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MARITIME ENGLISH
COURSEBOOK
2ND YEAR, 2nd SEMESTER
COURSE COORDINATOR:
This course is designed for second year students at the Faculty of Navigation
and Naval Transport in Constanta Maritime University. The course aims to meet the
basic communication requirements as laid down in the relevant sections of the IMO
International
Convention
on
Standards
for
Training,
Certification
and
CONTENTS
FORWARD .................................................................................................. 2
CONTENTS ................................................................................................. 3
UNIT 1: TAKING A PILOT ABOARD ................................................. 4
UNIT 2: PASSING THROUGH NARROWS AND CANALS
...................................................................................................................... 16
UNIT 3: ANCHORING ........................................................................... 23
UNIT 4: ANCHOR AND CABLE WORK ............................................. 29
UNIT 5: MOORING.................................................................................. 34
UNIT 6: UNDOCKING MANOEUVRES .............................................. 44
UNIT 7: TOWING ................................................................................... 52
UNIT 8: MEDICAL INSPECTION OF THE SHIP ............................. 58
UNIT 9: ARRIVING AT A PORT .......................................................... 63
BIBLIOGRAPHY ..................................................................................... 79
WEBOGRAPHY ....................................................................................... 80
UNIT 1
TAKING A PILOT ABOARD
SPEAKING:
a) What should a ship do to call for a pilot?
b) What signal flag does a ship hoist to call for a pilot?
c) Where may a pilot board the ship?
to call for
in the offing
to board
launch
rope ladder
lee side
to show (to)
to manoeuvre
berthing place
to see (to)
mooring
to con
boat rope
watch officer
to hoist
to pilot
tug (tug boat)
compulsory
single screw ship
twin screw
draft (draught)
fore
aft
to sheer
searchlight equipment
to take aboard
the responsibility lies with
to make fast
to get under way
to put over the rope
4
to make a landing
abreast of
To call for a pilot, the ship either sends a radiogram beforehand or hoists the
signal when she approaches the pilot station. A pilot may board the ship either near the
pilot station or in the offing.
When the pilot launch is nearing the ship, the pilot is asked which side he wants
the ladder to be lowered on. If the wind is fresh or strong, the pilot is usually taken
aboard from the lee side.
To hold the launch against the sea, a boat rope is put over and the fenders are
shipped on the side where the launch makes fast.
The watch officer meets the pilot and shows him to the Bridge. Then the pilot
manoeuvres the ship into the harbour to her berthing place. Sometimes, the pilot takes the
ship only into the harbour and the port pilot boards the ship to manoeuvre her to the
berth. He also sees to the mooring of the vessel.
Although the pilot is consulted as to what course should be steered and practically
it is he who cons the ship to her place, yet the responsibility for the safety of the vessel
lies with the Captain.
Listen to the the helmorders (IMLP CD-ROM) and answer the questions:
a) What did the OOW order the helmsman?
b) What dis the helmsman report?
c) When is the helmorder Ease her given?
5
Starboard!
Starboard the helm!
Helm a-port!
Hard to starboard!
Hard to port!
Midships!
Right the helm!
Meet the helm!
Steady!
Slow ahead!
Full speed ahead!
Dead slow astern!
Half astern!
Faster!
Go astern!
Finished with engine!
III/4 - PILOTAGE
4.1 - Pilot request
Must I take pilot?
- Yes, you must take pilot - pilotage compulsory.
- No, you need not take pilot.
Do you require pilot?
- Yes, I require pilot.
- No, I do not require pilot - I am holder of Pilotage Exemption.
What is your ETA at... (name) Pilot Station in local time?
- My ETA at... (name) Pilot Station ... hours local time.
What is your present position?
- My position....
What is your distance from... (name) Pilot Station?
- My distance from ... (name) Pilot Station ... kilometres/nautical miles.
Is pilot boat on station ?
- Yes, pilot boat on station.
- No, pilot boat not on station.
- Pilot boat on station at... hours local time.
In what position can I take pilot?
- Take pilot in/near position ... at... hours local time.
When will pilot embark?
- Pilot will embark at... hours local time.
Pilot coming to you.
Pilot boat approaching your vessel.
Keep pilot boat on port / starboard side.
Stop in present position and wait for pilot.
Change to VHF channel ... for pilot transfer.
Pilotage at... (name) Pilot Station suspended until... (date and local time).
Pilotage at... (name) Pilot Station resumed.
Pilot cannot embark at... (name) Pilot Station due to....
Do you accept shore based navigational assistance from pilot?
Yes, I accept shore based navigational assistance from pilot.
I stay in position ... until....
You may navigate by yourself (or wait for pilot at... buoy).
Follow pilot boat inward where pilot will embark.
4.2 - Embarking/disembarking pilot
Stand by pilot ladder.
Rig pilot ladder on port I starboard side ... metres above water.
Pilot ladder on port / starboard side.
DIALOGUES
1.
Watch Officer: Motor boat, ahoy! Come alongside from starboard!
Pilot: Hello! Put over the boat rope! Lower down the rope ladder!
Watch Officer: The ladder is fast. You may climb up. Shall we take your launch in tow?
Pilot: No, thanks, you neednt. Please hoist aboard the searchlight equipment.
Watch Officer: All right, Sir. Will you kindly come along to the Bridge?
2.
Watch Officer: Please meet the Captain, Mr. Brown.
Captain: How do you do, Sir!
Pilot: How do you do! Pleased to meet you, Sir.
Captain: How far will you pilot the ship?
Pilot: I shall take her only up to the port entrance.
Captain: Who will take the ship further on?
Pilot: At the entrance to the port, another pilot will board the ship. He will relieve me
and manoeuvre her into the port. He will take the ship to her berth.
Captain: Shall we take a tug to enter the port and to make a landing?
Pilot: Yes, taking a tug is compulsory for such big ships as yours.
Captain: Thank you. Are you ready to take her up?
Pilot: Yes, I am ready.
3.
Pilot: How many propellers has your ship?
Chief Mate: She is a single screw ship.
Pilot: What is her maximum speed?
Chief Mate: Her maximum speed is 20 knots.
Pilot: How many knots are we running now?
Chief Mate: We are running about 17 knots.
Pilot: What is the draft of you ship?
Chief Mate: Her draft is 5.95 metres fore and 6.00 metres aft.
Pilot: How is her head now?
Chief Mate: Her head is 158 now.
Pilot: How does she answer the helm?
Chief Mate: She answers the helm all right.
Pilot: Does the ship sheer too much?
Chief Mate: No, she sheers a little when there is a heavy swell or a strong wind.
Pilot: I see. Now we shall have to turn to starboard. Starboard handsomely!
Chief Mate (to helmsman): Starboard handsomely!
4.
Pilot: What propulsion machinery have you got on your ship?
Watch Officer: We have a 2000 h.p. Romanian Diesel.
Pilot: How many revolutions does she do?
Watch Officer: She does 118 r.p.m.
Pilot: How long will it take to get the engine ready?
Watch Officer: It will take one and a half hours to get the engine ready.
Pilot: Thats good. We must get under way in two hours.
5.
Pilot: We are approaching the entrance point. Will you kindly give me the glasses?
Watch Officer: Take mine, if you like. Adjust them to your eyes. Ill take other glasses
from the weelhouse. What are you trying to make out?
Pilot: Im just searching for the sea buoy, it must be somewhere near that point. By the
way, will you be good enough to get the chart for this channel ready?
Watch Officer: Ive already done that. Please step into the chart house. Here you are.
Will this chart do?
Pilot: Oh, but this chart is rather of a small scale. Havent you got another one of a larger
scale?
Watch Officer: Of course we have. Wait a moment, please. Oh, there it is. Will this one
suit you better?
Pilot: Yes, thank you. I wanted to show you how we can get into port. Well, look here.
Thats where we are now. Do you see that sunken rock here? No. Not this one. I mean
the one nearer to the coast. Yes, this one.
Watch Officer: But the rock is hardly a cable from the sea buoy you are searching for!
Pilot: Thats right. You see, the depths are very irregular around that rock. So we must
keep at least half a cable southward of that buoy. Do you follow me?
Watch Officer: Yes, I do.
Pilot: Now, do you see these two lights on the chart? Well, as soon as we are past that
buoy, we must keep these lights in line till we cross the other leading line. Do you follow
me?
Watch Officer: Yes, certainly, I do. The first leading line will take us through this
passage and the depths here are pretty irregular.
