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CONSTANTA MARITIME UNIVERSITY FACULTATY: NAVIGATION AND NAVAL TRANSPORT DEPARTMENT OF MATHEMATICAL SCIENCES AND HUMANITIES
STUDENTS COURSEBOOK MARITIME ENGLISH 3rd YEAR
COURSE COORDINATOR:
Associate Professor CARMEN CHIREA - UNGUREANU
CONTENTS
Navigation Anchoring Berthing Leaving berth and Underway Buoyage Loading, Discharging & Trim Project: Pilot Reading Glossary and Practice Safety The Weather Ship Motions Beaufort Windscale Ice Tides The Rules of the Road Emergency Response Dangerous Goods
Navigation
Introduction
By navigation is understood any act or procedure that will ensure the safety of passengers and crew, vessel and cargo during a voyage from point of departure to a destination. This safety is greatly determined by good seamanship. And since good seamanship refers to The Human Factor (HF), it is obvious that the influence on safety on board vessels is largely determined by acts of the seafarers on board. Therefore the manning of a vessel must be planned very accurately, and because most vessels are manned with multi-lingual crews, special attention should be paid to the internationally standardized form of maritime communication, both intership and intra-ship.
Manning
All vessels have one thing in common: they must be manned by qualified crews. On board vessels the two main departments are the deck department and the engine room department. The radio department is often integrated in the deck department. The head of the deck department is the first mate or Chief Officer. The Chief Engineer is the head of the engine room department. Officers are assisted by ordinary seamen and able (bodied) seamen (OS and ABS). An able seamen is experienced seafarer. He or she will often act as man-at-the-wheel (helmsman), or lookout. The boatswain, or bosun, is the head of the ratings (OS and ABS). Apprentice officers are officers in training. Nowadays many vessels are manned with General Purpose Officers or Multi- Purpose Officers who have been trained to perform the duties of the mate, engineer and radio operator together.
Duties
Of course the main responsibility of all the deck officers on merchant vessels is navigation, i.e. getting the vessels safely to her destination. There are many other duties to be performed in the deck department. The first mate is responsible for making up the stowage plan, supervision of loading and discharging of the cargo and general ship maintenance. The second mate is responsible for the navigation equipment. The third mate will often act as safety officer. He or she is responsible for the maintenance of all the safety equipment on board. The main duties of the Engineering-officers in the engine room department are the maintenance and overhauling of the main engine and the auxiliary-engines. The captain, or master, is ultimately responsible for all that goes on aboard the vessel. Usually he has not been integrated in the watch-keeping system on the bridge. If he thinks it necessary to appear on the bridge and interfere with the work of the officer of the watch (OOW), or if the master is called to the bridge by the OOW, he must clearly indicate that he will become the conning officer by saying: I now have the watch. To confirm this, the OOW will then answer: You now have the watch. The tasks of the radio operator are to contact shore based stations and other vessels in cases of distress, to transmit urgency messages, safety messages when there are imminent dangers to
navigation, to listen to Notices to Mariners, weather reports and navigational warnings and to maintain contact with other ships for a safe and efficient voyage.
Watchkeeping
The 24-hour-period on board the vessel is divided into 6 shifts, or watches, as they are called. Each watch lasts 4 hours. The watches are: First watch ( 2000 hrs-2400 hrs) 3rd mate Middle watch (0000 hrs-0400 hrs)2nd mate Morning watch (0400 hrs-0800 hrs) 1st mate Forenoon watch (0800 hrs-1200 hrs)3rd mate Afternoon watch (1200 hrs-1600 hrs)2nd mate Evening watch (1600 hrs-2000 hrs) 1st mate The evening watch is often divided into two watches of 2 hours each to allow everyone to enjoy the evening meal. These two watches are called the first and second dogwatch. The Radio-operator keeps watch four periods of two hours a day. One of the Watchkeeping-systems that is used in the deck department aboard sea-going vessels is the 4-12-8 system, whereby the first mate stands all four-oclock watches, the second mate stands the twelve-oclock watches and the third mate stands the eight-oclock watches. The captain will often join the third mate, since the third mate is usually the last experienced officer.
Heading, course, track and drift

By heading is understood the direction in which the vessel is pointing. It is the angle between the foreand-aft line of the vessel and True North, expressed in degrees. Heading constantly changes due to sea and wind influences and steering errors. By course is understood the intended sailing direction of the vessel. In other words: it is the direction in which the vessel is steered in order to reach her destination. It is expressed in degrees. A track consists of one, or a number o f course lines along which the navigator intends to proceed for a safe passage, e.g. when clearing a danger. A great circle course will form the shortest connection between two places on the earth. A Rhumb Line, or loxodrome, will form a line whereby all the angles made by the course line and the meridians are equal. This implies that in (Mercator) sea charts the earth is not a sphere, but a square. Composite sailing combines the advantages of the great circle and the rhumb line: it will offer the shortest route, while the vessel can keep constant true directions. Due to the influence of the wind and current the vessels destination will not be reached without any alterations of course. By course made good is understood the course that the ship will follow after allowing for the effects caused by wind. Now the effect of current on the vessels path must also be corrected, resulting in a course over ground that will lead to her destination.
Position
The vessels position can be determined in a number of ways, for example by means of pilotage (coastal navigation), cross bearings, a cocked hat, a running fix, dead reckoning, astronomical navigation or satellite. The vessels position may be indicated by a latitude/longitude reference, or as a bearing and distance from a fixed point. In VHF communication and written reports the letter position indication must always be preceded by the word bearing. Positions are expressed in degrees and minutes. Distances are indicated by nautical miles (1852 meters) and cables (one tenth of a nautical mile 185.2 meters). Position indicated as a bearing and distance
from a fixed point, and in Latitude/Longitude.
Pilotage (coastal navigation)

When sailing along the coast, compass bearings of conspicuous objects are taken at regular intervals. A conspicuous object (conspic) is an object on land or at sea that is mentioned and described in the pilot book. Cross bearings form an intersection of two bearing lines that have been taken of two conspicuous objects. If a third conspic is available, a third bearing (check line) can be taken. Because the vessel is proceeding, the two bearing lines and the check line will form a triangle, called cocked hat. The ships position is in or at the cocked hat.
Running fix
A running fix is made when there is only one conspicuous object available. It is done by taking two bearings of the same conspic at interval. Cross bearings with cocked hat (The angle between the two bearing lines must be > than 30 degrees).
Example
The first bearing is taken at 16.50 hrs. Log reading: distance travelled = 380 nautical miles. The second bearing is taken at 16.55 hrs. Log-reading: distance travelled = 381 nautical miles. The difference between the first log-reading and second log-reading is 1 mile. Now, with the aid of chart dividers, 1 is measured from the chart scale at the side of the nautical chart
and transferred to the course line. The position of the ship is at the intersection of the second bearing line with the line that runs parallel to the first bearing line. Running fix
Dead Reckoning
Dead Reckoning is determining (reckoning) ones position by deduction. In other words: finding ones position by taking into consideration a number of standard data: -last known position and time -course and speed -sea and weather condition The expression dead reckoning is not spelt correctly. Dead should actually be spelt ded as an abbreviation of deduced.
Astronomical Navigation
With astronomical navigation, or celestial navigation, observations are taken of celestial bodies (the sun, the moon and stars). With a sextant the angle between a celestial body and the horizon is measured. Now with the aid of the chronometer and the tables in the nautical almanac the ships position can be determined. (This way of fixing a position is quiet obsolete. However, it comes with good seamanship and should never be deleted from the maritime studies).
Satellite Navigation and Radio Navigation
In the (Differential) Global Positioning System a signal transmitted from the satellite. Within the shortest possible time the ships position is determined be data received from the satellites, and shown on the GPSon the bridge.
is display
Depth
The depth of water must always be determined accurately. In areas where shoaling has been reported, in restricted- and inshore waterways, in harbours and ports, and in areas of which the navigator does not have any local knowledge, the risk of going aground is always imminent for deep draft vessels and very often shallow draft vessels, too. Furthermore the navigator should always be aware of the fact that charted depths may sometimes be unreliable and must be increased or decreased due to sea states, swells and winds. Therefore Notice to Mariners should be studied carefully and regularly to avoid grounding due to insufficient depths of water or an unexpected tide below the prediction. Places where depths are maintained by regular dredging-operations are indicated as areas with controlling depths. These depths are always very reliable. The old-fashioned way of sounding (determining depth of water) is by means of the handlead. Nowadays the most common way to determine depth is with the aid of the echo sounder, whereby a signal is transmitted to the seabed. The signal bounces back and is received again by the echo sounder. From the time elapsed between transmission and reception of the signal, the depth of the water can be determined. Protruding obstacles on the seabed, such as wrecks and rocks, are not easily detected by signals. Therefore the depth over a protruding obstacle is obtained by wire sweeping, whereby a cable is swept over the seabed between two survey vessels. This routine is continued until the wire will experience no resistance from any obstacle. Now the depth of the specific position can be determined and recorded .
Directions
The terms that are used to indicate directions of proceeding are: starboard, port, ahead and stern.
These terms are used in helmorders and engineroom orders to indicate in which direction the vessel must be steered. Helmorders (Starboard 5!, Port 10!, Midships!, Steady! etc.) and engineroom orders (Full ahead!, Dead slow astern! etc.) are given by the mate to the helmsman and must be repeated by the latter before they are actually executed. To indicate directions towards the vessel, e.g. when a pilot, gale or Tsunami is approaching the vessel, the terms on, before and abaft are used, followed by the appropriate section of the vessel. Like so: on the stem/stern, on the starboard bow, on the port quarter, before the starboard beam, abaft the port beam, etc. Directions that indicate the position of other vessels, objects or dangers with respect to our own vessel are indicated by the words starboard, port, ahead and astern. (I will overtake you on your starboard/port side / wreck ahead of you/ etc.) However, due to technical restrictions of the radar, a VTS-operator will not always be able to determine a vessels heading and course exactly. The exact positions of two vessels with respect to each other are even more difficult to assess. Therefore the use of the term starboard/ port/ ahead/ astern must be avoided. Instead, VTS-operators must use cardinals and half-cardinals to indicate positions and directions. Like so: Shallow waters to the North of you; Vessels overtaking to the Southeast of you; Uncharted shoal to the West of you; Obstruction to the Northwest of you.
Navigation: tasks
1) Idioms
The italicized words in the text are given below in alphabetical order. Find out what they mean as they appear in the text and learn them by heart.
Abaft the port beam Abbreviation Able bodied seaman Afternoon watch Aid Alteration of course Appear Apprentice officer Auxiliary engine Avoid Bearing Before the starboard beam Boatswain Celestial bodies Characteristics Chart Chart dividers Chronometer Clearing danger Cocked hat Conning officer Consideration Contrary to Controlling depth Course Course over ground Cross bearings Current Data Dead reckoning Decrease Deduce Deep-draught vessel Degrees Delete Departure Destination Detect Determine Dimensions Direction Disaster Distress Dog watch Dragging anchor Draught Dredging Dredging anchor Due to Ensure Execute Experience Express External First watch Fore and aft line Forenoon watch General purpose officer Helmsman Heading Helmorder Imminent Imply Increase Influence Insufficient Integrated Interfere Internal Intersection Latitude Latter Local knowledge Longitude Longitudinal Maintenance Man-at-the-wheel Marine accident Master Mate Mention Merchant vessel Middle watch Mishaps Negligence Obsolete Obtain Ordinary seaman Overhaul Pilotage (1) Pilotage (2) Pilotage (3) Position fix Proceed Propulsion Protruding obstacle Ratings Regular Reliable Resistance Restricted waterway Running fix Shallow Shallow draft Shoal Shoaling Shore based station Steering error Stowage plan Sufficient Survey vessel Tide Time elapsed Towards Track transmission Transmit Triangle True north Tsunami Urgency Viz. Weather condition Wiresweeping Wreck swept
Notes:. ..... .. ...
....
2) Manning, duties and watchkeeping (4, 12, 8 system)

Match the description, duties and watches with the officers and crew by filling in one letter (A, B, C, etc). 1 0 g 1 1 c 1 2 b 1 3 e 1 4 b 1 5 d 1 6 j 1 7 b 1 8 b 1 9 f 2 0 h 2 1 f 2 2 d 2 3 a 2 4 i
1 k
2 b
3 c
4 L
5 d
6 c
7 a
8 e
9 h
Descriptions, duties and watches

1 - Officer on duty 2 - Cargo handling supervision 3 - Middle watch 4 - Trainee 5 - Safety 6 - Afternoon watch 7 - Overall responsibility 8 - Maintenance and overhauling 9 - Four 2 - hour periods 10 - Head of ratings 11 Nav aids o/b 12 - Dogwatches 13 - Head of ERdepartment 14 - Stowage Plan 15 - First watch 16 - Helmsman (man-at-the-wheel) 17 - General ship maintenance 18 - Morning watch 19 - Integrated officer 20 - NAVWNG 21 - General purpose officer 22 - Forenoon watch 23 - Conning Officer 24 - Inexperienced rating
Officers and crew

A - Captain (master) B - First mate C - Second mate D - Third mate E -Chief engineer F - Multi-Purpose Officer G - Boatswain (bosun) H - Radio operator I - OS J - ABS K - OOW L - Apprentice Officer
3)Heading, course and track: Fill in
Heading By heading is understood the direction.in which the vessel is pointing. The angle between the true north and fore-aftline.. is expressed in degrees Heading constantly changes due to ......state .......... of sea and wind and currents
Course The intended. sailing direction is expressed in degrees . and is the direction in which the vessel is steered. Rhumb line A course line whereby all the angles made by the ships courseand the meridian. are at the same angles.. is called a rhumb line, or loxodrome.
Track
For a safe passage, for instance when spotting. a dangerous wreck, the course lines along which the navigator intends to deviate.. form the track.
If no allowances are made for a wind and current the vessel will follow a line calledcourse made good.. If allowances are made for wind and current the vessel will follow a line calledcourse over ground
3) Position
Oral practice: -every number must be pronounced separately. -point is pronounced as decimal (2.5 = two - decimal - five) -be fluent in your pronunciation; every mistake, however little, must be corrected by the phrase mistake correction, followed by the correct position. 51 DEGR. 29 MIN. N / 047 DEGR. 53 MIN E. 134 DEGR. FROM BUOY NHR - SE, DISTANCE 0.6 MILES. 159 DEGR. FROM FALLS LIGHT, DISTANCE 2.4 MILES. 49 DEGR. 8 MIN. N / 013 DEGR. 5 MIN. W 178 DEGR FROM ROYAL SOVEREIGN LIGHTHOUSE, DISTANCE 4.1 MILES. 250 DEGR. FROM BUOY CA 4, DISTANCE 1.2 MILES. 68 DEGR. 27 MIN. N / 039 DEGR. 53 MIN. E. 025 DEGR. FROM ALICE BUOY, DISTANCE 2.5 MILES. 46 DEGR. 29 MIN. S / 018 DEGR. 53 MIN. E. 158 DEGR. FROM THE BASSURELLE, DISTANCE 1.5 MILE.
4) Position
Cross bearings and cocked hat -Fill in: . X=conspicuous objects.. A=side of cock hat.. B=exterior angle of cock hat.. C= side of cock hat .. D= bearing line .. -Finish the sentence
A conspic is an object on land and sea which must be marked on chart.. The ships position isfurthest point on the triangle from danger.. A triangle of 2 bearing - lines and 1 check line is formed, becausethe ship is moving
Running Fix -Fill in: ...... X= conspicuous object A=course. B=intersection of the course with the chart dividers. C=chart dividers . D=position of vessel /fix.
A running fix is made when there is only one conspic The second bearing is taken at 16.52 hrs. ; Log-readin/distancetraveled. is 847 miles. The difference is 2miles.. to the course line with the aid of chart dividers. The position of the ship is at the intersection.. of the line that runs parallel to the first. and the second bearing line.
5) Order of events (Running Fix)

Indicate the order of events by filling in A, B, C, etc. 1 b 2 d 3 a 4 e 5 g 6 h 7 i 8 c 9 f
A - Measure mileage by means of logreading. B - Determine the position of the Conspic. C - Proceed of ground course. D - Take first bearing. E - Take second bearing. F - Determine the intersection (ships posn.) of the parallel line with the 2nd bearing line. G - Transfer mileage to course line. H - Determine the angle between the two bearing lines (>30 degr.). I - Draw a line parallel with the 1st bearing line through transfer-point.
6) Directions
Match the numbers (expressions) with the letters (directions)
A A B
B C
C D
D E
E F
F G
G H
H II
1. Before the starboard beam c 2. Astern o 3. on the stem a 4. abaft the starboard beam e
5. on the port bow L 6. starboard n 7. on the port quarter h 8. on the stern g
9. on the port beam j 10. port p 11. on the starboard d 12. abaft the port beam i
13. on the bow b 14. ahead 15. on the quarter f 16. before beam k
starboard m starboard the port
7) Depth and Draft: matching

1 1 i i g 2 2 g c 3 3 c j
Match the reports on groundings with the causes by filling in A, B, C, etc. 4 4 j b 5 5 b a 6 6 a e 7 7 e h 8 8 h f 9 9 f d 1 10 d
Reports on groundings 1 - It was the first time that we sailed these waters, which are renowned to be dangerous, especially if you do not know your way around. And indeed: after 2 miles we went aground! 2 - When we entered the fairway, our vessel was drawing 21 meters. Our first mate had miscalculated our UKC and though it would suffice to pass through the channel - it didnt! 3 - We had been warned about these waters and soon found out that the depths indicated in the chart were by no means to be trusted: we went aground. 4 - In a fierce gale we were hit by an enormous wave that put us off course in the narrow fairway. We could not avoid the shoals and went aground. 5 - We had sailed these waters many times and knew the settings of currents and times of tides by heart. Unfortunately the Low Slack period lasted longer than usual, and grounding could not be avoided. 6 - Due to illness of the ABS one of the ordinary sailors was appointed helmsman. Unfortunately his English was too poor to execute the OOWs helmorders properly. We hit a sandbank. 7 - A storm in the area had resulted in the forming of a shoal patch, on which we went aground. 8 - We went aground because we had not been able to determine the depth of the fairway due to malfunction. 9 - We went aground because the conning officer had miss-interpreted data on the Radar. 10 - To reduce expenses, the documents on the bridge had not been updated. Therefore we did not have the correct data to proceed safely through these waters. This has resulted in the grounding of our vessel.
Causes of groundings
A - Steering error B - Tide below prediction C - Charted depth unreliable D - Obsolete chart and / or pilotbook E - Shoaling F - Data misread G - Vessel is of deep draft H - Echo sounder not functioning I - Lack of local knowledge J - Sea-state, swell and wind
Anchoring, Berthing, Leaving berth and Underway

