0:00:03 > 0:00:07'32,000 tonnes of steel.
0:00:10 > 0:00:12'Seven decks, each the length of a football pitch.
0:00:15 > 0:00:20'Four engines burning 2,500 litres of fuel an hour.'
0:00:20 > 0:00:24So when you're out at sea, I can't imagine the noise that makes!
0:00:25 > 0:00:28'One massive feat of engineering.
0:00:29 > 0:00:33'The North Sea Ferry, the Pride of Bruges.'
0:00:33 > 0:00:35Wow.
0:00:35 > 0:00:37Can't get too much more up close and personal with a ship
0:00:37 > 0:00:39than we are here.
0:00:41 > 0:00:43'Battered by the sea for 25 years,
0:00:43 > 0:00:45'it's being taken out of the water
0:00:45 > 0:00:49'for the biggest overhaul of its life.
0:00:53 > 0:00:55'As key parts are stripped down,
0:00:55 > 0:01:00'there's a unique chance to explore deep within its hidden features.'
0:01:00 > 0:01:04We're as far as any sensible person would go.
0:01:04 > 0:01:07'Every complex system must be rigorously tested
0:01:07 > 0:01:10'and repaired before it can return to service.
0:01:11 > 0:01:13If you've got a high clearance, you could lose your rudder.
0:01:13 > 0:01:15So these checks...
0:01:15 > 0:01:17They're very important. They're very important.
0:01:19 > 0:01:24'A 120-strong team of highly skilled engineers take on the challenge.'
0:01:24 > 0:01:27To replace all that is a massive job.
0:01:27 > 0:01:30'They must examine over a thousand separate parts
0:01:30 > 0:01:34'and repair over 10,000 square metres of steel hull.'
0:01:35 > 0:01:39- If this wasn't being done?- The steel itself would just deteriorate.
0:01:39 > 0:01:42'And we'll reveal what happens to these giants
0:01:42 > 0:01:45'when they reach the end of their working lives.'
0:01:47 > 0:01:52They're just getting munched up by this shearer.
0:01:52 > 0:01:55'And how, in their death, they're given a new lease of life.'
0:01:55 > 0:01:57Wow.
0:01:57 > 0:01:59It's just an incredible firework display.
0:02:02 > 0:02:05'This is Engineering Giants.'
0:02:11 > 0:02:14I'm Rob Bell, I'm a mechanical engineer
0:02:14 > 0:02:17and I've always loved to get my hands on complex machines
0:02:17 > 0:02:19to discover how they work.
0:02:19 > 0:02:21I'm Tom Wrigglesworth,
0:02:21 > 0:02:24I'm a trained electrical engineer with a passion for big machines.
0:02:26 > 0:02:29'And this is the Pride of Bruges, the North Sea Ferry
0:02:29 > 0:02:33'that's going to help us explore exactly how a ship works.'
0:02:35 > 0:02:36'It's arriving in Newcastle
0:02:36 > 0:02:40'where it will spend the next three weeks being stripped down.'
0:02:40 > 0:02:42Pride of Bruges, we're coming to you now.
0:02:42 > 0:02:45Karl, we're like a mouse coming alongside an elephant here,
0:02:45 > 0:02:47look at this.
0:02:47 > 0:02:52'All the ship's key components, including its engines, propellers,
0:02:52 > 0:02:55'rudders and hull will require detailed checks and repairs.
0:02:56 > 0:02:59'The problem is that many of most of the important parts of the ferry
0:02:59 > 0:03:00'are under water.'
0:03:02 > 0:03:04Before any of the checks can take place,
0:03:04 > 0:03:08the first challenge is actually to get this beast into the dock.
0:03:09 > 0:03:12And that's no mean feat.
0:03:12 > 0:03:15'Engineers won't know the extent of the work ahead of them
0:03:15 > 0:03:18'until all 32,000 tonnes,
0:03:18 > 0:03:20'the weight of over 2,000 double-decker buses
0:03:20 > 0:03:22'are safely out of the sea.
0:03:23 > 0:03:27And to do that, the ship must now be precisely manoeuvred
0:03:27 > 0:03:30'into the dry dock facility at the A&P shipyard on the Tyne.'
0:03:33 > 0:03:37The job of all the guys here, around the dock, is to get this ship
0:03:37 > 0:03:41absolutely central and in exactly the right position in the dock.
0:03:41 > 0:03:44On the bottom of the dock, underneath the water,
0:03:44 > 0:03:46are what's called docking blocks
0:03:46 > 0:03:49and they've been laid out in exactly the right position
0:03:49 > 0:03:53for the design of this ship, the Pride of Bruges.
0:03:55 > 0:03:58'Earlier today, I met up with site manager John Leckey
0:03:58 > 0:04:01'to find out how his team was going to accomplish
0:04:01 > 0:04:02'this engineering feat.'
0:04:02 > 0:04:05These blocks that the ship will sit on,
0:04:05 > 0:04:08they've been put in particular positions for this ship.
0:04:08 > 0:04:11- OK.- In accordance with its docking plan.
0:04:11 > 0:04:14'The metre high steel bases are topped with oak blocks
0:04:14 > 0:04:16'which cushion the immense weight of the ferry,
0:04:16 > 0:04:18'preventing damage to its hull,
0:04:18 > 0:04:22'while enabling engineers to work right underneath the ship.
0:04:22 > 0:04:25'Once they're in place, the team can flood the dock.'
0:04:27 > 0:04:31If, by some means, it started right now, would we have time to get out?
0:04:31 > 0:04:33How quick a runner are you?
0:04:33 > 0:04:34Pretty quick, but...
0:04:34 > 0:04:39'Using water from the river next door, fed by gravity
0:04:39 > 0:04:43'the dock is flooded with 133 million litres of water,
0:04:43 > 0:04:47'equivalent to 53 Olympic-size swimming pools.'
0:04:47 > 0:04:49Oh, wow.
0:04:49 > 0:04:51Look at it come out.
0:04:51 > 0:04:53It's absolutely flooding out.
0:04:54 > 0:04:56That did not take long at all.
0:04:58 > 0:05:01'It takes another three hours before the water in the dock
0:05:01 > 0:05:03'is at the same level as the river outside.
0:05:05 > 0:05:08'Then the gate can be dropped.
0:05:08 > 0:05:11'Engineers have calculated where the hull needs to be positioned
0:05:11 > 0:05:13'in relation to the dock
0:05:13 > 0:05:16'so that the ship ends up exactly above the blocks.
0:05:16 > 0:05:20'Tonight, this task is particularly challenging
0:05:20 > 0:05:23'as there's a strong cross wind.'
0:05:23 > 0:05:27INSTRUCTIONS GIVEN OVER LOUD SPEAKER
0:05:28 > 0:05:31This is quite a tense moment and it was the bit that they weren't sure
0:05:31 > 0:05:34whether they were going to carry out tonight cos it was so windy.
0:05:34 > 0:05:37Come back down on the starboard side.
0:05:37 > 0:05:39'With the margin of error less than a metre,
0:05:39 > 0:05:43'the ferry's attached by steel lines to winchers known as mules
0:05:43 > 0:05:45'so that the ship can be precisely manoeuvred
0:05:45 > 0:05:47'from a central control tower.'
0:05:49 > 0:05:51Over, starboard. Out.
0:05:52 > 0:05:54On the signal.
0:05:54 > 0:05:58Just starting to drift back a little bit there now.
0:05:58 > 0:06:01It's such high precision work
0:06:01 > 0:06:03and with the wind coming across as well,
0:06:03 > 0:06:04it's certainly not easy.
0:06:06 > 0:06:09'Caught by a gust of wind, the ferry is pushed perilously close
0:06:09 > 0:06:10'to the edge of the dock.'
0:06:11 > 0:06:14OK, a little bit towards Sean.
0:06:16 > 0:06:19Any damage sustained to the ship on its way into the dock
0:06:19 > 0:06:22could cost millions and set the whole schedule back days.
0:06:24 > 0:06:26Sean, it's you, please.
0:06:30 > 0:06:32OK, mate, it's on its go.
0:06:32 > 0:06:34Alan, we're drifting back there now to starboard side,
0:06:34 > 0:06:38we're about two metres to the port side.
0:06:38 > 0:06:40'Finally, after two hours of manoeuvring,
0:06:40 > 0:06:43'the team get the ferry into position and raise the gate.'
0:06:47 > 0:06:51'Next comes the most dangerous part of the operation.
0:06:51 > 0:06:54'If the ship is not in exactly the correct position above the blocks
0:06:54 > 0:06:58'as the water is pumped out, the hull could be badly damaged.
0:06:58 > 0:07:04'These three electric pumps will drain the 133 million litres
0:07:04 > 0:07:05'of water out of the dock.'
0:07:05 > 0:07:11Each one pumps out 18,500 tonnes of water an hour.
0:07:16 > 0:07:19'After another four hours, it becomes clear
0:07:19 > 0:07:22'that the engineering team's measurements are spot on
0:07:22 > 0:07:25'as the Pride of Bruges finally comes to rest on its blocks.'
0:07:38 > 0:07:39Wow.
0:07:41 > 0:07:44You can't get too much more up close and personal with a ship
0:07:44 > 0:07:45than we are here.
0:07:45 > 0:07:49And you can see the effect of the weight of this ship,
0:07:49 > 0:07:54all 32,000 tonnes of steel, has had on these docking blocks.