Pilot: Thats what I was going to tell you. So, switch on the echo sounder and keep it
working continuously till we are out of this passage.
Watch Officer: Very well, Ill switch it on as soon as we approach that passage. We
have still about half an hour before we reach there. Can you show me our berthing place
on the plan?
Pilot: Why not? Get the port plan ready. Well, now look here. We must enter the harbour
through this channel, leaving this mole head to starboard. Then we must proceed to the
right-hand corner of the inner harbour. Our berthing place will be exactly abreast of that
point.
Watch Officer: Thank you very much. Now we are just nearing that passage.
DIALOGUE COMPREHENSION
Dialogues 1, 2
1. Which side did the watch officer order the launch to come along?
2. What equipment did the pilot ask to take aboard?
Dialogues 3, 4
1. What speed was the ship running?
2. Was she a single screw ship?
10
3.
4.
5.
6.
1.
2.
3.
4.
5.
6.
7.
8.
Dialogue 5
What was the pilot searching for with the binoculars?
Why didnt the first chart suit him?
What kind of chart did he want?
What did he want to find on the chart?
At what distance was the sunken rock from the sea buoy?
What did the watch officer say about the depth in the passage?
How long was the ship to keep the echo sounder working?
When did the watch officer promise to switch on the echo sounder?
4. To take the ship to her berth, the Captain must use a tug.
5. To know all the dangers on the way, one must consult the chart.
II. Ask questions using the model:
Model:
1.
2.
3.
4.
You will steer this course until you are past that point.
How long shall we steer this course?
They will keep these two beacons in line until they cross, the other leading line.
You will proceed through this channel until you see the entrance buoys.
We shall proceed on that course until we reach the entrance.
We shall be manoeuvring in this way until we are out of the channel.
IV. Fill in the blanks with the following words and terms:
lee, proceed, berthing, rig, position, clear, control, alter, standing, shoal, heaving up,
heading
MASTER - Newport Port Control. This is Moonlight. How do you
- NEWPORT PORT CONTROL - Moonlight. This is Newport Port
After waiting for two hours at anchor the Master of Moonlight has received the
information on the berthing instructions and is (7) . her anchor, waiting for
the pilot.
- WATCH OFFICER - There is a pilot launch coming. Master.
MASTER - Lower the pilot ladder over the port side. Make a (8) . for the pilot boat.
12
13
FLYING DOLPHIN - I 8. ___________. Where can I take a pilot? What are my berthing
instructions? Over.
FISHAVEN PORT CONTROL - YOu can 9. _______________. No information
10. _____________ . What is your present position, course and speed? Over. FLYING
DOLPHIN - My present 11. ______________ . Over.
FURTHER READING
FREMANTLE, W.A.: 32.03 S. 115.44 E.
Pilotage
Pilotage is compulsory in the Port of Fremantle, except for ships not exceeding 150 G.T.,
and for coastal and inter-state ships, the Masters of which hold operative Pilot
Exemption Certificates. There are 2 pilot boarding grounds: the outer boarding ground
which is situated 3.5 nautical miles N.E. of Bathurst Point, Rottnes Is., 11 and the
compulsory pilot boarding ground in Gage Roads to the Westward of Hall Bank Buoy,
which is approximately 2 miles from the entrance to the Inner Harbour.
NOTE
Pilotage is compulsory from the Outer Boarding Ground for ships drawing 11.0 m. or
more.
It is necessary for all vessels to give 24 hours notice by radio telegraphy of the expected
time of arrival at Fairway Buoy, followed by a second notice, confirming or amending
the previous notice, 2 hours ahead to the expected arrival time in that locality.
Ships requiring a Pilot at the non-compulsory ground must include this requirement in
their 24 hours Notice of Arrival.
Two pilot vessels available, one has royal blue hull, white superstructure and the other, a
fast pilot launch, is painted international orange. Pilots may be contacted by VHF
Channel 12,
Usually pilot ladder is required on the port side for vessels inward and starboard side for
vessels outward, even when the wind is in the East, unless Easterly wind is very strong as
there is nearly always a west to N.W. swell. If in doubt call Port Signal Station on VHF
Channel 12.
Pilot does not board vessels at anchor.
Pilot ladder is to be 4ft. - 5 ft. above sea level with manropes slightly shorter. Boat-rope
14
not required. The ladder should be clean and conform with Regulation 17 ofSOLAS. The
vessel should be making 3 - 4 knots.
SOLAS Regulations are strictly adhered to i.e. single length of ladder, non-slip surface
(Aluminum NOT acceptable), 12 in. spacing between steps, no more than 2 replacement
steps, all ropes on ladder and manropes to be manila and not covered (nylon
and
polypropelene not acceptable). Regulation 17(a) part (VII) and (VIII) very important, a
responsible officer to standby and not a sailor.
Pilots preference is ladder.
UNIT 2
PASSING THROUGH NARROWS AND CANALS
SPEAKING
1.
2.
3.
4.
5.
15
to overtake
to adhere (to)
to anchor
look-out
dead ahead
sailing vessel (ship)
hawser
to swing out
pendant, pennant
prohibition
refuse
to reduce speed
to run aground
to get moored
to be under way
on starboard (port) bow
When sailing through narrows or canals, a vessel should proceed with great
care and reduce her speed. Sometimes it is necessary to take soundings to avoid running
aground.
16
The ship has to keep to one side of a channel, in most cases the starboard side. In
narrow places ships are not allowed to overtake one another.
To avoid collisions with other ships, the Captain must strictly adhere to the
International Regulations for Preventing Collisions at Sea..
The ships should strictly adhere to these regulations to avoid accidents both when
sailing and when riding at anchor.
A vessel is under way when she is not at anchor, or made fast to the shore, or
aground.
A vessel at anchor, in dependence of her length shall carry one or two white lights
visible all round the horizon, one at the foremast stay and the other at the stern.
A vessel aground shall carry the same white lights and two red lights disposed
vertically one over the other and visible all round the horizon, at a distance of at least 2
miles.
Every vessel shall use sound signals too. In fog, mist, falling snow or heavy rainstorms, weather by day or by night, a vessel under way shall sound a prolonged blast at
intervals of not more than two minutes.
18
Pilot: They will mean that you made fast voluntarily and your ship may be passed or
overtaken.
Watch Officer: Thats quite clear, Thank you.
Pilot: Not at all. By the way, I want to warn you about some prohibitions.
Watch Officer: What are they about?
Pilot: During the transit and stay in the canal it is prohibited to throw overboard ashes
and refuse. Then you are not allowed to empty oil, scouring and cleansing water into the
canal.
Watch Officer: Well, these are customary and general regulations. Anyway, thank you
very much for your warning.
DIALOGUE COMPREHENSION:
1.
2.
3.
4.
Dialogue 1
What did the pilot say about the traffic in the canal?
What speed was allowed in the canal?
Did the ship have to anchor or to moor in the canal?
Why did the ship have to make fast in the sidings?
1.
2.
3.
4.
5.
Dialogue 2
Did the pilot say that there was a little traffic in the channel?
What did the watch officer say about the ships speed?
Where was it advisable to keep a look-out?
What did the watch officer say about altering course?
What did the look-out report?
1.
2.
3.
4.
Dialogue 3
What did the pilot say about the searchlight and steaming lights?
What did he say about the hawsers?
What did the watch officer say about the boat?
What did the pilot say about the engine?
Dialogue 4
1. Is a vessel allowed to throw ashes and refuse overboard when in port?
2. May she empty her cleansing water and oil into the canal?
Model: The vessel has (had, will have) to anchor here because her engine is (was)
out of order.
Why does (did, will) the vessel have to anchor here?
1.
2.
3.
4.
5.
Model:
1.
2.
3.
4.
5.
Model:
1.
2.
3.
4.
20
V.
B
1. A vessel proceeding along the course
of a narrow channel shall keep as
near to the outer limit of the channel
..
2. A vessel of less than 20 metres in
length or a sailing vessel shall not
impede the passage of a vessel .
3. A vessel engaged in fishing shall not
impede the passage of any other
vessel
4. Any vessel shall, if circumstances of
the case admit, ..
5. In a narrow channel when overtaking
can take place only if the vessel to be
overtaken has to take action to
permit safe passing .
6. A vessel nearing a bend or an area of
a narrow channel or fairway where
other vessels may be obscured by an
intervening obstruction .
7. A vessel shall not cross a narrow
channel or fairway if such crossing
impedes the passage of a vessel
..
VI.
21
VII.
