He said that they had bought some lubricating oil.
1. She said, "We have analyzed that fuel oil." 2. They said, "He had some offers at lower prices." 3. He said, "They placed an order for 2000 tons of coal." 4. The agent said, "I have given up smoking."
Model 2: I said, "He will bring some more samples."
I said that he would bring, some more samples.
1. They said, "We shall settle that question." 2. He said, "You will take measurements of the tank." 3. We said, "The agent will see to that." 4. The bunker supplier said, "You will use burlap around the hose." 5. He said, "We shall sound one continuous blast." 6. He said, "You will ring him up."
III. Listen to the short dialogues, repeat each sentence during the pauses and learn the dialogues by heart:
"Let us fix up the date then."
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"I must first settle that with the Port Office." "Could you ring them up right away?" "Well, I'll try."
***
"We don't use such characteristics. Can you convert them Into the Metric System?"
"Let me consult the conversion tables."
***
"I think I like this sample best of all." "But it will cost you a little more."
"Well, I don't mind that, as far as it suits my purpose."
IV. Listen to each of the long dialogues again and retell briefly their, contents from the point of view of: (a) one speaker, (b) the other speaker, (c) an onlooker.
Make your partner ask you about some details which you missed.
V. Write the dictation:
Merchant ships take such quantities of supplies as will suffice for their planned voyage. Of course, there must be some margin for unforeseen circumstances too. But they may run short of some supplies before the planned time. Then they will have to buy fuel oil, lubricating oil, paints, packing, tools and instruments in foreign ports. The ship's agent helps the master to find reliable suppliers who will provide the ship with everything she needs. The agent settles accounts with the suppliers, that is he pays them money for the ship's account. He is to see that they charge reasonable prices and supply goods of adequate quality. Generally it is the chief engineer aboard the vessel who is in charge of buying all kinds of technical supplies and bunker. It is up to him to determine and stipulate the requirements which the bunker and the other supplies should meet. He is to deal with the suppliers. Bunker oil and other supplies are delivered in accordance
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with the samples and analyses which the suppliers submit.
VI. Practise in pairs enacting the following situations. You act as the chief mate and your partner — as the bunker supplier in (a), (b), (c). Then you change your parts:
(a) You want to buy fuel oil for your vessel. In a conversation with the bunker supplier you are discussing with him characteristics, quantity and the price of the oil you need. The bunker supplier shows you some samples of lubricating oil and you choose the grade you need.
(b) You are discussing with the bunker supplier details of taking oil from lighters into your tanks (examining empty tank, connecting hoses to your receiving pipes, keeping watch to avoid leaks or overflow, signalling to the lighter in the course of pumping, grounding shore pipeline, etc.).
(c) You need some technical supplies. You are discussing with the bunker supplier the quantity and characteristics of the supplies you need (packing, paints, thinners, driers, brushes, etc).
VII. Translate into English:
Теперь перейдем к делу. Нам нужно дизельное топливо хорошего качества. Температура вспышки должна быть не ниже 75СС; вязкость — 40— 50' по Энглеру; удельный вес — 0,845 при 20°С; цетановое число — 40—50. Вы не привыкли к таким характеристикам? Хорошо, тогда я сейчас переведу эти цифры в английские размерности. Вот взгляните, я здесь все записал. Вас такие цифры больше устраивают? Тогда все в порядке. Теперь относительно образцов. Можете ли вы показать мне образцы приблизительно с такими характеристиками, как я записал? А вот они. А как относительно анализов? Я хотел бы посмотреть анализ вот к этому образцу. Ах, вот он. Спасибо, я сейчас переведу ваши цифры в метрические единицы. Кажется, эта марка нас устроит. Какая цена этого топлива? Вы спрашиваете, сколько нам нужно этого топлива? Около 3000 тонн. Какую скидку вы сможете нам сделать при
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таком количестве? Десять процентов? Понятно. Сейчас я согласую это с капитаном. Минуточку. Я сейчас позвоню ему. Капитан говорит, что он согласен. Где мы будем бункероваться? На причале нефтегавани? Хорошо. У нас два бункерных танка. Один совсем пустой, другой наполовину заполненный. Я думаю, что замеры емкостей танков мы сможем сделать, когда придем в нефтегавань. Какой у вас шланг в нефтегавани? Вы говорите, что шланг имеет 8 дюймов по наружному диаметру. У нас приемный стояк немного больше; понадобится переходник 10 дюймов на 8 дюймов. О сигнализации и обо всем остальном договоримся позже.
