _____ tankers are designed to carry _____

liquid carge such as _____ oil. _____ argo is pumped directly into _____ holds by powerful

pumps. _____ hold are constructed as tanks. _____ tanks are subdivided into a central tank, two

wing tanks and _____expansion tank. The expansion tank allows _____ oil to expand in hot

weather. _____ bridge superstructure and _____ engine room are situated aft to leave more

room for cargo. _____ bridge is connected to _____ forecastle by the catwalk. _____ Tankers

which are cover over 500,000 dwts are known as ultra large crude carriers.

___________________________________

6.2. Từ vựng

6.2.1. Các tính từ dùng để mô tả hỏng hóc máy móc

* Học viên điền nghĩa tiếng Việt cho các từ, cụm từ dưới đây

worn loose

broken defective

cracked uncoupled

pitted seized

jammed wrongly connected

blocked obstructed

6.2.2. Các động từ, các thuật ngữ liên quan tới hỏng hóc, công việc sửa chữa

* Học viên điền nghĩa tiếng Việt cho các từ, cụm từ dưới đây

to troubleshoot reversing problems

to grind fault

to observe start in the wrong direction

malfunction visual check

be positioned take further investigation

to overheat in the shut position

to disengage insufficient preheating

to be directed thermal expansion

to be fitted leakage from

to select to center

to overhaul to increase

to weld to lower

to drain to remove

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6.3. Ngữ âm (2 giờ)

6.3.1.Âm tiết không mang trọng âm; phát âm dạng yếu của nguyên âm.

A, Âm tiết không mang trọng âm;

Để định vị trọng âm cần dựa trên một số chỉ dẫn sau:

- Dù từ đơn giản theo hình vị hoặc phức tạp do có một hay nhiều tiếp ngữ hoặc vì từ

ghép.

- Từ loại của từ đó

- Số âm tiết trong từ

- Kết cấu âm vị của những âm tiết

Từ hai âm tiết

Hoặc âm tiết đầu hoặc cuối có trọng âm, không nhấn cả 2. Ta quan sát động từ trước hết.

Luật cơ bản là nếu vần 2 có nguyên âm dài hay nguyên âm đôi hoặc nó tận cùng bằng hơn 1

phụ âm thì nhấn âm tiét 2.

Ví dụ:

apply [ə’plai]

arrive [ə’raiv]

Nếu âm tiết cuối có nguyên âm ngắn và một hoặc không phụ âm cuối, âm tiết thứ nhất nhấn.

enter [‘entə]

open [‘oupən]

Âm tiết cuối cũng không nhấn nếu có ou. Đa số động từ 2 vần hình như là ngoại lệ luật trên

có thể giải thích vì hình vị phức tạp hoặc ta có thể liệt vào số ngoại lệ.

Tính từ đơn 2 âm tiết cũng nhấn theo luật như trên.

Danh từ có luật khác: nếu 2 âm tiết có 2 nguyên âm ngắn thường nhấn âm tiết đầu, nếu không

sẽ nhấn âm tiết 2.

Các từ khác có 2 âm tiết như trạng từ và giới từ: cách thức giống như động từ và tính từ.

Từ có 3 âm tiết

Ở động từ, nếu vần cuối có nguyên âm ngắn và tận cùng không quá một phụ âm, âm

tiết ấy không nhấn và trọng âm sẽ ở âm tiết trước.

Nếu ở âm tiết cuối có nguyên âm dài hay nguyên âm đôi hay tận cùng bằng hơn một

phụ âm, nhấn âm tiêt cuối.

Danh từ đòi hỏi luật khác. Ở đây nếu âm tiết cuối có chứa nguyên âm ngắn hay ou thì

nó không nhấn, nếu âm tiết trước âm tiết chót chứa nguyên âm dài hay nguyên âm đôi hay nó

kết thúc � ong hơn một phụ âm, nhấn âm tiết giữa.

Nếu âm tiết cuối chứa nguyên âm ngắn và âm tiết giữa chứa nguyên âm ngắn và kết

thúc không quá một phụ âm thì cả âm tiết cuối và giữa đều không nhấn.

Dĩ nhiên những luật trên đây không thể giải quyết tất cả các từ Anh ngữ, vẫn có

những trường hợp ngoại lệ mà người học cần phải lưu ý.

B, Phát âm dạng yếu của nguyên âm.

- Phát âm dạng yếu của nguyên âm thường xảy ra khi âm tiết chứa nguyên âm đó không nhấn.

- Lưu ý rằng âm tiết không nhấn chứa ə, I, u hay phụ âm có âm tiết sẽ không ưu thế bằng âm

tiết không nhấn mà có nguyên âm khác.

- Trong tiếng Anh phát âm dạng yếu của nguyên âm còn phụ thuộc vào loại mang tên

“từ chức năng”, các từ này không có nghĩa từ điển theo cách chúng ta thường mong đợi ở

danh từ, động từ, tính từ và trạng ngữ. Từ chức năng là những từ như trợ động từ, giới từ, liên

Page 105

từ, v..vv... tất cả các từ này trong một số trường hợp nào đó đọc mạnh, nhưng thường xuyên

hơn thì đọc yếu, đọc nhẹ. Điều cần nhớ là có những văn cảnh chỉ chấp nhận dạng mạnh, lại

có những chỗ dạng yếu là phát âm bình thường. Có vài luật đơn giản, chúng ta có thể nói

dạng mạnh trong các trường hợp sau:

- Đối với đa số từ dạng yếu, khi chúng ở cuối câu (Vd từ “of” đọc nhẹ là əv trong câu

“I’m fond of chips” nhưng khi nó ở cuối câu nó có dạng mạnh ov “Chips are what

I’m fond of”

- Khi từ dạng yếu đọc lớn để nhấn mạnh: VD: “You must give me more money”.

- Khi từ dạng yếu được dùng làm trích dẫn, trích thuật

- Một điểm đáng nhớ nữa là khi các từ dạng yếu có chữ ‘h’ ở đầu (như her, have đi

đầu câu thì đọc cả chữ h đầu, mặc dù vẫn bỏ ở các văn cảnh khác.

Các từ dạng yếu thông dụng nhất thường gặp:

- “the” dạng yếu: [ đə] khi đứng trước phụ âm

Dạng mạnh: [đi] khi đứng trước nguyên âm

- “A/AN” dạng yếu

- “and” [ən]

- “but” [bət]

- “that” từ này chỉ có dạng yếu khi dùng làm đại từ liên hệ, khi dùng với nghĩa chỉ trỏ

luôn được đọc mạnh

- “than” dạng yếu [đən]

- “his” (khi đi trước danh từ) dạng yếu: [iz]. Nghĩa khác của his như câu “It was his”

hoặc “His was late” luôn luôn đọc mạnh.

- “for” dạng yếu: [fə] (khi đứng trước phụ âm)

[fər] (đứng trước nguyên âm)

dạng mạnh: [fɔ:] khi ở cuối câu

- “to” dạng yếu [tə] (trước phụ âm) [tu] trước nguyên âm.

Dạng mạnh [tu] ở vị trí cuối (nhưng thường không gặp)

- “there”: khi từ này có chức năng chỉ thị, nó luôn có dạng mạnh [đeə]

Dạng yếu [ đə ] (trước phụ âm), [đər ] trước nguyên âm

Các từ có dạng yếu còn lại đều là trợ động từ, là từ dùng để nối với động từ chính.

Điều quan trọng phải nhớ là ở dạng phủ định chúng không bao giờ đọc nhẹ và có vài ngyên

âm khác với dạng mạnh không phủ định chúng.

6.3.2.Đọc đúng dạng phát âm yếu của từng từ.

A sister

Weather

An hour

Brother

Serveral

conditions

The Netherlands

Vessels

The Master

A doctor

Pollution

ocean

6.3.3.Nhận biết dạng phát âm yếu khi nghe từng từ một.

Nghe đài và đánh dấu vào nguyên âm phát âm ở dạng yếu trong các từ sau. (Marlin 2- unit 8- 8b)

Aboard

Astern

Position

Accommodation

Customs

Officer

Pressure

Tanker

Anchor

Assistance

Propeller

master

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6.4. Kỹ năng giao tiếp: nghe, nói, đọc, viết (8 giờ)

6.4.1.Thảo luận

Name important repair tools.

Engine stores & how is the supply of the tools & spare parts controlled?

Common troubles when turning, warming up, starting and stop the main engine

Common troubles during ME operation.

_____________________________

6.4.2.Nghe hiểu

Recording 1: Talking about an engine problem

Listen and answer the questions below:

1. What’s the problem with the engine?

2. What will the first engineer be doing?

3. Why does the Chief engineer decide to stop the engine?

4. What do they have to do before they stop the engine?

5. What will the first engineer tell the captain ahead of time?

6. What do two black balls signal?

_________________________________

Recording 2: Overhauling the fuel oil purifier

Listen to and decide which statements are TRUE and which statements are FALSE

1. Two people are talking.

2. The first engineer stopped the No. 1 fuel oil purifier.

3. No. 1 Oiler will prepare the half-tone chain hoist.

4. No. 1 Oiler will bring two empty 18-liter containers and a bag of rags.

5. The first engineer has read the manual carefully.

6. They will carry the bowl to the workshop and overhaul it there.

7. They will replace vertical thrust bearing.

_________________________________

6.4.3. Đọc hiểu

PASSAGE 1: Main Engine Operating Troubles.

In this article let us discuss the trouble shooting of the main engine when it turns on

compressed air but receives no fuel charge to start

Operational Faults – Engine Receives No Fuel to Start.

In marine diesel engine which are mainly started by air, the highly compressed air is used to

start the engine when the engine picks up the speed the starting air is closed and fuel is

injected then the engine start running in fuel this is the normal procedure .The engine which

gets the starting air and when the engine picks up speed the fuel does not inject and so the

engine does not fire.

Trouble shoot: Engine Turns on air but receives no fuel to start

1. Lube Oil or Jacket cooling water pressure is too low, but the control air is given to the

starting valve but the hydraulic interlock closes the fuel supply.

2. Fuel lever is at a zero position, normally during starting the engine when engine gains the

desired rpm the fuel lever is pulled and minimum amount of fuel is injected to starting.

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3. Regulating linkage is jammed or blocked.

4. Return Springs are loose or defective regulating linkage does not move to a position

releasing a fuel charge.

5.Governor is defective ,It does not release a fuel charge .The amount of fuel supply is

decided by variable speed governor so the governor should be dis engaged if it is defective .

6. Starting lever blocking device is jammed and does not release control oil supply to the cut

out servomotor.

7. The cut out servomotor or its control valve is jammed in cut out position.

8. The running direction interlock is uncoupled.

9. The rotary slide valve of running direction safety interlock is seized in at end position.

10. The automatic cut out device is defective.

11. The three-way cocks of the automatic cut out device are closed.

12. Control oil pipes are incorrectly connected. Normally after the overhaul of the main

engine the control oil pipe wrongly connected.

13. Control oil pipes are obstructed or defective due to leaking.

14. The load indicator does not indicate a charge .The engine works normally and the fuel is

injected correctly but the load indicator fitted may be defective shows the wrong reading.

______________________________

PASSAGE 2: Starting & Reversing Problems in Marine Engines

There are a number of reasons for starting and reversing problems in marine engines.

This malfunction is one of the most frightening and dangerous situations to encounter when

maneuvering a ships main diesel engine, but it can be avoided through regular maintenance

of the air start components.

A ship’s main marine diesel engine is started on compressed air that is controlled by

various components of the air start system. It is a well-tried and tested reliable system, but it

can go wrong if not properly maintained.

The following sections examine a typical air start system, with the first section providing an

overview of the system.

Overview of System

The air start system looks rather complicated, but it is quite simple when you examine it

without the safeguards. These are put in place to prevent such occurrences as starting the

engine without having a signal from the engine room telegraph, trying to start the engine with

the turning gear engaged, or trying to start ahead when the telegraph asks for astern. There

are also safety systems incorporated such as a bursting disk and numerous non-return valves

in the event of a leaking air start valve.

The next section lists some of the problems that can be encountered when maneuvering.

Problems in Air Start Systems

We shall look at two common problems encountered when maneuvering the main engine: not

starting and starting in the wrong direction (reversing instead of starting ahead).

Not Starting

As we have seen, there are various interlocks in place to prevent the engine being started until

certain criteria are met. If the engine won’t turn over on air, the bridge should be informed

then the following checks should be carried out.

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1. Check air start supply valves from air receivers are open and that the pressure is 30

bar.

2. Check that the turning gear is disengaged

3. Check that the turning gear and telegraph solenoid valves have actuated. This will

supply air to the automatic valve, air distributer, the air manifold, and air start valve.

These are the initial checks that can be quickly carried out. If these are all satisfactory, then

the problem lies in the controls ahead/astern solenoids. The air distributer or the air start

valve itself may be stuck in the closed position. The ship will need to anchor or be towed

alongside for these checks to be carried out.

Engine starts in wrong direction

If the engine starts in the astern instead of ahead direction, the following checks should be

carried out.

1. Ensure the air start control moves to reverse mode at the control station. This is a

visual check and can be observed when the telegraph rings from ahead to stop then

astern. If this does not happen, the solenoid valve may be stuck.

2. The oil and air supply to and from the reversing valve should be checked. A blockage

of either will stop the reversing servo motor operating and allowing change over from

the astern to ahead position.

This again will take further investigation, so the ship should anchor or remain tied up to the quay.

As this ahead/astern changeover is controlled by lube oil and compressed air and is

interlocked with the fuel pumps. These are the usual culprits and the starting point of a

thorough investigation. I have experienced this situation only once and fortunately we were

leaving port and still tied to quay by stern spring. Once the bridge was informed, a rope from

the forecastle was thrown ashore and made fast. This gave us the chance to check for the

fault, which turned out to be the oil supply from the crosshead oil supply pipe being blocked.

As I have said before, the maintenance of the air start system components is paramount to the

operation of the system.

Main Components of the System

Air supply system

Two air compressors

Two air start vessels

Numerous non-return valves

Numerous drain valves

Control system

Turning gear out sol v/v

Telegraph signal sol v/v

Automatic valve

Ahead and astern change-over

Air distributer

Air start valve

Anti-explosion components

Air supply to manifold from air vessels non-return valve- this prevents hot

gasses from returning to air receivers.

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Air manifold pressure relief valve – this operates if pressure rises due to heat

from gasses.

Air supply to air start valve bursting disk – this disk ruptures under increased

pressure caused an air start valve leaking back.

Mandatory Safety Precautions

Before we get into the operation of the system in the next section, this is an opportune

moment to make a closer examination of the precaution against explosion, which is a very

real threat even in today’s modern engines that incorporate the latest in engine management

systems.

Compressors

The compressor air inlet filters should be positioned in an oil-free zone, i.e. no oil fumes

should be present. The compressed air supply lines to the air receivers must be protected by

non-return valves.

The air receivers

There are two air receivers, linked by a common discharge pipe to the system. The air from

the compressors will contain oil and water (there is no way around this). This mixture ends

up in the air vessels as a mist, eventually settling to the bottom of the vessel. It is imperative,

and I cannot overstress this, that the mixture be drained from the vessels after every charge,

and regularly when maneuvering. The oil also coats the internal of the supply pipes; this too

can be reduced by draining the air vessels.

These actions, as well as checking by hand for heat in the air supply pipe between the air start

valve and the air manifold, form part of the watch keeper’s duties. Any excess heat here, and

the fuel and air to that particular cylinder should be isolated, and the bridge made aware of

the situation.

Before we leave the precautions there are many examples of air start system

explosions. One of worst ones occurred on the MV Capetown Castle, killing seven

engineers. Lloyd’s register recorded 11 such explosions between 1987 and 1998; all

down to oil gathering in the receivers and piping and ignited by exhaust gasses. One

a year speaks for itself: drain the air vessels regularly and maintain the system.

A sketch showing an air start system where the air start valve is leaking is shown below. Note

the pipe that should be checked by hand for overheating;

Page 110

The Operating Principles of Marine Engine Air Start Systems

1. If in port, ensure turning gear is not engaged.

2. Open both air receivers’ isolation valves and start up a compressor to fill receivers to

maximum; drain oily water of reservoirs and also from dead leg on supply pipe work.

3. This allows the compressed air to flow as far as the turning gear solenoid valve. Provided

the turning gear is disengaged, this will allow the supply of air at 30 bar to the automatic

valve passing though the non-return valve and into the manifold. From here the air is piped to

the air chamber in the air start valve. (This is the pipe that will get hot if you have a leaking

air start valve.) The valve is held in the shut position by the spring tension.

4. When an ahead or astern movement is rung and answered on the engine room telegraph,

the telegraph start signal sol v/v is activated allowing air to the ahead and astern solenoid

valves mechanism.

5. The air is now directed to the starting air distributer that is fitted on the end of the

camshaft. This enables it to select the appropriate cylinder(s) to supply air to. This will be the

relevant cylinder that is just passed TDC and on the downward stroke.

6. The air from the starting air distributer is at 30 bar, and this is injected into the air start

valve top piston. This overcomes the spring tension and forces the piston downwards thus

opening the valve and introducing the air at 30 bar to the cylinder(s) having been supplied

earlier to the air chamber.

7. Depending on the engine make and model, air can be supplied to several cylinders to assist

starting. A “slow start” supply can be used if there has been a lapse of half an hour between

movements when maneuvering.

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Maintenance of System Components

Compressors

Regular inspection of filters, suction and discharge valves, as well as piston and ring checks

should be performed at the manufacturer’s recommended periods. Intercooler tube nests

should be cleaned ensuring optimum air flow.

Air supply Manifold Relief Valve

This should be regularly inspected to ensure that the spring is operating correctly, with the

complete overhaul being to manufacturer’s instructions.

Air Start Valves

This is the most important component and if not maintained, will begin to stick due to a

weak/badly adjusted spring or worn piston rings allowing hot combustion gasses into the

compressed air piping.

The valve should be replaced regularly with an overhauled and tested spare, the spare then

being stripped and spring, pistons, and rings inspected. The valve is ground into the seat

using fine lapping paste before rebuild and bench pressure testing.

PASSAGE 3: Operational Faults Due To Faulty Oil System.

1. Difficulty in crank case lubrication:

a) Insufficient Oil Pressure in crank case Lubrication:

Possible causes:

Defective oil pump.

Inadequate delivery rate of the oil pump. The prescribed delivery rate should be

adhered to.

The by-pass in the installation is opened too far.

The oil regulating valve is not opened far enough.

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Excessive bearing clearances.

Defective oil supply pipes.

Defective crosshead lubrication system.

The oil level in the tank has fallen too low. The oil pump is drawing-in air.

b) Crank case Lube Oil supply is interrupted:

Possible causes:

Oil passage or grooves are obstructed.

Defective oil supply pipes.

There is air in the oil supply pipes.

2.Difficulty with cylinder lubricating system:

Possible causes:

The non-return valve for the lubricating stud is defective.

The cylinder oiler or its driver is defective.

Lubricating oil pipes or pipe connection is defective.

Lubricating oil pipe, or cylinder lubricating studs, is defective.

The cylinder lubricators need replenishing.

There is air in the piping.

3. Difficulty with the fuel system of the engine:

a) Fault in: Preheater, Filter, and Fuel pipes remain cold as a state which applies particularly

to operation on heavy fuel oil.

Possible causes:

No steam pressure.

Steam pipes obstructed.

Failure of the steam pressure-reducing valve.

Condensate accumulating in the heating pipes.

Water accumulation in the steam trap.

Inadequate venting of the heating pipes.

b) Fault in: Fuels do not circulate and unheated portions remain cold: A state which applies

particularly to operation on heavy fuel oil.

Possible causes are:

1. Fuel circulating pump is defective, or out of service.

2. Fuel tank is empty.

3. Fuel cannot be pumped because of inadequate heating.

4. Shut-off valves or change-over cocks, before or after the fuel circulating

pump, are either closed or else set wrong way.

5. Fuel pumps inadequate vented.

6. Fuel pipes clogged by congealed fuel. When the fuel delivery pipes are

obstructed, the engine should be barred over with the turning gear for several

revolutions, with maximum fuel charge and the priming plug open.

Individual fuel pipes inadequately heated or not heated.

Page 113

PASSAGE 4: Troubleshooting Excessive Loss of Water from Main Engine Fresh Water

Expansion Tank.

Water from the Main Engine fresh water expansion tank is used for cooling purpose in the

ship’s main engine. The water in the tank needs to be kept at the required level at all times to

ensure that sufficient water is supplied to the engine.

In this article, a peculiar situation has been described, wherein the main engine fresh water

tank had to be replenished five or more times a day to supply the necessary amount of fresh

water to the engine – Of course, this is excessive.

In a well maintained engine room wherein maintenance of the main engine is carried out

properly, the makeup water in expansion tank for main engine is not more than 0.5 Cub m per

day (0.2 Cub m is common).

Excessive leakage of the fresh water tank can be because of several reasons. Some of the

main ones are listed below along with their troubleshooting:

1.Leakages from Cylinder Head “O” rings

This happens mainly because of insufficient preheating (below 45 °C) but stops when the

engine is running and the jacket cooling water outlet temperature is 80-82 °C due to thermal

expansion.

Regular maintenance with use of correct size and type of O-ring and good cleaning of

surfaces is the key to resolve this problem.

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In some engines, there is an intermediate cylindrical piece, which forms a part of the jacket.

If this is not correctly fitted (Mind the dowel pin and see if rubber ring is not oversized), this

piece may crack. To cut off this unit, we may need to close the inlet and outlet valves of the

concerned cylinder. However, it has been noted that these valves do not hold and a blank is

difficult to put.

The jacket cooling water inlet and outlet valves of the main engine must be overhauled on all

units during dry docking. Engineers also need to practice how to cut off the fuel to a

particular cylinder in correct manner. Trying to figure this out at the last moment is not a

good idea.

2.Leakages from Cylinder liner “O” rings.

During cylinder overhauling, engineers should try to pull out the liner and renew the “O”

rings after good cleaning of the landing surface.

This process requires time and immobilization of the ship at the ports one of the biggest

concerns these days. However, we should be on the look out to carry out this work whenever

possible.

3.Leakage from Main Engine Turbocharger Water Cooled Casing:

The turbo charger casing should be cleaned chemically on the water side (do not hard scrape

or hammer the casing) after 10 years of operation. Ultrasonic gauging of the casing at the top

(near air vent) and at the bottom (mud collects here and circulation is inadequate in this area)

is required.

If, unfortunately, the casing develops a crack, it is very difficult to trace and equally difficult

to repair. Rigging of air cooling may be resorted to ensure that the oil temperature does not

go more than 120 ° C (attached pumps and individual sumps).

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4.Leakage from Pump Gland: With improvement of pump designs (Shinko) and use of

mechanical seals, the leakage from pump glands is quite minimal these days.

However, on older engines, renew the pump sleeve and use correct size gland packing,

ensuring very less leakage at the gland (follow maker’s advice).

5. Leakage in Fresh Water Cooler: Maine engine’s fresh water cooler for jacket cooling

water should regularly be cleaned and pressure tested as per the planned maintenance system

of the engine room. Any leaking tube must be plugged as per the maker’s instruction.

6. Degraded Cooling Water Property: Maintaining cooling water quality is of prime

importance. Once in 6 months, engineers should send cooling water sample for analysis and

also try to keep PH of the water about 8.0-8.5 by giving regular chemical dozing.

There are training videos provided by the chemical suppliers and these should also be viewed

by engine room staff to understand the process in a better way.

7. Improper Maintenance and Overhaul: Marine engineers often overhaul the exhaust valves

but do not pay minute attention to the cooling water side by removing the plugs.

It is to note that cylinder heads may also develop cracks with time mostly around air starting

valve area. Ship superintendents often ask to get all cylinder heads shifted to workshop for

cleaning (during dry dock) and carefully testing for cracks on cylinder head using modern

techniques.

6.4.4. Viết

Write a paragraph of approximately 100 words about the following topic “A good second

engineer”

6.5. Phần chuyên ngành hàng hải (5 giờ)

6.5.1. Cách phòng ngừ water hammer

What is Water Hammer and How to prevent it?

High temperature steam is used in the engine room for several purposes such as heating fuel

line and fuel tanks. Water hammer is a common phenomenon that occurs in steam lines

because of water getting stuck in the pipes. Let’s find out how water hammer takes place and

what can be done to avoid it.

How Water Hammer takes place?

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When the steam lines are shut after use, water gets accumulated in the steam pipes mainly

because of condensation of the trapped steam. When high temperature steam is again passed

through the lines having water, the steam comes in contact with the water and pushes the

water down the line.

As the steam comes in contact with water, it eventually condenses and creates a vacuum,

which forces the water towards the opened valve at high velocity. The water then hits the

valve with high speed, damaging or breaking the valve or piping completely. Valve fracturing

because of water hammer has resulted in to disastrous accidents in the past including loss of

lives. It is therefore necessary to take every possible step to reduce the effects of water

hammer.

How to Prevent Water Hammer?

The most important way to prevent water hammer is to remove the water from the steam lines

before passing the steam again through them. Water is removed from the steam lines using

drain connections.

All the water should be drained out to make the lines clear. Once this is done, the steam valve

should be opened very slightly (cracked open) to heat the line and to bring it to working

temperature. This also ensures that the condensate formed due to inlet of steam is removed

through the already opened valve. The drain outlet should be continuously checked to ensure

that all water is drained out.

Avoid Sharp bends in the steam pipes as sharp bends will help the steam to condense more.

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When all the water is removed and the noise from the drain changes to steam blow, the steam

valve should be opened further. This process has to be slow and extremely gradual.

After sometime the drain valve should be completely closed and the steam valve to be

completely opened. This method prevents water from accumulating in the pipes and

eventually stops water hammer.

6.5.2. 8 lỗi thường thấy trong động cơ tàu thủy 2 thì

The 2-stroke marine engine is the main propulsion power source and also the biggest

machinery on a ship. A great amount of efforts, resources and time is spent to ensure that this

massive engine runs smoothly and efficiently, taking the ship from one port to another

without breakdowns

But no matter how many precautions are taken, problems/breakdown are bound to take place

considering the complexity and number of parts the 2-stroke marine engine has.

In this article, learn about eight most common problems that are found in the ship’s 2 stroke

marine engine and what should be done to tackle them.

Stuck Fuel Rack: This is one of the most common problems with oil fired 2 stroke marine

engines. The governor controls the fuel pump delivery through a fuel rack, which is a

combination of mechanical links. Sometimes the fuel rack gets stuck leading to lack of fuel

supply in the concerned unit which results in either fluctuation in the engine RPM

if running or engine will not start from standstill.

Solution: All the mechanical links of the fuel rack must be well lubricated and greased before

starting the main engine. If after starting the main engine, the engine rpm is constantly

fluctuating even at lower speed in calm weather, check all the fuel rack as one or more of

them must be stuck.

Starting Air Valve Leakage: Any leakage from the starting air valve will lead to hot gasses

going back to the engine air line, which may contain thin oil film. Such mixture of oil and

film can lead to starting air line explosion. This kind of explosion is not very common now-a-

days due to safety features incorporated in the air line (bursting disk in MAN and relief

valves in SULZER/ Wartsila engines). However, one cannot overlook the possibility of

malfunctioning of such devices which can lead to explosion.

Solution: Normally, there is no remote monitoring of temperature for the air line supplying

air to starting air valve. The best way to determine such fault is to check the temperature of

the air line manually during maneuvering. This problem is more likely to occur when the

engine is started frequently and not when engine is running continuously.

Fuel Leakage/ Fuel Valve Malfunction: Problem in the fuel system is also commonly

observed in the main engine. When there is a deviation in temperature of one unit, the fuel

system, especially the fuel valve needs to be checked. Overhauling and pressure testing of

fuel valve must be done as per PMS. If the engine is maneuvered in diesel oil, there are

chances of leakage from the pump seals. Also if the fuel treatment is improper and the fuel

temperature is not maintained, it can lead to cracks and leakages in high pressure fuel pipe.

Solution: Any leakage in the main engine fuel oil system can be determined from the “high

pressure leak off tank” level and alarm.

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Sparks in the Main Engine Exhaust At Funnel: Marine engineers normally experience

getting a call from bridge officer informing about sparks coming out from the funnel, which

is the main engine exhaust. Sparks from funnel occur due to slow steaming and frequent

maneuverings, which build unburnt soot deposits on the EGB boiler path.

Solution: Frequent cleaning (monthly) of the exhaust gas boiler to be preferred by the ship

staff to avoid this problem.

Starting Air Leakage: This is also one of the most underrated yet common problems related

to marine engines. The control air supplies air to different parts and systems of the main

engine. It is always in open condition when the engine is in use. Small leakages are normal

and can be rectified only by tightening or replacing the pipes or joints.

Solution: When the Engine room machinery is in working condition it is difficult to hear any

air leakage sound. The best way is to trace all the air lines and feeling all the connections/

joints by hand for air leakage. The easiest way to find air leakages is when there is an

intentional black out done for any job. At this moment all the machinery will be in “stop”

position and leakage sound (a hissing noise) will be loud and clear. Note the leakage area to

perform the repairs later.

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Stuck Air Distributor: Air distributor is responsible for maintaining the air supply which

opens the starting air valve in the engine cylinders. Since it’s a mechanical part, it is prone to

malfunctioning, especially getting stuck. The main engine will not start if air distributor does

not supply air to open the starting air valves as no air will be present in the cylinder to

commence fuel combustion

Solution: Many engines such as MAN B&W have their air distributor located at the end, with

inspection cover, which can be opened when the engine is not running for inspection and

lubrication to avoid this problem.

Malfunctioning of Installed Gauges: It is very important to have local parameter gauges on

various systems of the main engine. To note down the readings in the log book, it is always

recommended to take the the local readings rather than remote readings. Often engineers find

that one or two gauges (pyrometer, pressure gauges, manometers etc.) installed in the main

engine are not working or in dilapidated condition. The reason for such condition can be due

to loose parts and connections, and even vibrations.

Solution: Replace the faulty parameter gauges with new ones as early as possible.

Faulty Alarms and Sensors: The main engine is fitted with various sensors, which measure

and transmit actual data to alarm console. Due to factors such as vibration, high temperature,

humidity, dust etc. these sensors can malfunction leading to false alarms.

Solution: A routine checks needs to be performed on all engine room sensors and alarms.

Different main engine safety alarms and trips also to be tried out at regular basis and faults to

be attended immediately.

Do you know any other common 2-stroke marine engine problems which should be added to

this list? Let’s us know in the comments below.

Page 120

6.5.3. Báo hỏng

Subject: DAMAGE OR DEFECTS REPORT

Prepared

by:

Approved

by:

Revision

no.:

Revision date: Form no.: Page:

JHC PG 001 01-09-2009 E 011 120 of

260 Date: Report no.:

Main component:

Manufacturer:

Part in question:

Data of part:

Running hours since last overhaul:

Planned maintenance (hours or date):

Description of damage or defects:

Response from Company: (to be filled in by Dania Marine)

Page 121

Chief Engineer Master

Repair completed: Approved by:

Safety Management System Form no.: E011

6.5.4. Biên bản sửa chữa

Subject: REPAIR REPORT

Prepared by:

Approved by: Revision no.: Revision date: Form No.: Page:

JHC PG 001 01-09-2009 E 027 121 of 260

Ship: Date:

Repair Company:

Name of Contractor:

Job description:

Material consumption:

Time consumption:

Page 122

Notes concerning performance of the job:

REVIEW 1

TEST YOURSELF

GRAMMAR 1

Each of these sentences contains one error. Correct the errors.

1. There is a cold wind blowing in from Arctic.

2. Crime rates are increasing quick.

3. The cotton is transporting by truck to the factory.

4. This is your first time doesn’t he ?

5. The barque was build in the late 19th century.

6. Luckily, there were no problem so far.

7. The coffee is hand-picked local farmers and then dried in the sun.

8. It took me two and half days to fix my car.

9. his comments were unrellevent to the discussion.

10. After the elections, interest rates went through the roof slowly.

11. Did you use a welding gun before ?

12. Where the ship was broken up ?

13. You didn’t check the water pressure, didn’t you ?

14. He went to panama several years since.

15. He’s the most uncareful person I know.

GRAMMAR 2

Read the text. Complete each gap with an appropriate verb from the box. Write the

verb in the passive form.

spread across use speak make up

involve cook mine grow talk

Page 123

rise situate manufacture work use

Paragraph 1

The republic of the Philippines .............................in the Western Pacific Ocean and forms

part of the Malay Archipelago. Although the Philippines ......................of over 7000 islands,

the majority of the population of 65,650,000 (1993 census) ............................across eleven of

the larger islands. Manila, with a population of 1,601,234 (1990 census), is the capital city

and the main seaport.

Paragraph 2

Up to 80 languages and dialects.............................in the Phillipnes but it is Filipino, a

language based on Tagalog, which is the offiicial language. English ..............................widely

in governmental, educational and commercial sectors. Nowadays, only a small percentage of

the population speaks Spanish despite the fact that it .............................previously as an

official language.

Paragraph 3

Agriculture, manufacturing and mining, fishing and forestry are the main economic activities.

Over 40 percent of population .................................in agriculture. Rice, maize, cassava, and

sweet potatoes.............................for subsistence, and sugar cane, corpa, tobacco and tropical

fruit for commercial us. Processed food, clothing and tobacco products are the main items

which .................and production of durable goods such as electrical items and machinary is

increasing gradually. Among other minerals, gold, silver, copper, nickel, salt and

coal..............................

