Professional Documents
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Curs Nav IISEM I
Curs Nav IISEM I
MARITIME ENGLISH
COURSEBOOK
2ND YEAR, 1ST SEMESTER
COURSE COORDINATOR:
ASIST. UNIV. DRD. IOANA RALUCA VISAN
1
FORWARD
This course is designed for second year students at the Faculty of Navigation and
Naval Transport in Constanta Maritime University. The course aims to meet the basic
communication requirements as laid down in the relevant sections of the IMO
International Convention on Standards for Training, Certification and Watchkeeping
for Seafarers (STCW), 1978/95.
The course consists of 9 units which cover language work specific to the topic of
each unit and assumes an intermediate knowledge of English.
The topics cover the essentials a ship officer in a multilingual crew needs to
master in order to successfully meet the communication requirements at sea and in
ports. The course lays emphasis on the Standard Marine Communication Phrases (IMO
SMCP 2002) which are introduced in each relevant context. In order to assist maritime
students, the course aims on the one hand to develop within maritime related topics,
speaking, listening, writing and note-taking skills and on the other hand to build up the
students vocabulary of maritime terms and expressions.
2
CONTENTS
FORWARD ........................................................................................................................ 2
CONTENTS ....................................................................................................................... 3
BIBLIOGRAPHY ................................................................................................................. 77
WEBOGRAPHY ................................................................................................................... 77
3
UNIT 1
COMMUNICATION AT SEA
SPEAKING
4
From your knowledge, how do seafares communicate with other vessels or coast
stations?
Why must communication at sea be effective?
5
(EPIRBs) and the Status Recording-System (STAREC). GMDSS will enable a vessel to
communicate with coastal stations and other vessels at any time and under any circumstances.
Categories of messages that can be transmitted and received are called priorities and
they indicate the importance of the message. There are four types of message:
1) A DISTRESS message is used to indicate that there is serious and immediate danger
for vessel, crew and passengers. A DISTRESS ALERT is also referred to as a
MAYDAY.
2) An URGENCY message indicates that there is serious danger for vessel, crew and
passengers. This message is also referred to as a PAN PAN message.
3) A SAFETY message indicates that there is imminent risk for navigation. A SAFETY
message is also referred to as a SECURITE message.
4) A ROUTINE message is transmitted to ensure safe navigation. Routine messages refer
to inter-ship communication, exchange of data in port operations, communication
between ships and Vessel Traffic Services, inshore radar stations, bridges and locks.
Any message concerning maritime communication consists of three parts: the
announcement of the message which may be followed by the acknowledgement from the
receiving station or vessel; the actual message and the ending of the message.
In maritime communication a distinction must be made between GMDSS vessels and
non-GMDSS vessels, that is, vessels that do not have to comply with the Global Maritime
Distress and Safety System. Non-GMDSS vessels include small vessels such as pleasure
yachts that are not engaged in trade, ships that are not self-propelled, but also men-of-war.
GMDSS vessels include all vessels engaged on international voyages. The difference
between the two lies merely in the way communication is initiated, for example the
announcement of a message. Non-GMDSS vessels announce a message by means of VHF
(voice-communication). GMDSS vessels announce a message by means of Digital Selective
Calling (DSC). DSC is intended to digitally announce and initiate ship/ship, ship/shore and
shore/ship radio-telephone and radio-telex calls. After the announcement has been digitally
acknowledged by the receiving station or ship, communication is usually continued on VHF.
To transmit a DSC call, a GMDSS-operator enters the required commands to address the
station or ship with which he wishes to communicate, and the priority of the call.
6
2. What do the following abbreviations stand for?
A) GMDSS..
B) DSC
C) VHF...
D) MF.
E) HF..
F) SOLAS..
G) EPIRBs..
H) STAREC
I) DPT
J) RTF
K) NAVTEX...............................................
When at sea, mariners need to be able to communicate with other ships of any size or (1) ........
...... . They should also send and receive urgent maritime (2) ................ information.
Since the early 1900s sailors have communicated with other ships and people (3) ............ by
radio or, more recently, by expensive satellite (4) .............. calls. When communicating over
the (5) ................. the phonetic alphabet is used so that combinations of letters can be
understood by people (6) ................ of a poor radio signal or differences in pronunciation or
native language. For example, to (7) ................. P-I-R-A-T-E using the phonetic alphabet one
would say: Papa-India-Romeo-Alfa-Tango-Echo.
