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UNIDAD TEMÁTICA I

THE SHIP

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1.1 Basic terms related to a ship

A) Vocabulary
Nº English name Versión Español
1. Port side Costado de babor
2. Starboard side Costado de estribor
3. bow Sector de la amura
4. Stern - astern Popa o espejo - Por la popa
5. Amidship - midship centro/medio del buque

6. ahead por la proa

7. Towing line cabo de remolque
8. tug Remolcador
9. port bow amura de babor
10. starboard bow amura de estribor

11. forward breast line través de proa

12. forecastle castillo de proa
13. forward spring esprín de proa
14. centre line eje longitudinal / crujía
15. abeam por el través
16. bridge Puente de Mando
17. Wheel House Timonera o Puente de Mando
18. port quarter aleta de babor
19. starboard quarter aleta de estribor
20. aft spring esprín de babor
21. aft breast line través de popa
22. stern line largo de popa
23. breadth Manga (Ancho del Buque)
24. length overall (loa): Eslora entre perpendiculares
25. forward hacia la proa
26. draft Calado
27. aft hacia la popa

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 Exercise: Label the missing parts of this ship

Fig. 1b
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Vocabulary
Forecastle: Castillo de proa
Main Deck: Cubierta principal
Hatch coaming: Brazola
Hatch cover: tapa escotilla
Man hold: Tapa escotilla – pasada de hombre
Along side: Costado al muelle
All fast: Todo firme
Derrick: Plumas
Accomodation Ladder: Escala de acomodaciones – Escala real
Pilot Ladder : Escala de Práctico
Quay: muelle
Bollard: Potencia
Head line: largo de proa
Breast line: través de proa
Bitts/bollards: bitas
Toward spring: esprín de proa
Break of forecastle: extremo popel (saltillo) del castillo de proa
Fairlead: guiacabos (gatera)
Capstan: cabrestante
Windlass: molinete
Roller fairlead: guiacabos de rodillo
Buoy line: codera
Mooring buoy: boya de amarre (muerto)
Centre lead/panama lead: gatera/gatera panamá

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B) Types of Ships
A CARGO SHIP OR FREIGHTER IS ANY SORT OF SHIP OR VESSEL THAT CARRIES
CARGO, GOODS, AND MATERIALS FROM ONE PORT TO ANOTHER.

DRY CARGO SHIPS: Bulk Carriers

A bulk carrier is ocean-going vessel used to transport bulk cargo items such as ore or
food staples (rice, grain, etc.) and similar cargo. It can be recognized by the large box-
like hatches on its deck, designed to slide outboard for loading. A bulk carrier could be
either dry or wet. Most lakes are too small to accommodate bulk ships, but a large fleet
of lake freighters has been plying the Great Lakes and St. Lawrence Seaway of North
America for over a century.

Fig. 2
DRY CARGO SHIPS: Container Ships
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Container ships are cargo ships that carry their entire load in truck-size containers, in a
technique called containerization. They form a common means of commercial intermodal
freight transport.

Fig. 3
Specialized ships
Specialized ships e.g. for heavy lift goods or refrigerated cargo, roll on/roll off cargo (RoRo)
ships for vehicles and wheeled machinery.

Fig. 4 Fig. 5
Tankers Ships
A tanker is a ship designed to transport liquids in bulk. Tankers for the transport of fluids,
such as crude oil, petroleum products, liquefied petroleum gas, liquefied natural gas and

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chemicals, also vegetable oils, wine and other food - the tanker sector comprises one third
of the world tonnage.

Fig. 6
Coaster Ships
Smaller ships for any category of cargo which are normally not on ocean-crossing routes,
but in coastwise trades. Coasters are shallow-hulled ships used for trade between locations
on the same island or continent. Their shallow hulls mean that they can get through reefs
where sea-going ships usually cannot (sea-going ships have a very deep hull for supplies
and trade etc.).

Fig. 7

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Passenger ships

A passenger ship is a ship whose primary function is to carry passengers. Among these
ships we have: Cruise Ships or Cruise Liners which are passenger ships used for
pleasure voyages, where the voyage itself and the ship's amenities are considered an
essential part of the experience.
A Ferry is a form of transport, usually a boat or ship, but also other forms, carrying (or
ferrying) passengers and sometimes their vehicles. Ferries are also used to transport freight
(in lorries and sometimes unpowered freight containers) and even railroad cars. Most ferries
operate on regular, frequent, return services. A foot-passenger ferry with many stops, such
as in Venice, is sometimes called a waterbus or water taxi.

Image of P&O Cruises Pacific Sky Fig. 8

Zakynthos Ferry Fig. 9

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1.2.- Dimensions and Tonnages

 Tonnage
Tonnage (tonelaje referido al cálculo del volumen de un barco) is a measure of the size
or cargo capacity of a ship. The term derives from the taxation paid on tuns of wine, and
was later used in reference to the weight of a ship's cargo; however, in modern maritime
usage, "tonnage" specifically refers to a calculation of the volume or cargo volume of a ship.
The term is still sometimes incorrectly used to refer to the weight of a loaded or empty
vessel.
Measurement of tonnage can be less than straightforward, not least because it is used to
assess fees on commercial shipping.

 Gross Tonnage (GRT) refers to the volume of all ship's enclosed spaces (from keel to
funnel) measured to the outside of the hull framing (included accomodations, cargo,
ballast, engine, bunkers, aoil and lubricants spaces).

 Net tonnage (NT) is based on a calculation of the volume of all cargo spaces of the
ship. It indicates a vessel’s earning space and is a function of the moulded volume of all
cargo spaces of the ship.

A commonly defined measurement system is important; since a ship’s registration fee,

harbor dues, safety and manning rules etc, are based on its Gross Tonnage, GRT, or net
tonnage, NT.

 Tonnage measurements are now governed by an IMO Convention (International

Convention on Tonnage Measurement of Ships, 1969 (London-Rules), which applies to
all ships built after July 1982. In accordance with the Convention, the correct term to
use now is GT, which is a function of the moulded volume of all enclosed spaces of the
ship.

 The Panama Canal/Universal Measurement System (PC/UMS) is based on net

tonnage, modified for Panama Canal purposes. PC/UMS is based on a mathematical
formula to calculate a vessel's total volume; a PC/UMS net ton is equivalent to 100
cubic feet of capacity.

 Deadweight (often abbreviated as DWT for deadweight tonnes) is the displacement at

any loaded condition minus the lightship weight. It includes the crew, passengers, cargo,
fuel, water, and stores. Like Displacement, it is often expressed in long tons or in metric
tons.
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 Displacement is the actual total weight of the vessel. It is often expressed in long tons
or in metric tons, and is calculated simply by multiplying the volume of the hull below the
waterline (i.e. the volume of water it is displacing) by the density of the water.

 (DWT: Dead Weight Tonnage: tonelaje de peso muerto)

Is the total weight of the water, bunker, oil, lubricants nad constant
of the vessel

 Lightship weight, is the weight of the vessel only, without cargo, bunkers, oil,
ballast and constant.

 Dimensions
 Small Handy size, carriers of 20,000-28,000 deadweight tonnage.
 Handy size, carriers of 28,000-40,000 deadweight tonnage.
 Handymax, carriers of 40,000-50,000 dwt.
 Seawaymax, the largest size which can traverse the St Lawrence Seaway.
 Aframax, oil tankers between 75,000 and 115,000 dwt. This is the largest size
defined by the average freight rate assessment (AFRA) scheme.
 Suezmax, the largest size which can traverse the Suez Canal
 Panamax, the largest size which can traverse the Panama Canal (generally: vessels
with a width smaller than 32.2 meter).
 Malaccamax, the largest size which can traverse the Straits of Malacca.
 Capesize, vessels larger than Panamax and Suezmax, which must traverse the
Cape of Good Hope and Cape Horn in order to travel between oceans.
 VLCC (Very Large Crude Carrier), supertankers between 150,000 and 320,000 dwt.
 ULCC (Ultra Large Crude Carrier), enormous supertankers between 320,000 and
550,000 dwt.

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1.3. - Main Components in a Ship: Engine Casing

Main Engine Control Room

Fig. 10a
Main Engine Purified oil machinery

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Fig. 10b
Main cylinder engine block

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Fig. 10c

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Fig. 11

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Fig. 12
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Fig. 13

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1.4. - The Hull Structure

A hull is the body of a ship or boat. It is a central concept in floating vessels as it provides
the buoyancy that keeps the vessel from sinking.

Fig. 14

Bow (proa) is the front most part of the hull

Stern (popa) is the rear-most part of the hull
Portside (babor) is the left side of the boat when facing the Bow

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Starboard (estribor) is the right side of the boat when facing the Bow
Waterline (línea de agua) is an imaginary line circumscribing the hull that matches the
surface of the water when the hull is not moving.
Midships (centro del buque) is the midpoint of the LWL (see below). It is half-way from the
forward most point on the waterline to the rear-most point on the waterline.
Baseline (puntal) an imaginary reference line used to measure vertical distances from. It is
usually located at the bottom of the hull.

Hull forms are defined as follows:

 Block Measures that define the principal dimensions. They are:

 Length Overall (eslora total) (LOA) is the extreme length from one end to the other
(see also o/a)
 Length on the Waterline (eslora sobre la línea de agua) (LWL) is the length from
the forward most point of the waterline measured in profile to the stern-most point of
the waterline. (see also w/l)
 Beam or breadth (manga) (B) is the width of the hull. (ex: BWL is the maximum
beam at the waterline)
 Depth (puntal) (D) is the vertical distance from the bottom of the hull to the
uppermost edge at the side.
 Draft/draught (calado) (d) or (T) is the vertical distance from the bottom of the hull
to the waterline.
 Freeboard (francobordo) (FB) is the difference between Depth and draught.
 Under-keel clearance (sonda bajo quilla)
 Topsides (obra muerta, también llamado estanques altos)
 Bottom Clearance (obra viva)

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FRONT VIEW

Fig. 15

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1.5. – Safety at Sea

 Fire protection, fire detection and fire extinction.

Includes detailed fire safety provisions for all ships and specific measures for passenger
ships, cargo ships and tankers.