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LESSON 15
DRY-DOCKING AND REPAIRS
Words and Word Combinations
to dry-dock ставить в сухой док, доковать growth зд. водоросли
sea-growth = fouling обрастание (подводной части судна)
propulsive efficiency пропульсивный к.п.д.
to grave чистить подводную часть судна stranding посадка на мель
replacement замена
to straighten (up) выпрямить, отрихтовать rudder руль
shaft bush втулка гребного вала
to necessitate вызывать необходимость, вынуадать bilge keel боковой киль
to enable давать возможность recoatlng новая окраска, покрытие
anti-fouling composition патентованная краска, предохраняющая от обрастания surface поверхность
moisture влага
stern tube дейдвудная труба injection valves впускные клапаны sea valve кингстон
sea connection клапан забортной воды, кингстон to corrode корродировать, подвергаться коррозии to pit покрываться (точечной) коррозией
to allow допускать, позволять drains дренажные трубы, сливные трубы
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bottom valve донный клапан stuffing-box сальниковая коробка to repack заново набивать сальники dock trials швартовные испытания
leak течь, утечка; неплотное соединение to set forward выдвигать, выставлять
auxiliary machinery=auxiliaries вспомогательные механизмы cargo gear погрузочно-разгрузочное устройство
deck superstructure палубная надстройка afloat на плаву, на воде.
to contribute содействовать, способствовать breakage поломка
to avoid избегать, уклоняться appliance приспособление, устройство
to supervise; supervision надзирать, наблюдать; надзор, наблюдение to cast; casting отливать, лить; литье
to machine подвергать механической обработке lathe токарный станок
scantlings размеры (деталей)
allowance припуск (в механической обработке) tolerance допуск (в механической обработке)
to attribute приписывать propeller blade лопасть винта
diver водолаз
framing набор (корпуса) compartment отсек, отделение to flood заливать, затоплять plating обшивка, листы, плиты to roll прокатывать, вальцевать
rent отверстие с рваными краями, разрыв, щель, пробоина
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to weld сваривать
to rebabbit заново заливать баббитом (подшипники)
Expressions
in the course of time с течением времени
to trim the vessel to an even keel удифферентовать судно на ровный
киль
to take an active part in принимать активное участие в
to effect (to execute, to make) repairs выполнять (производить) ремонт it's hardly necessary to say вряд ли нужно говорить
under heavy weather conditions при плохих условиях погоды
to have recourse to обращаться за помощью, прибегать к (чьей-л) помощи
to meet requirements отвечать требованиям
That's out of the question. Это совершенно исключено, об этом не может быть и речи.
Are you in a position to effect repairs? Можете ли вы (есть ли у вас возможность) произвести ремонт?
TEXT
Ships may need dry-docking in a number of cases. It is a well known fact that in the course of time the underwater part of a ship is covered with sea-growth or shells which is sometimes called "fouling". This sea-growth reduces a vessel's propulsive effiiciency to a large extent. To remove the sea-growth, vessels must be dry-docked from time to time and their bottom must be graved or cleaned.
In case of some damage to the ship's hull, such as may result, for example, from stranding or collision, the ship must also be placed in a dry dock or slip for examination and repairs. Replacement of the propeller shaft, damaged rudder or
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replacement of the shaft bush may also necessitate dry-docking the ship.