VOCABULARY

Read the text. A specialist in cross-cultural issues is giving a talk to a group of shipping

managers. Complete the text with appropriate words.

I’m ...........................that so many of you could........................it today. By way of

....................., my name is Kip Garcia and I am going to explain a ..........................about the

requirements palced on seafarers who work in mixed nationality crews. Before going

into......................., let me put the situation in...........................Every year, the number of

multinational crews .....................along with the assumption that seafarers from around the

world can and will work well together.

However, the success of mixed crewing depends largely on individual seafarer’s abilities to

.....................well with each other. The....................point I’d like to make is that today’s

seafarers nee more than just the right professional skills. They also need the right personal

qualities in order to make mixed crewing a success.

So, what are these qualities ? ....................me give you an exapmle of an ideal seafarer. He

should be ........................and enjoy mixing with other nationalities. He should also be able to

Page 124

see the funny side of difficult situations : whaterver his nationality, a ....................colleague is

easier to work with than a moody one. The ideal seafarer also needs to be ........................and

recognise that people need time to process information when communicating in a foreign

language. In....................., he should be.........................and recognise that people need time to

process information when communicating in a foreign language. In ........................, he should

be ......................to accept other people’s religious and cultural beliefs. Even if he does not

agree with someone’s beliefs, he will be ................in order to avoid conflict.

You would be right to think that this image of the ideal seafarer is unrealistic. So, it is

unrealistic of managers to expect all these qualities from their sea staff ? Fortunately, the

number of companies providing cross-cultural training is..........................gradually.

To.................................., the industry needs to encourage more managers to recognise that a

successful cross-cultural crew depends on crew members having good personal attitudes as

well as good work.........................

PRONUNCIATION 1

Here are some past participles from grammar 2. Is the ending pronounced –d, -t, or –

id ? Say the words and write them in the appropriate category.

abandoned expected offered declared involved based

scheduled realised processed mined standed appeared

decided resolved manufactured prepared used situated

Column 1 Column 2 Column 3

-d -t -id

Pronuncation 2

Read aloud the first paragraph of the text 2 in Grammar 2. What examples of linking

souns can you identify ?

The republic of the Philippines is situated in the Western Pacific Ocean and forms part of the

Malay Archipelago. Although the Philippines is made up of of over 7000 islands, the

majority of the population of 65,650,000 (1993 census) is spread across eleven of the larger

Page 125

islands. Manila, with a population of 1,601,234 (1990 census), is the capital city and the main

seaport.

Pronuncation 3

Here are some words from the text in the vocabulary section. Say the words aloud.

Which word is the odd one out and why ?

requirements context around point avoidance sociable

able difficult patient beliefs right conflict

process expect needs mixed accept

How many syllables are in each word ? Mark the stress pattern on each word.

Hướng dẫn làm bài

Bài tập 11 (Textbook 6)

11.1

3. wrong - have been married 4. right 5. wrong – has been raining 6. wrong- have you

been living

7. wrong - has been working 8. right 9. wrong-haven’t smoked 10. wrong – have you

had it

11.2

2. How long have you been teaching

English ?

3. How long have you known Carol ?

4. How long has your brother been in

Australia ?

5. How long have you hadthat jacket ?

6. How long has Alan worked/been working

at the airport ?

7. How long have you been having driving

lessons ?

Have you always lived in Glassgow ?

11.3

3. has been/’s been 4. have been waiting/’ve been

waiting

5. have known/’ve known

6. haven’t played 7. has been watching/’s been

watching

8. haven’t watched

9. have had/’ve had 10. hasn’t been 11. have been feeling/’ve

been feeling/or have felt/’ve

felt

12. has been living/’s been 13. haven’t been 14. have always wanted/’ve

Page 126

living always wanted

Bài tập 12 (Textbook 6)

12.1

2. How long has she been learning Italian ? When did she start learning italian ?

3. How long have you known him ? When did you first meet him ?

4. How long have they married ? when did they get married ? When did they marry ?

12.2

3. been ill since Sunday 4. been ill for a few days

5. married two years ago 6. had it for 10 years

7. to France 3 weeks ago 8. been working in a hotel since June

12.3

2. for 3. for 4. since 5. since

6. for 7. since 8. for 9. since

12.4

2. No, I haven’t eaten in a restaurant for ages.

3. No, I haven’t seen Sarah for about a month.

4. No, I haven’t been to the cinema for a long time.

6. No, it’s ages since I last ate in a restaurant.

7. No, it’s about a month since I last saw sarah.

8. No, it’s a long time since I last went to the cinema.

Bài tập 13 (Textbook 6)

13.1

2. has gone to bed/’s gone to bed 3. has fallen/has dropped/has gone down

4. has turned on the light/has turned the light

on/has turned it on

5. has grown/’s grown

6. has taken off

13.2

3. went 4. has gone/’s gone

5. have forgotten/’ve forgotten 6. forgot

7. had 8. has been/’s been

9. haven’t finished 10. has just gone/’s just gone

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11. arrested 12gave...lost or have lost/’ve lost

13. was...has disappeared/’s disappeared 14. have improved/’ve improved

13.3

3. w –did Shakespeare write 4. right 5. w-was

6. right 7. w-my grandparents got married 8. w-were you born

9. right 10. was the scientist who developed....

13.4

2. has broken/did that happen/fell 3. Have you had/cut/Did you go/ Did

Bài tập 14 (Textbook 6)

14.1

3. right 4. wrong- I bought 5. wrong- were you

6. wrong- Jenny left school 7. right 8. right

9. wrong-wasn’t 10. wrong- When was this book published

14.2

2. The weather has been cold recently. 3. It was cold last week.

4. I didn’t read a newspaper yesterday. 5. I haven’t read a newspaper today.

6. Ann has earned a lot of money this year. 7. She didn’t earn so much last year.

8. have you had a holiday recently ?

14.3

2. got/was/went 3. Have you wash it ? 4. wasn’t

5. worked 6. has lived/’s lived 7. Did you go/was/was

8. died/nevermet 9. have never met/’ve never

met

10. I’m afraid he has gone

out/ ‘s gone out

11. How long have you lived there ?Where did you live before that ? And how long did you

live in Chicago ?

14.4

2. I haven’t bought anything today. 3. I didn’t watch TV yesterday.

4. I went out with some friends yesterday. 5. I haven’t been to the cinama recently.

6. I have been swimming a lot recently.

Bài tập 15 (Textbook 6)

15.1

Page 128

2. It had changed a lot 3. She had arranged to do smt else/She’d arranged....

4. The film had already

begun.

5. I hadn’t seen him for 5 years.

6. She had just had breakfast/ She’d just had......................

15.2

2. I had never seen her before/I’d never seen.............

3. He had never played tennis before./he’d never played...............

4. We had never been there before/ We’d never been......

15.3

1. called the police

2. there was...had gone/’d gone

3. had just come back from holiday/’d just come..../looked very well.

4. had a phone call from sally/was/ had written to her/ have never replied to his letters.

15.4

2. went 3. had gone 4. broke 5. saw/had broken/stopped

Bài tập 16 (Textbook 6)

16.1

2. They had been playing football/They’d been playing....

3. Somebody had been smoking in the room/ Somebody’d been smoking.....

4. She had been dreaming/ She’d been dreaming

5. He had been watching Tv/ He’d had been watching TV.

16.2

2. I had been waiting for 20 minutes when I suddenly realised that I was in the wrong

restaurant.

3. At the time the factory closed down, Sarah had been working there for 5 years.

4. The orchestra had been playing for about 10 minutes when a man in the audience suddenly

began shouting.

5. I had been walking along tha road for about 10 minutes when a car suddenly stopped just

behind me.

16.3

3. was walking 4. had/’d been running

5. were eating 6. had been eating/had eaten

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7. was looking 8. was waiting...had been waiting/’d been waiting

9. had had/’d had 10. had/’d been travelling

Review 1

Grammar 1 :

1. the 2. quickly 3. trnsported 4. isn’t it 5. built

6. have been 7. by local.. 8. a half days 9. irrelevant 10. zero slowly

11. Have--used 12. was 13. did you ? 14. ago 15. careless

Grammar 2 :

Paragraph 1 Paragraph 2 Paragraph 3

is situated

is made up

is spread across

are used

is spoken

was used

is involved

are grown

are manufactured

are mined

Vocabulary

- Glad/make/introduction/detail/ context/ increase/

- Get on/main/

- Let/ sociable/good-humoured/patient/addition/willing/diplomatic

- Rising/ sum up/aptitudes

Pronunciation 1

Column 1 Column 2 Column 3

-d -t -id

resolved processed decided

manufactured based situated

prepared stranded

used expected

appeared

mined

realised

scheduled

abandoned

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offered

declared

involved

Pronunciation 2

The republic of the Philippines is situated in the Western Pacific Ocean and forms part of the

Malay Archipelago. Although the Philippines is made up of over 7000 islands, the majority

of the population of 65,650,000 (1993 census) is spread across eleven of the larger islands.

Manila, with a population of 1,601,234 (1990 census), is the capital city and the main

seaport.

Pronuncation 3

Here are some words from the text in the vocabulary section. Say the words aloud.

Which word is the odd one out and why ?

- The odd one out is RIGHT because it does not end with a group of consonant sounds.

requirements context around point avoidance sociable

able difficult patient beliefs right conflict

process expect needs mixed accept

How many syllables are in each word ? Mark the stress pattern on each word.

requirements -3 context -2 around -2 point -1 avoidance -3 sociable -3

able -1 difficult -3 patient -2 beliefs -2 right -1 conflict -2

process-2 expect -2 needs -1 mixed -1 accept- 2

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UNIT 7 : SEA ENVIRONMENT PROTECTION

Trình độ sinh viên Tiền trung cấp

Sỹ số sinh viên 20 SV

Thiết bị giảng dạy Bảng trắng chất lượng cao, đài đĩa CD, đầu Video, máy chiếu, phòng luyện âm, máy tính kết nối internet

Ngôn ngữ giảng dạy Tiếng Anh

Thời gian 24 giờ

MỤC ĐÍCH

Sau khi nghiên cứu bài 7, học viên cần nắm được :

Câu điều kiện loại 0 và câu điều kiện loại 1

Từ vựng: liên từ if, unless, provided that, as long as trong câu điều kiện; từ, cụm từ

liên quan đến môi trường biển.

Ngữ âm: nhóm phụ âm.

Nguyên nhân làm ô nhiễm biển và vai trò của thủy thủ trong việc bảo vệ môi

trường biển;

Trách nhiệm của máy trưởng trong việc bảo vệ môi trường biển;

Thảo luận công việc phải làm để tránh dầu tràn ra biển;

NỘI DUNG BÀI GIẢNG

7.1. Ngữ pháp (4 giờ)

7.1.1. Câu điều kiện loại 0

Câu điều kiện loại 0 thực chất là câu diễn tả một sự thật có thể xảy ra ở hiện tại và tương lai.

Ta thường dùng liên từ when để thay thế cho If khi diễn tả ý nghĩa này. Tuy nhiên trong 1 số

trường hợp If và when cũng có sự khác biệt.

If được sử dụng để nói về những việc có khả năng xảy ra. Ví dụ:

- If you can’t do your homework, ask for help.

- If he asks, I’ll tell him about the truth

When được sử dụng để nói về những việc chắc chắn xảy ra. Ví dụ:

- I’ll pay you back when I next see you.

- The shops are full of things to buy when Christmas comes.

Chú ý: Ở mệnh đề If/ When có thể dùng thì hiện tại hoàn thành để diễn tả hành động

thứ nhất sẽ hoàn thành trước hành động thứ hai. Ví dụ:

- When I’ve read this book, you can have it.

Lý thuyết này còn được áp dụng vói các từ: AS SOON AS, UNTIL, AFTER,

BEFORE, WHILE, TILL.... Ví dụ:

- Wait here until I come back.

- You’ll feel better after you’ve had something to eat.

- Can you look after the children while I’m out.

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7.1.2. Câu điều kiện loại 1

a.Cách thành lập

IF Clause

If + S + V (present simple)

Main clause

S + will + bare Infinitive

Ví dụ:

If my brother comes, we will go the cinema.

If it rains, we’ll stay at home and watch TV.

If Tania gets a chance to go to Sweden, she will stay with her friend, Gustav.

b. Cách sử dụng

Câu điều kiện loại một được dùng để nói về một điều kiện có thực ở hiện tại và tương lai.

Ví dụ:

- I’ll phone you when I get home from work

- If the rain stops, we’ll go out.

- If he doesn’t come soon, I will not wait.

Chú ý:

Ở mệnh đề Main Clause, có thể dùng:

can / may khi nói về một sự cho phép hoặc một khả năng

Ví dụ:

- If you finish your homework, you can play the computer games. (permission)

- If it stops snowing, we can go out. (permission or ability)

may / might khi nói về một khả năng

Ví dụ:

- If the fog gets thicker, the plane may / might be diverted.

must / should / had better / could (bất cứ hình thức diễn đạt về mệnh lệnh, yêu

cầu hoặc khuyên)

Ví dụ:

- If you want to lose weight, you must / should eat less bread.

- If you want to lose weight, you had better eat less bread.

- If you want to lose weight eat less bread.

- If you see Tom tomorrow, could you ask him to ring me?

thì hiện tại đơn khi nói về một thói quen, một kết quả tự động.

Ví dụ:

- If the doctor has time, he visits his patients.

- If you heat ice, it turns to water.

- If there is a shortage of any product, prices of that product go up.

Ở mệnh đề if- clause động từ có thể ở dạng:

thì hiện tại tiếp diễn chỉ một hành động hiện tại hoặc một sự sắp xếp trong tương

lai. Ví dụ:

- If you are waiting for a bus (hành động hiện tại), you’d better join the queue.

- If you are looking for Peter(hành động hiện tại), you’ll find him upstairs.

- If you are staying for another night (sắp xếp trong tương lai), I’ll ask the manager to

give you a better room.

thì hiện tại hoàn thành

Ví dụ:

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- If you have finished dinner, I’ll ask the waiter for the bill.

- If he has written the letter, I’ll post it.

- If they haven’t seen the museum, we’d better go there today.

7.1.3. Thay đổi vị trí của mệnh đề ”if-” để nhấn mạnh

Mệnh đề If có thể đứng sau mệnh đề chính đề nhấn mạnh. Chú ý khi thay đổi vị trí của mệnh

đề If ra sau thì không có dấu phẩy ngăn cách 2 mệnh đề.

Fog occurs If warm air blows over cool sea water.

Oil floats if it spills in water.

7.2. Từ vựng (4 giờ)

7.2.1. If, unless, provided that, as long as

Những từ trên là những từ có thể dùng thay thế cho ”If”

Unless

Chúng ta thường sử dụng unless để thay cho If khi chúng ta muốn đưa ra lời cảnh báo cho ai

đó. Unless thường được sử dụng để đoán trước lý do tại sao một điều gì đó có thể không xảy

ra.

Unless = If ........ not.

That winch won’t work unless you grease it first.

(This mean: The winch won’t work if you don’t grease it first.)

An oil slick will spread unless it is contained.

(This mean: An oil slick will spread if it is not contained.)

Provided/ Provided that

Chúng ta thường sử dụng Provided/ Provided that để thay cho If khi chúng ta muốn đưa ra

điều kiện rõ ràng.

Provided/ Provided that = on condition (that) (Miễn là)

I’ll work more overtime provided/ provided that I’m paid more money

The unloading will begin at 1600 provided/ provided that it isn’t raining.

So long as/ As long as

Được sử dụng giống như Provided/ Provided that

You’ll pass your exam So long as/ As long as you study hard.

7.2.2.Sử dụng if, unless, provided that và as long as trong câu điều kiện một cách thích

hợp.

SV đọc các câu sau và hoàn thành chúng bằng ý của mình.

1) The vessel won’t reach port on time unless ...

2) You will damage your lungs unless ...

3) I’ll lend you my book provided ...

4) You can use the video in the mess room so long as ...

5) You won’t be able to do your job well unless ...

6) The pilot will arrive this afternoon provided ...

7) The ship will be out of dry dock tomorrow as long as ...

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8) It’s safe to enter an enclosed space provided that ...

7.2.3.Từ, cụm từ liên quan đến môi trường và bảo vệ môi trường

* Học viên điền nghĩa tiếng Việt cho các từ, cụm từ dưới đây

pollution marine inhabitants

polluted come in direct contact with oil

environment contaminated

to protect marine environment detrimental results

oil spills to poison

cleaning operation to solve the problem

accidental causes harmful

effect human life

to affect extinct

7.2.4.Thực hành

Exercise 1: Complete the warnings and predictions by matching the clauses in each column.

1) A vessel will need an Oil Record Book

Part 2 if

a. tank overflows will be avoided.

2) If clean ballast is discharged into sea, b. reserves will run out very soon.

3) You will be fined by the Coastguard if c. greenhouse gas emissions will keep

rising.

4) If a tanker doesn’t have certification, d. more seafarers undergo MARPOL

training.

5) Unless alternative energy sources are

utilized,

e. he will need to make special

arrangements with the harbour master.

6) The population of dolphins will be

endangered if

f. it is a tanker of more than 150 GRT.

7) If the correct topping-off methods are

used,

g. you knowingly pollute US waters.

8) Marine pollution will be reduced further if h. it will not contain visible traces of oil.

9) If a master wants to transfer oil at night, i. it won’t be allowed to sail.

10) If consumption of fossil fuels is not

reduced,

j. they continue to get caught in fishing

nets.

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Exercise 2: Look at these signs and write an appropriate warning for each one using if.

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Ngữ âm (2 giờ)

Nhóm phụ âm

Phát âm rõ các nhóm phụ âm ở đầu từ và giữa từ một cách rõ ràng mà không thêm nguyên âm.

Mangrove swamps endangered species correct bridge procedure

Không giống như những ngôn ngữ khác, trong tiếng Anh, nhóm các âm phụ âm thường được

phát âm cùng nhau. Điều này có nghĩa là nên tránh việc thêm nguyên âm vào giữa các phụ

âm đi liền nhau.

7.3. Kỹ năng giao tiếp : nghe, nói, đọc, viết (8 giờ)

7.3.1. Thảo luận

What causes sea pollution nowadays?

What should seafarers in general and engine crew members in particular do to

protect sea environment?

What do PSC check?

What must the chief engineer do to avoid PSC punishment?

Chief engineers’ role in sea environment protection.

7.3.2. Nghe hiểu

Recording 1: Sanitary training – garbage disposal

Before listening

- New vocabulary: explain the vocabulary in English

glitter of oil disposal rules

minute (adj) disposal standards

spoiled exclusive economic zones

It is out of the question to fling

While listening

Answer the questions below:

1) What do they see in the water?

2) What do they think?

3) How do they feel?

4) According to them, why is the sea being spoiled and nature destroyed?

5) What does MARPOL to prevent marine pollution?

6) Where can they discharge ashes?

After listening

1. Summarize the dialogue

2. Write about garbage disposal on your ship

Recording 2: Sanitary training – washing clothes

Listen and fill the missing words

Tan Is your washing finished?

Dong It will finish ______________. I’ll tell you when it’s done. It’s now in the spin

cycle so it’ll just be one or two minutes______________.

Tan I saw someone rinsing something under running water. I think he was being

______________.

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Dong That’s true. Even if the evaporator in the engine room can give us water

______________, and even if it consumes very little water, it is important for us

seamen to make it a ______________of saving water.

Tan Yes. Also, it isn’t good to use too much detergent. If you do, it takes

__________and uses more water to rinse it off since it makes too many bubbles.

Dong I bought this detergent in ______________. You only have to put a tiny spoon of it

in the washing, and it ______________well.

Tan Next time we stop in Japan, I‘ll buy some too. And then there won’t be that

______________bubbles, and I won’t waste too much water.

Dong Yes, and it also helps to prevent marine ______________, even if it is a minor

help. OK, I’m done. I’ll hang up my clothes now. Wow, you have a lot of clothes

to wash.

Tan I’ve been very busy and I haven’t ______________doing much washing. I don’t

have anything clean to wear anymore.

Dong You have to stay clean or you’ll catch diseases, especially skin disease. Even

______________you are busy you should take the time to wash your clothing.

Tan I know. It’s not hard to do either. It’s just a matter of will.

______________________________

7.3.3. Đọc hiểu

PASSAGE 1: Causes of Oil Spills and Environmental Consequences

This article deals with the issue of oil spillage on ship and its consequences from both

environmental and legal perspectives. Marine oil pollution has become a matter of grave

concern for the whole world and the following article gives an account as to what an oil

spillage entails.

Introduction

An emergency is an unwelcome situation that does not give any prior or advance

notice of its arrival. On board a ship, it is a totally different situation, wherein the overall

safety of the ship is in danger. An emergency situation on board can be a result of quite a few

instances such as man overboard, oil spillage, operational flaws, collision, grounding or

stranding, foundering, fire etc.

Ashore, help can be easily available from sources such as port authorities, coast

guards, hospitals, fire brigade etc. But on the ship, the responsibilities lie solely on the ship’s

officer and crew. For this reason the ship’s crew should be trained with a mind-set that is

prepared to face such kind of emergencies. Each and every person on the ship is allotted a

specific duty, which he has to perform in case of such emergencies.

However, the most dangerous among these emergencies is oil spillage or oil leakage.

An oil spill on the ship doesn’t involve that much risk if it’s under control, but once the oil

finds a way into the sea water, it becomes a grave and global issue. Let’s have a look at the

various aspects involved in an oil spill and its consequences thereafter, from both

environmental and legal perspective. Also find out as to why do oil spills occurs?

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Oil spills

In the last few decades, there has been an acclivity in the amount of oil transported by

the water ways. This increase of activities has also lead to a number of occasional oil spurts

across the sea. Operational or accidental release of oil and other toxic forms has lead to

devastating pollution at sea. This oil pollution has caused detrimental effects on marine

environment and marine life, making oil spills a matter of international concern.

Till 1970 there was no law scrutinizing the pollution made by ships. But the sudden

spates of accidents during 1976-1977 lead to an establishment of a law for the prevention of

pollution from ships. The law was called “MARPOL.” There are several reasons as a result of

which oil enters the sea from ships and operational faults or ship accidents are supposed to be

known as the main reason.

Operational causes

Oil spills on ships can be a result of both emergency and routine operations.

Operations such as cleaning of cargo residues or ballasting of cargo tanks for the purpose of

loading cargo and stability can lead to oil pollution. Average cargo tanks’ residue is about 0.4

percent of the cargo carrying capacity and there are chances of losing almost half of it during

ballasting or cleaning operations. Other causes of oil entering the sea can be operational

defects during the time of bunkering of fuel or lube oil, malfunctioning of machinery or

system etc.

Pollution due to accidental causes

There is a small difference between pollution by operational causes and pollution

caused due to accidents. Pollution caused due to accidents can be the result of collision of a

ship either with other ship, with jetty or with any other natural entity (such as ice bergs).

Although pollution by accident contributes a very small percentage of the total oil entering

into the sea, the consequences to the immediate surroundings can be a disaster. The release of

oil due to operational causes disperses over large area but a sudden discharge of oil due to an

accident is limited to a particular area. This causes enormous adverse effect on marine life

and the nearest coastline.

Effects on marine environment

We know that oil in sea is a bad thing and the impending results can affect not only

marine life but also human beings in the long run. A sudden spillage of oil into the sea causes

a thick layer that floats on the surface of the sea (as we know density of oil is lesser than

density of water). This layer forms a smothering blanket that interferes with the exchange of

oxygen between the sea and the atmosphere. This can affect all the marine life that frequently

comes to the surface for oxygen or those that burgeons on the surface. If the constituents of

the oil are heavier, then they might sink to the sea floor, blanketing it and thus hindering the

marine life over there.

There are chances that marine inhabitants be affected by the constituents of oils

(many of them are toxic) and later when consumed by humans, these constituents enters the

food chain causing severe harm to human life.

Human life can also be affected when coastline or beaches which are nearest to the oil

spillage and which are used for recreational activities comes in direct contact with oil. This

oil may also enter sea water distilling inlets and also get deposited on tidal mud flats. When

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human life comes in contact with contaminated mud or toxic sea water it may lead to

detrimental results.

Marine life such as turtles or sea birds might come in direct contact with the oil when

they come to shore, resulting in helpless casualties. There can be long term effects also. We

know that oil doesn’t go away from the water so soon. This means that if the spilled oil gets

accumulated and stays there for a long time, then the organisms that are exposed to this

ambient water will take up these constituents inside them, increasing the concentration of a

particular substance in their body. This will result in poisoning and impairment to the

organism due to accumulation of one particular substance. This is known as bioaccumulation.

PASSAGE 2: Effects of Marine Pollution on the Sea

Marine pollution is a familiar problem to most, but the lasting effects it will create is

something to definitely consider. Very few know that the world is at the 11th hour and

understanding the effects and causes is the perfect starting point to solve the problem.

Marine Pollution and its Harmful Effects

Marine pollution is a diversified term. Several factors have created the present

dilapidated condition of the sea. Sources are many but the solutions are few. Because oceans

are part of the food chain, marine pollution affects a wide spectra of species, including

humans. Ocean and human life is so inextricably interwoven that the effects of marine

pollution are drastically visible on human life.

The effects that have been making headlines across the world include global warming,

the melting of polar ice caps, the extinction of endangered marine species, etc. What are these

effects caused by? How do the endangered marine species become extinct? How does marine

pollution affect the food chain? Let’s explore the major sources of human pollution and how

the oceans are affected by it.

Addition Of Nutrients & Pathogens

When organic matter is disposed of into the sea, the matter absorbs dissolved oxygen

which reduces the level of oxygen in the ocean that marine organisms require. This organic

matter also feeds algae blooms that are already present in the water, stimulating their growth.

This decomposing alga not only depletes the oxygen content but also releases toxic

substances that are harmful to marine organisms. The toxins can even enter food chain

through fish or other sea organisms, which in turn, can poison humans. The main sources of

organic matter pollution are sewage plants, forestry, farming, and also airborne nitrogen

oxides from automobiles and power plants. Algae blooms that feed on human sewage also

causes discoloration of water due to the decomposition of matter. Algae blooms can choke

fish gills and even poison them with the chemicals created from the decomposition process.

Human sewage also contains bacteria and pathogens that contaminate the coastal

areas by accumulating on shores and beaches. This might even enter the food chain or spread

diseases like cholera, typhoid, or other dangerous diseases. One more source of pathogens is

the water used to wash livestock that is disposed into the sea. This water contains high level

of germs and bacteria.

Also, ocean organisms like mussels, oysters and clams that are consumed as food

have a tendency of concentrating pathogens in their gut. Consumption of these foods will

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increase the possibility of food poisoning, creating possible health risks to many people

around the world.

Oil Pollution

Oil is the most dangerous form of marine pollutant. Its effects are not only the most

harmful but are also permanent. The oil spills that we hear about are not the only source of oil

pollution. Oil finds its way into the sea through many ways such as automobiles, waste

discharge of heavy industries, and also from offshore structures. Even the slightest type of

contamination can kill the larvae of marine animals and also spread diseases. The chemical

ingredients of oil cause physiological changes in the organisms leading to changes in

behavior.

Larger oil spills are the worst type of marine pollution. The thick oil sticks to the body

of marine organisms making them incapable of performing some necessary functions. Sea

birds are the ones most affected by oil spills as the oil sticks to their wings, rendering them

flightless. As the density of oil is less that water, it floats on the top, forming a thick

impermissible membrane. This thick layer prevents marine organisms to come to the surface

for sunlight and oxygen, and eventually will kill them. As the layer is black and opaque, the

sunlight cannot pass through the surface. This prevents the marine plants to photosynthesize

sunlight into energy.

Tar balls formed due to the coagulation of oil, water, and other debris is washed onto

the shore, causing harm to human and coastal life that relies on the water and beaches for

food.

Sediments, Plastics, and Foreign Species

Sediments from dredging and mining make the sea water cloudy; preventing sunlight

to reach the marine plants on the sea bed (much like oil spills). When heavy sediments settle

on the ocean floor can bury fish and other delicate species such as coral reefs. These

sediments can also clog fish gills and smother a large part of the marine ecosystem.

Sources of plastics include landfills, waste disposal from plastic industries, plastic

garbage from ships, and litter on beaches. Plastics can stick to marine life and affect their

breathing or swimming. When settled on the sea bed, the plastics can also smother any life

that calls the sea floor home. Discarded fishing nets can continue to catch huge numbers of

fish. Small plastic fragments can be mistaken as food by fish or other sea life which can kill

them by filling up or damaging their stomach or other digestive organs. Another common

piece of plastic that holds together 6 packs of soda cans are infamous for getting stuck around

the necks of birds, sea turtles, and other marine life.

Different parts of the oceans have different inhabitants. Thousands of gallons of

water, along with any local species in the water, is transported by ships in their ballast tanks.

When the water is released in a different area, the foreign species in the transported water can

kill off native species.

Chemical, Radioactive, and Thermal Pollution

Discarded radioactive materials from nuclear submarines and military waste have

been a major source of radioactivity in the oceans, which causes fatal harm to marine life.

They can also enter the food chain as some organisms like shell fish concentrate radioactivity

in their bodies which are later consumed by humans.

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Pesticides like DDT, PCBs etc can enter the oceans through city waste water and

industrial discharges from farms and forests. Pesticides are easily absorbed by marine

organisms causing numerous defects and reproductivity problems. Pesticides that enter the

food chain pose great risks to humans who consume fish and sea food.

Thermal pollution is when high or low temperature water is discharged from an

industrial source. The difference in temperatures can kill corals and other sensitive marine

organisms that are not developed to handle the different temperatures.

PASSAGE 3: How to Avoid Oil Pollution from Ships?

In spite of several legislations, ship/shore checklists, MARPOL regulations, we keep hearing

about various incidents of oil, sewage and garbage pollution at the sea. Such incidents keep

confronting us from time to time. Whether it’s the ship’s fault or not, a single drop of oil in

the seawater can send shivers down the spine of even the most seasoned seafarers.

We are often left vulnerable to the mistakes of others even though our intentions are noble

and actions strictly professional. In my case having encountered a variety of management

systems and types of seamen, I always made my intentions clear to the authority before

joining a vessel about my total commitment to environment protection and also that any

contradictory orders from the management shall be strictly defied and ignored.

Similarly, on board ships I gave full assurance to my crew after joining that they were free to

walk in with full confidence into my office if he or she ever found any incident of pollution

either accidental or intentional and he /she shall be fully protected. Such words of advice

always boosted the morale of the crew on board and the accidents were greatly minimized.

However, in spite of my best efforts and intentions of my crew while carrying out deck

procedures, oil pollution incidents did happen on ships and I will explain in the following

paragraphs why they happened and how they could have been avoided. Several major oil

spills in the past have resulted to monstrous disasters to marine environment and human lives.

Image Credits: abc.net.au

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Before I begin I would like to emphasize that your ship is as good as its crew. You do not

have the liberty to choose your own crew but are required to develop the skills to make the

best use of the crew and officers competency provided to you by the management.

Having said that, you can still not be sure if the person joining your ship has ever been

trained to handle oil or chemicals, despite having the requisite certificates in his or her

possession. Today we all are well aware of the quality of training for fighting oil pollution

given to raw seamen joining ships for the first time.

More than training, sometimes a little common sense is enough to avoid an incident on ships

but as the saying goes; common sense is not too common.

I have seen some very challenging times on my ships where oil pollution incidents were

concerned. I will narrate a few of these incidents and then we will see what went wrong

causing such incidents and how they could have been avoided. Most of these incidents were a

product of human error resulting from lack of knowledge to handle engine room

machinery or while handling deck machinery equipment and procedures.

Oil Pollution Incident 1 : During heavy rain, we noticed a fine oil sheen growing close to

the hull in US waters in a closed harbor.

In the above mentioned incident, the oil sheen came from the hydraulic oil leaking drop by

drop from the mooring winches. The Chief Officer and his crew simply failed to notice the

leak, plug it in time and notify the Chief engineer or the Master. In a stern trim, this

hydraulic oil formed a sheen and collected in the rain water forming a pool at the break of

accommodation. In heavy rain, the duty AB did not drain the rain water regularly nor skim

the oil from the surface of water before it spilled over side or used the oil pads from the anti-

pollution kit.

Oil Pollution Incident 2: Oil sprayed from a flexible hose into a Latvian port

A chief officer under his supervision was changing the hose from 1 manifold to another and

did not care to blank it after disconnecting. A little jerky movement of the crane swiveled the

hose over the railings and oil within the hose was sprayed into the water. A careless mistake

coupled with overconfidence.

Oil Pollution Incident 3: Oil sheen spreading from ship’s hawsers

There are several ports in this world with scant regards to oil pollution with very less

solutions. When ship go to such polluted harbors, oil in the water will pollute your hawsers

and it’s prudent to give them a hard wash on deck before reusing them in the next port.

Polluted hawsers can create quite a headache for the ship.

Oil Pollution Incident 4: In excessive rain in a Spanish port, oil was found in the harbor

not emanating from own vessel but staining own ship side

In this incident, very heavy rain flooded a storage compartment ashore where dirty lube oil

was stored. The lube oil spread all over the harbor thus polluting all ships in the vicinity. My

ship filed protests with the harbor master and it took us nearly one week to get the shore

authorities remove every trace of oil from the ship side. Imagine taking a vessel with dirty

hull into another country. Nobody would have cared where the oil came from as long as it

came from your ship.