They include the following principles:

Division of the ship into main and vertical zones by thermal and structural boundaries;
Separation of accommodation spaces from the remainder of the ship by thermal and
structural boundaries;
Restricted use of combustible materials;
Detection of any fire in the zone of origin;
Containment and extinction of any fire in the space of origin;
Protection of the means of escape or of access for fire-fighting purposes; Ready availability
of fire-extinguishing appliances;
Minimization of the possibility of ignition of flammable cargo vapour.

Safety precautions and maintenance

Since(as,like) preventing the Fire from beginning
Elimination of the Fuel the wide use of inflammable materials is what makes impossible the
elimination of fuels, which enters the classification of the Triangle of the Fire.
The risk of a serious fire can diminish supporting in a minimum the quantities of inflammable
materials. In the laboratory or workshop, in many cases it is sufficient to possess (to rely on)
bottles of 0.5 liters of solvent. This limit turns out to be fundamental in case many different
solvents are in use.

The garbage is a source(fountain) of fuel that can be eliminated; it(he,she) is very frequent
that the paper(role) of waste, the cloths, the plastic or the wood, they have given the fuel
with which big fires have begun. This form of prevention of prevention of the fire will have to
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remain included in the programs of cleanliness Recommendations or To support the areas

of work and storage free of garbage. Or Place the greasy rags in covered(overcast)
containers.
Elimination of the oxygen This can be realized only in very special circumstances. The air (I)
(become oxygenated), it(he) can be eliminated of the pipelines or of the space placed on
inflammable liquids, in the tanks of storage, using Nitrogen, Dioxide of Carbon, or Argon.
This returns to the inert(passive) space. For general rule it must be accepted that the
oxygen of the air this one available freely is any situation where there is fire.
Liquids and Inflammable Gases
 Fuel does not give him(her) equipments(teams) who are in a closed space, specially
if there is a flame opened of an oven or of a water kettle.
 Do not give fuel the equipments(teams) that still(yet) are warm.
 Support the inflammable liquids stored in hermetic packings (packages) and to
test(proof) of drips. Spill only the quantity that he (she) needs from the tanks.
 Store the inflammable liquids far from the sources(fountains) of sparks.
 Use inflammable liquids only in the drafty well areas.

Elimination of the Heat and the Sources(Fountains) of Ignition

The elimination of the element Heat in the triangle of the fire is, certainly, the most important
aspect in the prevention of fires, since the fuel and the oxygen are always to hand and ready
to be ignitions.
The risks of the electrical sparks diminish using accessories and equipments(teams) to
test(proof) of fires, and the static electricity can disburden with complete certainty,
connecting to land the machinery, or by means of the use of antistatic footwear on the part
of the personnel, they can save zones for the employment of widely inflammable
substances, in which it will not be allowed smoke, the employment of opened flames, or the
surface use with high temperature, for example the warm plates.

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It is important that the rules applicable to the above mentioned zones are kept, not only for
the risk of fires, if not because of the legal responsibility of the technician, due to the fact
that one can initiate a legal action in his(her,your) against, so much if it(he,she) takes
place(is produced) or not the fire.
The bottles of crystal will not have to be stored where the sunbeams center. It will have
avoid the elimination neglected the flushed(passionate) cerillos, the cigars or the ashes of
the pipe(pip) in the zones where it is allowed smoke.
If one does not possess(does not rely on) ashtrays, the technician will have to find some
method that turns out to be adapted for such an end(purpose).

Electrical equipments
In the electrical equipments (teams), to identify the old cables, the spoiled isolations and the
electrical torn (broken) pieces. Bring (report) any hazardous condition to his (her, your)
superior.
Avoid the heating of the engines keeping them clean and in good condition(state). A spark
proveniente of an engine in been evil can ignite the oil and the pole that one finds in the
engine.
The auxiliary lights always must have some type of protection. The heat produced by the
disclosed lights, they can ignite fuels ordinary easily.
Never install a fuse with an amperage bigger than the one that has been specified for the
circuit in question.
Inspect any tool or electrical equipment (team) that has a strange smell. Certain unusual
smells can be the first sign of that there is a fire.
Do not overload the switches of wall. Two plugs must not have mas of two connected
devices.

Since the Equipment uses for the combat of Fires.

Principal uses and advances with Hidrantes to attack a fire.
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Fig. 16
Use of the Mouthpieces of Fog ·
 To extinguish fires of the class "A" with less water and minor I damage.
 To attack fires of the class "B", using fan of fog. ·
 To push backward the flames while some maneuver is done, since to close a valve,
to do a connection, or to put some stopper, etc
 To sweep the flames towards a certain zone, where it is damaged or while there is
consumed the fuel that burns. · to disperse concentrations of combustible gas, to
prevent them from forming expansive mixtures(mixings).
 To protect to the personnel against the radiant heat in the combat of fires. ·
 To cool the material exposed to the heat of a fire, in order that it(he,she) does not
burn.

Correct use of the Fire-extinguishers for the combat of fires

You rule for the use of Fire-extinguishers.

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 In case of fire, take the extinguidor mas appropriate or indicated of agreement

with the fire that treats itself, take the most close, make sure
itself(himself,herself) that this(this one) loaded and without removing the
assurance, neither controlling the device, shooting the cassette, take to the place
of the fire.
 Proceeds(Proceed) to the assault of the fire, providing that it is possible the fire
was stuffing itself, giving the back to the draughts. ·
 The exhaust of the extinguidores must be done to the base of the flames, use the
whole load of the extinguidor up to being sure that already the fire went out
totally. ·
 Once extinguished the flame, not from the back to the place of the fire, move
back(retire) with the fixed sight in the place, since in occasions the fire can be
restarted. ·
 Report to the safety department the happened, indicating the exact place, in
order that the equipment(team) against fire that was used, should be a
supply(replacement) to the possible briefness.
 Remembers that the efficiency of an extinguidor depends on your capacity, on
his maintenance and his managing, the assault to the fire will be more effective,
while better it is the organization of the combat of fire.
Since an Extinguidor Portátil uses opposite to the Fire

Fig. 17
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 Pull the pin

 Aim at the mouthpiece of the extinguidor towards the base of the flames
 Press the trigger, supporting the extinguidor in the vertical position. ·
 Move the mouthpiece of side to side, covering the area of the fire with the agent
extinguidor.

REMEMBER ·
 If your route of leak meets threatened.
 If the agent ends him extinguidor.
 If the use of the extinguidor does not seem to give results.
 If he, cannot continue attacking the fire in sure form.

........... LEAVES(LEAVE) THE AREA IMMEDIATELY!!!

........... DO NOT CAUSE PANIC.

Medical care and first aids

THE FIRST AIDS
That to do if you or your companion are involved in flames
 If you turn out to be involved in flames
- Stop
 Throw Himself to the floor
 One Knock this down in the floor
It was extinguishing the flames and it can save the life. Always remember these three
already established steps.

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If your companion turns out to be involved in flames

The fire in the clothes of your companion must become extinct prompt possible as. Making it
fall to the floor and this way it to do that he rolls, or also wrapping it with a blanket, blanket or
carpet.
This it can save of serious burns and up to of the death.
NOTE: Never extinguish to the fire that this on a companion with water.

Fig. 18

Since (As,Like) The First Aids give someone who has turned out to be burnt
1. Withdraw the victim of an area near the fire to avoid major injuries
2. Separate clothes in flames or wrap with cold water.
3. Do not try to withdraw clothes that this one stuck to the skin (better cut about the
stuck parts and her does not pull, because this would damage the skin).
4. Remove pieces of jeweler's shop, as rings, chains, slaves, etc., of the burnt area
prompt as possible as, since this one preserves heat and the inflammation might
impede his removal time later.
5. Plunge the area burned in cold water near 10 minutes, this is effective in a space
from 30 to 45 minutes immediately after suffered the injury.
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6. Cold does not apply to the burnt big areas

7. Do not burst any watery bladder.
8. Cover the burn with sterilized and dry gauze, the big areas can need a clean fabric
(for example, a pillow case, a towel or a sheet). Do not place humid gauze on a burn,
since this one dries off rapidly and sticks fast to the similar burn he is drying off.
Likewise, the humid gasas on an area of considerable size can induce hipotermia.
The humid compresses must limit to cooling a burn, do not serve as protection.
There does not use an occlusive protection, his only advantage is that it does not
stick to the burn), since the loss of dampness prevents and is an ideal place in order
that bacteria develop, this can cause infection.
9. Do not place any class of salve, fats, lotion, and butter, antiseptic or domestic
remedies in the skin with burns. These methods are not sterile and can cause
infection. In addition they can enclose the heat, damaging. Often a doctor will have to
withdraw them being rough in order to apply the suitable treatment.
10. Treat the victim with shock, him (her) raising the legs from 20 to 30 cm and keeping
her (it) sheltered.
11. The victims with burns are capable to the hipotermia, because they lose big
quantities of heat and water across the burnt fabric. Keep the victim sheltered.

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UNIDAD TEMÁTICA II

SHIP TYPES AND SHIPBOARD ORGANIZATION

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2.1 Merchant Ships

 Container ships (Buque de Contenedores) are cargo ships that carry all of their load
in truck-size containers, in a technique called containerization. They form a common
means of commercial intermodal freight transport.
Container ships are designed in such a manner that no space is wasted. Their capacity
is measured in TEUs (Twenty-foot equivalent units). This is the number of 20-foot
containers that a vessel can carry. The majority of containers used today are 40 feet in
length. Above a certain size, container ships do not carry their own loading gear. Hence
loading and unloading can only be done at ports with the necessary cranes. However,
smaller ships with capacities up to 2,900 TEUs are often equipped with their own
cranes.
Informally known as "box ships," they carry the majority of the world's dry cargo,
meaning manufactured goods.

Fig. 19

 A bulk carrier, bulk freighter, or bulker (Barco Granelero) is a merchant ship used to
transport unpackaged bulk cargo such as cereals, coal, ore, and cement. the Safety
of Life at Sea convention defines a bulk carrier as "a ship constructed with a single deck,
top side tanks and hopper side tanks in cargo spaces and intended to primarily carry dry
cargo in bulk; an ore carrier; or a combination carrier.
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Fig. 20

 A tanker (Buque Petrolero, Quimiquero o Gasero) is a ship designed to transport

liquids in bulk.
Tankers can range in size of capacity from several hundred tons, which includes vessels
for servicing small harbors and coastal settlements, to several hundred thousand tons,
for long-range haulage. A wide range of products are carried by tankers, including:
- Hydrocarbon products such as oil, LPG (Liquefied petroleum Gas), and LNG
(Liquefied Natural Gas).
- Chemicals, such as ammonia, chlorine, and styrene monomer
- Fresh water
- Wine
Different products require different handling and transport. Thus special types of tankers
have been built, such as "chemical tankers" and "oil tankers". "LNG carriers," as they are
typically known, are a relatively rare tanker designed to carry liquefied natural gas.