Anchors and chain
A stocked anchor will tip sideways when it strikes the seabed, so that one fluke will bite the soil. The stocked anchor consists of a puddening (1), a shank (2), a crown (3), arms (4), flukes (5), a stock (6), anchor nuts (7), breastpiece (8) and a forelock (9). The disadvantages of a stocked anchor are: -it cannot be stored in the vessels hawse because of the stock; - one of its flukes will always point upwards, which makes this anchor very vulnerable to being fouled.
The stockless anchor consists of an anchor shackle (1), a puddening (2), a shank (3), flukes (4), arms (5) and shoulders (6). Contrary to the stockless anchor, the stocked anchor cannot be stored in the vessels hawse. Both flukes will bite the seabed. Sea going vessels are usually equipped with stockless anchors : two bower anchors, a stern anchor for maneuvering the ship when she is dredging anchor and a spare anchor. Anchor chains are made up of lengths of 15 fathoms each. These lengths are called shackles and are made of stud - links or open links.
Stud-link chain
Open-link chain
The studs are for strength and prevent the cable from turning (kinking). Chains that do not have these strengthening are called open - link chains. The joint between two lengths of 15 fathoms is also called shackle. It is often painted white, so that the number of shackles that are out can be determined.
Anchoring
When the vessel is approaching the anchorage or her designated berth, the anchor gear has been thoroughly checked and prepared: windlass and hinging parts have been greased, bandbrakes tested, hawse pipe-closing plates removed, etc. In order to avoid any unexpected situations, it is customary to prepare both starboard and port anchors for letting go. Bad holding ground, such as sand and shells, will cause the anchor to drag. Therefore information about holding ground must be looked up in the pilot book or chart prior to letting go anchors. When a river berth has been allocated by the VTS Station or port authority, it will sometimes be necessary to dredge anchor in order to make sharp turn towards the embankement. The length of chain that is put out is indicated by the number of shackles (1 shackle equals 15 fathoms). Safe anchoring implies that a length of chain equal to the depth of water plus two shackles must be used. More shackles must be put in the water: - when the water is very deep (more than 25 fathoms) -in adverse weather - when barges are passing close to the vessel -when the anchor chain has a low tensile strength -when the anchor chain is leading ahead -when the vessel is in ballasted condition. When the anchor is holding, the anchor lights must be switched on and the anchor ball is hoisted. The anchor position must be checked by bearings at regular intervals. Berthing (without tug assistance or thrusters)
When the vessel approaches her designated berth at minimum steerageway, the approach to the quay is made at the smallest possible angle. With a heaving line the hawser is pulled from the vessel onto the embankment by linehandlers. The spring is fastened to a bollard, and while the engine is on half astern, the warping drum picks up the slack (that is: pulls the line tight). To prevent the line from being fouled, the hawser or spring is led through a fairlead. The ship is then maneuvered along the embankment and fastened to bollards by headlines, stern lines, breast lines and springs. Leaving Berth When leaving berth, casting off orders, engine room orders and helm orders are given by the pilot or the master. After having started the engine, the first order is: "Stand by for letting go!". When a line is cast off, the first order must always be: "Slack away', so that it will become possible to handle the hawser. The next casting off order will then be: "Heave away', which means that the line can be pulled aboard. The sequence of casting off orders that can then be given depends on how the vessel has been berthed, and on the prevailing weather condition and currents.
Example casting off-sequence
of
1) Single up fore and aft!!
2) Let go everything fore! Slack away headline/fore spring! Heave away headline / forespring!
3) Let go aft spring and breastline! Slack away aft spring / breastline! Heave away aft spring / breastline!
4) Let go sternline! Slack away sternline! Heave away stern line!
.. Propeller clear! followed by the helm order Starboard fifteen! and the engine room order Dead slow ahead!
Completion of the vessels berthing or unberthing procedures is indicated by the phrase:
Finished with maneuvering station. Underway
All the helmorders that will follow after the vessel has departed and is underway are given to the man-at-the-wheel (helmsman). He must repeat these helmorders before he will actually execute them. The helmorder "Ease her is given to reduce the amount of rudder and hold. The helmorder "Steady is used to reduce the swing of the vessel by giving "counterrudder" when she is making an alteration of course. The helmorder "Meet her is used to stop the swing of the vessel's head in a turn. The order "Steady as she goes is given when at that moment the intended course to steer is straight ahead (for example 186 degrees). The helmsman must report to the conning officer when the vessel is actually on this course by saying: "steady on course 186 degrees". The conning officer (OOW) must then repeat the helmsman's reply ("steady on course 186 degrees). Engineroom orders, too, must be repeated by the person operating the bridge telegraph before they are executed. The OOW should ensure that the orders are carried out correctly and promptly. The engineroom orders are: Dead slow -, slow -, half -, full-, stop (-ahead or -astern). When the vessel is fitted with twin propellers, the word "both" must be added. ("dead slow ahead both, "slow ahead both", "half ahead both", "full ahead both). For bow-or stern thrusters the orders are: "bow thruster full / half to port/starboard"; "stern thruster full / half to port/starboard". When operation of the engine is no longer required, the phrase finished with engines-no more maneuvering is used.
Anchoring, berthing, leaving berth and underway: tasks

1) Idioms
The italicized words in the text are given below in alphabetical order. Find out what they mean as they apear in the text and learn them by heart. adverse weather allocate anchor gear approach avoid bandbrake barge berth bollard bower anchor breastline cast off crown current dead slow designated berth dragging dredging anchor embankment engineroom orders equal equipped with execute fairlead fasten fluke fore-to-aft spring forelock fouled grease hawse pipe hawser headline heave way heaving line helm orders hinging part hoist holding ground imply indicate nut prepare prevail prior to puddening quay seabed shackle shank single up slack away slack steady steady as she goes steerage way Stern line stocked anchor stockless anchor strengthening stud-link tensile strength tight vulnerable warping drum wharf windlass
Notes: .. ..
2) Anchors and chains: indicate or explain
1) Indicate the difference in construction between the stocked anchor and the stockless anchor. ________________________________________________________________________________________ ________________________________________________________________________ 2) The disadvantages of the stocked anchor are: ________________________________________________________________________________________ ________________________________________________________________________ 3) The advantages of the stockless anchor are: ________________________________________________________________________________________ ________________________________________________________________________ 4) Explain the function of the stud in a stud-link chain. ________________________________________________________________________________________ ________________________________________________________________________
Stud-link chain 5) The meanings of the word shackle are: ________________________________________________________________________________________ ________________________________________________________________________
3) Anchoring: matching
Study the text (Anchoring) and then indicate whether the Fill in : following examples of good seamanship are appropriate (appr.)appr. / or not not appr. appropriate (not appr.) for the situation. 1) Look up holding-ground information when the vessel is underway to her anchorage or designated berth. __________ 2) Check windlass because vessel is in ballasted condition __________ 3) Put more length of chain in water because tide is rising __________ 4) Check windlass when the vessel is underway to her anchorage or __________ designated berth __________ 5) Put more length of chain in water when chain is leading ahead. __________ 6) Test bandbrake because chain is leading ahead. __________ 7) Remove hawse-pipe closing plate when weather conditions are __________ deteriorating __________ 8) Remove hawse-pipe closing plate when the vessel is underway to her anchorage or designated berth __________ 9) Put more length of chain in water because weather conditions are __________ deteriorating. __________ 10) Look up holding-ground information when strength of chain is not __________ according to recommendations. __________ 11) Look up holding-ground information because traffic is very busy. __________ 12) Grease anchor-gear hinging parts because chain is leading ahead. 13) Put more length of chain in water because traffic is very busy __________ 14) Prepare both anchors when the vessel is in ballasted condition. __________
4) Leaving berth Study the text on Leaving berth, then write down in full the orders that match with the sequence of casting off. (The vessel has already been singled up fore and aft; the engineroom-order Start engine has been given; the casting-off Stand by for letting go has been given).
Practice 1 Sequence of casting off: E - D - C - B - A E _____________________________________________________________ D _____________________________________________________________ C _____________________________________________________________ B _____________________________________________________________ A _____________________________________________________________ Practice 2 Sequence of casting off: B-D-A-C-E B _____________________________________________________________ D _____________________________________________________________ A _____________________________________________________________ C _____________________________________________________________ E _____________________________________________________________ 5) Leaving berth and underway
Indicate by means of numbers 1-30 the sequence of standard orders when the vessel is leaving berth and underway. Standard casting-off orders, engineroom-orders and helmorders
14-Half ahead; steady as she goes! 15-Slack away sternlines! 16-Heave away headline! 17-Let go aft spring! 18-Slack away sternline! 19-Let go headlines! 20-Stand by for letting go! 21-Single up aft! 22-Slack away forespring! 23-Let go headline! 24-Heave away breastline! 25-Starboard 15; dead slow ahead! 26-Single up fore! 1 - Slack away headline!
27-Let go sternlines! 28-Heave away fore spring! 29-Slack away headlines! 30-Let go sternline!
2 - Heave away sternlines! 3 - Slack away aft spring! 4 - Let go breastline! 5 - Full ahead! 6 - Midships, slow ahead! 7 - Stand by engines - start engines! 8 - Heave away headlines! 9 - Let go fore spring! 10 - Heave away aft spring! 11 - Slack away breastline! 12 - Propeller clear! 13 - Heave away sternlines! Sequence of casting off: Single up foreward/single up aft/fore spring/aft spring/headline/breastline/sternline/ underway.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
Buoyage
Buoyage systems and types of buoys
The main buoyage systems that are employed worldwide are the Lateral buoyage system and the Cardinal buoyage system. Buoys in the Lateral system are used to indicate the port-and starboard sides of the fairways. The Lateral system is subdivided into two separate systems: the IALA-A system and IALA-Bsystem (IALA stands for International Association of Aids to Navigation and Lighthouse Authorities). Most countries in the world employ the A-system: the starboard side of the fairway is indicated by the green-colored conical shape, and the port side is indicated by the red-colored can-shape. America and some Oriental countries employ the B-system: starboard is indicated by a red-colored cone, and port is indicated by a green-colored can. Buoys in the Cardinal system are used to indicate how to pass a danger (e.g. a wreck) in a certain quadrant or area. The position of the danger is indicated by North-, South-, East-and West Cardinal buoys. They will give the navigator information regarding the vessel's position in reference to the position of the danger. Cardinal buoys are pillar-or spar-shaped. Special buoys indicate special features in the fairway that can be looked up in the Pilot book. They may have any shape and are fitted with a yellow light. Landfall marks mark safe water of sufficient depth and indicate that one approaches the coast. They are pillar-, spar-or spherical-shaped and are fitted with a white light. Isolated danger marks are pillar- or spar-shaped and are fitted with a white light.
Shapes of buoys
In the buoyage systems we know can buoys, conical buoys (cones), pillar buoys, spar buoys and spherical buoys (spheres). The red or green colored can and conical buoys are used to indicate the sides of the fairway. In the lateral system these shapes actually have meanings: they indicate starboard and port side. The shapes of pillar buoys and spar buoys do not give any information. In order to assess their meanings one must distinguish them by their topmarks (or daymarks), light characteristics or colors. Pillar buoys and spar buoys can be used to indicate the sides of the fairway. To indicate port or starboard-side, they must be fitted with a can-shaped or conical-shaped topmark. Spar buoys are used when navigation is hampered by ice. These buoys are not easily carried away by ice floes in the fairway. Spherical buoys are used to indicate special features in the fairway (special buoys) and to indicate safe water (landfall buoys).
Lights: characteristics
The lights that are used in the buoyage systems are the Fixed light. the Flashing fight, the Occulting light and the Isophase light. These lights are indicated by the abbreviations F, FI, Oc and Iso. Group lights are flashing-or occulting lights in which the light-intervals are exhibited in groups that are repeated at regular intervals, for example FI(3) or Oc(2). The Fixed light is a light that shines continuously. Its abbreviation is F. It may be used on lateral buoys.
The Flashing light is a light with a short light interval and a long dark interval. Its abbreviation is Fl, but in nautical charts the abbreviations of the corresponding rhythms Q (quick) or VQ (very quick) are used. Flashing lights are used on lateral buoys, cardinal buoys, special marks, landfall buoys and isolated danger buoys. At night the Cardinal buoy is identified by the number of white flashes (Q or VQ). The N Cardinal carries a continuously flashing light ("Q or VQ"); the W Cardinal has 9 flashes ("Q9 or VQ9"); the E Cardinal has 3 ("Q3 or VQ3"), and the S Cardinal has 6 flashes, followed by 1 long flash in order not to mistake her with the W Cardinal (Q6 + 1LFL or VQ6 + 1LFL). The characteristic of the Occulting light is contrary to that of the flashing light: the occulting light has a long light interval and a short dark interval. In other words: it is an interrupted light. Its abbreviation is Oc. It is used on lateral buoys, special buoys, landfall buoys and isolated danger buoys. The Isophase light has a light interval and a dark interval of equal durations. Its abbreviation is ISO. It is used on lateral buoys, special buoys, landfall buoys and isolated danger buoys. The Alternating light (Al) is a light that shows different colors alternately, for example AIWGR (Alternating light White/Green/Red).
The applications of the types of lights are determined by the fact whether a light is conspicuous or not. The most conspicuous light by far is the Flashing light. Therefore it is always used to indicate danger. The least conspicuous light is the Fixed light. Therefore it should merely be used to illuminate an object or an area. Because of the conspicuous colors red and green, however, a fixed light is often used in the Lateral buoyage systems.
Topmarks (Daymarks)
Buoys are not only distinguished by their shapes and colors, but also by their topmarks (daymarks) The shapes of these topmarks may be a can, a cone, a sphere or a cross. Lateral pillar - or spar buoys are fitted with red or green can-shaped or conical topmarks. When the buoys are can- or conical shaped themselves, they are not fitted with any topmarks. Cardinal buoys are fitted with two black cones. North is indicated by two cones points up; South is indicated by two cones points down; West is indicated by two cones point to point; East is indicated by two cones base to base .
The special buoy, whose meaning is indicated in the pilot book, carries a yellow cross. The safe water buoy (landfall buoy) is fitted with a single red sphere. The isolated danger buoy carries two black spheres.
Colors
Colors used in the buoyage systems are red, green, yellow, black and white. The colors red and green are used in the Lateral systems. In the IALA-A system, counting from seaward, red indicates port side and green indicates starboard side. In the IALA-B system red indicates starboard side and green Red can buoy and green cone: IALA-A indicates port side. The combination of the color yellow with the color black is used in the Cardinal Buoyage System. These buoys carry conical topmarks. The color black on the buoy is positioned in such a way that it corresponds with the direction in which the cones are pointing. Thus cardinal buoys can be recognized not only by their topmarks, but also by the color combinations. -black over yellow: North -yellow over black: South -yellow with a black band: West -black with a yellow band: East. The color red in combination with the color black is used on isolated danger marks.
These buoys are red and black horizontally striped. The color red in combination with the color white is used to indicate safe water - e.g. in the middle of the channel. These buoys are the red and white vertical stripes landfall buoys. (RWVS- buoys) The yellow special buoy is used to indicate special features of the fairway. Information as to its exact meaning must be looked up in the pilot-book of that area.
Miscellaneous
Numbers on Lateral buoys are not merely used for registration, but also indicate the sides of the fairway. Counting from seaward an even number will indicate port side. An odd number will indicate starboard side. In "complicated" areas, i.e. areas with many inland waterways where rivers bifurcate into branches that also have bifurcations; it may be quite difficult to assess port- or starboard side. In order to facilitate navigation in these waters, the charted sailing direction is indicated by means of an arrow, Apart from fairways with port- and starboard sides, coastal waters may be buoyed by lateral marks as well. The coastal side will then be indicated by a starboard buoy. Charted direction is "clockwise around the continents".
Buoyage: tasks
1) Idioms
The italicized words in the text are given below in alphabetical order. Find out what they mean as they appear in the text and learn them by heart. abbreviation anti-clockwise application approach bifurcate bifurcation buoyage can channel chart charted direction clockwise cone conical conspicuous contrary to corresponding rhythm determine distinguish duration employ exhibit facilitate fairway feature fixed light flashing light illuminate indicate inland waterway interrupt isophase light landfall buoy occulting light odd numbers pillar buoy sphere spherical subdivide wreck
2) Descriptions of buoys
Tanker Great Yarmouth Princess - GBCH - underway from Capo Michaella to San Pedro, with a full cargo of crude oil, passes buoy A (marking a sewer-outfall off the coast of the little fishing village of St. Christobal). After passing waypoint, proceeding on course 345 degrees true at 12 knots, buoy B (marking the position of submarine pipeline) is kept at starboard side. To avoid dangers to navigation (X1 and X2), the track leads clear between the dangerous wreck (buoys C and D) and the shoals (buoys E and F). The wreck is kept at starboard side. The shoals are kept at port side. With the N Cardinal south of us, we are proceeding on course 270 degrees, speed 12 knots, until buoy G, indicating the approach to the coast, is straight ahead. Now we make for the area N of the isolated danger (buoy H) into the restricted waters of San Pedro Bay, where the river pilot embarks. We now enter the Lateral Buoyage System (IALA-B) of the River Guadaljerez (Sb. and P. buoys I) and proceed at a speed of 5 knots towards our designated river berth.
Give a description of all the buoys mentioned
Indicate the types of buoys (Lateral/Cardinal/Special/Landfall/Isolated danger), the shapes they may have (can / cone / pillar / spar / sphere), abbreviations of lights they may carry (F / /ISO / Oc / Fl - Q/VQ + number of flashes), topmarks + colors of topmarks (can/cone/sphere/cross) and colors of the buoys (red/green/yellow/black/white). Buoys A types shapes lights topmarks colors
I (Sb.)
I (P.)
Loading, Discharging and Trim

The stowage plan
One of the most important responsibilities of the first mate is to make sure that cargo will be properly loaded and stowed. Whether bulk cargo, general cargo, heavy cargo, containerized cargoes or refrigerated perishable cargo are carried, care must always be taken to ensure that a cargo will not in any way affect the vessel's stability and jeopardize vessel, cargo and crew. Therefore a stowage plan must be made up before the loading of the cargo commences. Stevedoring (loading and discharging of cargo) must be done according to this stowage plan by a shoregang. A shore gang usually consists of a foreman and stevedores (longshoremen, as they are called in America), hatchwaymen, winchmen and a tally clerk. The most important factors that must be taken into consideration when making a stowage plan are: 1) The stowage factor of the cargo This factor indicates the volume of the cargo hold occupied by one ton of cargo and is best explained by this example: one ton of lead will take up less space than one ton of cotton. According to the type of cargo carried, this volume, or space, can be defined as bale space, grain space or oil space. By bale space is meant the volume of the cargo holds that can be used for general cargo. By grain space is meant the volume of the cargo holds that can be used for dry bulk cargo. By Oil Space is understood 98% of the total volume of the wet bulk tanks. The remaining 2 percent is called ullage and serves as expans/on-space to allow for an increase of volume when a cargo of oil is heated up and will consequently expand.
2) Trim and draft

By trim is understood the transverse and longitudinal positioning of the floating vessel. To maintain an even transverse balance, the cargo must be distributed in such a way that the vessel will not make a list to port- or starboard side. Longitudinally, the vessel must not be trimmed in such a way that she will be down by the head or down by the stern excessively. Ballast water is used to improve the vessel's trim. To ensure a safe voyage of the laden vessel, loadlines are painted on the sides of the vessel. These loadlines indicate the depths to which the ship may be loaded in different seasons and circumstances (tropical fresh water, fresh water, tropical water, in summer, winter and winter North Atlantic). The distance between deckline and Plimsoll line indicates Summer Freeboard. By "Full and Down' is meant that the vessel is fully laden and is floating on her load line. The part of the vessel that is under water is indicated by the word "draft" (or "draught"). Due to the salinity of sea water, draft in sea water is less than draft in fresh water because sea water has a higher specific gravity than fresh water. Draft is measured at the stern of the vessel, at the stem and amidships.
When there is no difference between draft fore and draft aft she is floating on even keel (she is well trimmed).
When draft aft is greater than draft fore she is trimmed (or "down"-) by the stern. General safety and the engine's fuel consumption will be influenced favorably when she is slightly trimmed by the stem.
When draft fore is greater than draft aft she is trimmed "down"-) by the head.
(or
When starboard-draft is less than port-draft, or portdraft is less than starboard-draft, she will make a list to port or starboard. The longitudinal deformations of the vessel indicated by the words "sagging" and "hogging". are
When draft amidships is greater than draft foreward and aft, the vessel is "sagging". This will occur when the vessel is in loaded condition or is in a trough between two high waves. When draft amidships is less than draft foreward and aft, the vessel is "hogging". This will occur when the vessel is on top of a wave. Properly laden vessels will suffer less from sagging and hogging effects than vessels whose cargoes have been badly stowed. Draft is also influenced by the speed at which the vessel is proceeding. At a certain speed in shallow water the vessel will create a trough at both starboard- and port sides in which she will slightly "sink down". This phenomenon is called "squat".
3) Segregation of different cargoes