Listen to the German Coast Guard trainee and state what happened.
7
UNIT 2
SPEAKING
As navigational and safety communications from ship to shore and vice versa,
from ship to ship, and on board ship must be precise, simple and unambiguous so as to avoid
confusion and error, there is a need to standardize the language used. This is of particular
importance in the light of the increasing number of internationally trading vessels with crews
speaking many different languages, since problems of communication may cause
misunderstandings leading to dangers to the vessel, the people on board and the environment.
In 1973, the Maritime Safety Committee agreed, at its twenty-seventh session that where
language difficulties arise a common language should be used for navigational purposes, and
that language should be English. In consequence the Standard Marine Navigational
Vocabulary (SMNV) was developed, adopted in 1977 and amended in 1985.
In 1992, the Maritime Safety Committee, at its sixtieth session, instructed the Sub-
Committee on Safety of Navigation to develop a more comprehensive standardized safety
language than SMNV 1985, taking into account the changing conditions in modern seafaring
and covering all major safety related verbal communications.
8
At its sixty-eighth session in 1997, the Maritime Safety Committee adopted the Draft
IMO Standard Marine Communication Phrases (SMCP) developed by the Sub-Committee on
Safety of Navigation. The draft IMO SMCP, following international trials, was amended at
the forty-sixth session of this Sub-Committee, and was given final consideration by the
Maritime Safety Committee at its seventy-fourth session in the light of remarks received by
the Organization. The IMO SMCP was adopted by the Assembly in November 2001 as
resolution A. 918(22).
Under the International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers, 1978, as revised 1995, the ability to use and understand the IMO
SMCP is required for the certification of officers in charge of a navigational watch on ships of
500 gross tonnage or more.
The IMO Standard Marine Communication Phrases (SMCP) has been compiled:
- to assist in the greater safety of navigation and of the conduct of the ship,
- to standardize the language used in communication for navigation at sea, in
port approaches, waterways and harbours, and on board vessels with
multilingual crews, and
- to assist maritime training institutions in meeting the objectives mentioned
above.
These phrases are not intended to supplant or contradict the International Regulations for
Preventing Collisions at Sea, 1972 or special local rules or recommendations made by IMO
concerning ships' routing, neither are they intended to supersede the International Code of
Signals, and their use in ships external communications has to be in strict compliance with
the relevant radiotelephone procedures as set out in the ITU Radio Regulations. Furthermore,
the IMO SMCP, as a collection of individual phrases, should not be regarded as any kind of
technical manual providing operational instructions.
The IMO SMCP meets the requirements of the STCW Convention, 1978, as revised,
and of the SOLAS Convention, 1974, as revised, regarding verbal communications;
moreover, the phrases cover the relevant communication safety aspects laid down in these
Conventions.
Use of the IMO SMCP should be made as often as possible in preference to other
wording of similar meaning; as a minimum requirement, users should adhere as closely as
possible to them in relevant situations. In this way they are intended to become an acceptable
safety language, using English for the verbal interchange of intelligence among individuals of
9
all maritime nations on the many and varied occasions when precise meanings and
translations are in doubt, as is increasingly evident under modern conditions at sea.
The IMO SMCP is divided into External Communication Phrases and On-board
Communication Phrases as far as its application is concerned, and into Part A and Part B as to
its status within the framework of STCW 1978 as revised. Part A covers phrases applicable in
external communications, and may be regarded as the replacement of the Standard Marine
Navigational Vocabulary 1985, which is required to be used and understood under the STCW
Code, 1995, Table A-II/I. This part is enriched by essential phrases concerning ship handling
and safety of navigation to be used in on-board communications, particularly when the Pilot is
on the bridge, as required by Regulation 14(4), Chapter V, SOLAS 1974, as revised. Part B
calls attention to other on-board standard safety-related phrases which, supplementary to
Part A may also be regarded as useful for maritime English instruction.