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Fig. 21

Fig. 22

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Reefer ships (Buque frigorífico) are cargo ships typically used to transport perishable
commodities which require temperature-controlled transportation, mostly fruits, meat, fish,
vegetables, dairy products and other foodstuffs.

Fig. 23

Roll-on/roll-off ships are cargo ships designed to carry wheeled cargo such as
automobiles, trailers or railway carriages. RORO vessels have built-in ramps which allow the
cargo to be efficiently "rolled on" and "rolled off" the vessel when in port. While smaller
ferries that operate across rivers and other short distances still often have built-in ramps, the
term RORO is generally reserved for larger ocean-going vessels.

Fig. 24

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2.2 Auxiliary Ships

tugboat (remolcador)is a boat used to maneuver, primarily by towing or pushing other
vessels in harbors, over the open sea or through rivers and canals. They are also used to
tow barges, disabled ships, or other equipment like towboats.

Fig. 25

A barge (Barcaza) is a flat-bottomed boat, built mainly for river and canal transport of heavy
goods. Most barges are not self-propelled and need to be moved by tugboats towing or
towboats pushing them. Barges on canals (towed by draft animals on an adjacent towpath)
contended with the railway in the early industrial revolution but were out competed in the
carriage of high value items due to the higher speed, falling costs, and route flexibility of rail
transport.

Fig. 26

Dredger (Draga) is a ship used to excavate in shallow seas or fresh water areas with the
purpose of gathering up bottom sediments and disposing of them at a different location.

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Fig. 27

2.3 The Crew

On a merchant ship, the crew is divided, broadly, into three sections: the deck, the engine
room and the steward's department.

 A common deck crew for a ship includes:

 (1) Master o Captain = Capitán

 (1) Chief Officer/Chief Mate = Primer Oficial/Pimer Piloto
 (1) Second Officer /Second Mate = Segundo Oficial/Segundo Piloto
 (1) Third Officer / Third Mate = Tercer Oficial/Tercer Piloto
 (1) Boatswain (bosun) = Contramaestre
 (4) Able Seamen (AB) = Marinero Experimentado
 (2) Ordinary Seamen (OS) = Marinero común o Aprendiz

 A common Engineering crew for a ship includes:

 (1) Chief Engineer = Ingeniero Jefe de Máquinas

 First Engineer = Ingeniero Primero
 (1) Second Engineer / First Assistant Engineer = Segundo Ingeniero
 (1) Third Engineer / Second Assistant Engineer = Tercer Ingeniero
 (1) Fourth Engineer / Training Ingeniero = Aspirante
 (3) Motorman = Ayudantes guardieros
 (1-3) Oiler (unlicenced qualified rating) = Limpiador
 (0-3) Greaser/s (unlicensed qualified rating) = Engrasador
 (1-5) Entry-level rating (such as Wiper (occupation), Utilityman, etc)

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 A common Steward's department for a cargo ship would be composed of:

 a Chief Steward = Mayordomo jefe

 a Chief Cook = Cocinero
 Steward's Assistant = Asistente del Mayordomo
 Messman = Muchacho o camarero

All three positions are typically filled by unlicensed personnel.

  Typical ship transport occupations

←Rating       Officers→
Unlicensed       Licensed
3rd Mate • 2nd Mate
Ordinary Boatswain • Captain •
Deck: Able Seaman • Chief Mate
Seaman Carpenter Pilot
Radio Officers
3rd Engr • 2nd Engr Chief
Boiler
Engine: Wiper • Oiler Motorman • 1st Engr. Engineer
man
Electrician
Steward's Chief
Steward: Messman Chief Cook
Assistant Steward 

 The Master is a undercommand vessel and his responsible to the owner in all
matters of operational and commercial tasks.
 The Chief Engineer commonly referred to as "The Chief" or just "Chief" is
responsible for all operations and maintenance that has to do with any and all
engineering equipment throughout the entire ship.
The Chief Engineer also determines the fuel, lube oil, and other consumables
required for a voyage, required inventory for spare parts, oversees fuel, lube, and
slop oil transfers, prepares the engine room for inspection by local marine/safety
authorities.

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 The chief mate is responsible to the captain for the safety and security of the ship.
Responsibilities include the crew's welfare and training in areas such as safety,
firefighting, search and rescue.
 Chief Steward is the person on a ship responsible for the handling of money on
board. On modern merchant ships the purser is the officer responsible for all
administration and supply; frequently the cooks and stewards answer to him as well.

 An Able Seaman (AB) is an unlicensed member of the deck department of a

merchant ship. An AB may work as a watchstander, a day worker, or a combination
of these roles.
At sea an AB watchstander's duties include standing watch as helmsman and
lookout. A helmsman is required to maintain a steady course, properly execute all
rudder orders and communicate utilizing navigational terms relating to heading and
steering. A watchstander may be called upon to stand security-related watches, such
as a gangway watch or anchor watch while the ship is not underway.
An AB day worker performs general maintenance, repair, sanitation and upkeep of
material, equipment, and areas in the deck department. This can include
maintenance of the ship’s metal structures such as chipping, scraping, cleaning,
priming, and painting. Areas frequently in need of such maintenance include the hull,
decks, superstructure, cargo gear, smoke stack. Day workers also frequently perform
maintenance on lifeboats, rescue boats and life rafts, and emergency and damage
control gear.

 An Ordinary Seaman (OS) is an unlicensed member of the deck department of a

merchant ship. The position is an apprenticeship to become an Able Seaman, and
has been for centuries. During the apprenticeship, an OS performs a variety of duties
concerned with the operation and upkeep of deck department areas and equipment.
These duties vary with the type of ship, the type of voyage, the number of
crewmembers, the weather, the supervisor, and any number of other variables.
However, in most cases, one can expect an ordinary seaman to clean, to perform
maintenance, to work with deck equipment, and to undergo on-the-job-training under
the supervision of senior deck department members.

 The boatswain is the foreman of the crew. Nowadays, the boatswain is often an
able seaman. On some vessels, the boatswain is also the third or fourth mate. The
boatswain generally reports to the Chief mate. If the ship carries a carpenter or deck
storekeeper, they generally report to the boatswain.

 A wiper is the most junior crewmember in the engine room of a ship. Their role
consists of wiping down machinery and generally keeping it clean.
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 An oiler's duties consist mainly of keeping machinery lubricated. As a member of

the engineering department, the oiler operates and maintains the propulsion and
other systems onboard the vessel. Oilers also deal with the "hotel" facilities onboard,
notably the sewage, lighting, air conditioning and water systems.

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UNIDAD TEMÁTICA III

SHIP HANDLING

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Anchor is a heavy object, often made out of metal

that is used to attach a ship to the bottom of a
body of water at a specific point. There are two
primary classes of anchors—temporary and
permanent.

Fig. 28

Propeller is a device which transmits power by

converting rotational motion into thrust for
propulsion of a vehicle such as an aircraft, ship, or
submarine though a fluid such as water or air, by
rotating two or more twisted blades about a central
shaft, in a manner analogous to rotating a screw
through a solid.

Fig. 29

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Rudder is a device used to steer ships,

boats, submarines, aircraft, hovercraft or
other conveniences that move through air
or water. Rudders operate by re-directing
the flow of air or water past the hull or
fuselage, thus imparting a turning or
yawing motion to the craft.

Fig. 30

Fig. 31

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Fig. 32

Fig.33

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Fig. 34

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Fig. 35
 General cleanliness : Limpieza general
 Personnel not wearing correct PPE
 UMS Procedures : Procedimientos Máquina atendida por guardieros
 Self closing sounding pipes : Lines de sonda con cierre automático
 Bilges dirty : Sentinas sucias
 Emergency bilge suction : Achicador de emergencia de sentina
 Planned Maintenance Records. Historial de mantención planificada
 Pumps : Bombas
 IG (Inert gas) = Gas Inerte
 Venting : Ventilación
 Oily Water Separator (OWS) : Separador de agues oleosas
 OWS overboard valve : Válvula de costado del separador
 Incinerated : Incinerador
Main engine, auxiliary engine and deck machinery.
Popdeck maneouvering Windlass machinery

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Fig. 36

Fig. 37
Main engine turbo pumps

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FIG. 38
 UMS Procedures : Procedimientos Máquina atendida por servicio de 24 horas
 AMS Procedures : Procedimientos Máquina atendida por guardieros cada 4 horas
 Self closing sounding pipes : Lines de sonda con cierre automático
 Bilges dirty : Sentinas sucias
 Emergency bilge suction : Achicador de emergencia de sentina
 Planned Maintenance Records. Historial de mantención planificada
 Pumps : Bombas
 IG (Inert gas) = Gas Inerte

Maneuvering and maintenance

 General cleanliness : Limpieza general

Fig. 39

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Main Deck forecastle maneuvering duly maintenance

Fig. 40

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UNIDAD TEMÁTICA IV

CARGO AND STOWAGE

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4.1 Types of cargo and handling equipment

Dry bulk cargos

 coal = Carbón
 grain (wheat, maize, rice, barley, oats, rye, sorghum, soybeans, etc.) = Granos (trigo,
maiz, arroz, cebada, avena, centeno, sorgo, porotos de soya, etc.)
 iron ore (ferrous & non-ferrous ores, ferroalloys, pig iron, scrap metal, etc.) =
minerales de hierro (minerales ferrosos y no ferrosos, ferroaleaciones, arrabio, chatarra
metálica, etc.)
 bauxite = bauxita
 wood chips = astillas de madera
 cement = cemento
 chemicals (fertilizer, plastic granules & pellets, resin powder, synthetic fiber, etc.)
=químicos (fertilizante, gránulos plásticos, polvo de resina, fibra sintética, etc.)
 dry edibles (for animals or humans: alfalfa pellets, citrus pellets, livestock feed, flour,
peanuts, raw or refined sugar, seeds, starches, etc.) = alimentos secos (para animales y
humanos: pellets de alfalfa, pellets cítricos, harina, maní, azúcar refinada o cruda,
semillas, almidón, etc.)
 bulk mine (sand & gravel, copper, iron, (ores in pellet form) , salt, etc.) = minería a
granel (arena y gravilla, cobre, hierro, (minerales en forma de pellets) sal, etc.)