0:07:54 > 0:07:57It's very intimidating.
0:08:00 > 0:08:03'With the Pride of Bruges now out of the water,
0:08:03 > 0:08:05'for the first time in years,
0:08:05 > 0:08:07'engineers including site manager John Leckey,
0:08:07 > 0:08:11'can examine and begin to repair the most important part of the ship,
0:08:11 > 0:08:12'its hull.'
0:08:15 > 0:08:18So, John, now we're this close to the vessel,
0:08:18 > 0:08:21it strikes me that there's actually very little of it under the water.
0:08:21 > 0:08:24The volume displaced by what's under the water
0:08:24 > 0:08:27equals the weight of the vessel in its entirety.
0:08:27 > 0:08:29So there's actually quite a lot under the water,
0:08:29 > 0:08:31especially with this type of ship.
0:08:31 > 0:08:34So if you lowered it, if you lowered it into the water,
0:08:34 > 0:08:37as it started to enter the water, it would displace one tonne,
0:08:37 > 0:08:39two tonne, three tonne, four tonne.
0:08:39 > 0:08:42When that displacement weight matches the weight of the ship
0:08:42 > 0:08:44- it stops.- Yes.
0:08:44 > 0:08:46- Yeah, it floats.- Sits there and floats, yeah.
0:08:46 > 0:08:49'The shape of the ship's hull depends on the type of work
0:08:49 > 0:08:51'it's designed to carry out.
0:08:53 > 0:08:55'For speed, V-shaped hulls are best,
0:08:55 > 0:08:59'enabling chips to cut through the water, minimising drag.
0:09:01 > 0:09:04'For stability, a boxy, U-shaped, design like our ferry,
0:09:04 > 0:09:10'is better, creating more cargo space and minimising rocking.
0:09:10 > 0:09:14'But the shape of a ship's hull isn't enough on its own
0:09:14 > 0:09:17'to ensure its stability and sea worthiness.
0:09:18 > 0:09:22'A perfect level of buoyancy is also needed and, to make that happen,
0:09:22 > 0:09:27'the ferry can pump up to 2,200 tonnes of sea water
0:09:27 > 0:09:29'into the network of ballast tanks
0:09:29 > 0:09:32'that run throughout the lower part of its hull.'
0:09:32 > 0:09:35The ship is designed to sit at a certain depth in the water.
0:09:35 > 0:09:37If the ship was empty, carrying no load,
0:09:37 > 0:09:40it would actually sit so high up in the water
0:09:40 > 0:09:42that it would appear unstable.
0:09:42 > 0:09:44Now, this is a bit of an extreme example.
0:09:44 > 0:09:47- That's not a classic ship shape. - No. Ha-ha-ha.
0:09:47 > 0:09:51We can make even this sit in the water with a good degree of stability
0:09:51 > 0:09:53if we put enough ballast in it
0:09:53 > 0:09:56and cause it to lower its buoyancy point like that.
0:09:56 > 0:09:59'While the dock was being drained, the ballast tanks
0:09:59 > 0:10:00'on the Pride of Bruges were emptied
0:10:00 > 0:10:04'so that engineers could begin the filthy job of cleaning out
0:10:04 > 0:10:07'the water inlets, known as sea boxes.'
0:10:07 > 0:10:10Aye up, there's a man in there.
0:10:10 > 0:10:12Is he a contractor or is he just dodging a fare?
0:10:12 > 0:10:15'Engineer Colin Grant has the job of ensuring
0:10:15 > 0:10:18'that this major overhaul runs smoothly.'
0:10:18 > 0:10:21Guys are working up there, cleaning the mud
0:10:21 > 0:10:22and everything that accumulates
0:10:22 > 0:10:26because, eventually, it'll clog up and the ship's got a problem.
0:10:26 > 0:10:29So when the ship needs a drink, this is its mouth.
0:10:29 > 0:10:32It is as it has to pull in cooling water all the time.
0:10:32 > 0:10:34- Yeah, for the engine. - And put it out again.
0:10:34 > 0:10:38Exactly. The forward end of the engine room has rows and rows
0:10:38 > 0:10:40of big pumps for different purposes.
0:10:40 > 0:10:42Some to circulate water round the engines
0:10:42 > 0:10:44and there's lot of engines in there.
0:10:44 > 0:10:48And some to push the ballast water up, when it's required,
0:10:48 > 0:10:50right through the length of the ship.
0:10:50 > 0:10:52'Once the sea boxes have been cleaned,
0:10:52 > 0:10:56'engineers will have to squeeze through the tight access holes
0:10:56 > 0:10:59'as they venture deeper into the ship's ballast tanks system
0:10:59 > 0:11:04'to inspect and repair their steel interior against corrosion.'
0:11:04 > 0:11:07The thing that makes this one stand out for me
0:11:07 > 0:11:10is that we have a great big ship here
0:11:10 > 0:11:13and you've got the daftest access to it
0:11:13 > 0:11:15you've ever come across in your life.
0:11:15 > 0:11:19'Colin qualified as an engineer at the Ministry of Defence
0:11:19 > 0:11:23'and has always been passionate about ships.'
0:11:23 > 0:11:25There are all sorts of plans of the ships,
0:11:25 > 0:11:28but the one that we need for this exercise is this.
0:11:28 > 0:11:31'Before Colin's team can begin examining the ship's labyrinth
0:11:31 > 0:11:34'of ballast tanks, he first needs to check that they're safe
0:11:34 > 0:11:36'and that no water remains inside them.'
0:11:39 > 0:11:41So, normally, when this,
0:11:41 > 0:11:44when the ship's out at sea, this would all be filled with water.
0:11:44 > 0:11:48- It would, yes.- Part of the ballast tanks.- Yeah, yeah.
0:11:48 > 0:11:50- It's pretty pokey round here.- Yup.
0:11:50 > 0:11:54'The tanks are divided into a series of smaller pockets
0:11:54 > 0:11:56'designed to prevent the volume of water,
0:11:56 > 0:11:58'equivalent to an Olympic-size swimming pool
0:11:58 > 0:12:01'from sloshing around the hull and making the ship unstable.'
0:12:03 > 0:12:07So, Colin, now we're pretty much right down inside the forepeak now.
0:12:07 > 0:12:10We're as far as any sensible person would go.
0:12:12 > 0:12:16'Moving around inside these tanks is cramped and claustrophobic.'
0:12:16 > 0:12:20As part of the check, you'd have engineers coming down here
0:12:20 > 0:12:22to do what kind of maintenance?
0:12:22 > 0:12:25The condition of the shell has to be checked.
0:12:25 > 0:12:29It's steel, it rusts and, therefore, it has to be monitored, looked at.
0:12:29 > 0:12:33All ships of this kind, in effect, are two things.
0:12:33 > 0:12:35You've got the lower part that sits in the water
0:12:35 > 0:12:37and that's the real ship, it's got all the machinery...
0:12:37 > 0:12:39- That's where we are now. - ..and everything. Yes.
0:12:39 > 0:12:43All the stuff up at height, the passengers going and the cars going
0:12:43 > 0:12:44and all that stuff...
0:12:46 > 0:12:49is cargo on the actual ship,
0:12:49 > 0:12:52- even though it's a permanent part of it.- Yeah.
0:12:52 > 0:12:56This is the bit that has to do the work of getting from here
0:12:56 > 0:12:57to there safely.
0:12:59 > 0:13:03'And that safety depends on making sure that the hull sits
0:13:03 > 0:13:06'at the correct level in the water.
0:13:06 > 0:13:07'Too heavy a load
0:13:07 > 0:13:10'and the ship could become dangerously low in the water
0:13:10 > 0:13:11'and susceptible to swamping.
0:13:11 > 0:13:15'So the simple horizontal line across the circle,
0:13:15 > 0:13:18the Plimsoll Line, indicates the maximum load level.'
0:13:18 > 0:13:20The other little marks there are indicators
0:13:20 > 0:13:24for different particular conditions, which would be freshwater
0:13:24 > 0:13:27- and saltwater or, you know. - And is that because freshwater
0:13:27 > 0:13:29and saltwater offer different buoyancies?
0:13:29 > 0:13:30Different densities.
0:13:30 > 0:13:33The saltwater is more buoyant, it's denser than freshwater.
0:13:33 > 0:13:40And, similarly, cold water is more buoyant than warm water.
0:13:40 > 0:13:42Cold water is more buoyant than warm water?
0:13:42 > 0:13:44- I never I never knew that. - That's correct. Yes.
0:13:44 > 0:13:47'And the Bruges is designed to compensate for these variables
0:13:47 > 0:13:51'by pumping water in or out of its ballast tanks.'
0:13:51 > 0:13:53Oh, freedom.
0:13:54 > 0:13:58'A part of this ship that I'm keen to get out of.'
0:13:58 > 0:14:02I don't envy the guys that have to actually do their work down there.
0:14:03 > 0:14:05Whooo.
0:14:05 > 0:14:07Oh, that's hard work.
0:14:09 > 0:14:13How's that, Colin? One of the perks of the jobs?
0:14:13 > 0:14:17Wouldn't do without it. Love it! I wouldn't want everybody to know this
0:14:17 > 0:14:19but it is one of the attractions of the job.
0:14:19 > 0:14:22I get to go places where, normally, nobody goes.
0:14:22 > 0:14:26It's brilliant. It's a real privilege to come along with you.