The IMO SMCP builds on a basic knowledge of the English language. It was drafted
intentionally in a simplified version of maritime English in order to reduce grammatical,
lexical and idiomatic varieties to a tolerable minimum, using standardized structures for the
sake of its function aspects, i.e. reducing misunderstanding in safety-related verbal
communications, thereby endeavoring to reflect present maritime English language usage on
board vessels and in ship-to-shore/ship-to-ship communications.
This means that in phrases offered for use in emergency and other situations
developing under considerable pressure of time or psychological stress, as well as in
navigational warnings, a block language is applied which uses sparingly or omits the function
words the, a/an, is/are, as done in seafaring practice. Users, however, may be flexible in this
respect.
2.4. GENERAL
1 Procedure
When it is necessary to indicate that the IMO SMCP are to be used, the following message
may be sent:
2 Spelling
Spelling of letters
When spelling is necessary, only the following spelling table should be used:
3
Letter Code Letter Code
A Alfa N November
10
Letter Code Letter Code
B Bravo O Oscar
C Charlie P Papa
D Delta Q Quebec
E Echo R Romeo
F Foxtrot S Sierra
G Golf T Tango
H Hotel U Uniform
I India V Victor
J Juliet W Whisky
K Kilo X X-ray
L Lima Y Yankee
M Mike Z Zulu
A few digits and numbers have a modified pronunciation compared to general English:
(1) Instruction
(2) Advice
(3) Warning
(4) Information
(5) Question
(6) Answer
(7) Request
11
(8) Intention
Some words in English have meanings depending on the context in which they appear.
Misunderstandings frequently occur, especially in VTS communications, and have produced
accidents. Such words are: the conditionals "may", "might", "should" and "could;
The word "can". The word "can" describes either the possibility or the capability of doing
something. In the IMO SMCP the situations where phrases using the word "can" appear make
it clear whether a possibility is referred to. In an ambiguous context, however, say, for
example: "QUESTION. Do I have permission to use the shallow draft fairway at this time?"
Do not say: "Can I use the shallow draft fairway at this time?" if you are asking for a
permission. (The same applies to the word "may").
Do not use the verbs HAVE TO / WANT / MAY / MIGHT / CAN / COULD / SHOULD
Do not say: You have to alter course to port, but say: You must alter course.
Do not say: Do I have to take a pilot?, but say: Must I take a pilot?
Do not say: I want to pass ahead of you, but say: Intention: I wish to pass ahead of you.
Do not say: You may not enter the fairway, but say: Do not enter the fairway.
Do not say: May I proceed?, but say: Do I have permission to proceed?
Do not say: I might enter the fairway now, but say: Intention: I will enter the fairway.
Do not say: Can I heave up anchors?, but say: Do I have permission to heave anchors?
Do not say: You might run into danger, but say: Warning: you are running into danger!
12
Do not say: You could run into danger, but say: Warning: you are running into danger!
Do not say: You should reduce your speed, but say: You must reduce speed.
Shortened forms such as: IM / YOURE / DONT / IVE must not be used. Instead, you
must use: I AM, YOU ARE, DO NOT, I HAVE
2.8. Responses
When an INSTRUCTION (e.g. by a VTS Station, naval vessel or other fully authorized
personnel ) or an ADVICE is given, respond if in the affirmative:
"I will/can ... " - followed by the instruction or advice in full; and, if in the negative, respond:
"I will not/cannot ... " - followed by the instruction or advice in full.
The question "How do you read (me)?" may be answered by using the phrase I read you
bad, -poor, -fair, -good or -excellent, or by a signal strength indication.
13
"Advise (you) change to VHF Channel ... / frequency ... ."
"Advise(you) try VHF Channel .. / frequency... ."
2.10. Corrections
2.11. Readiness
2.12. Repetition
If any part of the message is considered sufficiently important to need safeguarding, say:
"Repeat ... " - followed by the corresponding part of the message.
2.13. Numbers
Note: Attention! When rudder angles, e.g. in wheel orders, are given, say:
"Fifteen" for 15 or
"Twenty" for 20, etc.
2.14. Positions
When latitude and longitude are used, these shall be expressed in degrees and minutes
(and decimals of a minute if necessary), North or South of the Equator and East or
West of Greenwich.
14
Example: "WARNING. Dangerous wreck in position 15 degrees 34 minutes North
061 degrees 29 minutes West."