If a ship requires dry-docking the dockmaster must be informed beforehand about the ship's draft, her length and breadth, whether she has bilge keels and whether she has any other special characteristic of the ship's construction. These data will enable him to make necessary preparations and to fix keel blocks to receive the ship.
If the ship is docked for the purpose of cleaning and re-coating the bottom, the captain and the chief mate should see that the work is done effectively, especially so when the work is being done after dark. Anti-corrosive paint or anti-fouling composition should not be put on a wet or damp surface, as moisture under paint, when it is applied, will always cause peeling later on.
While being docked, a careful examination of the ship's bottom should be undertaken and the engineers should examine the stern tube, the propeller, injection valves and sea connections; also, if any part of the plating is found to be corroded or pitted, it must be thoroughly cleaned and covered with some anti-corrosive coating.
During dry-docking the following precautions should be observed on the
ship.
(1) No free-liquid surface in tanks or other spaces should be allowed.
(2) The vessel should be trimmed to an even keel.
(3) No weights, cargo or water should be shifted while docked.
(4) Fire line connections between ship and yard should be made and periodically checked.
(5) All closets, drains, discharge pipes, etc. should be shut off.
(6) Bottom plugs, underwater cocks and valves as well as zinc protectors should be checked.
(7) The rudder should be lifted and pintles and gudgeons should be examined.
(8) Stuffing boxes, the propeller gland, etc. should be repacked.
In the course of sea trials as well as after undocking, due attention should be
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paid to possible leaks in the hull especially in those portions where repairs have been made.
In foreign ports arrangements for dry-docking a ship, as well as negotiations with the dockmaster, engineers, port and other authorities concerning the work to be done are usually carried out through the ship's agent. The agent is also under duty to settle accounts and to make payments to the dock authorities and to other persons concerned. However, the captain, his chief mate and the chief engineer should not wholly depend on the agent to do the job. They should always take an active part in all the negotiations and set forward their definite requirements as to the work to be done and reasonable prices to be charged.
Repairs to main and auxiliary machinery, deck machinery, cargo gear, deck superstructures and above-water portions of the hull do not always necessitate placing a ship in a dry dock. These repairs, in the majority of cases, are effected when the ship is practically afloat.
It's hardly necessary to say that on Soviet ships serious damage to main propulsion engines and auxiliaries is very rare, as the engines are given proper maintenance and taken good care of by the whole of the engine-room personnel. As a rule, all our engines are overhauled and carefully examined at regular intervals, which contributes immensely to their long life and continuous service.
However, accidental breakage of, or damage to, machinery cannot be sometime avoided, especially under heavy weather conditions. When this happens the ship needs repairing. Minor and small repairs which can be executed without special shop equipment and appliances are usually effected on board the ship by the engine-room staff under the supervision of the chief or the second engineer.
Whenever broken or damaged parts are to be cast anew or machined on some special lathes, the order for such repairs is placed with some shore repair shop or shipyard. Here again we are compelled to have recourse to the ship's agent. At the request of the chief engineer he is to invite on board the ship the representative of some local repair shop or shipyard. The chief engineer must explain to the representative all the particulars of the work to be done, give
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scantlings and, if necessary, drawings as well as allowances and tolerances required for the parts ordered.
On completion of work and trials, if required, the chief engineer approves of the work done by the shop, signs the respective bills and the agent pays the money to the repair shop on behalf of the ship.
It should be mentioned here that all the repairs are usually carried out under the supervision of a Representative of the Register of Shipping who is to approve the work done and to issue appropriate certificates. His assistance in the work may be very helpful.
DIALOGUES
1
CAPTAIN. Mr Wilson, our agent, was kind enough to take me here to your office so that we might settle some points on dry-docking my ship.
DOCKMASTER. I am very glad, sir, to make your acquaintance. Mr Wilson, no doubt, has informed you that the dry dock will be available only tomorrow.