Liquid bulk cargos

 oil = Petróleo
 liquefied natural gas (LNG) =gas natural liquido
 liquefied pressure gas (LPG) = gas liquido presurizado
 gasoline = gasolina
 chemicals = quimicos
 liquid edibles (vegetable oil, cooking oil, fruit juices, etc.) = alimentos liquidos (aceite
vegetal, aceite para cocinar, jugos de fruta, etc.)
 hydrocarbon products such as oil, LPG, and LNG = productos de hidrocarburos
como el petróleo, gas natural liquido y gas de petróleo liquido)
 chemicals, such as sulphuric acid, ammonia, chlorine, and ethylene = químicos tales
como ácido sulfúrico, amoniaco, cloro y etileno.
 fresh water = agua fresca
 ballast water = agua de lastre

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handling equipment

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Fig. 41

4.1. Packing and stowage

Material Handling Equipment

Material handling equipment (MHE) is used for the movement and storage of material within
a facility or at a site. MHE can be classified into the following five major categories:

I. Transport Equipment. Equipment used to move material from one location to another
(e.g., between workplaces, between a loading dock and a storage area, etc.). The
major subcategories of transport equipment are conveyors, cranes, and industrial
trucks. Material can also be transported manually using no equipment.

II. Positioning Equipment. Equipment used to handle material at a single location so

that it is in the correct position for subsequent handling, machining, transport, or
storage. Unlike transport equipment, positioning equipment is usually used for
handling at a single workplace. Material can also be positioned manually using no
equipment.

III. Unit Load Formation Equipment. Equipment used to restrict materials so that they
maintain their integrity when handled a single load during transport and for storage. If
materials are self-restraining (e.g., a single part or interlocking parts), then they can
be formed into a unit load with no equipment.

IV. Storage Equipment. Equipment used for holding or buffering materials over a period
of time. Some storage equipment may include the transport of materials (e.g., the
S/R machines of an AS/RS, or storage carousels). If materials are block stacked
directly on the floor, then no storage equipment is required.

V. Identification and Control Equipment. Equipment used to collect and communicate

the information that is used to coordinate the flow of materials within a facility and
between a facility and its suppliers and customers. The identification of materials and
associated control can be performed manually with no specialized equipment.

Conveyors

Conveyors are used:

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 When material is to be moved frequently between specific points

 To move materials over a fixed path
 When there is a sufficient flow volume to justify the fixed conveyor investment

Conveyors can be classified in different ways:

 Type of product being handled: unit load or bulk load

 Location of the conveyor: overhead, on-floor, or in-floor
 Whether or not loads can accumulate on the conveyor

1. Chute Conveyor

Unit/Bulk + On-Floor + Accumulate

Inexpensive

Used to link two handling devices

Used to provide accumulation in shipping areas

Used to convey items between floors

Difficult to control position of the items

Fig. 42

2. Wheel Conveyor

Unit + On-Floor + Accumulate

Uses a series of skatewheels mounted on a shaft (or axle), where spacing of the wheels is
dependent on the load being transported

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Slope for gravity movement depends on load weight

More economical than the roller conveyor

For light-duty applications

Flexible, expandable versions available

Fig. 43 Fig. 44

3. Roller Conveyor

Unit + On-Floor + Accumulate

May be powered (or live) or nonpowered (or gravity)

Materials must have a rigid riding surface

Minimum of three rollers must support smallest loads at all times

Tapered rollers on curves used to maintain load

orientation

3(a) Gravity Roller Conveyor

Alternative to wheel conveyor

For heavy-duty applications

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Slope for gravity movement depends on load weight

For accumulating loads

Fig. 45

3(b) Live (Powered) Roller Conveyor

Belt or chain driven

Force-sensitive transmission can be used to

disengage rollers for accumulation

For accumulating loads and merging/sorting

operations

Provides limited incline movement capabilities

Fig. 46

4. Chain Conveyor

Unit + In-/On-Floor + No Accumulate

Uses one or more endless chains on which loads are carried

directly

Parallel chain configuration used to transport pallets

Vertical chain conveyor used for continuous high-frequency

vertical transfers (cf. vertical conveyor used for low-frequency
intermittent transfers)

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Fig. 47

5. Slat Conveyor

Unit + In-/On-Floor + No Accumulate

Uses discretely spaced slats connected to a chain

Unit being transported retains its position (like a belt conveyor)

Orientation and placement of the load is controlled

Used for heavy loads or loads that might damage a belt

Bottling and canning plants use flat chain or slat conveyors because of wet conditions,
temperature, and cleanliness requirements

Tilt slat conveyor used for sortation

Fig. 48

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6. Flat Belt Conveyor

Unit + On-Floor + No Accumulate

For transporting light- and medium-weight loads

between operations, departments, levels, and
buildings

When an incline or decline is required

Provides considerable control over the

orientation and placement of the load.

No smooth accumulation, merging, and sorting

on the belt

The belt is roller or slider bed supported; the

slider bed is used for small and irregularly
shaped items

In 1957, B.F. Goodrich, Co. patented the Möbius strip for conveying hot or abrasive
substances in order to have "both" sides wear equally [14]
Fig. 49

7. Magnetic Belt ConveyorBulk + On-Floor

A steel belt and either a magnetic slider bed or a

magnetic pulley is used

To transport ferrous materials vertically, upside down,

and around corners

Fig. 50

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8. Troughed Belt Conveyor

Bulk + On-Floor

Used to transport bulk materials

When loaded, the belt conforms to the shape of the troughed

rollers and idlers

Fig. 51

9. Bucket Conveyor

Bulk + On-Floor

Used to move bulk materials in a vertical or inclined path

Buckets are attached to a cable, chain, or belt

Buckets are automatically unloaded at the end of the conveyor run

Fig. 52

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10. Vibrating Conveyor

Bulk + On-Floor

Consists of a trough, bed, or tube

Vibrates at a
relatively high
frequency and
small amplitude in order to convey individual units of
products or bulk material

Fig. 53

Can be used to convey almost all granular, free-flowing materials

An Oscillating Conveyor is similar in construction, but vibrates at a lower frequency and

larger amplitude (not as gentle) in order to convey larger objects such as hot castings

11. Screw Conveyor

Bulk + On-Floor

Consists of a tube or U-shaped stationary trough through which a shaft-mounted helix

revolves to push loose material forward in a horizontal or inclined direction

One of the most widely used conveyors in the processing industry

Many applications in agricultural and chemical processing

Water screw developed circa 250 BC by Archimedes

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Fig. 54

12. Pneumatic Conveyor

Bulk/Unit + Overhead

Can be used for both bulk and unit movement of materials

Air pressure is used to convey materials through a system of vertical and horizontal tubes

Major advantages are that material is completely enclosed and it is easy to implement turns
and vertical moves

12(a) Dilute-Phase Pneumatic Conveyor

Moves a mixture of air and solid

Push (positive pressure) systems push material from one entry

point to several discharge points

Pull (negative pressure or vacuum) systems move material from

several entry points to one discharge point

Push-pull systems are combinations with multiple entry and

discharge points

Fig. 55

12(b) Carrier-System Pneumatic Conveyor

Carriers are used to transport items or paperwork (e.g., money from

drive-in stalls at banks)

Fig. 56

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13. Vertical Conveyor

Unit + On-Floor + No Accumulate

Used for low-frequency intermittent vertical transfers (cf. vertical chain conveyor can be
used for continuous high-frequency vertical transfers

13(a) Vertical Lift Conveyor

Carrier used to raise or lower a load to different levels of a facility (e.g., different floors
and/or mezzanines)

Differs from a freight elevator in that it is not designed or certified to carry people

Can be manually or automatically loaded and/or controlled and can interface with horizontal
conveyors

Fig. 57

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13(b) Reciprocating Vertical Conveyor

Utilizes gravity-actuated carrier to lowering loads, where the load overcomes the magnitude
of a counterweight

Can only be used to lower a load

Alternative to a chute conveyor for vertical "drops" when load is fragile and/or space is
limited

Can be manually or automatically loaded and/or controlled and can interface with horizontal
conveyors

Fig. 58

14. Cart-On-Track Conveyor

Unit + In-Floor + Accumulate

Used to transport carts along a track

Carts are transported by a rotating tube

Connected to each cart is a drive wheel that rests

on the tube and that is used to vary the speed of
the cart (by varying the angle of contact between
the drive wheel and the tube)

Fig. 59

Carts are independently controlled

Accumulation can be achieved by maintaining the drive wheel parallel to the tube

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15. Tow Conveyor

Unit + In-Floor + Accumulate

Uses towline to provide power to wheeled carriers such

as trucks, dollies, or carts that move along the floor

Used for fixed-path travel of carriers (each of which has

variable path capabilities when disengaged from the
towline)

Towline can be located either overhead, flush with the

floor, or in the floor

Fig. 60

Selector-pin or pusher-dog arrangements can be used to allow automatic switching (power

or spur lines)

Generally used when long distance and high frequency moves are required

16. Trolley Conveyor

Unit + Overhead + No Accumulate

Uses a series of trolleys supported from or within an overhead track

Trolleys are equally spaced in a closed loop path and are suspended from a chain

Carriers are used to carry multiple units of product

Does not provide for accumulation

Commonly used in processing, assembly, packaging, and storage operations

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Fig. 61

Fig. 62

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17. Power-and-Free Conveyor

Unit + Overhead/On-Floor + Accumulate

Fig. 63 Fig. 64

Similar to trolley conveyor due to use of discretely spaced carriers transported by an

overhead chain; however, the power-and-free conveyor uses two tracks: one powered and
the other nonpowered (or free)

Carriers can be disengaged from the power chain and accumulated or switched onto spurs

Termed an Inverted Power-and-Free Conveyor when tracks are located on the floor

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18. Monorail

Fig. 65

Unit + Overhead + Accumulate

Overhead single track (i.e., mono-rail) or track network on which one or more carriers ride

Carriers: powered (electrically or pneumatically) or nonpowered

Carrier can range from a simple hook to a hoist to an intelligent-vehicle-like device

Single-carrier, single-track monorail similar to bridge or gantry crane

Multi-carrier, track network monorail similar to both a trolley conveyor, except that the
carriers operate independently and the track need not be in a closed loop, and a fixed-path
automatic guided vehicle (AGV) system, except that it operates overhead

Termed an Automated Electrified Monorail (AEM) system when it has similar control
characteristics as an AGV system

Derrick, Boom (Pluma)

Boom - A general name given to a projecting spar or pole that provides an outreach for
handling cargo.