0:14:26 > 0:14:29I went to become an engineer because I just,
0:14:29 > 0:14:32anything, internal combustion, anything that goes bang
0:14:32 > 0:14:35and up and down and round and round and that's...
0:14:35 > 0:14:36and the bigger the better.
0:14:38 > 0:14:41'It's in the areas of the ship beneath the water line
0:14:41 > 0:14:43'that most of the important maintenance work,
0:14:43 > 0:14:45'over the next three weeks, will take place.
0:14:47 > 0:14:51'This is where many of the ship's most vital components are located
0:14:51 > 0:14:54'and where I found P&O's chief engineer, Hans Pronk.
0:14:54 > 0:14:59'He was part of the team that took delivery of the Pride of Bruges
0:14:59 > 0:15:00'25 years ago.'
0:15:01 > 0:15:06- My roots are at sea, so seawater is in the veins.- Yeah.
0:15:06 > 0:15:09'Han's engineering team are about to run tests
0:15:09 > 0:15:13'on a part of the ship that few passengers would even know exists.'
0:15:13 > 0:15:17Hans, why is this little room so important to the passengers?
0:15:17 > 0:15:22- Comfort. Comfort for the passengers. - This controls comfort?
0:15:23 > 0:15:26'The ferry is fitted with retractable fins,
0:15:26 > 0:15:29'known as stabilisers which help limit the rocking motion at sea
0:15:29 > 0:15:30'that can cause sea sickness.'
0:15:32 > 0:15:35- So this is the actuator that pushes the stabiliser arms out?- Yes.
0:15:35 > 0:15:38So, and at the moment, in dry dock,
0:15:38 > 0:15:40we get them out for repairs, cleaning, maintenance, whatever.
0:15:40 > 0:15:44'During the tests, engineers will be checking
0:15:44 > 0:15:47'that all the hydraulic systems are functioning correctly
0:15:47 > 0:15:50'and that both stabilisers are perfectly synchronised
0:15:50 > 0:15:51'to work together.'
0:15:51 > 0:15:54These would only normally be deployed in stormy weathers.
0:15:54 > 0:16:00The flaps at the back are controlled and move up and down
0:16:00 > 0:16:05and they counteract the rolling of the ship from side to side.
0:16:06 > 0:16:11As this flap goes up, on the other side, the flap will go down.
0:16:12 > 0:16:14Now the really clever thing about these
0:16:14 > 0:16:17is that they're controlled automatically by the ship
0:16:17 > 0:16:20through use of a gyroscope system,
0:16:20 > 0:16:23such that when that gyro moves to one side
0:16:23 > 0:16:28because of the rock of the ship and the roll of the waves,
0:16:28 > 0:16:30this thing knows exactly what to do.
0:16:30 > 0:16:35And it knows how far to turn because of how big those waves are.
0:16:38 > 0:16:40Clever stuff.
0:16:41 > 0:16:44'The Pride of Bruges was built in Japan 25 years ago,
0:16:44 > 0:16:48'specifically to carry passengers and cargo 200 miles
0:16:48 > 0:16:49'across the North Sea.'
0:16:51 > 0:16:53Oh, it's high up from here.
0:16:53 > 0:16:58'Inside, three freight decks can carry up to 850 vehicles.'
0:16:59 > 0:17:01'Above the freight decks are four more levels
0:17:01 > 0:17:04'to accommodate over a thousand passengers and crew,
0:17:04 > 0:17:07'complete with two restaurants, a nightclub, a casino
0:17:07 > 0:17:10'and a hotel with 350 cabins.'
0:17:12 > 0:17:14- It's amazing.- It's just this massive, almost like a town
0:17:14 > 0:17:17- with all the bars.- You wouldn't you wouldn't know you were at sea
0:17:17 > 0:17:20if it wasn't rocking about all over the show, would you?
0:17:21 > 0:17:25'Co-ordinating the maintenance of a machine this large
0:17:25 > 0:17:26'is a massive task.
0:17:28 > 0:17:31'The Newcastle engineering team are due to return the Pride of Bruges
0:17:31 > 0:17:34'to the North Sea in just 20 days' time.
0:17:34 > 0:17:39'Delays would be disruptive and costly.
0:17:39 > 0:17:42'Working to a tight deadline, the team's biggest challenge
0:17:42 > 0:17:44'is to repair thousands of square metres of steel,
0:17:44 > 0:17:47'which is showing its age.'
0:17:47 > 0:17:49Just try and keep a nice, even pattern.
0:17:49 > 0:17:51'While at sea, the hull's steel surface
0:17:51 > 0:17:53'has come under constant attack from marine life.'
0:17:55 > 0:17:56I mean, if this wasn't being done...?
0:17:56 > 0:17:58The steel itself would just deteriorate.
0:17:58 > 0:18:04'Seawater is also corrosive and would have caused much greater harm
0:18:04 > 0:18:05'were it not for these metal bars,
0:18:05 > 0:18:09'currently being replaced by Ritchie Acheson.'
0:18:10 > 0:18:12Ritchie, what is this piece?
0:18:12 > 0:18:15- It's anode, sacrificial anode. - Sacrificial anode?
0:18:15 > 0:18:18- It protects the steel, basically. - Yeah.- Protects the steel.
0:18:18 > 0:18:21- This is a new one, is it? - This is the new one.
0:18:21 > 0:18:24So these are put on the side? How many of them are on the ship?
0:18:24 > 0:18:27On the ship, about 50 in total.
0:18:27 > 0:18:31'The sacrificial anodes are made of zinc, a more reactive metal
0:18:31 > 0:18:35'than steel, which means corrosion attacks them first.
0:18:37 > 0:18:41'As their name suggests, they sacrifice themselves
0:18:41 > 0:18:42'to save the hull.
0:18:47 > 0:18:51'While engineers carry out repairs on the steel exterior of the ship,
0:18:51 > 0:18:55'inside, work is underway to replace two steel floors,
0:18:55 > 0:18:59'each the size of a football pitch, in the ferry's car decks.'
0:18:59 > 0:19:02- It's incredibly noisy down here, Neil.- Yes.
0:19:02 > 0:19:06'Overseeing this complex engineering project is Neil Farquhar.'
0:19:06 > 0:19:10The reason we're replacing the steel is the wear and tear,
0:19:10 > 0:19:13over the years, with the tracks that goes back and forth.
0:19:13 > 0:19:16- The steel actually wears down? - Oh, yeah, it wears down.- Does it?
0:19:16 > 0:19:19You've got to remember there's 18, 20 tonnes
0:19:19 > 0:19:22travelling back and forth on trailers and stuff.
0:19:22 > 0:19:25If it goes below a certain millimetre, it has to be replaced.
0:19:25 > 0:19:27To replace all that is a massive job.
0:19:27 > 0:19:31'To strip out the old decking would take months,
0:19:31 > 0:19:34'so engineers will be fixing a new level of steel above the old one,
0:19:34 > 0:19:36'saving time and money.
0:19:36 > 0:19:39The blue machine on the left-hand side is what we call
0:19:39 > 0:19:42a blast trap machine which shoots
0:19:42 > 0:19:47shot blast on to the surface to make it absolutely spotless.
0:19:47 > 0:19:49Oh, it really does, doesn't it?
0:19:49 > 0:19:53So that leaves the welders the clean surface to come along and...
0:19:53 > 0:19:56- It's like filing it down before... - Exactly.
0:19:56 > 0:19:58'Over the next three weeks,
0:19:58 > 0:20:01'the team not only have to grind the old decking down,
0:20:01 > 0:20:05but they also have to remove hundreds of manhole covers and fixtures
0:20:05 > 0:20:07'and re-fit them to the new surface.'
0:20:08 > 0:20:12- How big a piece are you adding on top?- Six mil.- Six mil more?
0:20:12 > 0:20:15That should see it right for another ten years.
0:20:15 > 0:20:17Oh, yeah, at least. Yeah, yeah.
0:20:21 > 0:20:25Extending the life of the ferry is the major goal for this overhaul
0:20:25 > 0:20:28and a week into the process, there's still much to do.
0:20:29 > 0:20:33Over 600 square metres of flooring needs to be re-laid
0:20:33 > 0:20:36as part of the passenger deck's refurbishment.
0:20:36 > 0:20:40The critical moving components that take the brunt of the forces at sea
0:20:40 > 0:20:42need to be checked and renovated
0:20:42 > 0:20:45and all four lifeboats must be removed.
0:20:45 > 0:20:50- 'Come down on your line, down on your line.'- OK.
0:20:50 > 0:20:52These potentially life-saving vessels
0:20:52 > 0:20:58can carry up to 150 passengers each. They'll be thoroughly examined,
0:20:58 > 0:21:01along with the release mechanism that lowers them into the water.
0:21:01 > 0:21:03Part of our service is to make sure
0:21:03 > 0:21:05that they are working and functioning correctly.
0:21:05 > 0:21:08Put them into the water, check the release system
0:21:08 > 0:21:09and do the maintenance.
0:21:11 > 0:21:13Safety on the ship is paramount
0:21:13 > 0:21:16and the main focus for the Newcastle engineering team.
0:21:17 > 0:21:21They're being helped by key members of the ferry's Dutch crew,
0:21:21 > 0:21:24who have stayed on board to operate the controls
0:21:24 > 0:21:25and working parts of the vessel.