Some cargoes are notorious for causing damage to the ship and other cargo that is carried. Sweating and intermixing of cargoes must therefore be avoided by segregating the different types of cargoes. -Heavy cargo should not be stowed onto light cargo -wet cargo should not be stowed onto dry cargo -cargoes whose qualities may be deteriorated by each other's odors should not be stowed close together -optional cargoes (cargoes whose destinations are unknown at the moment of loading) must be stowed separately -perishable cargoes should be stowed in refrigerated stowage spaces. Material used to segregate different types of cargoes is called dunnage. It may consist of ropes, planks, plastics, inflatables, etc.
Wood dunnage is used with bale-cargoes to raise the bales a little from the floor for ventilation, so that sweating-water can freely flow to the bilges as quickly as possible. When loading or discharging any type of cargo, care must be taken to follow the cargohandling instructions most accurately to prevent any damage. The following instructions are most commonly used: "fragile", "use no hooks", "stow away from boilers", "don't tip", "this side up", "keep dry" and "handle with care". This latter cargo-handling instruction is often followed by the specific characteristic of the cargo item, e.g. "explosive", "flammable", "oxidizing", "harmful", "corrosive", "poisonous" (or "toxic'), "spontaneously combustible", "dangerous when wet", "infectious" or "radio active". These substances, or "agents", must all be considered as Dangerous Goods".
4) The order of destinations

It would be bad seamanship if, on a voyage from Hamburg to Rotterdam and thence to Antwerp, the cargo that has Antwerp as its destination must be discharged first in order to be able to reach the Rotterdam-cargo. Cargoes General cargo is cargo coming in boxes, crates, bags and pieces. The stowage plan will indicate where the various cargoitems have been stowed in an ordinary general-cargo ship.
Union purchase (or "married gear') is a

method of general-cargo-handling with two derricks and one runner in between.
Nowadays most of the general cargo is containerized. Containers are loaded by gantry cranes or straddle carriers (portal cranes) and stacked on board in rows, bays and tiers. The rows run abeam; the bays run fore to aft; the tiers are layers. Bulk cargo is unpacked cargo of one commodity. Wet bulk cargo, such as crude oil, edible oils, etc. is loaded and discharged by pumps. Dry bulk cargo is loaded and discharged by cranes with grabs or by pumps.
1) Idioms
The italicized words in the text are given below in alphabetical order. Find out what they mean as they appear in the text and learn them by heart. abeam adverse weather affect allow for bale space bilges combustible commence consideration corrosive deformation derrick destination deteriorate discharge refrigerated cargo responsibilities runner sagging salinity segregate segregation shallow specific gravity stack stem stern stevedore stowage plan straddle carrier summer freeboard sweating thence toxic trough ullage union purchase voyage winch man wood dunnage down by the head down by the stern draft (draught) dunnage edible oil ensure flammable fragile fuel consumption full and down gantry crane general cargo grain space harmful hatch coaming squat hatch way man hogging increase influence intermixing jeopardize list load and discharge load line longitudinally married gear measure occur order of destinations perishable tally clerk
Project: Pilot Reading Glossary

1) Glossary of standard Pilot-Reading Phrases and idioms: explain / translate the Standard Pilot-Reading Phrases listed below;
Standard Pilot-Reading Phrases and idioms (in alphabetical order)
Explanations / translations
1) Access to the traffic separation scheme
2) Additional aids to navigation are displayed from the lighthouse 3) Advance notice is required for bunkering during weekends 4) ETA must be advanced 6 hours 5) In adverse weather vessels must seek shelter 6) The alignment of the 2 lights will lead clear of the danger 7) Eddies turning anti-clockwise 8) An approaching anti-cyclone 9) Approximately 10) 11) By prior arrangement Ascertain depth
12) Tidal stream attains greatest rate 13) A bar forms an obstruction in the entrance 14) Barge traffic allowed
15) The basin can be reached through a narrow fairway 16) A beacon indicates a sewer outfall
17) Beyond the bight is a detached reef 18) The river bifurcates into N and W branches 19) A boat drill before departure
20) A tower stands bold 2 miles W of the entrance 21) Vessels bound for Rotterdam
22) A breakwater extends 2 cables N
23)
Gales now ceased
24) The current turns clockwise and sets NE 25) Pilotage will commence 1 hour after HW 26) 27) Port facilities comprise Pilotage is compulsory
28)
Conspicuous object
29) The counter current is rectilinear 30) Only craft of shallow draft are allowed to enter
31) The 2 currents cease simultaneously 32) 33) Degaussing facilities Deratting facilities
34) A detached reef forms a sheltered area 35) A diaphone is sounded in thick weather 36) The direction of counter current liable to change
37) Directions for the approach to Calais indicate 38) Flags and pennant are displayed from columns 39) Dragging anchor is reported in this area
40) Draft restrictions are in force in this area 41) Vessels drawing more than 20 meters 42) 43) 44) Do not dredge anchor! Due to tack of navigational aids Eddies are formed around the
oil rig 45) Elevation of the red brick dome: 30ft 46) The embankment provides mooring facilities 47) Trinity House Pilot will embark under the lee of the breakwater, depending on prevailing conditions 48) The emergency anchorage is fringed by rocky ledges 49) The convoy system is not employed 50) Fishing vessels may be encountered off the approach to the harbour 51) Established direction of traffic flow 52) The estuary knows many bifurcations 53) Vessels exceeding 200 meters in length
54) Exemption certificate is issued 55) Lights are exhibited from metal columns 56) Gales are often experienced in this area
57) Two black cones exposed from metal columns 58) The island extends 3 miles E
59) An extensive mudflat forms a danger 60) The extremity of the island offers shelter 61) Coastal features include several windmills 62) A fire drill before departure
63) A fisherman exhibits 2 vertical fixed lights 64) Flashing white above fixed red lights 65) Flats form obstructions in the approach 66) The former has not been charted 67) Foul ground is reported in the anchorage 68) Several fuelling berth
69) A gale warning has been issued 70) Groynes protect the entrance from onshore swells
71)
Gunnery in progress;
72) A hazardous shoal is situated W of the entrance 73) Hoist the anchor ball
74) Holding ground: sand and shells 75) It is inadvisable to hug the land 76) 77) An illuminated tide gauge Imminent risk to navigation
78) The passage is impassable during off-shore winds 79) Navigation impeded by fog
80)
These waters are inaccessible
81)
Inland waterways
82) The issuance of exemption certificates
83) A jetty provides shelter during storms
84) A landfall buoy indicates safe water
85) Landmarks are mentioned in the pilot book
86)
The latter has been charted
87)
Least depth
88) Rocky ledges form dangerous obstructions
89) Direction of the current is liable to change 90) Lightened vessel are allowed to proceed 91) Local knowledge is necessary for sailing these waters
92) A lock gives access to inland waterways 93) Vessels are instructed to maintain headway
94) A Martello-tower stands conspicuous 95) 96) 97) Men-of-war have priority A moderate swell is formed A mole extends 2 cables N
98)
Municipal port authorities
99) A narrow fairway forms the approach to the entrance 100) High water Neaps is 4 hours after low slack water 101) An extensive obstruction lies off the entrance 102) Pilotage is obtained by means of a hoist
103) Onshore sets may occur during high slack water
104) The flood stream off the island sets N 105) Warning: off-lying dangers; navigation impeded 106) Pilot will embark in the offing 107) The onward passage is
shallow 108) Vessels bound in opposite direction 109) Overfalls and tide-rips are formed around the drilling platform 110) Owing to the adverse weather 111) A shallow patch
112) A patent slip is situated E of the entrance 113) Pilot must be requested by means of flags and pendants 114) Permission required 115) Pilot launch will maintain headway 116) Pilotage will commence within 2 hours 117) Take precautions against piracy 118) Dredging anchor is prohibited 119) A prominent square building 120) Take precautions against protruding parts 121) A tower stands proud 1 cable W
of the quay 122) Recommended direction of traffic flow 123) The recommended track 124) Pilotage must be requested 2 hours in advance 125) Entrance only for vessels of restricted Length 126) Pilotage will be resumed 127) ETA retarded 128) A conspicuous Ro Ro ramp 129) Vessel at anchor in the roads
130) The roadstead has been polluted by an oil-spill
131) A semi-submerged rocky ridge extends 2 cables SE 132) The roundabout is inaccassible for barge traffic 133) Scattered white horses are formed during on-shore winds 134) A semi-submerged wreck 135) A sewer outfall is marked by a pillar buoy
136) Vessel is of shallow draft 137) Shallow waters 138) Shoaling has been reported in this area 139) Seek shelter against gale 140) Shifting berth only permitted without main engine power 141) The depth over the sill has been obtained by wiresweeping 142) When 2 vessels enter simultaneously 143) 2 hrs after high slack water 144) The river is spanned by a bascule bridge 145) A spire forms a conspicuous object 146) A spit extends 2 miles north 147) The sides of the bank rise steep-to 148) A stern tug must be used 149) A storm surge barrier 150) Straddle carriers are
available for handling containers 151) A submarine cable 152) The surface stream sets W 153) Pilotage suspended 154) Swells are reported in the offing off the sandbank 155) Thence the track leads N 156) The through passage leads between two small islands 157) A tide gauge is situated at the entrance 158) Tidal advantage for vessels outward: 2 hours 159) Tide bound vessels are advised to heave anchor 160) Vessel is top-hampered 161) There is a difficult tow in progress 162) This track will iead clear of the danger 163) Traffic lane temporarily discontinues 164) Traffic separation scheme
165) A training wall provides lee for vessels inward 166) Pilotage compulsory, unless otherwise stated 167) The vertical clearance of middle span is 30 ft. 168) Disembarkation of pilot in the vicinity of buoy CA4 169) Weather permitting 170) Width of through passage: 10 meters; 171) Depth along the embankment has been obtained by wiresweeping
Project: Pilot Reading

Pilots:
San Francisco Portsmouth Harbour Malacca Strait and Singapore Strait Panama Canal Europoort Strait of Gibraltar Dutch Antilles-Bonaire
Compare the assertions with the data in the pilot-book and indicate whether they are TRUE or FALSE
APPROACHES TO SAN FRANCISCO BAY

General remarks
11.1 The approaches to San Francisco Bay are included in Gulf of the Farallones, which lies between Point San Pedro (37'*35' N, 122* 3' W) and Point Reyes situated about 34 miles NW. The entrance of San Francisco Bay, known as The Golden Gate (para. 11.29), lies 12 miles N of Point San Pedro.
Caution. The prominent and easily distinguished landfalls and the numerous natural and
artificial aids to navigation, make the navigation of the approaches comparatively simple in clear weather. In thick weather, the currents render the approaches difficult and dangerous, and strangers should either lie off and wait for clear weather, or take a pilot.
Prominent landmarks
Montara Mountain, Point San Pedro, The Farallons, Mount Tamalpais and Point Reyes, are all prominent in clear weather, and can frequently be used to fix a vessel's position when the lower land is shut in by fog or haze. Mount Diablo, 1.185 m (3,890 ft) high, situated 30 miles E of The Golden Gate, and from which a red obstruction light is exhibited, should be visible in clear weather to vessels approaching San Francisco Bay. In addition, South-east Farallon, Double Point, Bolinas Point, Duxbury Point, Rocky Point, Point, Bonita and Pillar Point are good radar targets, though there are reports that these may be difficult to identify, at 20 times, because of ghost echoes. Chart 229
Traffic Separation. Three pairs of traffic separation lanes, indicated on the chart,
converge on San Francisco lighthouse-buoy from SSE, SW and NW, to a distance of 6 miles from it. A Precautionary Area is enclosed by a circle of radius 6 miles centered on the lighthouse-buoy. Vessels not calling at San Francisco are urged to pass W of the Farallon Islands.
Winds. W or NW winds prevail on this part of the Pacific coast of America throughout the
greater part of the year. In December and January winds are more variable and S and N winds become roughly equal in 3 frequency to the NW winds The wind is normally strongest about 1630 and lightest about 0600. From May to July, inclusive, N or NW gales are frequent. S gales are not infrequent in winter, often commencing as SE and later veering SW, and finally becoming NW. Such gales tend to raise an ugly cross sea.
FARALLON ISLANDS
11.4 Farallon Islands, a group of rocky islets, extend NW for 7 miles from a position 24
miles WNW of point San Pedro.
11.18 The entrance to The Golden Gate (para. 11.29) is fronted by a bar and can be
approached through one of the three channels, Main Ship Channel, South Channel and Bonita Channel.
Regulations. Vessels are not permitted to pass beyond a line between Mile Rocks
Lighthouse and Point Bonita until they have been identified by the U.S. Coastguard.
11.22 South Channel lies parallel with the coast S of Charts Point Lobos, at a distance
from it of about 0.75 mile; it has a feast depth of 10.4 m (34 ft) in the fairway. This channel should not be used by large vessels. An obstruction, over which there is a depth of 7.6 m (25 ft) lies near the S end of the channel. South Channel no.2 buoy (red conical, bell, red reflector) is moored on the E side of the channel, 0.5 mile offshore, 2.5 mites S of Point Lobos. South Channel No. 4 buoy (red, conical, bell, red reflector) is moored on the E side of the channel, 0.75 mile offshore, 1 mile SSW of Point Lobos.
11.26
Directions for Golden Gate. Having made the SF lighthouse-buoy, pass through Main Ship Channel with Fort Point (para. 11.30) bearing 070 degrees until Point Bonita is abeam when course may be altered to pass under Golden Gate Bridge. In thick weather, when the bar is breaking, strangers should stand off and wait for more favorable conditions. For a stranger to attempt to pass through Golden Gate in such condition is hazardous. 11.27
Supertankers and other vessels of very deep draught should arrive at the pilot station one hour before high water in order to cross the bar under the most favorable conditions. Charts 591, 229 If entering by South Channel; from a position 2 miles W of Point Montara, steer for the entrance of South Channel, passing 2 cables W of No. 2 buoy, and about 0.5 cable W of No. 4 buoy, with Point Bonita Lighthouse bearing 357 degrees; after passing Seal Rocks course should be altered to enter the fairway of The Golden Gate, rounding Mile Rocks at a distance of 0.25 mile.
11.29 Golden Gate is the connecting passage between the ocean and San Francisco
Bay. The entrance is about 2 miles wide between Point Lobos and Point Bonita, but the fairway is reduced to about 1.5 miles by Mile Rocks. The inner end of the passage is a little less than 1 mile wide, and is crossed by Golden Gate Bridge. Golden Gate has been swept with the wire drag.
Inland rules of the road (Appendix 1) are in force within a line drawn through the
lighthouses on Mile Rocks and Point Bonita. Vessels are not permitted to pass beyond a line between Mile Rocks Lighthouse and Point Bonita until 30 they have been identified by the U.S. Coastguard. Submarine cables, see The Mariners Handbook, are laid within an area, indicated by pecked lines on the chart, across the seaward half of The Golden Gate.
11.32 The anchorage in Bonita Cove is close under Point Bonita, in depths of 11 m (36
ft), and is used by the pilot boats and, occasionally, by other small vessels. There are two Government wharves and a coastguard station in the W part of the cove.
11.34 Tidal streams in Golden Gate.

The floodstreams set very nearly straight through, with a slight tendency towards the N shore and, when strong, with heavy overfalls, both at Lime Point and Fort Point. It causes an eddy in South Bay. In the vicinity of Mile Rocks, the stream attains a considerable rate within a few minutes after slack water on both flood and ebb tides. The ebb stream has been observed to have a rate of more than 6.5 knots between Lime Point and Fort Point, and it is set from inside the bay on the N side towards the latter point.
Pilot-Reading Practice: Approaches to San TRUE Francisco Bay; indicate whether the assertion is true or false. 1) Golden Gate lies N of Point San Pedro and is the entrance to San Francisco Bay. 2) Due to lack of aids to navigation the approach to San Francisco Bay is sometimes hazardous. 3) In adverse weather pilotage is compulsory for navigators who do not have local knowledge of the area, 4) Point Reyes may serve as a conspicuous object, even when visibility is reduced by fog. 5) A red obstruction light is exhibited from Golden Gate.
FALS E
6) Navigation in the Point-areas may be dangerous due to false echoes. 7) San Francisco Lighthouse-buoy is situated in a precautionary area. 8) The route to San Francisco leads W of the Farallones Islands. 9) Southerly gales may be experienced during winter months. 10) Farallon Islands are situated 24 miles WNW of Point San Pedro and extend 7 miles NW. 11) An obstruction is situated opposite the entrance to Golden Gate. 12) Navigation is prohibited beyond the line Mile Rock Lighthouse / Point Bonita 13) South Channel runs parallel to the coast and is only accessible for shallow-draught vessels. 14) The track from San Francisco Lighthouse-buoy to Golden Gate via Point Bonita leads straight ahead. 15) The best time for very-deep-draught vessels to reach pilot station is one hour before HW. 16) Everywhere the passage between the ocean and San Francisco Bay has the same width. 17) Depths in Golden Gate have been obtained by wiresweeping. 18) Rules for inland navigation must be applied inside the line between Mile Rocks Lighthouse and Point Bonita Lighthouse. 19) Anchorage for all vessels is situated south of Point Bonita.
20) The floodstream in Golden Gate is mainly rectilinear, with a slight deflection in northern direction.
Notes: .. .. .. .. .. .. .. ..
PORTSMOUTH HARBOUR
Signal Day
International Code pendant over pendant 9
Night
3 green lights vertical
Meaning
General warning that a major war vessel is underway.
International
Code
green
light
You
should
proceed
with
great
pendant over flags "NE"
over 1 red light
caution at easy speed. Warning signal that ships are leaving the town camber (not for Isle of Wight car ferries).
Flag "E" light
one red/amber with
Submarine caution
entering and keep
or
leaving of
Haslar Lake. All vessels are to navigate clear submarines.
International pendant over flag "A"
Code
red
lights,
Have divers down.
disposed horizontally, not less than 6 ft. apart
Directions for Portsmouth Harbor

Charts 2625, 2629, 2631
6.49
The usual times for taking vessels into or out of Portsmouth Harbor are during the first three or four hours of the flood tide, and during the 1st, 2nd, and 5th hours of the ebb tide, including the low water slack; at Neap tides the tidal streams are at times sufficiently weak to admit safe navigation into or out of the harbor at all states of the tide. The flood stream is strong between the 4th and 5th hour of the flood tide, but strongest between the 5th and 7th hours; the ebb stream is strongest between the 3rd and 4th hours of the ebb tide; vessels should avoid entering at these times on account of the eddies. The best time for large vessels to enter is as soon after low water as to give sufficient depth to pass Outer Spit Light-buoy between half an hour and one hour after high water, dependent on the berth to be taken up; if going to South Railway jetty (6.53) or Pitch House jetty, the time should be one hour after high water. Vessels of very deep draught should only enter the harbor at this latter flood.
HM ships proceed to the moorings in the harbour as directed by the Queen's Harbour Master. Merchant vessels wishing to berth in Portsmouth Harbour should consult the
First Schedule of the Order-in-Council with reference to the Dockyard Port of Portsmouth (see Appendix 1). To proceed into Portsmouth Harbour from Spithead, steer between Outer Spit Light-buoy and Horse Sand Light-buoy, with Saint Jude's Church spire in line with Southsea Castle, bearing 003 degrees, which leads in the outer part of the dredged channel. At night this part of the channel is indicated by the white sector of Southsea Castle Direction Light the centre of which bears 001.5 degrees. When N of Spit Refuge Light-buoy, and approximately 4.5 cables S of Southsea Castle, alter course gradually NW and steer for Fort Blockhouse Flagstaff in line with a tall block of flats, 3 cables NW. At night this part of the channel is indicated by the white rector of Fort Blockhouse Direction Light, the centre of which bears 320 degrees. When between Nos 3 and 4 Bar Light- buoys steer for the mouth of the harbour. At night this part of the channel indicated by the white sector of Harbour Entrance Direction Light, situated 5 cables NNW of Fort Blockhouse, the centre of which bears 333.75 degrees. The harbour entrance is marked on its W side by two lights disposed vertically 20 m E of the direction light and on its E side by two fights disposed vertically on Round Tower. Southsea Castle Direction Light and Fort Blockhouse Direction Light are exhibited by day as well as at night. Directions for crossing Spit Sand are given at 6.43.
Caution. There is usually much congestion of traffic near the harbour entrance, especially
during the summer months. Special care should be taken when in the vicinity of Fort Blockhouse.
Harbour area 6.51