When the position is related to a mark, the mark shall be a well-defined charted object. The
bearing shall be in the 360 degrees notation from true north and shall be that of the
position FROM the mark.
Example: "Your position bearing 137 degrees from Big Head lighthouse
distance 2.4 nautical miles."
2.15. Bearings
The bearing of the mark or vessel concerned is the bearing in the 360 degree notation
from north (true north unless otherwise stated), except in the case of relative bearings.
Bearings may be either FROM the mark or FROM the vessel.
Note: Vessels reporting their position should always quote their bearing FROM the
mark, as described in paragraph 11.2 of this section.
Relative bearings
Relative bearings can be expressed in degrees relative to the vessel's head. More
frequently this is in relation to the port or starboard bow.
2.16. Courses
Always to be expressed in 360 degree notation from north (true north unless otherwise
stated). Whether this is to TO or FROM a mark can be state
2.17. Distances
2.18. Speed
To be expressed in knots:
15
2.19.Times
Times should be expressed in the 24 hour hours UTC notation; if local time will be
used in ports or harbours it should clearly be stated.
Place names used should be those on the chart or in Sailing Directions in use.
Should these not be understood, latitude and longitude should be given.
COMPREHENSION
II. In order to understand a message completely it is necessary to know its function. See
if you can identify the function of these messages in the spaces provided:
16
g) Ok. Thanks for the warning. Ill keep a look out for wreckage.
.
17
UNIT 3
SMCP- GLOSSARY
GLOSSARY
The Glossary includes a limited number of technical terms which do not appear in the text
of the IMO SMCP, but might be useful in case the content of a given standard Phrase requires
modification.
1 General terms
Abandon vessel (to) To evacuate crew and passengers from a vessel following a distress
Accommodation ladder Ladder attached to platform at vessel's side with flat steps and
handrails enabling persons to embark / disembark from water or shore
Air draft The height from the waterline to the highest point of the vessel
18
Assembly station Place on deck, in mess rooms, etc., assigned to crew and passengers
where they have to meet according to the muster list when the
corresponding alarm is released or announcement made
Backing (of wind) Shift of wind direction in an anticlockwise manner, for example from
north to west (opposite of veering)
Beach (to) To run a vessel up on a beach to prevent its sinking in deep water
Berth .1 A sea room to be kept for safety around a vessel, rock, platform,
etc.
.2 The place assigned to a vessel when anchored or lying alongside a
pier, etc.
Blind sector An area which cannot be scanned by the ships radar because it is
shielded by parts of the superstructure, masts, etc.
Boarding arrangements All equipment, such as pilot ladder, accommodation ladder, hoist, etc.,
necessary for a safe transfer of the pilot
Boarding speed The speed of a vessel adjusted to that of a pilot boat at which the pilot
can safely embark/disembark
Cardinal buoy A seamark, i.e. a buoy, indicating the north, east, south or west, i.e. the
cardinal points/half cardinal points from a fixed point such as a wreck,
shallow water, banks, etc.
Cardinal points The four main points of the compass: north, east, south and west
Check (to) .1 To make sure that equipment etc. is in proper condition or that
everything is correct and safe
.2 To regulate motion of a cable, rope or wire when it is running out
too fast
19
Close-coupled towing A method of towing vessels through polar ice by means of icebreaking
tugs with a special stern notch suited to receive and hold the bow of
the vessel to be towed
Close up (to) To decrease the distance to the vessel ahead by increasing ones own
speed
Compatibility (of goods) Indicates whether different goods can be safely stowed together in one
cargo space or in an adjacent hold.