0:21:28 > 0:21:32An old ship, 25 years plus, well maintained, well looked after,
0:21:32 > 0:21:35good crew on board who love the ship,
0:21:35 > 0:21:40they do two weeks on, two weeks off, and obviously treat it as a home.
0:21:40 > 0:21:43It's a good team. We've got about 120-ish crew
0:21:43 > 0:21:46working together with all people, that's most important thing,
0:21:46 > 0:21:48that will help you through the two weeks.
0:21:48 > 0:21:53The interaction is really great on this ship. Different nationalities
0:21:53 > 0:21:55and yeah, that's why I love it.
0:21:55 > 0:21:58Sailing for two weeks on the ship and then two weeks at home,
0:21:58 > 0:22:01enough time to spend at home with your family.
0:22:01 > 0:22:05No-one knows the Pride of Bruges better than its crew.
0:22:05 > 0:22:08Today, they're working with Colin and the Newcastle team
0:22:08 > 0:22:10to operate the ship's two four-tonne anchors.
0:22:13 > 0:22:16They need to examine their 329-metre chains
0:22:16 > 0:22:19stored in lockers deep in the bow of the vessel
0:22:19 > 0:22:21for potentially lethal wear.
0:22:21 > 0:22:25The anchors are the only brakes that the ship has.
0:22:25 > 0:22:28It either hits something solid, which is undesirable...
0:22:28 > 0:22:31- Unadvisable, yeah. - ..and the captain gets embarrassed
0:22:31 > 0:22:33or you hang on to what's down there.
0:22:33 > 0:22:36The ship will not stand still.
0:22:36 > 0:22:40- What are we looking for in that inspection?- Any defects.
0:22:40 > 0:22:44- That rubs on that.- Yeah. - Naturally, that causes wear.
0:22:44 > 0:22:46Remember, if they are actually anchored,
0:22:46 > 0:22:49- those things are working all the time.- Yeah.
0:22:49 > 0:22:52And there's a maximum wear allowed on them.
0:22:53 > 0:22:56To accurately measure the wear on every single link,
0:22:56 > 0:22:59all 329 metres of chain is released,
0:22:59 > 0:23:04an operation rarely carried out on this ferry, except in emergencies.
0:23:04 > 0:23:07You can see the rust flying off it
0:23:07 > 0:23:10as the pressure of each link on those chains
0:23:10 > 0:23:13goes through the teeth on the wheel.
0:23:13 > 0:23:15It's just grinding it straight off.
0:23:18 > 0:23:20Next, the team must carefully organise the chain
0:23:20 > 0:23:23along the bottom of the dock, a potentially dangerous task
0:23:23 > 0:23:26that has crushed dock workers in the past.
0:23:26 > 0:23:28They load the chain onto the ship in lengths.
0:23:28 > 0:23:32After they've loaded one length, you can see they join it with a red link.
0:23:32 > 0:23:36After one length, they paint one link either side with white paint.
0:23:36 > 0:23:40After two lengths, two links either side get painted white.
0:23:40 > 0:23:41After three lengths, three links
0:23:41 > 0:23:45so you can see at a glance exactly how much chain you've fed out.
0:23:45 > 0:23:48The anchor prevents the ship from drifting away
0:23:48 > 0:23:50due to the currents or tide.
0:23:52 > 0:23:53A common misconception
0:23:53 > 0:23:56is that it's the anchor itself that acts as the main weight
0:23:56 > 0:23:59to secure the ship in its position.
0:23:59 > 0:24:04In fact, it's the weight of the chain that holds the ship in place.
0:24:04 > 0:24:06The anchor is merely there
0:24:06 > 0:24:09to keep the chain in the correct place on the seabed.
0:24:12 > 0:24:15The final link in the chain is attached to a single pin
0:24:15 > 0:24:17deep in the bowels of the vessel.
0:24:19 > 0:24:22You pull the pin there, which is painted down.
0:24:22 > 0:24:25- There's a back-up on everything. - Yeah, of course.
0:24:25 > 0:24:29That's there so it can't work its way out while nobody's looking.
0:24:29 > 0:24:33And then you get your mightiest crewman.
0:24:33 > 0:24:37With him, hit here, knock it out,
0:24:37 > 0:24:41that pin goes through the bitter end, the last link of the cable.
0:24:41 > 0:24:45- So the last link of the chain is called the bitter end.- Yes.
0:24:45 > 0:24:47And the whole anchor and the whole chain
0:24:47 > 0:24:50is connected to the ship by the bitter end.
0:24:50 > 0:24:52Exactly. More importantly...
0:24:54 > 0:24:58the ship is connected to the anchor by the bitter end.
0:24:58 > 0:25:01Releasing the bitter end would the captain's last resort,
0:25:01 > 0:25:04casting the ship adrift in the sea.
0:25:04 > 0:25:07You build a ship and you hope that will never be used,
0:25:07 > 0:25:11- except for normal anchor chain changes.- Yes.
0:25:12 > 0:25:16The anchor and its chain is 25 years old,
0:25:16 > 0:25:18the same age as the ship
0:25:18 > 0:25:21and like many of the ship's 10 million components,
0:25:21 > 0:25:22as it gets older,
0:25:22 > 0:25:25it will require an increasing amount of maintenance and repairs.
0:25:26 > 0:25:29In the end, the Pride of Bruges
0:25:29 > 0:25:31will simply become too costly to keep running.
0:25:32 > 0:25:35Then, it will end up at a ship-breaking yard
0:25:35 > 0:25:39like this one in Belgium, the largest of its kind in Europe.
0:25:43 > 0:25:45Here, over 50 ships a year
0:25:45 > 0:25:48are plundered for spare parts and broken up. It's the perfect place
0:25:48 > 0:25:52to look even more closely at how all ships are built.
0:25:52 > 0:25:55There's all manner of activity going on here.
0:25:55 > 0:26:00Ships being sailed in to get cut up, scrapped
0:26:00 > 0:26:04and it all gets loaded up and taken off to be recycled.
0:26:05 > 0:26:08Ships usually arrive at the yard in full working order.
0:26:08 > 0:26:13Looks like it's just been completely abandoned.
0:26:14 > 0:26:17The salvage team, led by Mario Mears,
0:26:17 > 0:26:21then get to work, removing any valuable components left on board.
0:26:21 > 0:26:23That's a pretty massive engine.
0:26:23 > 0:26:29A working engine could fetch over £50,000.
0:26:29 > 0:26:30How much would this weigh, roughly?
0:26:30 > 0:26:33- 27 tonnes.- 27 tonnes of engine?- Yep.
0:26:35 > 0:26:37The team must be careful.
0:26:37 > 0:26:39Removing a heavy engine while the ship is still afloat
0:26:39 > 0:26:43can weaken its thin, finely-balanced hull,
0:26:43 > 0:26:44snapping it in half.
0:26:46 > 0:26:49I mean, that would be disastrous. You've got people on board cutting
0:26:49 > 0:26:51- and suddenly...- People on board,
0:26:51 > 0:26:55residues of oil into the water, so...
0:26:55 > 0:26:57Let alone the value of the ship, but you could destroy...
0:26:57 > 0:27:00It would be a catastrophe.
0:27:10 > 0:27:13That's it, it's down. Job done.
0:27:15 > 0:27:19Engine safely out, the remaining hull is light enough
0:27:19 > 0:27:23to be hauled up onto dry land to be cut up and recycled.
0:27:25 > 0:27:31Effectively, we're just dragging it from the sea up here onto dry land.
0:27:33 > 0:27:36This Mexican dredging vessel
0:27:36 > 0:27:39used to pump sand and silt off the bottom of South American ports.
0:27:41 > 0:27:42It has a hull that follows
0:27:42 > 0:27:47the same principle and dimensions of our ferry - just half the size.
0:27:47 > 0:27:50Stood in front of this perfect cross-section of a ship.
0:27:50 > 0:27:54Cut right through, it just gives you a brilliant picture of the structure
0:27:54 > 0:27:56and what goes on inside,
0:27:56 > 0:27:59better than any engineering drawing could ever give you.
0:28:00 > 0:28:04And whilst this is obviously built and designed to transport cargo
0:28:04 > 0:28:07and our ship, people and cars,
0:28:07 > 0:28:09the principle's very much the same.
0:28:09 > 0:28:12The flat bottom hull
0:28:12 > 0:28:14and the ballast tanks on the side.
0:28:14 > 0:28:18The other great thing about this cross-section is it allows you
0:28:18 > 0:28:20to see how thick the hull is
0:28:20 > 0:28:23or in fact, actually, how thin it is.
0:28:23 > 0:28:26That's probably, what? A couple of centimetres at max?
0:28:27 > 0:28:30You just imagine how something as thin as this
0:28:30 > 0:28:33can get ripped to shreds
0:28:33 > 0:28:37if it came up against something solid like a rock.
0:28:37 > 0:28:39It will take another two weeks
0:28:39 > 0:28:43for the salvage team to cut up the rest of this 2,000-tonne hull,
0:28:43 > 0:28:45ready to be recycled.
0:28:45 > 0:28:48Our ship, the Pride of Bruges,
0:28:48 > 0:28:50should be at least another ten years away
0:28:50 > 0:28:53from this stage of its life cycle.
0:28:55 > 0:28:59In Newcastle, the ferry's now halfway through its three-week overhaul
0:28:59 > 0:29:02and so far, the engineering team are on schedule.