The Strait of Dover or Dover Strait is the strait (1)............ the narrowest part of the English
Channel. The shortest distance (2) ............. the strait is from the South Foreland, some 4 miles
northeast (3)............. Dover, England, to Cap Gris Nez. Between these two points lies the most
popular route (4)............... cross-channel swimmers as the distance is reduced to 34 km (21 mi).
(5) ..............a clear day, it is possible to see the opposite coastline and shoreline buildings
with the naked eye, and the lights of land at night.
Most maritime traffic between the Atlantic Ocean and the North and Baltic Seas passes
(6) ........... the Strait of Dover, rather than taking the longer and more dangerous route (7)...........
the north of Scotland. The strait is the busiest international seaway in the world, used by
(8) ........... 400 commercial vessels daily. This has made safety a critical issue, with HM
Coastguard maintaining a 24-hour watch (9) ................. the strait and enforcing a strict regime of
shipping lanes. In addition to the intensive east-west traffic, the strait is criss-crossed (10) ............
north to south by ferries linking Dover (11)............. Calais and Boulogne. Until the 1990s these
provided the only surface-based route across it. The Channel Tunnel now provides an alternative
route, crossing (12) ................ the strait at an average depth of 45 m (150 feet) underneath the
seabed. The town of Dover gives its name to one of the sea areas of the British Shipping Forecast.
UNIT 3
ANCHORING
SPEAKING
Where may ships anchor?
In your opinion, why should a vessel have sufficient room at the anchorage?
22
Berth
tidal stream
to let go
depth
off-shore
bearing
to shelter
bottom
good-holding
to steer (for)
to slacken speed
the ship rides at one anchor
to bring the ships head up into the
wind
to give a ship the sternway with the
engine
to weight anchor
to take bearings on
Ships may anchor either in the open roadstead or in the inner harbour.
To bring the ship to anchor, it is necessary to slacken speed and stop the engine at the
proper time. Both anchors must be ready to let go.
The ship may ride to one or to two anchors. If there is a strong wind, it is
necessary to bring her head up into the wind. In case there is a strong tidal stream or
current, the ship should be steam on to the current.
23
When the ship is near her intended place, she is given a little sternway with the
engine (if there is no wind or current) and one anchor is dropped, then the anchor chain is
paid out, and if necessary, the other anchor is let go.
When the chain is brought up that is when the vessel has come to rest in water,
the brake is set as tight as possible.
The scope of chain to be paid out depends on many factors, such as the size of the
ship, the weather and tide conditions, the quality of the holding ground. It is the captain
or the watch officer who must determine how much of chain is to be paid out in each
case. Usually, a length of chain equal to about five times the depth of water is sufficient.
When the ship has been anchored, the watch officer takes the anchorage bearings.
He also sees that the soundings are taken at the anchorage and enters into the Log Book
both the bearings and soundings. Then he marks the ships position on the chart.
When the vessel is at anchor at night, one or more men are posted on anchor
watch. It is their duty under the officer of the watch to see to the security of the ship, to
see that there is sufficient room for the vessel to swing with the tide without striking
another vessel.
Clear anchor!
Stand clear of the anchor cable!
Heave short the cable!
Foul anchor!
Pay away three shackles of chain!
How is the cable leading?
PILOT: Then we must alter the course 040 to starboard and steer for the lighthouse till
we are a mile off-shore. That is our berth.
CAPTAIN: Oh, I see. The depths are beginning to decrease.
3.
PILOT: Soon well be under way and proceed into port.
CAPTAIN: Fine! I have already given orders to stand by to weight anchor. We have just
got a radiogram from our agent. He has arranged to berth the ship at Berth No.7.
PILOT: Very good, Sir. This is a very convenient berth.
CAPTAIN: How shall we proceed form here?
PILOT: We shall steer for the port lighthouse, keeping in the green sector of the light till
we come to the entrance. Then we shall keep two red leading lights in the line till we pass
through the entrance. After that we shall keep the bright green light ashore in the line
with the molehead light. This will bring us straight to the wharf.
CAPTAIN: All right, thats clear. Shall we heave the anchor up?
DIALOGUE COMPREHENSION
1.
2.
3.
4.
5.
6.
7.
8.
Dialogue 1
When should they approach the port according to the pilot?
Why did they have to wait for the tide?
Till what time did they have to wait?
What did the pilot say about the mooring buoys?
What did the pilot say about the landmarks?
On what bearing should they keep the water tower?
What did the pilot say about the nature of the ground?
Was there enough room for swinging?
1.
2.
3.
4.
5.
6.
7.
Dialogue 2
Which anchor were they going to use?
How many shackles of chain were needed?
Whom did the Captain tell to take soundings?
For what landmark was the Captain to steer?
Till what moment was he to steer for the water tower?
How many degrees was he to alter the course when the lighthouse opened?
How far off-shore was that anchorage?
1.
2.
3.
4.
5.
Dialogue 3
When were they going to get under way?
What orders had the Captain given?
What did he say about a radiogram?
At which berth did the agent arrange for the ship to berth?
Was that berth convenient?
26
Model:
1.
2.
3.
4.
27
UNIT 4
ANCHOR AND CABLE WORK
SPEAKING
When is it said that the vessel is being brought up?
When is a vessel moored, and when is she said to be anchored?
28
to run out
bower anchor
lugless shackle
to dismantle
drum
spiralling gate
ring
tide rode
riding lee tide
at long stay
to snub cable
anchor gear (ground tackle)
kenter joining shackle
spurling pipe
anchor lashing
gear train
cable lifter
warping head
After being instructed from the bridge by the officer, the ships Boatswain
releases the brake on the windlass and, with a clanging roar, the port anchor drops and the
cable chain runs out through the hawse pipe. Six shackles of cable, attaching the anchor
to the ship, have been run out. The vessel, drifting astern with the tide, pulls on the cable.
The Chief Officer is leaning over the bows, directing a torch on the part of the cable that
he can see. Slowly, it is lifting ahead, becomes taut, and is slackening again. The vessel is
being brought up. When the Master orders Dead slow ahead, the vessel is inching
29
towards the lying ground of her port anchor. Then the Chief Officer on the forecastlehead
says Slack away starboard cable, heave in port cable easy. Three shackles of the
starboard cable are being paid out and three of the port cable hove in, and the vessel, her
engines stopped, comes to rest mid-way between her two anchors.
This manoeuvre is known as making a standing moor. It means that the ship is put
in a position between two anchors. To be moored indicates that a ship has been put in
position by two or more anchors and cables. To be moored also implies that a vessel is
attached to a buoy or two buoys. A vessel is also moored when she is made fast alongside
(i.e. port or starboard side to) or bow/stem on. A ship may be moored to a single buoy
(SBM) or to a number of buoys (Multiple-Buoy Mooring).
When the ship is under way, the anchors are stowed in the hawse pipes, on either
side of the ships bow (bower anchors). The cable runs through the hawse pipe and is
stored in the cable locker below the forecastlehead. An anchor is also carried on the
afterdeck and is called the spare anchor. The anchor is carried out by boat some distance
from the ship and the vessel is then pulled up to it by means of the windlass or a winch.
Buoys and beacons are fixed into place by means of mooring anchors.
Cable is supplied in lengths of ninety feet, fifteen fathoms, and these lengths are called
shackles of cable. Our ship has ten shackles of cable attached to each bower anchor. In
order to distinguish one shackle from another, the lugless shackle is painted white. (Each
length of cable is joined to the next by a link which can be dismantled, and is called a
lugless shackle.) Neighbouring links are also painted white. The windlass is used to heave
in or veer out the cable. It has two drums called gypsies. It is driven by electricity and
equipped with powerful brakes. From the gypsies the cable drops vertically through
openings called the spiralling gates into the chain lockers. Various stoppers are used so
that the pull of the anchor will not come on to the winch alone and that the anchor can be
firmly secured when not in use. They are devices fixed on to the inboard end of the hawse
pipes and are known as compressors.
Anchor clear of the hawse pipe means that the anchor has been eased out of the
hawse pipe and is hinging by its ring. The cable grows in the direction it leads outside
the hawse pipe. Wind-rode means that a ship, when she is at anchor, is with her head to
the wind; tide-rode means that her head is to the tide; riding weather tide is when a
ship is at anchor and the wind is against the tide; riding lee tide means that the wind
and tide are in the same direction.
When a cable is at short stay, it is taut and leads down to the anchor vertically and
when it is at long stay it reaches out and makes an acute angle with the level of the water.