(Vessel) constrained A vessel severely restricted by her draught in her ability to deviate
from
by her draft the course followed in relation to the available depth and width of
navigable water
Convoy A group of vessels which sail together, e.g. through a canal or ice
Course made good That course which a vessel makes good over ground, after allowing for
the effect of currents, tidal streams, and leeway caused by wind and
sea
COW Crude Oil Washing: a system of cleaning the cargo tanks by washing
them with the cargo of crude oil during discharge
Damage control team A group of crew members trained for fighting flooding in the vessel
Distress alert (GMDSS) A radio signal from a distressed vessel automatically directed to an
MRCC giving position, identification, course and speed of the vessel
as well as the nature of distress
20
Distress/ Here: the verbal exchange of information on radio from ship to shore
Urgency traffic and/or ship to ship / aircraft about a distress / urgency situation as
defined in the relevant ITU Radio Regulations
Dragging (of anchor) Moving of an anchor over the sea bottom involuntarily because it is no
longer preventing the movement of the vessel
Dredging (of anchor) Moving of an anchor over the sea bottom to control the movement of
the vessel
Drop back (to) To increase the distance from the vessel ahead by reducing one's own
speed
Escape route A clearly marked way in the vessel which has to be followed in case of
an emergency
Fire patrol A member of the watch going around the vessel at certain intervals so
that an outbreak of fire may be promptly detected; mandatory in
vessels carrying more than 36 passengers
Foul (of anchor) Anchor has its own cable twisted around it or has fouled an
obstruction
Foul (of propeller) A line, wire, net, etc., is wound round the propeller
21
General emergency alarm A sound signal of seven short blasts and one prolonged blast given
with the vessels sound system
Half cardinal points The four main points lying between the cardinal points: north east,
south east, south west and north west
Hampered vessel A vessel restricted by her ability to manoeuvre by the nature of her
work
Inert (to) To reduce the oxygen in a tank by inert gas to avoid an explosive
atmosphere
Initial course Course directed by the OSC or other authorized person to be steered at
the beginning of a search
Jettison (to) (of cargo) To throw goods overboard in order to lighten the vessel or improve its
stability in case of an emergency
Leaking Escape of liquids such as water, oil, etc., out of pipes, boilers, tanks,
etc., or a minor inflow of seawater into the vessel due to damage to
the hull
22
Let go (to) To set free, let loose, or cast off (of anchors, lines, etc.)
Lifeboat station Place assigned to crew and passengers to muster before being ordered
into the lifeboats
Make water (to) To have seawater flowing into the vessel due to hull damage, or
hatches awash and not properly closed
Muster (to) To assemble crew, passengers or both in a special place for purposes of
checking
Muster list List of crew, passengers and others on board and their functions in a distress
or drill
Not under command (abbr. NUC): a vessel which through exceptional circumstances is
unable to manoeuvre as required by the COLREGs
Obstruction An object such as a wreck, net, etc., which blocks a fairway, route, etc.
Off air When the transmissions of a radio station, etc., have broken down,
been switched off or suspended
23
Overflow Escape of oil or liquid from a tank because of a twofold condition as a
result of overflowing, thermal expansion, change in vessel trim or
vessel movement
Polluter A vessel emitting harmful substances into the air or spilling oil into the sea
Proceed (to) To sail or head for a certain position or to continue with the voyage
Refloat (to) To pull a vessel off after grounding; to set afloat again
Restricted area A deck, space, area, etc., in vessels where, for safety reasons, entry is
only permitted for authorized crew members
Retreat signal Sound, visual or other signal to a team ordering it to return to its base
Rig move The movement of an oil rig, drilling platform, etc., from one position
to another
Roll call The act of checking how many passengers and crew members are
present, e.g. at assembly stations, by reading aloud a list of their names
Safe speed That speed of a vessel allowing time for effective action to be taken
under prevailing circumstances and conditions to avoid a collision and
to be stopped within an appropriate distance
SWL Safe working load: maximum working load of lifting equipment that
should not be exceeded
Scene The area or location where the event, e.g. an accident, has happened
24
Search pattern A pattern according to which vessels and/or aircraft may conduct a
co-ordinated search (the IMOSAR offers seven search patterns)
Segregation(of goods) Separation of goods which for different reasons must not be stowed
together
Shifting cargo Transverse movement of cargo, especially bulk cargo, caused by rolling
or a heavy list
Slings Ropes, nets, and any other means for handling general cargoes
Spill The accidental escape of oil, etc., from a vessel, container, etc., into
the sea
Spill control gear Anti-pollution equipment for combating accidental spills of oils or
chemicals
(Elongated) spreader Here: step of a pilot ladder which prevents the ladder from twisting
Stand clear (to) Here: to keep a boat away from the vessel
Standing orders Orders of the Master to the officer of the watch which he/she must comply
with
Tension winch A winch which applies tension to mooring lines to keep them tight
25
TEU Twenty Foot Equivalent Unit (standard container dimension)
Transit speed Speed of a vessel required for passage through a canal, fairway, etc.