Oil Pollution Incident 5: Pollution from underground pipelines

In most Russian and federation ports, oil pipelines were built underground years back and

due to ignorance and poor maintenance, some developed minor leakages. Russian

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authorities, at times unable to attend or repair such leaks, ignored them. If you do not notify

them on arrival, you could be in serious trouble and also risk getting your hull fouled.

I can narrate many more incidents involving oil pollution and oil spills from ships like the

above ones but what is more important here is that apart from external factors, ignorance,

overconfidence or simply incompetence of the crew or shore personnel can lead to oil

pollution incidents on board. Instances such as bunker overflow during bunker transfer/ship-

to-shore transfer, inter-cargo tank transfers, carrying out cargo operations on tankers,

hydraulic line and oil pipe lines bursting in cargo control rooms, pump room or engine room

are all due to human errors, poor maintenance, lack of experience and knowledge.

The big question is can oil pollution really be avoided?

If yes, how?

The answer is quite simple and involves following few important steps as mentioned below:

1. Prior any operation, complete your checklists and carry out the risk assessment.

2. Conduct a briefing session with all your crew members and ensure that each crew

understands his duties well during an oil transfer operation, prior to conducting such

operation.

3. Ensure an oil pollution drill has been successfully carried out and all negative points

are discussed in the debriefing session post drill.

4. Encourage your crew to ask questions during briefing and do not get irritated with

these questions. Answer them and explain them truthfully.

5. Keep all your oil anti-pollution equipment (SOPEP) handy prior arrival till you clear

the territorial boundary of the port visited. Ensure all crew is aware of the location of

the 12 barrel kit.

6. The most important thing is to keep your books ready for inspection.

Usually a ship gets into trouble many a times with port authorities on oil record books simply

because the person responsible for writing these books are ignorant of the law, or simply not

trained enough by the management for a complete understanding of various terms.

Lastly my word of advice, irrespective of how much threatening your superiors or

management are, remain fearless. As long as you are competent to do your job and following

the law, you are always on the safer side.

What do you think is the best way to prevent oil pollution from ships?

Let us know your views.

7.3.4. Viết

Write a paragraph of 100 words about “The chief engineer plays an important role in sea

environment protection”

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7.4. Phần chuyên ngành hàng hải (6 giờ)

7.4.1. Kế hoạch khẩn cấp chống ô nhiễm dầu từ tàu (SOPEP).

When oil spill occurs at sea, it spreads over the surface of the sea water, leaving a

deadly impact on marine mammals, birds, the shore line and most importantly the ocean and

the environment.

The cost to clean up an oil spill depends on the quantity and quality of oil discharged

in the sea and is calculated on the basis of factors such as legal claims, money paid as

penalties, loss of oil, repairs and cleanups, and the most important – loss of marine life and

the effects on human health which cannot be measured against any amount.

As prevention is better than cure, in order to avoid the above mentioned monitory

losses and primarily to avoid marine pollution and losses of marine species, a prevention plan

is carried on board by almost all cruise and cargo vessel. This plan is known as SOPEP or

ship oil pollution emergency plan.

Understanding SOPEP

As mentioned earlier, SOPEP stands for Ship oil pollution emergency plan and as per

the MARPOL 73/78 requirement under Annex I, all ships with 400 GT and above must carry

an oil prevention plan as per the norms and guidelines laid down by International Maritime

Organization under MEPC (Marine Environmental Protection Committee) act.

The Gross tonnage requirement for oil tanker, according to SOPEP, reduces to 150

GT as oil itself is a kind of cargo which doubles the risk of oil pollution.

Master of the ship is the overall in charge of the SOPEP of the ship, along with the

chief officer as subordinate in charge for implementation of SOPEP on board. SOPEP also

describes the plan for the master, officer and the crew of the ship to tackle various oil spill

scenario that can occur on a ship. For oil tankers, action plan widens regarding the cargo

handling and cargo tanks containing huge quantities of oil.

Contents of SOPEP

SOPEP contains the following things:

The action plan contains duty of each crew member at the time of spill, including

emergency muster and actions.

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SOPEP contains the general information about the ship and the owner of the ship etc.

Steps and procedure to contain the discharge of oil into the sea using SOPEP

equipments.

On board Reporting procedure and requirement in case of oil spill is described.

Authorities to contact and reporting requirements in case of oil spill are listed in

SOPEP. Authorities like port state control, oil clean up team etc are to be notified.

SOPEP includes drawing of various fuel lines, along with other oil lines on board vessel

with positioning of vents, save all trays etc.

General arrangement of ship is also listed in SOPEP, which includes location of all the

oil tanks with capacity, content etc.

The location of the SOPEP locker and contents of the locker with a list of inventory.

7.4.2. Xử lý chất thải trên tàu

Introduction

Sewage means:

(a) Drainage and other wastes from any form of toilets, urinals, and WC scuppers;

(b) Drainage from medical premises (dispensary, sick bay, etc.) via wash basins, wash tubs

and scuppers located in such premises;

I Drainage from spaces containing living animals; or

(d) Other waste waters when mixed with the drainages defined above.

Sewage mixed with water is also termed as Black Water.

Why sewage is prohibited from discharging in sea near coast?

As per the Annex IV of MARPOL 73/78, merchant ships are prohibited from discharging raw

sewage in ports and estuaries within certain distance from nearest land. There are two reasons

for this namely;

The bacteria in the sewage require large quantities of oxygen for their metabolism to digest

sewage used by them as food, which is taken from the dissolved oxygen in water leaving less

or no oxygen for other living organisms and causing unbalance in eco system.

How is this problem tackled?

The merchant ships can have any one of the three options to fulfill above requirements as per

the MARPOL regulations namely;

1. Ships can have large retention tank depending on the length of voyage and the number of

persons working onboard the ship. The contents of the retention tank could be discharged into

open sea at least 12 nautical miles from the nearest land when the ship is enroute and

moving at the speed not less than 4 knots.

2. Ships can have comminuting and disinfecting equipment along with the small retention

tank depending on the number of persons onboard and the possible duration of port stay. The

contents of this small retention tank could be discharged into sea not less than 3 nautical

miles from the nearest land when the ship is enroute and moving at the speed not less than 4

knots.

3. Ships can have a Sewage Treatment Plant (STP) of the type approved by the

Administration. Effluent water from this equipment could be discharged anywhere into sea

subjected to the conditions that it should not contain any visible solids, excess chlorine used

for disinfections and cause discoloration of water.

Equipment for Sewage Treatment.

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For second option, the equipment consists of a grinder cum filter in which causes the sewage

to break into smaller particles and separates solids from liquid. While the sludge containing

solids is disinfected using chemicals and retained in the small retention tank, the liquid

effluent is disinfected using chemicals filtered again using fine filters. The effluent thus free

from solids and any bacteria could be re-used for flushing of the toilets.

For third option, there are several types of equipment available, approved by the

administration. Some types use chemicals to disinfect the effluent water prior to discharging

whereas, other types use membrane technology to separate solids and the bacteria so as to

avoid use of chemicals for disinfecting the effluents. The effluent water from membrane

types is 99.5% clean and could be re-cycled for any use onboard except for drinking

purposes.

Does any one check the quality of effluent water discharged from sewage treatment

plants?

Normally, no one checks the sewage effluent from treatment plants. The port health officer

can come onboard at any port, if they have any doubts about the quality of the effluent being

discharged and, ask for sample of the effluent from the sewage treatment plant installed

onboard for analysis to find any objectionable contents in the effluent. If excess amounts of

bacteria or chlorine etc. are found on testing in the laboratory, they may impose penalty on

the ship.

______________________________

7.4.3. Máy xử lý nước thải

Discarding sewage produced onboard on a ship is one of the few tasks on a ship

which should be taken utmost care of if one wants to save him and his shipping company

from heavy fine. The sewage generated on the ship cannot be stored on the ship for a very

long time and it for this reason it has to be discharged into the sea.

Though sewage can be discharged into the sea, we cannot discharge it directly

overboard as there are some regulations regarding discharging of sewage that needs to be

followed. Sewage on sea is generally the waste produced from toilets, urinals and WC

scuppers. The rules say that the sewage can be discharged into the sea water only after it is

treated and the distance of the ship is 4 nautical miles from the nearest land.

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But if the sewage is not treated this can be discharged 12 nautical miles away from the

nearest land. Also the discharged sewage should not produce any visible floating solids nor

should it cause any discoloration of surrounding water.

Generally, ships prefer treating sewage before discharging to save themselves from

any type of embarrassment. There are different methods of treating sewage available in the

market, but the most common of them is the biological type for it occupies less space for

holding tank, unlike those of the other methods. Moreover, the discharge generated from this

plant is eco friendly. It is to not that each sewage treatment system installed onboard has to be

certified by classification society and should perform as per their requirement and

regulations.

Working of a Biological Sewage Plant

The basic principle of the working of a biological treatment plant is decomposition of

the raw sewage. This process is done by aerating the sewage chamber with fresh air. The

aerobic bacteria survive on this fresh air and decompose the raw sewage which can be

disposed off in the sea. Air is a very important criterion in the functioning of the biological

sewage plant because if air is not present, it will lead to growth of anaerobic bacteria, which

produces toxic gases that are hazardous to health. Also, after decomposition of the sewage

with anaerobic bacteria, a dark black liquid causes discoloration of water which is not

accepted for discharging. Thus in a biological sewage treatment plant the main aim is to

maintain the flow of fresh air.

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Division of Processes

The biological sewage plant is divided into three chambers:

Aeration chamber

This chamber is fed with raw sewage which has been grinded to form small particles.

The advantage of breaking sewage in small particles is that it increases the area and high

number of bacteria can attack simultaneously to decompose the sewage. The sewage is

decomposed into carbon dioxide, water and inorganic sewage. The air is forced through

diffuser into the air chamber. The pressure of air flow also plays an important role in

decomposition of the sewage. If pressure is kept high then the mixture of air and sewage will

not take place properly and it will escape without doing any work required for

decomposition. It is for this reason; controlled pressure is important inside the sewage

treatment plant as this will help in proper mixing and decomposition by the agitation caused

by air bubbles. Generally the pressure is kept around 0.3-0.4 bars.

Settling tank

The mixture of liquid and sludge is passed to settling tank from the aeration chamber.

In the settling tank the sludge settles at the bottom and clear liquid on the top. The sludge

present at the bottom is not allowed to be kept inside the settling tank as this will lead to

growth of anaerobic bacteria and foul gases will be produced.The sludge formed is recycled

with the incoming sludge where it will mixes with the later and assist in the breakdown of

sewage.

Chlorination and Collection

In this chamber the clear liquid produced from the settling tank is over flown and the

liquid is disinfected with the help of chlorine. This is done because of the presence of the e-

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coli bacteria present in the liquid. To reduce these bacteria to acceptable level chlorination is

done. Moreover, to reduce the e-coli, the treated liquid is kept for a period of at least 60

minutes. In some plants disinfection is also done with the help of ultra violet radiation. The

collected liquid is discharged to overboard or settling tank depending on the geological

position of the ship. If the ship is in restricted or near coastline then the sewage will be

discharged into the holding tank; otherwise, the sewage is discharged directly into the sea

when high level is reached and is disposed automatically until low level switch activates.

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UNIT 8: EMERGENCY SITUATIONS

Trình độ sinh viên Tiền trung cấp

Sỹ số sinh viên 20 SV

Thiết bị giảng dạy Bảng trắng chất lượng cao, đài đĩa CD, đầu Video, máy chiếu, phòng luyện âm, máy tính kết nối internet

Ngôn ngữ giảng dạy Tiếng Anh

Thời gian 24 giờ

MỤC ĐÍCH

Sau khi nghiên cứu bài 8, học viên cần nắm được:

Câu điều kiện loại 2

Từ vựng: Động từ hình thái would, could và might trong câu điều kiện; liên từ suppose,

imagine, what if trong câu điều kiện. Các từ miêu tả các quy trình ứng phó với tình huống

khẩn cấp trong buồng máy; các từ miêu tả phòng tránh hỏa hoạn và cứu hỏa

Ngữ âm: nhịp điệu và trọng âm tương phản

Các tình huống khẩn cấp trên tàu nói chung và dưới buồng máy; các tình huống khẩn cấp

máy trưởng phải có mặt dưới buồng máy;

Tên các dụng cụ cứu hỏa và cách sử dụng từng dụng cụ cho từng loại hỏa hoạn

Các từ miêu tả các quy trình ứng phó với tình huống khẩn cấp trong buồng máy, các từ

miêu tả phòng tránh hỏa hoạn và cứu hỏa;

NỘI DUNG BÀI GIẢNG

8.1. Ngữ pháp (4 giờ)

8.1.1. Câu điều kiện loại 2

26. Cách thành lập

IF Clause

If + S + V (past simple),

Main clause

S + would/could + bare Infinitive

Chú ý:

Ở mệnh đề điều kiện: Với động từ “to be” , WERE được dùng cho tất cả các ngôi và số.

ví dụ:

- If I were you, I would buy that house.

Ở mệnh đề chính: Ngoài WOULD, có thể dùng COULD/MIGHT + động từ nguyên thể.

Ví dụ:

- If I earned more money, I would buy that house.

- If I earned more money, I could buy that house.

- If I earned more money, I might buy that house.

Ở mệnh đề điều kiện đôi khi cũng có thể dùng COULD/SHOULD + động từ nguyên thể.

Ví dụ:

- If I could go, I certainly would do so.

- If he should refuse to help you, what would you do?

b. Cách sử dụng

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Câu điều kiện loại 2 dùng để:

Diễn tả một tình huống hiện tại trái với thực tế (contrary to fact). Trường hợp này được gọi

là hiện tại không có thực (unreal present). Ví dụ:

- If I were you, I wouldn’t do that.

- If he wanted to (do so) he could find the time

- If I had the money, I would buy a new house.

Diễn tả một tình huống tương lai trái với thực tế. Cách dùng thì giống như với tình huống

hiện tại nhưng ở mệnh đề điều kiện thường dùng phó từ hoặc trạng ngữ chỉ thời gian tương

lai. Ví dụ:

- If you worked hard next term, you would pass the exam.

- If you took a trip to Europe next Summer, which countries would you visit?

8.1.2. Sử dụng câu điều kiện loại 2 để thảo luận về các tình huống giả định.

Exercise 1:

Complete this dialogue using the information in the picture.

Tony: Look! This guy has won the lottery! What .... you do if you

................................................ him, John?

John: That’s easy. If I ......... , I’d ......... .... .... ...........

Tony: Would you? I wouldn’t buy a sports car, I’d buy a house. What

..................................................................if you won all that money, Sam?

Sam: Me? I buy anything! I’d ............. .. ........ .

Ben: I wouldn’t. If I . ...... rich, I ... ....... some money to charity and |

then ........... the rest to my friends.

Tony: Well, Ben, we ......... all be your friends if you . .. rich!

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Listen to the cassette and check your answers. (Marlin 2_Unit 4_2a)

Exercise 2: Complete these sentences with your own ideas

1. If I won the lottery, .............................................

2. If I had all the time in the world, ........................

3. If I had my life to live again, ...............................

4. I would be a fluent English speaker if ................

5. There wouldn’t be any wars if ............................... ........

6. ........ ........................ if I owned a fleet of vessels.

7. ... ........................ if we didn’t have radar on ships.

8. ........ ................... if we had time to go ashore.

9. ..................................................... if we didn’t have electricity.

10. ................................................... if it rained all day.

8.2. Từ vựng (4 giờ)

8.2.1. Would, Could, Might in condition

Ở mệnh đề chính: Ngoài WOULD, có thể dùng COULD/MIGHT + động từ nguyên thể.

Ví dụ:

- If I earned more money, I would buy that house.

- If I earned more money, I could buy that house.

- If I earned more money, I might buy that house.

Ở mệnh đề điều kiện đôi khi cũng có thể � ong: COULD/SHOULD + động từ nguyên thể.

Ví dụ:

- If I could go, I certainly would do so.

- If he should refuse to help you, what would you do?

8.2.2.Suppose, imagine, what if in condition

Khi nói về tình huống giả định ở câu điều kiện loại 2, if có thể thay thế bằng supposing. Có

thể thay đổi thứ tự của 2 mệnh đề mà không làm thay đổi nghĩa của câu.

What job would you want to do supposing you weren’t a seafarer?

Supposing you weren’t a seafarer, what job would you want to do?

Để nhấn mạnh ý nghĩa giả thuyết, if có thể được thay thế bằng suppose (that), imagine

(that) và what if.

Suppose (that) you weren’t a seafarer, what job would you want to do?

Imagine (that) you were a millionaire, do you think you would be happy?

What if the sun didn’t rise tomorrow. What might happen?

Cần lưu ý rằng khi mệnh đề if được nhấn mạnh theo cách này thì không thể thay đổi vị trí của

2 mệnh đề.

Khi sử dụng suppose (that), imagine (that) và what if, không nhất thiết phải có mệnh đề kết

quả miễn là chử đề định nói rõ ràng.

A: If I found some money in the street, I would keep it.

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B: But suppose someone saw you?

(This means: what would happen if someone saw you)

A: If I owned my own company, I wouldn’t ever work.

B: What if your company went bankrupt?

(This means: what would you do if your company went bankrupt?)

_______________________________

8.2.3.Các từ miêu tả các quy trình ứng phó với tình huống khẩn cấp trong buồng máy;

các từ miêu tả phòng tránh hỏa hoạn và cứu hỏa

* Học viên điền nghĩa tiếng Việt cho các từ, cụm từ dưới đây

fire fire blanket

fxplosion lack

fire hose a shortage of oxygen

to expand life saving appliances

to extinguish life jacket

to put out the fire the in charge officer

to isolate fire alarm

to prevent the Fire Muster List

to remove CO2 alarm

fire extinguisher engine room flooding

CO2 system SOPEP

foam emergency situations

oxygen mask to deal with an emergency situation

oxygen detector command center

smoke Emergency Team

immersion suit Support Team

fireman outkit Technical Team

fire door emergency response

8.3. Ngữ âm (2 giờ)

8.3.1. Rhythm (nhịp điệu)

Thông thường những từ khóa trong câu nhận trọng âm. Trọng âm rơi vào những từ mà người

nói cho là quan trọng. Những từ có trọng âm và những từ không nhận trọng âm tạo ra nhịp

điệu trong câu.

If I found some money, I would buy a new car.

11.1.1. Contrastive stress (trọng âm tương phản)

Khi ta thay đổi trọng âm chính của các từ trong câu để nhấn mạnh ý của người nói ta gọi đó

là trọng âm tương phản. Trọng âm tương phản có thể làm thay đổi ý nghĩa của cả câu.

If I found some money ..............

(The stress is on if. Người nói muốn nhấn mạnh về một tình huống giả thuyết.)

If I found some money ..............

(The stress is on if. Người nói muốn nhấn mạnh về bản thân chứ không phải ai khác.)

If I found some money ..............

(The stress is on found. Người nói muốn nhấn mạnh việc tìm thấy, thắng hay kiếm được

được một khoan tiền .)

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If I found some money ..............

(The stress is on some . Người nói muốn nhấn mạnh rằng không nhiều.)

If I found some money ..............

(The stress is on money. Người nói muốn nhấn mạnh về khoản tiền chứ không phải đồ nào

khác.)

8.3.2. Thực hành

Yêu cầu SV sử dụng trọng âm tương phản một cách hiệu quả để thay đổi sự nhấn mạnh của những

cụm từ đã cho trong phần bài tập.

Read these sentences aloud. How many ways are there to say each sentence? Practice saying they

several times, changing the main stress each time. How does contrastive stress affect the meaning

of the sentences?

1. I work on a small tanker.

2. He is my workmate.

3. We need two new charts.

4. Have you checked the engine?

5. You must reduce speed.

6. I have lost radar contact.

7. What are my docking instructions?

8. We will be overhauling the exhaust valve.

Work with a study partner and compare the different ways to say each sentence.

______________________

8.4. Kỹ năng giao tiếp: nghe, nói, đọc, viết (8 giờ)

8.4.1. Thảo luận

What are emergency situations?

Emergency situations on board;

Emergency situations in the engine room;

What should the chief engineer prepare for emergency situations?

______________________________

8.4.2. Nghe hiểu

Recording 1: Listen to recording 1 and answer the following questions

New vocabulary

stomachache painful

diarrhea feverish

appendicitis chew

thermometer patient

Questions

1. Who is the patient with?

2. What does the patient require?

3. How is the patient feeling?

4. What did the Chief Steward advise him?

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5. What is the patient’s temperature? 6. What disease may the patient have?

7. What will the captain do to help the patient?

8. What will the doctor do?

___________________________

Recording 2: Listen and fill the missing words

Dong Good morning. What’s the ______________? You look depressed.

Tan Good morning. I have a slight headache.

Dong You didn’t drink ______________much, did you? Do you have a cold?

Tan I’m not sure. I think I have a fever.

Dong That’s bad. You should ______________the Second Officer.

(In the general office)

Tan Excuse me, Second Officer, I have a headache and I ______________ have a

temperature.

2/off I’m sorry to hear that. Let’s go to the dispensary. (At the dispensary) Why don’t

you ______________your temperature?

Tan OK. The thermometer says 37 degrees.

2/off Do you have a sore throat?

Tan No. I’ve been very busy ______________days.

2/off Do you sleep properly?

Tan Yes. I mean, no. I don’t sleep so well. I ______________ in the engine control

room late last night. I laid down for a while on the sofa there and fell asleep

__________ two o’clock. Then I got up and returned to my cabin to go to bed.

2/off It seems like you have a cold. Not sleeping ______________ , over-exhaustion

and staying in an air-conditioned room must have made you even more tired. I’ll

_______you some medicine for your cold and for your headache. Here they are.

Tan Thank you very much.

2/off This is the medicine for your cold. Take ______________ after every meal.

These are tablets ______________ your headache. Take one now. Then when

you have another headache, take another one. OK?

Tan Yes, sir. Thank you.

2/off I’ll talk to the First Engineer and ask him to let you ___________this afternoon.

Recording 3: Listen and decide which statements are TRUE and which statements are FALSE

New vocabulary

injure dispensary shook

sterilize wrist bone

wound sleeve antibiotic ointment

stitch antibiotic gauze bandage

True or False?

1. The wiper called the second officer..

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2. The wiper was opening the elevator door when the ship rolled

3. The second officer will go to the dispensary.

4. The second officer was shocked.

5. The wiper got his finger caught in the door.

6. The Third engineer helps the second officer.

7. The Third engineer cleans the wound.

8.4.3. Đọc hiểu

PASSAGE 1: Guide to Tackle Emergency Situations On Board Ships

An emergency situation on ship must be handled with confidence and calmness, for haste

decisions and “jumping to conclusions” can make the matters even worse. Efficient tackling

of emergency situations can be achieved by continuous training and by practical drills

onboard vessel. However, it has been seen that in spite of adequate training, people get panic

attacks and eventually do not do what they should in an emergency situation.

As far as the seafarer is concerned, first and foremost, he or she must be aware of the

different types of emergency situations that can arise on board ship. This would help in

understanding the real scenario in a better way, and would also lead to taking correct actions

to save life, property, and environment.

We have prepared a brief instruction guide that must be given to all the seafarer onboard to

tackle different emergency situations.

Emergency Situation Guide

Officers and crew should familiarize themselves thoroughly with the Fire Training Manual

and the training manual on Life Saving Appliances of the ship.

General Alarm

In case of a general alarm:

Rush to muster station with life jacket, immersion suit, and act according to the

vessel’s Muster Lists.

Act as per the emergency explained by the in charge officer.

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Fire alarm

In case of a fire alarm:

Inform Officer On Watch.

Check if it is a false or true alarm.

Report back of findings.

In case of fire, raise the Fire/General alarm as soon as possible. Try to stop fire and if

it is not possible, muster according to the Fire Muster List.

Man Over Board signal

In case of Man Overboard Signal:

Rush to the deck and try to locate the crew member fallen in the water

Throw lifebuoy and inform deck.

Abandon Ship Signal

In case of Abandon Ship Signal:

Rush to the muster station

Carry as much ration, water, and warm clothing as you can carry

Act according to the vessel’s Muster Lists.

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Engineers Call

In case of engineers call:

All Ship Engineers Should assemble in the Engine Control Room

CO2 alarm

In case of CO2 alarm, leave the Engine Room immediately.

Engine Room Flooding

In case of engine room flooding, Chief Engineer should be called immediately and

general alarm should be raised.

Immediate action should be taken in preventing more sea water to enter the engine

room and Emergency bilging from the Engine Room should be established in

accordance with the Chief Engineer.

Cargo Hold Flooding

In case of cargo hold flooding, Master must be informed immediately.

All precaution must be taken to contain the flooding to that hold.

General alarm must be raised.

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Pollution prevention

In case of any oil spill/pollution immediate action should be taken according to the

vessel’s “Shipboard Oil Pollution Prevention Plan”.

Emergency Plan (SOPEP) and Onboard SOPEP Equipment located in Deck Stores

should be used in case of Oil Spill.

In case of any other emergency situations, call for help either by using the phone or by

activating the EMERGENCY CALL. Whatever might be the situation, keep the Master,

Chief Engineer and Officer on Watch informed of the situation all the time.

PASSAGE 2: How to Handle an Emergency on a Ship

Preparing for and practicing responses for any shipboard emergency is a part of any

ship’s routine practices. Emergency measures adopted by mariners are discussed in detail in

this article.

Emergency Preparedness in Case of Ship Accidents

Whenever some incident of a serious or harmful nature happens suddenly, we classify it as an

emergency. One of the most important factors in dealing with an emergency situation, apart

from a sharp mind and the control of respectful fear, is the presence of a solid action plan.

This is a general rule that is applicable to all situations whether on board a ship in the middle

of the ocean or in a crowded city port amidst a sea of people and machinery.

Emergency situations on a ship tend to be more critical because ships are isolated,

solitary floating objects moving in the vast and deep oceans. Since there are so many possible

types of emergencies, it is necessary to know about both common and emergency essentials.

Here we will take a look at the general procedures and plans to be followed in case of

an emergency situation on board a ship.

Emergency Essentials – Types of Emergencies

For effective usage of the limited emergency equipment available on board, all

personnel must be aware of the location of firefighting gear and lifesaving appliances and be

trained in their use. They must also be aware of the alarm signals, recognize them, and muster

at the muster point in case of any type of emergency.

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The general alarm will be sounded in the event of:

Fire

Collision

Grounding

Cargo hose burst

Major leakage or spillage of oil cargo

Any other event which calls for emergency action

Other alarms could include:

Engineer alarm for unmanned machinery spaces

Carbon dioxide alarm

Fire detector alarms

Cargo tank level alarms

Refrigerated store alarm

If your ship’s alarms are ringing, it does not necessarily mean that the situation is out

of control. Alarms are warnings, which are sounded so that people onboard take the

emergency measures like wearing their life jackets, or gathering at a common point,

depending upon the type of emergency and instructions given to them.

Structure and Function of Emergency Response Teams

The basic structure of any emergency team will usually comprise four sub-groups.

The Command Center

The Emergency Team

The Back Up Squad

The Technical Team

Different sub-groups will do different tasks and coordinate with the other sub-groups.

Functions of Emergency Team groups:

The Command Center

The command center will be located on bridge. The master is to take responsibility for

the overall safety and navigation of the ship. All communications will be performed from

here to the different teams as well as shore. A log must be maintained of all events.

The Emergency Team

The Emergency Team will have the front line job of tackling the emergency. In

general the chief officer will lead the team for the emergency on deck while the 2nd engineer

will take charge for engine room emergencies. The duties of each person will have to be laid

down and practiced for every emergency so as to avoid duplication, confusion, and chaos.

The Support Team

The Support Team is to provide first aid and prepare the lifeboats for lowering.

Should the above two function not be required, they should assist as directed.

The Technical Team

The Technical, or Engineer’s, Team will maintain the propulsion and maneuvering

capability of the ship and auxiliary services as far as is possible in the circumstances.

General Guidelines for Emergency Response

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All members of the technical staff must know all the ship emergency codes in detail.

All members of the crew should receive appropriate training in accordance with their role at

the time of emergency. Mr. Skylight, Mr. Mob, Code Blue, and Oscar are some of the ship

emergency codes followed by mariners.

On board passengers must be told about the possible dangers because otherwise the

general public starts panicking.

An understanding of the effects on the behavior of the ship of wind, current, shallow

water, banks, and narrow channels is equally important so that the technical staff does the

wise thing at the time of emergency. Closing of the watertight doors, fire doors, valves,

scuppers, side-scuttles, skylights, portholes, and other similar openings in the ship is very

important so that ocean water does not enter inside the ship.

In case of abandoning the ship, all the passengers must be rescued first using life

jackets and life boats, or shifting them to another ship. The staff members should be the last

ones to leave the ship and that even only after ensuring that no one is left on the abandoned

ship. Modern ships are equipped with hi-tech and advanced life saving tools and with the help

of mobile communication devices, or can easily contact off-shore rescue teams.

PASSAGE 3: Blackout Situation on a Ship: What are the First Steps that should be

Taken?

Blackout is one condition each and every mariner is familiar with and also afraid of. It is

one situation everyone on the ship is terrified of because it brings the whole ship to a standstill.

From bridge to engine room, from dinning crew members to the sleeping ones, everyone is

affected by a blackout.

If you are the one working in the engine room, then a blackout condition is your

responsibility and you should be responsible for the same, sooner or later the blame is going

to come on you. In this article we will learn what are the first things that need to be done in

case of blackout condition on a ship?

Understanding Blackout Condition

Blackout condition is a scenario on a ship, wherein the main propulsion plant and

associate machinery such as boiler, purifier and other auxiliaries stop operating due to failure

of power generation system of the ship – Generator and alternator.

With technologies and automation, measures are provided to avoid such blackout

situation by means of auto load sharing system and auto standby system in which the

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generator set that is running in parallel or standby comes on load automatically if the running

diesel generator fails.

What to Do in Case of a Blackout?

In case of Blackout following precautions and actions should be taken:-

1. Never panic in such situation, be calm and composed. Emergency generator will

restore the power in no time.

2. Inform Officer on bridge briefly about the condition.

3. Call for man power and inform the chief engineer.

4. If the main propulsion plant is running, bring the fuel lever to zero position.

5. Close the feed of the running purifier to avoid overflow and wastage of fuel.

6. If auxiliary boiler was running, shut the main steam stop valve to maintain the steam

pressure.

7. Find out the problem and reason for blackout and rectify the same.

8. Before starting the generator set, start the pre- lubrication priming pump if the supply

for the same is given from the emergency generator; if not, then use manual priming

handle (provided in some generator).

9. Start the generator and take it on load. Then immediately start the main engine lube

oil pump and main engine jacket water pump.

10. Reset breakers and start all the other required machinery and system. Reset breakers

that are included in preferential tripping sequence. (Non-essential machinery).

It requires both skill and patience to tackle a situation like blackout specially when the

vessel is sailing or manoeuvring. However, the best way to tackle such situations is to be

calm and composed; and to know your engine room and machinery very well in advance.

8.4.4. Viết

Write a paragraph of approximately 100 words about “The advantages and

disadvantages of working on board foreign ships”

8.5. Phần chuyên ngành hàng hải (6 giờ)

8.5.1. Phải làm gì khi tàu xả khói đen trong cảng

If you work in a ship’s engine room, you must have received a call at least once from the

bridge about port workers/authority complaining of black smoke coming out of ship’s funnel.

With stringent environmental regulations and health concerns, several ports are against ships

oozing out thick black smoke in their ports. In many ports it is seen that, the port workers

completely stop the cargo operations because of this reason. Such situations are not good for

ships as it would lead to unwanted delay and the company will have to pay extra charges to

the port authorities.

For this reason, the engineers are always under pressure to eliminate the causes producing

such unwanted black smoke when the ship is at port.

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Let’s take a look at the main reasons for this problem:

To troubleshoot this situation, we need to concentrate on three machinery systems, which are

normally running in port with their exhaust/ smoke outlet directed to ship’s funnel –

Generator, Boiler and Inert gas generator.

The main cause of black smoke is imbalance in the air fuel ratio. This means that either I

shortage of air or the fuel supplied to injector is not being treated properly.

The black smoke comprises of particulates, which are large fuel particles that are not broken

during combustion due to lack of oxygen.