The entrance to Portsmouth Harbour is about 11 cables wide, and there is deep water in the fairway between Fort Blockhouse (50* 47.4' N, 1* 06.7' W) and Round Tower. Within the entrance this width, between the 5 m contours on either side, is maintained for about 3 cables, thereafter the general width is about 2 cables for a further 0.75 mile, with irregular depths in the fairway of 9 m to 12 m. Farther N the harbour widens out and merges into Fareham Lake and Portchester Lake, off which branch several smaller lakes; at high water the mudbanks bordering these lakes are covered to form one large expanse of water. These lakes and many other channels and creeks in the upper part of the harbour are marked by many beacons, dolphins, posts and piles. The piles are marked as follows: Port side of navigable channels: Red; Starboard side of navigable channels: Green; Survey piles: Red, black and white in bands.
Port regulations
See Appendix 1. Special regulations are enforced with reference to the carriage of explosives, carbide of calcium, and petroleum in the Dockyard Port of Portsmouth.
Harbour fog routine.
Speed limits within the Dockyard Port of Portsmouth are: Within 0.5 mile of the shore: 10 knots; Within 0.5 mile of any HM ships: 12 knots; Within Portsmouth Harbour: 10 knots.
Anchorage is prohibited in many areas indicated in the chart on account of numerous

submarine cables which cross the harbour; some of the latter are marked by beacons and dolphins and notice-boards.
Tidal streams 6.52

In the narrowest part of the entrance to Portsmouth Harbour the flood stream runs in two periods, in the second of which the greatest rate is attained; the ebb stream, unlike the stream close outside the entrance, runs in one period only, the rate in the first hour increasing rather slowly, after which it increases rapidly and is stronger than the flood stream. The stream runs as follows:
Interval
from
HW
Portsmouth Direction Flood stream begins Flood Flood Flood Ebb stream begins Ebb -
Max rate knots
(Dover) + 0515 (+0530) - 0500 (- 0445) - 0400 (- 0345) - 0130 (- 0115) + 0025 (+0040) + 0300 (+0315)
1 0.5 3,25 5 (or more).
Between the entrance and The Point, 1.5 cables N, the streams do not change appreciably, though there is some small decrease in the rates, especially that of the ebb stream. Above The Point the times at which the streams begin become gradually, but very slightly, later, and the rates decrease considerably; farther N the rate of the ebb stream decreases more rapidly than the rate of the flood stream, and N of Portsmouth Harbour Railway Station the rate of the flood stream is a little greater than the rate of the ebb stream. The flood stream runs NW, and the ebb stream SE, across the entrance to Haslar Lake. There is little stream in Haslar Lake, except near Haslar Bridge, or in Cold Harbour, and in Weevil Lake. Eddies are to he expected on both sides of the harbour entrance, and off the piers and jetties on both sides of the harbour, when the streams are running strongly. There is a strong anti-clockwise SE-going eddy across the entrance of Haslar Lake at all stages of the flood except at - 0400 Portsmouth.(- 0345 Dover). There are dangerous clockwise eddies off South Railway jetty, with a set on to the jetty, between - 0245 to +0100 Portsmouth (-0230 to +0115 Dover). Chart 2631 Above North Corner jetty the flood stream divides and runs into Fountain Lake, Portchester Lake and Fareham Lake; the flood streams in Portchester Lake and Fareham Lake also divide and run up the various subsidiary channels; the ebb streams from all the channels meet in the main channel above North Corner jetty, that from Portchester Lake being particularly marked. The streams are very weak in Fountain Lake and do not exceed about 0.5 knot at Springs in a mid-channel position N of North Corner jetty, or 0.25 knot at Springs between North Wall and Whale Island. The rates of the streams decrease rapidly as Portchester Lake and Fareham Lake are ascended. The ebb stream begins off Portchester Castle about + 0035 Portsmouth (+0050 Dover), and off the town at Fareham about + 0025 Portsmouth (+ 0040 Dover); the ebb stream ceases at both places about + 0500 Portsmouth (+ 0515 Dover), after which the stream is probably slack for some 3 hours or more before the flood stream begins. For details of the tidal stream within the harbour see tidal stream tables on the chart.
Pilot-Reading Practice: Portsmouth Harbour; TRUE indicate whether the assertion is true or false
1) A man-of-war proceeding through Portsmouth Harbour is indicated by three vertical green lights. 2) The "E-flag" indicates that navigation is prohibited due to a submarine vessel underway. 3) Red lights, or a pendant and flag, indicates that divers are at work. 4) Vessels are permitted to enter Portsmouth Harbour at low slack. 5) Eddies are formed during the entire low-tide period. 6) Entering-time for vessels of very deep draft is 1 hour after HW. 7) The leading line formed by St. Jude's Church spire and Southsea Castle leads to a dredged fairway. 8) Spit Refuge-Light buoy lies N of Southsea Castle. 9) Harbour Entrance Direction Light lies half-a-mile from Forth Blockhouse. 10) Lights displayed from Round Tower, Southsea Castle and Fort Blockhouse can only be used as nightmarks. 11) Inside the harbour entrance irregular depths have been reported. 12) In the North part of the harbour the port- and starboard sides of the fairway are indicated by red, green and white lights. 13) Special regulations for vessels carrying dangerous goods are applied in the Dockyard Port. 14) Inside Portsmouth Harbour the maximum speed at which a vessel is allowed to proceed is 10 knots.
FALSE
Pilot-Reading Practice: Portsmouth Harbour; TRUE indicate whether the assertion is true or false
15) In many places in Portsmouth Harbour anchoring is not allowed, because there are many uncharted and unmarked shoals. 16) -0115 hrs. Dover: floodstream ceases 17) N of Portsmouth Harbour Railway Station floodstreams and ebbstreams are of equal in strength. 18) -0400 Portsmouth: an eddy (turning anti-clockwise) sets SE across the entrance to Hasfar Lake. 19) -0230 to +0115 Dover: dangerous eddies are formed off South Railway Jetty. 20) Information about the tidal stream in the harbour has been tabulated in the chart.
FALSE
Notes:
MALACCA STRAIT AND SINGAPORE STRAIT

General information Area limits and definition
Charts 830, 1355
2.2
Malacca Strait is defined as the area lying between the W coasts of Thailand and Malaysia on the NE, and the coast of Sumatera on the SW between the following limits: On the NW: A line from Ujung Baka (Pedropunt) (5*40'N, 95*26' E), the NW extremity of Sumatera, to: Laem Phra Chao (7*45'N, 98'*18'E), the S extremity of Ko Phukit, Thailand. On the SE: A line fromTanjung Piai (1*16' N, 103* 3 1' E), the S extremity of Malaysia, to:
Pulau lyu Kecil (1*1 1' N, 103* 2 1' E), thence to: Pulau Karimum Kecil, thence to: Tanjung Kedabu (1* 06' N, 102* 59' E).
Traffic Separation Schemes have been established off One Fathom Bank and in the
NW approach to Singapore Strait. There is no routeing system between these two schemes. The latter leads into a further scheme in Singapore strait and thence to South China Sea in .vicinity of Horsburgh Light. For outline of traffic separation schemes, see 2.25. For approaches NW of Sumatera, see 2.41. For passage off NE coast of Sumatera, see 2.45. For central passage through NW part of Malacca Strait, see 2.57.
Depths 2.6 Depths within the straits are irregular and there are many areas of sandwaves. See 2.8 for
critical areas. Depths in the main shipping channel vary from over 73 m (4.0 fm) to less than 25 m (14 fm). Through Routes are constricted by local topography. Channels are further constricted by sandbanks and controlling depths are liable to change. Draughts of many vessels using Malacca Strait and Singapore Strait closely approach the controlling depths, and the factors affecting changes of draught are critical. Banks 2.7 Dangerous banks composed of sand, restrict navigation especially in the following areas: Both lanes of One Fathom Bank Traffic Separation; Fair Channel Bank NW of the Traffic Separation Scheme at the NW approach to Singapore Strait (2.92) Controlling depth 23 m Position In both lanes of the separation scheme at One Fathom Bank (Caution: see 2.64 for unmarked shoal depths in the TSS at One Fathom bank).
Hazards 2.10 Tidal streams are strong and are influenced by monsoon currents. See 2.28. Risck of collision appreciable due to: Heavy traffic using the through routes Frequent crossing traffic; See 2.12. Local fishing craft with nets; these may be encountered anywhere in Singapore Strait. Navigational aids are often unreliable, especially in Indonesian waters .
2.12 Warning: Mariners are warned that local traffic, which could be unaware of the
internationally agreed regulations and practices of seafarers, may be encountered in or near the traffic separation schemes, and should take any precautions which may be required by the ordinary practice of seamen or by special circumstances of the case.
2.13 Piracy: See 1.56 regarding attacks by pirates in the vicinity of Philip Channel. Pilotage 2.14
Pilots for through passage of Malacca Strait and Singapore Strait are not yet available (1987).
Rules in Malacca Strait and Singapore Strait 2.23

Rule 8: VLCCs and deep draught vessels navigating in the Straits of Malacca and Singapore are advised to participate in the existing voluntary ships' reporting system. Under this system such vessels broadcast, eight hours before entering the Straits/traffic separation schemes, navigational warnings, giving names, deadweight tonnage, draught, speed and times of passing One Fathom Bank Lighthouse, Raffles Lighthouse and Horsburgh Lighthouse. Difficult and unwieldy tows also broadcast similar warnings giving: the type, length, speed of tows and times of passing the three above-mentioned areas. Rule 9: All vessels navigating in the Straits of Malacca and Singapore are requested to report by radio to the nearest shore authority any damage or malfunction of the aids to navigation in the Straits, or any aids out of position in the Straits.
Tidal heights 2.26a

The tidal range varies with the locality in Malacca Strait and Singapore Strait (7.25) as follows (see also Chart 5084): Vicinity of One Fathom Bank 3.7 m Off Melaka (2* 12' N, 102* 14' E) 1.8 m Off Pulau Iyu Kecil (1* 11 N, 103* 21 E) 2.6 m Vicinity of Horsburgh Light 1.6 m Between Melaka and Pulau lyu Kecil the range is greater on the coast of Sumatera than on the Malaysian side.
Sea and swell 2.30 Sea: In Malacca Strait the sea is almost invariably smooth or slight, though squalls may
raise moderate or rough seas for short periods. Rough seas may be encountered from May to September on about 5 per cent of occasions in the N approach to Malacca Strait.
Climate and weather 2.32

Malacca Strait lies within the equatorial region of low atmospheric pressure and has a typical tropical climate. Typhoons are not experienced. Gales are infrequent. The climate of the region is monotonous and the daily changes are more pronounced than the seasonal variations. Temperature is almost uniform. Waterspouts are rather common in Malacca Strait. For weather reports in English see Singapore Radio in Admiralty List of Radio Signals Vol. 4.
Winds 2.33 Monsoons: The predominant winds over the Malacca Strait area are the monsoon winds.
The NE Monsoon begins in November and reaches maximum strength and steadiness in January and ceases by the end of March. The normal strength is 5 to 10 knots, but may reach 20 to 25 knots for short periods in the N part of Malacca Strait.
The SW Monsoon prevails from May to September and reaches maximum steadiness in July and August. The average strength in Malacca Strait is about 10 knots, while speeds of 15 to 20 knots are quite common in the N approaches.
Principal marks 2.43 Major lights

Pulau Rondo is a conspicuous object and is formed by several mountain peaks. Pulau Rondo Light (as above) Breueh (Menara Suar Guapeu) Light (50*45'N, 95* 03' E) (3.1 5) at the N extremity of Pulau Breueh le Meule (Ujung Tapagajah) Light (5*54'N, 95* 20' E) (3.15) near the NE extremity of Pulau We. Klah Light (5*53'N, 95* 18'E) (3.18) in Teluk Sabang
Directions 2.54
From the vicinity of 5* 25' N, 97* 35' E, the track leads ESE then SE clear of dangers outside the 40 m depth contour, passing: NE of dangerous wreck (5*05'N, 97*47'E), thence: NE of Gosong Peureulak (4*56'N, 97*53'E) (4.17), thence: NE of Ujung Peureulak (4*53'N, 97*54'E) (4.18), thence: NE of Ujung Tamiang (4* 25' N, 97* 17* E) (4.52), thence : NE of dangerous wreck (4*' 00' N, 98* 57' E) lying 4 miles NW of Gosong Deli (3*54,N, 98*57'E), thence: NE of Gosong Berhala (Berhala Bank) (3*55'N, 96* 26' E) with a least charted depth of 11 m; An 18 m patch lies 5 miles N of Gosong Berhala. The water is discolored over these shoals during the strength of the tidal streams and there are occasional tide-rips. For additional information see 4.175. Thence: SW of Pulau Jarak, thence: NE of dangerous wreck (3*35'N, 99*56'E) (reported 1968); thence: SW of an obstruction (3*06'N, 100*36E), thence: NE of Pulau-pulau Aruha.
Anchorage off Pulau Berhala

There is anchorage on the ridge extending SE from Pulau Berhala in a depth of 16 m, with the summit of island bearing 302 degrees distant 3.75 cables offshore. A prohibited area exists within 3 miles radius of Pulau Berhala. Landing can be made on 2 small beaches on the S side of the island; the E beach affords the best landing.
Anchorage on Gosong Berhala 2.56

Gosong Berhala (3*55'N, 96*26'E) (2.54) provides good anchorage over sand and mud.
Tidal streams 2.65 The streams in the vicinity of One Fathom Bank Traffic Separation Scheme set as
follows: At position (2*51'N,100*52'E),8 miles WSW of One Fathom Bank. Interval from high water Kuala Batu Pahat -0300 Remarks NW-going stream begins.
-0010 knots. +0300 + 0310 + 0505
NW-going stream maximum, spring rate 2 Slack. SE-going stream begins. SE going stream maximum, spring rate 2
knots. -0315 Slack. At Position (2*40'N, 101*10'E) 17 miles SE of One Fathom Bank: Interval from high water Kuala Batu Pahat - 0030 +0230 knots. + 0530 + 0545 -0400 knots. - 0045 Slack Slack SE-going stream begins. SE-going stream maximum, spring rate 2 Remarks NW-going stream begins. NW-going stream maximum, spring rate 2
2.66
The flow is influenced by the prevailing NW-going current which has a rate of 0.75 knot, but this varies considerably. At neaps the SE resultant flow may be very weak. See 1.152 for general remarks. For tidal heights, see 2.26 and Chart 5084. Pilot-Reading Practice: Malacca Strait and Singapore TRUE Strait -through routeing; indicate whether the assertion is true or false. 1) In line, the extremities of Sumatera and Ko Phukit form the NW-limit of Malacca Strait. 2) Traffic Separation Schemes are situated off One Fathom Bank, in the approach to Singapore Strait and between these two schemes. 3) The Traffic Separation Scheme off One Fathom Bank leads into a second system for vessels bound for South China Sea. 4) Depths in the two straits are irregular; under keel clearance of any vessel will always be sufficient. 5) A restricted area lies NW of the Traffic Separation Scheme leading to Singapore Strait. 6) Unmarked shallow waters lie in the Traffic Separation Scheme near One Fathom Bank. FALSE
7) It is strongly recommended always to use the aids to navigation in the Indonesian waters. 8) Local traffic and piracy form dangers to navigation in these waters. 9) Pilotage is compulsory in both Straits. 10) Reporting of specifications by Very Large Crude Carriers is compulsory 8 hours before entering the Straits. 11) Vessels are requested navigational aids to the authorities. to report any damage to
12) Tidal range between Malakka and Pulau lyu Kecil is always the same everywhere along the coast. 13) Squalls may cause turbulent seas in Malacca Strait. 14) Gales are not experienced in Malakka Strait. 15) At the end of March the NE Monsoon ceases and the SW Monsoon commences. 16) Pulau Rondo is a landmark; a light is exhibited from it. 17) Tide-rips are formed half-a-mile N of Gosong Berhala. 18) Best anchorage can be found off the east-beach of Pulau Berhala. 19) Rate of spring-tide at One Fathom Bank is constant. 20) Neap tide causes a weak current that sets SE.
Notes:
PANAMA CANAL AND NORTH APPROACH

The Panama Canal crosses the Isthmus of Panama in a general SE direction from the Atlantic Ocean to the Pacific Ocean for a distance of 45.02 sea miles (83.33 km). The
former Canal Zone, a strip of land 10 miles wide, ceased to exist in October, 1979 when the Republic of Panama shared control of the canal with the USA. From 31st December, 1999, the Canal Area and its revenues have been administered solely by the USA. Ports of entry for the canal are Cristobal (9* 21' N, 79* 55' W) in Limon Bay, on the Atlantic, and Balboa on the Pacific (see South America Pilot Volume III). The canal is largely made possible by Gatun Lake watershed and Chagres River, lying near the middle of the isthmus.
The maximum size commercial vessel which may transit the canal on a regular basis is
length overall 274.3 m (900 ft), except passenger and container ships which are allowed up to 289.5 m (950 ft): maximum beam is 32.3 m (106 ft), but 32.6 m (107 ft) may be allowed by prior arrangement.
Maximum permitted draught, in 1983, for vessels proceeding through the canal was
11.7 m (38.5 ft), depending on bilge information (Tropical fresh water of Gatun Lake, density 0.9944 g/cm3 at 85 degr. F).
Notice of ETA
A vessel bound for the Panama Canal is required to report to the Navigation Division of the Panama Canal Commission through the Canal Coast Radio Station (call sign HPN60) giving at least 72 hours' notice of ETA (see Admiralty List of Radio Signals, Volume 1 part 2). Contact with the Port Captain at Cristobal can be made by VHF (channel 12) through the Canal Signal Station on Pier No6 at Cristobal. Vessels approaching the canal from the Atlantic must report 12 hours before arrival at Cristobal any change of 1 hour or more in their ETA.
Identification
No vessel may approach within 1 mile of the entrance between the breakwaters at Limon Bay without having been identified to the Canal Signal Station on Pier No 6 at Cristobal, communicating by VHF (channel 12). Vessels allowed to be without VHF may identify themselves by the International Code of light.
Tonnage certificate
Vessels arriving without a current Panama Canal Tonnage certificate may be subject to delay for admeasurements by the Canal Authorities. If a certificate has been obtained at a port outside the Canal Area, the measurements will be checked by the Boarding Officer on arrival, It is advisable for the master to be present when the vessel is being measured.
Pilotage 11.13
Pilotage is compulsory for the whole of the Panama Canal, including the port of Cristobal, with certain exemptions listed in canal regulations. Boarding: Vessels are boarded either on arrival just inside the breakwaters or at an anchorage; if requiring to be met outside the breakwaters, they should remain there and make a signal to that effect. Extend of pilotage. Pilots leave out-going vessels in Limon Bay after passing "Mole" Light-buoy, moored 1.75 cables W of the head of Cristobal hole, and when the vessel is steadied.
LIMON BAY AND APPROACH
General information
Charts 3111, 1300 Limon Bay is entered between Margarita Point and Toro Point, which is low and wooded 3.5 miles WSW: it includes the ports of Cristobal and Colon, both of which are under the jurisdiction of the Republic of Panama. Two breakwaters protect the bay from N. East Breakwater extends W from Margarita Point and West Breakwater extends ENE from Toro Point; the passage between the heads of the breakwaters is 594 m wide. Landmarks First sighted, when approaching Limon Bay, will be the flare (conspicuous), visible up to 20 miles at the oil refinery at Puerto Bahia Las Minas Other useful marks Radio mast, 106 m high and exhibiting obstruction lights, on the W side of Manzanillo Island. Large hotel standing at the NW end of Manzanillo Island 4 cables NNW of the radio mast. Water towers at Coco Solo I.5 miles ENE of the radio mast. East Breakwater Light (grey metal tower with green horizontal framework on seaward side) close inside the head of this breakwater West Breakwater Light (red daymark on metal framework tower; radar reflector) close inside the head of this breakwater
Directions for approaching Limon Bay