Transhipment (of cargo) Here: the transfer of goods from one vessel to another outside harbours
Underway Describes a vessel which is not at anchor, or made fast to the shore, or
aground
Union purchase A method of cargo handling by combining two derricks, one of which
is fixed over the hatch, the other over the ships side
Variable (of winds) A wind that is constantly changing speed and direction
Veering (of winds) Clockwise change in the direction of the wind; opposite of backing
Walk out (to) (of anchors) To reverse the action of a windlass to lower the anchor until it is
clear of the hawse pipe and ready for dropping
Walk back (to) To reverse the action of a windlass to ease the cable (of anchors)
Waypoint A position a vessel has to pass or at which she has to alter course
according to her voyage plan
Windward The general direction from which the wind blows; opposite of leeward
26
Manoeuvring speed A vessels reduced speed in circumstances where it may be
required to use the engines at short notice
Receiving point A mark or place at which a vessel comes under obligatory entry,
transit, or escort procedure
Reference line A line displayed on the radar screens in VTS Centres and/or electronic
sea-charts separating the fairway for inbound and outbound vessels so
that they can safely pass each other
Reporting point A mark or position at which a vessel is required to report to the local
VTS Station to establish its position
Separation zone / line A zone or line separating the traffic lanes in which vessels are
proceeding in opposite or nearly opposite directions; or separating a
traffic lane from the adjacent sea area; or separating
traffic lanes designated for particular classes of vessels proceeding
in the same direction
Traffic clearance VTS authorization for a vessel to proceed under conditions specified
Traffic lane An area within defined limits in which one-way traffic is established
VTS Vessel Traffic Services: services designed to improve the safety and
efficiency of vessel traffic and to protect the environment
COMPREHENSION
1. Find the right answer
1. Assembly station is a
A) place assigned to officers; B) place where smaller pieces are
put together; C) place assigned to passengers that will leave the
ship; D) place where crew and passengers have to meet;
2. Traffic clearance is
A) authorization for a vessel to proceed; B) very little traffic;
C) traffic in congested waters; D) foggy weather;
3. Veer out means
A) to drop the anchor chain; B) to pick the anchor up; C) to let out
a greater length of cable; D) none of them;
27
.1 Length of chain
cable measuring 15
fathoms
hoist ropes, nets, and any other means for handling general cargoes
... : ALBATROS
... Names : DAWN PRINCESS 1993, FAIRWIND
1988
... of Ship : ... Passenger
... : Happy Days Shipping Ltd (Nassau)
... : Shipping Management of Monaco
... : Bahamas
... of Registry : Nassau
Official ... : 898998
... Society : Lloyds Register of Shipping
Construction ... : Steel
... Keel Laid : 1988
... of ... : John Brown & Co. of Glasgow
Gross ... : 24,803
... : 185.4 metres
... : 24.49 metres
... : Four Pametrada steam turbines geared to
two shafts providing18,021 kW and a
service speed of 19.5 knots
... Capacity : ... fuel oil - 3068 tons
Diesel ... - 77 tons
... oil - 34 tons
... feed water - 1255 tons
... Thruster : Variable ... of 1,343 kW
... Capacity : 1295
28
5. Fill the gaps with a suitable word or phrase:
29
UNIT 4
Listen to the information on the CD ROM (IMLP) and state the purpose of
GMDSS.
30
The Global Maritime Distress and Safety System came into force in 1999 and is
part of the International Convention concerning the Safety of Life at Sea (SOLAS).
Its main objective is to prevent accidents by providing Marine Safety Information and at least
minimize consequences of marine accidents by means of effective communication.
GMDSS will enable a vessel to communicate with coastal stations and other vessels at any
time and under any circumstances.
Communication according to the Global Maritime Distress and Safety System comprises:
- transmission of distress alerts to shore-based stations, including locating (homing) of the
vessel in
distress;
- reception of shore-to-ship alerts;
- transmission and reception of ship-to-ship alerts;
- transmission and reception of messages concerning Search and Rescue Operations and On-
Scene
Communications during a SAR operation;
- transmission and reception of radio-signals to indicate or determine positions;
- transmission and reception of safety messages (Maritime Safety Information broadcasts);
- intership-communication, by which is understood communication between vessels.