0:29:02 > 0:29:04Throughout the process,
0:29:04 > 0:29:07one of its four diesel engines has been ticking over
0:29:07 > 0:29:12to provide electrical power to the ship's control systems.
0:29:12 > 0:29:15I'm right at the back or the aft of the ship,
0:29:15 > 0:29:20the real business end, and down here is where the engines are
0:29:20 > 0:29:23that power this beast of a vessel.
0:29:26 > 0:29:30It's the heart of the beast. That's where all the action is. It's alive.
0:29:30 > 0:29:33It pumps the energy through the ship
0:29:33 > 0:29:35and you can feel it when you're in there.
0:29:35 > 0:29:39You can't hear anything else, but you can feel it!
0:29:39 > 0:29:43Even with ear protectors on, when the ship is at sea,
0:29:43 > 0:29:45it's simply too loud in the engine room
0:29:45 > 0:29:47for engineers to work safely for long periods.
0:29:50 > 0:29:52So while the ship is in dry dock,
0:29:52 > 0:29:54chief engineer Hans Pronk and his team
0:29:54 > 0:29:58have just a few days to check the thousands of valves for any leaks
0:29:58 > 0:30:00and carry out important system checks
0:30:00 > 0:30:02on the engine's complex electronic controls.
0:30:04 > 0:30:07So you're able to see here and actually control
0:30:07 > 0:30:11everything out in the engines, all the pumps, all the generators?
0:30:11 > 0:30:16All the things will be displayed on a screen like this.
0:30:16 > 0:30:19As you see, the controls over here are for pumps,
0:30:19 > 0:30:22the controls for propellers, the controls for generators,
0:30:22 > 0:30:26the control for main engine, clutching, declutching...
0:30:26 > 0:30:28- The steering.- Steering, everything.
0:30:28 > 0:30:31Despite the noise and heat,
0:30:31 > 0:30:34Hans is never more at home than when he's in an engine room.
0:30:34 > 0:30:39When you're out at sea, it's even more noisy than it is now down here?
0:30:39 > 0:30:42Oh yeah, yeah. You definitely need a lot of ear protection.
0:30:42 > 0:30:45At sea, all four engines will be running,
0:30:45 > 0:30:48constantly driving the ship's two propellers
0:30:48 > 0:30:50as well as supplying the ship with hot water
0:30:50 > 0:30:53and enough electricity to power a small town.
0:30:56 > 0:30:57I mean, this really gives you
0:30:57 > 0:31:00an idea of the size of the engines and the pistons.
0:31:00 > 0:31:04So the diameter of a piston inside the engine is that.
0:31:04 > 0:31:06'A piston in a regular car engine
0:31:06 > 0:31:10'is closer to the size of a fizzy drinks can.'
0:31:10 > 0:31:11Now this piston here,
0:31:11 > 0:31:15that's just been refurbished, has it, ready to be used again?
0:31:15 > 0:31:18- Yes, you see it is all brand new. - Yeah. I can see.
0:31:18 > 0:31:23- But it's fit for use.- How much would one of these cost new, roughly?
0:31:23 > 0:31:27- About £7,000 for the top part. This has been split.- Yeah?
0:31:27 > 0:31:31Then you have the lower part, which is another £7,000, roughly.
0:31:31 > 0:31:34- So around £14-15,000?- Yes.
0:31:35 > 0:31:37In addition to 30 pistons
0:31:37 > 0:31:43costing £182,000, there are tens of thousands of valves, pumps and pipes
0:31:43 > 0:31:47all working together to supply the ship with the power it needs.
0:31:50 > 0:31:56- So what's the power that we've got on here, Hans?- Its 5,760 kilowatts.
0:31:56 > 0:31:59The power output from an average car is what in kilowatts?
0:31:59 > 0:32:01Ah...100 kilowatts, about.
0:32:01 > 0:32:08- So that means this is about the same power output as about 58 cars?- Yes.
0:32:08 > 0:32:11In total, the ferry's four engines
0:32:11 > 0:32:14generate a power equivalent to over 200 cars.
0:32:14 > 0:32:17And on a 14-hour crossing of the North Sea,
0:32:17 > 0:32:19that means the Pride of Bruges
0:32:19 > 0:32:22will get through over 30 tonnes of diesel fuel.
0:32:27 > 0:32:30Back at the ship-breaking yard in Belgium,
0:32:30 > 0:32:32a fuel tank has been split wide open,
0:32:32 > 0:32:36revealing what the vessel consumed and how it consumed it.
0:32:37 > 0:32:40The fuel they use on ships is one of the cheapest,
0:32:40 > 0:32:43real heavy fuel oil you can get. I mean, look at it.
0:32:43 > 0:32:45I mean this is kind of crude oil.
0:32:45 > 0:32:49Once you've taken off gas, petrol, diesel in the refinery...
0:32:49 > 0:32:52- It's what's left?- This is kind of what's left.- Looks like treacle.
0:32:52 > 0:32:54So on a ship, it has to go through...
0:32:54 > 0:32:56the fuel goes through three different stages
0:32:56 > 0:32:59before it can be injected into the engine and burned.
0:32:59 > 0:33:01The pipe-work you can see running through,
0:33:01 > 0:33:04it's like the heating element at the bottom of a kettle.
0:33:04 > 0:33:07This is used to heat up the fuel
0:33:07 > 0:33:11so it goes from this really viscous thick sticky stuff
0:33:11 > 0:33:12into something more liquid
0:33:12 > 0:33:14they can start pumping through the fuel system.
0:33:14 > 0:33:17So it gets thinned out by being kept warm?
0:33:17 > 0:33:18Yeah, it gets thinned out.
0:33:18 > 0:33:21But it's not ready to be burned yet cos actually, in this,
0:33:21 > 0:33:25you've got all sorts of impurities, there's water in there as well
0:33:25 > 0:33:27and they've a really clever system
0:33:27 > 0:33:29for separating out the stuff we don't want
0:33:29 > 0:33:31so we get a fuel oil that is burnable.
0:33:33 > 0:33:35And that system is called a centrifuge,
0:33:35 > 0:33:38which I'm going to demonstrate with a bicycle and a bottle
0:33:38 > 0:33:40full of a mixture of sand, water and oil
0:33:40 > 0:33:43to represent the ship's fuel and its impurities.
0:33:46 > 0:33:48So I'm going to get this wheel spinning,
0:33:48 > 0:33:52much as it would be on the centrifuge on a ship.
0:33:52 > 0:33:54Now, as that spins, the acceleration
0:33:54 > 0:33:57forces the heavier objects or the denser objects
0:33:57 > 0:34:00towards the outer edge of our bottle. So let's have a look
0:34:00 > 0:34:03- at what we've been left with...- Wow.
0:34:03 > 0:34:06..with our little makeshift centrifuge.
0:34:06 > 0:34:08So you can quite clearly see there
0:34:08 > 0:34:12the heavier, denser stuff was thrown right out
0:34:12 > 0:34:15and that's the sand, the impurities within the fuel on the ship.
0:34:15 > 0:34:17- Yeah.- Then you've got the water -
0:34:17 > 0:34:20that represents the water in the fuel on the ship
0:34:20 > 0:34:22and up top, you've got the least dense liquid in there
0:34:22 > 0:34:26and that's the oil. And that'll be the fuel oil on the ship,
0:34:26 > 0:34:29which can then be tapped off and burned in the engines.
0:34:29 > 0:34:31Very good.
0:34:31 > 0:34:34At sea, 2,500 litres of this fuel
0:34:34 > 0:34:36is burned every hour on the Pride of Bruges,
0:34:36 > 0:34:40generating over 40,000 horsepower,
0:34:40 > 0:34:43most of which is used to turn the ship's two colossal propellers
0:34:43 > 0:34:49linked to the engines by these 130-metre long shafts.
0:34:49 > 0:34:51This shaft runs right from the transmission
0:34:51 > 0:34:54- right out to the propeller? - Yes, absolutely, yeah.
0:34:56 > 0:34:58The shafts are so long because
0:34:58 > 0:35:00if the engines and propellers were next to each other,
0:35:00 > 0:35:03their combined weight of over 200 tonnes
0:35:03 > 0:35:06would place too much weight in the stern of the ship,
0:35:06 > 0:35:08making the ferry unstable.
0:35:11 > 0:35:14The propellers work by pushing water in one direction,
0:35:14 > 0:35:18causing the ship to be moved in the other.
0:35:18 > 0:35:20The angle and speed of the blades
0:35:20 > 0:35:23affect the volume of water being moved
0:35:23 > 0:35:25and therefore the speed of the ship.
0:35:26 > 0:35:28At four-and-a-half metres in diameter
0:35:28 > 0:35:30and weighing 14 tonnes each,
0:35:30 > 0:35:35the two propellers on the Bruges can spin on 120 revolutions a minute.
0:35:36 > 0:35:39They're in the process of being polished
0:35:39 > 0:35:41by engineer Paul Baker and his team,
0:35:41 > 0:35:45an essential job they can only do when the ship is in dry dock.
0:35:45 > 0:35:48Once they've been polished, then we will crack-detect.
0:35:48 > 0:35:50The areas that you crack-detect
0:35:50 > 0:35:52- are in the palm, where the bolts are...- OK.
0:35:52 > 0:35:54..and on the tips of the blades.
0:35:54 > 0:35:57- OK.- This is purely to identify
0:35:57 > 0:36:00whether or not there is any surface imperfections or fractures
0:36:00 > 0:36:02within the blade material.