Charts 1300, 1299 Vessels should make for "A" Light-buoy (conical; black and white stripes: occulting white 5 seconds., whistle), moored 3 miles N of East Breakwater Light, regardless of direction of approach, and pass W of this light-buoy. When using coastal routes from either direction, vessels should give the coast a wide berth; if coming from NE they should pass at least 3 miles NW of Los Farallones. The East and West Breakwater Lights have been reported to give good radar responses at distances up to 10 miles. Three leading lights, standing near Gatun Locks and in line bearing 180.25 degrees, lead between the heads of the breakwaters and through the middle of the dredged channel into the Panama Canal. Front light (4* 17.6' N, 79* 55.4'W). Middle light (conical concrete tower; 23 m in height) 5.5 cables from the front light; Rear light (conical concrete tower, 14 m in height) 1.25 miles from the front light; A speed of 12 knots must not be exceeded when entering Limon Bay.
Dredged areas
A dredged channel leads S from between the heads of the breakwaters to the Panama Canal; it is maintained to a least width of 152 m and a depth of 12.8 m (42 ft). The channel is marked, in accordance with the standard United States System, by light-buoys and lightbeacons which are odd-numbered on the E side and even-numbered on the W side. Anchorage areas Chart 3111 11.18 Anchorage areas, controlled by the Panama Canal Commission, are designated according to the size and draught of vessels. The general increase in traffic through the canal requires the use of all available anchorage space. The holding ground is good, especially inside the breakwaters.
Prohibited anchorages 11.19 Anchorage is prohibited as follows:
On or near the axis of the dredged channel, within an area extending 1.5 cables W from the dredged channel and 1.5 cables N and S of No 2 Light-buoy; Within an area between the E side of the dredged channel and the W limit of Colon Harbour; Anywhere in the Canal Area except in a designated anchorage or in an emergency. Harbour 11.23 Cristobal Harbour consists of a dredged area entered between the head of Cristobal Mole and No 3 Light-buoy, 1 mile SSW; in its S part is Anchorage Area F, marked by lightbuoys. In 1982 the least depth in the dredged area was 12.2 m (40 ft), French Canal, the E part of the harbour, is entered E of the head of Pier No 16; the limits of the dredged area in this arm are marked by a buoy, moored on the E side of its entrance, thence by light-beacons. Caution: submarine cables are laid across the harbour NW from Pier No 16 and across French Canal 0.25 mile SE of the head of this pier. The locks and their approach walls are in duplicate, so that vessels may pass in opposite or in the same direction simultaneously. The lock gates, valves and fender chains are electrically operated from a central control station: electric locomotives, known as "mules", run on tracks on both sides of a lock, hauling a vessel through on steel towing wires and holding it in position. Directions 11.36 A vessel should always keep as nearly as possible in mid-channel in the 152.4 m wide reaches, and should favor a mid-channel course in the 243.8 m reaches. In the 304.8 m reaches the leading lines should always be followed. Passing on a bend is not permitted; a vessel with the convex side of the canal on the port hand has right of way Passage through the canal Marine Traffic Control Office; the scheduling of all ship-transits is the responsibility of the Marine Traffic Control office at Balboa. The canal is operated on a 24-hour basis. Being a lock- type canal, the convoy system is not employed. The canal authorities may dispatch vessels in any order and at any time they may see fit. Priority of arrival at a terminal does not give any vessel the right to pass through the canal ahead of another vessel which may arrive later, although order of arrival will be a consideration in determining the order of passage. Arrival off the canal entrance should be timed early in the morning or forenoon, as the first vessel is 40 dispatched from Cristobal at 0600 and the last at about 1600. In order to transit the canal on the day of arrival vessels must reach the inner part of Limon Bay, abreast Cristobal, not later than 1400. Passenger vessels are given preference. Very large vessels, tankers, and vessels carrying dangerous cargoes, are dispatched at the discretion of the Port Captain; normally, they are not allowed to proceed unless they can clear Gaillard Cut before nightfall. The movement of vessels in Gaillard Cut is regulated by the Chief Navigation Division through Marine Traffic Control. Other information Tugs, of which 6 are based at Cristobal, 6 at Balbao, and 4 at Gamboa, are needed for the largest vessels in Gaillard Cut and in the approaches to locks. The Panama Canal Commission reserves the right to assign a tug to any vessel when conditions make it advisable. Traffic and lock signals for the canals are given in Title 35, Code of Federal Regulations. Traffic capacity
The canal can handle about 48 locking a day, which may include a greater number of vessels as 2 or more small vessels can be locked through in one chamber. Transit booking system. In order to provide improved service and to increase canal efficiency, a transit booking system has been implemented on a voluntary basis, enabling a limited number of vessels to have a more timely transit on payment of a special charge. Other regulations Vessels carrying dangerous cargoes should report at least 24 hours before transit stating that all dangerous cargo alarms, safety and shutdown devices, including firefighting systems, have been tested and are in good working order. Hawsers, lines and fenders should be ready for passage through the locks before a vessel begins transit of the canal; both anchors should be ready for letting go, and at least 1 boat should be ready to be lowered for handling lines. Deck cargo on vessels in transit may protrude, on one side only, up to 4.6 m; the maximum beam including protrusions must not exceed 25.9 m. A steering light must be fitted to vessels more than 100 m in length, at or near the stem; it should be a fixed blue light, clearly visible from the bridge along a vessel's centerline, but not visible from ahead. Radio All vessels of 300 tons or more, or 100 tons or more if carrying passengers, within the Canal Area must be equipped with VHF RT and able to communicate on the following channels: Channel 12, 156.600 MHz, for continuous watch until the pilot is embarked. Channel 13, 156.650 MHz, for all navigational communication during transit of the canal Channel 16, 156.800MHz, for distress, urgency, safety, and contact with agents or other commercial businesses. Pilot-Reading Practice: Panama Canal and North TRUE Approach; indicate whether the assertion is true or false. 1) The distance between Cristobal and Balboa is approximately 83 kilometers. 2) Only vessels that do not exceed 274.3 meters in length and 32.5 meters in breadth are allowed to enter the canal. 3) Vessels wishing to enter the canal from the Atlantic Ocean-side must report to Cristobal 12 hours in advance. 4) Limon Bay may only be entered by vessels that have identified themselves through VHF. 5} Tonnage Certificates are only valid if they have been issued by the Panama Canal Authorities. 6) Pilot embarkation is inside or outside the breakwaters or when the vessel is at anchor. 7) Pilots will disembark beyond Mole Light buoy. 8) When approaching Limon Bay six conspicuous objects are available. 9) All the approaches to Limon Bay lead along the coast and along Los Farallones. 10) A leading line, formed by 3 lights, leads through a dredged channel (depth: 12.8 meters) into the Panama Canal. 11) Anchoring in the Panama Canal is prohibited at all times. 12) Anchorage can be obtained in the south part of Cristobal Harbour. FALSE
13) The Panama Canal locks are capable of allowing vessels to pass in opposite directions at the same time. 14) When proceeding through the Canal the track always leads through mid-channel. 15) It is possible for vessels to pass the Canal in convoy. 16) The order of departure through the Canal is determined by the order of arrival at the beginning of the Canal. 17) Transit through the Canal is possible 24 hours a day. 18) Vessels carrying dangerous cargoes are not allowed to pass Gaillard Cut at night. 19) Under certain circumstances the use of tug-boats by large vessels is compulsory. 20) During transit through the Canal, protruding obstacles from the vessel are not allowed.
NOTES: .. .. .. .. .. .. .. .. .. .. .. .. ..
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EUROPOORT (INCLUDING MAASVLAKTE)