Sea Area 1
Sea Area 2
31
An area, excluding Sea Area Al, within radiotelephone-coverage of at least one MF-coast
station, in which continuous DSC-alerting (2187.5 kHz) and radiotelephony services are
available. GMDSS-vessels travelling this area must carry a DSC-equipped MF
radiotelephone in addition to equipment required for Sea Area A1. This area extends 200
miles off shore.
Sea Area 3
An area, excluding sea areas Al and A2, within coverage of an Inmarsat geostationary satellite,
in which continuous alerting is available. This area extends between 70 degrees latitude North
and 70 degrees latitude South.
Ships travelling this area must either carry an Inmarsat A, B or C ship/earth station or a DSC-
equipped HF radiotelephone/telex in addition to equipment required for an A1 and A2 Area.
Sea Area A4
The areas outside A1, A2 and A3 are A4-Sea Areas.
Ships travelling these Polar Regions must carry a DSC-equipped HF radiotelephone/telex, in
addition to
equipment required for areas A1 and A2. This area does not have Inmarsat-, but COSPAS-
SARSAT coverage.
RADIOTELEPHONY
Digital Selective Calling on VHF-, MF- and HF-maritime radios is part of the GMDSS.
DSC is intended to digitally announce and initiate ship/ship, ship/shore and shore/ship
radiotelephone- and radiotelex calls. After the announcement has been digitally acknowledged
by the receiving station or ship, communication is usually continued on VHF.
To transmit a DSC-call, a GMDSS-operator enters the required commands to address the station
or ship with which he wishes to communicate, and the priority of the call.
DSC-priorities are:
1 - DISTRESS
2 URGENCY
3 SAFETY
4 ROUTINE
32
A DSC distress-alert consists of a pre-formatted distress message and is used to announce
and initiate emergency communications with vessels and Rescue Co-ordination Centres
(RCC's). Natures of distress that can be entered into the format are: "fire/explosion",
"flooding", "collision", "grounding", "listing", "sinking", "disabled and adrift" and "piracy".
An "undesignated distress" is an alert that has not been formatted (no indication as to the type
of distress has been given).
Distress alerts are automatically addressed to all stations.
A DSC-controller is fitted with a distress-button (indicated by SOS, ALARM, EMER or
DISTRESS), which allows the transmission of a distress call with minimum delay.
Urgency, safety and routine calls can be addressed to all stations or ships, an individual station
or ship, or a group of stations or ships.
Once the call has been composed, the CALL-button is pressed on the DSC controller
and the information is transmitted. It is recommended that DSC controllers be interfaced to
Global PositioningSystem-receivers for an updating of position- and time information, which is
automatically included in the message.
After an alert by DSC and the acknowledgement that the alert has been received,
communication is normally carried out by RadioTelephony (speech) or radio-telex.
A DSC-installation on board a vessel or at a coast station has been programmed with a unique
nine-digit identification code, known as "Maritime Mobile Service Identity" (MMSI).
The MMSI is sent automatically with each DSC-transmission.
The first three digits of the MMSI are known as the Maritime Identification Digits (MID).
The MID represents the country of registration of the vessel, or the country in which the
DSC shore station is located.
In the voice-transmission that may follow after the DSC-announcement and
acknowledgement, the vessel or station may be identified by the MMSI-code, which
should then be pronounced in groups of three digits.
Like so:"............, this is two two four...........six eight five.............zero zero zero".
Note that in spoken communication the use of the vessel's MMSI is only applied
in Distress -, Urgency - and Safety messages.
INMARSAT
33
- Atlantic Ocean Region West (AOR-W)
- Atlantic Ocean Region East (AOR-E)
- Indian Ocean Region (IOR)
- Pacific Ocean Region (POR).
The Inmarsat-A and B installation provide ship/shore, ship/ship and shore/ship telephone,
telex and high-speed data services.
The Inmarsat-C provides ship/shore, shore/ship and ship/ship, store-and-forward data
and telex messaging and can send preformatted distress messages to a Rescue Co-
ordination Centre.
Communication by means of speech is not possible with Inmarsat-C.