Initial checks for tracing the black smoke:

- The funnel of a ship integrates all the exhaust trunking running from main engine, generator

engine and boiler inside one enclosure. The first thing to do is to go to the bridge deck and

check from which particular exhaust trunk the black smoke is prominent

- Then trace the marked trunk from inside the funnel room and check if it’s of generator or

boiler

- If it’s from the generator, start the stand-by generator and ensure that the black smoke has

been subsided. Then start the troubleshooting

- If it’s from the boiler and cause cannot be detected in running condition, change all the

running machinery to diesel oil and switch off the boiler for troubleshooting

Checks to be performed on Marine Generators:

- Check the Over all electrical load of the ship (normally lesser than sea going load) and

ensure that the supplying generator is running at optimum range. If two generators are

running for smaller load, then it is advisable to stop one generator and shift the load to only

one generator (70-80% load) for achieving efficient combustion and high turbo charger RPM

for supplying more air in to the cylinder

- Check the air mesh filter provided in the turbocharger blower. A dirty air filter will allow

less air supply to combustion chambers

- It is possible that the turbocharger blades (turbine and compressors) and nozzle are dirty or

damaged. This needs complete overhauling of the turbocharger

- The tappet clearances of rocker arm might not be accurate which may lead to early opening

and late closing of the valve leading to loss of inlet air

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- The air supply in the generator room from blower for that specific generator can be

insufficient, leading to starvation of air. Check the air trunk coming from engine room blower

has an open flap. Check the blower for that side is running

- Check abnormality in temperatures of all units. If one unit is at higher temperature, fuel

injector or fuel pump of that unit to be checked as this will lead to black smoke. The average

temperature difference between each unit should not increase beyond 50 degree Celsius

- If all the units are at abnormal temperature, check fuel injection system i.e fuel pump, fuel

viscosity and fuel timing

- A thermal and power imbalance may also cause black smoke. Check the performance of the

engine

Checks to be performed on IGG and Boiler:

- Check the air fuel ratio setting. The most common reason for black smoke

- Check for any dripping of burner nozzle by stopping the boiler and opening the burner door

- If the oil temperature of heavy fuel oil is less than required, it will be difficult to burn the

complete fuel oil even with required amount of air available. Ensure to maintain fuel oil

temperature

- Problem in the atomizer unit of the burner will lead to incomplete combustion and black

smoke

- If the fuel has recently been changed, check the compatible turndown ratio from the manual

- Check the air distribution arrangement (e.g swirler plate) is working fine. Any problem in

the air distribution may also lead to black smoke

The above mentioned list of problems is not an exhaustive one but covers all common

problems that can lead to black smoke from funnel at port.

8.5.2. Buồng máy bị lụt và cách xử lý

Engine room flooding as the name indicates, means filling up of the engine room

space with water. Engine room flooding can affect the water tight integrity of ship. In this

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article we will find out what are the main reasons for engine room flooding what has to be

done in case of engine room flooding.

27. Leakage from Equipment and system

Engine room flooding can take place due to leakage in the engine room space from

machinery or sea or fresh water system. Leakages can generally be from big sea water pump,

from sea water or fresh water cooler, leakage from boiler feed water system etc.

The leak can also take place from any of the fresh or sea water pipeline due to which a lot of

water can enter the engine room space. Leakage of any ballast water tank in the double

bottom of the engine room, leakage from manhole, or crack in the water tank can also lead to

engine room flooding.

Sea water or fresh water piping and system of the engine room are huge in size and thus hold

large possibility for leakages.

Action to be taken in such situations

- Call for maximum man power to tackle the situation.

- The sooner you find the fault the better.

- Start the other circulating system and isolate the leaking pump, pipe, cooler etc.

- Close inlet and outlet valves of the effected system to stop the leak.

- Inform chief engineer regarding the leak and follow the instruction from him.

- Put a notice or placard regarding leaking equipment or system and trip the breaker until

repairs has been done.

- In case of any tank leakage, start transferring the excess content from that tank to other tank

and try to minimize it as much as possible.

- Tank should not be used until cement box or welding has taken place or a repair has been

done.

2) In case of leakage from Overboard Valve

– If the Leakage is after the valve and if the valve is holding shut the valve if the system

involved for that valve permits normal operation of the ship with the valve closed.

- If the valve is not holding then identify the leak. It may be from the valve stem gland or

flange joint; try to repair the leak.

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- If system for that valve can be isolated without disturbing the normal operation of the ship,

put a blank in the valve.

- If the repair is temporary then when ship reaches the port, call the divers to blank the valve

opening from outside and carry out permanent repair.

3) Flooding due to crack in the hull or small hole in the hull

- In this case, as soon as you find the leak, call for help from nearest coastal state because if

the leakage is more, the ship’s stability will be affected.

- By all means, the leakage has to be minimized and finally stopped.

- If the leak is not big enough, then cement box is to be put in place of the leak and repairs are

to be done accordingly.

- In case of leakage due to damage from any accident like collision or grounding, there is

nothing much that can be done as the opening in the bulkhead is large and there is no chance

of stopping the leak. In such cases, the captain has to decide whether the ship is safe place to

stay or not and decision for abandoning the ship has to be made.

- In case of abandon ship signal being announced, the crew should muster to their respective

lifeboat and abandon ship operation should be carried out.

For any of the above reasons, if the water level ingress in the engine room is very high, then

open the emergency bilge ejector valve with consent of the chief engineer and pump out the

water overboard. Entry of the same is to be made in Oil record book (ORB) with date, time,

and position of the ship and reason of direct discharge with signature of officer involved in

operation, chief engineer, and master should be registered.

Chief engineer has to be reported immediately in such condition without any delay.

8.5.3. Phải làm gì khi tàu gặp thời tiết xấu?

1) If engine room is on UMS mode, man the engine room and make sure sufficient man

power is available.

2) Monitoring all the parameters of the main propulsion plant and auxiliary power plant

machineries.

3) After getting rough weather warning, all the spares in the engine room are to be

stowed and lashed properly.

4) In bad weather, propeller will come in and out of water and will fluctuate the main

engine load. Hence rpm is to be reduced or main engine control setting is to be put on

rough weather mode.

5) Always make sure for correct sump level of all the machineries as during rough sea

ship will roll, resulting in false level alarm which can even trip the running machine

and lead to dangerous situation in bad weather.

6) Level of all the important tanks is to be maintained so that pump inlet should not

loose suction at any time.

7) Stand by generator is to be kept on load until the bad weather situation stops.

8) Water tight doors in the machinery spaces to be closed.

9) Sky light and other opening to be closed.

10) All trays are to be avoided from spilling in event of rough weather

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UNIT 9: STEERING ENGINE

Trình độ sinh viên Tiền trung cấp

Sỹ số sinh viên 20 SV

Thiết bị giảng dạy Bảng trắng chất lượng cao, đài đĩa CD, đầu Video, máy chiếu, phòng luyện âm, máy tính kết nối internet

Ngôn ngữ giảng dạy Tiếng Anh

Thời gian 24 giờ

MỤC ĐÍCH

Sau khi nghiên cứu bài 9, học viên cần nắm được:

Câu bị động với thì hiện tại hoàn thành, used to

Cách thành lập động từ với các hậu tố; các từ liên quan tới hệ thống máy lái tàu

thủy, cách miêu tả hệ thống máy lái bằng tiếng Anh;

Ngữ âm: ôn tập lướt âm, âm yếu và hợp âm trong câu.

Những sự cố thường gặp đối với hệ thống máy lái, nguyên nhân và cách khắc

phục;

Các quy trình kiểm tra hệ thống máy lái, khởi động hệ thống máy lái sự cố

NỘI DUNG BÀI GIẢNG

9.1. Ngữ pháp (4 giờ)

9.1.1. Present Perfect Passive (Bị động ở thì hoàn thành)

Câu chủ động Câu bị động

Hiện tại hoàn thành have/ has + P2

She has taught my children.

Developers have built new buildings.

Have/ has + been + P2

My children have been taught by her.

New buildings have been built.

Khi câu bị động được dùng ở thì HTHT thì nó thường diễn tả về những thay đổi hoặc những

sự kiện vừa diễn ra.

9.1.2. Những động từ không dùng ở câu bị động

Thể bị động chỉ được thực hiện với ngoại động từ. Vậy ngoại động từ và nội động từ là gì?

Ngoại động từ là những động từ nhận tân ngữ trực tiêp. Nội động từ là những động từ

không nhận tân ngữ trực tiếp. Ví dụ:

He goes to school. (“to go “ là nội động từ vì không có tân ngữ đi kèm)

He buys a book. (“to buy” là ngoại động từ vì có tân ngữ “a book” sau nó)

Có những động từ vừa là nội động từ lại vừa là ngoại động từ. Ví dụ:

The ship sinks. (Con tàu chìm → To sink là nội động từ.)

They sink the ship (Họ đánh chìm con tàu. → To sink là ngoại động từ.)

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9.1.3.Used to

a. Cách thành lập

b. Cách sử dụng

USED TO được sử dụng

Để nói về một thói quen trong quá khứ. Ví dụ:

- My father used to have bread and milk for breakfast.

- I never used to clean my room when I was younger.

Để nói một tình trạng trong quá khứ. Ví dụ:

- There used to be a bookshop here.

- She used to be lovely.

Khi sử dụng cấu trúc này cần phân biệt với các cấu trúc sau.

+) Thời quá khứ đơn của động từ TO USE (sử dụng).

Ví dụ: He used a knife to open the door. (Anh ấy đã dùng một con dao để mở cửa)

He used to use a knife to open the door. (Trước đây, anh ấy thường dùng dao

để mở cửa)

+) To be/ get used to Ving (quen làm một việc gì đó)

+) To be/ get used to something (quen với cái gì đó)

Ví dụ: We get used to getting up early (chúng tôi quen ngủ dậy sớm rồi)

9.1.4.Thực hành

Exercise : Put the verbs into correct forms

1. The baby doesn’t cry so much now but she used to (cry)_______ every night.

2. Larry isn’t used (wear) _______ a suit and tie everyday.

3. She used to (be)_______ my best friend but we aren’t friends any longer.

4. I get used to _______ (get) up early in the morning.

5. You should take advantage of living here. You will be used _______ (live) in a new

environment.

6. We live in Nottingham now but we used _______ (live). In Leeds.

7. Now there’s only one shop in the village but there used (be) _______ three.

8. When I was a child I used (like) _______ ice-cream, but I don’t like it now.

9. They didn’t get used (drive) _______ on the left when they first came here.

10. My friend isn’t used _______ ( eat) the food in my country. The taste is quite

different.

9.2. Từ vựng (4 giờ)

9.2.1. Thành lập động từ với các hậu tố

Để tạo thành động từ ta có thể thêm hậu tố -ise (-ize) / -ised (-ized) vào sau tính từ hoặc danh

từ. Hậu tố này thường mang nghĩa ”is done/ has been done”

(+) Khẳng định: S + used to + Infinitive. - I used to drink a lot of beer when I was young.

- Ships used to be much smaller.

(-) Phủ định: S + did not use to +

Infinitive

- I did not use to get up early when I was young.

- They didn’t use to have long hair.

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VD:

(adjective) (verb)

Mordern

The equipment is now mordern

Mordernised

The equipment has been mordernised

(noun) (verb)

industry

There is a lot of industry in this area

Industrialised

This area has been industrialised

Dạng phân từ quá khứ của động từ cũng có thể được sử dụng như tính từ.

We have a computerised system.

We run a standardised procedure.

9.2.2. Từ, cụm từ miêu tả hệ thống máy lái

* Học viên điền nghĩa tiếng Việt cho các từ, cụm từ dưới đây

steering gear rudder

propeller to connect

change a ship’s course or direction desired rudder angle

hydraulic steering system power unit

transmission to the rudder stock torque

shock absorbing equipment steering gear arrangement

steering gear compartment telemotor

steering gear testing rudder indication system

9.2.3. Thực hành

Read these sentences. What is the passive verb form of the underlined words? Rewrite the

sentences in the passive using a verb with the suffix –ised.

1. Television has made many sports popular.

→ Many sports have been popularised by television.

2. Tourism has made many local traditions commercial.

3. The Chief Engineer made a summary of the incident report.

4. Many state-owned companies became private in the 1980s.

5. The IMO will make more shipping regulations standard next year.

6. The local council paved the city centre for pedestrians.

7. Economists predict that mordern technology will make economies global.

9.3. Ngữ âm (2 giờ)

9.3.1. Ôn tập lướt âm, âm yếu và hợp âm trong câu.

Xem lại lý thuyết bài trước

9.3.2. Thực hành

Trong bài này ta áp dụng hiện tượng lướt âm, âm yếu và hợp âm trong các ví dụ sau:

a, Lướt âm

Như ta biết trong phát âm d và t thường biến mất nếu chúng đứng giữa các âm phụ âm khác.

Vì vậy khi phát âm từ ”used to” âm d biến mất bởi nó theo sau là phụ âm t.

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We used to go there often

The vessel used to be registered in Cyprus.

Khi âm d biến mất trong tiếng Anh nói, used to thường nghe thành use to.

B, Âm yếu

Trong cụm từ used to thì to là âm yếu còn used nhận trọng âm vì nó là động từ chính.

Trong câu phủ định, trọng âm thường rơi vào ”trợ động từ + not” (VD: didn’t) và động từ

chính used, còn to là âm yếu.

VD: I didn’t use to like it.

C, Hợp âm

Trong dạng câu hỏi, các từ did you được nối với nhau khi phát âm. Điều này có nghĩa là d

hợp âm với y tạo thành âm j.

VD: Did you use to enjoy being at marine college?

9.3.3. Ghi âm

Listen to the cassette. You will here five sentences containing a form of used to. Write the

sentences you hear. Then listen again and repeat the sentences. Pay attention to the

disappearance of the d in used to and the weak sound of to.

(U12- 2C- Marlin )

9.4.Kỹ năng giao tiếp: nghe, nói, đọc, viết (8 giờ)

9.4.1. Thảo luận

Describe a steering gear system on ship

Common problems with the steering gear and how to troubleshoot each?

Procedure for testing the steering gear and procedure for starting the

emergency steering engine.

What should be done to make sure that the steering engine always works well

especially in rough sea?

9.4.2. Nghe hiểu

Record 1: Working in the engine room at dry dock (1)

Listen and fill the missing words

1/eng Hi, Third engineer, you look so busy.

3/eng No, not really. I’ve just _____________ the ejector pump’s delivery valve.

1/eng Thank you very much. Well, have you seen the Second Engineer?

3/eng He’s at the _____________ boiler.

1/eng Thanks. Workers are removing the No. 2 cylinder piston right now. It’s a good

chance to have a look at the _____________.

3/eng I’m really surprised! I can’t believe that such big pistons can _____________ in

one-second reciprocating strokes.

1/eng All the pistons and their _____________ will be hauled to the workshop to be

overhauled and _____________.

Page 171

3/eng I’d like to see that.

1/eng I’m going to watch this afternoon, so _____________ don’t you come with me?

And don’t be careful of only your feet, watch your head, too.

3/eng Yes, I will. Just now I hadn’t _____________ a big cylinder that had been removed

from the main engine. It was hanging from a hoist, and I almost _____________

under it. I was lucky that the Second Engineer _____________ me.

1/eng There are dangers everywhere when you’re in a shipyard.

3/eng May I enter the _____________ cylinder to see the liner?

1/eng Yes, but make sure to get permission from the guys working on it.

3/eng OK, I will. It’s for _____________ and not getting in their way, right?

1/eng That’s right. And make sure you don’t have anything in your pockets, because if

you drop something in there, you’ll get into _____________.

3/eng All right.

Recording 2:

Listen and decide which statements are TRUE and which statements are FALSE

7. The Third engineer has already seen the exhaust gas economizer being rinsed.

8. Rinsing an economizer is removing as much soot as possible.

9. Rinsing an economizer must be very fast.

10. The fuel oil tank’s capacity is 30 tons.

11. The dirty water used to wash the economizer is stored in the soot collection tank.

12. Soot causes fires.

13. Moisture laden soot doesn’t need to be properly cleaned.

14. To prevent and detect soot fires, they watch the exhaust gas temperature at the inlet.

_________________________________________

9.4.3. Đọc hiểu

PASSAGE 1: Ship’s Steering Gear – A General Overview

Learn about the importance and role of a steering gear plays on a ship. Why it is so important

and what are the standards that it needs to follow?

Introduction

A propeller is the device that forces the ship forward through sea water, but what is it that

helps in changing a ship’s course or direction? It certainly requires quite a bit of effort to turn

around a huge ship and there must be some reliable and efficient mechanism to achieve the

same.

A rudder, attached and suspended in such a way that it stays just behind the propeller, is used

to direct a ship. The rudder is internally connected to a steering gear, which through its

mechanism, controls the movement of the rudder and thus that of the ship. The steering

system of a ship provides a response to the signal from the bridge by moving the rudder in the

desired direction. In this article we will learn about the hydraulic steering systems used in

marine applications

Page 172

Steering Gear System

The steering gear system has three main parts:

control equipment

power unit

transmission to the rudder stock.

In brief, the operation of the steering gear can be explained as – With the help of the control

system, a signal of desired rudder angle is sent from the bridge. This signal activates the

power unit with which the rudder is attached. The rudder moves with the help of the power

unit till the right angle is reached.

According to an international legislation, all the ships must have two independent power

units, one as the main power unit and the other as auxiliary. In case , the ship has two

identical power units, then there is no need for an auxiliary unit. Moreover, each power unit

should be capable of transmitting a torque that swings the rudder from 35 degree on one side

to 35 degree on the other side, while the ship is moving at the full speed. It is also to be noted

that this whole process shouldn’t take more than 28 seconds. The steering gear is that aspect

of a ship’s overall operation system, which should never fail. For this reason, the system

should always have shock absorbing equipments and must have pipelines that are made of

approved materials.

Page 173

Arrangement

The whole steering gear arrangement should be kept in a separate compartment, known as the

steering gear compartment/room. Both the steering gear systems should be connected to the

bridge and operated from the same. The system should be such designed that in case of

failure of one, the changeover to the other system should be automatic and within 45 seconds.

Proper audible and visual alarms should be provided in case of failure of any part.

Most of the steering gears found on ships have hydraulically operated equipment known as

telemotor. This telemotor can also be electrically operated. The system is also provided with

pumps to quickly supply hydraulic fluid to the rudder. All the pumps are quick-repose pumps,

and as the signal from the bridge does not allow enough time for the pump to switch on and

off, a continuously running pump is required. Usually Variable displacement pumps are used

for this purpose.

PASSAGE 2: What Is Steering Gear Testing?

Learn about the routine checks and procedures of the steering gear of the ship that needs to be

carried out before the ship starts its voyage

Introduction

The engine room of the ship is literally a huge factory with hundreds of big and small

machineries and devices. Although the ship control room of modern ships, has the facility to

check all important parameters from the comfort of a single place, still it is important to carry

out actual checks of various important machineries before starting out for a voyage.

The steering gear arrangement of the ship is certainly one of the most important equipment

since along with the propeller, it helps to manoeuvre a ship in the right direction. You

certainly don’t want to be in the middle of the sea without any control over which direction

you are heading at, and totally at the mercy of the fairy elements of nature. Hence it is

important that a sort of black box testing is done of the steering gear

A steering gear failure might lead to collision, grounding or some other adverse condition.

Thus for a satisfactory operation, steering gear should be well tested before a ship’s departure

from any port. In fact it is a mandatory routine and one of the most important items of the

engine room departure checklist. Any failure to comply with the same could lead to serious

consequences.

Page 174

Steering Gear Testing

Steering gear testing comprises of a series of tests on the whole steering gear system that

should be carried out religiously. The tests include:

Testing of the main steering gear operation

Testing of the auxiliary steering gear system

Testing of the main and standby pump

Testing of the tele-motor system, remotely operated from both bridge and engine

control room.

Testing steering gear operation with emergency power supply.

Testing of rudder indication system with respect to the true angle of rudder.

Testing of remote control alarms and steering gear power units.

Testing of automatic isolating arrangements

Additional Points

The operation of the main steering gear, along with all the other equipments related to it

should be carried out by a responsible engineer officer. During the tests the rudder should be

moved in both the directions with an angle of 35 degree each. The time taken by the rudder to

move from one extreme angle to the other should not exceed more than 28 seconds. The level

of the hydraulic oil in tank should be continuously monitored and the tank should be filled

completely prior to the maneuvering process.

All the responsible officers should be familiar with the operation and maintenance of the

gear. Moreover they should also aware of the change over procedures along with reading the

block diagrams of the system. All the tests should be carried out within 12 hours of the ship’s

departure. The connecting linkages should also be visually inspected for damage or wear.

There is also an arrangement for emergency steering in case of sudden fault developing in the

steering gear system on a ship. Apart from the routine checks and procedures of the main

system, the operation of the emergency steering gear should be checked manually from

within the compartment once in every three months. I will be posting an article on the

emergency steering gear testing very soon

PASSAGE 3: Procedure of Testing Steering Gears on Ship

Safety of the ship is the prime concern for seafarers onboard and for governing

authorities like IMO. There have been many ship accidents in the past which includes

collision, grounding, stranding etc. due to failure of one critical system- the steering gear.

Hence crew must be careful in maintaining and testing all the aspects of steering gear present

onboard.

Specifications and guidelines are laid down by the authorities and in the safety

management system or SMS of the ship to continuously monitor the operation and safety

system of the steering gear to avoid any accidents due to its failure.

The guidelines for tests and drills are provided in chapter V regulation 26 of SOLAS 74.

Following tests and drills to be carried out within given period of time as stated in chapter V.

Page 175

Steering Gear – Testing and Drills:

Within twelve hours before departure of the ship from port, following systems to be

checked and tested:

Main steering gear and system

Auxiliary steering gear and system

The remote control systems of steering gear

The steering position indicator on the navigation bridge

The emergency power supply to one of the steering unit

The rudder angle indicators showing actual position of the rudder

Power failure alarms for the remote steering gear control system

Power unit failure alarms for the steering gear unit

Automatic isolating arrangements and other automatic equipment

Following listed procedure must be included along with the check and tests described

above:

1. The full movement of the rudder as per the required capabilities of the steering gear

system present onboard

2. A visual inspection of all the linkages and connection in the steering gear

Page 176

3. The means of communication between the steering gear room and navigational

bridge must always be operational.

Other Important requirements related to steering gear are:

A block diagram displaying the steering system, the changeover procedure from

remote to local steering and steering gear power unit indicating the emergency supply

unit must be clearly mentioned.

This diagram must be pasted in Navigation Bridge and steering gear compartment

All officers and crew concerned with the operation and maintenance of steering gear

system must be familiar with changeover procedure from one to other system

Emergency steering drills to be carried out inn not more than three months period.

Date and time for the tests, checks and drills carried out in steering gear system must

be recorded.

PASSAGE 4: Procedure for Starting Emergency Steering System

An emergency steering system, as the name suggests, is a system which is used during the

failure of the main steering system of the ship. The article explains as to what exactly is the

steering system and what the procedure for starting the emergency steering system is.

What is Emergency steering?

A ship consists of electromechanical steering gear unit which steers the vessel from one port

to other. Normally steering gear unit is 2 or 4 ram electro-hydraulically operated unit with

two or more hydraulic motor for the ram movement.

A situation can occur in which the remote control operation may fail to work and their can be

a sudden loss of steering control from the bridge. This can be due to sudden power failure,

any electrical fault in the system or the control system which includes faulty tele-motor or

servo motor which is used for transferring the signal from bridge to the steering unit.

To have control the steering of the ship at such emergency situation with manual measure

from within the steering gear room, an emergency steering system is used.

Page 177

Procedure for Emergency steering Operation

The following points should be followed for emergency steering operation.

- The procedure and diagram for operating emergency steering should be displayed in

steering gear room and bridge.

- Even in emergency situation we cannot turn the massive rudder by hand or any other

means, and that’s why a hydraulic motor is given a supply from the emergency generator

directly through emergency switch board (SOLAS regulation). It should also be displayed in

the steering room.

- Ensure a clear communication for emergency operation via VHF or ships telephone

system.

- Normally a switch is given in the power supply panel of steering gear for tele motor; switch

off the supply from the panel.

- Change the mode of operation by selecting the switch for the motor which is supplied

emergency power.

- There is a safety pin at the manual operation helms wheel so that during normal operation

the manual operation always remains in cut-off mode. Remove that pin.

- A helms wheel is provided which controls the flow of oil to the rams with a rudder angle

indicator. Wheel can be turned clockwise or anti clockwise for going port or starboard or vice

versa.

- If there is a power failure, through sound power telephone receive orders from the bridge

for the rudder angle. As soon as you get the orders, turn the wheel and check the rudder angle

indicator.

A routine check should always be done for proper working of manual emergency system and

steering gear system. An emergency steering drill should be carried out every month

(prescribed duration – 3 months) in the steering gear room with proper communication with

bridge to train all the ship’s staff for proper operation of the system so that in emergency

situation ships control can be regained as soon as possible, avoiding collision or grounding.

Page 178

9.4.4. Viết

Write a paragraph of approximately 100 words about

Why Chief engineers need good English.

9.5.Phần chuyên ngành hàng hải (6 giờ)

9.5.1. Kiểm tra trong cảng và trước khi tàu khởi hành

The regulations SOLAS Chapter V Regulation 26 and 33 CFR Chapter 1 164.25 “Tests

before entering or getting underway” have to be complied with. During stays in port between

voyages or passages a test is to be carried out within 12 hours of the estimated time of “stand

by departure”.

Normal acceptable practice is one hour before departure, with all the generator/alternator

engines required for standby on line, and Bridge and Engine room watchkeeping officers on

duty. Prior to testing, the following checks are to be carried out :

The hydraulic oil levels in the main gear, its reserve tank (minimum level equivalent

to 90% total capacity), and the telemotor systems.

The grease points and greasing arrangements.

A visual inspection of the steering gear and associated linkage.

The communication system between the steering gear compartment and the bridge.

Testing is to include the following:

1. The main steering gear, power units, pumps, and hydraulic machinery.

2. All the bridge manual steering controls.

3. The bridge/steering spaces electric control system.

4. Manual operation of steering control.

5. Power Unit failure alarms.

6. All remote rudder angle indicators.

7. Swinging the rudder from hard to port to hard to starboard.

8. Automatic isolating arrangements and other automatic equipment.

During this operation, the remote rudder angle indicators are to be checked for accuracy

with the master indicator affixed to the steering gear. The ammeter readings from both

motors are to be recorded in the Engine Room Log. The time taken for the rudder to move

from hard over (35 degrees) from one side to the other is to be recorded for both motors

singly and then both together. These times are to be compared with the manufacturer’s

specified times.

If the time taken to move the rudder from 35 degrees on either side to 30 degrees on the

other side exceeds 28 seconds when using both motors, then the appropriate management

office is to be advised. It is important that as the rudder approaches the hard over position, the

“stroke” comes off the pump or pumps in use, slowing down the rate of discharge from the

pumps and thus the rate of traverse of the rudder. This functionality is necessary in order that

the rudder does not overshoot the designed limits of travel. A feedback arrangement

consisting of a floating link in the control of the pumps or an equivalent electronic

arrangement takes care of this and it is important that testing of the steering system checks

that this happens.

Page 179

When hard-over, the rudder must not exceed its designated limit as this could lead to the

rudder getting stuck in this position. The SOLAS requirement is 35 degrees on both sides.

A creep test is to be carried out, and the results recorded in the Engine Room Log. Proof

marks of rudder to tiller arm, and vessels with taper fit connections are to be checked to

ensure no displacement or slippage has taken place. Wear down is to be checked using the

poker gauge or other device as appropriate, and the readings recorded in the Engine Room

Log.

Where no proof marks or means of checking are available the office is to be informed, and

such marks introduced as soon as possible. In port, when the vessel is at a suitable draft and

access is available, the Chief Engineer is to sight the rudder stock connections i.e. palm bolts

etc. and where possible the jumping clearance. With rudders which do not have externally

visible connections, the position of the rudder in a horizontal plane relative to the stern

frame/hull is to be carefully scrutinized.

Any evidence of damage, slackness, or alteration in the rudder position relative to the

vessel’s hull in a horizontal plane is to be reported to the Office immediately. Following a

repair period, dry-docking, or lay up, a test is to be carried out as soon as is practical.

Testing at Sea

Testing of the steering gear at sea is at the jurisdiction of the Master. The Master is to

be on the Bridge and the Chief Engineer in the steering gear compartment at the time of the

test. (33CFR Chapter 1 164.25 to be complied with)

Under normal sea speed, the rudder is to be put from hard to port to hard to starboard

on one motor, and then on the other motor. This process is then to be repeated using both

motors.

The ammeter readings during these tests are to be recorded and entered in the Engine

Room Log Book. If the time taken to move the rudder from 35 degree on either side to 30

degree on the other side exceeds 28 seconds when using both motors then the appropriate

management office is to be advised.

On vessels with steering gear designed to operate with only one motor on even when

manoeuvring (the second motor being on stand-by), single motor operation should meet this

criteria. A creep test is also to be carried out and the results recorded in the Engine Room Log

Book. Creep Test – With 1 motor on a setting midships If the rudder creeps more than 5

degrees in one minute then management office is to be advised.

Emergency Steering Drill

An Emergency Steering Drill is to be carried out at least once every 3 months. It is to consist

of direct operation of the main steering gear by manual control within the steering

compartment. Steering is to be directed by communication from the bridge to the steering

compartment. Where applicable, the operation of alternative power supplies is to be tested.

Notices are to be posted next to the steering gear emergency station with a warning that no

testing of the steering gear control system or its components is to take place whilst the vessel

is underway, unless under the direct supervision of the Chief Engineer. All ship’s staff must

be made aware of this requirement.

Electrical, Hydraulic and Mechanical Change-Over Procedures

All Engineer Officers must be able to carry out the electrical, hydraulic and mechanical

change-over procedures. If not in existence, a valve position diagram must be produced with

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the position of all valves. Such valves are to be clearly marked by numbers or letters.

These diagrams would normally show the following situations, unless the steering gear is of

the rotary vane type:

a) Starboard hydraulic pump in use;

b) Port hydraulic pump in use;

c) Starboard and port hydraulic pump in use;

d) Emergency hydraulic pump in use;

e) All four hydraulic rams in use;

f) Only after opposite hydraulic ram in use;

g) Only forward opposite hydraulic ram in use;

h) Only starboard hydraulic rams in use;

i) Only port hydraulic rams in use.

The Master and Chief Engineer are to report to the relevant Management Office, common

hydraulic pipes in the system which in case of failure, would result in having the whole

steering gear out of order.

9.5.2. Các thiết bị an toàn trong máy lái

Introduction

We have already studied about the general overview of steering gears and construction and

components of a steering gear arrangement in our previous articles. We also saw how

steering gear testing is carried out on board various types of ships. In this article we will

continue to study about steering gears and talk about the various safety devices which are

fitted on them such as the liquid level switch and other arrangements so as to ensure safe

operation of the entire system.

SWITCH LEVEL 1:

The steering system has two lube oil tank system with 2 rams functioning on each system.

The level switch 1 gives an initial alarm following a loss of oil from either system. In normal

operation one power unit provides hydraulic power to all four rams.

The causes for the loss of oil is mainly due to broken hydraulic pipes and damage in the ram,

thus the leakage oil drains to the bilge well.

SWITCH LEVEL 2:

When no action is taken immediately upon the previous alarm, the loss of oil continues and

over a period of time this loss of oil initiates one or both of the level switches 2. This leads to

the energization of a solenoid operated servo valve causing a combined isolating valve and

bypass valve to operate. Thus splitting the system such that each power unit supplies power

to 2 rams only .

At the same time this switch automatically starts the other standby helesaw pump to assist the

turning and building up the pressure in the rams.

SWITCH LEVEL 3:

This switch will get activated when there is still no further improvement in the loss of oil on

the faulty side. In such a situation the steering continues un-interrupted if one unit is stopped

and thus the rudder is turned with the help of the other unit system of 2 rams only, isolating

the faulty one, and this is called as emergency steering.

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Thus the steering system is designed to work at half of the maximum torque on the steering

system.

The defective system is put out of action and isolated.

RELIEF VALVE:

A relief valve is fitted in the system to prevent over pressure in the hydraulic system due to

shock loading of rudder. Shock loading of the rudder could occur in a variety of cases such as

bad weather.

MANUAL BY PASS VALVE:

This valve is only operated when there is a failure of the one of the systems and the rudder

stock has to be turned mechanically, so that the ideal fluid can flow from the high pressure

side to low pressure side.

LOW PRESSURE VALVE :

Low pressure valve is a NON RETURN VALVE fitted in the main hydraulic pressure line,

which opens for oil filling from a header tank if a low pressure situation occurs in the system

.

ELECTRICAL STOPPER:

It stops the hydraulic pump when the position of the rudder turning is at an angle of 36o. It

automatically cuts of the supply because it is the maximum turning angle of rudder. (It

normally operates at 35o angle).

MECHANICAL STOPPER:

In case of electrical stopper fails, the mechanical stopper is provided so that it stops the tiller

arm after 36o angle of rudder

Electrical motor overload alarm

When ever hydraulic motor or helesaw pump motor draws excessive current during bad

weather, the steering should not fail. Instead it gives an alarm about excessive current being

drawn by the motor. Continued recurrence of this alarm could mean that the electrical motor

might burn up.

POWER FAILURE ALARM:

The full power failure alarm will be raised if the power fails in black out condition.

Emergency power should be arranged with in 45 seconds and the emergency generator must

be capable to give power for at least 30 minutes for a big ship and 10 min in case of small

ships (ships<10,000 ton displacement).

9.5.3. Hoạt động của máy lái và các tiết mục cần kiểm tra để hành hải an toàn

Following are the basic guideline for confirmation of operation of steering gear:

The OOW shall confirm the rudder operation by the Manual steering gear, at least once a

watch and Every time Before the vessel enters Coastal, Congested, or Confined waters or

Area affected by Heavy weather.

The officer of the watch shall confirm operation of the rudder by the use of “Non-

follow-up” steering system.

Before the vessel enters Congested / Confined waters or during Heavy Weather, the OOW

shall start an Additional steering motor.

The Officer shall operate and confirm normal operation of the stand-by power unit of steering

Page 182

gear and stand-by Auto-pilot system at least once every Two (2) weeks.

Also the interval of Switching-over of Steering gear Power units and Auto-pilot systems

should be within One (1) month.

Items to check on steering gear

The vessel shall prepare a ship specific steering gear inspection check record including the

following items, and the crew shall inspect the Steering gear compartment Once Everyday at

sea.

In addition the results of this record are to be confirmed by the Chief Engineer, and any

remarkable observation should be reported to The Master immediately.

This record shall be kept onboard for One year after the entry.

Items to be confirmed at least:

• Amount of Hydraulic Oil in the tank (to be within the manufacturer’s recommended value)

• Temperature of Hydraulic oil in the tanks (to be within the manufacturer’s recommended

value)

• Steering Gear Motors’ Electric Currents are well within manufacturer’s recommended

values

• Pressure of the Hydraulic cylinder (to be within the manufacturer’s recommended value)

• All Filter indicators on Hydraulic oil lines showing clean visual condition

• Flow indicator of Cooling water for the Rudder Neck Bearing

• Inspection of color of oil for Rudder Carrier Bearing. If greasing system is in place, then to

also ensure adequate greasing carried out manually, at least once a day and in case of

automatic system, to replenish the grease in the container

• Any leakage of water into Rudder Trunk (from sounding pipe if fitted)

• Any leakage of Hydraulic oil

• Grease supply (to steering gear Roller Bearings and the Ram).

Page 183

UNIT 10: PROCEDURES

Trình độ sinh viên Tiền trung cấp

Sỹ số sinh viên 20 SV

Thiết bị giảng dạy Bảng trắng chất lượng cao, đài đĩa CD, đầu Video, máy chiếu, phòng luyện âm, máy tính kết nối internet

Ngôn ngữ giảng dạy Tiếng Anh

Thời gian 22 giờ

MỤC ĐÍCH

Sau khi nghiên cứu bài 10, học viên cần nắm được:

Sự khác nhau về cấu tạo và cách sử dụng giữa câu chủ động và bị động ở thời

hiện tại đơn và quá khứ đơn; nhận biết những động từ không được dùng ở thể bị

động.

Các trạng từ chỉ trình tự first, then, next, finally; từ, cụm từ để mô tả các quy

trình liên quan đến công việc của ngành máy.

Cách phát âm đuôi –ed

Cách trình bày về các quy trình bằng tiếng Anh.

Trình bày bằng lời một số quy trình quan trọng liên quan đến ngành máy.

NỘI DUNG BÀI GIẢNG

10.1. Ngữ pháp (4 giờ)

10.1.1. Câu chủ động và bị động

Câu chủ động Câu bị động

- Chủ ngữ là chủ thể của hành động

(đối tượng thực hiện hành động).

- Tân ngữ là khách thể của hành động

(đối tượng tiếp nhận hành động)

- Chủ ngữ là khách thể của hành động (đối

tượng tiếp nhận hành động).

- Chủ thể của hành động được cho là không

quan trọng, thường đứng cuôi câu sau giới từ

BY.

Ví dụ:

My mother buys me a lot of English

books.

Ví dụ:

A lot of English books is bought to me by my

mother.

Câu bị động thực chất không phải là câu chủ động được viết lại với một cách khác.

Câu chủ động được dùng khi chủ thể của hành động được cho là quan trọng và cần phải được

nhắc đến. Còn trong câu bị động, khách thể của hành động hoặc kết quả của hành động được

cho là quan trọng hơn chủ thể của hành động, chính vì vậy, câu bị động được dùng phổ biến

trong các văn bản khoa học kĩ thuật.

Tuỳ từng trường hợp, thể bị động được dịch sang tiếng Việt là “ được “ hay “bị”. Ví

dụ:

- My bicycle was fixed yesterday. (Xe đạp của tôi đã được sửa ngày hôm qua.)

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- Many houses were destroyed in the war. (Nhiều ngôi nhà đã bị phá huỷ trong trận

chiến)

_______________________________

10.1.2. Cấu tạo của câu bị động.

28. Cấu tạo chung:

Chủ ngữ + To be + P2 (by + chủ thể hành động)

29. Câu bị động trong thì hiện tại đơn và quá khứ đơn

Động từ TO BE trong câu bị động được chia cùng thì, thể với động từ chính trong câu chủ

động.

Thì Vị ngữ (chủ động) Vị ngữ (Bị động)

Hiện tại đơn V/Ves

(She teaches my children.)

am/ is/ are + P2

(My children are taught by her.)

Quá khứ đơn Ved/ Vbqt

(She taught my children.)

were/ was + P2

(My children were taught by her.)

10.1.3. Các động từ không sử dụng trong câu bị động

Nội động từ và ngoại động từ.

Thể bị động chỉ được thực hiện với ngoại động từ. Vậy ngoại động từ và nội động từ là gì?

Ngoại động từ là những động từ nhận tân ngữ trực tiếp. Nội động từ là những động từ không nhận

tân ngữ trực tiếp. Ví dụ:

He goes to school. (“to go “ là nội động từ vì không có tân ngữ đi kèm)

He buys a book. (“to buy” là ngoại động từ vì có tân ngữ “a book” sau nó)

Có những động từ vừa là nội động từ lại vừa là ngoại động từ. Ví dụ:

The ship sinks. (Con tàu chìm → To sink là nội động từ.)

They sink the ship (Họ đánh chìm con tàu. → To sink là ngoại động từ.)

10.1.4. Thực hành

EXERCISE 1: Put the following into the passive or active, mentioning the agent where

necessary:

30. I’ll shut all the valves after discharging the ballast.

______________________________________________________________________

31. Do you use this room only on special occasions?

______________________________________________________________________

32. We’ll be painting the hull in the next 2 days.

______________________________________________________________________

33. They are going to supply a new kind of paint this time.

______________________________________________________________________

34. People must not leave bicycles in the hall.

______________________________________________________________________

35. He often changes bed sheets every 2 weeks.

______________________________________________________________________

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36. He showed me the easiest way to do it.

______________________________________________________________________

37. When do you take out the anchor chain?

______________________________________________________________________

38. The ship’s accommodations were built by the Japanese Ship-owners.

______________________________________________________________________

39. Did the idea interest you?

______________________________________________________________________

EXERCISE 2: Put the right form of the passive in the following sentences.

1. The three prisoners who escaped yesterday .___________ (catch).

2. Where’s your stereo? It___________ (steal) last month.

3. I’m afraid that you can’t see Mr. Price at the moment. He ___________

(interview) by someone from the BBC.

4. Too much energy ___________ (waste) nowadays. We could easily

manage with far less if we spent more on conservation.

5. If Liverpool don’t score soon, they ___________ (beat) for only the

second time this season.

EXERCISE 3: Underline the correct verb form in each of the following sentences.

1. Bob’s wife has just lost/ has just been lost her job.

2. Tom posted/ was posted his letter to the university today.

3. We did a lot of work for the school, but we didn’t pay/ weren’t paid.

4. How much money have you saved/ have you been saved for your retirement?

5. My friend Douglas speaks/ is spoken three foreign languages.

6. A new hospital will build/ will be built in the town centre.

7. You can’t come in here – the room is cleaning/ is being cleaned.

8. We have invited/ have been invited to John’s party tonight.

9. He applied/ was applied for a new job.

10. Oil has discovered/ has been discovered at the North Pole.

10.2. Từ vựng (4 giờ)

10.2.1. Sử dụng thành ngữ thông dụng trong một đoạn văn và đoán nghĩa dựa vào

ngữ cảnh.

- He completed the project entirely under his own steam.

Under his own steam: one one’s own initiative

- The team played well at the start of the game but now they are running out of steam.

Run out of steam: to have exhausted one’s energy to do st

- When the Chief Engineer is angry, he shouts to let off steam.

Let off steam: get rid of bad feelings about st.

- The local residents are very steamed-up about the plans to build a factory near their

houses.

Be steamed-up about st: be upset about st.

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10.2.2. Trạng từ để mô tả chuỗi sự kiện: first, then, next, finally

First

Eg: First, you have to confirm that the pump’s not running

Then

Eg: Then, carry the bowl to the workshop so we can overhaul it

Next

Eg: Next, dump the drained gear-oil into the waste-oil tank.

Finally

Eg: Finally, they changed all the O-rings.

10.2.3. Từ, cụm từ để mô tả các quy trình liên quan đến công việc của ngành máy

* Học viên điền nghĩa tiếng Việt cho các từ, cụm từ dưới đây

Các từ dùng để mô tả quy trình

first/firstly afterward

second/secondly later

then soon

after that finally

next at last

subsequently in the end

to test the engine last but not least

Các từ mô tả công việc trong buồng máy

To overhaul To receive fuel

To grease To work in an enclosed space

To open up To synchronize

To replace fight oil spills

To grind/regrind fire fighting

To report emergency steering operation

To maintain treatment of waste oil and oily bilges

To oil bilge and sludge disposal on shore

To drain warm up/turn/start the main engine

To clean reduce/increase RPMs

To renew bunkering orperation

To set/reset To fill the oil record book

10.3. Ngữ âm (2 giờ)

10.3.1. Cách phát âm đuôi –ed

Âm cuối –ed của động từ quá khứ được đọc là /t/ sau những phụ âm /p/; /k/; /s/; /ʃ/; /tʃ/;

/f/. Ví dụ:

hope → hoped

work → worked

laugh → laughed

address → addressed

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publish → published

watch → watched

Âm cuối –ed được đọc là /id/ sau các âm /t/ và /d/:Ví dụ:

start → started

decide → decided

need → needed

Âm cuối được đọc là /d/ sau các nguyên âm và những phụ âm còn lại như:

/b/,/g/,/v/,/z/,/3/,/d3/,/m/,/n/,/l/,/r/. Ví dụ:

rub → rubbed

hug → hugged

live → lived

surprise → surprised

change → changed

bathe → bathed

10.3.2. Phát âm

Put the past participles in the correct column. Then, listen to the cassette and check your

answers. Repeat the words you hear.

Harvested

Ruined

Ripened

Separated

Delivered

stabilized

Planted

Removed

Dried

Graded

Produced

travelled

Picked

Extracted

Weighed

Exported

Packaged

loaded

/d/ /t/ /id/

(Marlin 2 –Unit 6- part 3)

10.4. Kỹ năng giao tiếp: nghe, nói, đọc, viết (6 giờ)

10.4.1. Thảo luận

Procedures for turning, warming up, starting, stopping the ME; increasing and

reducing RPMs?

Procedure for receiving fuel oil on board.

Procedure for working in an enclosed space.

Procedure for synchronizing two diesel generators

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Procedure for fighting oil spills.

Procedure for fire fighting.

Procedure for abandoning ship.

10.4.2. Nghe hiểu

Recording 1: Diesel Generator.

Listen and answer the following questions

1. What is planned to be overhauled?

2. What is going to be changed?

3. What should be done before they start the work?

4. What has been prepared since yesterday?

5. When will they start the work?

6. What will they do for safety?

7. What will the N0.1 oiler do?

8. What shouldn’t other people do?

Recording 2: Removing a motor

Listen and fill the missing words

3/eng (pointing) Evaporator ejector pump starter panel, switch _____________ off.

OK. It’s indicating ‘No use’ .OK, _____________ control box, lock in stop

position. OK, we’re ready. Let’s remove the motor.

No. 1 oil Third Engineer, remove the _____________ cables, please.

3/eng Right away. No. 1 Oiler, please _____________ out all the coupling bolts.

No. 1 oil I’ll mark the couplings _____________ I remove them.

3/eng Good idea. I’ll remove the set _____________ and set bolts.

No. 1 oil I remove the coupling bolts. Three or the six ____________ rings are damaged.

3/eng We’re going to replace them _____________ we set the motor back up.

No. 1 oil OK, let’s remove the motor.

3/eng Begin lifting _____________ the chain hoist.

No. 1 oil Third Engineer, be careful not to catch your fingers in there. Shall we carry the

motor to the _____________ and overhaul it there? It’s more comfortable in

there, compared to the hot and noisy engine room.

3/eng OK, _____________ put the motor on the cart. That’s good. Setting it up is

harder than removing it, isn’t it? I’m not _____________ about centering it.

No. 1 oil Yes, it’s harder, but there’s no need to worry, once you get the hang of it.

3/eng Would you _____________ me when we set it back up?

No. 1 oil Of course.

10.4.3. Đọc hiểu

PASSAGE 1: How to Synchronize Generators on a Ship?

Synchronizing of an incoming generator or alternator is very important before

paralleling it with another generator. The synchronizing of the generator is done with the help

of synchroscope or with three bulb method in case of emergency. It is of utmost importance

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that before paralleling the generators the frequency and voltage of the generators need to be

matched. In this article we will describe the method for synchronizing generators on a ship.

There are two methods to synchronize generators on a ship – one is the normal and

other is the emergency method.

Synchroscope method

1. The synchroscope consists of a small motor with coils on the two poles connected across two phases. Let’s say it is connected in red and yellow phases of the incoming machine and armature windings supplied from red and yellow phases from the switchboard bus bars.

2. The bus bar circuit consists of an inductance and resistance connected in parallel. 3. The inductor circuit has the delaying current effect by 90 degrees relative to current in

resistance. 4. These dual currents are fed into the synchroscope with the help of slip rings to the

armature windings which produces a rotating magnetic field. 5. The polarity of the poles will change alternatively in north/south direction with

changes in red and yellow phases of the incoming machine. 6. The rotating field will react with the poles by turning the rotor either in clockwise or

anticlockwise direction. 7. If the rotor is moving in clockwise direction this means that the incoming machine is

running faster than the bus bar and slower when running in anticlockwise direction. 8. Generally, it is preferred to adjust the alternator speed slightly higher, which will

move the pointer on synchroscope is in clockwise direction. 9. The breaker is closed just before the pointer reaches 12 o clock position, at which the

incoming machine is in phase with the bus bar

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Emergency synchronizing lamps or three bulb method

This method is generally used when there is a failure of synchroscope. In case of

failure a standby method should be available to synchronize the alternator, and thus the

emergency lamp method is used.

Three lamps should be connected between three phases of the bus bar and the

incoming generator should be connected as shown in the diagram:-

1. The lamps are connected only in this manner because if they are connected across, the

same phase lamps will go on and off together when the incoming machine is out of phase with the switchboard .

2. In this method as per the diagram the two lamps will be bright and one lamp will be dark when incoming machine is coming in phase with the bus bar.

3. The movement of these bright and dark lamps indicates whether the incoming machine is running faster or slower.

4. For e.g. there is a moment when lamp A will be dark and lamp B & C will be bright, similarly there will be instance when B is dark and others are bright and C is dark and other two are bright. This example indicates that machine is running fast and the movement of the lamps from dark and bright gives an clockwise movement

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5. Clockwise movement indicates fast and anti clockwise direction indicates slow running of incoming generator.

______________________________________

PASSAGE 2: Procedures For Treatment of ships waste oil and oily bilges

General Instructions for ships

In principle, the disposal of waste oil, bilge and sludge generated in machinery spaces shall

be completed onboard (by incineration or overboard discharge under 15 ppm), however, if

such onboard disposal is improper or impossible, they shall be taken ashore for disposal at a

shore receiving facility.

The Chief Engineer shall have direct responsibility for the disposal of waste oil, bilge

and sludge generated in machinery spaces. When the above work is carried out, the Chief

Engineer shall enter the details of the work into the “Oil Record Book” (Machinery Space

Operations) according to the “Procedures for Oil Record Book Entry”

The Chief Engineer shall understand the contents of IOPP Certificate, especially the

equipment and methods for the disposal of waste oil, bilge and sludge specified in the

Supplement of IOPP Certificate, Item 2, 3 and 4, in respect of:

Type of oil content monitor and control unit for bilge.

Type and disposing capacity of oily-water separator (or oil filtering equipment).

Type of oil content meter (or oil content monitor)

Tank arrangement and capacity mentioned in the Supplement of IOPP certificate.

Means and capacity of oil residual (sludge) disposal.

Where “Standard Discharging Connections” are stored.

The Chief Engineer shall confirm that the items mentioned in the IOPP certificate and its

Supplement, tank capacity and arrangement shown in the Finished Drawings (GA and CP),

the contents of the Oil Record Book, and the contents of the Bilge/Sludge Handling Note for

onboard work are in total accord.

Disposal of waste oil , bilge and sludge

The Chief Engineer shall refer to the separate plan, the standard flow chart for bilge and

sludge disposal suitable to the vessel’s facilities. The flow chart and piping diagrams shall be

put up to suitable places, such as in the Engine control room and near the control station for

bilge pumps and separators.

Ships calling the United States shall post the following placard, “Discharge of Oil

Prohibited” , in the machinery room and around the control stations for ballast and bilge

pumps according to the provisions of 33CFR. Part155.450.

The Federal Water Pollution Control Act prohibits the discharge of oil or oily waste

into or upon the navigable waters of the United States, or the waters of the contiguous zone,

or which may affect natural resources belonging to, appertaining to, or under the exclusive

management authority of the United States, if such discharge causes a film or discoloration of

the surface of the water or causes a sludge or emulsion beneath the surface of the water.

Violators are subject to substantial civil penalties and/or criminal sanctions including fines

and imprisonment.

Onboard transfer and drain out water of waste oil, bilge, and sludge shall be carried

out under the supervision of the engineer on watch after obtaining the Chief Engineer’s

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approval.

Overboard discharge of bilge and the like shall be carried out under the direction and the

supervision of the Engineer on watch nominated by the Chief Engineer, or supervised by the

Chief Engineer himself on the spot.

Chief Engineer shall confirm Ship’s Position from the Watch Officer.

The condition under which the overboard discharge of bilge is allowed are as follows:

The vessel is not in the special area.

The special area: The Mediterranean Sea, the Baltic Sea, the Black Sea, the Red Sea, the

“Gulfs area”, the Antarctic Sea, and the Gulf of Aden, Southern South Africa, and waters in

North-West Europe (MARPOL 73/78 ANNEX-1, Regulation 1.10).

The vessel is on navigation.

Oil density before dilution is 15 ppm or under.

Type approved oily water separator is in use.

When disposing, the waste or aged lubricating oil shall be incinerated after the treatment

similar to that of sludge.

Bilge and sludge disposal on shore

The Chief Engineer shall, if it is necessary to land waste oil, bilge or sludge for disposal to a

shore facility, submit a landing request (free form) to the company, and discuss the details on

the landing place and subcontractors.

Before the landing work of such waste oil or the like, the Chief Engineer shall

confirm that no leakage is present on the piping for discharging, and the emergency shutdown

switch (ESS) for the discharge pump (bilge or sludge pump) mounted near the shore

connection functions normally.

The Chief Engineer shall station a crewmember near the shore connection who

operates the emergency shutdown switch in an emergency and watches the surrounding sea

water surface during the landing work.

The Chief Engineer shall obtain a receipt or certificate from the responsible person of

the receiving facility which include barges and tank trucks after the disposal of the Waste oil

or the like is carried out. The receipt or certificate shall be written in English.

10.4.4. Viết

Write a paragraph of approximately 100 words about Common personal injuries in the

engineroom

10.5. Phần chuyên ngành hàng hải (6 giờ)

10.5.1. Cách kiểm tra dầu bôi trơn trên tàu.

Machinery onboard ships need lubrication of some kind for smooth and efficient

running. This is achieved by using different grades and types of lubricating oils which are

stored in designated lube oil tanks or in drums or receptacles.

As for the machinery spares, lube oil also has a limited period of operation after

which it must be renewed with a fresh lot. The renewal is decided by the property of the lube

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oil, type of machinery it is used for and type of conditions it is used in. Apart from renewal

after given running hour, the lube oil must be checked and tested for its quality and purity.

Why Lube Oil Testing?

As discussed in our article on Lube oil Properties, to maintain these properties while

in operation the lube oil must be checked time to time both on board and in shore laboratory.

Following are the point for which lube oil tests are carried out:

To monitor the deterioration of oil with time

To check for contamination with other oil, water and bacterial attack

To avoid damage to the lubricating part of the machinery

To determine any leak or source of contamination of oil

To understand the performance of the supplied lube oil

Hence lube oil for important systems like main propulsion plant, auxiliary engines, air

compressors, steering gear etc. must be checked as described by the company. It may vary

from every 15 days or once in a month for onboard lube oil tests.

The lube oil must be sent ashore every three months for special laboratory tests such

as spectro-analysis.

Taking Sample for Tests

The onboard lube oil tests are carried out by taking samples from the sampling point,

which should be located after the system, with the system in running condition. Before taking

the sample, oil must be drained so that stagnant oil in the sampling point is removed.

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The sample must be kept within control room for cooling it down to normal

atmospheric temperature. While doing this, the lid on the sample bottle must be half open

else vapour condensing during cooling process will get back into the sample.

Onboard Lube Oil Tests

For all types of lube oils on ships, following Lube oil tests are carried out:

1) Water Content test

5 ml of sample is taken inside digital water content meter mixed with 15 ml of reagent

containing paraffin or toluene. Before closing the lid of the digital meter, a sealed sachet

containing calcium Hydride is kept and container closed tight. The meter is shaken by hand

and the pressure rise due to the chemical reaction in the test container is shown as water

percentage in the digital display.

2) Ph Test

It is done by using a Ph paper which changes colour once in contact with oil and it is

then compared with standard values. This test determines the reserve alkalinity of the oil

sample.

3) Viscosity Test

This test is performed by using a Flow stick in which two paths are provided for flow

of oil side by side. In one path fresh oil is filled and in other side path used sample oil is

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filled. Now the flow stick is tilted allowing oil on both paths flowing in the direction of the

tilt due to gravity. A finish point is provided along with reference points along the flow stick

and the position of used oil is checked when fresh oil reaches the finish point.

This method shows the contamination of lube oil which may be due to diesel oil,

heavy oil or sludge resulting in change in viscosity.

4) Spot test

In this test a drop of lube oil is put on the blotter paper and it is then dried for few

hours. The dry spot is then compared with the standard spot available which determines the

insoluble components in lube oil.

5) Flash point test

This is performed by using Pensky Martin closed cup apparatus which determines the

temperature at which the vapour will flash up when an external ignitable source is provided.

As per the regulation, this apparatus generally carried on passenger ships.

6) Water Crackle test

It is another method of determining water presence in the lube oil where the oil

sample drops are heated in an aluminum container over a flame. If water is present crackling

sound will come.

A regular lube oil monitoring will ensure that machinery will run in good condition

and will also give any warning of deterioration in advance which will avoid sudden

breakdowns and save spare costs.

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10.5.2. Quy trình căng xích cho động cơ MAN B&W

A chain drive is used to transmit motion from the crankshaft of the engine to the

camshaft. This drive is known as timing chain and it is responsible for rotation of the

camshaft which governs the fuel pump and exhaust valve timings.

Conventional Marine engines comprises of crankshaft and camshaft, whose combine

effect produce large amount of power either to drive a propeller or to generate electrical

power for ship. A cam shaft unit is used to drive fuel pump and valve unit of the marine

engine.

In a 2 stroke engine, the rotational speed of cam shaft is half that of crankshaft rotational

speed and in 4 stroke engine it is same as that of crankshaft.

For 2 stroke conventional engines, two methods are used to transmit the crankshaft rotation to

cam shaft-

By timing gear or reduction gear

By timing chain

In this article we will learn the tightening procedure of timing chain drive which is mainly

used in MAN B&W engines.

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Following procedures to be followed:

1) Inform company and take permission

2) Take immobilization certificate from the port officials

3) Read the manual and have a toll box meeting with everyone involved in the job.

Discuss the procedure

4) Prepare important tools and spares

5) Prepare risk assessment which must include all the personnel involved in the operation

6) Shut starting air for main engine. Paste notice and ply cards

7) Engage turning gear

8) Open indicator cocks

9) After stopping and cooling down of engine for sufficient time, stop main lube oil

pump

10) Open crank case doors for forward, aft unit and the door incorporating the chain drive

11) Put blower and ventilate it thoroughly.

12) Prepare enclosed space entry checklist which involves checking of internal atmosphere

for oxygen and hydrocarbon gas

13) After sufficient ventilation wearing proper PPE you can enter the Crankcase.

14) Open tab washer for nut A & B and C & D.

15) Loosen the nut A, B, C, D to free the chain tightener bolt.

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16) Turn the engine so that the slack side of the chain is on the same side as the tightener

wheel.

17) Make sure that the balance weights are hanging downwards.

18) Now tighten nut B as it is loose on the chain tightener bolt (keep measuring with feeler

gauge) until there is a clearance of 0.1mm between the shaft and the nut.

19) Now tighten nut B as stated in D-2 (Tightening angle – 720 ° = 12 hexagons)

20) Tighten nut C hard against the contact face of the shaft.

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21) Tighten nut D and then lock nut C & D with a tab washer.

22) Tighten nut A and lock nut A & B with a tab washer.

23) Measure distance “X”.

24) If the chain is worn i.e. “X” >165mm repeat the whole tightening procedure. But

tighten nut B on a reduced tightening angle i.e. reduced tightening angle – 600 ° = 10

hexagons.

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10.5.3. Cách khởi động và thử máy phát sự cố

Emergency generator on ship provides power in case the main generators of the ship

fails and creates a “dead or blackout condition”. According to general requirement, at least

two modes of starting an emergency generator should be available. The two modes should be

– battery start and hydraulic or pneumatic start.

The Port state control (PSC) might detain a ship or provide some time to correct any kind of

deficiency found if the second mode of starting is not operating.

Testing of Emergency Generator

The testing of ship’s emergency generator is done every week (as part of weekly checks) by

running it unloaded to check if it starts on battery mode. The hydraulic start is done every

month to ensure that it is working fine. Also every month automatic start of generator is also

done to check its automatic operation and to see whether it comes on load.

Procedure for Battery Start

1 Go to the emergency generator room and find the panel for emergency generator.

2 Put the switch on the test mode from automatic mode. The generator will start

automatically but will not come on load.

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3 Check voltage and frequency in the meter.

4 Keep the generator running for 10-15 min and check the exhaust temp and other

parameters.

5 Check the sump level.

6 For stopping the generator, put the switch in manual and then stop the generator.

Procedure for Hydraulic Start

1 Out the switch in manual mode as stated above and check the pressure gauge for sufficient

oil pressure.

2 Open the valve from accumulator to generator.

3 Push the spring loaded valve and the generator should start.

4 Check voltage and frequency.

5 Keep the generator running for 10-15 min and check the exhaust temp and other

parameters.

6 Check the sump level

7 For stopping, use the manual stop button from the panel.

8 After stopping the generator, pressurize the hydraulic accumulator to desired pressure.

9 Close the valve from accumulator to generator.

Procedure for Automatic Start

1 For automatic start, we know that there is a breaker which connects Emergency Switch

Board (ESB) and Main Switch Board (MSB); and there is also an interlock provided due to

which the emergency generator and Main power of the ship cannot be supplied together.

2 Therefore, we simulate by opening the breaker from the tie line, which can be done from

the MSB or the ESB panel.

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3 After opening the breaker, the emergency generator starts automatically with the help of

batteries and will supply essential power to machinery and pumps connected to ESB.

4 For stopping the generator, the breaker is closed again and due to the interlock the

generator becomes off load.

5 Now again put the switch to manual mode to stop the generator.

6 Press stop and the generator will stop.

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25) If the distance X exceeds the max distance of 265mm find and eliminate the cause of

abnormal chain elongation e.g. defective chain, damaged chain wheel or bearing etc.

10.5.4. Quy trình nhận dầu bôi trơn

Guideline for Lubricating oil control on board

Following consideration should be taken into account to determine supply volume of Lub oil :

(a) The supply volume shall be 90% or under of the capacity of each LO storage tanks in

principle.

(b) The name of oil used for the order shall be same in the Lub-chart for the vessel.

(c) The supply volume of cylinder oil shall be decided taking into consideration the volume

corresponding to the cruising distance that the FO volume in the vessels possession allows.

Items to be confirmed before supply

The Chief Engineer shall confirm the followings before loading:

Type and volume shall be confirmed by the receipt the oil supplier brings.

(b) The followings shall be confirmed by the engineer in charge:

(I ) Barge (or tank) meter check.

(ii) Pumping rate.

Communication means between the vessel and barge (Audio transmitting and receiving

means, such as use of intrinsically safe transceivers), communication means in an emergency,

and emergency shutdown procedures.

If different types of LO are transferred through the same pipe line, the loading order shall be

discussed and confirmed with the supplier. In this case, the following order shall have

priority:

Turbine oil

Main engine system oil.

Main engine cylinder oil.

Generator diesel engine system oil.

Matters that require attention during loading

The Chief Engineer shall carry out the LO supply work with the following items kept in mind

(a) The Chief Engineer shall designate personnel who engage in the LO transfer work,

and instruct a proper positioning of workers.

(b) The Chief Engineer shall prepare a diagram related to LO supply to put it during

the work near the hose connection and to other places as required. Location of valves and

vent pipes shall be shown in this diagram.

I Closure of deck scuppers and watchkeeping on deck shall be carried out without fail

during the supply.

Supply Record

The Chief Engineer shall enter the time, type, and volume of the oil supply into the Engine

Logbook after the completion of the work, and also make record in the Oil Record Book

according to the Procedures for Oil Record Book Entry, Miscellaneous oil (LO for auxiliary

machinery, in pail or drum):

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The Chief Engineer shall order the supply of miscellaneous oils at the same opportunity with

the bulk supply of LO or the loading of ships stores to save loading cost.

Report of receiving LO Supply:

The Chief Engineer shall report to company without delay, when supply of lubricants,

including miscellaneous oil, completed.

LO Control onboard the vessel

Analysis Standard of LO Sample:

The Chief Engineer shall submit the sample according to the standard with the following

matters kept in mind:

(a) The samples shall be put in an envelope or box used exclusively by the oil company and

sent to the oil company directly.

* It shall not be delivered to the barge.

*If via the agent, immediate dispatch shall be requested (Postage shall be borne by the

Company).

(b) The sample shall be collected at the same points every time (Select at the first time the

best point where the sample representative of the condition of the LO can be collected), and

let a considerable amount of sediment blow out to get the right sample.

I When a special analysis or a special mention is required, the fact shall be stated not only on

the LO Sample Particulars but also on the labels for dispatch.

(d) Analysis intervals shall be whichever shorter of the running hours (hours of use of oil)

and a calendar day. But if anything abnormal is discovered, the sample shall be submitted at

any time.

(e) An auxiliary machine that consumes little LO (50Lor under) shall be controlled by the

vessel side. If an analysis is required, the LO Sample Particulars into which the reason has

been entered for submittal.

(f) The Technical Superintendent of each ship shall notify without delay the results of the

analysis sent to the Company by telex or facsimile by the oil company and his necessary

comments, to the Chief Engineer of the vessel by e-mail or facsimile.

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UNIT 11: WATCHKEEPING

Trình độ sinh viên Tiền trung cấp

Sỹ số sinh viên 20 SV

Thiết bị giảng dạy Bảng trắng chất lượng cao, đài đĩa CD, đầu Video, máy chiếu, phòng luyện âm, máy tính kết nối internet

Ngôn ngữ giảng dạy Tiếng Anh

Thời gian 24 giờ

MỤC ĐÍCH

Sau khi nghiên cứu bài 11, học viên cần nắm được:

Cách chia và cách sử dụng thành thạo thì hiện tại hoàn thành và Hiện tại hoàn thành

tiếp diễn; trạng từ chỉ thời gian since và for; các động từ hình thái chỉ mức độ chắc

chắn may, might, và could.

Từ vựng: Các thành ngữ; các cách dùng với get; trạng từ chỉ sự chắc chắn; các cụm

từ diễn tả các mức độ về mức độ chắc chắn, các từ, cụm từ liên quan tới công việc

trực ca trong buồng máy ;

Ngữ âm: sử dụng ngữ điệu để diễn tả các mức độ chắc chắn.

Các quy trình nhận và bàn giao ca trực buồng máy, quy trình máy trưởng nhận

tàu mới.

Trình bày công việc trong ca trực.

NỘI DUNG BÀI GIẢNG

11.1. Ngữ pháp (4 giờ)

11.1.1. Thì hiện tại hoàn thành tiếp diễn

40. Cách thành lập.

Chủ ngữ + have + been Ving

41. Cách sử dụng

Thời HTHTTD dùng để chỉ một hành động đã xảy ra trong quá khứ và vẫn đang kéo dài trong hiện

tại. Hay một hành động bắt đầu trong quá khứ và đã kết thúc nhưng kết quả còn lưu lại rõ ràng ở

hiện tại. Thực chất đây là sự kết hợp của quá khứ đơn và hiện tại tiếp diễn. Nghĩa của thời này

được hiểu là ”Đã và đang”. Thời này tương tự thời Hiện tại hoàn thành, nhưng người ta dùng thời

HTHTTD để nhấn mạnh tính liên tục của hành động hoặc nhấn mạnh khoảng thời gian vừa mới

xảy ra hành động.

It has been raining since last Monday. Everywhere is muddy.

I have been working here for ten years

Chú ý. Người ta không bao giờ dùng thời HHHTTD với động từ TO BE.