Chart 132 General description 18.90 Europoort is entered on the S side of Maasmond {51 "59'N, 4*04'E), 1 mile W of Hook of Holland, through Calandkanaal. Europoort is a deep sea harbour designed to accommodate very large vessels, and for the storage and transshipment of oil, ore, coal and grain. At Maasvlakte (51* 58'N, 4* 03'E), W of Europoort, Maasvlakte Oil Terminal and Delta Container Terminal are situated in 8th Petroleumhaven and a coal / ore terminal is situated in Mississippi haven on the S side of Maasvlakte. Beerkanaal divides Europoort from Maasvlakte. The terminals at Maasvlakte are entered from it. 18.91 15 Depths The maximum permitted draught in Maasmond, Calandkanaal, as far as kilometer post 1030 and Beerkanaal is 22 rn (72 ft) at HW and 20.1 rn (66 ft) at LW. Movement within Europoort 18.93 Due to its geographical position Europoort is not a suitable area to wait for another berth situated in the rest of the port, since the onward passage has to be made through the single entrance, thence via Maasmond or the North Sea, which is expensive. Shifting berth within Europoort / Maasvlakte without main engine power is only permitted with special permission. Lightened vessels proceeding to Botlek 18.94 For limiting vessels and draught restrictions for vessels bound for Botlek (51'53'.5 N, 4' 18'.5 E), which have lightened at Europoort / Maasvlakte, see 18.107. Permission is required before proceeding into Nieuwe Waterweg from Calandkanaal and the reverse for deep draft vessels. Prohibited anchoring 18.103
Anchoring is prohibited: Within 10 m of the embankments; within 250 m of the entrance to Maassluis; at places where it is so indicated by warning boards; near submarine cables and pipelines, and tunnels. Tidal streams Movement 18.105 Tidal streams at the entrance to Nieuwe Waterweg set as follows: Interval from HW Hook of Holland Dover -0100 +0205 +0200 +0505 +0500 - 0420 HW -0320 Surface stream Remarks Flood stream attains greatest rate. Flood stream begins to decrease Ebb stream attains greatest rate. Ebb stream begins to decrease.
The sub-surface stream is stronger than the surface stream and about 7 m below the surface may attain a rate as much as 5.5 knots. The sub-surface stream may run as follows: Interval from HW Hook of Dover Holland - 0500 -0155 still - 0200 +0105 about 1 hour before the flood begins on the surface, but it soon decreases. running on the surface. Flood stream attains greatest rate, only Surface stream Remarks Flood stream begins, while ebb stream is
Wind effect 18.106 The wind and state of the river have great effect on the streams at the entrance to Nieuwe Waterweg. With strong E winds when the upper rivers are in flood, there may be no flood stream in the entrance at neaps; farther in, though there is flood stream, both its rate and its duration are decreased. Under normal circumstances the average surface and subsurface rate in Nieuwe Waterweg is about 2.5 knots for both flood and ebb. For tidal streams farther up-river in Nieuwe Waterweg, see 18.112a, 18.121, 18.128 and 18.138a. Traffic signals 18.113a The following traffic signals are exhibited from Maassluis Radar Tower (51* 55'.1 N, 4* 14'.8 E).The signals in category 1 or 2 may be shown separately: if shown together those in category 1 will be above those in category 2. Category 1 Signal Light flashing Meaning Visibility less than 4000 m at some point in Nieuwe Waterweg.
white Light fixed white 18.114
Pilotage service for Maasmond suspended for small vessels due to weather.
Category 2 Signal Lights flashing white above fixed white Lights fixed white above flashing white 2 lights flashing white vertical 2 lights fixed white vertical
Meaning Traffic prohibited in Nieuwe Waterweg above Maassluis. Traffic prohibited in Nieuwe Waterweg below Maassluis. Obstruction, very large vessel or difficult tow above Maassluis. Obstruction, very large vessel or difficult tow below Maassluis.
18.115 Limiting dimensions. Vessels up to 270 m in length and maximum draught of 13.4 m can enter Botlek. Under certain conditions, and with prior written approval of the Harbour Authority, vessels up to 13.7m (45 ft) can be accepted. Vessels exceeding 270 m in length and drawing 13.5m may have to lighten at Europoort / Maasvlakte. See 18.94. Entering times. As a rule times are as follows: Draught water) (salt Remarks Any time, except between -430 and HW Rotterdam.
10mto11.3m(33 to 37 ft)
11.6 m to 11.9 m (38, 39 At slack LW or -HW, depending on the prevailing ft) conditions. 11.9 m to 13.5 m (39 to At slack HW. 44 ft) Vessels with a length over 200 m can only enter at slack water. Vessels which have lightened in Europoort / Maasvlakte (18.95) should arrive at Botlek entrance at about 1 hour after HW Hook of Holland. 3rd Petroleumhaven 18.116 3rd Petroleumhaven is situated on the S side of the entrance to Botlek. The basin extends S for 6 cables and branches WSW and SSE.The basin serves the oil and chemical industries. The controlling depth is 11.7 m (38 ft). Vessels up to maximum draught of 12.2 m (40 ft) can enter 3rd Petroleumhaven at HW, but if tidebound within, a draught of 10 m (33 ft) is necessary. Geulhaven or Nieuwe Lichterhaven, with a curved E wall, lies close within the entrance to 3rd Petroleumhaven. Tidal stream 18.121 The tidal stream off Vlaardingen (51* 54' N, 4* 21' E) sets as follows: Interval from HW Remarks
Hook of Holland -0200 + 0245
Flood stream begins. Mean rate 2,75 knots. Ebb stream begins. Mean rate 2,5 knots.
The surface and sub-surface streams begin simultaneously. 18.129 The various basins of Port of Rotterdam are in open connection with the river, unless otherwise stated. Both banks of the river E of Schiedam have wharves suitable for seagoing vessels. Bridges 18.135 Willemsbrug. The middle span of Willemsbrug has a vertical clearance of 10 m and the three spans of the railway bridge close W have a vertical clearance of 8 m. Illuminated tide gauges indicating the height of the central span above water level are situated: Below bridge At the SW entrance point to Rijnhaven on the S bank. Above bridge Opposite Persoonhaven on the N bank.
Traffic regulations Regulations 18.152 All sea-going vessels with length exceeding 135 m and beam exceeding 17.5 m must obtain permission to proceed through Oude Maas. This must be requested: 24 hours before entering Oude Maas, or 24 hours before leaving or shifting berth, from: Rijkshavendienst HOC (Harbour Co-ordination Centre). The message stating: Vessel's name and call sign Nationality Length and beam (in meters) Grt and draught Nature and quantity of cargo First port of call and berth (for inward-bound vessels) or harbour and berth (for vessels leaving or shifting berth) ETA on Oude or Maas or ETD from berth Name of agent Under normal circumstances permission will not be granted for vessels longer than 175 m and beam exceeding 23 m. Bridge signals 18.159 The following fixed light signals are exhibited on each side of the opening at Botlekbrug and Spijkenisserbrug to control through-passage: Signal Port side Starboard side R R R R Meaning Through-passage bridge prohibited Through-passage and and through-passage through-passage below below
G R R
G R R
bridge prohibited. Permission to proceed will be given shortly. Through-passage and through-passage below bridge prohibited. The bridge is not being operated.
8.160 In addition to the through-passage permitted signal G - G, the following additional fixed Yellow light signals may be exhibited from the middle of the opening in use: Signal Y Y-Y Meaning Through-passage below bridge permitted, also for oncoming traffic. Through-passage oncoming traffic. below bridge permitted, but prohibited for
Pilotage Pilots should be obtained as follows: Approach from N Umuiden Pilot Station (see North Sea (East) Pilot). Approach from S Hook of Holland Pilot Station. See 18.4.4. Requests for pilots should be made at least 4 hours in advance of arrival at the boarding position via Coast Radio Station. When outward-bound the pilot should be requested from the Harbour Master's Office at least 6 hours before sailing. Traffic separation The SE limit of the N-bound traffic lane of Maas North Traffic Separation Scheme N of Maasgeul is marked by MN3 Light-buoy (For directions see 18.26). Offshore dangers A shoal, with depths of less than 11 m over it, extends 3.5 miles NNW of Hook of Holland. It is marked by: Indusbank N Light-buoy. A wreck, swept to 6.5 m and marked by a light-buoy, lies 5 miles NNW of Hook of Holland and an outlying shoal with a depth of 9.5 m over it lies 5 miles N of the same point. A submarine pipeline extends NW from the coast close S of Scheveningen Harbour. Pilot-Reading Practice: Europoort (including TRUE Maasvlakte); indicate whether the assertion is true or false. 1) Delta Beerkanaal. Container Terminal is accessible via FALSE
2) Vessels exceeding a draught of 22 meters can enter Maasmond as far as km-post 1030. 3) Shifting berth with the assistance of tugs only - i.e. without main engine propulsion - is not allowed. 4) Deep-draught vessels are allowed to proceed from Calandkanaal into Nieuwe Waterweg after authorization. 5) Anchoring is prohibited close along the embankment.
Pilot-Reading Practice: Europoort (including TRUE Maasvlakte); indicate whether the assertion is true or false. 6) HW Rotterdam: the ebb stream ceases. 7) Tidal stream in Nieuwe Waterweg decreases during strong east winds, but will last longer. 8) An obstruction or difficult tow in progress is indicated by three vertical lights. 9) Only vessels of draught that do not exceed 13.7 meters are allowed to enter Botlek. 10) Vessels with draughts of between 11.6 and 11.9 meters may enter Botlek, depending on prevailing conditions. 11) Third Petroleumhaven extends 500 meters south and bifurcates into WSW and SSE branches. 12) Surface- and subsurface stream off Vlaardingen both commence at the same time. 13) All the basins are in open connection with the sea. 14) Through passage of the middle span of Willemsbrug has a height of 10 meters. TRUE Pilot-Reading Practice: Europoort (including Maasvlakte); indicate whether the assertion is true or false. 15) Outward-bound vessels longer than 135 meters and exceeding a beam of 17.5 meters must have advance permission to proceed through Oude Maas. 16) Red lights above a green light, exhibited from Botlekbrug: through passage is closed. 17) Two yellow lights displayed from Botlekbrug indicate that through passage for all vessels is allowed. 18) Pilot service must be requested at least 4 hours prior to arrival at the entrance of Botlek. 19) Directions concerning the Traffic Separation Scheme of Maas North can be found in chapter 18.26 20) The off-shore dangers in the vicinity of Hook of Holland are 2 shoals, a wreck and a pipeline.
FALSE
FALSE
Notes: ..
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STRAIT OF GIBRALTAR
Chart 142 Description and dangers 6.1 The Strait of Gibraltar, the Freturn Herculcum of the ancients, and the Bab-ez-Zakak of the Arabs, derives its present name from Jebel Tarik, a name which was given to Monte Calpe by Tarik-ben-Zayde, when he landed in Spain in 71 0 AD. It is bounded on the N by the coast of Spain between Cabo Trafalgar (36'*1V N, 6* 02' 15') and Europa Point, and on the S by the coast of Morocco between Cabo Espartel and Ceuta; its general direction is E and W, and its least width 7.75 miles between Punta Oliveros, situated 3 miles ENE of Tarifa, on the N, and Punta Cires on the S.
Both sides of the strait are mountainous. Sidi Musa on the S side attaining a height of 838 m and Gitano on the N side of 830 m. Dangers which should be noted by ships on passage through the strait are; Banco de Hoyo and Banco de Trafalgar, shoals in the W approach to the strait extending 15 miles WSW from Cabo Trafalgar, and Los Cabezos and adjacent shoals which lie up to 3.75 miles S of Punta Paloma (36*04' N, 5*43' W) (6.21). The shores of the narrows are steep-to and clear of dangers with the exception of La Perla and Las Bajas, shoals lying 1.75 miles S of Punta Carnero (36* 05' N, 5*2 5'W), (6.34). Currents and tidal streams 6.3 Strong currents and tidal streams may be experienced in the strait. The maximum rates of surface flow in each direction which may be expected are about 2 knots in the W-going direction and about 4.7 knots in the E-going direction. The maximum rate of surface current is about 2 knots in an E-going direction. The maximum rates of tidal streams are about 3 knots in the W-going direction and about 2.7 knots in the E-going direction. For further details of the currents, see 1.100 and 1.101. All the data regarding tidal streams depend on insufficient observations and, though probably fairly correct in a general sense, the results obtained should be considered as approximate only. In the middle of the strait the E-going stream commences about the time of high water Gibraltar and the W-going stream 6 hours later. The times at which these streams commence become earlier rapidly as the shores of the strait are approached on either side, as indicated by pecked lines on the chart. In the central area of the narrower, E part of the strait, between the meridians of Tarifa and Europa Point, the rate at springs is from 2 to 2.5 knots in each direction. The rate at springs decreases W in the central area, to about 1.75 knots S of Punta Camarinal and one knot S of Cabo Trafalgar. The rate at springs increases from the central area towards the coast on both sides, attaining a rate of about 3 knots in each direction close inshore and probably more off the salient points and less in the bays between them. In the central area the tidal streams set in the direction of the axis of the strait, but near the land they follow the direction of the coast. Tidal races or overfalls may occur in deep water in the strait, but the areas in which they occur vary with the relative directions and rates of the currents and of the tidal streams; certain areas in which tidal races or overfalls usually occur are indicated in the chart, Tidal races also occur off most of the salient 40 points on each side of the strait and eddies probably form under the points and in the bays between them. Offshore dangers 6.10 Bajo Aceitera, with a depth of 1.2 m over it, lies at the outer end of a dangerous rocky ridge which extends 1.75 miles SW of Cabo Trafalgar. Several rocks lie on the ridge, including Bajo Piles with a depth of 4.0 m over it. No vessel should attempt to cross the ridge as there is a tide race across it which extends as far as Bajo Aceitera (36* 10" N, 6* 04' W). Vessels coasting should give Cabo Trafalgar a berth of at least 3 miles. Placer de Meca, a rocky shoal covered with a thin layer of sand, lies 3.25 miles W of Cabo Trafalgar. It has a least depth of 6.0 m situated near its SE end. The sea breaks over this shoal in heavy weather. A 16 m patch lies 7 miles W of Cabo Trafalgar. Torre Castilobo (5.98), in line with the easternmost of a line of prominent windmills E of Conil, bearing about 360 degr., leads between Placer de Meca and Bajo Aceitera. Banco del Hoyo, a sandy bank with depths of from 16 m to 22 m over it, extends for 4.5 miles in an E-W direction 14 miles WSW of Cabo Trafalgar. The least depth of 16 m lies near the W end. This bank should be avoided in heavy weather as the sea is apt to break over it.
Banco de Trafalgar, a shoal composed of stones with a depth of 11 m over it, lies 5 miles SW of Cabo Trafalgar. There are overfalls on the shoal and it is inadvisable to pass over this shoal in heavy weather; at such times the water in the vicinity is of a yellowish colour. Between Banco del Hoyo and Banco de Trafalgar there are a number of patches with depths of from 14 m to 18 rn over them. Between Cabo Trafalgar and Arrecife de Canaveral, which dries and extends 2.5 cables offshore 1.25 miles E, there is a bight with a sandy beach. The W part of this beach is known as El Varadero, and at its E end is the village of Canos de Meca, which can be distinguished by a white Guardia Civil station. Off the village, and sheltered by Arrecife de Canaveral, is a cove where there is a good landing place. Anchorage 6.11 Anchorage, with shelter from winds from between NW and NE, can be obtained in convenient depths outside Arrecife de Canaveral; the nature of the bottom should be first ascertained, as it is rocky in places. There is good holding ground, in depths of from 14 m to 17 m with Torre de Meca bearing 030 degrees and Torre del Tajo bearing 090 degrees. Directions for Puerto deTarifa 6.30 Approaching from E in moderate E weather, it is best to pass to the W of the meridian of the entrance and then turn towards it, passing as close as possible to the head of Dique del Sagrado Corazon (36*00' N, 5* 36' W), but bearing in mind that the in-going tidal stream sets on to it. It is not advisable to attempt the entrance in hard E weather, as due to the narrowness of the entrance the strong wind could blow a vessel onto the head of the W breakwater. With W weather there is no difficulty as the coast affords a lee. To enter in moderate SW weather the approach should be the same as for E weather. In hard SW weather the entrance should not be attempted except in cases of extreme urgency; the approach should then be made from E heading towards the middle of Isla de Tarifa leaving the eddies and breakers always to landward, until, when close inshore, the vessel can turn to enter the port. 6.40 Tidal streams. In Gibraltar Bay the tidal streams off Europa Point are more or less rotary, changing from E- going to SW-going, through S, between 4 and 5 hours after high water at Gibraltar, and from SW-going to E- going, also through S, between one hour before and half an hour after high water at Gibraltar. Across the entrance to Gibraltar Bay the tidal streams probably run much as off the Spanish shore of the Strait of Gibraltar, with the WSW-going stream beginning at 3 hours after, and the opposite stream beginning 3 hours before high water at Gibraltar. Observations of the tidal streams in the bay itself are very incomplete but indicate the following: When the W-going flow enters the bay round Europa point it divides, one branch setting IM off the E side of the bay and the other continuing WSW towards Punta Carnero: off this point the flow again divides, one branch continuing W off the Spanish shore of the Strait of Gibraltar and the other setting WNW into Ensenada de Getares and N off the W side of Gibraltar Bay. The N-going flows off both shores of the bay meet at its head and form a S -going flow in the middle of the bay. The N- going flow is stronger off the W side of the bay than off the E side; it begins off Punta Carnero, at 2 hours, in Ensenada de Getares at 3 hours, and off Algeciras at 4 hours afler high water at Gibraltar. When the E-going flow enters the bay round Punta Camera it sets NNE to the head of the bay where it divides, one branch turning E and running S off the E side of the bay, and the other turning W and running S off its W side. 6.47 Anchorage should be obtained when possible in the shelter of Dique -Norte, which extends N from Isla
Verde. Failing this, there is good anchorage, in depths of about 30 m, N of the port and S of the parallel of the cemetery 13.5 cables NW of Isla Verde, which can be easily recognized by its white wall and chapel, on top of a cliff. This anchorage, however, is not safe during Levantes and should be abandoned as soon as there are 10 signs that one is imminent. Vessels should then anchor in the NE part of the bay. 6.48 Pilotage is compulsory for vessels of over 50 tons. Vessels requiring a pilot should hoist the usual signal when about 2 miles off the port. The pilot launches are painted black or grey with the letter P in white on the bows. They hoist a blue flag with a white P on it by day, or show a quick-flashing light by night, when approaching an incoming vessel. In E gales the pilot launch awaits vessels under the lee of the head of Dique -Norte. Vessels should make for the entrance when she hoists the pilot flag. Entering Gibraltar Harbour Directions 6.67 Vessels other than HM ships may not enter Admiralty Waters without permission. If proceeding to the Mercantile Port they will normally be piloted by a Bay pilot, and if to any other part of the Admiralty Harbour, by an Admiralty Harbour Pilot. Vessels, other than large ships, proceeding into Gibraltar Harbour and intending to secure alongside South Mole, should enter by the S entrance, approaching well from the N. Ships going alongside Detached Mole or securing to the mooring buoys abreast of it, or North Mole, and large ships proceeding to South Mole or buoys should, if possible, enter the harbour by the H entrance, and the best approach is made by standing N, and turning SE when about half a mile NW of "E" Head on the NW angle of North Mole. Port radio 6.71 The estimated time of arrival of a vessel should be sent 24 hours in advance. The Admiralty Signal Station on Windmill Hill (call sign "Windy") maintains a listening watch on VHF channels 16 and 8, the latter being the working frequency for the Naval Port. Gibraltar Port Radio maintains listening watch on VHF channels 16 and 12, the latter being the working frequency of the Commercial Port. Gibraltar-east side Coastal features 6.76 The E side of Gibraltar is steep and inaccessible. Passage Point and The Monkeys Alameda, on which there are some tanks, lie 2 cables and 1 mile respectively, N of Great Europa. A large rain-water catchment, 1.5 miles N of the same point is very prominent. The village of Catalan is situated on the shores of Catalan Bay close N of the above-water catchment. A conspicuous white hotel stands on St Abbs Head at its S end. A concrete jetty tor the use of naval vessels, 87 m long and 10 m wide, with a depth of about 5.5 m at its head, is situated 1 mile N of Great Europa Point. It is reported that a current always sets S off the head of the jetty at a rate of about 1 knot. A light-float (yellow, two white quick-flashing aero lights disposed horizontally) is moored 5 cables E of the E-end of the aircraft runway; two yellow light-buoys are moored 5 and 12 cables respectively E of the light-float. The tight-float and light-buoys mark the approach to the runway, No 6 Light-buoy is moored in the vicinity of the W of the Yellow light-buoys above and No 7 Light-buoy is moored 3 cables SE of (he E one. These light-buoys mark the limits of the air space claimed by the Spanish government and have no navigational significance (6.41).
Tangier Harbour Arrival information 6.90 Signals. There is a signal station at the head of the inner harbour with which vessels can communicate by means of the International Code of Signals. A red flag displayed from the flagstaff indicates that the port is open; a Yellow flag indicates that the port is closed and communication with the anchorage suspended; a blue flag indicates communication is possible but difficult. 6.91 Pilotage is compulsory for merchant ships of over 500 tons entering, leaving, or shifting berth. Vessels arriving at night should anchor in the outer roadstead where they will be boarded by the pilot after 0600. Vessels intending to call at Tangier are recommended to communicate beforehand with the port authorities for berthing directions. Pilot-Reading Practice: Strait of Gibraltar; indicate TRUE whether the assertion is true or false.
1) The average width of Gibraltar Strait is 7.75 miles. 2) Banco de Hoyo and Banco de Trafalgar lie in the west approach to the Strait and extend 15 miles towards the Spanish side. 3) 6 hours after HW Gibraltar: west current in the middle of the Strait commences. 4) Rate of current at spring tide is weakest south of Punta Carminal. 5) Tidal races are formed on both sides of the Strait. 6) The water over Bajo Piles is unnavigable because it has a depth of only 4 meters. 7) The leading line formed by the mills east of Conil leads clear between Placer de Meca and Bajo Aceitera. 8) in adverse weather the sandbank 14 miles WSW of Cabo Trafalgar forms a danger to navigation. 9) Landing is possible at Cahos de Meca. 10) The area outside Arrecife de Canaveral offers good shelter and holding ground. 11) When approaching from the east, with moderate SW winds, the port of Puerto de Tarifa must only be made in distress situations. 12) 30 minutes after HW Gibraltar: tidal stream off Europa Point sets east 13) 3 hours before HW Gibraltar: ENE current commences. 14) The WSW current is divided into three separate branches off Punta Canero. 15) The areas N of Isla Verde, M of the port, NW of Isla Verde and NE of the bay form safe anchorages at all times. 16) By day pilotage is requested by means of pilot flag; at night a quic flashing light is used. 17) Small vessels bound for South Mole must enter Gibraltar through the south-entrance; large vessels must use the northentrance. 18) Merchant vessels must report their ETA's 24 hours in advance on VHF-channels 16, 12 or 8. 19) Passage Point, on the east-side of Gibraltar, lies approximately 2200 metres N of Great Europa Point. 20) Pilotage is compulsory for large vessels shifting berth in Tangiers harbour.
FALSE
DUTCH ANTILLES-BONAIRE
BONAIRE COAST
East and north-east coasts Chart 703 Aspect 7.34 Lacre Punt, the S extremity of Bonaire, is a low rocky spit terminating in a sand and coral reef about 33 miles W of Ave de Sotavento (7.24). Two pillars stand within 1/4 mile NW of the point. Between Lacre Punt and the NE extremity of Bonaire, near Boca Spelonk 12 miles N, the low and relatively flat coast is broken by a number of lagoons. Lac, the largest lagoon, has a narrow entrance between reefs 4.5 miles N of Lacre Punt; it is only suitable for small craft, and local knowledge is necessary. Boca Washikemba is a small cove 9.25 miles NNE of Lacre Punt; about 0.5 mile NNW of this cove is the entrance to a small lagoon, which extends about 0.5 mile inland. The NE coast of Bonaire, extending 12.5 miles WNW from Boca Spelonk, is indented in places by coves, the largest of which is Boca Olivia (Oliva) Boca Onima, a small cove, and Playa Chikitoe, a small beach, lie about 2.25 and 4.75 miles, respectively, WNW of Boca Olivia. Boca Cocolishi is another small cove 1.25 miles ESE of the N extremity of Bonaire. Brandaris, which is 240 m (787 ft) high, resembles Sint Christoffelberg on Curacao from the offing. Navigational lights 7.35 Willemstoren Light (white round stone tower, red stripes, 21 m in height) standing 0.75 mile ENE of Lacre Punt. Boca Spelonk Light (white round stone tower 21 m in height) standing 0.5 mile S of the NE extremity of Bonaire. Ceru Bentana Light (grey square stone tower 10 m in height) standing 8 cables ESE of the N extremity of Bonaire.
KRALENDIJK Arrival information Pilotage and tugs 7.40 Pilotage is compulsory and a 24-hour service is available. Requests for a pilot, giving ETA 72, 48 and 24 hours in advance, should be sent through Curacao Coast Radio Station (7.80); see Admiralty List of Radio Signals, Volume 6 part 2. The pilot embarks 1 mile SW of the light (white square stone tower) standing on the fort at Kralendijk. The pilot boat displays a blue flag with the letter "L" and exhibits 2 lights (red over white) at night. Tugs, if required, should be ordered in advance through the ship's agent. Berthing Anchorages 7.41 Small vessels can anchor close offshore in Rede Kralendijk in a depth of about 35 m (19 fm). Larger vessels should approach cautiously with lowered anchor. As the coastal bank is steep-to and narrow, considerable skill is required to avoid getting too close inshore or bring up too short and risk dragging the anchor into deep water. A large hawser should be
laid out to an old gun or anchor placed near the fort for hauling a vessel with care into an anchor berth. The anchorages are dangerous during onshore winds and vessels should be prepared to leave at short notice. Strong SW winds, making the roadstead unsafe, may occur in September, October and early November. GOTO OIL TERMINAL Arrival information 7.45 Pilotage is compulsory; a 24-hour service is operated. Requests for pilotage, giving a vessel's ETA 72, 48 and 24 hours in advance, should be sent through Curacao Coast Radio Station (7.80) to the vessel's agent who will at once relay the information to the terminal management; see Admiralty List of Radio Signals, Volume 6 part 2. Draught of the vessel, fore and aft, should be included in the messages. Communication by VHF RT should begin within a radius of 30 miles or more of the terminal, calling on channel 16 (156.800 mHz); when contact has been established, working should be shifted to channel 13 (156.650 mHz) which includes communication with tugs and mooring launches.
DUTCH ANTILLES - CURACAO