0:36:02 > 0:36:05These surface imperfections
0:36:05 > 0:36:08can be caused by a phenomenon known as cavitation.
0:36:08 > 0:36:10When the propeller's spinning,
0:36:10 > 0:36:13the rapid changes of pressure in the water around the blades
0:36:13 > 0:36:16can cause cavities or bubbles to form.
0:36:16 > 0:36:18The constant implosion of these bubbles
0:36:18 > 0:36:21as the liquid collapses into the void produces a shockwave
0:36:21 > 0:36:24which can damage the surface metal of the propeller.
0:36:24 > 0:36:28If left unchecked, cavitation could result in a ship losing a blade.
0:36:28 > 0:36:31So this is being inspected at the moment?
0:36:31 > 0:36:33It is. We will proceed with the polishing of the blades
0:36:33 > 0:36:36- and the crack detection. - So when you polish it,
0:36:36 > 0:36:38what's the effect that will have?
0:36:38 > 0:36:40- Efficiency. - It'll improve the efficiency.
0:36:40 > 0:36:42It will improve the efficiency of the blade
0:36:42 > 0:36:45as regards the resistance within the water
0:36:45 > 0:36:48- so therefore, it will reduce these fuel costs.- OK.
0:36:48 > 0:36:50It's all about reducing fuel costs.
0:36:50 > 0:36:52Those costs are further lowered
0:36:52 > 0:36:55by the ingenious design of the propellers,
0:36:55 > 0:36:58which enable the captain to control the pitch of the blades,
0:36:58 > 0:37:02an invention that's best demonstrated by this replica model.
0:37:04 > 0:37:08Unlike cars, where the engine speed determines how fast the car's going,
0:37:08 > 0:37:10that's not necessarily the case in ships.
0:37:10 > 0:37:12It's the angle of the blades in the water
0:37:12 > 0:37:15which is going to determine how fast you're moving.
0:37:15 > 0:37:18So when the propellers are in this position now,
0:37:18 > 0:37:21in which they're quite flat, it's pretty much like
0:37:21 > 0:37:24having a dinner plate slapped onto the end of the shaft
0:37:24 > 0:37:27so when it's spinning, it's not giving you any forward thrust.
0:37:27 > 0:37:30And when you start to change the pitch,
0:37:30 > 0:37:33you start to get an increased amount of thrust
0:37:33 > 0:37:35and propulsion forwards on the ship.
0:37:35 > 0:37:38If the captain then wants to reverse the ship, what happens is,
0:37:38 > 0:37:41he reverses the angle of these blades completely,
0:37:41 > 0:37:44such that the water's being propelled in the opposite direction
0:37:44 > 0:37:46and the ship goes backwards.
0:37:46 > 0:37:49And that means he doesn't have to slow down the propeller
0:37:49 > 0:37:51from the forward direction,
0:37:51 > 0:37:53crank it in and then speed it back up again.
0:37:53 > 0:37:57That whole process can be done while the shaft's still turning.
0:37:57 > 0:38:01So this clever design makes the ship that much more manoeuvrable
0:38:01 > 0:38:03with quicker response times
0:38:03 > 0:38:07and is more fuel-efficient, making it much cheaper to run.
0:38:10 > 0:38:14It's now only ten days before the Pride of Bruges
0:38:14 > 0:38:17is due to ferry passengers and cargo across the North Sea.
0:38:17 > 0:38:19And with time running out, engineers must make sure
0:38:19 > 0:38:22that all the critical components, usually underwater,
0:38:22 > 0:38:24are in perfect working order.
0:38:26 > 0:38:30Any failures at sea would mean returning the ship to dry dock,
0:38:30 > 0:38:33resulting in a huge financial cost and a cancelled service.
0:38:35 > 0:38:38A faulty rudder would prevent the crew
0:38:38 > 0:38:43from being able to steer the ferry into port unaided,
0:38:43 > 0:38:45so Paul and his team must now check
0:38:45 > 0:38:48that the rudder's washers and bearings, known as bushes,
0:38:48 > 0:38:52haven't worn down due to continual movement in the water.
0:38:53 > 0:38:56You do get a wear factor on these
0:38:56 > 0:38:58and sometimes you have to part the blade and the flap
0:38:58 > 0:39:01- and renew these riding washers. - What would be the situation
0:39:01 > 0:39:03where you'd have to remove the whole rudder?
0:39:03 > 0:39:06If we have a problem with the main trunk housing,
0:39:06 > 0:39:07if the clearance is excessive,
0:39:07 > 0:39:11then we have to lower the rudder, remove the rudder,
0:39:11 > 0:39:13take the post out, then renew the bush.
0:39:13 > 0:39:16So what's the danger of not spotting something like that
0:39:16 > 0:39:18where you've got really high clearance?
0:39:18 > 0:39:21If you have a high clearance, you could actually lose your rudder.
0:39:21 > 0:39:23- At sea?- Yeah. You'd lose the rudder.
0:39:23 > 0:39:27- So these checks...- They're very important. They're very important.
0:39:28 > 0:39:31Housed directly above the four-tonne rudders
0:39:31 > 0:39:34are the hydraulic actuators that move them.
0:39:34 > 0:39:36They're controlled electronically
0:39:36 > 0:39:39by the ship's steering wheel at the bow of the vessel.
0:39:41 > 0:39:44I'm fascinated to know how you control a ship like this
0:39:44 > 0:39:48so I want to find the nerve centre. I want to find the bridge.
0:39:49 > 0:39:54I've arranged to meet the most important man on the ship -
0:39:54 > 0:39:56'its captain, Ari Kaniworf.'
0:39:56 > 0:39:57Found the bridge.
0:39:59 > 0:40:01- Ari.- Good morning. Good morning, Tom, welcome.
0:40:01 > 0:40:04- This is the bridge. I've found it. - This the bridge, yes.
0:40:04 > 0:40:07- It's hard to find. - It's hidden behind closed doors...
0:40:07 > 0:40:09- Seems to be.- ..for obvious reasons.
0:40:10 > 0:40:13The main controls to manoeuvre the ferry in close quarters
0:40:13 > 0:40:15are located on the bridge's wings
0:40:15 > 0:40:19that protrude beyond each side of the hull
0:40:19 > 0:40:23so that the captain can see along either side of the vessel.
0:40:23 > 0:40:26We have the bow thrusters here at our disposal.
0:40:26 > 0:40:29Now these are just those little propellers...
0:40:29 > 0:40:32- well, I say little, they're about six foot.- Relatively little.
0:40:32 > 0:40:36And I can move the bow basically sideways, yeah.
0:40:36 > 0:40:38So you've got a rudder here.
0:40:38 > 0:40:41Rudder, bow thrusters and both engines.
0:40:41 > 0:40:44I thought you'd have a wheel. Thought there'd be a wooden wheel.
0:40:44 > 0:40:46You want to see the wheel?
0:40:46 > 0:40:48I think you'll be a little disappointed with our wheel.
0:40:48 > 0:40:53- This is it.- This has been modernised, hasn't it?- This is it.
0:40:53 > 0:40:54It isn't what I expected.
0:40:54 > 0:40:57Well, the big steering wheels are getting smaller.
0:40:57 > 0:41:01The ships and the rudders that drive them are getting bigger.
0:41:01 > 0:41:03As a passenger and cargo ferry,
0:41:03 > 0:41:05the ship is regularly in and out of port
0:41:05 > 0:41:08so manoeuvrability is key.
0:41:09 > 0:41:14Therefore, the vessel has been equipped with special rudders.
0:41:14 > 0:41:18These are Becker rudders. They're a high manoeuvrability rudder.
0:41:18 > 0:41:22You have a flap, as you can see, on the mechanism here. Becker flap.
0:41:22 > 0:41:25What's the advantage of having this on the back of the rudder?
0:41:25 > 0:41:28It increases the manoeuvrability of the vessel.
0:41:28 > 0:41:31Water that's been driven through the propeller
0:41:31 > 0:41:33is diverted by the angle of the rudder,
0:41:33 > 0:41:35changing the direction of the ship.
0:41:37 > 0:41:39The addition of the Becker flap to the rudder
0:41:39 > 0:41:43is an ingenious yet simple way of getting extra manoeuvrability.
0:41:45 > 0:41:46Because of its position,
0:41:46 > 0:41:50this smaller flap has a bigger effect on diverting the water flow,
0:41:50 > 0:41:53making tighter, quicker turns possible.
0:41:55 > 0:41:58So what would be happening if you're doing 18 knots, top speed?
0:41:58 > 0:42:01- Top speed.- Clear day...- Yeah.
0:42:01 > 0:42:03..and you just went "whoof"?
0:42:05 > 0:42:09The ship will...list considerably.
0:42:09 > 0:42:13- OK.- Everything that's not secure will fall down.
0:42:15 > 0:42:19Clearly, there's no way to see Ari manoeuvre the ship
0:42:19 > 0:42:20while it's in dry dock.
0:42:22 > 0:42:25But fortunately, the Pride of Bruges has a sister ship,
0:42:25 > 0:42:27the Pride of York.
0:42:28 > 0:42:30Built in Scotland to exactly the same specifications
0:42:30 > 0:42:32as its Japanese sister,
0:42:32 > 0:42:37the York also carries out the daily Hull to Zeebrugge crossing.