To veer cable is to let it run out under control; To surge cable is to let it run out under its
own weight; To snub or check cable is to stop it running out by putting on the brake.
When the anchor is weighed-broken from the ground and hove up clear of the
water the officer in charge will report whether it is clear or foul. Clear means that it is
free from obstructions such as a chain picked up from the bottom, and foul means that the
cable has its own cable twisted around it. If a ship is moored in a good holding ground
and the weather is fair, there is little to worry about. There are, however, a number of
rules to bear in mind about anchor work generally, and managing/handling vessels at
anchor in bad weather in particular. An anchor is dragging when through stress of wind or
tide it does not hold well, and is drawn along the bottom.
30
The anchor gear (or ground tackle) is located on the forecastle and consists of
all the equipment used in anchoring. This includes the anchors, the anchor windlass,
anchor cables or chain, chain stoppers and the connecting devices (shackles, swivels), etc.
When the ship is underway, the anchor is stowed in the hawse-pipe. It is attached to the
anchor chain or cable by means of an anchor shackle (type D) and a swivel shackle.
The chain then goes through the hawse-pipe onto the windlass (anchor winch)
fitted on the forecastle deck. A ship is normally fitted with ten shackles (shots in US) of
cable, each shackle about 25 metres in length, and connected to another shackle (length
of chain) by an accessory fitting called kenter joining- shackle. The cable is lifted and
lowered by the cable lifter (gipsy or wildcat) from where it falls down through the
spurling gate and spurling pipe into the chain locker. The cable is secured on the
forecastledeck by stoppers, devil-claws and anchor lashings. The chain is held by the
windlass brake. The windlass also consists of one or two drums on the sides of it for
warping and heaving on the mooring lines.
31
An anchor windlass is a machine that restrains and manipulates the anchor chain,
allowing the anchor to be raised and lowered. The cable lifter (a notched wheel) engages
the links of the chain. A brake is provided for control and the windlass is usually powered
by an electric or hydraulic motor operating via a gear train.
Technically speaking, the term "windlass" refers only (1) ............ horizontal
winches. Vertical designs are correctly called capstans. Horizontal windlasses make use
of an integral gearbox and motor assembly, all typically located (2) .......... -deck, with a
horizontal shaft through the unit and wheels for chain and/or rope (3) ............. either side.
Vertical capstans use a vertical shaft, with the motor and gearbox situated (4) ..............
the winch unit (usually below decks).
Wildcats (gipsies, technically referred to as cable lifters) are used in windlasses to
haul (5) .............. and pay out anchor chain on board ships. An associated chain stopper is
used to secure the chain while the ship is anchored, or the anchor is housed. The wheels
(6) ............ either a vertical or horizontal windlass provide for either chain or rope to be
32
engaged. The wheel (7) .............. rope is termed a warping head, while the chain handling
wheel is variously referred to as the gypsy (in the UK) or wildcat (in US), though due to
the influence of the offshore oil industry the latter usage is now more common. For
clarity in communication the generic term chain wheel is often used.
Nowadays, especially (8) ............ large tankers and cruise ships, the windlass may
be split (9) ............. independent Port & Starboard units. In these cases they are
frequently coupled (10) ................ Warping Drums (as distinct from Warping Heads). In
some of these the warping drums are of the self tensioning or constant tension type.
2. How would you entitle the text in exercise 1? Give reasons.
UNIT 5
MOORING
SPEAKING
1. How do ships make fast to a wharf?
2. At what speed should a ship approach the berth?
33
fwd springs
aft spring
Working on these lines, as well as on the stern rope and stern spring which are
also run out in due time, the ship is hove into her berth and made fast. After the ship is
secured in her berth, rat guards should be placed on all the lines. For permanent mooring,
wire ropes are preferred to ordinary fibre ropes. All the mooring lines should be
constantly watched, as the change of weather or rise and fall of tide can make the lines
either too taut or too slack and this will necessitate from time to time veering them in or
out. In stormy weather the ships secured in their berths usually have to double up fore
and aft.
f)
g)
h)
i)
j)
k)
l)
Hold on!
Heave in aft!
Haul taut!
Haul fast!
DIALOGUES
1.
CAPTAIN: Is taking a tug compulsory here?
PILOT: No, it is not compulsory, but it is advisable, and I shall tell you why. There are
several strong currents in the harbour and as there is a lot of traffic now, it is pretty
difficult to manoeuvre in congested waters.
CAPTAIN: Will the tug take us only into the port or will she bring the ship alongside
the wharf?
PILOT: Yes, the tug will work the ship into her berth.
CAPTAIN: At what berth shall we moor?
36
2.
CAPTAIN: So, where are we going to berth?
PILOT: Do you see Sir a vacant place between the two big tankers tied up stern to?
CAPTAIN: Do you mean those two big tankers over there with streamlined funnels?
PILOT: Yes, thats what I mean, and thats where we should now steer for.
CAPTAIN: There isnt too much space there, anyhow, but still enough to get the ship
moored alongside. What is the depth alongside the berth?
PILOT: The depth is five fathoms, Sir.
CAPTAIN: Is the bottom even there?
PILOT: No, there must be a little hump some 30 yards from the wharf, as the bottom
was recently dredged.
CAPTAIN: Which side shall we go alongside?
PILOT: We shall go along starboard side.
CAPTAIN: Shall we drop an anchor?
PILOT: Yes, Sir. We shall drop the port anchor.
3.
PILOT: The ship has too much headway, Sir. I think is time to back her.
CAPTAIN: Slow astern! Helm a-port! You know, she swings her bow to starboard on
backing.
PILOT: I see. Now, Sir, give her a little swing to port. Steady so! Is your port anchor
ready?
CAPTAIN: The port anchor is ready. Stand by the port anchor!
PILOT: Let go the port anchor, Sir.
CAPTAIN: Let go the port anchor! Veer out the cable handsomely! Send on shore the
heaving line! Send on shore the bow spring!
PILOT: Thats right, Sir. We must get the bow in first.
CAPTAIN: Yes, now we can heave the ship alongside.
PILOT: I think, Sir, you must now steer the stern a little off the pier.
CAPTAIN: Good. I think Ill start heaving the bow alongside with the bow line.
4.
37
PILOT: Well, Sir, my pilot duties are over. I must be off. Will you kindly sign the pilot
form?
CAPTAIN: Very much obliged for your assistance. What must I fill up in these forms?
PILOT: Please fill in the ships name, her registered tonnage, the date and your name.
CAPTAIN: Where must I sign my name? Oh, yes, thank you. Here you are. Hope to see
you again.
PILOT: Thank you very much. Good bye!
Dialogue Comprehension
Dialogue 1
1.
2.
3.
4.
5.
6.
7.
8.
1.
2.
3.
4.
5.
Dialogue 2
Where did the pilot show a vacant place for the ship?
What did the Captain say about it?
Why did he ask the pilot about the depths?
Was the bottom even alongside that berth?
Which side was the ship going to berth?
1.
2.
3.
4.
5.
Dialogue 3
What did the pilot say about the ships headway?
How did the Captain stop her headway?
Why did he command Helm a-port! when going astern?
Which anchor did the Captain order to let go?
Which rope did he order to be sent ashore first?
Dialogue 4
1. What did the pilot ask the Captain to sign?
2. What was the Captain to fill up in the form?
3. Was the Captain satisfied with the way the pilot worked?
38
A <===========
Pull the line on board
B ==============>
Cast off the line
_____________________
_____________________
_____________________
_____________________
_____________________
1.
2.
3.
4.
The mooring lines should be passed ashore to secure the ship to the bollards.
The off-shore anchor should be dropped to keep her securely berthed.
Rat guards should be placed on all the lines to prevent the rats from getting aboard.
The mooring lines should be watched to prevent them from becoming too taut or too
slack.
5. The engine should be stopped to prevent the ship from bumping against the quay.
40
FURTHER READING
Fatal Mooring Accident
Source: www.atsb.gov.au
The incident
Taharoa Express berthed at the Parker Point ore jetty at 0024 on 10 July 2002, to load a
cargo of iron ore for Japan. The vessel was secured port side to the jetty, heading west, by
four headlines, two forward breastlines, two forward springs, two aft springs and six
sternlines to quick release hooks on the mooring dolphins. After completing the loading
of 129,959 tonnes of iron ore at 0109 on 11 July, Taharoa Express immediately started
unberthing on a falling tide.
Ashore, an operations supervisor at the remote console and two process operators, one
forward and one aft, assisted with unberthing the vessel. From the console, the operations
supervisor could see the vessel's lines aft but, as he was unable to see the forward lines,
the process operator was standing by to inform him when those lines had been released.
The wind was from the south at about 10 knots and the tide was ebbing at about 0.3 knots
towards the northeast. Two tugs, secured to the vessel, were pushing square at idling
revolutions and the only other vessel in the vicinity, an incoming ship, was about two
miles away.
The pilot instructed the master to slack all headlines and sternlines. He then ordered the
operations supervisor ashore to release the headlines. On the ship, the forward mooring
crew was under the supervision of the mate who relayed the order from the pilot to
slacken the breastlines to the bosun. The mate then moved aft to supervise two crew who
were preparing to recover the forward springs. After the headlines had been recovered on
board, the bosun engaged the winch for the breastlines, then released the brake. A seaman
was told to look over the bulwark and to inform the bosun when the breastlines had been
41
released. About a minute later, the pilot ordered the operations supervisor to release the
sternlines. From the bridge wing, the pilot was able to see that the breastlines forward
were slack. At about 0126, while the tugs were still pushing at minimum revolutions to
hold the vessel up to the jetty, the pilot ordered the operations supervisor to let go the
breastlines. The process operator, watching the forward lines, informed the operations
supervisor that the hook for one of the breastlines had failed to release, but that the line
itself was slack enough for him to go down to the dolphin to release the line manually.
The supervisor relayed this information to the pilot on board. However, by the time the
operator reached the dolphin, there was considerable tension in the line.
When the operator reported that the line was taut, the supervisor asked the pilot to have it
slackened. Instead, the line became tighter and tighter. The operator heard the rope crack
with tension and noticed that the hook seemed to be moving.
On the ship, the seaman, looking over the bulwark, shouted to the bosun, in their own
language, 'Bosun, wait!'. At this point, the hook released the tensioned breastline. The line
whipped back towards the ship, striking the seaman who had been looking over the
bulwark. The seaman collapsed on the deck with severe head injuries. The injured
seaman was taken to the hospital at Karratha and the vessel's departure was delayed until
the next tide. When the pilot asked the bosun what had happened, the bosun's response
was that he had been slacking the breastlines at all times and that the seaman had been
standing on a bulwark stiffener to watch the ropes.
The injured seaman's condition was so critical that he was transferred to a hospital in
Perth, but he died the next day.
Contributing factors
The seaman who was killed was standing almost directly over the fairlead roller for the
breastline that struck him.
Chapter 19, section 4 of the International Labour Organization (ILO) publication
'Accident prevention on board ship at sea and in port' advises that;
All seafarers involved in mooring and unmooring operations of any kind should be
informed
of
the
hazards
of
engaging
in
such
operations.
A competent person should be in charge of mooring operations and ascertain that there
are no persons in a dangerous position before any heaving or letting go operation is
commenced.
Ropes and wires are frequently under strain during mooring operations and seafarers
should always stand in a place of safety from whiplash should ropes or wires break.
The seaman was not under direct supervision of the mate during the moments leading to
the accident. The mate's position on deck and the bosun's position at the controls of the
42
mooring winch meant that the mate, and possibly the bosun, did not have the seaman
directly in their line of sight.
Conclusions
The following factors are considered to have contributed to the incident:
1. The seaman was standing almost directly over the fairlead roller for the mooring
rope and was not warned that he should have been in a safer position;
2. It is likely that the bosun, thinking that the breastlines had been released, operated
the winch to recover the lines, resulting in tightening of the line that was still
attached to the mooring hook.
In addition, although tests on the hook were not conclusive, one or more of the following
possibly occurred;
The initial attempt to release the hook partially altered the position of the release
system resulting in a release of the hook under tension;
Dirt or rust had prevented the mooring hook from being correctly reset;
The mooring hook was not correctly reset.
It is possible that modifications to the remote release mechanism might also have been a
factor in the hook releasing.
UNIT 6
UNDOCKING MANOEUVRES
SPEAKING
43
Dock Pilot
River Pilot
tug-boat
transverse thrust
effect of the screw
singling up
mooring ropes
skipper
handling of ships
buoys
dolphins
slack water
single up
make fast
slack away
heave away
let go
cast off
haul in / heave in
hold on
heave on
keep tightened
stemming the tide
dockside
Undocking manoeuvres
Unberthing
Unmooring
In the docks the Dock Pilot is concerned with avoiding other shipping and
making allowance for the transverse thrust of the screw and wind. The River Pilot must
think of tides and currents as well, and his local knowledge of these is of great
44
importance. Before a Pilot (Dock or Sea Pilot) takes a ship through the basins he will
want to know how she steers (all ships have different characteristics), the working of her
engines, how much power she develops when going astern and her draught. A ship is
taken out mainly by tugs, but she still needs to use her own engine power. Another factor
to be considered is the effect of the screw (or propeller) on the direction of the ship.
Some time before the Pilot comes aboard the ship, the Master or the Officer of the Watch
(OOW) has to tell the officers in charge of the Fore and After (Mooring) Station to single
up. Under their control the ratings then cast off all but the essential mooring ropes (lines)
so that the vessel is singled up aft and singled up forward.
Other equipment is to be tested and made ready for going to sea: the engine-room
telegraph, the speed log, the ship's whistle, the steering gear and the winches, for
instance. The derricks are to be lowered and secured and all the hatches are to be closed
and battened down. The patent log, or speed log, is to be ready for use, the depth finder
on, the heaving lines to be at hand, the fenders to be ready, and the mooring ropes are to
be clear for coming aboard or carrying along.
We must be sure that there are no lines, small boats, or obstructions which would
be likely to foul the rudder or propeller. A series of blasts on a mouth whistle are
sounded; these are intelligible only to the Pilot and the Skipper (Master) of the tug who is
to carry out the orders. All ropes are cast off.
The Master should be adept at the handling of ships in enclosed waters as well as
at the correct methods of berthing his ship or getting her away from wharfs and quays.
A great deal depends on local conditions: the way the currents run; the set of the
tide; the strength and direction of the wind. The availability of aids to berthing and
leaving, such as buoys and dolphins, also have an effect on the choice of methods to be
used. There are, however, some general rules to bear in mind. The best time to berth or
leave is at slack water. If, however, there is a tide or current running, the vessel's stem
should be turned into it. This is called stemming the tide or current. The procedures for
getting away from the dockside differ according to whether the ship is stem on to the tide
or stern on to the tide.
Find the relevant parts of the reading text and answer the questions
below:
3.
4.
5.
6.
7.
(LION
BRIDGE):
Stand by engine.
CHIEF ENGINEER
Stand-by engine.
BRIDGE:
Lion Bow, Lion Stern. This is Lion bridge.
Stand by for let go.
LION
LION FORE:
Lion Bridge. This is
Standing by for let go.
LION AFT:
46
Lion
Bow.
AFTER A WHILE
LION BOW:
Lion Bridge. This is Lion Bow. Singled
up to one headline and one spring.
LION STERN:
After a while
Lion Bridge:
This is Lion Stem. All gone and clear.
LION
BRIDGE:
Wheel
amidships.
Slow ahead.
HELMSMAN:
3RD MATE:
Stop engine. Sir.
(...)
Stop engine.
47
Engine stopped.
LION BRIDGE :
Half astern. Starboard 20.
HELMSMAN:
Starboard 20.
3RD MATE:
Half astern.
LION BRIDGE:
Midships.
HELMSMAN:
Midships. (...)
on. Sir.
Midships
LION BRIDGE:
Stop engine.
3RD MATE:
Stop engine. (...) Engine
stopped. Sir.
LION BRIDGE:
Hard a port.
LION BRIDGE Stop
engine.
Midships.
HELMSMAN:
Half ahead.
Starboard
10. ... (etc.).
GRAMMAR & VOCABULARY COMPREHENSION
1.
1. When taking the ship out of the harbour the pilot did not make ______________ for
the transverse thrust of the propeller.
2. The main factors affecting the steering of the ship are _________________ ,
____________ , ____________ and ____________ of the propeller.
3. The pilot must also know the ___________ forward and aft.
4. The screw has a strong _____________ on the direction of the ship.
5. In ____________ all the mooring ropes should be cast off except those indicated by
the Master or ______________ .