Es un equipo destinado a cargar y descargar bultos, desde y hacia la bodega, constan de

un mástil o samsón fijo y un palo, más toda la jarcia correspondiente:
 Hoisting wire (Virador)
 Topping lift wire (Amantillo)
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 Guy (Vientos)
 Hook (Gancho de carga)
 Yard arm (Penol)
 Heel, Step ( Coz)
 Derrick pin (Pinzote)
 Derrick trunnion fitting (Tintero)

Cranes

Cranes are used to move materials over variable paths within a restricted area. The major
types of cranes are:

1. Jib crane
2. Bridge crane
3. Gantry crane

4. Stacker crane

General characteristics of cranes:

 Used to move loads over variable (horizontal and vertical) paths within a restricted
area
 Used when there is insufficient (or intermittent) flow volume such that the use of a
conveyor cannot be justified
 Provide more flexibility in movement than conveyors
 Provide less flexibility in movement than industrial trucks
 Loads handled are more varied with respect to their shape and weight than those
handled by a conveyor
 Most cranes utilize hoists for vertical movement, although manipulators can be used
if precise positioning of the load is required


1. Jib Crane

Operates like an arm in a work area, where it can

function as a manipulator for positioning tasks

A hoist is attached to the arm for lifting

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Arm mounted on the wall or attached to a floor mounted support

Arm can rotate 360°

The hoist can move along the arm

Fig. 66

2. Bridge Crane

Bridge mounted on tracks that are located on

opposite walls of the facility

Enables three-dimensional handling

Top riding (heavier loads) or underhung (more

versatile) versions of the crane

Underhung crane can transfer loads and

interface with other MHS (e.g., monorail
systems)

Fig. 67

3. Gantry Crane

Fig. 68 Fig 69

Single leg, double leg, and mobile

types of gantry cranes

Similar to a bridge crane

except that it is floor supported
at one or both ends instead of
overhead (wall) supported

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Fig. 70

Used to span a smaller portion of the work area as compared to a bridge crane

The supports can be fixed in position or they can travel on runways

Can be used outdoors when "floor" supported at both ends

4. Stacker Crane

Similar to a bridge crane except that,

instead of a hoist, it uses a mast with
forks or a platform to handle unit loads

Considered "fork trucks on a rail"

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Used for storing and retrieving unit loads in storage racks, especially in high-rise
applications in which the racks are more than 50 feet high

Can be controlled remotely or by an operator in a cab on the mast

Can be rack supported

Fig. 71

Industrial Trucks

Industrial trucks are used to move materials over variable paths, with no restrictions on the
area covered by the movement

Industrial trucks:

 Used to move materials over variable (horizontal) paths with no restrictions on the
area covered (i.e., unrestricted area)
 Provide vertical movement if the truck has lifting capabilities
 Used when there is insufficient (or intermittent) flow volume such that the use of a
conveyor cannot be justified
 Provide more flexibility in movement than conveyors and cranes
 Not licensed to travel on public roads—"commercial trucks" are licensed to travel on
public roads

Characteristics:

 Pallet/Non-Pallet: Does the truck have forks for handling pallets, or does the truck
have a flat surface on which to place loads. Non-Pallet => (usually) other means
required to load truck.

 Manual/Powered: Does the truck have manual or powered vertical (lifting) and/or
horizontal (travel) movement capabilities. Manual => walk => operator provides the force
needed for lifting loads and/or pushing the vehicle. Powered => on-board power source
(e.g., batteries) used for lifting and/or travel.

 Walk/Ride: For non-automated trucks, can the operator ride on the truck (in either a
standing or sitting position) or is the operator required to walk with the truck during
travel. Walk => manual or powered travel possible => powered travel speed limited to a

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normal walking pace. Ride => powered => travel speed can be faster than a walking
pace.

 Stack/No Stack: Can the truck be used to lift loads for stacking purposes. Stack =>
can also be used as no stack => more expensive to add stacking capability. No Stack
may lift a load a few inches to clear the floor for subsequent travel (e.g., pallet jack), but
the loads cannot be stacked on top of each other or on shelves.

 Narrow Aisle: Is the lift truck designed to have a small turning radius or does it not
have to turn at all in an aisle when loading/unloading. Narrow Aisle => greater cost and
(usually) standing operator => less aisle space required. Counterbalance and/or straddle
used for load support. Small turning radius => load support via straddle or reaching
capabilities. No turning required => even narrower aisle => only one-side loading
(sideloaders) or the capability to rotate the load (turret truck).

 Automated: Is the truck automated so that it can transport loads without requiring an
operator. Non-Automated => direct labor cost of operator is by far the largest cost to
operate a non-automated truck. Semi-Automated => operator used to control
loading/unloading, but automated transport control (e.g., the S/R machine of a Man-on-
board AS/RS). Automated => Automated Guided Vehicle (AGV) => no direct labor cost,
but higher equipment costs.

1. Hand Truck

Non-pallet + manual + no stack

1(a) Two-Wheeled Hand Truck

Load tilted during travel

Fig. 72

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1(b) Dolly

Three or more wheeled hand truck with a flat platform

in which, since it has no handles, the load is used for
pushing
Fig. 73

1(c) Floor Hand Truck

Fig. 74

Fig. 75
Four or more
wheeled hand truck with
handles for pushing or
hitches for fulling

Sometimes referred to as a "cart" or "(manual) platform truck"

Pallet Jack

Pallet + walk + no stack

Front wheels are mounted inside the end of the forks and extend to the floor as the pallet is
only lifted enough to clear the floor for subsequent travel

Pallet restrictions: reversible pallets cannot be used, double-faced nonreversible pallets

cannot have deckboards where the front wheels extend to the floor, and enables only two-
way entry into a four-way notched-stringer pallet because the forks cannot be inserted into
the notches

2(a) Manual Pallet Jack

Pallet + walk + no stack + manual

Manual lifting and/or travel

Fig. 76

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2(b) Powered Pallet Jack

Pallet + walk + no stack + powered

Powered lifting and/or travel

Fig. 77

3. Walkie Stacker

Pallet + walk + stack

3(a) Manual Walkie Stacker

Pallet + walk + stack + manual

Fig. 78

Manual lifting and/or travel (and straddle load support)

3(b) Powered Walkie Stacker

Pallet + walk + stack + powered

Powered lifting and/or travel (and either counterbalance or

straddle load support)

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Fig. 79
Fig. 80

4. Pallet Truck

Pallet + ride + no stack

Same pallet restrictions as a pallet jack

Control handle typically tilts to allow operator to walk

during loading/unloading

Powered pallet jack is sometimes referred to as a "(walkie)

pallet truck"

5. Platform Truck

Non-pallet + powered + no stack

Platform used to provide support for nonpalletized loads

Used for skid handling; platform can lift skid several inches to allow it to clear the floor

Greater lifting capacity compared to fork trucks because the platform provides a greater
lifting surface to support a load

5(a) Walkie Platform Truck

Non-pallet + powered + no stack + walk

Operator walks next to truck

Floor hand truck is sometimes referred to as a "(manual)

platform truck"

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Fig. 81

5(b) Rider Platform Truck on-pallet + powered + no stack + ride

perator can ride on truck

Fig. 82

6. Counterbalanced (CB) Lift Truck

Pallet + ride + stack

Also referred to as fork truck.

Weight of vehicle (and operator) behind the front wheels of truck counterbalances weight of
the load (and weight of vehicle beyond front wheels); front wheels act as fulcrum or pivot
point.

Rated capacity reduced for load centers greater than 24 in. and lift heights greater than 13
ft.

Workhorses of material handling because of their flexibility: indoor/outdoor operation over a

variety of different surfaces; variety of load capacities available; and variety of attachments
available—fork attachments can replace the forks (e.g., carton clamps) or enhance the
capabilities of the forks (e.g., blades for slipsheets).

6(a) Sit-Down Counterbalanced Lift Truck

Operator sits down

12-13 ft. minimum aisle width requirement

Fig. 83

6(b) Stand-Up Counterbalanced Lift Truck

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Operator stands up, giving vehicle narrow-aisle capability

9-11 ft. minimum aisle width requirement

Faster loading/unloading time compared to NA straddle and reach trucks

7. Narrow-Aisle (NA) Straddle Truck

Similar to stand-up CB lift truck, except outrigger arms straddle a

load and are used to support the load instead of the
counterbalance of the truck

7-8 ft. minimum aisle width requirement

Less expensive than stand-up CB lift truck and NA reach truck

Since the load is straddled during stacking, clearance between

loads must be provided for the outrigger arms

Arm clearance typically provided through the use of load-on-beam

rack storage or single-wing pallets for load-on-floor storage

Fig. 84

. Narrow-Aisle (NA) Reach Truck

Similar to both stand-up CB lift truck and NA straddle truck

8-10 ft. minimum aisle width requirement

Load rests on the outrigger arms during transport, but a pantograph

(scissors) mechanism is used for reaching, thereby eliminating the
need to straddle the load during stacking Fig. 85

Reaching capability enables the use of shorter outrigger arms (arms >
1/2 load depth) as compared to NA straddle truck (arms = load depth)
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Counterbalance of the truck used to support the load when it extends beyond the outrigger
arms

Although the NA reach truck requires slightly wider aisles than a NA straddle truck since its
outrigger arms do not enter a rack during storage, it does not require arm clearance
between loads (arm clearance is still required when the truck must enter a storage lane
when block stacking or drive-in or -through racks are used)

Extended reaching mechanisms are available to enable double-deep storage

9. Turret Truck

Greater stacking height compared to other narrow-aisle trucks (40 ft. vs. 25 ft.), but greater
investment cost

Forks rotate to allow for side loading and, since truck itself does not rotate during stacking,
the body of the truck can be longer to increase its counterbalance capability and to allow the
operator to sit

Can function like a sideloader for transporting greater-than-pallet-size load

9(a) Operator-Down Turret Truck

Operator not lifted with the load

5-6 ft. minimum aisle width requirement

Termed a swingmast truck (picture shown) when, instead of just the forks, the entire mast
rotates (thus can store on only one side of a aisle while in aisle)

Fig. 86

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9(b) Operator-Up Turret Truck

Operator lifted with the load to allow precise stacking and

picking

5-7 ft. minimum aisle width requirement

Fig.87

10. Order Picker

Similar to NA straddle truck, except operator lifted with

the load to allow for less-than-unit-load picking

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Typically has forks to allow the truck to be used for pallet stacking and to support a pallet
during less-than-pallet-load picking

"Belly switch" used for operator safety during picking

Fig. 88

11. Sideloader

Forks mounted perpendicular to direction of travel to

allow for side loading and straddle load support

5-6 ft. minimum aisle width requirement

Can be used to handle greater-than-pallet-size loads

(e.g., bar stock)

Fig. 89

12. Tractor-Trailer

Non-load-carrying tractor used to pull a

train of trailers (i.e., dollies or floor hand
trucks)

Extends the transporting capacity of floor

hand trucks

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Typically used at airports for baggage handling

Fig. 90

13. Personnel and Burden Carrier

Non-load-carrying vehicle used to transport personnel

within a facility (e.g., golf cart, bicycle, etc.)