Natural conditions Currents 7.52 In the vicinity of Curacao, the currents are generally W-going and set strongly round the points. Along the SW coast the current may attain rates from 2 to 3 knots. A weaker current may occasionally set E against the prevailing wind and create a short choppy sea which breaks on the shore even when the wind is light. Winds and weather 7.53 The prevailing winds blow from either ENE or ESE with an average strength of force 4. Hurricanes are of rare occurrence. The last hurricane passed over Curacao in September, 1877. The average temperature is 27.8 C. The wet season, with an annual rainfall of 570 mm, lasts from mid-October to mid-February. Visual storm warnings: See 1.45. Directions for approaching Curacao from the north 7.58 First sighted will be the summit of Sint Christ offelberg (7.56) standing 4 miles SSE of Noordpunt, the N extremity of Curacao. Noordpunt may be approached with safety as the current sets away from it. Directions for approaching Curacao from the east 7.62 Approach from E. The first features sighted will be the light on Klein Curacao (7.61) or the summit of Santa Barbara (7.60), a prominent landmark 12 miles WNW. The passage between Klein Curacao and Punt Kanon is clear and deep; with lights on both sides; it can be navigated at night. Punt Kanon should be given a wide berth as the current sets towards it. The S side of Curacao can be passed at a distance of 1 to 2 miles. It is requested that vessels proceed at a moderate speed when within 3 miles of this coast to avoid damage on the beaches. Directions for entering Fuik Baai (Continued from 7.62)
When a considerable distance from the narrow entrance the effects of current and wind should be determined, as they are of great importance for an approaching vessel. From a position SSW of the harbour, Newport Leading Beacons in line bearing 027.5 degr. lead through the entrance channel in a depth of 7.9 m (26 ft): Front mark (red cross on red and white beacon, 7 m in height) standing 0.5 cable NW of a mast. Rear mark (red triangle on red and white beacon, 10 m in height). This alignment keeps: W of 2 buoys, moored close off the E side of the channel, and: E of a buoy, moored close to the W entrance point; thence immediately after clearing the entrance channel, a vessel is turned E on the starboard anchor and berthed heading SE at the phosphate loading wharf. Smart handling of a vessel is essential as there is very little room in the harbour; the vessel should be adequately ballasted to ensure safe maneuvering. A following swell at the entrance sometimes makes entry difficult.
APPROACH TO WILLEMSTAD General information Charts 1412, plan of Sint Anna Baas and Schottegat; 702, Curacao 7.75 The coast in the approach to Willemstad is steep-to and clear of offshore dangers; depths are too great for anchoring. Current 7.78 Off the entrance to Sint Anna Baai, the current is almost always W-going with a rate usually less than 1 knot, which it exceeds for a total of 47 days of the year. The current can attain 2.5 knots for short periods. Only rarely are large vessels delayed by the current, but it should be taken into account. A counter-current setting E can occur when the W- going current is strong. There is no current in Sint Anna Baai. Current meters are attached to a light (black post), standing near the E entrance point of Sint Anna Baai, and to a light (bracket on the inner wall of Waterfort) 1.25 cables N; the latter light is visible only from within Sint Anna Baai. Signals for shipping at Willemstad Signals from Fort Nassau Signal Station 7.85 No. 1 By day (a) /At night (b) (a) black ball at half mast (b) white light (a) black ball at masthead (b) 2 red lights (a) black ball over red flag at masthead (b) red light over white light Signification 1 or more vessels may leave
2 3
bridge will be opened for 1 or more out-going vessel bridge is open for 1 or more out-going vessels
No. No. 4
By day (a) /At night (b) By day (a) /At night (b) (a) red flag at masthead (b) red light (shown until the last vessel has passed the bridge) (a) red flag and black cone (b) red light over 2 white lights
Signification Signification the last out-going vessel is entering Anna Baai and the next vessel may no longer do so
the last out-going vessel has passed Nieuwe Werf and the bridge will remain open for 1 or more incoming vessels,
(a) black cone (b) red light over 2 white lights
the bridge, if closed, will be opened for 1 or more in-coming vessels; if the bridge is already open for out-going vessels, the last vessel has passed the bridge
7 8
(a) green flag and black cone (b) green light over white light (a) green flag (b) green light (shown until the last vessel either leaves Sint Anna Baai or is moored in Sint Anna Baai, or obstructs the harbour) (a) red flag over green flag (b) red light over green light Signals shown by vessels 7.87
the bridge is open for 1 or more incoming vessels the last incoming vessel has passed the buoy and the next vessel may no longer enter
the harbour is obstructed by a vessel maneuvering
No. 1
2 3 No. 4 5
By day (a)/At night (b) (a) black ball at masthead (b) white light over red light (signal is followed by long blast on siren; it may only be given if signals on Fort Nassau indicate that harbour is clear 2 long blasts on whistle or siren 3 long blasts on whistle or siren By day (a)/At night (b) 4 long blasts on whistle or siren 10 short blasts on whistle or siren
Signification a change of berth is requested
a pilot is requested at once the bridge is requested to be opened Signification the maneuver of the vessel is held up temporarily there is FIRE on board
6 7 8 9
a long, a short, and a long blast on the whistle or siren 1 long and 3 short blasts on the whistle a long, 2 short, and a long blast on the whistle or siren: 3 short and 1 long blast on the whistle
permission is requested to obstruct traffic in St. Anna Baai vessel is now clear of St Anna Baai after obstruction a tug is requested. vessel is blocking St Anna Baai, or is unmanageable in Schottegat due to unforeseen circumstances
Additional night signal Vessels entering or leaving harbour must not use sound signals between 2200 and 0600 in Sint Anna Baai S of Nieuwe Werf The following signal should be used: Two red lights, disposed vertically, to request permission for the vessels to obstruct temporarily the navigation of Sint Anna Baai. By extinguishing this signal when leaving harbour, the vessel requests the bridge to be opened; or when entering harbour or shifting berth, the vessel indicates that Sint Anna Baai is again clear. To avoid confusion, vessels are prohibited from using any sound signals, other than those given above, except those necessary for safe navigation. Pilot-Reading Practice: Dutch Antilles - Bonaire; TRUE FALSE indicate whether the assertion is true or false. 1) Between the south- and northeast extremities of Bonaire the coast is flat. 2) Boca Washikemba extends 5 cables inshore. 3) Willemstoren Light, Boca Spelonk Light and Ceru Bentana lie N of Bonaire. 4) Pilotage is compulsory for Kralendijk. Pilot service must be requested 72, 48 and 24 hours in advance. 5) At night the pilot tender exhibits 2 vertical lights. 6) The VHF-working channel for GOTO Oil Terminal is channel 13. 7) An east-current, running with the wind, may occur in the vicinity of Curacao. 8) Klein Curacao must be kept at a safe distance due to an onshore current. 9) Directions for the approach to Fuik Baai indicate that manoeuvring with anchor dredging is necessary after having passed the entrance. 10) Anchoring is not possible in the approach to Willemstad due to off-shore dangers. 11) Large vessels may be delayed by currents running in St. Anna Baai. 12) The lights at the east entrance to St. Anna Baai and at Waterfort are clearly visible from St. Anna Baai. 13) A black ball, or a black ball over a red flag displayed from Fort Nassau Signal Station indicates: bridge open for all vessels. 14) A black cone, displayed from Fort Nassau, is a signal for inward-bound traffic. 15) A red flag over a green flag, shown from Fort Nassau, indicates that navigation in the harbour is impeded. Dutch Antilles - Bonaire (continued) TRUE FALSE 16) Permission to shift berth is requested by means of two lights white over red.
17) Three blasts {long-short-long) is used to request permission to carry out a manoeuvre that will obstruct traffic in St. Anna Baai. 18) At night the making of sound signals is prohibited in St. Anna Baai. 19) Three short blasts, followed by one long blast, may indicate that a vessel is not under command. 20) Request to open the bridge is made by 2 vertical red lights. Notes: ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........
................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ ................................................................................................................................................. ........ Safety "Built in Spain; owned by a Norwegian; managed from Glasgow; chartered by the French; crewed by Russians; flying a Liberian flag; carrying an American cargo; spilling oil onto the Welsh coast". Headline The Independent - February 22, 1996, after a crude-oil carrier was wrecked off the coast of Wales. Introduction
These last 2 decades accident-prevention in the nautical trade has had enormous attention from both national and international authorities, and from ship owners and -builders. Especially after a few major shipping-disasters in the early nineties, inquiries into the causes of accidents have resulted in a greater emphasis on safety in navigation. International investigation into marine accidents has shown that some 80% of al! maritime mishaps, accidents and disasters are caused by human failure or crew's negligence. The investigation has shown that the most frequent cause of marine disasters lies with communication, or rather mis-communication, both intership, intra-ship and between vessels and Vessel Traffic Service-stations (VTS-stations). When things go wrong... Small or massive fires, flooding that will cause such a list that the vessel will capsize and be wrecked, collisions, groundings, acts of piracy, persons overboard, injuries and casualties, major environmental pollutions, minor damages or damages beyond repair any mishap, incident, accident or disaster will inevitably have consequences for the vessel and cargo, her crew and the environment. These consequences may range from catastrophic to minor. When there is a total loss of ship and/or cargo, loss of lives, or a widespread and severe environmental damage, we speak of catastrophic consequences. When there is severe damage to ship and/or cargo, when seriously injured persons require hospitalisation, or when there is severe environmental damage, we speak of major consequences. When there is significant damage to ship and/or cargo, when injured persons require medical attention, or when there is significant local damage to the environment, we speak of moderate consequences. When there is minor damage to ship and/or cargo, when persons are suffering from minor injuries that do not require medical attention, or when there is hardly any environmental damage, we speak of minor consequences that are negligible. Safety-factors The safety of passengers and crew, ship and cargo is determined by both internal and external factors, but most of all by the Human Factor.The internal factors (IF) that may influence safety are: the ship's dimensions and draft, her rudder, propulsion system and navigational instruments.The external factors (EF) are formed by weather conditions, currents and tides, characteristics of fairways and unforeseen events. In documents the term "Act of God" indicates that the shipowner will not be held responsible for damage caused by natural disasters.Good seamanship refers to The Human Factor (HF) and depends on the quality of the seafarers on board. And because most vessels have been
manned with multi-lingual crews, special attention should be paid to the introduction of the internationally standardised form of maritime communication on every ship in the world.
The Weather Weather-conditions have a great influence on the safety during a voyage and should always The state of the atmosphere is determined by various meteorological elements, such as temperature, humidity, cloudiness and fog, forms of precipitation, barometric pressure, and and direction of wind. All these elements may be referred to as "the weather". Temperature Any change in temperature is significant in weather-forecasting. When measuring three different scales can be used: - the scientifically used Kelvin-scale, also referred to as the absolute scale; - the commonly used Celsius-scale, which measures a temperature in centigrades; - the obsolete Fahrenheit-scale.
be taken into consideration in voyage-planning and when underway.
peed
emperatures
Humidity Humidity refers to the amount of water vapour in the air. Warm air is capable to contain a higher grade of moisture, or humidity, than cold air. The maximum amount of moisture that air can hold at a specific temperature is known as Most clouds are the result of a rising mass of cool air. When the temperature of air falls, water vapour in the air will condense into droplets of ice
saturation".
rystals, thus forming clouds or fog. Cloudiness Clouds very often indicate an imminent change of weather. Rising clouds is an indication that the weather is about to clear; lowering or thickening The main types of clouds are the high cirrus clouds, the layered stratus clouds and the
louds will indicate precipitation.
huge and massivecumulus clouds. "Alto" stands for high, and "Nimbus" means rain. The presence of cirrus clouds may be a warning for an approaching storm. The low-hanging stratus clouds indicate unstable weather. The altocumulus clouds may precede adverse
weather. Fog Fog is a cloud that touches the ground. Dense fog will reduce visibility considerably and is referred to as " thick weather". By this is meant any type of weather-condition that will reduce visibility considerably, snow, rain, dust haze or any other circumstance. Precipitation Precipitation is formed when the droplets or ice crystals in clouds have become sufficiently fall to the ground. Precipitation may take a variety of forms, for example rain, snow, drizzle, hail or sleet. Wind Wind is the most important factor that determines the condition of the weather. Wind is merely an amount of air that moves in a horizontal motion over the earth from an area of high barometric pressure towards an area of low barometric pressure. Falling barometric pressure generally indicates that a gale or storm is approaching; rising pressure indicates the approach or continuation of fair weather. An area of low pressure is called a cyclone. A high-pressure area is an anti-cyclone. Because of the rotation of the earth, the circulations of winds in the northern hemisphere to be clockwise around areas of high pressure, and anti-clockwise around low-pressure In the southern hemisphere the directions of circulation are the opposite. Wind is always after the direction it is coming from, not blowing in. Its force is indicated by the Beaufort-scale numbers. These numbers, ranging from zero to refer to the wind-speed measured in nautical miles per hour. For the navigator the wind direction and force are the most important aspects of meteorological conditions that are forecast in weather reports by weather stations.
whether by fog,
arge to
end
areas.
named
orce 12,
Information must always include an increase or decrease in force and any change in wind-direction. A change of direction is usually indicated by the terms veering" and A veering wind changes in a clockwise direction. A backing wind changes in anti-clockwise direction. Weather Forecast A weather forecast for seafarers offers a survey of weather conditions that may be expected
backing".
n certain places, sea areas and in vicinities of coastal stations within the next 24 hours. A weather
orecast is broadcast in radio bulletins and should be monitored by the navigator and transferred to
he Weather Forecast Information Sheet. This Weather Forecast Information Sheet must be made available to all bridge-personnel and studied regularly and closely in order to determine short-range weather conditions and The sheet consists of three parts: - in the "General Synopsis" information is given about barometric pressure, position and of a depression or anti-cyclone; - in the "Forecast for Sea Areas" information is given about wind, weather conditions and The presence of a gale is indicated by a "tick" in the column "gales"; - in "Reports from Coastal Stations" information is given about wind, weather conditions, and atmospheric pressure.
visibility.
movement
visibility.
visibility
Ship Motions Due to the influences of wind and sea the vessel can make three different rotating motions and three different linear motion:
when her starboard and port sides rise and fail with the waves, the vessel is rolling
when her stem and stern rise and fall with the waves, the vessel is pitching
when her bow is pushed to starboard and then to port, the vessel is
awing
when the whole ship rises and falls back into a trough, she is heaving
when the ship is pushed forward by the waves and sinks back into a trough, she is surging
when the whole ship moves bodily to starboard and then to port, she is swaying
Beaufort Wind Scale

The Beaufort Wind Scale is a guide that will allow the navigator to determine what sea-
onditions he
may encounter at wind forces ranging from 0 knots to 64 > knots. Descriptive term Mean wind speed 0 1 2 Calm Light air Light breeze (knots) <1 1-3 4-6 sea) Sea like a mirror. Ripples with the appearance of scales are formed, but without foam crests ( 0.1). Small wavelets. Still short but more pronounced; crests have a glassy appearance and do not break 3 Gentle breeze 7 - 10 (0.2 - 0.3 m), Large wavelets; crests begin to break; foam of glassy appearance; perhaps scattered white horses (0.6 -1 m). 4 5 Moderate breeze Fresh breeze - 21 6 Strong breeze 22 - 27 11-16 Small waves, becoming longer; fairly frequent white horses (1 -1.5 m). 17 Moderate waves, taking a more pronounced long form; many white horses are formed (chance of some spray) (2-2.5 m). Large waves begin to form; the white foam crests are extensive everywhere (probably some spray) (3 - 4 7 Near gale 28 - 33 m). Sea heaps up and white foam from breaking waves begins to be blown in streaks along the direction of the wind (4 - 5.5m). Deep Sea Criteria (and mean wave-height in metres in open
Beaufort
number
Gale
34-40
Moderately high waves of greater length; edges of the waves begin to break into spindrift; foam is blown in well- marked streaks along the direction of the wind (5.5 - 7.5 m). High waves; dense streaks of foam along the direction of the wind; crests of waves begin to topple, tumble and roll over; spray may affect visibility (7-10 m). 48 Very high waves with long overhanging crests; the
Strong gale
41 - 47
10
Storm - 55
resulting foam, in great patches, is blown in dense white streaks along the direction of the wind; on the whole, the surface of the sea takes a white appearance; the tumbling of the sea becomes heavy
11
Violent storm
56-63
and shock-like; visibility affected (9 -12.5 m). Exceptionally high waves (small and medium-sized
Beaufort
Descriptive term
Mean wind speed (knots) sea)
Deep Sea Criteria (and mean wave-height in metres in open
number
ships might be lost to view for a time behind the waves); the sea is completely covered with long white patches of foam lying along the direction of the wind; everywhere the wave crests are blown into froth; 12 Hurricane 64 over visibility affected (11.5-16m). and The air is filled with foam and spray; sea completely white with driving spray; visibility seriously affected (14>m).
Tropical cyclones: categories and damage (Saffir/Simpson Scale) Tropical cyclones may occur in the northern hemisphere and in the southern hemisphere. The names by which they are known vary with the areas they originate from. The most notorious tropical cyclones, with wind speeds of 64 knots and over, are the North Atlantic and Eastern Pacific, the Typhoon in the Western North Pacific, the Cyclone in Southwest Pacific and the Willy-Willy in the Australian Area. The Saffir/Simpson Scale subdivides the tropical cyclones into 5 categories according to wind-force and corresponding damages that are caused. Saffir/Simpson Wind speed 64 - 83 knots 84- 96 knots 97-113 knots 114 - 135 knots 135 knots and over Scale Damage minimal moderate extensive extreme catastrophic
Hurricane in the
he
Category one two three four five Sea State
By "sea" (or "seaway") is meant the waves that are formed by wind in a "generating area", that is: the area where the waves are being formed.
Waves that have travelled out of this generating area are referred to as " swell". Height of waves depends on the prevailing wind force, how long the wind has been blowing, fetch.Sea-state codes are used to indicate to the mariner what the sea will look like. The codes range from 0 to 9 and correspond with a wave-height in metres.
urrent and
Code Sea0 1 2 3 4
Sea States: codes, descriptions and wave-heights Wave-height Code SeaWave-height 0 m. 0-0.1 m. 0.1 - 0.5 m. 0.5 - 1.25 m. 1.25-2.5 m. 5 6 7 8 9 description Rough Very rough High Very high Phenomenal 2.5 - 4 m. 4 - 6 m. 6 - 9 m. 9 - 14 m. Over 14 m.
description Calm - glassy Calm - rippled Smooth wavelets Slight Moderate
Ice Shipping may be impeded by all forms of ice, ranging from a total freeze-over to ice floes
and icebergs. New ice and Nilas (an elastic crust of ice) are quite soft and pliable forms of ice that
will hardly cause any damage to sea-going vessels. Care must be taken that water inlets will not
become obstructed. Young ice and first-year ice are thicker and tougher and can be recognised by
heir grey-white or milky-white colour, Icebreaker assistance will often be necessary to ride up the When the colour of the ice is green-blue, we are dealing with old ice (2 or more years of Pancake ice, ice cakes and icefloes are flat pieces of ice 30 cm to 20 m in diameter. Floebergs and Floebits are massive pieces of sea ice. Growlers, Bergy bits and Icebergs are
ce and form an opening. After one year the ice will take a greenish appearance.
age), which is extremely hard and dangerous to navigation.
enormous pieces of floating ice with a thickness of 10 cm to many metres. Icebergs are notorious
or their submarine ledges that may extend to great distances from their visible parts, which
onstitute not more than 10% of their total volumes.
Tides
Tides are mainly caused by the gravitational pull of the moon. This attraction-force causes the waters to swell out towards the moon in a high tide. At the same time, on the far side of the earth, the moon's attraction is at its weakest and the that side will swell away from the moon in an equal and opposite high tide.
waters on
Within the 24-hour-period two high tides arise, with two low tides in between them. The sun has a gravitational effect on the earth, too. The effect of the sun's gravity on the approximately half of that of the moon because the sun is at a far greater distance from the Every other week, at new and full moon, when the sun and the moon are both in line with two gravitational forces are added together, and exceptionally strong tides, called Springproduced. In the weeks that lie in between, when the sun and the moon are at 90 degrees other,at the first and third quarters of the moon, the pull of the sun will cancel out half of the moon's gravitational effect, and weak tides, called Neap tides, will occur. This theoretical pattern does not occur in every part of the world. The shape of a continent may prevent water from flowing uninterruptedly across the surface planet, and this has complex effects on the regularity of tides. In some places there are four within 24 hours, while only one high tide and one low tide a day in other areas. There are places on the ocean's surfaces where all the tidal forces cancel each other out. In restricted areas the tides may be almost imperceptible, while in other areas enormous differences between high and low tides - may occur. Tides are measured from chart datum, and levels are always given at average (mean) heights. The Lowest Astronomical Tide (LAT) is the lowest tide that has ever been recorded in that area. Highest high tides and lowest low tides are called Spring tides. Highest low tides and lowest high tides are called Neap tides. When the tide is turning we speak of Slack tide. So, at Low Slack the tide is about to rise; at High Slack the tide is about to fall. This latter tide is especially important to the mariner, since it is the best tide to leave and proceed to open sea.
ides is
earth.
he earth, the
ides, are
o each
of the
high tides
anges -
The Rules of the Road

The safety during a voyage is very dependent on the "conduct of vessels". This conduct is largely determined by Good Seamanship and depends on the proper application of the Rules of the Road, or, as they are also known, the Regulations for the Prevention of Collisions at Sea (COLREGS). These internationally accepted rules apply to all vessels "upon the high seas" and in all waters navigable by seagoing vessels. Special rules that deviate from the COLREGS are allowed. However, such special rules, made up by local authorities for roadsteads, harbours, rivers, lakes or inland waterways, must conform as closely as possible to the Rules. "The Rules" consists of three parts. Part A (Rules 1, 2 and 3) is a General part Part B (Rules 4/19) deals with Steering- and Sailing-Rules and is divided into 3 chapters: - "Conduct of Vessels in any Condition of Visibility " - "Conduct of Vessels in sight of one another" - "Conduct of Vessels in Restricted Visibility". Part C (Rules 20 / 38) is about Lights and Shapes. This latter chapter mainly deals with the lights exhibited from vessels, and sound signals.
Poem: The Rules of the Road

Green to green, red to red, perfect safety: go ahead. \ \
When all three lights I see ahead, I port my helm and show my red. If to my starboard red appears, it is my duty to keep clear. Act as judgement says is proper, port or starboard, back or stop her! But when upon my port is seen a steamer's starboardlight of green, for me there's nought to do but see that green to port keeps clear of me. Both in safety and in doubt I always keep a good lookout. In danger with no room to turn: ease her, stop her, go astern. \
Emergency Response
In case of an emergency on board of a vessel, the crew will have to respond properly to the situation arisen. The emergency-response of each crewmember must be aimed at life-saving, prevention of injuries and rendering first aid, the preservation of vessel and cargo, and avoiding environmental pollution.
Emergency-response in case of a fire.