0:42:38 > 0:42:39Between the two ships,
0:42:39 > 0:42:43they ferry 400,000 holidaymakers and business travellers
0:42:43 > 0:42:46between Britain and the Continent every year.
0:42:46 > 0:42:48'On behalf of P&O Ferries, I would like to welcome you
0:42:48 > 0:42:50'on board the Pride of York.
0:42:50 > 0:42:54'This ship is now secure for sea and will leave the berth shortly.'
0:42:54 > 0:42:57As dusk falls, we're offered a rare opportunity
0:42:57 > 0:43:02to view the most challenging part of its journey from the bridge.
0:43:02 > 0:43:05Alistair, why is it such mellow lighting in here?
0:43:05 > 0:43:08All craft are illuminated and we have navigation lights.
0:43:08 > 0:43:11It's an imperative that we see those lights as soon as possible.
0:43:11 > 0:43:13Any background light on the bridge
0:43:13 > 0:43:17would spoil our night vision and we wouldn't see those other ships.
0:43:17 > 0:43:19- It's the same reason as in your car. - Exactly the same.
0:43:19 > 0:43:21If you have bright lights in your car,
0:43:21 > 0:43:23you can't see what's outside the windows.
0:43:25 > 0:43:26Captain Alistair McFadyen
0:43:26 > 0:43:29shares the skipper role with his Dutch counterpart,
0:43:29 > 0:43:31which means tonight, he's free to explain
0:43:31 > 0:43:34how the crew manoeuvres the ferry through a narrow lock
0:43:34 > 0:43:36on its departure from Hull.
0:43:36 > 0:43:39All the navigation's going on at the other end of the bridge?
0:43:39 > 0:43:41It is. Captain Rowley and the chief officer,
0:43:41 > 0:43:44they're manoeuvring the vessel at the moment.
0:43:44 > 0:43:47- So this is quite an intricate manoeuvre.- It is.
0:43:47 > 0:43:50We're trying to get this enormous ferry into that tiny little lock.
0:43:50 > 0:43:52Into a pretty small gap, yes.
0:43:52 > 0:43:54When we're in there, how much leeway have we?
0:43:54 > 0:43:57You've got about 18 inches either side of the vessel as we move in.
0:43:57 > 0:44:00It's a very tricky manoeuvre.
0:44:00 > 0:44:03We use our own machinery, main engines and bow thrusters
0:44:03 > 0:44:07and of course, the rudders to get the ship in here
0:44:07 > 0:44:10and as you can see, we do things very slowly
0:44:10 > 0:44:12and nice and gently.
0:44:14 > 0:44:17That is unbelievable!
0:44:17 > 0:44:20From up here, I can't believe that's 18 inches,
0:44:20 > 0:44:22it looks like it's about an inch.
0:44:22 > 0:44:24HE LAUGHS
0:44:25 > 0:44:29The smallest of errors could result in damage to the hull,
0:44:29 > 0:44:32where many of the ship's most important components are housed.
0:44:32 > 0:44:34But the York has been designed
0:44:34 > 0:44:38to the exact specifications of this particular lock.
0:44:40 > 0:44:43Is there not an argument economically
0:44:43 > 0:44:47to have a smaller ship or a bigger lock, that you can be quicker
0:44:47 > 0:44:49so you can get more ships through?
0:44:49 > 0:44:52The bare fact is that the lock is built
0:44:52 > 0:44:56and if they'd built it twice as big,
0:44:56 > 0:44:58we would have built a ship twice as big.
0:44:59 > 0:45:01Now, the ship has to wait
0:45:01 > 0:45:04until the level of the water inside the lock
0:45:04 > 0:45:06reaches the same level as the river outside.
0:45:06 > 0:45:09The whole idea of this dock basin
0:45:09 > 0:45:13is to maintain a certain depth of water all the time
0:45:13 > 0:45:14so any ships inside
0:45:14 > 0:45:17always have a guaranteed amount of water under their keel
0:45:17 > 0:45:21so they can work cargo throughout their stay in the port.
0:45:21 > 0:45:23- There we go. - There we go, opening up.
0:45:28 > 0:45:33The crew now have to navigate the ferry 200 miles
0:45:33 > 0:45:36across busy shipping lanes in the North Sea.
0:45:36 > 0:45:39This is the route we'll be taking,
0:45:39 > 0:45:41so we'll be on the starboard side of the channel.
0:45:41 > 0:45:42We come all the way down to the sea reach.
0:45:42 > 0:45:45Once we get to that point, we'll alter course
0:45:45 > 0:45:49to a course of 124 degrees all the way down to Zeebrugge.
0:45:50 > 0:45:54Today, ships are equipped with global positioning systems
0:45:54 > 0:45:58that use satellites to fix the ship's location to within metres
0:45:58 > 0:46:01and an automatic identification system
0:46:01 > 0:46:05that then broadcasts the information to nearby vessels.
0:46:06 > 0:46:09Superimposing that information onto the English channel
0:46:09 > 0:46:13reveals how ships have to stick to lanes like traffic on a motorway.
0:46:15 > 0:46:17But despite all the latest technology,
0:46:17 > 0:46:20a captain must still be able to fall back on the charts.
0:46:20 > 0:46:24Like any prudent mariner, you don't rely on electronics
0:46:24 > 0:46:27so we could take a bearing and distance from a point of land
0:46:27 > 0:46:30- using the parallel rules here. - Yeah, recognise those.
0:46:30 > 0:46:33Very simple tool, very effective,
0:46:33 > 0:46:36and it's used by lining up on the compass rows here
0:46:36 > 0:46:39and then you line up to whichever bearing required
0:46:39 > 0:46:42and then you can simply move them across the chart
0:46:42 > 0:46:45- to transfer a position line.- OK.
0:46:45 > 0:46:48Very simple, very practical,
0:46:48 > 0:46:52- and sadly, soon to disappear. - Soon to disappear? How come?
0:46:52 > 0:46:58Well, modern ships are now moving towards electronic chart displays
0:46:58 > 0:47:00and that will be their main navigational source.
0:47:00 > 0:47:03- So paper, pencil...- So all these paper charts will disappear.
0:47:03 > 0:47:08Alistair's worked on ferries like the Pride of York for 38 years
0:47:08 > 0:47:13and I'm keen to know if he has an emotional bond with his ships.
0:47:13 > 0:47:16I think you do always develop a bond
0:47:16 > 0:47:20with the vessels you work on for any length of time.
0:47:20 > 0:47:22It's not the ship, the ship is just a vessel.
0:47:22 > 0:47:25It's the people on it that really make a ship.
0:47:25 > 0:47:28You can have the best ship in the world with a rubbish crew
0:47:28 > 0:47:30and every day drags, it's horrendous.
0:47:30 > 0:47:34And you can have a really older ship with lots of challenges
0:47:34 > 0:47:39but with the right crew, it's a pleasure to come to work. Fantastic.
0:47:39 > 0:47:41What's the most challenging thing for you
0:47:41 > 0:47:45- when you're captaining a ship? - Weather.- Weather?- Weather, weather.
0:47:45 > 0:47:48Is that something you relish as a challenge?
0:47:48 > 0:47:52I don't think I would ever say I relish the challenge of the weather
0:47:52 > 0:47:54because we are mere mortals
0:47:54 > 0:47:58and I think, you know, from my experience,
0:47:58 > 0:48:02the people that get caught out are the guys that relish the challenge.
0:48:03 > 0:48:06The ferry has all the latest navigation technology to help
0:48:06 > 0:48:10while sensors located throughout the vessel give early warning signs
0:48:10 > 0:48:13of any engineering problems and hazards, including flooding.
0:48:16 > 0:48:18But it still needs the skills of its crew
0:48:18 > 0:48:21to sail this ship safely in all weathers
0:48:21 > 0:48:24across 200 miles of North Sea with up to 1,000 people on board.
0:48:27 > 0:48:30This is such a gorgeous way to end a journey.
0:48:30 > 0:48:31It's an incredibly civilised way
0:48:31 > 0:48:36- to get across to the Continent, isn't it?- Yeah, it really is.
0:48:36 > 0:48:38Very civilised.
0:48:39 > 0:48:42Our arrival in the Belgian port of Zeebrugge
0:48:42 > 0:48:46gives us a chance to return to the ship salvage yard nearby
0:48:46 > 0:48:50to see what happens to a ship's carcass once it's been torn apart.
0:48:59 > 0:49:04This is what ends up happening to ships at this scrap yard
0:49:04 > 0:49:08without any respect for the work they've done.
0:49:08 > 0:49:12They're just getting munched up by this shearer
0:49:12 > 0:49:13and thrown up on the scrapheap.
0:49:16 > 0:49:19And this is what the salvage team are after - steel.
0:49:19 > 0:49:21Mountains and mountains of steel.
0:49:23 > 0:49:27750,000 tonnes of steel is salvaged at this recycling yard every year,
0:49:27 > 0:49:30ready to be shipped up the river to the ArcelorMittal steel plant,
0:49:30 > 0:49:34where the next stage in its life cycle begins.
0:49:35 > 0:49:40Here, containers the size of three-storey buildings
0:49:40 > 0:49:43carry molten metal through the giant production line.
0:49:43 > 0:49:45It's just so impressive, the size of the equipment
0:49:45 > 0:49:47and the temperatures involved.
0:49:49 > 0:49:525 million tonnes of steel is produced here every year,
0:49:52 > 0:49:55a quarter of which is made from scrap.