Fig. 91

14. Automatic Guided Vehicle (AGV)

AGVs do not require an operator

Good for high labor cost, hazardous, or environmentally sensitive conditions (e.g., clean-
room)

Also termed "automated" guided vehicle

AGVs good for low-to-medium volume medium-to-long distance random material flow
operations (e.g., transport between work cells in a flexible manufacturing system (FMS)
environment)

Two means of guidance can be used for AGV systems:

Fixed path: Physical guidepath (e.g., wire, tape, paint) on the floor used for guidance

Free-ranging: No physical guidepath, thus easier to change vehicle path (in software), but
absolute position estimates (from, e.g., lasers) are needed to correct dead-reckoning error

14(a) Tow AGV

Used to pull a train of trailers

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Automated version of a tractor trailer

Trailers usually loaded manually (early type of AGV, not much used today)

Fig. 92

14(b) Unit Load AGV

Have decks that can be loaded manually or

automatically

Deck can include conveyor or lift/lower mechanism

for automatic loading

Typically 4 by 4 feet and can carry 1–2,000 lb.

loads

Typically less than 10 vehicles in AGV system

Fig. 93

14(c) Assembly AGV

Used as assembly platforms (e.g., car

chassis, engines, appliances)

Greatest development activity during the

1980s (alternative to AEMs)

Typically 50–100 vehicles in AGV system

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Fig. 94

14(d) Light Load AGV

Used for small loads (< 500 lbs), e.g., components,

tools

Typically used in electronics assembly and office

environments (as mail and snack carriers)

Fig. 95

14(e) Fork AGVCounterbalanced, narrow-aisle straddle, and sideloading versions

available

Typically have sensors on forks (e.g., infrared sensors) for pallet interfacing

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UNIDAD TEMÁTICA V

NAVIGATION AND SAFETY PASSAGE PLAN

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5.1.- Sea charts

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Fig. 96

 Specific Basic Vocabulary

 Large scale navigation chart = carta de navegación de punto mayor

 Small scale navigation chart = carta de navegación de punto menor
 Maneouvre rose = rosa de maniobra
 Latitude scale = escala de latitud
 Longitude scale = escala de longitud
 Recommended tracks = pasos recomendados
 Low banks = bajos fondos

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Fig. 97

5.2.- Bridge Instruments

Vocabulary: instrumentos del puente

Caña, rueda de gobierno: WHEEL

Piloto Automático: AUTOMATIC PILOT
Girocompás: GYRO COMPASS
Compas magnetico: MAGNETIC COMPASS
Compass magistral: COMPASS
Telemotor: TELEMOTOR
Axiometro: RUDDER INDICATOR
Tacómetro: TACHOMETER
Clinometro: CLINOMETER
Repetidor del giro: GYRO REPEATER
Alidada: ALIDADE
Pinula: BEARING PIN
Telégrafo del motor principal: ENGINE ORDER TELEGRAPH, STAND BY
Panel de alarmas y controles de la sala de máquinas: ENGINE ROOM CONSOLE
Tablero de luces de navegación y de cubierta: NAVIGATION LIGHT, PANEL DECK LIGHT)
Inscriptor de rumbos: COURSE RECORDER
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Ecosonda: ECHOMETER
Radar: RADAR, RADIO DETECTING AND RANKING
A.r.p.a.: AUTOMATIC RADAR PLOTTING AID
Navegador por satelite: SATELLITE NAVIGATOR
Anemometro: ANEMOMETER
VHF: VERY HIGH FREQUENCY
Radio facsimil metereológico: METEOROLOGICAL FACSIMIL
Equipo detector de incendios: FIRE DETECTING SYSTEM
Alarma general: GENERAL ALARM
Mesón de cartas: CHART CASE
Cartapacio: NAUTICAL CHART SET
Rosa muda o pelorus: PELORUS
Sextante: SEXTANT
Escandallo: LEAD, SOUNDING LEAD
Corredera: LOG
Lámpara aldis: ALDIS LAMP

5.3. - Rules of the Road (Fishing Vessels and Special vessels)

If you see , you're looking at the port side of a sailboat.

Shows the starboard side of a sailing machine.

Means you're seeing somebody's stern, but you don't know whether it's power or sail.

Indicates the port side of a power vessel (note that the two lights won't necessarily be
lined up as shown here).

Means you're seeing the starboard side of a power boat.

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Mast Lights

Mast lights are shown in addition to running lights to identify vessels more precisely than
simply "I'm a boat." If a boat has no mast light at all, it's a sailboat. (Note that a three-colored
running light, as described above, isn't a "mast light" even if it's mounted at the top of a
sailboat's mast, nor is the white masthead light shown by all power boats.

Other, more complex mast light combinations indicate the operational status of the boat.
They are usually, though not always, shown all-around:

Red over Red

This boat is dead

(or "Captain's in bed" or "Captain's in the head," or "Captain's dead"). Two red lights in a
vertical line indicate a vessel "not under command."

Red over Green

Sailing machine

or "sailing is keen".

Red over White

Fishing boat lights

If the fishing gear extends over 150 meters (492 feet) from the boat, an all-around white
light must indicate the direction.

Green over White

Trawling tonight

White over White

Short tug/tow in sight

A short tow is under 200 meters (656 feet).

White over White over White

Long tug/tow in sight

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A long tow is over 200 meters (656 feet).

Red over Red over Red

Rudder Rubbing Rocks

This refers to a vessel constrained by her draft. It applies only under the international
rules.

White over Red

Pilot ahead

A pilot boat, waiting for "customers," displays this combination so that boats needing a
pilot will be able to find it.

Red over White over Red

Red When Restricted

A vessel showing this combination is restricted in its ability to maneuver. Stay

away!

Stern Lights

Boats can also show stern lights to help identify them. These are only visible when you are
behind the boat. Some stern light combinations include:

Yellow over Yellow

A pushy inland fellow

This refers to the stern lights of a tug pushing a barge, under the inland rules only.

Yellow over White

My towline is tight

This refers to the stern lights of a tug towing astern.

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 Merchant vessels or ships use the following lights:

Port side Starboard side Stern

Vessel over 50 meters long

Vessel under 50 meter long

Navegational lights

Fig. 98

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5.4.- Engine instructions and communications

Frases normalizadas por la OMI

 Standard Engine Instructions

Any engine order given should be repeated by the person operating the bridge telegraph
and the officer of the watch should ensure the order is carried out correctly and immediately.

Order Orden
Full ahead Avante toda (máximas revoluciones en
régimen de maniobra)
Half ahead Avante media (revoluciones indicadas en
las correspondientes ordenes de a bordo)
Slow ahead Avante poca (revoluciones indicadas en las
correspondientes ordenes a bordo)
Dead slow ahead Avante poco a poco (revoluciones
indicadas en las correspondientes ordenes a
bordo)
Stop engine(s) Pare la(s) maquina(s) (cero revoluciones)

Dead slow astern Atrás poco a poco (revoluciones indicadas

en las correspondientes ordenes de a bordo)
Slow astern Atrás poca (revoluciones indicadas en las
correspondientes ordenes de a bordo)
Half astern Atrás media (revoluciones indicadas en las
correspondientes ordenes de a bordo)
Full astern Atrás toda (revoluciones indicadas en las
correspondientes ordenes de a bordo)
Emergency full ahead/astern Avante toda/atrás toda emergencia
(revoluciones indicadas en las
correspondientes ordenes de a bordo)
Stand by engine Atención máquinas (personal de la cámara
de máquinas listo para maniobrar y puente
dotado del personal necesario para transmitir
las órdenes de las máquinas).
Finish with engine Terminado con las máquinas (no va(n) a
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necesitarse ya la(s) máquina(s).

 Where bow thrusters are used, the following orders are used:

Order Orden
Bow thrust full (half) to port Impulsor de proa a babor toda (media) (la
proa del buque ha de caer a babor con la
potencia especificada).
Bow thrust full (half) to starboard (impulsor de proa a estribor toda (media)
(la proa del buque ha de caer a estribor con
la potencia especificada).
Stern thrust full (half to port) Impulsor de popa a babor toda (media) (la
popa del buque ha de caer a babor con la
potencia especificada).
Stern thrust full (half) to starboard Impulsor de popa a estribor toda (media)
(la popa del buque ha de caer a estribor con
la potencia especificada).
Bow (stern) thrust stop Pare el impulsor de proa (popa) (parar el
impulsor de proa (popa)).

 Standard Steering Instructions

All wheel orders given should be repeated by the helmsman and officer on the watch should
ensure that they are carried out correctly and immediately. All wheel orders should be held
until countermanded. The helmsman should report immediately if the vessel does not
answer the wheel.