CAPTAIN. Yes, I know that. Mr Wilson's told me all about it. The point is I want to find out whether you are in a position to effect some repairs. You see, I am to communicate with my owners and I must know definitely what I can expect from you.
DOCKMASTER. What kind of repairs do you want to be made? CAPTAIN. First of all, we had some trouble with our propeller during the
voyage. I attribute a rather heavy vibration of the ship to the breakage of a propeller blade.
DOCKMASTER. It might be so. How do you know that a blade has broken
off?
CAPTAIN. I sent a diver to examine the propeller and the rudder and he reported that it was actually so.
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DOCKMASTER. Oh, I see. What type of propeller have you got, a solid
one?
CAPTAIN. No, we've got a built-up propeller. We need one blade to be replaced and the other two straightened, if distorted. To be short, can you cast and machine a blade for our propeller?
DOCKMASTER. What are the scantlings and what kind of material? CAPTAIN. Approximate size of blade is: length, 1500 mm; breadth, 900
mm; weight, 1000 kg; material, stainless steel.
DOCKMASTER. I think we can meet your requirements; they are more or less standard for our yard. What other repairs do you want to be made?
CAPTAIN. I am afraid we'll have to straighten up the rudder. It was badly damaged by an ice-floe. Then there are several sheets of plating and a portion of framing which must be cut out and replaced by new ones.
DOCKMASTER. Did the ship get stranded on her voyage?
CAPTAIN. Not that we got stranded, but when passing through a narrow passage we ran against a sunken rock and got a small rent in the plating.
DOCKMASTER. Were any of the compartments flooded?
CAPTAIN. Yes, one of the compartments was, but we got the hole patched up and pumped out the water.
DOCKMASTER. That's O.K. then. I was afraid we would have to make stability computations in the course of docking.
CAPTAIN. No, that's not needed.
DOCKMASTER. Well, what other repairs should be done to the ship? CAPTAIN. There is a leak in the fore section, it should be eliminated. Then
the most bulky work is, as usual, cleaning, scraping, chipping off rust, and painting the ship's bottom.
DOCKMASTER. Do you want to have only the bottom painted? CAPTAIN. Yes, only the bottom. As to the sides, they will be painted by our
men. So, now you know the approximate volume of work to be done to our ship. Couldn't you tell me how long it will take to complete all the work?
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DOCKMASTER. I suppose it'll take about ten days or a fortnight, but, of course, you understand, I cannot tell you for sure the exact date.
CAPTAIN. Yes, certainly. By my computation that would take almost the same amount of time. So, I'll inform my owners today and I expect you to send your tugs tomorrow by 7 p. m.
DOCKMASTER. Yes, we have already fixed that time with your agent, Mr Wilson, and the tug captains have been instructed accordingly.
CAPTAIN. Very well. I hope to see you again. Good-bye. DOCKMASTER. Good-bye, Mr Petrov. I was glad of the opportunity to
meet you.
2
CHIEF ENGINEER. During our stay here we should like to have some repairs done to our boiler room.
REPAIR-SHOP ENGINEER. Very well, sir. What repairs do you want to be effected?
CHIEF ENGINEER. First of all, we want to have some 20 fire tubes replaced and rolled in. When your workers come, the second engineer will show them where they are located.
REPAIR ENGINEER. You have no spare tubes aboard, have you? Shall we bring them from our shop?
CHIEF ENGINEER. We have some, but I would ask you to bring some 20 2" pipes from your shop.
REPAIR ENGINEER. Good, I've put that down. What else?
CHIEF ENGINEER. Then we want to have the boiler cleaned of soot. Have you put that down? There are two or three valves on the feed water lines. The valves are worn out and a little bit leaky. They should be replaced by new ones.
REPAIR ENGINEER. What's the diameter of those valves?
CHIEF ENGINEER. Two valves of 6" diameter and two of 3" diameter. Then two 15-atmosphere water pressure gauges should be replaced and tested.