The Chief Engineer is the head of the Fire Department; the third mate is usually the Safety-Officer. Together they must see to it that fire-prevention equipment, fire- detection equipment and fire-fighting equipment are in good order. If a fire cannot be extinguished within two minutes after it has started the fire alarm must be raised and all those on board must be alerted. The fire plan will now come into operation. When the fire cannot be controlled and is becoming massive, vessels in the vicinity and coastal stations must also be alerted by a distress message on DSC/VHF, rockets, flares, sound- and lightsignals. The General Alarm ("abandon ship") is given by means of seven short blasts followed by one long blast on the horn.
When a fire has started, the colour and odour of the smoke will indicate what is actually burning. By manoeuvring the ship in such a way that wind will blow from abeam, the risk of suffocation due to toxic smoke will be reduced. The immediate fire-fighting actions are: - close air vents and ventilation systems, so that the fire cannot be 'fed' with oxygen - shut off any source of ignition to prevent explosions of gases - close all the fire-retarding doors - keep adjacent spaces wet while extinguishing the fire - prepare the first aid-equipment and hand out breathing equipment.
Dangerous Goods
The symbols used to indicate the types of dangerous goods have been categorized by means of coloured labels. The colours that are used give very important information concerning the storage of dangerous goods. Orange-coloured labels indicate chemicals that must be separated from flammable liquids by an intermediate space or on deck by at least 12 meters. Red-coloured labels indicate chemicals that must be separated from flammable solids, spontaneously combustible agents or agents that are dangerous when wet by a longitudinal space or on deck by at least 24 metres.
Flammable liquids
Flammable solids
Spontaneo usly combustible agents
Dangerous when wet
Green-coloured labels indicate chemicals that must be stored at a safe distance from explosive goods. Yellow-coloured labels indicate chemicals that may not be stored near flammable gas, non-flammable compressed gas or toxic gas.
Emergency-response in case of spilling or leaking of dangerous goods.
Explosive goods gas
Flammable gas
Non-flammable compressed gas
Toxic
When dangerous goods (chemicals) have been spilled, care must be taken to rope off and evacuate the area as quickly as possible. By using protective clothing and a breathing apparatus exposure to skin and eyes is prevented. By using a waterspray the vapour coming from the dangerous substance can be reduced. Any source of ignition that may cause an explosion must immediately be switches off. If without risk, the leakage is closed. Now let the leakage evaporate and scoop away the remainder. Goods and items that have been contaminated by the chemical substance must be covered by tarpaulins and removed in due time.
Emergency-response in case of exposure to dangerous goods. When a person has been exposed to dangerous goods a physician must be sent for at once and first aid must be practised. Clothes that have been contaminated by the substance must be removed carefully. Eyes that have been exposed must be flushed with luke-warm low-pressure running water for at least 15 minutes. Skin that has been exposed will show injuries by frostbite that must be thawed and dressed with bandage. In case of inhalation the patient must be removed into fresh air; very often oxygen or artificial respiration will have to be given. In case of ingestion of certain chemical substances patients are not allowed to vomit.
Safety: tasks
1) Idioms
The italicized words in the text are given below in alphabetical order. Find out what they mean as they appear in the text and learn them by heart.
abeam adjacent space adverse weather air vent alert
avoid backing wind bergy bit beyond repair breathing
contaminated clothes crew's negligence current cyclone decrease dense fog determine dimensions distress draft restrictions dress (for a wound) drizzle droplet dust edge
equipment anti-clockwise cancel out anticyclone casualty appearance chart datum application chemical agent apply to circumstance approximately clockwise arise cloudiness artificial respiration COLREGS attraction-force combustible average consequence
emergency response environmental pollution evaporate exposure extend extinguish fetch fire detection fire prevention flammable flare flooding foam crest
gravitation hemisphere humidity ice floe imminent impede injury inquiry intermediate space latter ledge level liquid
moderate moisture navigable neap tide obsolete obstructed occur odorless opposite overhanging crest oxygen physician precede
fog forecast frostbite froth gale
local longitudinal space lukewarm massive fire mean
precipitation preservation prevailing wind proper propulsion system
reduced visibility remainder render first aid responsible restricted area ripples roadstead saturation scattered white horses scientific seaway
severe damage slack water solid source of ignition spindrift spray spring tide storm streaks of foam subdivide suffocation
swell tarpaulin thaw thick weather toxic smoke vapour veering wind vicinity vomit
Notes: _______________________________________________________________________________ ____________________________________________________________________________________ ____________________________________________________________________________________ ____________________________________________________________________________________ ____________________________________________________________________________________ __________
2) The Weather
Fill in: temperature, humidity, cloudiness, fog, precipitation or wind. 1- A change of ____________ in a clockwise direction is indicated by the word "veering".
2 - _____________
is announced by a lowering or thickening cloudiness.
3 - A change in _______________ is the most significant aspect in weather forecasting. 4 - Saturation refers to the maximum amount of _______in air at a specific temperature. 5 - Circulation of _________ is anti-clockwise around low pressure areas in the Northern Hemisphere. 6 - An imminent change of weather is often indicated by ________________________ .
7 - The amount of air that moves from one area to the other is referred to as __________ . 8 - ________________ can be measured in three different scales. 9 - ___________ is a result of a rising mass of cool air.
10 - Adverse weather may be preceded by altocumulus ______________________ 11 - A decrease of _____________: ________ . 12 - ___________________ -speed is measured in nautical miles per hour.
of air will result in the forming of clouds or
13 - The amount of water vapour that is in the air is referred to as _________________ . 14 - When a cloud touches the ground we speak of _______________________. 15 - _____________ is formed when droplets have become large enough to fall to the ground.
3) Weather Forecast: abbreviations (learn by heart) The abbreviations used in the General Synopsis are:
L = depression (low pressure area, also referred to as "cyclonic") H = high pressure area (anti-cyclone) T = trough of low pressure R = ridge of high pressure W = warm front C = cold front O = occluded front The abbreviations used in the Forecast for Sea Areas and Reports from Coastal Stations are: b = blue sky c = cloudy bc = partly cloudy sky o = overcast sky r = rain R = heavy rain s = snow r/s =rain followed by snow rs = sleet m = mist f = fog F = heavy fog A gale is indicated by a tick () in the column gales. A slash (/) indicates a change. The use of a capital letter, for example F, or R will indicate an intensification of that specific weather condition. Visibility may be indicated by: p = poor m = moderate g = good vg = very good The Barometric Pressure is indicated by: = steady / = rising or rising rapidly \ = falling or falling rapidly m/f = mist follwed by fog d = drizzle tlr = thunderstorm (thuder, lightning and rain) h = hail g = gale G = heavy gale q = squalls Q = heavy squalls z = dust haze var. = winds variable CALM = wind force zero
4) The weather forecast: fill in...

Weather Synopsis 1) A depression of nine hundred seventy-six millibars, which was positioned at fifty-two degrees North, three degrees East, is expected to move North and to be centred over the Northwest of Scotland by midnight tonight. System Present Position Movement Forecast Position At
2) An anti-cyclone of a thousand and thirty-eight millibars, which was positioned over Ireland, is expected to move north-east and to be centred over the Hebrides by midnight tonight. System Present Position Movement Forecast Position At
Forecast for Sea Areas 1) Viking: wind northwesterly force five, increasing northerly force six to seven, rain, poor visibility. Sea Area Viking 2) North Utsire: wind northerly force six, increasing northerly force eight to nine, overcast sky, moderate to good visibility. Gales Wind; Now / Later / Weather Visibility
Sea Area North Utsire
Gales
Wind: Now / Later /
Weather
Visibility
3) South Utsire: wind north-westerly force seven, decreasing westerly force five to six, partly cloudy sky, good visibility. Sea Area South Utsire 4) Forties: wind becoming southwesterly force three to four, periods of drizzle and light rain, good to poor visibiiity. Sea Area Forties Gales Wind: Now / Later / Weather Visibility Gales Wind: Now / Later / Weather Visibility
5) Fisher: wind northerly force eight, increasing northwesterly force eight to nine, heavy rain, poor visibility. Sea Area Fisher Gales Wind: Now Weather / Later / Visibility
6) German Bight: wind west force six, veering northwesterly force eight, overcast sky, moderate visibility. Sea Area German Bight 7) Humber: wind northwesterly force four, backing southwesterly force three to four, rain followed by snow, poor visibility. Gales Wind: Now / Later / Weather Visibility
Sea Area Humber
Gales
Wind: Now / Later /
Weather
Visibility
8) Thames: wind variable, becoming easterly force three, partly cloudy sky, good visibility. Sea Area Thames 9) Portland: wind northeast force three to four, becoming northerly force six, thunderstorm, moderate visibility. Sea Area Gales Portland 10) Biscay: wind westerly force six, increasing force eight to nine, heavy squalls, good visibility. Sea Area Biscay 11) Finisterre: wind increasing westerly force three to four, rain turning to drizzle with mist, poor visibility. Sea Area Finisterr e 12) Irish Sea: calm, wind increasing westerly force three to four, sleet, good to poor visibility. Sea Gales Area Irish Sea Wind: Later / Now / Weather Visibility Gales Wind: Now / Later / Weather Visibility Gales Wind: Now / Later / Weather Visibility Wind: Now / Later / Weather Visibility Gales Wind: Now / Later / Weather Visibility
Reports from Coastal Stations

1) Wick: wind west force two, overcast sky, fifteen miles, a thousand and fifteen millibars, rising. Coastal Station Wick 2) St. Abb's Head: wind west force five, blue sky, three miles, nine hundred ninety-two millibars, falling. Coastal Wind direction Wind Weather VisibilityBarometer Tendency Station St. Abb's Head force Wind direction Wind force Weather VisibilityBarometerTendency
3) Dowsing: calm, partly cloudy sky, twelve miles, a thousand and twenty-two millibars, steady. Coastal Wind direction Wind force Weather Visibility Barometer Tendency
Station Dowsing 4) Galloper:
wind southeasterly force four, sleet followed by snow, three miles, nine hundred eighty-eigh millibars, rising. Coastal Wind direction Wind Station Galloper 5) Portland Bill: wind northerly force five, rain followed by heavy snow, one mile, nine hundred ninety-six millibars, rising rapidly. Coastal Station Portland Bill Wind Wind direction force Weather Visibility Barometer Tendency force Weather Visibility Barometer Tendency
6) Scilly:
wind northwesterly force nine, gale, six miles, nine hundred eighty-nine millibars, falling rapidly. Coastal Station Scilly Wind Wind direction force Weather Visibility Barometer Tendency
7) Valentia: wind south force three, partly cloudy sky, six miles, a thousand and sixteen millibars, steady. Coastal Station Valentia Wind Wind direction force Weather Visibility Barometer Tendency
8) Ronaldsway: wind southwest force six, rain followed by thunderstorm, seven miles, nine hundred seventy-nine millibars, falling rapidly. Coastal Station Ronaldsway Wind Wind directio force n Weather Visibility Barometer Tendency
9) Prestwick: calm, rain during the first few hours of the day, four miles, a thousand and thirteen millibars, rising. Coastal Station Prestwick Wind Wind Weather Visibility Baromete r direction force Tendency
10) Tiree: wind variable, heavy fog, 1 mile, a thousand and twenty-three millibars, steady.
Coastal Wind Wind Station direction force Tire e
Weather
Visibility Barometer
Tendency
6 ) The weather forecast: reading-practice
7) Sea State, Ice and Tides

Finish the sentence or fill in
1 - By "a generating area" is understood: _________________________________________
_____________________________________________________________________________ 2 - By "swell" is understood: ____________________________________________________
_____________________________________________________________________________ 3 - The four factors that determine height of waves are: _____________________________
_____________________________________________________________________________ 4 - The characteristics of New Ice and Nilas Ice are: _________________________________
_____________________________________________________________________________ 5 - The characteristics of Young Ice and first-year ice are: ____________________________
_____________________________________________________________________________ 6 - The characteristics of old ice are: ______________________________________________
_____________________________________________________________________________ 7 - Icebergs are very notorious for their ___________________________________________
_____________________________________________________________________________
8 - Tides are caused by __________ forces that cause the waters to __________________ out on one side of the earth and, simultaneously, to _______________ away on the other side of the earth. When all these forces are added together, a ____________________ tide will arise; when the pull of the sun cancels out half of the moon's pull, ________________ tide wili arise. Tides are always measured from _____________________ datum; levels are always stated at ____________________, or mean heights. When tide is turning we speak of ____________________ tide.
Project: safety
Study the text ("Introduction to safety") and then indicate whether the following incidents, accidents and disasters have been caused by "H.F" (Human Factors) and/or "I.F." (Internal Factors) and/or "E.F." (External Factors). Indicate the gravity of the consequences to ship and/or cargo, crew and environment with the terms Minor, Moderate, Major or Catastrophic.
Causes and consequences of incidents, accidents and disasters breakdown / "Acts of God"/circumstances, etc.).
H.F./I.F./E.F Minor or Moderate Catastrophic
(communication /acts by crewmembers /negligence/ combination Major
1. Vessel has collided with a whale. Vessel suffered hardly any damage; no personal injuries.
2. Vessel has collided with a container that was jettisoned by a vessel-in-distress. There was no experienced lookout on the bridge. Severe damage;
two crewmembers were seriously injured.
3. Vessel capsized and sank due to a miscalculation in the stowage plan. No survivors found.
4. A fire broke out when dangerous goods started to shift during a strong gale (Bft. 9 - Sea State-code 7). Severe environmental pollution was caused in the area.
Causes and consequences of incidents, accidents and disasters breakdown / "Acts of God"/circumstances, etc.).
H.F./I.F./E.F Minor or Moderate Catastrophic
(communication /acts by crewmembers /negligence/ combination Major
5. Vessel became unmanoeuvrable due to abnormal engine coolant temperatures caused by leaking cylinder-head gasket. Vessel went aground hull moderately damaged.
6. Vessel that transmitted an urgency-alert was Wrecked because the VHF-audio signal on the only vessel that was able to comply was not operational.
7. Vessel collided with a vessel on opposite course because the SMCP were not used during intership communication. Significant damage to both vessels and the environment has been caused . 8. Vessel went aground due to unreliable charted data (uncharted shoal).There was hardly any damage to the ship.
9. Vessel was abandoned when dangerous goods caught fire after a "Both-to-Blame Collision". Environmental pollution enormous!
10.Chief Engineer mortally injured after explosion caused by a malfunction of a relief valve.
11.Vessel severely damaged in a collision with a submerged part of a Bergy bit. There was no lookout.
12.Collision with a coaster that did not comply with Traffic regulations (violation of COLREGS-part B: "Conduct of vessels in restricted visibility"). Hardly any damage.
13.Person overboard during heavy squall. Sea State-code 6. The M.O.B.-boat was launched, but search was stopped after 2 hours.
14.Significant damage to engine because seawater-inlets were obstructed by Nilas-ice.
15.Six injured crewmembers due to act of piracy. All six have been hospitalized.Part of cargo stolen.
16.Vessel not under command due to loss of rudder collided with with submarine rock. Vessel damaged beyond repair.
17.Vessel went aground and suffered significant damage because lights exhibited from fisherman were mistaken for leading lights on the pier. Fisherman was not complying with COLREGS-part C.
18.Two casualties due to slack in one of the hawsers.
19.Bosun got severely injured while engaging the anchor winch.
20.Vessel went aground and caused a small slick of oil; South-Cardinal buoy was mistaken for a West-Cardinal buoy.
21.Lack of engine-power due to insufficient combustion-air caused by excessive exhaust backpressure. Vessel became unmanageable and was wrecked.
Causes and consequences of incidents, accidents andH.F./1.F./E.F Catastrophic; or disasters combination Major; Moderate; Minor.
22.Cargo severely damaged by sweating-water. 23.Engine breakdown caused by crew's negligence, resulting in grounding, whereby rudder was slightly damaged. Jury rudder was installed. Voyage continued.
24.Major pollution of the environment caused by contents of sludge tank. 25.Vessel on fire after miscalculation of ullage in HFO-bunkertank. Total loss of cargo and an enormous environmental pollution.
26. Vessel not under command due to leaking steering-engine cylinders has caused significant damage when she dredged anchor.
27.Vessel has a list to port due to improper stowage. Part of cargo considered to have become worthless.
28.Vessel is down by the head at 7 Bft due to ballast-pump-malfunction. Full deck cargo jettisoned and considered to be lost.
29.Dense fog, in which vessel has collided with a semi-submerged wreck inspite of experienced lookout. Vessel has suffered severe damage below waterline.
30.Full cargo has deteriorated; ETA-Botlek had to Be retarded two days due to fog (restricted visibility of <100).
31.Eight containers have been jettisoned (considered to be lost), because risk of grounding became imminent due to unexpected shoaling.
32.Sea-going tug has lost her tow due to Tsunami. Very extensive slick of oil has polluted the area.
33.All occupants of life raft could not be rescued; SART was inoperative due to low batteries.
Minor Causes and consequences of incidents, accidents andH.F./I.F./E.F Moderate or disasters combination Major Catastrophic
34.Vessel suffered minor damage after proceeding through an area while gunnery was in progress.
35.A fisherman was wrecked after colliding with a bulkcarrier whose conning officer had not complied with the Regulations for the Prevention of Collisions at Sea.
36.Vessel went aground because her draft exceeded 18 metres. Significant damage was caused to bottom-plating, rudder and propeller.
37.Vessel collided with a fisherman because her bridge was left unattended. Not a single crewmember on board the fisherman has survived.
38.Vessel with a top-hamper of 36 ft. has collided with a bascule road bridge with a vertical clearance of 34 ft. Severe damage was caused to ship and bridge. 39.Vessel disabled after collision in dense fog with tanker Vermont due to radar-malfunction. Severe environmental pollution was caused.
40.Cargo significantly damaged because hatches had not been properly secured. 41.ETA retarded due to suspended pilotage, resulting in severe deterioration of part of the cargo. 42.Engine idle for 24 hours due to improper (too low) lube oil viscosity grade. Full cargo of fruit considered lost. 43.Vessel is not permitted to enter port because of lack of exemption certificate for carrying dangerous goods. Delay: 2 days. Minor part of refrigerated cargo deteriorated 44.Arrival of vessel delayed by category-3 hurricane, Hardly any damage to ship. 45.Vessel went aground due to miscommunication witha VTS-Station. Vessel came afloat by herself at HW. Hardly any damage.
Notes: ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ _______________________________________________

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CONSTANTA MARITIME UNIVERSITY FACULTATY: NAVIGATION AND NAVAL TRANSPORT DEPARTMENT OF MATHEMATICAL SCIENCES AND HUMANITIES

STUDENTS COURSEBOOK MARITIME ENGLISH 3rd YEAR

Associate Professor CARMEN CHIREA - UNGUREANU

Heading, course, track and drift

from a fixed point, and in Latitude/Longitude.

Pilotage (coastal navigation)

Satellite Navigation and Radio Navigation

Notes:. ..... .. ...

2) Manning, duties and watchkeeping (4, 12, 8 system)

Descriptions, duties and watches

Officers and crew

3)Heading, course and track: Fill in

5) Order of events (Running Fix)

5. on the port bow L 6. starboard n 7. on the port quarter h 8. on the stern g

starboard m starboard the port

7) Depth and Draft: matching

Match the reports on groundings with the causes by filling in A, B, C, etc. 4 4 j b 5 5 b a 6 6 a e 7 7 e h 8 8 h f 9 9 f d 1 10 d

Anchoring, Berthing, Leaving berth and Underway

Example casting off-sequence

1) Single up fore and aft!!

4) Let go sternline! Slack away sternline! Heave away stern line!

Finished with maneuvering station. Underway

Anchoring, berthing, leaving berth and underway: tasks

2) Anchors and chains: indicate or explain

Give a description of all the buoys mentioned

Loading, Discharging and Trim

2) Trim and draft

3) Segregation of different cargoes

4) The order of destinations

Union purchase (or "married gear') is a

Project: Pilot Reading Glossary

1) Access to the traffic separation scheme

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

22) A breakwater extends 2 cables N

Gales now ceased

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

These waters are inaccessible

82) The issuance of exemption certificates

83) A jetty provides shelter during storms

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

84) A landfall buoy indicates safe water

85) Landmarks are mentioned in the pilot book

The latter has been charted

88) Rocky ledges form dangerous obstructions

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

Municipal port authorities

103) Onshore sets may occur during high slack water

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

130) The roadstead has been polluted by an oil-spill

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

Standard Pilot-Reading Phrases and idioms (in alphabetical order)

Project: Pilot Reading

APPROACHES TO SAN FRANCISCO BAY

11.34 Tidal streams in Golden Gate.

pendant over flags "NE"

over 1 red light

_________________________ 2 - By "swell" is understood: