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DESCRIPTION
SADASDASDTRANSCRIPT
GUIDELINES ON THE USE OF VHF AT SEA
CONSTANTA MARITIME UNIVERSITY
THE FACULTY OF NAVIGATION AND NAVAL TRANSPORT
MARITIME ENGLISH
COURSEBOOK
2ND YEAR, 2nd SEMESTER
FORWARD
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 Watchkeeping of Seafarers (STCW), 1978/95. The course consists of 9 units which cover language work specific to the topic of each unit and assumes an intermediate knowledge of English.
The topics cover the essentials a ship officer in a multilingual crew needs to master in order to successfully meet the communication requirements at sea and in ports. The course lays emphasis on the Standard Marine Communication Phrases (IMO SMCP 2002) which are introduced in each relevant context. In order to assist maritime students, the course aims on the one hand to develop within maritime related topics, speaking, listening, writing and note-taking skills and on the other hand to build up the students vocabulary of maritime terms and expressions.
CONTENTS
FORWARD .................................................................................................. 2
CONTENTS ................................................................................................. 3
UNIT 1: TAKING A PILOT ABOARD ................................................. 4UNIT 2: PASSING THROUGH NARROWS AND CANALS...................................................................................................................... 16 UNIT 3: ANCHORING ........................................................................... 23UNIT 4: ANCHOR AND CABLE WORK ............................................. 29UNIT 5: MOORING.................................................................................. 34UNIT 6: UNDOCKING MANOEUVRES .............................................. 44UNIT 7: TOWING ................................................................................... 52UNIT 8: MEDICAL INSPECTION OF THE SHIP ............................. 58UNIT 9: ARRIVING AT A PORT .......................................................... 63BIBLIOGRAPHY ..................................................................................... 79WEBOGRAPHY ....................................................................................... 80UNIT 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?
BASIC TERMS AND EXPRESSIONS 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
to steer the course to make a landing we are now running 15 knotsabreast of
to hold the launch against the sea
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.
Answer the following questions:1. Which side does the pilot launch usually come along in fair weather?
2. From which side is the pilot usually taken aboard in bad weather?
3. On which side is the pilot boat sheltered from the wind, on the lee side or on the weather side?
4. What rope does the pilot boat use to make fast to the ship?
5. What kind of ladder does the pilot use to board the ship?
6. Who usually meets the pilot aboard a ship?
7. Who cons the ship with the pilot aboard?
8. Who is responsible for the ships safety in this case?
Commands to the Helmsman
Starboard!Helm a-starboard!
Starboard the helm!
Port!
Helm a-port!
Port the helm!
Hard to starboard!
All starboard!
Hard to port!
All port!
Midships!
Amidships!
Right the helm!
Meet her!
Meet the helm!
Hard over the helm!
Steady!
Steady so!
Keep her steady!
Steady as she goes!
Straight so!
Right so!
Better (more) to starboard (~ to port)!
Starboard (~ port) handsomely!
Steer the course!
Nothing to starboard (~ to port)!
Starboard (~ port) on course 30!
Mind the helm!
Watch you steering!
Follow the tug!
Follow the launch!
Follow the icebreaker!
Commands to the Engine RoomStand by the engine!
Try the engine!
Dead slow ahead!
Slow ahead!
Half ahead!
Full speed ahead!
Stop her!
Dead slow astern!
Slow astern!
Half astern!
Full speed astern!
Faster!
Slower!
Go astern!
Back her!
Finished with engine!
IMO STANDARD MARINE COMMUNICATION PHRASES
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.
Pilot ladder unsafe.
What is wrong with pilot ladder?
Pilot ladder has broken / loose steps.
Pilot ladder has loose steps.
Pilot ladder has broken spreaders.
Pilot ladder has spreaders too short.
Pilot ladder too far aft / forward.
Move pilot ladder... meters aft/forward.
Rig accommodation ladder in combination with pilot ladder.
Rig pilot ladder alongside hoist.
Put lights on at pilot ladder.
Man ropes required/ not required.
Have heaving line ready at pilot ladder.
Make lee on your port / starboard side.
Steer... degrees to make lee.
Keep sea on your port / starboard quarter.
Make boarding speed of... knots.
Stop engine until pilot boat is clear.
Embarkation not possible.
Boarding arrangements do not comply with SOLAS - Regulations.
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?
3. What was her draft?
4. How was her head at that time?
5. What did the pilot want to know about her propulsion machinery?
6. When was the ship to get under way?
Dialogue 5
1. What was the pilot searching for with the binoculars?
2. Why didnt the first chart suit him?
3. What kind of chart did he want?
4. What did he want to find on the chart?
5. At what distance was the sunken rock from the sea buoy?
6. What did the watch officer say about the depth in the passage?
7. How long was the ship to keep the echo sounder working?
8. When did the watch officer promise to switch on the echo sounder?
GRAMMAR AND VOCABULARY PRACTICEI. Ask questions using the model:
Model:
To make to the berth, a ship must use ropes.
What must a ship use to make fast to the berth?
1. To board the ship, the pilot must use a ladder.
2. To call for a pilot, the ship must hoist the signal.
3. To enter the port, Captain must take a pilot.
4. To take the ship to her berth, 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:
You will steer this course until you are past that point.
How long shall we steer this course?
1. They will keep these two beacons in line until they cross, the other leading line.
2. You will proceed through this channel until you see the entrance buoys.
3. We shall proceed on that course until we reach the entrance.
4. We shall be manoeuvring in this way until we are out of the channel.
III. Make up sentences using the model:
Model:
He asks you if he may come here.
Yes, will you kindly ask him to come here?
1. They ask you if they should send you a tug.
2. She does not know if she should do it.
3. He is not sure if he should wait for you.
4. He asks you if he should show you to the Harbour Masters Office.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 read me? Over.
newport port control - Moonlight. This is Newport Port (1) ..Reading you loud and clear. What is your (2) ? Over.
moonlight - I am now in position: bearing 286 degrees, three miles from the Fairway Buoy. Are there any (3) . instructions for me? Over,
newport port control - Moonlight. This is Newport Port Control. Sorry, no berthing prospects for the moment. You should reduce your speed and (4) to the anchorage east of the Fairway Buoy. (5) . the pilot ladder on the port side. Stand by on channel 1 - 2 for further instructions. Over.
moonlight - Understood. (6) . by on channel 1 - 2.
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. With the pilot on board the MV Moonlight proceeds to her berth.
pilot - What is your (9) .. now?
MASTER -3-1-2, Sir.
pilot - Very well, keep that course.
master - Course 3 - 1 - 2, Sir.
- pilot - there has been a collision over there. Keep clear of that place. Wait
for that big tanker to pass (10) .. ahead of you. MASTER - Very well.
pilot - the tide is falling and there is a (11) .. just ahead of your berth. So you
have to be careful while mooring.
MASTER - Shall we keep the present course?
pilot -I advise you to (12) .. course to 75 when abeam of that buoy.
MASTER - Where shall we take the boarding officers?
pilot - In the inner road.
V. Supply the mining words (see also the reading text): pilot pilot ladder ETA berthing lee anchor inner port anti-pollution measures Custom Coastguard immigration berth
Procedure on arriving in a US port
Before arriving in any US port the Captain will notify his agents of his 1. ______________ in the port. Later, when contact has been established with the
2. ______________ and Port Authorities, preparations for entry and
3. ______________ are made. This includes the rigging of the 4. ____________ as well as derricks or cranes or other cargo gear. On approaching the pilot station the ship must make a 5. ______________ for the pilot boat or cutter (US). Under pilotage the vessel will manoeuvre through the 6. ___________________ to the 7. ____________ allocated to her. If the berth is not available, the vessel may be required to lie at 8. ______________ for some time. After berthing the ship must go through the 9. ____________________ formalities and will be inspected by 10. ______________ officers and 11. ______________ officers (in the US). On arrival in a US port under the "Coastguard Declaration of Inspection" all 12. ______________ are checked before discharging.
VI. Finish the sentences in the communication between a ship and the port
traffic service (VTS):
FLYING DOLPHIN - Fishaven Port Control. This is l. _____________. How do you 2. ______________ ?
FISHAVEN PORT CONTROL - Flying Dolphin, I read you 3. ______________ 2. Change to 4. ______________ 12.
FLYING DOLPHIN - Fishaven Port Control. This is 5. ______________ . I am changing to 6. .__________________ . My radar is not working. Is shore-based 7. ______________ ?
FISHAVEN PORT CONTROL - Shore-based radar assistance is available. Do you require a pilot?
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.
What are the duties and responsibilities of Pilots and Masters?
FURTHER READINGFREMANTLE, 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 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, aresponsible officer to standby and not a sailor.
Pilots preference is ladder.
UNIT 2PASSING THROUGH NARROWS AND CANALS SPEAKING1. Describe the picture below.
2. How should a vessel proceed through narrows?
3. Why should she take soundings from time to time?
4. Which side of a channel is the ship to keep to, as a rule?
5. May ships overtake each other in narrows?
BASIC TERMS AND EXPRESSIONS to proceed to overtake
collision to adhere (to)
sound signal to anchor
bow look-out
ahead dead ahead
to slow down sailing vessel (ship)
steaming lights hawser
to swing in to swing out
to lower pendant, pennant
to warn prohibition
ashes refuse
to empty to reduce speed
to take soundings to run aground
to ride at anchor to get moored
all round the horizon to be under way
to alter course to starboard (port) on starboard (port) bow
to run the hawser to a buoy
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.
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 rain-storms, weather by day or by night, a vessel under way shall sound a prolonged blast at intervals of not more than two minutes.
Answer the following questions according to the information presented in the text above:1. What rules shall a vessel adhere to avoid collisions?
2. What do we mean when we say the vessel is under way?
3. What lights shall a vessel carry when at anchor at night?
4. What additional lights shell she carry when aground?
5. Should the anchor lights be visible all round the horizon?
6. What signals are used by ships in fog?
7. What sound signals are used by ships under way?
DIALOGUES
1.Watch Officer: What side of the canal must we keep to here?Pilot: We must keep to starboard side if there is much shipping. In some places where the traffic is in one direction only, we must keep in midchannel.
Watch Officer: What speed is allowed in the canal?
Pilot: The regulation speed allowed here must not exceed 7 knots.
Watch Officer: Shall we have to anchor when proceeding through the canal?
Pilot: No, we shall have to moor to the buoys or to the canal sides, but still both bow anchors must be ready to let go.
Watch Officer: Where shall we have to make fast?
Pilot: Well have to make fast in the sidings to let other ships pass by.
Watch Officer: What ships do you mean?
Pilot: I mean the ships coming from the opposite direction.
Watch Officer: Oh, I see. Are the ships allowed to overtake one another in the canal?
Pilot: Well, if the ships proceed in one direction, they are not allowed to do so.
Watch Officer: Now I understand. A ship may overtake another ship in the canal only if that ship is moored to the bank or to the buoys.
Pilot: Exactly so.
2.Pilot: See, beyond that bend there is heavy traffic in this channel; a lot of fishing boats and sailing ships are plying to and from.
Watch Officer: Well, I understand we must reduce the speed.
Pilot: Yes, thats one thing. Besides, it is advisable to keep a look-out on the bow.
Watch Officer: All right, Ill see to that. By the way, what is that motor vessel astern of us signalling to us?
Pilot: That motor vessel asks if we can let her pass ahead of us.
Watch Officer: Well, well alter course to starboard so that she may overtake us on port side.
Pilot: What is the look out reporting?
Watch Officer: He is reporting that there is a fishing boat dead ahead of us.
Pilot: Well have to slow down and sound a prolonged blast.
Watch Officer: All right. Ill do that. By the way, pay attention to the sailing vessel on our starboard bow.
3.Pilot: We shall proceed through the canal at night.
Watch Officer: Well, what than?
Pilot: You must get ready the search light and steaming lights, according to Regulations.
Watch Officer: This we have already attended to. What other arrangements should be made?
Pilot: Well, the hawsers must be ready to be sent ashore or to the buoys.
Watch Officer: What else?
Pilot: A boat must be ready to run hawsers to the mooring buoy.
Watch Officer: Shall we swing the boat out?
Pilot: Yes, swing her out and keep hear ready to be lowered without delay.
Watch Officer: What about the engine?
Pilot: During the stay in the canal, the engine must be kept ready at short notice.
4.Watch Officer: What signal must we hoist when the ship is made fast in the canal?
Pilot: By day, you should hoist Pendant No.2 under answering pennant, close up to the masthead. By night, a red light between two white vertical lights in the same position.
Watch Officer: What will these signals mean?
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:
Dialogue 11. What did the pilot say about the traffic in the canal?
2. What speed was allowed in the canal?
3. Did the ship have to anchor or to moor in the canal?
4. Why did the ship have to make fast in the sidings?
Dialogue 21. Did the pilot say that there was a little traffic in the channel?
2. What did the watch officer say about the ships speed?
3. Where was it advisable to keep a look-out?
4. What did the watch officer say about altering course?
5. What did the look-out report?
Dialogue 31. What did the pilot say about the searchlight and steaming lights?
2. What did he say about the hawsers?
3. What did the watch officer say about the boat?
4. What did the pilot say about the engine?
Dialogue 41. 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?
GRAMMAR & VOCABULARY COMPREHENSIONI. Ask questions using the model:
Model:
The vessel should proceed slowly.
How should the vessel proceed?
1. A vessel should proceed there with great care.
2. They should reduce the ships speed considerably.
3. She should answer the questions quickly.
4. You should send him a letter by post.
II. Ask questions using the model:
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. We shall have to stay at home because the weather is too bad.
2. They will have to take soundings because the depths are very irregular.
3. The captain had to reduce speed because there was heavy traffic there.
4. He has to alter course to starboard because the other ship is overtaking us.
5. They had to make fast to the buoy because the current was very strong.
III. Answer the following questions using the model:Model:
Do (did) you have to take two tugs?
Yes, I do (did). I have (had) to.
Will they have to enter the harbour?
Yes, they will. They will have to.
1. Will you have to make fast to the buoy?
2. Did he have to finish that work?
3. Do they have to call at that port for bunkering?
4. Does he have to do it himself?
5. Shall we have to stay here till tomorrow?
IV. Ask questions using the model:
Model:
The vessel shall carry light s at night.
When shall the vessel carry lights?
1. The vessel shall use sound signals in fog.
2. The ship shall sound one prolonged blast when she is under way.
3. They shall work there much longer tomorrow.
4. The tug shall be ready to tow the ship any moment.
V. Match the sentences in column A with the sentences in column B: A
B
1. A vessel proceeding along the course of a narrow channel shall keep as near to the outer limit of the channel ..a. navigating within a narrow channel or fairway.
2. A vessel of less than 20 metres in length or a sailing vessel shall not impede the passage of a vessel .b. which can safely navigate only within such channel or fairway.
3. A vessel engaged in fishing shall not impede the passage of any other vessel c. avoid anchoring in a narrow channel.
4. Any vessel shall, if circumstances of the case admit, ..d. shall navigate with particular alertness and caution and shall sound the appropriate signal.
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 .e. which lies on her starboard side as is safe and practicable.
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 .f. the vessel intending to overtake shall indicate her intention by sounding the appropriate signal.
7. A vessel shall not cross a narrow channel or fairway if such crossing impedes the passage of a vessel .. g. which can safely navigate only within a narrow channel or fairway.
VI. Ask questions whose answers are the underlined words: a) Vessels with the current behind them have the right-of-way. b) Be courteous and leave space before crossing through the drawbridge.
c) After your successful trip through the Kent Narrows you will want to use this short cut again and again.
d) Once beyond the bridge navigation is as easy as following the channel markers to clear the narrows.
e) The channel markers will now be reversed leaving your red marks to port and your green to starboard.
f) A short cut through Kent Narrows can be intimidating, so it is often avoided by sailors. g) Sailing from the Baltimore area to destinations off the Miles River is often reserved for long weekends or vacations. h) With careful planning your passage will be uneventful and save you hours of sailing time. i) You must know the tide schedule for the day you plan to navigate through the area. j) The drawbridge opens on the 1/2 hour for boats waiting to pass.VII. Fill in the blanks with an appropriate preposition: 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 4miles 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 34km (21mi). (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 45m (150feet) underneath the seabed. The town of Dover gives its name to one of the sea areas of the British Shipping Forecast.UNIT 3ANCHORING SPEAKINGWhere may ships anchor?
In your opinion, why should a vessel have sufficient room at the anchorage?
INCLUDEPICTURE "http://t2.gstatic.com/images?q=tbn:ANd9GcQHVyuEmO8hDMAM8QQIMAhTEw93mf_OT8UB0Nuh46tc5S36-JGo" \* MERGEFORMATINET
BASIC TERMS AND EXPRESSIONS road, roadstead
to pay out (away)
ebb
tide
to approach
landmark
anchorage
high land
ground
deck hand
to heave up
to bring the ship to anchor
to ride at anchor
to be steam on to the current
to drop anchor
to swing at anchor
to keep in line
to alter the course
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.
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.
Answer the following questions relying on the information presented in the text above:1. Should only one anchor be ready when anchoring?
2. May the ships ride to one anchor only?
3. How is the ships head brought up in a strong wind?
4. How is the ships head brought up if there is a strong current?
5. Are both anchors let go at the same time?
6. Who is to determine how much of chain should be paid out?
7. What length of chain is usually sufficient?
8. What bearings should the watch officer take after anchoring?
9. What information should be enter into the log book?
10. Where should the ships position be marked?
Commands for AnchoringGet the starboard (port) anchor ready!
Get both anchors ready!
Stand by the starboard (port) anchor!
Let go the starboard (port) anchor!
Pay away the cable (chain)!
Keep the cable (chain) slackened!
Hold on the cable!
Put the windlass in gear!
Be ready to heave in!
Heave in the starboard (port) anchor chain!
Heave in upon the cable!
Avast heaving in the cable!
Disengage the windlass!
Secure the anchor for sea!
The anchor is up and down!
The anchor is apeak!
The anchor is atrip!
How is anchor?
Clear anchor!
Foul anchor!
Stand clear of the anchor cable!
Pay away three shackles of chain!
Heave short the cable!
How is the cable leading?
The cable is leading forward, starboard!
Stand by fore and aft!
All hands on deck!
DIALOGUES
1.PILOT: In an hours time well approach the port. As its ebb time now we shall have to wait for the tide in the outer roadstead. The depths in the entrance to port are not sufficient for our draft.CAPTAIN: How long shall we wait for the tide?
PILOT: Well have to wait until sunset.CAPTAIN: Shall we have to anchor or to make fast to the mooring buoys there?
PILOT: There are no mooring buoys there, well have to anchor half a mile off-shore.CAPTAIN: What landmarks shall we have there for the anchorage?
PILOT: There is a conspicuous water tower on the coast, which should be kept on bearing 036 and the lighthouse at the port entrance, which should bear 078.CAPTAIN: What are the depths at the anchorage?
PILOT: The depths are about 20 fathoms. The anchorage is well sheltered from winds by high land.CAPTAIN: What is the character of the bottom there?
PILOT: The bottom is quite even; there are no rocks or shoals.CAPTAIN: What is the nature of the ground there?
PILOT: There is good holding ground: soft mud with few patches of sand.CAPTAIN: Is there enough room at the anchorage for swinging?
PILOT: Oh, theres plenty of room for several ships.2.PILOT: In half an hour we shall be at the anchorage. Its time to notify the engine room and to get the anchors ready.CAPTAIN: Thats right. Which anchor are we going to use.
PILOT: Well use the starboard anchor.CAPTAIN: How much chain shall we need?
PILOT: I think four shackles will do.CAPTAIN: All right. Ive ordered a deck hand to start taking soundings.
PILOT: Thats very good. You see that red water tower over there? We must steer for that water tower till the port lighthouse opens to southward.CAPTAIN: Well, what then?
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
Dialogue 1
1. When should they approach the port according to the pilot?
2. Why did they have to wait for the tide?
3. Till what time did they have to wait?
4. What did the pilot say about the mooring buoys?
5. What did the pilot say about the landmarks?
6. On what bearing should they keep the water tower?
7. What did the pilot say about the nature of the ground?
8. Was there enough room for swinging?
Dialogue 2
1. Which anchor were they going to use?
2. How many shackles of chain were needed?
3. Whom did the Captain tell to take soundings?
4. For what landmark was the Captain to steer?
5. Till what moment was he to steer for the water tower?
6. How many degrees was he to alter the course when the lighthouse opened?
7. How far off-shore was that anchorage?
Dialogue 31. When were they going to get under way?
2. What orders had the Captain given?
3. What did he say about a radiogram?
4. At which berth did the agent arrange for the ship to berth?
5. Was that berth convenient?
VOCABULARY & GRAMMAR COMPREHENSION
I. Ask questions using the model:
Model:
Both anchor chains must be paid out.
Shall we pay them out at once?
1. The ships speed must be reduced.
2. The engine must be stopped.
3. The soundings must be taken.
4. The radiogram must be sent.
II. Make up sentences using the model:
Model:
He says that we can approach the port at 5 oclock.
Ask him if we can approach it earlier.
1. He says that we can enter the port after midnight.
2. She says that we can get under way at 7 oclock.
3. He says we can be abreast of that island in 3 hours time.
4. They say we can send a radiogram tomorrow.III. Match each term to its corresponding image:
anchor ball; bitt hawser; ratguard; bollard
UNIT 4
ANCHOR AND CABLE WORK SPEAKINGWhen is it said that the vessel is being brought up?When is a vessel moored, and when is she said to be anchored?
BASIC TERMS & EXPRESSIONSclanging roar
hawse pipe
standing moor
spare anchor
gypsy
stopper
to hinge
wind rode
riding weather tide
at short stay
to surge cable
the anchor is dragging
swivel
wildcat
spurling gate
devil claw
capstanto 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 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.
Answer the following questions on the basis of the information in the above text:1. When is the Bosun to release the brake on the windlass?
2. When is the vessel expected to be pulled on the cable?
3. When is it said that the vessel is inching towards the lying ground?
4. What is the Chief Officer supposed to say then?
5. When is it said that shackles are being paid out and hove in?
6. When is a vessel moored, and when is she said to be anchored?
7. Where is a spare anchor stowed?
8. Where are anchors stowed when the ship is under way?
9. How are shackles distinguished?
10. What is the windlass used for?
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.
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. According to the information presented above, what is an anchor gear?
VOCABULARY AND GRAMMAR COMPREHENSION
1. Provide the correct preposition:
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 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 5MOORING SPEAKING 1. How do ships make fast to a wharf?
2. At what speed should a ship approach the berth?
EMBED PBrush BASIC TERMS AND EXPRESSIONS fenders steerage-wayheadway to backsternway ashorehead rope bow spring
stern rope stern springto veer out breast line
heaving line bollard
to secure to heave (heaved, hove)
congested waters crane
to tie up to dredge
to sign quay
taut slackto make fast alongside
to make fast stern to
to get moored
to get berthed
to get tied up
to bring the ship alongside the quay
to work the ship into her berth
to make the starboard (port) landing
to get alongside starboard (port) side to
to run out a line
to swing the bow to starboard (port)
to sheer the stern from the quay
to double up fore and aft
Ships make fast to a wharf either alongside or stern to. When approaching a berth ships must proceed at slow speed. On deck, heaving lines and mooring ropes, as well as fenders, should be ready for use. The anchors must be ready to let go. At an appropriate distance from the berth, the engine is stopped and the ships headway is used to bring her alongside the wharf. This headway should be just enough keep the ship moving ahead without losing steerage way. If a ship has too much headway it should be stopped by backing the ship with engine or by letting the anchor go. As a matter of fact, only the off-shore anchor is dropped and then a heaving line is passed ashore. A head rope, a bow spring and two breast lines are run out from the ship and secured to bollards ashore.
headlines fwd breast lines fwd springs aft spring aft breast lines stern lines
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.
Answer the following questions:a) What should be made ready for use on deck?
b) What is the ships headway used for in this case?
c) What should be done if the ship has too much headway?
d) When the ship has approached the berth, what line is passed ashore first?
e) What other ropes are run out from the ship and secured to the bollards ashore?
f) How is the ship hove into her berth?
g) Where are rat guards placed?
h) Why should the mooring lines be constantly watched?
i) Why should we veer in the ropes from time to time?
j) When should we veer them out?
k) In what weather should we double up the lines?
l) How should the lines be watched if the weather is changeable?Commands for MooringGive on shore the heaving line!Send on shore the head rope!Send on shore the stern spring!Send on shore the breast line!Check the head rope!
Check the stern spring!Cast off the head rope!Let go the head rope!Heave in the bow spring!Heave in aft!Haul in the slack!Haul taut!Haul fast!Fleet the cable upon the windlass!Lower down the ladder!Send on shore the stern rope!
Send on shore the bow spring!Pay away the bow spring!Pay away the stern rope!Check the breast line!Make fast the bow spring!Make fast the stern rope!Make all fast!Hold on!Avast heaving in!Veer out handsomely!Veer out cheerily!Ship the fenders!Unship the fenders!
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?
PILOT: We shall moor at berth No.17.
CAPTAIN: We shall need a 15 ton crane to discharge heavy lifts.
PILOT: Your agent must have been informed about it as there is a 15 tones crane at the berth.
CAPTAIN: Thats good. Which side shall we make a landing?
PILOT: We shall make a starboard side landing.
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.
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. What did the pilot say about taking a tug?
2. Why was taking a tug advisable?
3. Was there a heavy traffic in the port?
4. What did the pilot say about manoeuvring in congested waters?
5. How far was the tug to take that ship?
6. What did the Captain need a crane for?
7. Was there any crane at the berth?
8. Was the ship to be berthed port side to?
Dialogue 2
1. Where did the pilot show a vacant place for the ship?
2. What did the Captain say about it?
3. Why did he ask the pilot about the depths?
4. Was the bottom even alongside that berth?
5. Which side was the ship going to berth?
Dialogue 3
1. What did the pilot say about the ships headway?
2. How did the Captain stop her headway?
3. Why did he command Helm a-port! when going astern?
4. Which anchor did the Captain order to let go?
5. 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?GRAMMAR & VOCABULARY COMPREHENSION1.Supply the appropriate term:
berthing mooring gear berth berthing operation mooring lines
Coming along any l. _____________ can be a very difficult operation and is always potentially dangerous. The ship's anchor and 2. ____________ must be made ready for use. Most frequently tugs are used to assist the ship's 3. ____________ . The Master decides which 4. ____________ are to be used. Each officer must know exactly his own role in the 5. _____________ .
1. Explain the movement of the vessel in the following sentences:1. Take all the way off.
2. The vessel starts gathering sternway.
3. The vessel moves bow first.
2. Sort out the verbs below into two groups: A. - verbs referring to a movement of the line towards the person handling
the line
B. - verbs referring to a movement of the line from the person handling the line
pull the line on board cast off the line run the line out
tighten the line pay out the line heave on the line
slack away the line haul in the line send away the line
set the line tight, pass the line down to the tug heave the line take the slack backA (Movement towards the person working the line)
A
Pull the line on boardCast off the line
4. State which of the following terms is described in the sentences below:
moor Mediterranean moor berth mooring buoy aids to navigation heaving line mooring gear
1. ______________ : the place in harbour in which a ship rides to her anchor or
is secured alongside.
2. ______________ : space around a vessel at anchor, and in which she will
swing freely.
3. _____________ : buoy securely moored so that a vessel can be attached to it
and lie safely.
4. _____________ : a type of berth where the ship's stern is secured to the quay
and two anchors are laid ahead.
5. _____________ : a light rope used to haul in a heavier one.
6. _____________ : buoys, light houses, seamarks, landmarks etc.
7. _____________ : deck and shore fittings for making fast the rope.
5. Match each phrase with its opposite:
unbend the line cast off the line pay out the line make fast the line slacken the line
1. Tighten the line _____________________
2. Let go the line _____________________
3. Haul in the line _____________________
4. Bend the line
_____________________
5. Pull the line on board _____________________6. Write down the names of the mooring lines
7. Ask questions using the model:
Model:
The ship should be backed to stop her headway.
What should be done to stop the ships headway?
1. The mooring lines should be passed ashore to secure the ship to the bollards.
2. The off-shore anchor should be dropped to keep her securely berthed.
3. Rat guards should be placed on all the lines to prevent the rats from getting aboard.
4. 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.
8. Change the sentences using the model:
Model:
The ship can anchor or she can moor.
The ship can either anchor or moor.
1. The rope may be too taut or it may be too slack.
2. The ship may have too much headway or she may have too little headway.
3. The windlass can veer the cable in or it can veer it out.
4. We can berth starboard side to or we can berth port side to.
FURTHER READING Fatal Mooring Accident
Source: www.atsb.gov.au The incidentTaharoa 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 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 factorsThe 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 mooring winch meant that the mate, and possibly the bosun, did not have the seaman directly in their line of sight.
ConclusionsThe 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 1. What must seafarers be sure of before leaving the dock?
2. In your opinion, what is the best time to berth or leave the dock?
BASIC TERMS AND EXPRESSIONS 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
Aft starboard mooring Unberthing
Water jets in undocking 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 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. What is the Dock Pilot concerned with in the docks?
4. What does he have to make allowance for?
5. What must the River Pilot think of?
6. What must a Pilot know before he takes a ship through the basins?
7. What is used to assist a ship to leave the port?
8. Does she need her own engine power?
9. How will you single up aft and forward?
10. Which equipment is to be tested and made ready for going to sea?
11. What must the Master be adept at?
12. When are we to turn the vessels stem into the tide or current running?
Onboard communications - Unmooring manoeuvreThe officers and ratings are at the forward (bow) and after (stem) station of M/S Lion, standing by and waiting for master's orders. They are ready for the getting under way. Orders are made by the Pilot/Master from the bridge, i.e. the wheelhouse or wheelhouse wing.
PILOT:
Are you ready to get underway?
master:
Yes, Sir/Pilot. (We are) Ready to get under way.
pilot/master: (LION BRIDGE):
Stand by engine.
chief engineer :
Stand-by engine.
lion BRIDGE:
Lion Bow, Lion Stern. This is Lion bridge. Stand by for let go.
LION FORE:
Lion Bridge. This is Lion Bow. Standing by for let go.
lion aFT:Lion Bridge. This is Lion Stern. Standing by for let go.
LION BRIDGE:
Lion Bow. Single up to one headline and one spring.
Lion Stern. Single up to a breast line and one after spring.
lion bow:
Lion Bridge. This is Lion Bow. (Understood.) Single up to one headline and one spring.
lion stern:
Lion Bridge. This is Lion Stern. (Understood.) Single up to a breast line and one spring. Tug made fast on starboard quarter.
after a whileafter a while
LION BOW:
Lion Bridge. This is Lion Bow. Singled up to one headline and one spring.
lion stErn:
Lion Bridge. This is Lion Stern. Singled up to a breast line and one spring
LION BRIDGE:
Lion Stern. Let go all aft.
lion stern:
Lion Bridge. This is Lion Stern. Let go all.
After a whileAfter a while
Lion Bridge:
This is Lion Stem. All gone and clear.
lion bridge: Wheel amidships. Slow ahead.
helmsman:
Midships. (...) Midships
3RD MATE:
Slow ahead. Sir.
lion bridge:Stop engine.
3RD mate:
stop engine. Sir.(...)
Engine stopped.
LION BRIDGE :
Half astern. Starboard 20.
helmsman:
starboard 20. (...) Starboard 20 on. Sir.
3RD MATE:
Half astern.
LION BRIDGE:
Midships.
helmsman:
Midships. (...) Midships on. Sir.
LION bridge:
Stop engine.
3RD mate:
stop engine. (...) Engine stopped. Sir.
lion bridge:
Lion Bow. Let go all.
lion bow:
Lion Bridge. Let go all. (...) All gone and clear.
lion bridge:
Slow astern. Hard a port.
3RD mate:
slow astern.
helmsman
Hard a port.
LION BRIDGE - Stop engine. Midships.
helmsman:
Midships. (...) Midships on. Sir
3RD mate - Half ahead. Sir. (...) Half ahead.
lion bridge:
Half ahead. Starboard 10. ... (etc.).
GRAMMAR & VOCABULARY COMPREHENSION1. Supply the missing words and terms from the brackets:
draught slack water allowance singling up rudder skipper derricks wind buoys transverse thrust dolphins tide effect engine-room telegraph mooring ship's whistle current steering gear officer of the watch loose gear navigating lights
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, if / shore gang / leave / ship 3. Match the images describing deck fittings to the terms: bitts sheaves and cleats bollard cleat bollard roller fairleads
4. Supply a suitable form of the verbs from the brackets:
Verbs used in unmooring a ship
(Cast) 1. _____________ off the breast ropes. (Single) 2. ___________ up to the head ropes and springs. What (go) 3. ______________ ? We (be) 4. __________
Nearly ready to lave. The dock party (cast) 5. ____________ the ropes of the bollard on the dock side and we (put) 6. ______________ a couple of turns on the warping barrel of the windlass and (haul) 7. ____________ each wire back on board.
Here (come) 8. ______________ one of the tugs. She (present) 9. _____________ her stern to us and we (pass) 10. ______________ a big towing line down to her. The Chippy (bend) 11. _____________ a heaving line onto the towing hawser and (heave) 12. _______________ it across. He now (pay out) 13. ________________ the cable as the rope-runners (haul) 14. _____________ it in. The towing hawser (be) 15. _____________ now on the hook and (make) 16. ____________ fast.
5. Supply the following terms as necessary:
(aboard, underway, on the bow, fore, always, aft, fast)
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. _____________ .
UNIT 7
TOWING SPEAKINGA) What may a tug be required for when in port?
B) Whose assistance is required to take a ship into the dock?
BASIC TERMS AND EXPRESSIONSto require to shift
to tow bottom
hull tow-linesteel wire beforehand
to settle to charge
spare port quarter
the ship is disabled to take in towto rig the bridle 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.
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.
Answer the following questions:A)What may a tug be required for when in port?
B) Whose assistance is required to take a ship into the dock?
C) What may a ship need if she becomes disabled at sea?
D) What do we call the ropes with which a vessel is towed?
E) What tow-lines are most modern ships provided with?
F) What combination of hawsers is recommended for towing and why?
G) Why should the towing and towed vessels communicate with each other?
H) What code system do they usually use?
I) In what ways do ships communicate with each other and with shore stations?
J) What does a single letter or combination of letters signify in the International Code?
K) What two meanings does the signal G have?
Regulation Signals when TowingIs the towing hawser fast?
The towing hawser is fast
Everything is ready for towing
Commence towing!
Steer to starboard!
Pay out the towing hawser!
Veer out the tow-line!
Shall I continue the present course?
Continue the present course!
I am keeping away before the sea
Keep away before the sea!
Shell we anchor at once?
I want to anchor at once!
I will go slower.
Go slower!
I am increasing my speed
Increase your speed!
Get spare towing rope ready!
Spare towing hawser is ready!
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.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 signa