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11.1.2. Những động từ không dùng ở các thể tiếp diễn (Verbs which can’t be used in

continuous tenses)

42. Những nhóm động từ không dùng ở thể tiếp diễn.

1. Mental state know, realize, understand, recognize, believe, feel, suppose,

think*, imagine*, doubt*, want, need, desire, mean*

2. Emotional state Love, like, appreciate, please, prefer, hate, dislike, fear, envy,

mind, care, astonish, amaze, surprise.

3. Possession Possess, have*, own, belong

4. Sense Perceptions* Taste, smell, hear, feel, see.

5. Other Existing state Seem, exist, matter, consist of, contain, owe, equal, look*,

appear*, weigh*, look like, resemble, sound.

Note: Những động từ có (*) có thể dùng được ở cả dạng tiếp diễn nhưng mang nghĩa khác.

43. Những động từ dùng được với cả hai nghĩa: trạng thái và tiếp diễn.

a) Think

- Khi mang nghĩa là nêu lên một ý kiến, nhận xét, quan điểm thì không được dùng ở thể tiếp

diễn.

Trong thí dụ này, ‘think’ có nghĩa là có một quan điểm.

I am thinking that this book is very expensive – wrong.

I think that this book is very expensive – right.

- Tuy nhiên, nếu động từ này diễn ta một hành động, thì tiếp diễn có thể được sử dụng. Trong

thí dụ này, ‘think’ nói đến một hoạt động.

My mum called just when I was thinking about her. (Mẹ tôi vừa điện khi tôi đang nghĩ về

mẹ.)

b) Have

- Khi mang nghĩa sở hữu: Không dùng thể tiếp diễn

VD: I have a new book.

- Khi mang nghĩa hành động thì có thể dùng ở thể tiếp diễn

VD: I am having a bath. (Tôi đang tắm)

c) Weigh

- Khi mang nghĩa cân nặng (có số lượng): Không dùng thể tiếp diễn

VD: I weigh 50 kilos

- Khi mang nghĩa động từ: thì có thể dùng ở thể tiếp diễn

VD; Grocer is weighing bananas.

C. Phân biệt động từ hành động và động từ liên hệ

Chú ý: Không được nhầm lẫn về ngữ nghĩa và cách sử dụng giữa các động từ liên hệ (link

verbs) và các động từ hành động (action verbs) có chung dạng thức. Khi sử dụng chúng như

các động từ liên hệ thì ta không dùng thể tiếp diễn còn khi mang nghĩa hành động thì có thể

dùng ở thể tiếp diễn

Động từ hành động Động từ liên hệ

- diễn đạt hành động của chủ ngữ.

- thường được bổ nghĩa bởi trạng từ

- diễn đạt trạng thái, tình trạng của chủ ngữ.

- Thường có tính từ đi sau để miêu tả tính

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cách thức. chất, đặc điểm của chủ ngữ.

to taste He is tasting the food happily.

(Anh ấy đang nếm thức ăn 1 cách

vui vẻ)

The food tastes quite good.

(Thức ăn có vị khá ngon)

to smell He is looking at the radio attentively

(Anh ấy đang ngắm chiếc đài 1 cách

chăm chú)

He looks old as if he was over 60.

(Anh ấy trông già như thể anh ấy đã quá

60)

to look He is smelling the food cautiously

(Anh ấy đang ngửi đồ ăn 1 cách dè

dặt)

The flower smells good.

(Bông hoa có mùi thơm)

to grow The trees are growing rapidly in

spring.

(Cây cối đang tăng trưỏng nhanh vào

mùa xuân)

The atmosphere grew tense.

(Không khí trở nên căng thẳng)

To appear He is appearing on the stage.

(Anh ta đang xuất hiện trên sân khấu)

He appears to be tired

(Anh ta dường như có vẻ mệt mỏi)

11.1.3. Phân biệt HTHT với HTHTTD

HTHT Tương lai tiếp diễn (TLTD)

Hành động đã chấm dứt ở hiện tại do đó đã

có kết quả rõ rệt.

Hành động vẫn tiếp diễn ở hiện tại, có khả

năng lan tới tương lai do đó không có kết quả

rõ rệt.

VD: I’ve waited for you for half an hour.

(and now I stop waiting because you didn’t

come).

VD: I’ve been waiting for you for half an hour.

(and now I’m still waiting, hoping that you’ll

come)

Khoảng thời gian kết thúc hành động của thời HTHTTD gần với hiện tại hơn so với khoảng

thời gian kết thúc hành động của thời HTHT.

VD: He has repaired his car. (Trường hợp

này ta hiểu xe đã hoạt động được)

VD: He has been reparing his car.(hành động

này là vừa mới kết thúc, có thể là tay của anh

ta vẫn còn đang rất bẩn)

11.1.4. May, Might, Could .

May, Might và Could được sử dụng để diễn đạt sự không chắc chắn đối với các tình huống ở hiện

tại hoặc tương lai. Có một chút khác biệt khi sử dụng các động từ khuyết thiếu trên ở câu khẳng

định và phủ định.

May

They may be able to find their way back into the North Sea.

(This means: It is possible but not certain that they will find their way back)

Towing them back to deeper waters may not work.

(This means: It is possible that this strategy will not work)

Might

The four whales in the water might survive.

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(This means: It is possible that they will survive)

The two beached whales might not survive.

(This means: It is possible that they will not survive)

Could

It could be that their sonar system does not detect gradual changes in depth.

(This means: It is possible that their sonar system does not detect gradual changes in depth.)

The whales could not be alive in the morning. ( In the negative, use may not or might not)

11.1.5. Thực hành

Exercise 1: Correct the errors

1. I am feeling that it is important to respect other people’s opinions.

2. Jane sees a doctor about her headache.

3. Sam appears sleeping. Let’s not disturb him.

4. My favorite actor currently appears at the Paramount.

5. As a verb, “sink” is meaning “move downward”. What it means as a noun?

6. Yesterday I was working at my computer when Shelly was coming to the door of my office. I

wasn’t knowing she was there.

7. I am not owning an umbrella at the moment. It rains heavily.

8. Right now I look at Janet. She looks angry.

9. While I am studying tonight, I‘m listening to Beethoven’s Seventh Symphony.

10. I am not like my job at the moment. My brother wants me to change it.

Exercise 2: Choose the correct sentence which has the same meaning as the given one.

1. It has been a long time since they met.

A. They didn’t meet for a long time.

B. They haven’t met for a long time.

C. They haven’t met since a long time.

D. They didn’t meet a long time ago.

2. He lost his job three months ago.

A. There are three months since he lost his job.

B. It is three months since he lost his job.

C. It is three months ago since he lost his job.

D. It has been three months since he lost his job.

3. They last visited me five years ago.

A. They haven't vis’ted me for a long time.

B. I haven't bee’ visited for a long time.

C. They haven't vis’ted me for five years.

D. They have known me for five years.

4. They finished their tea and then they left.

A. They finished their tea after they had left.

B. After they left, they finished their tea.

C. They had left before they finished their tea.

D. After they had finished their tea, they left.

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5. We have been cooking for the party for four hours.

A. We didn’t start cooking for the party until four.

B. We started cooking for the party four hours ago.

C. We have four cooks for the party.

D. Cooking for the party will be done in four hours.

Exercise 3: Read the dialogue. The 2nd Engineer is handing over the watch to the 3rd Engineer.

Choose the correct form of the verb to complete the dialogue.

2nd Engineer Morning, Emilio. I’m glad you’re here for your watch. I am doing/ I have been

doing (1) check on the main engine but I haven’t finished yet. I’d like you to

take over from me now. I have to go.

3rd Engineer How much have you done/ have you been doing (2) so far?

2nd Engineer Well, here’s the maintenance record. As you can see, I have already tested/ I

have been testing (3) some parts. They all seem to be fine. For the past hour I am

checking/ have been checking (4) the cylinder pressures and topping up the

pressure where necessary.

3rd Engineer What about the auxiliary machines?

2nd Engineer Yes, I have already checked/ have been checking (5) the generators, the air

compressors, and the boilers. Oh, there’s one problem with the air compressor,

however. I am looking/ I have been looking (6) for it but I can’t find it. Maybe

you can check it over.........

3nd Engineer No problem. I’ll sort it out.

_________________________________

11.2. Từ vựng (4 giờ)

11.2.1. Get

Get là một từ tiếng Anh khá phổ biến có nhiều nghĩa khác nhau phụ thuộc vào từ theo sau nó.

Get có thể thay thế bằng các từ khác trang trọng hơn.

VD:

- Get + Noun thường mang nghĩa: obtain, receive, or take

I got a letter from my brother yesterday.

He’s been getting good results at college this year.

I must get some sleep. It’s late.

- Get + Adj = become

I hope the weather will get better soon.

I’m getting hungry. Let’s try this cafe here.

My cough has been getting worse recently.

- Get ready = prepare

Everyone get ready for the fire drill

- Get + P2 = be + P2 : thường được sử dụng để mô tả một việc không mong muốn xảy

ra hoặc

việc đó nằm ngoài kiểm soát.

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I try not to get dawn into their arguments. (= become involve in)

I always get lost in a new city. (= become disorientated)

I cant get used to working at night. (become accustomed to)

- Get + P2 còn được sử dụng để mô tả việc mà chúng ta tự làm.

After getting wash and dressed, I went downstairs to breakfast.

He got married last month

- Get trong các cụm động từ (phrasal vebs)

They always get up early.

I get on well with my cabin mate.

The computer crashed but we got around the problem by using the old typewriter.

_________________________________

11.2.2. Trạng từ chỉ mức độ chắc chắn để dự đoán

Các trạng từ biểu thị sự chắc chắn thông qua các mức độ từ 1→7

( 1: mức độ chắc chắn xảy ra là 100%; → 7: mức độ chắc chắn không xảy ra là 100%)

1. definitely

Look at those clouds. It’s definitely going to rain

2. likely

It is likely that the whales followed a fishing trawler.

3. probably

The other whales will probably follow

4. possible

It is possible that the whales in the water will survive

5. probably not

Attempts to save the whales will probably not work/ probably won’t work

6. unlikely

It is unlikely that the whales on the beach will survive

7. definitely ....not

We definitely do not need more volunteers.

11.2.3. Các cụm từ diễn tả các mức độ thay đổi về sự chắc chắn và không chắc chắn.

You are certain You are uncertain

I’m certain

I’m sure

I bet

I know

I believe

I’m positive

I suppose

I rekon

I’d say

I imagine

I think

I presume

I expect

I guess

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11.2.4. cụm từ liên quan tới công việc trực ca trong buồng máy

* Học viên điền nghĩa tiếng Việt cho các từ, cụm từ dưới đây

start the watch to do the repair work

take over the watch to enter the engine log book

hand over the watch oil record book

during the watch noon report

engineer on duty to go round the engineroom

to observe to deal with troubles

to look after to pay attention to

to do the maintenance work standing orders

11.2.5. Thực hành

Exercise 1: Choose the correct item to complete these sentences

1) He promised to come to the meeting. He'll de’initely. It's lik’ly that he'll be’here.

2) If I run out of time, I may not/could not finish the varnishing until tomorrow.

3) I probably won't/ de’initely won't be’at lunch today. I’m going to a meeting during my

lunch break.

4) It is unlikely / It is possible that the weather will improve. The forecast is terrible.

5) We don’t know for sure yet but the whales may not/ will definitely not find their way

back to deeper waters.

6) He might / will definitely get promotion if he proves his leadership qualities but it hasn't

bee’ decided yet.

7) This couldn't / m’ght not be the correct phone number, but I’ll try it anyway.

8) The match could / will probably be called off: there’s a 50% chance of snow later.

Exercise 2: Are you sure?

Which of these expressions do you use if you are certain about something? Which do you use

if you are uncertain? Write the expressions in the correct box. Use a dictionary to help you.

You are certain You are uncertain

Exercise 3: Work with a study partner. Read the statements below. Discuss how certain or

uncertain you are about them, using some of the words and phrases from Exercises1 and 2.

44. It’s official! English is the language of the seas.

A: I’m certain that this is the case. Everything on our ship is written in English and we have to

know English to get a job with this company.

B: Well, I suppose you’re right.

2) The number of coastguard stations around the UK is being reduced.

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3) Security checks at all airports are getting better.

4) Multi-national crewing seriously affects onboard efficiency.

5) Working at sea prolongs your life expectancy.

11.3. Ngữ âm (2 giờ)

Ngữ điệu để diễn tả các mức độ chắc chắn.

Trong bài học ngày chúng ta sẽ đi sâu hơn về cách thể hiện sự chắc chắn hoặc không chắc

chắn – có rất nhiều mức độ khác nhau về sự chắc chắn. Những người nói tiếng Anh biểu lộ sự

không chắc chắn của họ bằng cách sử dụng các từ và các cụm từ – và cũng có thể sử dụng

ngữ điệu , bằng cách nói những điều đó một cách khác biệt.

11.4. Kỹ năng giao tiếp: nghe, nói, đọc, viết (8 giờ)

11.4.1. Thảo luận

What do an engineer and an oiler assigned to a watch do before their watch?

What do an engineer and an oiler on a watch do while keeping watch?

What do an engineer and an oiler keeping watch do before they finish their

watch?

Procedure for handing over a watch.

Procedure for taking over a watch.

In what cases do the duty engineers call the chief engineer to the engineroom?

11.4.2. Nghe hiểu

Recording 1:

Listen and fill the missing words

C/eng Well, finally, we’re going to _____________. This time we’re supposed to have

some kind of special _____________, so we’re in for tough time. Keep on your

toes, everyone.

1/eng People tend to get _____________ when there’s a mess on board, so be careful.

Besides, _____________ look out only for our crew, but also for the dock workers

and service men. We need to _____________ accidents.

3/eng I’m nervous about docking _____________ it’s my first time. But on the other

hand, I’m looking forward to it. When do we_____________ the power source

from the ship’s to the shore’s?

1/eng We change it before pumping the _____________ out of the dry dock.

3/eng Why is it changed before pumping the water out of the dry dock?

1/eng As you know, the diesel generator needs _____________as a coolant. So after dry

docking, there’s no more coolant.

3/eng I see, we have to change the power source _____________the coolant runs out.

That’s why we can’t use the _____________air compressor, and why compressed

air is supplied by the shipyard.

C/eng Not only that, but during dry dock the _____________ also supplies cooling water

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for the provision refrigerator and for the unit _____________ for the workshop.

1/eng Chief Engineer, we’ll soon be about 15 miles from the shipyard, so we should start

_____________ speed. Shall we change the main engine’s fuel from heavy fuel oil

to diesel?

C/eng Yes, let’s do that. _____________, safety first. Let’s do it.

______________________________

Recording 2: Handing over the job of the engineer.

Before listening

Discussion questions:

1. What should an engineer prepare before his watch?

2. What should he do after his watch?

New vocabulary: explain the vocabulary in English

provision refrigerator evaporator

auxiliary pump logbook

noon report takeover notebook

to spot trouble purifier

While listening: Listen to the dialog 2 times and answer the questions below:

1. Who is handing over the watch?

2. Who is taking over the watch?

3. What are they doing with the main engine exhaust valve?

4. What does the 1st engineer advise the 3rd engineer to do and not to do

in the engine room?

5. What is the 3rd engineer in charge of?

6. Why is it important to keep things in the engine room clean and tidy?

After listening

1. What do you think is the most difficult job of the 3rd engineer?

2. Tell your teacher and classmates one tough trouble you encountered on

board?

3. In what case does the 3rd engineer call the chief engineer to the engine

room?

11.4.3. Đọc hiểu

PASSAGE 1: Practical standards of engineering watch in port

The Chief Engineer shall designate an engineer and an engine rating to carry out the

watchkeeping in port and the onboard duty after consultation with the Master.

The Chief Engineer shall deploy personnel for machinery operation in port preparing for an

emergency. If the vessel is at anchor, the Chief Engineer shall ensure a watch order similar to

that at sea as required.

The Chief Engineer must not leave the vessel in port until he transfers his duties and

gives necessary instructions to the First Engineer or other engineer with equivalent ability.

However, during cargo operation on tankers (include LPG and LNG carriers), either the

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Chief Engineer or the First Engineer must be on board in preparation for the emergency of

the vessel.

The Chief Engineer shall ensure necessary personnel to deal with troubles of cargo

work equipment of the vessel during cargo handling operation to reduce the delay time.

The Chief Engineer may arrange a manned watch system in port during loading and

discharging or as required.

Operational guidance for engineering watch in port

The person designated by the Chief Engineer as engineering watch shall carry out his duty

according to the following regulations:

1. Company Rules for Seafarers

2. International Convention on Standards of Training, Certification and Watchkeeping for

Seafarers, 1978 (STCW 1978 AS AMENDED IN 1995)

(a ) Section A-VIII/2 part 3-2, Principles to be observed in keeping an Engineering

Watch

(b ) Section A-VIII/2 part 4-2, Taking over the engineering watch

(c ) Section A-VIII/2 part 4-4, Performing the engineering watch

3. International Convention for the Prevention of Pollution from ships (MARPOL-73/78)

Chief Engineer’s role in Engine watchkeeping

The Chief Engineer shall command and supervise the operation of machinery; in person; in

the following cases at minimum

45. When entering and leaving port and shifting in a port.

46. When navigating a narrow fairway.

47. When it is deemed necessary to do so for the operation of machinery.

48. As instructed by Master, such as while in heavy density of traffic, restricted visibility,

confined waters, heavy weather etc.

Instructions to the Engineer of the Watch

The Engineer of the watch shall not be absent from the engine room during his watch.

The Engineer of the watch shall observe the following items during his watch.

a) He shall arrange things so that he can react immediately to notices and instructions from

the bridge.

b) He shall adhere to the specified operational standards of machinery and may not change

such standards unnecessarily without permission of the Chief Engineer.

c) He shall appraise operational conditions and make efforts to be prepared to take emergency

measures.

d) He shall make frequent inspection rounds as appropriate in Engine room, paying attention

to such abnormal conditions of the machinery, difficult to detect from the engine control

room, as leaks, sound, vibrations & heating and smells thereby to prevent accidents.

e) He shall appraise the present quantities of fuel oils, lubricating oils and feed water.

Bearing in mind the present condition of bilge in the engine room, he shall follow the Chief

Engineer’s instructions as to its disposal.

f) Other things instructed by the Chief Engineer.

The Engineer of the watch shall take proper measures immediately in the following cases and

report to the Chief Engineer without delay.

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1. When he is informed from the bridge of the schedule (Time) of the engine to be placed on

stand-by or to be used.

2. When he has found abnormal conditions of machinery or is in doubt.

3. When he has received emergency orders or instructions.

4. When it is deemed necessary in situations other than those as specified in the previous

items.

The Engineer of the watch shall notify the Officer of the watch in following cases:

When such a failure of machinery which may affect navigation has occurred

In other cases when it is deemed necessary.

PASSAGE 2: Procedure For Handing Over Engine Room Watch At Sea

Engineers on ships perform their duties in rotational shifts, each having fixed and

equal number of hours. This work shift, also known as a watch, needs to be carried out in an

efficient manner to ensure the safety of life and property at sea.

A ship engineer can master the watch keeping procedure in a number of ways;

however, he should take extra care while handing over the watch to the next engineer officer

to make sure that the ship runs safety and smoothly.

Handing over of the watch should be carried out according to the instructions

provided by the chief engineer and company’s standing orders. It should be done in such a

way that the watch keeping becomes smoother and continuation of any kind of work is not

affected on the ship.

Practically, it is impossible for any relieving engineer officer to check all the valves,

pipelines, machinery, and controller in the engine room while taking over the watch. It is

therefore necessary that the right information is passed to the reliving engineer officer by the

relieved officer so that there are no surprises during the watch and one can concentrate on

more demanding and important jobs.

The following things need to be informed to the reliving officer:

Special orders related to any ship operation, control system, or maintenance work.

Standing orders from the chief engineer or the company

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Level of important tanks such as bilges, ballast tank, sewage tank, reserve tank, slop

tank, fuel tank, or any other tank which requires attention

Condition and state of fire extinguishing equipment and systems, in case any specific

section or fire alarm has been isolated

Special mode of operation in case of emergency situation, damage, icy, or shallow

water etc

In case there is any kind of maintenance work being carried out in the engine room by

other engineer officer and crew members, then their work location, details of

machinery under maintenance, and information of authorized person and crew

members should be provided. Any potential hazard because of the ongoing

maintenance work should also be informed.

In case there is an equipment failure, details of the same should be informed

All the checks already made when the ship leaves the port should be noted. In case

any check is pending, it should be conveyed to the reliving officer

All the checks that are made when the ship enters the port should be noted and

informed in case any is missing.

Condition and important information regarding mode of operation of main engine,

boiler, and auxiliary engines should be informed

In case an equipment needs to be monitored manually, details of the same should be

provided, along with the condition of monitoring and control equipment

Any form of adverse ship condition needs to be informed

Information on the condition and modes of all the important auxiliary machinery such

as purifiers, fresh water generator, oily water separator, pumps, sewage treatment

plant, etc. should be provided

In case any important machinery failed to receive attention during the watch, the

reliving officer should be reported and asked to take care of the same

The condition and modes of automatic boiler controls and details of other equipment

related to the operation of the steam boiler should be provided

The engineer officer should ensure that all the important parameters regarding main

and auxiliary machines are suitably recorded in the engine room log book.

It is to note that if the engineer officer feels that the reliving officer is not in a

condition to carry out the watch duties efficiently, the former should not hand over the watch

and inform the same to the chief engineer.

______________________________________________

11.4.4. Viết

Rewrite the following sentences using the suggestion words in such a way that they have

the closest meanings with the given ones.

1. He couldn’t repair the broken vase.

The

2. The garden needs digging.

The garden hasn’t

3. Have you got a cheaper carpet than this?

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Is this

4. I can’t get my feet into these shoes.

These shoes

5. I’m very pleased that we shall meet again soon.

I’m looking

6. They won’t be able to come on Sunday.

It will be

7. She prefers French food to English food.

She’d

8. His parents made him study for the exams.

He was

9. If I were you I’d look for another job.

I suggest

10.His briefcase was too full for the zip fastener to close properly.

His briefcase was so full

11.It’s such a pity your sister can’t come as well.

If only

12.The house seemed to have been occupied for several months.

It looked

13.These new machines have put an end to queuing.

Before these

14.Everyone heard about the accident before I did.

I was the

15.‘There’s a lovely new dress, Jean’ said her mother.

Jean’s mother complimented

16.I had only just put the phone down when he rang back.

Hardly

17.I know no French at all.

I do not

18.Who teaches you English?

By whom

19.It is wonderful why you do it so quickly.

Why you

20.Bill was very kind to me.

Bill behaved

21.They never made us do anything we didn’t want to.

We

22.When Einstein was 26 years old, he began to do research on the theory of relativity.

At

23.Money is a good servant but it is also a bad master.

Though money

24.It is impossible for a child to have too much money.

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A child

25.I started learning English five years ago.

I have

26.This is the first time I have been to this restaurant.

I’ve

27.The last time I visited London was twenty years ago.

I haven’t

28.We haven’t seen her for years.

It’s

29.Tom is taller than his brother.

Tom’s brother

30.She can’t speak English fluently.

She wishes

11.5. Phần chuyên ngành hàng hải (6 giờ)

11.5.1. Quy trình đổi ca trực buồng máy

Ship’s watch keeping engineers stand a four hour watch in the engine room, before

being relieved by the oncoming engineer. They both must observe standard watch keeping

change over procedures in which the oncoming engineer is informed of any on-going

problems by the engineer going off shift.

Watch keeping means just that- keeping a good eye on the engines and auxiliary

equipment for a specific time interval normally of 4 hours; one or more certified engineers

along with a rating being responsible for the engine room operations and maintenance.

The following sections examine the role of the watch keeping engineer in taking over

the watch; the first section looks at the checks that should be carried out by the oncoming

watch keeper.

Checks Carried Out

When coming on duty the engineer should enter the engine room through the top

access door and make a few quick checks before taking over the watch; never mind the lift

down to the control room!

So stop here at the top of the engine room for a few moments. Breathe in the never to

be forgotten smell of hot lube-oil; tinged with a waft of heavy fuel oil and diesel fumes, and

have a good look at your domain. You are going to be responsible for all this machinery, and

the Ship’s personnel from the Captain to the galley-boy are depending on you to keep these

engines running safely and smoothly for the next four hours. Now you can descend the set of

steps taking you down to the top plates; your checks start right here at the main engine

cylinder heads.

For gun recoil system, gun laying system, recoil brake, recuperator

1. Walk along the plates, you may need to shine your torch on the face of the pyrometers

to check the exhaust temperatures. A high exhaust temperature could signify a

exhaust valve seat leaking, faulty fuel injector or a scavenge fire in that particular

cylinder.

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2. Put a hand on pipe work from relief valves, you should be able to hold your hand on it

for a few moments; is it too hot? This could signify a leaky relief valve or a valve

“feathering”, just about to lift.

3. Put a hand on air start valve pipe work, again any heat should be bearable, but is this

pipework too hot; signifying a leaky air start valve? This is a dangerous situation and

must be immediately investigated. Explosions have occurred in the air receivers due

to hot blow-back from air start valves mixing with the oil/air mixture in the air

receivers. There is an air isolating valve to the air start valve that must be kept shut at

all times unless the engine is on “Standby”

4. Check fuel oil injector cooling water temperatures, too high or low will have a

detrimental effect on the injector efficiency.

5. The next platform down is the turbo blowers, check air inlet temp before and after

cooler, this affects the engine scavenge air temperature and ultimately the efficiency

of the main engine.

6. Check round the other side – scavenge air plenum doors – put hand on doors- high

temp may indicate scavenge fire

7. Check scavenge sludge funnels, - high temperatures as above

8. Continue along this vein until you reach the bottom plates, as you walk slowly by the

main engine crankcase doors put the back of your hand against the doors checking for

excess heat.

Handing Over the Watch

Outgoing Watch keeper.

1. It is his responsibility to judge if the relieving engineer is in a fit state to take over the

watch and capable of carrying out the duties; if not he has to inform to the chief

engineer immediately.

2. He should have written any relevant information in the engine logbook and on the

blackboard, spending a few minutes going through this with his relief. The Piper

Alpha Disaster (North Sea Oil/Gas Platform) could have been diverted if a proper

handover had been given to the on-coming production engineer.

Formalities Involved in Accepting the Watch

Greet the watch keeping engineer at the control station or enter the control room and

get a hand-over from him. This is a verbal update on anything out of the ordinary going on

like “steam on deck”. This will be also be highlighted on the notice black-board to remind

you to watch the boiler steam pressure. Maybe there is a tunnel bearing running a wee bit hot

and you will have to keep an eye on it during the watch. Remember to pass these points over

to your relief when he takes over from you if still relevant

There are also certain formalities to go through before accepting the watch;

1. Any standing orders and the special instruction of the Chief Engineer relating to the

operation of the ship systems and the machinery that have to be carried out during the

watch.

2. Nature of all work being performed on the machinery, in the engine room and in the

system, personal involved and note any potential hazards.

3. Likelihood of bad weather, ice or shallow water as communicated from the bridge.

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Once you are happy with the state of the engine and auxiliaries, you can formally take

over the watch.

_____________________________________

11.5.2. Các tiêu chuẩn bàn giao ca trực buồng máy – Chỉ dẫn cho kĩ sư máy tàu

biển

The Chief Engineer shall designate an engineer and an engine rating to carry out the

watchkeeping in port and the onboard duty after consultation with the Master.

The Chief Engineer shall deploy personnel for machinery operation in port preparing for an

emergency. If the vessel is at anchor, the Chief Engineer shall ensure a watch order similar to

that at sea as required.

During handing over watch for machinery operations some key points should be given

priority. The taking Engineer shall go to the engine room in ample time prior to the time for

such watch transfer, check the present situation of the machinery and read the Engine

Logbook & log sheets for the development of events.

The handing over Engineer, shall, on successful confirmation of various parameters with his

successor hand over the following information to the successor.

Matters concerning the main engine revolution per minute, operational condition of main and

auxiliary machinery, and the handle notch of the diesel engine.

Matters concerning the present condition of bilge, oil tanks, boiler water tanks, etc.

Matters concerning abnormal machinery.

Matters concerning the present situation of various operations of the Engine Department and

the movement of Engine Ratings.

Matters concerning special instructions from the Chief Engineer or other Engineer, and any

information given from the bridge.

Other necessary items.

The Engineer of the watch shall, on watch transfer, receive necessary information from the

Officer of the watch such as weather and sea conditions, and the distance run, and enter them

in the Engine Logbook, as well as giving information to the Officer of the watch on the

average revolution of the main engine and other necessary items.

Instructions to Engine Rating on watch transfer

The Engine Rating who is to take an engine room watch shall proceed to the engine room in

ample time prior to the time of watch transfer and check the present condition of each

machine.

The Engine Rating, on the transfer of his watch, shall hand over the following information

and report to the Engineer of the watch that he has finished his handover procedure.

Matters concerning the operational condition of the main engine and principal auxiliary

engines.

Matters concerning the present conditions of the engine room bilge and oil tanks.

Matters concerning information handed over from the previous watch.

Whether each place has leaks or not.

Other necessary items.

_____________________________________

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11.5.3. Quy trình máy trưởng nhận tàu

Chief engineer of the ship is the head of the engine room department and the sole

controlling authority for all machinery systems of the ship. He has the responsibility to ensure

that all the systems of the ship function smoothly without any breakdown.

For this reason, while assigning duties of handling a ship, the chief engineer is

required to go through a specific procedure to ensure safety of the new ship and its personnel.

The procedure for “taking over” of a large vessel is often divided into several steps

starting from the briefing at the shipping office to that on the vessel.

.

Briefing at the Office

While taking over a vessel, the chief engineer would be briefed by a superintendent or

technical manager according to the ISM practices.

He would be asked to fill up appropriate checklists wherever required.

He would also be required to go through company instructions and policies.

Note: The chief engineer should properly read the policies and instructions of the

company before taking on the job. He should also be aware of the following things:

Status of surveys and certificates

Condition of class if any

Other important instructions stated by the company

Chief engineer must take copies of all the certificates, surveys, and regulations when

he starts to plan for the ship stay.

Briefing during taking over on Vessel

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There are several points a chief engineer should keep in mind while taking over the

ship. The first and foremost thing the new chief engineer should do is to read the letter

prepared by the outgoing chief engineer. He should then verify/discuss the following:

Fuel oil, diesel oil, and lube oil soundings – by comparing actual figures with the

logged figures

Voyage requirements

Bunker inspected

Consumption pattern with any specific instructions

Oil record book

Overdue certificates and surveys, if any

Previous pending requisition

Spare parts list for critical spares of Main Engine.

Email and fax routines to office

Different external and internal audit reports (ISM, ISPS etc)

List of precision measuring instruments and location

Competence and performance report of current engine staff

Removal reports of last 1 year

Spare for OWS

Overboard key for OWS and Sewage plant.

Passwords for computers

Records of previous trainings and drills

Schedule of forthcoming training and drills

Pressure testing dates of various system and pipelines

Last Dry dock Report

Sea Trial report

Dry dock files for pending job to be done in next dry-dock

Crew overtime records

Last checked dates of safety systems

Last checked dates of main engine emergency appliances safety and alarm systems

and their conditions

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Last testing dates of shore analysis of lube oil from different systems

The chief engineer should also get information about company’s action plans

regarding

Maintenance status of main auxiliary machinery

Spares

Stores

Vessel sailing program

Random check of alarms and instrumentations

Special tools required on board

Sounding book

Boiler water treatment files

Readiness for port state inspections – LSA/ FFA

All important checklists and forms

Drawing lists

Recent maintenance carried out by ship’s staff / workshop

The chief engineer should then meet the 2nd engineer, electrical officer and other

engineering staff to confirm about the engine room condition and other specific instructions.

A combined report of both incoming and outgoing chief engineer is then signed and

sent to the company office.

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UNIT 12: ENGINEROOM LOG BOOK

& REPORTS

Trình độ sinh viên Tiền trung cấp

Sỹ số sinh viên 20 SV

Thiết bị giảng dạy Bảng trắng chất lượng cao, đài đĩa CD, đầu Video, máy chiếu, phòng luyện âm, máy tính kết nối internet

Ngôn ngữ giảng dạy Tiếng Anh

Thời gian 22 giờ

MỤC ĐÍCH

Sau khi nghiên cứu bài 12, học viên cần nắm được:

Đại từ quan hệ; mệnh đề quan hệ không hạn định.

Từ vựng: sử dụng động từ hình thái may, might và could thể khẳng định và phủ

định để suy luận; từ, cụm từ tiếng Anh liên quan đến nhật kí buồng máy và các

báo cáo

Ngữ âm: lên giọng và xuống giọng

Những điều cần lưu ý khi viết nhật ký buồng máy;

Hiểu biết và cách sử dụng nhật kí điện tử;

NỘI DUNG BÀI GIẢNG

12.1. Ngữ pháp (4 giờ)

12.1.1. Đại từ quan hệ

A. Giới thiệu về Mệnh đề quan hệ (mệnh đề tính ngữ)

- Mệnh đề quan hệ hay còn được gọi là mệnh đề tính ngữ được dùng để nối hai câu riêng biệt

thành một câu bằng cách sử dụng các đại từ quan hệ hoặc trạng từ quan hệ. Mệnh đề quan hệ

là một mệnh đề phụ, bổ nghĩa cho một danh từ hoặc một đại từ trong câu.