6. The instruments and gears to be checked before getting under way are:
______________ , the ______________ , the ______________ .
7. Have all the _____________ been lowered and secured for heavy weather routine?
8. When the leaving dock or departure manoeuvre is finished, the deck hands are busy
tidying up the _____________ and ____________ lines on the forecastle.
9. A fishing line has fouled our _____________ obstructing the steering of the vessel.
10. The lug or pilot boat _____________ must be familiar with the signs sounded with
the ______________ .
11. The ship could not enter the port because the berthing and leaving aids such as
_____________ and ______________ of sufficient power were not available.
12. We had to wait for high ____________ in order to be able to get out of the lock.
2. Complete the sentences:
Before leaving the port the Master and Chief Mate must check:
b. on a container ship: if / cargo lashings / secure
c. on a Ro-Ro ship: if / ramp / close and / cargo / secure
d. on a general cargo vessel: if / hatches / batten down, if / derricks / lower / secure,
49
4.
When the ship slips her moorings the order Stand by 1. _________ and 2. _________ is
given after the ships gangway is hauled 3. ________________ . With his knowledge of
local tides, currents and hazards the Pilot will conduct the operation, assisted as 4.
___________ by the Captain and his officers. Tugs are sometimes made 5.
_____________ to the vessel, either on the quarter or 6. ____________ to assist in the
handling of the ship. When the ship has left the port she is 9. _____________ .
51
UNIT 7
TOWING
SPEAKING
A) What may a tug be required for when in port?
B) Whose assistance is required to take a ship into the dock?
to shift
bottom
tow-line
beforehand
to charge
port quarter
to take in tow
towing hawser
Ships may need towing in a number of cases. When in port, tugs may be
required to take ships to or from their berths. Sometimes it may be necessary to shift the
ship from one berth to another and the port tug is usually ordered to do this job.
52
It may also happen that the ship will need dry docking for cleaning the bottom and
repairs to the hull. A tug-boat will then be required to manoeuvre the ship into the dock.
A ship may become disabled at sea and in this case she will need some other
vessel or a tug to tow her to the nearest port.
Big ships require big tow-lines. Most modern vessels are provided with steel wire
tow-lines of sufficient length. It is advisable to use wire hawsers connected with a good
length of manila rope, as this will afford the necessary elasticity to tow-line.
The towing and towed vessels communicate with each other to coordinate their
actions. Usually they signal with the International Code, using single letter signals.
It should be added here that ships communicate with each other and with shore in
a number of ways: by radio, by flags, by light and sound signals and by semaphore. The
International Convention adopted a uniform system of International Code Signals which
is widely used by all the countries. In this system, a single letter or combination of letters
signifies a whole sentence.
When the ship receives these signals the watch officer translates them into letters
(or their combinations) and finds their meaning in the code book, where they are grouped
in a certain order.
Single letter signals are used to denote urgent or very common messages. For
instance, signal G means: I require a pilot. As it was mentioned above, they also have a
special meaning when used between towing and towed vessels. For example, the same
signal G in this case means: Cast off the towing hawser; the signal A signifies: The
towing hawser is fast.
53
All fast
Are you ready for towing?
I am commencing to tow.
Shorten in the towing hawser!
I am altering my course to starboard.
I must cast off the towing hawser
Cast off the towing hawser!
The towing hawser has parted
I am stopping my engines.
Stop your engines at once!
I must get shelter or anchor as soon as
possible.
Bring me to shelter or to anchor as
soon as possible.
My engines are going astern
Go astern!
You are standing into danger.
I am paying out the towing hawser.
I cannot carry out your order.
DIALOGUES
1.
Captain: I shall require a tug tomorrow to take my ship to another berth.
Agent: At what time are you going to shift?
Captain: Well be ready to start at about 5 p.m.
Agent: Shall I order the tug for 5 p.m.?
Captain: Yes, thats what I was going to ask you. So, please order the tug to be here by 5
p.m. tomorrow.
Agent: Well, the time is fixed then. Shall I also order the tug beforehand to take you out
of the port?
Captain: Yes, kindly make preliminary arrangements with the tug company for Friday
this week. I am leaving your port on that day.
Agent: What hour shall I order the tug for?
Captain: I cannot tell you the exact hour as yet. I think Ill let you know the exact time
on Wednesday.
Agent: Good, thats settled then. I would advise you to order two tugs, because there is a
very strong current in the entrance and the port tugs are not very powerful.
Captain: How much do they charge for the towage?
Agent: The charge is 15 for each tug to take the ship out of port.
54
Captain: All right. Ill take your advice. Thank you. So, please order two tugs for
Friday.
2.
Captain: Look over there, whats the matter with that ship? They have hoisted the code
flag. Evidently they are going to signal something for us. (To the signalman): Hoist the
answering pendant !
Pilot: Oh, its rather too far away. I cant see so far as that. Let me take my binoculars.
Well, now I see the ship quite clearly. Yes, you are right, they have hoisted the
International Code Flag. If I am not mistaken, thats a Norwegian ship, and the ship is
evidently aground.
Captain: How do you know that the ship is aground?
Pilot: There is a small shoal in that vicinity and they must have run aground. Yes, thats
it. Do you see three black balls one over the other?
Captain: Oh, yes, now I see the balls too. You are right. But how on earth could they
have run against that shoal ! So far as I remember the chart, theres but one shoal in that
area, and it is well off the usual track.
Pilot: I think well soon learn about it. See, they hoisted two other flags below the Code
Flag.
Captain: I can see the flags but I cant distinguish them. I am afraid I must take my
binoculars too.
Pilot: To my mind, thats a two letter signal CB2.
Captain: Yes, there is no doubt about that anymore. I can clearly see the flags now.
These are the flags C and B and pennant 2. Let me see the code book. Oh, here you are.
These group means: I am aground. I require immediate assistance.
Pilot: So they ask you to help them. What are you going to do about that?
Captain: Well, I think we must to help them. Romanian seamen are always ready to help
anyone in trouble. A friend in need, is a friend indeed as the saying goes. Wheres that
code book? Oh, here it is. Thank you.
Pilot: What are you going to signal to that ship?
Captain: Well hoist now the group DN meaning: I am coming to your assistance.
Pilot: Shall we alter the course right away?
Captain: Yes, certainly. (To the helmsman): Port 5 ! Steer for that ship on our port bow.
Better port ! Steady so !
3.
Captain: Unfortunately, I cannot understand them. Evidently they are speaking
Norwegian. You told me you know the Norwegian language, didnt you? Now, can you
act as an interpreter?
Pilot: Ill try to.
Captain: Take this megaphone. Ask them, whats the matter with their ship?
Pilot: The Captain says that their engine was disabled and they were drifted to that shoal.
55
DIALOGUE COMPREHENSION
1.
2.
3.
4.
5.
Dialogue 1
What did the Captain require a tug for?
Who was to order that tug-boat?
What arrangements was the agent to make with the tug company?
When was the Captain going to leave port?
Could he give the agent the exact hour of departure?
56
6. how many tugs did the agent advise the Captain to order and why?
7. Did the Captain take his advice?
Dialogue 2
1. What did the Captain notice on the other ship?
2. What did he order the signalman to do?
3. What did the pilot think about that ship?
4. Was he right in thinking that she was aground?
5. What do there black balls one over the other mean?
6. Were there many shoals in that area?
7. Was that shoal near the usual track?
8. What two-letter signal did the ship hoist?
9. What was the meaning of that signal?
10.
Was the Captain going to help that ship?
11.
What signal did he order to hoist?
12.
How many degrees did the ship alter her course?
Dialogue 3
1. What language did they speak on the ship in distress?
2. Whom did the Captain ask to act as a interpreter?
3. What was the matter with the Norwegian ship?
4. What did the Norwegians ask the Captain to do for them?
5. How far did they ask him to tow their vessel?
6. How was the Captain going to approach that ship?
7. How long would it take the ship to rig the bridle?
8. Where were the Norwegians preparing the towing hawser?
9. Whose boat was to run the hawser to the ships stern?
10.
Was the Norwegian Captain satisfied with the arrangements?
1.
2.
3.
4.
Dialogue 4
What did the Captain say about the Norwegian ship?
What arrangements was he going to make about that ship?
Where was the Norwegian ship to make fast the towing hawser?
Was that ship taken in tow at last?
UNIT 8
58
SPEAKING
Who is the first person to come aboard on the ships arrival?
What is the duty of the medical officer of the port?
to examine
bill of health
pratique
to land
casualty
to authorise
to carry out
to be under duty
to get medical treatment
to muster and line up
On the arrival of a ship in a foreign port, the first person who comes
aboard is the medical officer of the port. His duty is to examine the members of crew for
infectious diseases. He also examines the bill of health which the ship got in her last port
of call.