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REPAIR ENGINEER, Any water-gauge glasses to be replaced, too?
CHIEF ENGINEER. Yes, I think at least a couple of them should be replaced and water-gauge cocks must be re placed too. This you'll see when we come down to the boiler room.
REPAIR ENGINEER. Any welding work to be done?
CHIEF ENGINEER. Well, some braces should be welded, and I am afraid, there are some more minor weldings to be done too. So, you'll have to bring the welding outfit aboard.
REPAIR ENGINEER. That we can arrange, of course. What about casting
work?
CHIEF ENGINEER. As to the boiler room there is not much work to be done. We need only some 50 or 60 furnace bars to be cast.
REPAIR ENGINEER. What size and shape of furnace bars do you want? CHIEF ENGINEER. We'll give you several furnace bars as models for
moulding. Will that suit you?
REPAIR ENGINEER. Yes, that will suit us all right. So, I've put down all the items. Shall we step down to the boiler room?
CHIEF ENGINEER. Yes, come along. This way, please.
3
CHIEF ENGINEER. We want your shipyard to undertake some repairs for our ship.
REPAIR ENGINEER, What do you want us to do?
CHIEF ENGINEER. Oh, there's a whole list of repairs to be done. To start with the piston rings: we want some 150 piston rings to be cast and machined. The exact dimensions, material and working of material are all stated in the working drawings. Rough dimensions are as follows: diameter of rings 450 mm, height 12 mm, width 12 mm.
REPAIR ENGINEER. The rings are meant for the main propulsion engine, aren't they?
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CHIEF ENGINEER* Yes, that's right. You may notice that from the next drawing for cylinder liners of a two-stroke engine. We need as much as six cylinder liners. All the dimensions, material and working of material are shown on this drawing.
REPAIR ENGINEER. I see. Cast iron with Brinnel hardness of 180 units. The rings to be made of the same material but with hardness figure five units higher. That's clear. What's the next item on your list?
CHIEF ENGINEER. The next item are pistons. We need six pistons to match the cylinder liners. Here is the working drawing. As you see, the pistons are of trunk type. Diameter, allowance and tolerance as per drawing, Piston heads to be made of steel or heat-resisting cast iron, the trunk body of ordinary cast iron. The weight of the piston in assembly — 300 kilogrammes, 5 per cent more or less.
REPAIR ENGINEER. Very well. We'll start casting tomorrow morning. What else have you got in your list?
CHIEF ENGINEER. We have got the main bearings to be rebabbited and bored out. You should use babbit metal containing not less than 83 per cent of tin. You should follow as closely as possible the dimensions and shapes of the old bearings. The oil grooves should be scraped out as in the old ones.
REPAIR ENGINEER. Don't worry about that; everything will be as it should be. Is that all that you want to be done?
CHIEF ENGINEER. No, there is still one more item. We've got some cracks in the piston head and in the cylinder cover. The cracks should be cut out, where practicable, and welded.
REPAIR ENGINEER. I suppose we shall be able to do the welding right on the spot.
LABORATORY EXERCISES
1. Listen to the text of the lesson again and answer the following questions;
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1. What does the ship's bottom get covered with in the course of time? 2. What is the effect of fouling on the ship's propulsive efficiency? 3. May the sea growth be removed when the ship is afloat? 4. What repairs necessitate dry-docking the ship? 5. What information should be given to the dockmaster in such cases? 6. What is used to paint the ship's bottom after thoroughly cleaning it? 7. What should the engineers carefully examine while the ship is in the dock? 8. How should the vessel be trimmed before docking? 9. May cargo or other weights be shifted when the. ship is docked?
10. What should be done to all drains and discharge pipes?
11. Is the fire line also shut off or is it connected to a shore hydrant? 12. What repairs may be done when the ship is afloat? 13. Why is serious damage to engines very rare on Soviet ships? 14. What repairs can the engine-room staff execute?