Ví dụ: 1. The students work very hard.

2. The students come from Japan.

Hai câu trên có thể được viết thành một câu như sau:

The students who come from Japan work very hard.

MĐQH

Phần gạch chân là mệnh đề quan hệ bổ nghĩa cho cụm danh từ ‘the students’

- Mệnh đề quan hệ thường bắt đầu bằng một đại từ quan hệ hoặc một trạng từ quan hệ.

- Các đại từ quan hệ bao gồm: who, whom which, that, whose

- Các trạng từ quan hệ bao gồm: where, when, why

B. Đại từ quan hệ

- Đại từ quan hệ được dùng để giới thiệu mệnh đề quan hệ.

a. WHO: đại từ quan hệ thay thế cho danh từ chỉ người, đóng vai trò chủ ngữ trong câu. Theo

sao who phải là một động từ.

Ví dụ: The man gave me money. He met me at the airport.

→ The man who met me at the airport gave me money.

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(Người đàn ông gặp tôi ở sân bay ngày hôm qua đã cho tôi tiền.)

b. WHOM: đại từ quan hệ thay thế cho danh từ chỉ người, đóng vai trò tân ngữ trong câu.

Theo sau whom phải là một chủ ngữ. Trong trường hợp không trang trọng, cũng có thể dùng

WHO

Ví dụ: The woman is my aunt. You saw her yesterday.

→ The woman who(m) you saw yesterday is my aunt.

(Người phụ nữ mà bạn gặp hôm qua là dì của tôi.)

c. WHICH: Đại từ quan hệ thay thế cho danh từ chỉ vật, đóng vai trò làm chủ ngữ hoặc tân

ngữ trong câu. Vì vậy, sau which có thể là động từ hoặc chủ ngữ.

Ví dụ: The hat is red. It is mine.

→ The hat which is red in color is mine.

(Cái mũ mà có màu đỏ là của tôi)

This is the book. I like it best.

→ This is the book which I like best.

(Đây là quyển sách mà tôi thích nhất)

d. THAT: Là đại từ quan hệ chỉ cả người lẫn vật, có thể được dùng thay cho Who, Whom,

Which trong mệnh đề quan hệ thuộc loại Restricted Clause (Mệnh đề hạn định) các ví dụ ở

phần a, b, c, có thể được viết như sau:

o The man that met me at the airport gave me money.

o The woman that you saw yesterday is my aunt.

o The hat that is red in color is mine

o This is the book that I like best

e. WHOSE: Là đại từ quan hệ chỉ người, thay cho tính từ sở hữu. Do đó, theo sau Whose

luôn là 1 danh từ.

Ví dụ: The boy is Tom. His father is our Math teacher.

→ The boy whose father is our Math teacher is Tom.

(Cậu bé có bố là giáo viên dạy toán của chúng tôi, tên là Tom)

John found a cat. Its leg was broken.

→ John found a cat whose leg was broken.

(John tìm thấy con mèo mà chân nó bị gãy)

12.1.2. Mệnh đề hạn định và mệnh đề không hạn định.

A. Mệnh đề quan hệ xác định

Mệnh đề quan hệ xác định là mệnh đề được dùng để xác định danh từ đứng trước nó.

Mệnh đề xác định là mệnh đề cần thiết cho ý nghĩa của câu, không có nó câu sẽ không đủ

nghĩa.

Ex: The man who robbed you has been arrested.

The man who (m) you met yesterday works in advertising.

The river which/ that flows through Hereford is Wye.

The book which/ that you lent me was very interesting.

Which is the European country whose economy is growing fastest?

Do you remember the day when we met each other?

- Trong mệnh đề quan hệ xác định, chúng ta có thể bỏ các đại từ quan hệ làm tân ngữ who

(m), which, that và các trạng từ when, why nhất là trong lối văn thân mật.

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Ex: The woman you met yesterday works in advertisting.

The book you lent me was very interesting.

Do you remember the day we met each other?

B. Mệnh đề quan hệ không xác định

Mệnh đề quan hệ không xác định là mệnh đề cung cấp thêm thông tin về một người, một vật

hoặc một sự việc đã được xác định. Mệnh đề không xác định là mệnh đề không nhất thiết

phải có trong câu, không có nó câu vẫn đủ nghĩa. Mệnh đề quan hệ không xác định được

phân ranh giới với mệnh đề chính bằng các dấu phẩy (,).

Ex: That man, who lives in the next flat, looks very lonely.

Sarah, who (m) you met last night, is my colleague at the university.

The book “Jane Eyre”, which I was reading, is really good.

This is George, whose sister is my best friend.

We went to the Riverside Restaurant, where I once had lunch with Henry.

- Không dùng đại từ quan hệ that trong mệnh đề quan hệ không xác định.

Ex: Ms Smith, who (m) you met at our house, is going to marry next week.

[NOT… that you met at our house…]

Harry told me about his new job, which he’s enjoying very much.

[NOT… that he’s enjoying very much]

- Không thể bỏ các đại từ quan hệ làm tân ngữ who (m), which và các trạng từ where, when,

why của mệnh đề quan hệ không xác định (non-defining ralative clause).

Ex: Peter, who (m) everybody suspected, turned out to be innocent.

[NOT Peter, everybody suspected…]

We stayed at the Grand Hotel, which Ann recommended to us.

[NOT… the Grand Hotel, Ann recommended to us]

- Trong mệnh đề quan hệ không xác định (non-defining clauses), which có thể được dùng để

bổ nghĩa cho cả câu.

Ex: It rained all night, which was good for the garden.

[which có nghĩa ‘the fact that it rained all night’]

Max isn’t hom yet, which worries me.

_____________________________________

12.1.3. Thực hành

Sử dụng mệnh đề không hạn định để cung cấp thêm thông tin về người hay vật.

Exercise 1:

Read the sentences below. In each case, the second sentence in each example give extra

information about a person or thing in the first sentence. Join the sentences together using

who, which or where. Remember to use commas where necessary.

1. On this route we always stop in Barcelona, Gibratar and Lisbon. Gibratar is famous

for its apes.

2. Captain Silvano has now retired from seafaring. He went to marine college with my

father.

3. My cabin is very comfortable. It is the first door on the right.

4. My family lives in Kiev. It is the capital of the Ukraine.

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5. The port of Leith used to be the hub of Scotland’s shipping industry. We were dry-

docked there for three months.

6. Enilio and Roberto come from Manila. They have been my shipmates since January.

7. Seattle is the largest city in the Pacific Northwest of the USA. I spent my shore leave

there.

8. While I was in Nicosia, I bumped into my old friend Shaun. He used to be an ISM

inspector.

9. My car has never broken down. I bought it five years ago.

10. The mystery of the Marie Celeste has never been solved. It is famous world-wide.

Exercise 2:

Study the situations and then decide whether the following relative clauses are defining or

non-defining.

1. I have three brothers.

a) My brother who lives in Sydney came to see me last month.

b) My brother, who lives in Sydney, came to see me last month.

2. I have one sister.

a) My sister who is 25 years old spent her holiday in France.

b) My sister, who is 25 years old, spent her holiday in France.

3. Bob’s mum has lost her keys.

a) Bob’s mum who is a musician has lost her keys.

b) Bob’s mum, who is a musician, has lost her keys.

4. My friend Jane moved to Canada.

a) My friend Jane whose husband is Canadian moved to Canada last week.

b) My friend Jane, whose husband is Canadian, moved to Canada last week.

5. I am a shoe fanatic.

a) The shoes which I bought yesterday are very comfortable.

b) The shoes, which I bought yesterday, are very comfortable.

6. Mr. Robinson is very famous.

a) Mr. Robinson whom I met at the trade fair is a famous inventor.

b) Mr. Robinson, whom I met at the trade fair, is a famous inventor.

7. Tamara has two cats. Both of them are black.

a) Tamara’s two cats which can play outside are black.

b) Tamara’s two cats, which can play outside, are black.

8. Kevin has four cats. Two of them are black.

a) Kevin’s two cats which are black can play outside.

b) Kevin’s two cats, which are black, can play outside.

9. We are on holiday. Yesterday we visited a church.

a) The church which we visited yesterday is very old.

b) The church, which we visited yesterday, is very old.

10. We are on holiday. Yesterday we visited St. Mary’s Church.

a) St. Mary’s Church which we visited yesterday is very old.

b) St. Mary’s Church, which we visited yesterday, is very old.

_____________________________________

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12.2. Từ vựng (4 giờ)

12.2.1. Sử dụng động từ hình thái may, might và could thể khẳng định và phủ định để suy

diễn các lý do cho các tình huống xảy ra trong quá khứ.

May, Might và Could khi được sử dụng để suy diễn hoặc tiên đoán về các tình huống

ở quá khứ (khả năng chắc chắn chỉ dưới 50%) thường ở dạng khẳng định:

May

Might

Could

Have + PII

Tình huống để dẫn tới sự suy đoán thường là:

Perhaps,

It’s possible that......

It’s likely that ..................

I suppose ..................

Eg:

- It’s possible that he wasn’t in the engine room. He may/ might/ could have been on shore.

- They may/ might/ could have had dinner. They look very sleepy.

- The vertical bearing might have been broken because I heard a loud clanging noise during the

MO checks this morning.

Khi suy đoán ở thể phủ định về một việc nào đó chắc chắn không xảy ra trong quá

khứ (đến 90%) ta sử dụng động từ khuyết thiếu: can’t/ couldn’t.

Can’t/ Couldn’t + have + PII

Tình huống để đưa đến sự suy đoán thường được bắt đầu “I’m sure”

Eg: - I’m sure she didn’t steal your money

→ She can’t/ couldn’t have stolen your money.

- Yesterday he couldn’t/ can’t have overhauled the main engine because he was ill.

12.2.2. cụm từ tiếng Anh liên quan đến nhật kí buồng máy và các báo cáo

to keep a log of pressure

machinery parameters temperature

engine room readings revolution

regular intervals of time a watchkeeping engineer

mandatory task previous watches

to fill up engine room log book to take parameters

engine room tank levels engine load

main engine fuel consumption exhaust temperature

12.3. Ngữ âm (2 giờ): lên giọng và xuống giọng

12.3.1. Lên giọng

Sự lên giọng thường có ý truyền đạt sự cởi mở’ (biểu thị trong câu hỏi, sự không chắc chắn hay một

lời nói chưa hoàn chỉnh.)

VD: lên giọng ở ”yes /no”

Trong nhiều cách thay đổi, giọng này diễn cảm tưởng còn nữa, tiếp theo, một mâu đối

thoại tiêu biểu giữa hai người A và B như sau:

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A (mong B lưu ý): Excuse me! (Xin lỗi cho tôi hỏi thăm)

B: Yes? (Vâng?)

(Câu đáp của B có lẽ tương đương 'Ông cần chi') Một câu hỏi nữa cũng rất thông

thường có thể là?

A: Do you know Mr John Smith? (Ông có quen John Smith không?)

B: Yes (lên giọng)

Một câu đáp của B là “Yes” khi lên giọng sẽ mang ý nghĩa là mời A cứ tiếp tục với

nội dung cô ta định nói về John Smith sau khi xác minh rằng B quen ông ấy. Trả lời Yes khi

xuống giọng thay vào sẽ gây cảm tưởng xong xuôi, "chấm dứt đối thoại": nếu quả thực A có

chuyện để nói về John Smith thì câu đáp xuống giọng sẽ làm cho A khó tiếp tục (cụt hứng).

12.3.2. Xuống giọng

Sự xuống giọng thường có ý truyền đạt ‘sự kết thúc’ (biểu thị trong các câu nói về sự thật, sự

chắc chắn, sự hoàn tất)

VD:

Xem lại bài 7, 8 để ôn về ngữ điệu lên, xuống phụ thuộc vào ý nghĩa của câu nói.

12.3.3. Thực hành

Yêu cầu SV sử dụng ngữ điệu lên giọng và xuống giọng một cách thích hợp để củng cố thông điệp

có chủ định trong bài tập (Marlin 2_ Unit 15_2A)

_____________________________________________

12.4. Kỹ năng giao tiếp: nghe, nói, đọc, viết (8 giờ)

12.4.1. Thảo luận

What kinds of log book are found in the engine department?

What is your problem when filling out the engine room log book?

What kinds of report does the Chief engineer have to make? How often?

What problems do engineers usually make when making reports?

____________________________________

12.4.2. Nghe hiểu

Recording 1: Oxygen deficiency on a coal-ore carrier

Listen and fill the missing words

HIEP We’re safe on this ship and we don’t need to worry about from a _____________

of oxygen on a coal-ore carrier because it doesn’t have an inert gas system.

A/OFF How absurd! It is even more _____________ in that case.

HIEP Really? What’s so dangerous?

A/OFF In the cofferdams, in the _____________ tanks of the double-bottom and in the

lower stools, it’s very dangerous. So you must _____________ be aware that

there might be a lack of oxygen _____________ coal is being loaded.

HIEP Why is that? I thought there was _____________ oxygen since we go there on

almost every voyage.

A/OFF It’s _____________ of rusting. Oxygen is consumed when iron rusts which

causes a shortage of oxygen with time. It is absolutely _____________ to check

the oxygen level when you enter. You have to take _____________ care. You

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must check with two oxygen detectors, and not only one. You _____________

also have enough ventilation.

HIEP How do you ventilate without a fan?

A/OFF We keep the manholes open for more than a day. It’s natural ventilation. We

_____________ both the fore and aft holes for double-bottom tanks to let the air

in. Besides, coal has a tendency to catch _____________ easily; and fire lowers

the level of oxygen and raises the level of carbon dioxide.

HIEP That sounds _____________.

A/OFF Yes, it is. Two seamen died once in a lower stool _____________ an

investigation. It was because of a shortage of oxygen. If they _____________

measured the oxygen properly, placed a watch on deck and prepared a

_____________ apparatus, they would have survived.

HIEP Following the manual’s regulations and taking care of our safety is ___________,

though it seems so troublesome.

_____________________________________

Recording 2: keeping a cabin tidy

Listen and fill the missing words

(Today is a day off. The assistant Officer is knocking at Tu’s door. Tu answers.)

A/off Good morning. Are you _____________ sleeping?

Tu Good morning, sir. I got up at 8 o’clock this morning. I was _____________

reading comics in bed.

A/off You should go and have breakfast now. Wow, your cabin is a _____________

pigpen. You should clean it up and keep it tidy. Today is a good day for that.

Tu I have _____________ it lately. I will clean it today.

A/off The ship will have a sanitary inspection in Japan. So you must clean ___________,

even under the bed. Make sure you dust it well too.

Tu What do they check _____________ the inspection?

A/off They check if the ship meets the standard rules for _____________. For example,

if they find cockroaches or mouse droppings, the ship will_____________ the

inspection.

Tu Do they also check the cabins?

A/off Yes, they do. Inspectors always check the cabins. They _____________ check the

drawers under the beds to see if there is mouse excrement. So you must always

keep it clean.

Tu I understand. I will vacuum the whole cabin _____________.

A/off Besides, it is unhealthy to live in such a dusty place.

______________________________________________________

12.4.3. Đọc hiểu

PASSAGE 1: 7 Important Points To Consider While Filling Out Engine Room Log Book.

As a part of engine room watchkeeping routine, marine engineers are required to keep

a log of all important machinery parameters such as pressure, temperatures, and revolutions

etc. in the engine room log book.

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This daily record-keeping book is a complete log of engine room readings which are

compared with the design and trial conditions at regular intervals of time to analyze the

performance of engine room machinery and systems. Additionally, the log book parameters

are also checked during surveys and investigations related to any kind of accident in the

engine room.

A watchkeeping engineer is required to fill out the log book details at the end of every

watch. This is a mandatory task which should be carried out properly without fudging

important parameters (Engineers when busy with maintenance work or due to sheer laziness,

often fill out the log-book based on their assumption or by just copying data from previous

watches. This is dangerous practice which must be avoided.)

Mentioned below are ten important points which marine engineers must remember

while filling up engine room log book.

1. Allot Sufficient Time for Taking Parameters

About 1 hour before the watch gets over, the watchkeeping engineer should take a thorough

round of the engine room, noting down all important parameters such as pressure,

temperatures, engine room tank levels etc. Engineers often take rounds at the very end of the

watch, carrying out the process in haste, overlooking several important machinery and

missing several important parameters. Eventually, the log book is also filled up in haste with

assumed parameters.

Sufficient time should thus be allotted for not only taking the readings but also for properly

filling up the log book. This ensures that the log book is ready by the time the relieving

officer comes in and takes a look at the important parameters before starting his watch. All

equipment required for taking readings must also be carried along while taking the round so

that no important parameter is missed.

2. Always Take Data During Steady State Conditions

It is always advisable to take the readings when the engine room and all machinery systems

are in steady state conditions without continuously changing parameters. For e.g. if the

readings are taken during manoeuvring, the recorded values will be not of much help due to

fluctuating conditions. Such data is not useful to note down (unless there is a breakdown or

accident) and inevitably reflects changes in the condition or capability of crucial engine

components which are monitored during condition monitoring.

3. Note Down and Highlight Important Events, Accidents, Breakdowns and Near

Misses

Any important event taking place in the engine room should be noted down in the log book.

Unusual changes in the behavior of any particular machinery, sudden increase or decrease of

parameters, accidents, near misses, or breakdown of any equipment should be noted down

and highlighted in the log book. This is to ensure that the relieving officer is aware of such

events and he gives additional attention to the mentioned issue. In case of major problem,

don’t forget to note down the date and time of the event in the log book.

The data from the log books are often used for insurance claims in case of accidents, during

safety meetings as references and making safety plans, and as proof of accidents in case of

casualty.

4. Note down Correct Tank Levels and Transfer Details

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Filling up of log book will require filling out important tank level figures. In case the

engineer is required to carry out transfers between any tanks, the same should be noted down

in the log book with the final parameters. The names of the tanks should also be mentioned.

In case the transfer process is going on when watch is over, inform about the same to the

incoming officer and note the levels of the tanks at the end of your watch in the log book.

5. Keep the Log Book Clean and Neat

Engineers working in the engine room must ensure that the log book is kept neat and clean

without oil smudges, over writing, and ink marks. The data in the log book are extremely

important records which should be properly visible for future references.

In order to prevent the log book from getting torn or spoilt, use a proper cover or case for

protection.

6. Use Only Pen and Sign Wrong Readings

Use only ballpoint pen to fill the log book. Ink pens or pencil should not be used as these are

official records which should be prevented from getting tampered or spoilt.

If wrong readings have been written by mistake, they should be crossed out (strike out with

one line) and correct readings must be written beside them along with the sign of the

authorized watch-keeping officer. Moreover, the duty engineer is also required to sign at the

end after filling the log book, which is later signed by the chief engineer and captain after

verifying the data.

7. Only the Watchkeeping Engineers Must Fill the Log Book

It is the duty of the watchkeeping engineers to fill out and sign the log book at the end of

every watch. It’s a common practice on several ships to allot this work to junior engineers or

engine cadets, who often miss important parameters or fill the details in haste with several

errors. An experienced engineer or senior official can easily point out any kind of abnormal

parameters or mistakes in the log book and the duty engineer will then have to provide an

explanation for the same.

_____________________________________

PASSAGE 2: Different Entries to be made in Ship’s Engine Room Log Book.

An engine room log book is a track record of all ship machinery parameters,

performance, maintenance, and malfunctions. The recorded values and information are used

as a reference, to compare and record data that can be used for insurance claim if some

accidents take place.

A responsible marine engineer watch keeper has to fill the log book for his/her own

watch period without fail, along with the signature of all watch keepers for their concerned

watch timings.

Chief engineer also must counter sign this book every day to make sure all the entries

are being filled in it as per the company requirement. In this article, we will discuss the

important things that are to be mentioned in the engine room log book.

Following entries must be filled in the engine room Log Book:

Date and voyage where the ship is heading

The position of the ship ( at sea, at port or at anchorage)

Readings and Parameters of Main Propulsion Engine

Readings and Parameters of Auxiliary Engine (Generators)

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Readings and Parameters of Other running Machineries

Main engine RPM and Load on the Engine

Speed of the ship in knots

Daily Entry for all the lube oil ROB ( Rest or Remaining onboard)

Daily entry for all grade of Fuel Oil Remaining onboard

Remaining onboard value of Sludge and Bilge

Running Hour Counter for important machinery

Running details of Oil Pollution Prevention Equipment (Time and Position)

Record of any Major Breakdown and reason for the same

Record of Incident or accident in the engine room (Fire, Flooding etc)

Record of grounding, collision and other accidents

Record of Major overhauling of important machineries

Record of all Bunkering operation ( Time, Place and quantity)

Record of all Sludge and garbage disposal operation

Remarks for additional work done in a watch

Remarks for Surveys and PSC inspection

Signature of the concerned watch keeper

Signature of Chief engineer to make sure all entries are in position

____________________________________

PASSAGE 3: How To Fill The Marine Log Book.

Introduction

Record keeping is an important aspect of the life of a navigating officer as well as a

marine engineer. There are various types of records which need to be maintained. From the

perspective of the ship's engine room, the engineers need to keep a clear record of machinery

parameters, running hours and several other things. This has been done traditionally using

paper daily log books, although with the increasing use of computers on ships, these daily log

books might be totally replaced with electronic log books, but currently these paper books are

in popular use. Moreover, whatever be the media for recording, the prime importance is of

noting down the relevant information at a place for future reference and retrieval as and when

required.

Engine room log book is also an important document in case of accident and this

gives the clear picture of the engine room working condition and the situation existed in the

engine room. Normally this is filled in by the junior engineer of the ship.

In deck log book all the entries regarding navigation and charts are mentioned.

The official log book is only for the official entries made by only captain and chief

engineer about the crew and their behaviour. In case of any discipline related problem is

encountered with any crew, it will be recorded in this log book.

Types of Entries

Main Engine

Timing of Watch (1200-1600; 1600-2000; 2000-0000)

Fuel lever settings (notches)

Speed setting of air

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Engine load

Engine Revolution counter

Average rpm

Flow meter reading

Main Engine fuel consumption for 4 hours

Main Engine all units Exhaust temperature

Main Engine all units pcw & jcw temperature

Main Engine fuel oil inlet temperature

All coolers sea water inlet/outlet of air, lube oil, piston and jacket cooler temperature

Pressures

Sea water pressure

Jacket cooling water pressure

Piston cooling water pressure

Lube oil pressure (bearing, crosshead, cam shaft)

Fuel oil pressure

Air bottle pressure (1 & 2)

Turbochargers

Turbo charger rpm

Cooling water in & out temperature

Air cooler in & out temperature

Pressure drop across turbocharger air cooler filter to judge the blockage

Air temperature in and out of the turbocharger

Exhaust gas temperature in & out

Other Temperatures/Levels

Heavy oil service and settling tank temperature

Thrust bearing temperature and pressure

Stern tube temperature and pressure

Sea water temperature

Engine room temperature

Main engine sump level

RAC Units

Suction pressure and discharge pressure of refrigerant

Lube oil pressure

Lube oil suction and discharge pressure

Air inlet and outlet temperature

Compartment Temperatures

Meat room

Fish room

Vegetable room

Dairy room

Handling room

Fresh Water Generator

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Jacket cooling water in & out temperature

Condenser sea water in & out temperature

Shell temperature

Vacuum pressure

Ejector pump pressure

Distillate pump pressure

Feed line pressure

Flow meter reading for fresh water

Auxiliary Machinery

Exhaust temperatures of all units

JCW temperatures of all units

Alternator forward and aft bearing temperatures

Scavenge air pressure and temperature

Air cooler in & out temperatures

Lube oil in & out temperatures

Sea water in & out temperatures

Turbo charger of auxiliary engine exhaust temperature

Tank Levels

Heavy oil service & settling tank readings

Diesel oil service & settling tank readings

Cylinder lube oil storage and Daily tank reading

Main engine crank case lube oil storage tank reading

Auxiliary engine crank case lube oil storage tank reading

Stern tube Gravity tank (high/low) tank readings

Stern tube aft & fwd seal tank level

Engine Control Room

Most of the readings and entries shown above can also be taken from the ship's

control room, although it is advisable to take local readings. Yet these readings can be

compared to those of the remote indications. This will also give an idea about the variation in

the two so that in case of any large deviations, necessary checks can be performed. Also in

case of rush hours such as maneuvering, the engineers would know the actual readings if they

are familiar with the deviations in control room and actual readings.

_______________________________________________________

12.4.4. Viết

Rewrite the following sentences using the suggestion words in such a way that they have the

closest meanings with the given ones.

1. It was careless of you to leave the window open last night.

You shouldn’t

2. She left university two years ago.

It is

3. Henry regretted buying the second-hand car.

Page 236

Henry wished

4. He missed the ferry because his car broke down.

If

5. The station clock showed half past ten.

According

6. John denied stealing Mr. Clark’s handbag.

John said that

7. This is the most delicious cake I have ever tasted.

I have

8. Anna finally managed to get a job.

Anna finally succeeded

9. The garden is not large enough to play football in.

It is such

10.I do not enjoy cooking.

Cooking

11.It is pointless to have that old engine repaired.

That old engine is not

12.It would have been a superb weekend if it had not been for the weather.

But

13.He found maps hard to follow.

He had

14.My husband didn’t leave the car keys, so I couldn’t pick him up at the station.

If my husband

15.Vegetables can’t grow in such poor land.

It is

16.Staying on a quiet island for a week will be great.

I’m looking

17.Don’t leave that chair there.

I’d rather

18.How long is it since they bought the new house?

When

19.He couldn't afford to buy that car.

The car

20.'Where's the station car-park?' Mr. Smith asked.

Mr. Smith wanted

21.I don't really want to visit the museum.

I'd rather

22.We ought to leave the party now if we are to catch the last train.

If we don't

23.The garage is going to repair the car for us next week.

We

24.She knows a lot more about it than I do.

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I don't know

25.I'm sure you didn't lock the door. Here's the key.

You can't

26.I asked the hotel porter to wake me up at 7o'clock the following day.

'Please

27.I'm always nervous when I sing in front of a crowd.

Singing

28.He is very sorry now that he didn't invite Molly to his party.

He wishes

29.Unless he phones immediately, he won't get any information.

If

30.John only understood very little of what the teacher said.

John could hardly

_____________________________________

12.5. Phần chuyên ngành hàng hải (4 giờ)

12.5.1. Cách ghi nhật kí dầu

The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank

basis if appropriate, whenever any of the following machinery space operations takes place in

the ship:

1) Ballasting or cleaning of Fuel oil tanks

2) Discharge of dirty ballast or cleaning water from Fuel oil tanks

3) Collection and disposal of Oil residues (Sludge and other Oil residues)

4) Non-automatic discharge overboard or disposal otherwise of Bilge water in the machinery

space

5) Automatic discharge overboard or disposal otherwise of Bilge water in the machinery

spaces

6) Condition of the Oil Filtering Equipment

7) Accidental or other Exceptional discharges of Oil

8) Bunkering of Fuel and Bulk Lubricating Oil

9) Additional operational procedures and general remarks

Each operation described above shall be fully recorded without delay in the Oil Record

Book Part I, so that all entries in the book appropriate to that operation are completed.

Entries in the Oil Record Book are to be made in accordance with Regulation 17 of Annex I

of MARPOL 73/78, as demonstrated in Appendix III of Annex I of MARPOL 73/78, Form of

Oil Record Book, OIL RECORD BOOK PART I Machinery space operations, (All ships)

When making entries in the Oil Record Book, the date, operational code and item number

shall be written in the appropriate columns and the required particulars shall be recorded

chronologically in the blank spaces.

Each completed operation shall be signed for and dated by the officer in- Charge (As per

section 3.0). Each completed page shall be signed by the master of the ship.

The Oil Record Book contains many references to oil quantity.

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The limited accuracy of tank measurement devices, temperature variations and list and

trim will affect the accuracy of these readings. The entries in the oil record book should be

considered accordingly.

Arrangement Plan of Fuel Oil and Bilge Tanks

Entry (in the Oil Record Book preface) of the arrangement plan and capacity of each Fuel

Oil Tanks and Bilge or Sludge Handling Tanks shall match exactly that mentioned in the

IOPP Certificate Supplement Form B.

Distinguishing between Bilge and Sludge

Although distinguishing between Bilge and Sludge is difficult for onboard handling, a

Shift to / from and Discharge from the Bilge tank shall be treated as Bilge handling. A shift to

/ from other Sludge tank, and similar tanks which is described in the supplement of IOPP

certificate or incineration of the content of these tanks shall be treated as Sludge handling.

Problems with falsified entry in oil record book part 1

US authorities are very particular about matching the amount of sludge incinerated

with the amount of oily water generated, be careful to fill in the Oil Record Book neatly

making sure that the numbers ‘added up’ so as to avoid fines in USA.

The Act to Prevent Pollution from Ships (APPS) is the US version of MARPOL. It is

both a civil and a criminal violation under APPS and domestic US law to intentionally falsify

an Oil Record Book. If the entries are intended to hide discharges of oily waste water, for

example, by bypassing the oily water separator, the penalties can be very severe.

The vessel operating company can be fined millions of dollars and the individuals involved

can be sent to prison. It is also a crime called obstruction of justice to lie to a US Coast Guard

inspector. Any intent to hide illegal discharges can be treated as criminal cases. The ORB

entry should include any discharge to the reception facility / included the incinerator use .

Guidance for Entries in the ORB Part 1 & Environmental Compliance procedures

1. Dates should be entered in dd-MONTH-yyyy format, e.g. 12-MAR-2012;

2. Incineration or landing ashore of oily garbage and used filters should be recorded in

the Garbage Record Book only;

3. All Entries are to be made and signed by the officer or officers in charge of the

operations concerned. The Chief Engineer is to review the ORB on a daily basis and

verify / countersign each entry. Each completed page shall be verified and signed by

the Master of the ship;

4. There must be no empty lines between successive entries;

5. If a wrong entry is made in the Oil Record Book (ORB) it should be struck through

with a single line in such a way that the wrong entry is still legible. The wrong entry

should be signed and dated, with the new corrected entry following;

6. Tank names and capacities must be recorded exactly as per the entries in the

International Oil Pollution Prevention Certificate (IOPPC). The tanks and capacities

in the IOPPC should also be checked to ensure they are correct as per the capacity

plan and the actual tanks onboard - there have been a number of observations due to

the mistakes made by class in the IOPP supplement.

7. Although recording of quantities retained in bilge water holding tanks listed under section

3.3 of the IOPPC is voluntary, it is recommended to be recorded within the ORB.

8. The recording of general maintenance of items relating to the OWS is also voluntary

Page 239

9. All MARPOL equipment and spares tagged as “critical” within the PMS are to be

kept aligned with the Critical Equipment List and TEC 18 ”Minimum Critical Spares

Inventory” approved by the Fleet Superintendent.

10. It should be noted that USCG and PSC inspectors are now downloading data from the

Oil Content Meters (OCM). This data is compared with the entries in the ORB so it is

essential that times entered in the ORB are accurate.

11. All MARPOL / “Magic Pipe” prosecutions in the USA have been successful based on

false or inaccurate entries in record books (Oil, Garbage, Ballast & VGP), NOT THE

ACTUAL ILLEGAL DISCHARGE.

_____________________________________________

12.5.2. Nhật kí điện tử

Introduction

Maintaining log of various activities carried out on board a ship is mandatory for

administrative and regulatory reasons. Though we will be talking mainly about engine room

log book here, this applies more or less to other types of log-books as well such as deck log

book and so forth. With the rising use of computers on ships, manual log books are giving

way to electronic log books and here are the reasons and benefits of the same

Log book filling: Let the Junior Engineer handle the task!

All marine engineers & navigating officers are acquainted with the perils related to

keeping log records on any type of ship. Not only it is a tedious and time consuming job but

also an important routine activity which has no space for carelessness. Parameters are logged

down manually in a specific record book known as log book. Log book is a very important

reference in case of accidents and mishaps because with the help of the records of various

parameters, actual reasons of the breakdown or accident can be predicted.

Each month is allotted one log book. This means that at the end of 2 years there will

be a stack of 24 logbooks in the cupboard. It is absolutely important to maintain these records

for they contain the history of each and every machine on the ship, including running hours

and important defects. But maintaining such “on paper” records is not only difficult but also

risky. For example even a small fire incident can wipe off the entire history of the engine

room. It is for these reasons that there is a strong need to replace paper log books with

electronic log books or E-log books. In routine practice it is the Junior Engineer who is

responsible for filling up and maintaining the log book even though officially it has to be

filled in by the appropriate duty officer at the time of taking the log.

Disadvantages of paper log books

A ship always keeps a seaman on his toes. Life on ship is so busy that even an easy

but tedious job of filling a simple log book may seem like a big and boring task. (It is

definitely monotonous, but is unavoidable). This has always left engineers with

improper filling of log books, i.e. filling of daily log on weekly basis.

Engineer’s hands are often oily when filling a log book. This makes the log book

untidy and the readings unreadable.

Logbooks are often filled up in haste, which has always leaded to filling of parameters

in wrong columns and shabbiness due to over writing.

Also, due to speedy writing, handwritings are always poor and difficult to understand.

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Misplacing of log books is a common problem on ships.

Not keeping log books in a proper place has often led to tearing of log books, mainly

out of becoming obstacles in some work. The same reason has also led them to

become dirty at many occasions

Mishandling of log books results in loosening of its pages and eventually missing a

few.