If the bill of health is clean and there are no infectious diseases on board, the
medical officer issues the Certificate of Practique. This Certificate allows the vessel to
59
enter the port and to discharge her cargo. It also allows the ships crew and passengers to
land.
If the ship has arrived from a port suffering from infectious diseases or if there
have been some cases of infectious aboard the ship during her voyage, the ship is put in
quarantine.
The medical officer is also under duty to examine whether the ship has proper
Certificate of Deratization and disinfection.
In case of some casualty or if there are some sick people on board, the medical
officer renders assistance in placing the injured or sick persons for hospital treatment.
Sometimes Custom officers and Pilots are authorised to give ships free practique,
provided the ships have clean Bills of Health.
DIALOGUES
1.
Medical Officer: Good afternoon! Ive come to examine your ship. I am the medical
officer. Have you any sick people on board?
Chief Mate: Yes, two men are badly injured during the storm.
Medical Officer: What injuries did they get?
Chief Mate: One of theme has broken his leg, the other one has sprained his arm.
Medical Officer: Bad luck! Do they get medical treatment?
Chief Mate: Yes, certainly they do, but still they need hospital treatment. They both
must be X-rayed, you know.
Medical Officer: Ill see to that later on, when we have finished with the examination.
Chief Mate: Shall I have all hands mustered and lined up for doctors inspection?
Medical Officer: No, thats not necessary. Have you anybody ill with infectious
diseases? No cases of diarrhoea?
Chief Mate: No, everybody is in good health.
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Medical Officer: Have you had unusual mortality among threats on board your ship?
Chief Mate: No, we havent. We maintain the ship practically rat free , as we often do
fumigation.
Medical Officer: What was your last port of call?
Chief Mate: Our last port of call was Naples, Italy.
Medical Officer: Show me the latest copy of your declaration, please.
Chief Mate: Here it is. It was issued at Naples.
Medical Officer: Thank you. Its OK. Will you kindly present your Deratization and
disinfection Certificates?
Chief Mate: Here they are. The vessel was fumigated a month ago.
Medical Officer: So, everything is OK. and Ill give you free practique.
2.
Medical Officer: I am sorry, but we have to keep your ship in quarantine.
Captain: Whats the reason for that?
Medical Officer: We are informed about an epidemic of cholera in Hong Kong, where
you were five days ago.
Captain: How long shall we be kept in quarantine?
Medical Officer: According to regulations youll be kept in quarantine for a week. Well
have to carry out disinfection.
Captain: How long will it take to carry out the disinfection?
Medical Officer: It wont take much time, a couple of hours, perhaps.
Captain: All right, you may start then. What other regulations should we carry out?
Medical Officer: All the requirements are stated in this declaration which you must sign
and hand over to me. You may retain a copy of this declaration.
Captain: Thats clear. Anything else?
Medical Officer: Fruits, vegetables, flowers are not allowed to be landed. Besides you
must sign a declaration that you wont land any animals ashore.
Captain: We have no animals, except a dog.
Medical Officer: It is just the same. You must confine your dog and not let it out on
deck.
DIALOGUE COMPREHENSION
1.
2.
3.
4.
5.
6.
Dialogue 1
How many injured persons were there aboard?
What injuries did they have?
What treatment did they need?
Could they be X-rayed aboard the ship?
Was there anybody ill with infectious diseases?
What did the Chief Mate say about the rat mortality aboard the ship?
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Dialogue 2
Why was the vessel put in quarantine?
How long was she to be kept in quarantine?
How long was the disinfection to take?
What did the medical officer say about fruits, vegetables and flowers?
Could animals be landed ashore in that port?
UNIT 9
ARRIVING AT A PORT
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SPEAKING
1. What information must the Chief Officer give the agent in his radiogram?
2. What must be checked before arriving in the port?
Before arrival of a ship in the port of call the Master should notify his
agent and the port control of the ship's ETA, giving particulars of the ship and her cargo.
Depending on the distance of the ship from the port, the notice of arrival can be sent by
wireless telegraphy, or more likely today, by satellite communication (telex or fax), and
radiotelephony (MF and VHF).
Here is an example of the VHF exchange between the Master of the container ship
Moonlight and the Newport Port Control
opening
MASTER - Newport Port Control, Newport Port Control. This is the vessel Moonlight.
How do you read me? Over.
- NEWPORT PORT CONTROL (NPC): Moonlight. This is Newport Port Control.
I read you excellent (loud and clear). Switch to channel one - two. Over.
MASTER - Switching to Channel1 - 2. Over.
after a while
MASTER - Newport Port Control. This is Moonlight - AGW5, on channel 1-2. I am
spelling my name for you: MOONLIGHT, Mike - Oscar - Oscar -November - Lima 63
closing
- Understood. I shall call you again when three miles off the Fairway Buoy.
Standing by on channel 1 - 2. Over and out.
MASTER
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VTS Centre immediately. Large scale charts of the river may be obtained through local
Agents.
SPECIFIED VESSELS - Are defined in General Directions and covers vessels
carrying quantities of explosives, or flammable or toxic substances in bulk or non gasfree following discharge of such cargoes. These vessels are required to display a red flag
by day and an all round red light by night. All vessels should maintain a half-mile
separation from specified vessels. Permission is required from the Harbour Master
before reducing that separation or overtaking a specified vessel.
RESTRICTED VISIBILITY (less than 0.5 nautical mile) - All vessels over 40m LOA
must have an operational radar to navigate in restricted visibility. Additionally, all
unpiloted vessels or vessels without a valid Pilotage Exemption Certificate holder in
charge, having a draught in excess of 4.0 metres, are not permitted to navigate in
Restricted Visibility. Vessels so prohibited, must proceed to nearest safe anchorage and
wait until visibility improves to more than 0.5 nautical mile, or the arrival of a PLA pilot,
if so requested.
DANGEROUS NAVIGATION - Masters are advised that navigating without due care
and attention, or navigating in a manner liable to injure or endanger persons, other vessels
or structures such as berths or jetties (this includes damage caused by wash or draw off
due to excessive speed), is an offence liable to prosecution. The Harbourmaster will
vigorously investigate any such infringements.
INCIDENTS - Vessels must advise the Harbourmaster immediately (through the relevant
VTS Centre) if involved in any of the following incidents: Collision, sinking, fire,
grounding, pollution, damage to vessel or structure, foul or lost anchor.
ANCHORING - Except in an emergency, vessels must only anchor in designated
anchorages as shown on approved charts. An effective bridge watch should be
maintained whilst at anchor.
DEFECTS - Vessels with structural, mechanical or equipment defects affecting their
ability to navigate safely, must inform the Harbourmaster of the defect. Such vessels
shall not move without having obtained the consent of the Harbourmaster.
EMERGENCY PROCEDURES - When a Port Emergency or Major Incident is in
progress, the Master of every vessel must for the duration of the incident:
Approaches
There are 2 entrances: the main one is situated between the central and northern
breakwaters, with leading lights on a heading of 27351'. Entrance is about 260 m. wide,
with a depth over 36 m. in the middle, and may be used day and night.
NOTE
Vessels entering should be lined up on the leading lights/marks 1 mile before entrance
and ships departing 0.5 miles before exit. In case of controversy Harbour Master will ask
for documentation of above positions.
Santa Panagia is an open road and berthing to ISAB Terminal is allowed in daytime only.
A current may cross the entrance after prolonged periods of windy weather. The leading
lights/marks are sometimes obscured by smoke from the industrial plants in the Southern
part of the harbour. Naval vessels and outbound traffic have the right of way when
passing through the harbour entrance.
DIALOGUES
1.
Customs and Immigration Officers' Examination
-
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2.
Health Officer's Examination
-
DIALOGUE COMPREHENSION
1.How does the Pilot board the ship?
2. What does the Master want to know from the port authority or the harbour master?
3. Explain the role and assistance given by the Pilot when arriving in the port.
4. Who are the boarding officers?
5. Which documents are required by the Customs Officer?
6. What is the duty of the Immigration Officer?
7. What does the Customs Officer seal and unseal?
8. What is the duty of the Health Officer?
9. Which documents arc kept in the Health Officers file?
10. What is free pratique?
Santa Panagia
67
Masters are cautioned when approaching Santa Panagia by night as there are no
navigational aids in this area. Only 2 lighthouses (Murro di Porco Lighthouse to the
South and Cape S. Croce Lighthouse to the North) can be used to fix the position of the
vessel. In the landfall however, their bearings are opposite and therefore useless. Radar
must be in good operating condition. Tunny nets are laid down in the area and marks can
be temporarily missing and small Fishing boats engaged in net fishing may be
encountered up to 8 miles from the coast; these boats carry no special marks or lights to
indicate that they are using nets.