0:49:56 > 0:49:59Here we have just three days' worth and it's all waiting to be recycled
0:49:59 > 0:50:02and turned into cars, bridges and fridges.
0:50:04 > 0:50:08The scrap steel is loaded into enormous containers the size of a bus
0:50:08 > 0:50:11and transported to the converter,
0:50:11 > 0:50:15a vessel capable of producing 295 tonnes of steel at a time.
0:50:17 > 0:50:19METAL SCREECHES
0:50:26 > 0:50:31I mean, that is a hellish noise to match.
0:50:31 > 0:50:33Kind of hellish vision in a way, isn't it?
0:50:38 > 0:50:41Hot metal produced by melting iron ore in a blast furnace
0:50:41 > 0:50:44is then poured on top of the scrap metal.
0:50:45 > 0:50:47The temperature inside the converter
0:50:47 > 0:50:51is now a scorching 1,650 degrees Celsius.
0:50:51 > 0:50:53Wow.
0:50:53 > 0:50:55So as they pour the hot metal in now,
0:50:55 > 0:50:58it's just an incredible firework display.
0:50:59 > 0:51:04220 tonnes of molten iron
0:51:04 > 0:51:09being poured over 80 tonnes of scrap steel.
0:51:09 > 0:51:12I mean, they should sell tickets for this.
0:51:14 > 0:51:16Unbelievable.
0:51:16 > 0:51:20Steel is essentially iron with many of its impurities removed,
0:51:20 > 0:51:24specifically the carbon, which is weak and brittle.
0:51:25 > 0:51:30To reduce the carbon, the next stage is to add pure oxygen into the mix.
0:51:30 > 0:51:32Wow.
0:51:35 > 0:51:37That extremely bright flame there
0:51:37 > 0:51:41suggests that's the oxygen that's been put inside.
0:51:44 > 0:51:47They inject oxygen for about 15 minutes,
0:51:47 > 0:51:49which helps take the carbon that's in the metal
0:51:49 > 0:51:53and turn it into carbon monoxide and carbon dioxide.
0:51:53 > 0:51:54Once that's extracted,
0:51:54 > 0:51:57you're left with the more pure steel that we're looking for.
0:51:59 > 0:52:01Once the converter has been emptied,
0:52:01 > 0:52:04the purified steel must go through a number of processes to cool it
0:52:04 > 0:52:06and mould it into usable sheets.
0:52:08 > 0:52:11This is where they cool the ingots of steel down, using water
0:52:11 > 0:52:14presumably from the local river or canal.
0:52:14 > 0:52:16In Sheffield, they use the local river
0:52:16 > 0:52:20and that causes the temperature in the river to rise by just enough
0:52:20 > 0:52:23to allow fig trees to grow on the riverbanks of South Yorkshire.
0:52:33 > 0:52:34Wow. That is so impressive.
0:52:36 > 0:52:40And this is the finished item - a huge roll of steel.
0:52:40 > 0:52:43What I must describe to you is how hot that thing is.
0:52:43 > 0:52:45You can feel it from here, it's searingly hot.
0:52:45 > 0:52:49Some of that once made up the ship that we saw floating on the ocean.
0:52:49 > 0:52:51Now it's been turned into this. Its next thing,
0:52:51 > 0:52:54it's going to be turned into your next car or washing machine.
0:52:54 > 0:52:57It could even be used to build a ship.
0:52:59 > 0:53:02In Newcastle, there are now just two days
0:53:02 > 0:53:06until the Pride of Bruges is due to head back into service.
0:53:08 > 0:53:13Work's begun to cover the part of the ship's hull usually underwater
0:53:13 > 0:53:16in a special paint designed to prevent the build-up of marine life,
0:53:16 > 0:53:19therefore improving the ship's fuel efficiency
0:53:19 > 0:53:22as paint quality inspector Tim Emerson explains.
0:53:24 > 0:53:28Once that growth attaches itself to the ship, it slows the ship down.
0:53:28 > 0:53:30It has a dragging effect on it, yeah?
0:53:30 > 0:53:34Which obviously means that they've got to use more energy
0:53:34 > 0:53:37to drive the propellers to make the ship travel at the same speed
0:53:37 > 0:53:40which obviously is impacting on the fuel costs.
0:53:40 > 0:53:42I find it hard to believe
0:53:42 > 0:53:45a few barnacles will cause a problem with fuel efficiency.
0:53:45 > 0:53:47Yeah, it can cause a huge problem.
0:53:47 > 0:53:51The amount of fuel used to drive these vessels is huge.
0:53:51 > 0:53:57Typically, you're looking at around 90 tonnes of fuel a day,
0:53:57 > 0:54:02typically, if there was no anti-fouling on there.
0:54:02 > 0:54:04Once you put the anti-fouling on,
0:54:04 > 0:54:08you can reduce that down to between 40, 50 tonnes a day.
0:54:08 > 0:54:12- If it was going in your pocket every day...- Yeah, I'd lap that up.
0:54:12 > 0:54:16Yeah, me too. I'd like it as well. We wouldn't have to work again.
0:54:17 > 0:54:18The anti-fouling paint
0:54:18 > 0:54:20is a technological marvel in its own right.
0:54:23 > 0:54:25It's been cleverly designed
0:54:25 > 0:54:28to react to movement of the ship through the water
0:54:28 > 0:54:31by continually shedding microscopic particles of itself.
0:54:33 > 0:54:37This means that marine life is unable to get a grip on the hull.
0:54:40 > 0:54:42Every last square metre of the ship
0:54:42 > 0:54:45above and below the water line has to be repainted
0:54:45 > 0:54:47and with the Bruges already scheduled
0:54:47 > 0:54:51to carry passengers on the same day the overhaul is due to finish,
0:54:51 > 0:54:54for the next 48 hours, they have to work around the clock
0:54:54 > 0:54:55to get the work done.
0:55:19 > 0:55:22It's the final day of the overhaul
0:55:22 > 0:55:26and the Pride of Bruges is almost ready to bid farewell to Newcastle.
0:55:26 > 0:55:29She's been well maintained
0:55:29 > 0:55:32and I think it's the dedication of the ship's staff and all departments
0:55:32 > 0:55:34that are keeping it in the condition it's in now.
0:55:34 > 0:55:39Over four tonnes of paint now cover and protect the ship's exterior.
0:55:39 > 0:55:42After 25 years, she's still in very good nick
0:55:42 > 0:55:44so this is a major achievement
0:55:44 > 0:55:49and we'd like to keep her like this and try to maintain her as such.
0:55:49 > 0:55:52The passenger levels have been refurbished.
0:55:53 > 0:55:56Yeah, I'm proud that we have accomplished what we did.
0:55:56 > 0:55:58It looks a lot better now.
0:55:58 > 0:56:02Everything what should be working is working, which is nice to know.
0:56:02 > 0:56:04Propellers have been polished and tested
0:56:04 > 0:56:07and the rudders have been serviced,
0:56:07 > 0:56:10- ready for inspection. - It's looking good, isn't it?
0:56:10 > 0:56:13- It's looking spick and span. - It looks very good, yeah.
0:56:18 > 0:56:21Now the team have to get the ship back in the water.
0:56:22 > 0:56:25Engineers open the sluice gates to flood the dock.
0:56:27 > 0:56:30Re-floating the ship is a risky operation,
0:56:30 > 0:56:34especially in the critical moments when the ship lifts off the blocks,
0:56:34 > 0:56:37as docking master Alan Webster explains.
0:56:37 > 0:56:41It's a term that we call the point of criticality.
0:56:41 > 0:56:43That's where the ship's at its most dangerous,
0:56:43 > 0:56:47from being on the blocks to becoming free floating.
0:56:47 > 0:56:48How do you account for the fact
0:56:48 > 0:56:51there's no passengers on it, there's no cargo on it,
0:56:51 > 0:56:54- so it's at a dangerously light point?- Yeah.
0:56:54 > 0:56:58That's why we have to re-ballast before she lifts off the blocks.
0:56:58 > 0:57:02- If we didn't, the chances are the ship would capsize.- Really?
0:57:02 > 0:57:04- Yeah.- OK, so to prevent that...
0:57:04 > 0:57:06- You have to put the ballast back in.- Put the ballast back.
0:57:11 > 0:57:13Late in the evening,
0:57:13 > 0:57:16the Pride of Bruges slowly lifts off its blocks
0:57:16 > 0:57:18and floats for the first time in three weeks.
0:57:23 > 0:57:26Once the level of the water inside the dock
0:57:26 > 0:57:27is at the same level as outside,
0:57:27 > 0:57:29Alan gives the signal to drop the gate.
0:57:32 > 0:57:35'Are the gates on the bottom? Can the tugs come in?'
0:57:38 > 0:57:41His team have a narrow window of just over an hour
0:57:41 > 0:57:44to manoeuvre the ship into the river before the tide goes down
0:57:44 > 0:57:46and it's left grounded.
0:57:48 > 0:57:51Tugboats slowly tow the ferry from the dock
0:57:51 > 0:57:53and Alan's work is done.
0:57:54 > 0:57:58Not too bad. No, it was all right, yeah. Timed it nicely.
0:58:00 > 0:58:05Thanks to the work of the Newcastle engineering team,
0:58:05 > 0:58:10the Pride of Bruges should now be in service for another ten years.
0:58:36 > 0:58:40Subtitles by Red Bee Media Ltd