Order Orden
Midships A la vía (llevar el timón y mantenerlo en la
posición proa popa).
Port five A babor 5 grados (meter el timón 5º a babor
y mantenerlo así)
Port ten A babor 10 grados (meter el timón 10º a
babor y mantenerlo así)
Port fifteen A babor 15 grados (meter el timón 15º a
babor y mantenerlo así)
Port twenty A babor 20 grados (meter el timón 20º a
babor y mantenerlo así)
Port twenty-five A babor 25 grados (meter el timón 25º a

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babor y mantenerlo así)

Hard a port Todo a babor (meter todo el timón a babor y
mantenerlo así).
Starboard five A estribor 5 grados (meter el timón 5º a
estribor y mantenerlo así).
Starboard ten A estribor 10 grados (meter el timón 10º a
estribor y mantenerlo así).
Starboard fifteen A estribor 15 grados (meter el timón 15º a
estribor y mantenerlo así).
Starboard twenty A estribor 20 grados (meter el timón 20º a
estribor y mantenerlo así).
Starboard twenty-five A estribor 25 grados (meter el timón 25º a
estribor y mantenerlo así).
Hard a starboard Todo a estribor (meter todo el timón a
estribor y mantenerlo así).
Ease to five Levante a 5 grados (reducir el ángulo del
timón a 5º y mantenerlo así).
Ease to ten Levante a 10 grados (reducir el ángulo del
timón a 10º y mantenerlo así).
Ease to fifteen Levante a 15 grados (reducir el ángulo del
timón a 15º y mantenerlo así).
Ease to twenty Levante a 20 grados (reducir el ángulo del
timón a 20º y mantenerlo así).
Steady Derecho (parar la caída lo más rápidamente
posible).
Steady as she goes Derecho como va (gobernar manteniendo el
rumbo indicado por el compás al tiempo de
dar la orden. El timonel ha de repetir la orden
e indicar el rumbo del compás al recibir la
orden. Cuando el buque se mantenga en ese
rumbo, el timonel ha de dar la voz de “A
rumbo…”).
Keep the buoy/mark/beacon Mantenga la boya/marca/baliza a
babor/estribor.
on port/starboard side.
Report if she does not answer Avise su el buque no obedece al timón.
the wheel.

Finished with the wheel. Terminado con el timón.

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When the officer of the watch requires a course to be steered by compass, the direction in
which he wants the wheel turned should be stated followed by each numeral being said
separately, including zero, for example:

Order Course to be Orden Rumbo que

Steered se ha de
mantener
Port, steer one eight 182º A babor, gobierne 182º
two al uno ocho dos
Starboard, steer zero 082º A estribor, 082º
eight two. gobierne al cero
ocho dos
Port, steer three zero 305º A babor, gobierne 305º
five. al tres cero cinco

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UNIDAD TEMÁTICA VI

COMMUNICATIONS AT SEA

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6.1 Shipboard communications (emergency)

External Warnings Avisos (advertencias)
You are running into danger. Usted va hacia un peligro.
(Shallow water ahead of you) (Aguas poco profundas a su proa)
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(Submerged wreck ahead of you) (restos de naufragio sumergidos a su proa)

(Peligro de colisión inminente)
(Risk of collision imminent) (Banco de niebla a su proa)
(Fog bank ahead of you) (el puente no se abrirá)
(Bridge will not open)
Dangerous obstruction/wreck reported Se ha notificado presencia de
at… obstruccion peligrosa/restos de
naufragios peligrosos en…
Unknown objects in position… Objetos desconocidos en la situacion…
Floating ice in position … Hielo flotante en la situación…
(considerado peligroso para la navegación)
Mine reported in position… Se ha notificado presencia de mina en la
situación…
Navigation is closed (prohibited) in La navegación esta cerrada (prohibida)
area… en la zona…
There has been a collision in Ha habido una colisión en la situación…
position… (manténgase claro)
(keep clear) (esté alerta para dar auxilio)
(stand by to give assistance)
It is dangerous to… Es peligroso…
(stop) (parar)
(remain in present position) (permanecer en la situación actual)
(Alter course to starboard) (cambiar de rumbo a estribor)
(Alter course to port) (Cambiar de rumbo a babor)
(Approach close to my vessel) (acercarse mucho a mi buque)
Vessel ….. Is aground in position… El buque… esta varado en la situación…
Vessel ….. Is on fire in position …. Hay un incendio a bordo del buque… en
la situación…
Large vessel leaving. Keep clear of Está saliendo un buque grande.
approach channel. Manténgase claro del canal de acceso.

Go to emergency anchorage. Diríjase al fondeadero de emergencia.

Your navigation lights are not visible. Sus luces de navegación no son visibles.
You are running aground Usted va a varar.
Keep clear… Manténgase claro…
(I am jettisoning dangerous cargo) (estoy echando al mar carga peligrosa)
(Vessel is leaking inflammable cargo in (El buque esta derramando carga inflamable
position…) en la situación…)
(Vessel is leaking noxious cargo in (El buque esta derramando carga nociva en
position…) la situación…)
(Vessel is leaking poisonous cargo in (El buque esta derramando carga venenosa
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position…) en la situación…)
(you are crossing my nets) (esta usted cruzando mis redes)
(I have a long tow) (Tengo un remolque largo)
(You are heading towards my tow) (va usted proa a mi remolque)
You are heading towards a towing line)
(va usted proa a un cabo de remolque)

On- board
Procedures normally used in radio-communications
Use of the SMCP
When it is necessary to indicate that the SMCP are to be used, the following message may
be sent:

Please use Standard Marine Communications Phrases

I will use Standard marine Communications Phrases

1. Use the following sentences =

mistake,
correction,
yes,
no,
stand by,
no information,
instruction
repeat
say again
numbers in separate digits
bearing
speed over ground
question, when ambiguos words are used
intention, when action be taken
warning, when danger action could be happen
advice, when information must be given
request, when information is needed by sender

Distress situations.-
2. Prepare and send a distress message using radiotelephony, emergency is “flooding”.
3. Flooding = mayor flow of seawater into the vessel.
4. The message must be acknowledged for all ships in the area.
5. The ship in distress request ETA and add they need pumps.
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6. All ships acknowledge and only two ships will answer affirmative and indicate pumps
capacities.
7. The ship in distress adds information about dangerous list to portside and requires
divers.
8. One of the ship respond she will assists with divers and repeat ETA
9. Later on the ship in distress send new information indicating the vessel will be
abandoned
10. The nearest ship acknowledge and AVDICE to carry on SART and portable survival
equipments, repeat ETA, adding she will be in command of the on scene
communications
11. The on scene command send message to all ships that they picked up 18 survivals and
proceed to nearest port (indicate) so all ships may proceed as well in their passage.
12. The on scene command send message to MRCC with information about action taken
13. The on scene command ship request to coast station to finish the distress situation with
appropriated message.
14. Coast station send silence fini

Comments about English procedures and distress situation (must be done in English
language)

Urgency message.

Transmit signal PAN PAN and send message

Man overboard on port side in position latitud and longitude at UTC, dropped lifebouy and
hoist flag signal “Oscar” winds Beaufort force 3 visibility about 15 miles keep sharp lookout
for person in the water and assist if possible stand by in VHF channel 16.
Alert received by others ships, report position, speed and ETA Ship sending message will
conduct search, using following pattern (describe) course, distance, speed, turning,
course, distance, speed, turning
Finishing the search operations, inform crew rescued and cancel all rescue perations and
reports
Inform coast radio station about cancellation of search and rescue and report
Coast radio station inform all vessels cancellation of search

Comments about English and message

Urgency Message.

Procedures for medical assistance.

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1. Prepare message due to injured man on board.

2. Transmit via Inmarsat C
3. Transmit via HF, use appropiated frecuency, use coast station as indicate

You are sailing in the Asian zone where the english is no useful, prepare your message
due injured man to send to

1. Shangai Radio, use HF

2. Shangai MRCC, use Inmarsat A

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UNIDAD TEMÁTICA VII

TANKER OPERATIONS

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Fig. 99

7.1 Basic terms related to a tanker ship (oil, chemical and gas carrying on tankers
ships)
OCIMF: To be the foremost authority on the safe and environmentally responsible operation
of oil tankers and terminals, promoting continuous improvement in standards of design and
operation.
Identify safety and environmental issues facing the oil tanker and terminal industries,
develop and publish recommended standards that will serve as technical benchmarks.
Contribute to the development of international conventions and regulations that enhance the
safe construction and operation of oil tankers and terminals, working with the IMO and other
regulatory bodies, both regional and national.

ISGOTT: International Safety Guide on Terminal and Tankers

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Organismo internacional que regula las prácticas y políticas de seguridad durante las
operaciones ent buques tanque y los terinales.
Accommodation ladders: Escala de las acomodaciones
Safety net: Malla de seguridad
Gangway: Pasarela
lifebuoy and line : Salvavidas y cabo de vida

FIRE fighting equipment: Equipo contra incendios

Algunas de las condiciones que deben ser cumplidas en buques tanques

Are pumps, hoses and nozzles in a satisfactory condition and available for immediate use?

Is the emergency fire pump fully operational and are starting instructions clearly displayed?
Are isolating valves in fire and foam system lines clearly marked and in a satisfactory
condition?

Do portable fire extinguishers appear to be in satisfactory condition with operating

instructions clearly marked?

Are firemen's outfits, including breathing apparatus, in a satisfactory condition and ready for
immediate use?

Are breathing apparatus sets fitted with fully pressurised air cylinders?

Are sufficient fully charged spare air cylinders available?

Is the International Ship/Shore connection readily available and is the location clearly
marked?

Are the fixed deck, pump room and engine room fire extinguishing systems, where fitted, in
a satisfactory condition, and are clear operating instructions posted?

Hull condition
 Any oil or other staining from scuppers?
 Legible draught marks and hull markings?
Mooring
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 Sufficient lines?
 Any mixed moorings?
 Condition of mooring lines?
 Any splices?
 Synthetic tails properly attached to wires

Mooring ropes

Fig. 100

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Berthing Alonside

Fig. 101

Boarding the vessel

 If used, is the bulwark ladder securely rigged?
 Is a lifebuoy with light and heaving line available?
 Is the Emergency Fire Plan container provided?
 Is the Int. Shore Connection prominently visible?
 Is the gangway manned?
 Does the deck watchman ask as to your business?
 Are you asked to sign a Visitor’s Book?
 Are you given and “Emergency Stations” card?