Naval ships quite often exercise off the East coast of Sicily, particularly in an area
including Augusta to the North and extending well South of Syracuse. Two submarine
exercise areas are close to this part of the coast.
d. A current may cross the entrance of the bay as well as the terminal area after prolonged
periods of windy weather.
ARRIVAL AT A PORT
Setting - off port of New York, Atlantic Ocean
Speakers - Master (Italy) - ST. Ambroze Pilot (US)
Topic(s) - Arrival notice 1
M - Ambroze Pilot, This is Venice Express. Over.
P - Oh. Good morning. Sir. Can I have your ETA Ambroze?
M - My ETA is approximately 09.00. Over.
P - OK. Roger, Sir. Can I have your deep draft, please?
M - Our deep draft is 09.80 meters, 0-9-8-0 meters.
P - OK, Sir. Starboard side ladder, and are you approaching Ambroze from the south or from
east?
M - From the east, from the east. Over.
P - Yes, Sir, please call pilot boat again passing November Bravo Buoy. Pilot on arrival, and pilot
ladder on starboard side.
M - OK. Thank you. Pilot on arrival and pilot ladder on starboard side.
P - Yes, Sir. Come back, standing by on 16.
M - OK, come back. 1-6
BEFORE ARRIVAL
Publications and administration prepared and in order
Master Chief Mate Chief Engineer ... briefing
Master Order Chief Mate Order Chief Engineer and 2nd Eng. Order
exposed
Port, Anchorage and-or Terminal Rules Contingency Ship Shore
Ships Operators instructions received and confirmed
DPA and off hours known
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GENUA
Ship store declaration
Crew effects declaration
Cargo declaration
Crew list
General declaration
Passenger lists
Schedule of health declaration
Money declaration
Vaccination list
Dangerous Goods Declaration
Notification in advance Schengen-Non Schengen Signing on Signing off
DOCUMENTATION TO CHECK
- Ship Inspections
- Certificates Service Dates Due
- Manuals/Publications/Logbooks etc
- Crew Management
- Planned Maintenance System
- Training & Emergency Drills Record
- Accident/Incident Reporting
- Drug and Alcohol
- Register of Lifting Appliances/Mooring Equipment Documentation
- Other
- Security
BRIDGE IN ORDER CHECK !
- Radars
- Echo Sounder
- Speed Indicating Device Instrumentation
69
ENGINE ROOM
- Engine Control Room
- Oil Transfer Procedures (Bunkering)
- Switchboards
- Emergency Alarm Switches / Alarms
- Steering Flat
- Emergency Fire Pump
- Workshop and ER Stores
- Incinerator
- Sewage Unit
- Purifier Room
- IG Plant (If fitted)
- Deck Spray System (If fitted)
- Emergency Bilge Suction
- Main Fire Pumps
- Sounding Caps
- Oily Water Separator
- Bilges & Tank Tops
- Engine Room - General
- Emergency Exits/Fire Doors
- E.R. Fire fighting Equipment
- Safety Clothing
- Emergency Generator
- Emergency Lighting
- MSDS
72
REQUIREMENTS BY AUTHORITIES
- National Flag
- Port State
- MARPOL
- U.S.C.G. (TVEL..etc)
- Charterers
CERTIFICATES Check Certificates - Issued - Expires - Ann Due
- 01 International Load line
- 02 Safety Construction
- 03 Safety Equipment
- 04 Safety Radio
- 05 International Oil Pollution
- 051 Int. Sewage Pollution (New vessels)
- 06 NLS Certificate
- 07 Int. Tonnage Cert.
- 08 Safe Manning
- 09 Shipboard Management SMC DOC
- 12 U.S. Financial Responsibility (California Cert now required also)
- 12.1 California CFR (if applicable)
- 12.2 Alaska CFR (if applicable)
Are our publications in order?
Flag Regulations (Depends on Flag)
USCG regs (CFR 33, 35 ...) on board Panama Canal Maritime Regs
LSA Code
- FSS Code (2001)
- Fire Training Manual
- Consolidated MARPOL (2002)
- IMDG Code and supplement
- Medical Guide (Ship Captains/WHO)
- Bridge Procedures guide (1998
- Prevention of Collision Regulations (2002)
- STCW 95 (1997) + amendment 1 & 2
- Guide to Helicopter Operations
Bridge Team Management
Code of Safe Working Practice (2002)
GMDSS Handbook Yes/No
International Code of Signals (IMO 1987)
(Inc amendments to 2000)
IMO Routing (7th)
Mariners Handbook
73
74
What
is
your
name,
call
sign/identification?
- My name ..., call sign/identification ....
What is your flag state?
- My flag state ....
What is your position?
- My position ....
What is your present course and speed?
- My present course ... decrees, speed ... knots.
From what direction are you approaching?
- I am approaching from ....
What is your destination?
- My destination ....
What was your last port of call?
- My last port of call....
What is your ETA in
My ETA ... hours local time.
position
...
75
Writing
The dialogues a. b. c. are not in the correct chronological order. Rearrange them as
appropriate and write a description of the duties of the Master or Officer of the watch
when arriving in a port,
Arriving in the Roads of the Port of Hamburg
A - Motor tanker Muter
B - Elbe Pilot
a.
A - Elbe Pilot, Elbe Pilot. Murter, Murter. Good evening. Over.
B - Murter, Elbe Pilot. What is your position. Sir?
77
78
BIBLIOGRAPHY
Blakey, T.N. English For Maritime Studies. 2nd ed. Hemel Hempstead, Prentice Hall
International (UK) Ltd, 1987 (ISBN 0 13 281379 3)
Carter, Hughes & McCarthy: 2000. Exploring Grammar in Context with Answers.
Cambridge: Cambridge University Press. (Upper-intermediate to advance)
Eastwood J. 2001. 9 th impression. Oxford Practice Grammar. Oxford: OxfordUniversity
Press. (Intermediate to upper-intermediate).
Georgescu, M., Outboard Communications, Editura Nautica, Constanta, 2010, (ISBN
978-606-8105-13-0).
Murphy, J. 2004. 3 Rdedition. English Grammar in Use. Cambridge, Cambridge
University Press. (Intermediate to upper-intermediate).
Nettle, M. and Hopkins, D. 2003. Developing Grammar in Context. Grammar reference
and practice Cambridge University Press. (Intermediate)
1974 SOLAS Convention, as amended, chapter IV on Radiocommunications.
Radio Regulations, Appendix 18, Table of Transmitting Frequencies in the VHF
Maritime Mobile Band.
Resolution A. 917(22), as amended by resolution A.956(23) on Guidelines for the
onboard operational use of shipborne automatic identification systems (AISs).
Resolution A. 918(22) on IMO Standard Marine Communication Phrases (SMCP).
Standard Marine Communication Phrases. 2001.London: IMO
Swan M. 1997. Second edition. Practical English Usage. Oxford: OxfordUniversity
Press. (Intermediate to advance).
Van Kluijven, P. C. 2003.The International Maritime Language Programme.(IMLP)
CD- ROM. Alkmaar: Alk & Heijnen Publishers. Maritime English CD-ROM
Vince, M. & Sunderland, P. 2003. Advanced Language Practice With Key.
Oxford: MacMillan.
79
Weeks, R, Glover A., Johnson E., Strevens P. Seaspeak Training Manual and cassette.
Plymouth, Capt. F. Weeks, 1997 (ISBN 0 08 031555 0)
WEBOGRAPHY
http://www.atrexx.com/maritime-vsat/maritime-vsat-applications/
http://www.fotopedia.com/items/flickr-6077667504
http://www.warshipsifr.com/LegacySite/burningShip.html
http://nfsl.navy.mil.ph/ http://www.defense.gov/photos/newsphoto.aspx?
newsphotoid=1303
www.pfri.uniri.hr/~bopri/
http://worldmaritimenews.com/archives/49507
http://www.bnmarin.se/marin/gmdss
http://www.icselectronics.co.uk/support/kb/gmdss
http://en.wikipedia.org/wiki/Vessel_traffic_service
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