It is due to this reason, electronic log books are recommended.

E-log books

It is an IMO specification that log records should be properly maintained and kept

safely for reference at any time. In order to overcome the drawbacks related to paper log

books listed above, electronic log books are being installed on almost all the modern ships. E

log books have revolutionized the way data is stored and maintained. Let’s take a look at the

special features of these log books.

Specifications

It has a facility to store even the event based data pertaining to navigation, engine

room, port calls and even bunkering process.

It can be easily installed and configured according to the requirement of the ship

It is so made that it satisfies all the specifications laid by IMO, SOLAS and flag

states.

It is extremely user friendly and easy to operate.

The interface is also easy to navigate and understand.

The system is capable of generating reports such as full deck log reports and daily log

report.

It can easily be made compatible with other ship software such as planned

maintenance system (PMS) and other navigation software.

In addition to manual data entry the system can be configured with GPS for time and

position reference and with other automation onboard.

It can be segregated into different modules such as: Deck log book, Engine Log book,

Oil record book, Operational log book, Dynamic positioning log book and Radio log

book.

Advantages

It is a one time investment that reduces the work load drastically

As manual documentation is cumbersome, it reduces the time required in data

collection and report making.

It makes the whole process more efficient with accurate and correct readings.

In case the records are to be sent to ship owners, E log books helps in making and

compiling reports is a much speedier manner without any delay.

The user friendly interface facilitates easy retrieval of data whenever necessary.

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REVIEW 2

TEST YOURSELF

GRAMMAR 1

Each of these sentences contains one error. Correct the errors.

1. If I would have known about the party, I would have gone to it."

2. He don’t care about me anymore

3. When we go to the party on Saturday, let’s bring a bottle of wine

4. Sign at the checkout of a supermarket: “Ten items or less

5. We were supposed to go to the dance last night, however, it was cancelled because of lack

of interest.

6. I never would of thought that he’d behave like that.

7. I'm not speaking to nobody in this class

8. He has took the train

9. I should have went to school yesterday

10. Its going to be sunny tomorrow.

GRAMMAR 2

Read the text. Complete each gap with an appropriate verb from the box. Write the

verb in the passive form.

spread across use speak make up

involve cook mine grow talk

rise situate manufacture work use

Paragraph 1

The republic of the Philippines .............................in the Western Pacific Ocean and forms

part of the Malay Archipelago. Although the Philippines ......................of over 7000 islands,

the majority of the population of 65,650,000 (1993 census) ............................across eleven of

the larger islands. Manila, with a population of 1,601,234 (1990 census), is the capital city

and the main seaport.

Paragraph 2

Up to 80 languages and dialects.............................in the Phillipnes but it is Filipino, a

language based on Tagalog, which is the offiicial language. English ..............................widely

in governmental, educational and commercial sectors. Nowadays, only a small percentage of

the population speaks Spanish despite the fact that it .............................previously as an

official language.

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Paragraph 3

Agriculture, manufacturing and mining, fishing and forestry are the main economic activities.

Over 40 percent of population .................................in agriculture. Rice, maize, cassava, and

sweet potatoes.............................for subsistence, and sugar cane, corpa, tobacco and tropical

fruit for commercial us. Processed food, clothing and tobacco products are the main items

which .................and production of durable goods such as electrical items and machinary is

increasing gradually. Among other minerals, gold, silver, copper, nickel, salt and

coal..............................

VOCABULARY

Read the text. A specialist in cross-cultural issues is giving a talk to a group of shipping

managers. Complete the text with appropriate words.

I’m ...........................that so many of you could........................it today. By way of

....................., my name is Kip Garcia and I am going to explain a ..........................about the

requirements palced on seafarers who work in mixed nationality crews. Before going

into......................., let me put the situation in...........................Every year, the number of

multinational crews .....................along with the assumption that seafarers from around the

world can and will work well together.

However, the success of mixed crewing depends largely on individual seafarer’s abilities to

.....................well with each other. The....................point I’d like to make is that today’s

seafarers nee more than just the right professional skills. They also need the right personal

qualities in order to make mixed crewing a success.

So, what are these qualities ? ....................me give you an exapmle of an ideal seafarer. He

should be ........................and enjoy mixing with other nationalities. He should also be able to

see the funny side of difficult situations : whaterver his nationality, a ....................colleague is

easier to work with than a moody one. The ideal seafarer also needs to be ........................and

recognise that people need time to process information when communicating in a foreign

language. In....................., he should be.........................and recognise that people need time to

process information when communicating in a foreign language. In ........................, he should

be ......................to accept other people’s religious and cultural beliefs. Even if he does not

agree with someone’s beliefs, he will be ................in order to avoid conflict.

You would be right to think that this image of the ideal seafarer is unrealistic. So, it is

unrealistic of managers to expect all these qualities from their sea staff ? Fortunately, the

number of companies providing cross-cultural training is..........................gradually.

To.................................., the industry needs to encourage more managers to recognise that a

successful cross-cultural crew depends on crew members having good personal attitudes as

well as good work.........................

PRONUNCIATION 1

Here are some past participles from grammar 2. Is the ending pronounced –d, -t, or –

id ? Say the words and write them in the appropriate category.

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abandoned expected offered declared involved based

scheduled realised processed mined standed appeared

decided resolved manufactured prepared used situated

Column 1 Column 2 Column 3

-d -t -id

Pronuncation 2

Read aloud the first paragraph of the text 2 in Grammar 2. What examples of linking

souns can you identify ?

The republic of the Philippines is situated in the Western Pacific Ocean and forms part of the

Malay Archipelago. Although the Philippines is made up of of over 7000 islands, the

majority of the population of 65,650,000 (1993 census) is spread across eleven of the larger

islands. Manila, with a population of 1,601,234 (1990 census), is the capital city and the main

seaport.

Pronuncation 3

Here are some words from the text in the vocabulary section. Say the words aloud.

Which word is the odd one out and why ?

requirements context around point avoidance sociable

able difficult patient beliefs right conflict

process expect needs mixed accept

How many syllables are in each word ? Mark the stress pattern on each word.

Hướng dẫn làm bài

Grammar 2 :

Paragraph 1 Paragraph 2 Paragraph 3

is situated are used is involved

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is made up

is spread across

is spoken

was used

are grown

are manufactured

are mined

Vocabulary

- Glad/make/introduction/detail/ context/ increase/

- Get on/main/

- Let/ sociable/good-humoured/patient/addition/willing/diplomatic

- Rising/ sum up/aptitudes

Pronunciation 1

Column 1 Column 2 Column 3

-d -t -id

resolved processed decided

manufactured based situated

prepared stranded

used expected

appeared

mined

realised

scheduled

abandoned

offered

declared

Pronunciation 2

The republic of the Philippines is situated in the Western Pacific Ocean and forms part of the

Malay Archipelago. Although the Philippines is made up of over 7000 islands, the majority

of the population of 65,650,000 (1993 census) is spread across eleven of the larger islands.

Manila, with a population of 1,601,234 (1990 census), is the capital city and the main

seaport.

Pronuncation 3

Here are some words from the text in the vocabulary section. Say the words aloud.

Which word is the odd one out and why ?

- The odd one out is RIGHT because it does not end with a group of consonant sounds.

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requirements context around point avoidance sociable

able difficult patient beliefs right conflict

process expect needs mixed accept

How many syllables are in each word ? Mark the stress pattern on each word.

requirements

-3

context -2 around -2 point -1 avoidance -3 sociable -3

able -1 difficult -3 patient -2 beliefs -2 right -1 conflict -2

process-2 expect -2 needs -1 mixed -1 accept- 2

Answer key

UNIT 1

Exercise 1:

1. seen.

2. saw

3. like

4. was

5. bought

6. known

7. have known him

8. get

9. have been

10. Have you worked

Exercise 2:

1. How many classmates have you got?

2. They have just arrived in Rome.

3. Jane gave up smoking three years ago.

4. The man walked quickly along the road.

5. Have you ever seen a play by Shakespeare?

6. Has Mary decided to go to the party?

7. My teacher says that English is easy to learn.

8. Did you enjoy meeting Bob’s parents.

Exercise 3:

1. since

2. since

3. for

4. for

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5. since

6. for

7. since

8. for

________________________

UNIT 2

Exercise 1:

1. doesn’t have to

2. must

3. mustn’t

4. have to

5. mustn’t

6. don’t have to

Exercise 2:

1. should

2. shouldn’t

3. shouldn’t

4. ought to

5. should

6. had better

Exercise 3:

1. should

2. ought to

3. shouldn’t

1. should

2. had better

3. shouldn’t

1. shouldn’t

2. had better

Exercise 4:

1.A 4. C 7.C 10.B 13.C

2. B 5.A 8.C 11.C 14.C

3. B 6.A 9.B 12.D 15.A

Exercise 5:

1. Davis is bored with studying.

2. Gordon is keen on watching football.

3. Peter is interested in learning English.

4. Sheila is responsible for keeping her own room tidy.

5. Sally is excited about visiting her aunt.

6. Swan is looking for meeting Leo.

7. Paul is afraid of being misunderstood.

8. Jane is tired of doing the housework by herself.

9. John is used to getting up early.

10. Tom succeeded in passing all his exam.

_______________________________

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UNIT 3

Exercise 1:

1. isn’t it?

2. don’t you?

3. could you?

4. didn’t it?

5. mustn’t they?

6. did they?

7. was he?

8. can he?

Exercise 2:

1. aren’t they

2. have you

3. isn’t it

4. are there

5. aren’t they

6. will he

7. will you

8. didn’t you

9. don’t they

10. can’t we

11. was it

12. shall we

13. aren’t I

14. will you

15. have you

16. will he

17. will you

18. do you

19. doesn’t she

20. won’t there

_________________________________

UNIT 4

Exercise1:

1. takes

2. are doing

3. are learning

4. opens

5. are coming

6. reads

7. cleans

8. is writing

9. speaks

10. are relaxing

Exercise 2:

1. a. now

2. c. at the moment

3. a. Listen!

4. c. every day

5. b. usually

6. b. in the afternoon

7. a. tomorrow

8. c. next Sunday

9. b. last week

10. a. never

___________________________

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UNIT 5

Answer key: (Suggested answers)

Exercise 2:

1. recently/ lately/ yet ............... for

2. once

3. ever/ ago

4. since/ ago

5. since

6. since/ so far

7. recently/ lately/ yet ............... never

Exercise 3:

1. How long have you been a seafarer?

2. When did you finish college?

3. Have you worked in your present job for a long time?

4. What type of vessels have you worked on?

5. What training have you done so far?

6. What was the most recent course that you did?

7. Why have you applied for this position?/ Why did you apply for this position?

UNIT 6

Exercise 1: Fill in each blank with a proper article: A, AN, THE or nothing.

1. The – the

2. A – the

3. The

4. The

5. A – an

6. The

7. ___

8. A – a – the – the – the – the

9. The – a

10. The

11. The

12. The

13. The

14. ___

15. ___

Exercise 2: Fill in each blank with a proper article: A, AN, THE or nothing.

The largest type of cargo ship is the tanker. Tankers are designed to carry liquid carge such as

oil. The cargo is pumped directly into holds by powerful pumps. The holds are constructed as

tanks. The tanks are subdivided into a central tank, two wing tanks and an expansion tank. The

expansion tank allows the oil to expand in hot weather. The bridge superstructure and the engine

room are situated aft to leave more room for cargo. The bridge is connected to the forecastle by

the catwalk. Tankers which are cover over 500,000 dwts are known as ultra large crude carriers.

___________________________________

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UNIT 7

Exercise 1:

1. A vessel will need an Oil Record Book Part 2 if it is a tanker of more than 150 GRT.

2. If clean ballast is discharged into sea, it will not contain visible traces of oil.

3. You will be fined by the Coastguard if you knowingly pollute US waters.

4. If a tanker doesn’t have certification, it won’t be allowed to sail.

5. Unless alternative energy sources are utilized, greenhouse gas emissions will keep

rising.

6. The population of dolphins will be endangered if they continue to get caught in

fishing nets.

7. If the correct topping-off methods are used, tank overflows will be avoided.

8. Marine pollution will be reduced further if more seafarers undergo MARPOL

training.

9. If a master wants to transfer oil at night, he will need to make special arrangements

with the harbour master.

10. If consumption of fossil fuels is not reduced, reserves will run out very soon.

Exercise 2:

2. You will burn your skin if you don’t wear gloves when handling dangerous chemicals.

3. You will hurt your back if you don’t lift properly.

4. You will lose your job if you abuse alcohol.

5. Equipment will rust if it is not painted.

6. A cargo of cotton will ignite if it gets wet.

7. You will slip if you don’t hold the handrail.

__________________________________

UNIT 8

Exercise 1:

Listen to the cassette and check your answers. (Marlin 2_Unit 4_2a)

UNIT 9

9.1.4

Exercise :

1. cry

2. to wearing

3. be

4. getting

5. to living

6. to live

7. to be

8. to like

9. to driving

10. to eating

9.2.3

2. Many local traditions have been commercialised by tourism.

3. The incident report was summarised by the Chief Engineer.

4. Many state-owned companies were privatised in the 1980s.

5. more shipping regulations will be standardised by the IMO next year.

6. The city centre was pedestrianised by the local council.

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7. Economists predict that economies will be globalised by mordern technology.

____________________________

UNIT 10

Exercise 1:

1. All the valves will be shut after discharging the ballast.

2. Is this room used only on special occasions?

3. The hull will be being painted in the next 2 days.

4. A new kind of paint is going to be supplied this time.

5. Bicycles must not be left in the hall.

6. Bed sheets are often changed every 2 weeks by him.

7. I was showed/ shown the easiest way to do it. (the easiest way was shown to me to do it)

8. When is the anchor chain taken out?

9. The Japanese Ship-owners built the ship’s accommodations

10. Are you interested in the idea?

Exercise 2:

1. were caught

2. was stolen

3. is being interviewed

4. is being wasted

5. will be beaten

Exercise 3:

1. has just lost

2. posted

3. weren't paid.

4. have you saved

5. speaks

6. will be built

7. is being cleaned

8. have been invited

9. applied

10. has been discovered

______________________________

UNIT 11

Exercise 1:

1. am feeling → feel

2. sees → is seeing

3. sleeping → to sleep

4. currently appears → is currently appearing

5. is meaning → means/ it means → Does it mean

6. was coming → came/. wasn’t knowing → didn’t know

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7. am not owning → don’t own

8. look → am looking

9. I‘m listening → I will be listening

10. am not like → don’t like

Exercise 2:

1. B 2. B 3. C 4. D 5. B

Exercise 3:

1. I have been doing

2. have you done

3. I have already tested

4. have been checking

5. have already checked

6. I have been looking

Viết

1. He couldn’t repair the broken vase.

The BROKEN VASE COULDN’T BE REPAIRED

2. The garden needs digging.

The garden hasn’t BEEN DUG FOR A LONG TIME

3. Have you got a cheaper carpet than this?

Is this THE CHEAPEST CARPET YOU HAVE GOT?

4. I can’t get my feet into these shoes.

These shoes are TOO SMALL FOR MY FEET

5. I’m very pleased that we shall meet again soon.

I’m looking FORWARD TO MEETING YOU AGAIN

6. They won’t be able to come on Sunday.

It will be IMPOSSIBLE FOR THEM TO COME ON SATURDAY

7. She prefers French food to English food.

She’d EAT FRENCH FOOD THAN ENGLISH FOOD

8. His parents made him study for the exams.

He was MADE TO STUDY FOR THE EXAMS BY HIS PARENTS

9. If I were you I’d look for another job.

I suggest THAT YOU SHOULD LOOK FOR ANOTHER JOB

10.His briefcase was too full for the zip fastener to close properly.

His briefcase was so full THAT THE ZIP FASTENER CANNOT CLOSE PROPERLY

11.It’s such a pity your sister can’t come as well.

If only YOUR SISTER COULD COME AS WELL

12.The house seemed to have been occupied for several months.

It looked LIKE THAT THE HOUSE HAS BEEN OCCUPIED FOR …

13.These new machines have put an end to queuing.

Before these NEW MACHINES WERE INVENTED, PEOPLE HAD QUEUED

14.Everyone heard about the accident before I did.

I was the LAST TO HEAR ABOUT THE ACCIDENT

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15.‘There’s a lovely new dress, Jean’ said her mother.

Jean’s mother complimented THAT THERE WAS A LOVELY NEW DRESS

16.I had only just put the phone down when he rang back.

Hardly HAD I PUT THE PHONE DOWN WHEN HE RANG BACK

17.I know no French at all.

I do not KNOW ANY FRENCH AT ALL

18.Who teaches you English?

By whom WERE YOU TAUGHT ENGLISH

19.It is wonderful why you do it so quickly.

Why you DO IT SO QUICKLY IS WONDERFUL

20.Bill was very kind to me.

Bill behaved TOWARDS ME VERY KINDLY

21.They never made us do anything we didn’t want to.

We WERE NEVER MADE TO DO ANYTHING WE DIDN’T WANT TO

22.When Einstein was 26 years old, he began to do research on the theory of relativity.

At THE AGE OF 26, EINSTEIN BEGAN TO DO RESEARCH ON ….

23.Money is a good servant but it is also a bad master.

Though money IS A GOOD SERVANT, IT IS A BAD MASTER

24.It is impossible for a child to have too much money.

A child CANNOT HAVE SO MUCH MONEY

25.I started learning English five years ago.

I have LEARNED ENGLISH FOR 5 YEARS

26.This is the first time I have been to this restaurant.

I’ve NEVER BEEN TO THIS RESTAURANT BEFORE

27.The last time I visited London was twenty years ago.

I haven’t VISITED LONDON FOR 20 YEARS

28.We haven’t seen her for years.

It’s 4 YEARS SINCE WE LAST SAW HER

29.Tom is taller than his brother.

Tom’s brother IS SHORTER THAN HIM

30.She can’t speak English fluently.

She wishes SHE COULD SPEAK ENGLISH FLUENTLY

UNIT 12

Exercise 1:

1. On this route we always stop in Barcelona, Gibratar, which Gibratar is famous for its

apes, and Lisbon.

2. Captain Silvano, who went to marine college with my father, has now retired from

seafaring.

3. My cabin, which is the first door on the right, is very comfortable.

4. My family lives in Kiev, which is the capital of the Ukraine.

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5. The port of Leith, where we were dry-docked there for three months, used to be the

hub of Scotland’s shipping industry.

6. Enilio and Roberto, who have been my shipmates since January, come from Manila.

7. Seattle, where I spent my shore leave, is the largest city in the Pacific Northwest of

the USA.

8. While I was in Nicosia, I bumped into my old friend Shaun, who used to be an ISM

inspector.

9. My car, which I bought it five years ago, has never broken down.

10. The mystery of the Marie Celeste, which is famous world-wide, has never been

solved.

Exercise 2:

1.a, 2.b, 3.b, 4.b, 5.a, 6.b, 7.b, 8.a, 9.a, 10.b

Viết

1. It was careless of you to leave the window open last night.

You shouldn’t HAVE LEFT THE WINDOW OPEN LAST NIGHT.

2. She left university two years ago.

It is TWO YEARS SINCE SHE LEFT THE UNIVERSITY

3. Henry regretted buying the second-hand car.

Henry wished HE HADN’T BOUGHT THE SECOND-HAND CAR

4. He missed the ferry because his car broke down.

If HIS CAR HADN’T BROKEN DOWN, HE WOULDN’T HAVE MISSES …

5. The station clock showed half past ten.

According TO THE STATION CLOCK IT WAS HALF PAST TEN

6. John denied stealing Mr. Clark’s handbag.

John said that HE HADN’T STOLEN MR. CLARK’S HANDBAG

7. This is the most delicious cake I have ever tasted.

I have NEVER TASTED A MORE DELICIUOS CAKE THAN THIS

8. Anna finally managed to get a job.

Anna finally succeeded IN GETTING A JOB

9. The garden is not large enough to play football in.

It is such A SMALL GARDEN THAT WE CANNOT PLAY FOOTBALL IN IT

10.I do not enjoy cooking.

Cooking DOESN’T INTEREST ME

11.It is pointless to have that old engine repaired.

That old engine is not WORTH REPAIRING

12.It would have been a superb weekend if it had not been for the weather.

But FOR THE WEATHER, IT WOULD HAVE BEEN A SUPERB WEEKEND

13.He found maps hard to follow.

He had DIFICULTY IN FOLLOWING MAPS

14.My husband didn’t leave the car keys, so I couldn’t pick him up at the station.

If my husband HAD LEFT THE CARKEY, I COULD HAVE PICKED …

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15.Vegetables can’t grow in such poor land.

It is SUCH POOR LAND THAT VEGETABLES CAN’T GROW IN IT

16.Staying on a quiet island for a week will be great.

I’m looking FORWARD TO STAYING ON A QUIET ISLAND FOR A WEEK

17.Don’t leave that chair there.

I’d rather YOU DIDN’T LEAVE THAT CHAIR THERE

18.How long is it since they bought the new house?

When DID YOU BUY THE NEW HOUSE?

19.He couldn't afford to buy that car.

The car WAS TOO EXPENSIVE FOR HIM TO BUY

20.'Where's the station car-park?' Mr. Smith asked.

Mr. Smith wanted TO KNOW WHERE THE STATION CAR-PARK WAS

21.I don't really want to visit the museum.

I'd rather NOT TO VISIT THE MUSEUM

22.We ought to leave the party now if we are to catch the last train.

If we don't LEAVE THE PARTY NOW, WE CANNOT CATCH THE LAST TRAIN

23.The garage is going to repair the car for us next week.

We ARE GOING TO HAVE THE CAR REPAIRED NEXT WEEK

24.She knows a lot more about it than I do.

I don't know AS MUCH ABOUT IT AS SHE DOES

25.I'm sure you didn't lock the door. Here's the key.

You can't HAVE LOCKED THE DOOR

26.I asked the hotel porter to wake me up at 7o'clock the following day.

'Please WAKE ME UP AT 7 O’CLOCK TOMMOROW’

27.I'm always nervous when I sing in front of a crowd.

Singing IN FRONT OF A CROWD ALWAYS MAKES ME NERVOUS

28.He is very sorry now that he didn't invite Molly to his party.

He wishes HE HAD INVITED MOLLY TO HIS PARTY

29.Unless he phones immediately, he won't get any information.

If HE DOESN’T PHONE IMMEDIATELY, HE WON’T GET ANY INFORMATION

30.John only understood very little of what the teacher said.

John could hardly UNDERSTAND WHAT THE TEACHER SAID

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ĐỀ THI MẪU

LISTENING TEST LEVEL B2

Duration: 30 minutes In the listening test, you will be asked to demonstrate how well you understand spoken

English. The entire listening test will last approximately 30 minutes. There are three parts and directions are given for each part. All parts of the test are played twice.

PART 1: GAP FILLING (05 points) This part of the test consists of five questions which respectively refer to the five

blanks numbered 1-5 in the following text. Listen to Recording 1 and fill in the blanks with the following missing words. Write your answers on your answer sheet.

Questions 1-5 However, in recent years the problem has resurfaced as governments seem to have

loosened their grip. That is to say, the measures originally taken to counter piracy are no longer as effective. Not only is the number of attacks rising dramatically but the attacks themselves are becoming more (1) ___________. This is due to the increased availability of illegal (2)___________ in many parts of the world.

To highlight the nature of the problem, let me give you an example of a recent attack. The ship in question had just crossed the South China Sea and was (3)___________ a busy strait around midnight. It is possible that the pirates boarded the ship unseen from one of the many small vessels nearby. Armed with large knives, five men entered the bridge and (4)___________ the Master by tying a nylon rope round his neck. They insisted that the Master reduce speed and then demanded to have the ship’s (5)___________ opened. The Master had no choice but to agree. Two crew members had the misfortune to encounter the pirates on their way to the Captain’s cabin. They were also restrained and the pirates made off with US $17 000 in cash and other valuables.

PART 2: TRUE OR FALSE (05 points) This part of the test consists of five questions which respectively refer to the five

sentences numbered 6-10. Listen to Recording 2 and decide which statements are TRUE and which statements are FALSE. Tick the corresponding boxes on your answer sheet.

Questions 6-10 6 The Persian Adventure isn’t at berth. 7 The Persian Adventure has a reddish funnel. 8 The Persian Adventure is going to leave two days after tomorrow. 9 Seamen can buy cookies at a convenience store near the station.

10 The service boat will leave in 13 minutes. PART 3: LISTENING COMPREHENSION (10 points) This part of the test consists of five questions numbered 11-15 which refer to

Recording 3. Listen to Recording 3 and answer the questions provided. Write your answers

on your answer sheet.

Questions 11-15

11. On board which ship is Mr Tan working?

12. Why should Mr Tan wear ear plugs while working in the engine room?

13. Why can heavy oil be now used while in port?

14. Where are the cargo pumps? And why are they kept there?

15. Who is in charge of the diesel generators?

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READING - WRITING TEST LEVEL B2

Duration: 70 minutes SECTION A: READING

PART 1: GRAMMAR AND VOCABULARY (10 points) This part of the test consists of 10 questions which respectively refer to the 10

incomplete sentences numbered 1-10. Choose the best word or phrase to complete each of the incomplete sentences. For each sentence, there are four options marked A, B, C, or D. Circle your choices on your answer sheet.

Questions 1-10 1. The damage is …………... to the swirl velocity and therefore is 4 times worse at

the tip than the root. A. proportional B. proportion

C. proportionate D. proportioned

2. Engine builders supply detailed instructions so that regular maintenance work can be carried …………... and breakdowns can be kept to a minimum.

A. on B. with

C. out D. in

3. Compressors of several stages are used with air cooling between the various stages …………... the compressor.

A. comprise B. to comprise

C. comprised D. comprising

4. Because the steam drum provides a reservoir of relatively cool water, convection currents …………... causing the water to circulate round the system.

A. set up B. are set up

C. setting D. sets

5. At intervals of six weeks, the fuel valves should …………... and carefully inspected.

A. take out B. be taken out

C. be out taken D. taken out

6. A temperature sensor provides a signal to the control unit which ………….... A. maintain the desired temperature setting to operate the regulating valve. B. operate the regulating valve to maintain the desired temperature setting. C. operates the regulating valve to maintain the desired temperature setting. D. maintaining the desired temperature setting to operate the regulating valve.

7. Cylinder lubrication has the primary function of forming a film between liner and rings to prevent the escape …………... combustion gases.

A. of B. from

C. in D. out of

8. The inside of the liner should be measured without …………... it from the cylinder, using a micrometer gauge that is at the same temperature as the liner.

A. being removing B. to remove

C. removing D. removed

9. Under the effect of the centrifugal force, …………... are separated due to higher specific weight, being thrown into the periphery.

A. contained in the oil the dirt and water B. containing in the oil, dirt and water C. a dirt and water contained in the oil

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D. any dirt and water contained in the oil

10. In two-cycle engines, when the piston rings …………..., combustion gases can infiltrate between the liner and the piston.

A. be stuck or broken B. can stuck and break

C. are stuck nor broken D. are stuck or broken

PART 2: USE OF ENGLISH (10 points)

This part of the test consists of 10 questions which respectively refer to the ten blanks numbered 11-20 in Passage 1. Read the passage and fill in each blank with one suitable word from the words provided in the box. Be fully aware that there are more words than the blanks and each word is used only one time. Write your answers on your answer sheet. hazards footwear motion should machinery goggles moving hammering be heavy cracks instruction when sleeves adjusted

Questions 11-20 Passage 1 (11) __________ working clothes are selected for use in machinery spaces,

consideration (12) __________ be given to the (13) __________ to which the wearer may be exposed. Personnel should ensure that clothes fit well and have no loose flaps or strings. External pockets, if any, should be as few and as small as possible. A shirt with short sleeves should be worn in preference to one with rolled up (14) __________.

2. Loose, torn or ragged garments are a hazard when working near (15) __________ machinery. Special attention is drawn to the hazards of neck ties, sweat rags slung round the neck, and the wearing of finger rings in the machinery spaces.

3. Special caution is necessary when working near machinery in motion, particularly in close proximity to a revolving shaft.

4. Suitable goggles should always be worn when working near machinery in (16) _________, grinding, drilling, working a lathe, scaling, (17) __________, using a cold chisel or doing any work of a similar nature.

5. Every effort should be made to ensure that any oil falling on floor plates (18) __________ removed as quickly as possible. Nevertheless, floor plates tend to become slippery and this, combined with the movement of the ship at sea, makes footholds insecure.

When floor plates are slippery with oil, there is a risk that (19) __________ machinery which is being lifted may be inadvertently dropped, causing severe foot injuries. The risk of injury is reduced by the use of industrial (20) __________ (not having steel studs and preferably with soles having oil-resistant anti-slip characteristics). PART 3: PROFESSIONAL KNOWLEDGE AND READING COMPREHENSION (20 points)

This part of the test consists of ten questions numbered 21-31. In questions 21-25, choose the best answer to complete the sentences. Questions 26-30 refer to Passage 2. Read the passage and answer the questions provided. Write your answer on your answer sheet.

Questions 21-25 21. The thermal expansion valve………. A. controls the amount of gas coming from the dehydrator B. controls the amount of gas going to the receiver C. maintains a constant superheat of the gas leaving the evaporator coils D. removes trapped oil from the refrigerant

22. When selecting the size of wire to be used in a circuit, the most important item to consider is the……….

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A. resistance of the circuit B. voltage of the circuit

C. amperage of the circuit D. amount of wire to be used

23. If you were in a compartment where a fixed C02 extinguisher was being released, you should……….

A. notify the bridge B. ring the general alarm

C. put on an OBA D. evacuate immediately

24. The heat used to change a solid to a liquid is called………. A. latent heat of fusion B. sensible heat of fusion

C. latent heat of the liquid D. Specific heat of fusion

25. If a fireman pulled a "hot" burner, the first thing he must do is………. A.. notify the engineer on watch B. shut off the oil supply

C. get out of the fire room D. ring the fire alarm

Passage 2 Generators

The generators form the heart of the electrical design and their correct sizing is the key to a safe, workable and economical system. The generator often works on its own and is accordingly susceptible to large system load swings, loads causing distortion, the connection of motors, and the connection of large heater elements for air conditioning systems. In addition to satisfying the apparent system load requirements, consideration must be given to the special requirements of any large loads, unusual operational requirements, spare capacity requirements and the required system operating philosophy.

International maritime regulations (e.g. SOLAS), require at least two generators for a ship's main electrical power system. The generators are normally driven from their own dedicated diesel engine but this can be expensive, taking up additional space that could be used for other purposes. For ships engaged on long sea voyages, it can be economical to drive the generators from the main propulsion plant. International maritime regulations also require at least one electrical generator to be independent of the speed and rotation of the main propellers and associated shafting and accordingly at least one generator must have its own prime mover.

If a minimum of two generators is provided, one of which is driven from the propeller shaft, failure of one of the generators could make the ship non-compliant with the International regulations. For this reason many owners opt to provide three generators. One is used for the normal sea load (e.g. the shaft generator), leaving two available to meet any unusually high loads or to provide security when maneuvering. Alternately, the third is retained as a standby set able to provide power should one set fail in service or require specific maintenance work

Questions 26-30 26. What must be considered when sizing a marine generator? 27. What special load requirements are mentioned in the reading? 28. Why are some ships fitted with generators driven by the main propulsion plant? 29. What are international maritime regulations for marine generators? 30. Why do owners want three generators for a ship?

SECTION B: WRITING

PART 4: TRANSFORMATION (10 points)

This part of the test consists of five questions numbered 31-35. In this part, you have to write the sentences beginning with the word(s) provided so that the rewritten sentences have the closest meanings to those of the original sentences. Write your answers on your answer sheet.

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Example Question: He works very carefully.

He is a ……………………. Answer: He is a very careful worker. .

Questions 31-35 31. The wiper speaks very little English. The wiper ............................................................................................................................32. They haven’t overhauled the main engine for six months. It’s six ................................................................................................................................33. No one in the engine department is younger than the chief engineer. The chief .............................................................................................................................34. Why isn’t this generator working? What is ................................................................................................................................35. The captain refused to let him go ashore alone. The captain ..........................................................................................................................

PART 5: PARAGRAPH WRITING (10 points)

This part consists of only one question – Questions 36. In this part, you have to write a paragraph about a given topic.

Question 36 Write a paragraph of approximately 100 words about the following topic:

Reasons why you chose to work on ship

THIS IS THE END OF THE TEST. GOOD LUCK TO YOU!

SPEAKING TEST

LEVEL B2 Duration: 14 minutes

PART 1: PERSONAL INFORMATION (05 points)

In this part, you are required to respond to common questions about your personal information including the following aspects:

1. Greeting 2. Name - Age 3. Job 4. Education 5. Family 6. Hometown

PART 2: TOPIC PRESENTATION (10 points)

In this part, you are required to give a presentation of approximately two minutes about the following topic:

“Common injuries in the engine room.” You should say:

- some common injuries you often encounter in the engine room. - what you should do to prevent each injury.

PART 3: QUESTIONS ON JOB (05 points)

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In this part, you are required to answer the following questions related to your own job. 1. Explain how the temperature of the air drawn into the low pressure cylinder affects

the efficiency of an air compressor. 2. What attention do controllable-pitch propellers require when in dry-dock?

THIS IS THE END OF THE TEST. GOOD LUCK TO YOU!