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The Walk to the Accommodation

Are all dipping/sampling points closed?
 Is small spill clean-up equipment provided near manifold?
 Are fire hoses rigged in vicinity of manifold?
 Are bolts inserted into all the manifold flanges?
 Are all unused manifolds blanked/fully bolted?
 Are pressure gauges fitted outboard of the manifold valves?
 Are all scupper plugs in place and tight?
 Are scuppers free of rain water?
 Are Wilden pumps rigged for immediate use?

Fig. 102

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Fig. 103
Tanker (ship)

Fig. 104

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A tanker is a ship designed to transport liquids in bulk.

Tankers can range in size of capacity from several hundred tons, which includes vessels for
servicing small harbours and coastal settlements, to several hundred thousand tons, for
long-range haulage. A wide range of products are carried by tankers, including:

 hydrocarbon products such as oil, LPG, and LNG

 chemicals, such as ammonia, chlorine, and styrene monomer
 fresh water
 wine

Different products require different handling and transport. Thus special types of tankers
have been built, such as "chemical tankers" and "oil tankers". "LNG carriers," as they are
typically known, are a relatively rare tanker designed to carry liquefied natural gas.

Among oil tankers, supertankers are designed for transporting oil around the Horn of Africa
from the Middle East. The floating storage and offloading unit (FSO) Knock Nevis, formerly
the ULCC "Jahre Viking," is the largest vessel in the world. The supertanker is 458 metres
(1504 feet) in length and 69 m (226 ft) wide.

Supertankers are one of the two preferred methods for transporting large quantities of oil,
along with pipeline transport. However such tankers can create environmental disasters
from oil spills if a shipping accident causes a sinking close to coastal regions. See Exxon
Valdez, Braer, Prestige, Torrey Canyon, Erika for examples.

7.2 Dimensions, tonnages and cargo handling

 Small Handy size, carriers of 20,000-28,000 deadweight tonnage.
 Handy size, carriers of 28,000-40,000 deadweight tonnage.
 Handymax, carriers of 40,000-50,000 dwt.
 Seawaymax, the largest size which can traverse the St Lawrence Seaway.
 Aframax, oil tankers between 75,000 and 115,000 dwt. This is the largest size
defined by the average freight rate assessment (AFRA) scheme.
 Suezmax, the largest size which can traverse the Suez Canal
 Panamax, the largest size which can traverse the Panama Canal (generally: vessels
with a width smaller than 32.2 meter).
 Malaccamax, the largest size which can traverse the Straits of Malacca.
 Capesize, vessels larger than Panamax and Suezmax, which must traverse the
Cape of Good Hope and Cape Horn in order to travel between oceans.

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 VLCC (Very Large Crude Carrier), supertankers between 150,000 and 320,000 dwt.
 ULCC (Ultra Large Crude Carrier), enormous supertankers between 320,000 and
550,000 dwt.

Tankers used for liquid fuels are classified according to their capacity.

In 1954 Shell Oil developed the afra system (average freight rate assessment) for fiscal
reasons. Tankers were divided in groups of different sizes. To make it an independent
instrument, Shell consulted London Tanker Brokers’ Panel (LTBP). At first, they divided the
groups as General Purpose for tankers under 25,000 deadweight tonnage (dwt); Medium
Range for ships between 25,000 and 45,000 dwt; and Large Range for the then enormous
ships that were larger then 45,000 dwt. The ships became larger during the 1970s, and the
list was extended, where the tons are long tons:[1]

 10,000 – 24,999 dwt – General Purpose tanker

 25,000 – 44,999 dwt – Medium Range tanker
 45,000 – 79,999 dwt – LR1 (Large Range 1)
 80,000 – 159,999 dwt – LR2 (Large Range 2)
 160,000 - 319,999 dwt - VLCC (Very Large Crude Carrier)
 320,000 - 549,999 dwt - ULCC (Ultra Large Crude Carrier)

The following groups are used for use on the oil market:

 10,000 - 60,000 dwt - Product tanker (Seawaymax, Handymax)

 60,000 - 80,000 dwt - Panamax
 80,000 - 120,000 dwt - Aframax
 120,000 - 200,000 dwt - Suezmax
 200,000 - 315,000 dwt - VLCC (Malaccamax)
 320,000 - 550,000 dwt - ULCC
 Tonnage
Tonnage (tonelaje referido al cálculo del volumen de un barco) is a measure of the size
or cargo capacity of a ship. The term derives from the taxation paid on tuns of wine, and
was later used in reference to the weight of a ship's cargo; however, in modern maritime
usage, "tonnage" specifically refers to a calculation of the volume or cargo volume of a ship.
The term is still sometimes incorrectly used to refer to the weight of a loaded or empty
vessel.
Measurement of tonnage can be less than straightforward, not least because it is used to
assess fees on commercial shipping.

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 Gross Tonnage (GRT) refers to the volume of all ship's enclosed spaces (from keel to
funnel) measured to the outside of the hull framing (included accomodations, cargo,
ballast, engine, bunkers, aoil and lubricants spaces).

 Net tonnage (NT) is based on a calculation of the volume of all cargo spaces of the
ship. It indicates a vessel’s earning space and is a function of the moulded volume of all
cargo spaces of the ship.

A commonly defined measurement system is important; since a ship’s registration fee,

harbor dues, safety and manning rules etc, are based on its Gross Tonnage, GRT, or net
tonnage, NT.

 Tonnage measurements are now governed by an IMO Convention (International

Convention on Tonnage Measurement of Ships, 1969 (London-Rules), which applies to
all ships built after July 1982. In accordance with the Convention, the correct term to
use now is GT, which is a function of the moulded volume of all enclosed spaces of the
ship.

 The Panama Canal/Universal Measurement System (PC/UMS) is based on net

tonnage, modified for Panama Canal purposes. PC/UMS is based on a mathematical
formula to calculate a vessel's total volume; a PC/UMS net ton is equivalent to 100
cubic feet of capacity.

 Deadweight (often abbreviated as DWT for deadweight tonnes) is the displacement at

any loaded condition minus the lightship weight. It includes the crew, passengers, cargo,
fuel, water, and stores. Like Displacement, it is often expressed in long tons or in metric
tons.

 Displacement is the actual total weight of the vessel. It is often expressed in long tons
or in metric tons, and is calculated simply by multiplying the volume of the hull below the
waterline (i.e. the volume of water it is displacing) by the density of the water.

 Dead Weight Tonnage (DWT) = Tonelaje de peso muerto

Is the total weight of the water, bunker, oil, lubricants and constant
of the vessel

 Lightship weight, is the weight of the vessel only, without cargo, bunkers, oil,
ballast and constant.
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7.3 Main components in a ship

Fig. 105

7.4 Dangerous goods

Tanker can refer to:
 Tanker (ship), a ship designed to carry bulk liquids
o Chemical tanker
o Petroleum tanker, also known as an oil tanker
o Supertanker

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 tank car, also known as a tanker or cylinder wagon is a railroad freight car designed
for carrying bulk liquids
 tank truck, also known as a tanker or tanker lorry is a heavy road vehicle designed
for the same purpose
 Water tender or tanker, a firefighting vehicle used to carry large amounts of water to
a fire
 Tanker (aircraft), an airplane designed for in-flight refuelling
 Any crew member of a tank
 André Tanker, a Trinidadian musician and composer
 Tanker (band), Avant-garde, Progressive Rock / Metal band from Czech republic
 Tank (computer gaming) or tanker, in the massive-multiplayer lingo is a character
able to resist heavy amounts of damage relatively unharmed

7.5 Marine pollution (marpol)

Pollution Prevention

Is an approved MARPOL Shipboard Oil Pollution Emergency Response Plan (SOPEP) on

board, and are drills regularly held and recorded?

Does SOPEP include description of equipment, its location, a plan for deployment and
specific crew member duties for handling small oil spills?

Is the IMO Coastal Contact list up to date?

Is the master aware of port contact procedures, and has a contact list been made for this
port?

What was date of the last pollution prevention drill?

Are the pollution prevention measures adequate, and is the crew awareness satisfactory?
Are anti-pollution warning notices posted?

Is cargo sea and overboard valves, and bilge overboard valves suitably lashed or locked?

Are specific warning notices posted to safeguard against the accidental opening of bilge
overboard discharge valves?

If there is an approved Oil Discharge Monitoring and Control System (ODME) on board, is it
in a satisfactory condition?

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Is an approved ODME manual available?

Does the system have proof of recent use and/or testing?

4.1 Types of cargo and handling equipment

Dry bulk cargos

 coal = Carbón
 grain (wheat, maize, rice, barley, oats, rye, sorghum, soybeans, etc.) = Granos (trigo,
maiz, arroz, cebada, avena, centeno, sorgo, porotos de soya, etc.)
 iron ore (ferrous & non-ferrous ores, ferroalloys, pig iron, scrap metal, etc.) =
minerales de hierro (minerales ferrosos y no ferrosos, ferroaleaciones, arrabio, chatarra
metálica, etc.)
 bauxite = bauxita
 wood chips = astillas de madera
 cement = cemento
 chemicals (fertilizer, plastic granules & pellets, resin powder, synthetic fiber, etc.)
=químicos (fertilizante, gránulos plásticos, polvo de resina, fibra sintética, etc.)
 dry edibles (for animals or humans: alfalfa pellets, citrus pellets, livestock feed, flour,
peanuts, raw or refined sugar, seeds, starches, etc.) = alimentos secos (para animales y
humanos: pellets de alfalfa, pellets cítricos, harina, maní, azúcar refinada o cruda,
semillas, almidón, etc.)
 bulk mine (sand & gravel, copper, iron, (ores in pellet form) , salt, etc.) = minería a
granel (arena y gravilla, cobre, hierro, (minerales en forma de pellets) sal, etc.)

Liquid bulk cargos

 oil = Petróleo
 liquefied natural gas (LNG) =gas natural liquido
 liquefied pressure gas (LPG) = gas liquido presurizado
 gasoline = gasolina
 chemicals = quimicos
 liquid edibles (vegetable oil, cooking oil, fruit juices, etc.) = alimentos liquidos (aceite
vegetal, aceite para cocinar, jugos de fruta, etc.)
 hydrocarbon products such as oil, LPG, and LNG = productos de hidrocarbono como
el aceite, gas natural liquido y gas de petróleo liquido)
 chemicals, such as sulphuric acid, ammonia, chlorine, and ethylene = químicos tales
como ácido sulfúrico, amoniaco, cloro y etileno.
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 fresh water = agua fresca

 ballast water = agua de lastre

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