The Inmarsat-C SafetyNET service is a satellite-based world-wide maritime safety information
broadcast service. It works similarly to NAVTEX in areas outside NAVTEX coverage.
NAVTEX
EPIRB
The GMDSS installation aboard vessels includes two or more Search-and- Rescue
Radar Transponders. A SART will be activated by the radar of a passing vessel. It will then
start to transmit an alert that will create a series of dots on the RRI (Plan Position Indicator -
radar display) of the same vessel, which will then have the means to locate the distressed raft
or vessel. The detection range between SART and SAR-Unit depends on the height of the
ship's radar mast and the height of the SART in the survival craft.
COSPAS-SARSAT
34
COSPAS-SARSAT is an international satellite-based search and rescue
system, established by Canada, France, the U.S.A. and Russia. Unlike the
Inmarsat-satellites, these satellites are not geostationary, but orbit the earth on a
North/South- and South/North path, passing closely over both poles. It is the
only system that offers a means to contact distant stations. The system offers a
satellite Emergency Position-Indicating Radio Beacon (EPIRB).
COMPREHENSION
A1:
A2:
A3:
A4:
35
IV. Match the image to each of the following: DSC, NAVTEX, EPIRB.
1 2 3
UNIT 5
SPEAKING
36
Which message category is transmitted under this circumstance?
37
- the nature of distress
- the assistance required
- any other information which might facilitate rescue
COMPREHENSION
1. Listen to the the distress message (IMLP CD-ROM). Try to answer the
following questions while listening:
2. On the basis of the information you have just listened to, discuss the causes
of communication breakdowns at sea.
38
e) The crew are leaving vessel after the vessel has had a collision.
f) Vessel is damaged below waterline, but she is able to continue her voyage
without assistance.
a) MV Pearl Head (call sign VRSE) is on fire. Her position is 38 degr. 10 min N / 018
degr. 10 min E. Fire has been located in the engine room and in No. 2 hold. The vessel
is sinking and the crew are abandoning her. Crew consists of 18 members, 8 of whom
have been injured one crewmember was killed. Pearl Head is going to put two
lifeboats in the water.
b) MV Seaborne (call sign DKEL) is on fire. Her position is 69 degr. 29 min. N / 042
degr. 18 min. E. Fire is detected in the engine room and in the superstructure. Fire
cannot be extinguished by vessels own equipment. There is danger that the vessel will
explode. Crew consists of 17 members, 6 of whom were injured and 3 killed.
Reefer ship Antigone Z with Russian crew (1)..........is anchored off Shetland, the
North Sea, after running into engineering problems in (2)........... water, said the British
Maritime and Coastguard Agency.
The vessel with 10 people aboard was bound (3).............Klaipeda in Lithuania and had
engineering problems in north-westerly winds of occasionally (4)...............6 to 7 with 3 metre,
rough seas. The ship suffered an 8 degree (5)................ after 30 to 40 pallets of frozen fish
moved in poor weather and the crew trying to fix a problem with the ship's fuel pump.
"We are keeping a close eye on the vessel and they have indicated that it will take about 24
hours to (6)..........out their problems on board," Katrina Hampson, Duty Watch Manager said.
39
..........................greater the damage caused to the ship.
..........................the risk of accidents has also increased drastically.
..........................leaps and bounds and there has also been a sharp increase in the speed levels.
..........................results from a ship crashing into a still or floating object.
..........................day by day as the number of sailing ships is continuously increasing.
..........................floating object type of collision.
...........................in structural properties of a ship as a result of an impact with a solid
structure.
...........................ship to floating object, ship to submarine or ship to still structure collisions.
...........................apart from other accidents such as ship grounding.
11. Find the right order (one has been done for you).
This is 700710720 -
Mayday -
Dolphin. Alpha-Bravo-Charlie-Delta
The object ripped two holes in the hull plating just below the ER.
Towing is impossible while the ER remains flooded.
Hit an uncharted object, leaking (4)
Require Emergency Response Bag of magnetic patches and
divers.
Position 59 deg 00 min North 020 deg 05 min East
40
a. (day, during, not to attack, pirates, usually, the)
b. (OOW, to receive, reports, every, weather, the, day)?
c. (vessels, to require, in, assistance, distress, always)
d. (not to jettison, dangerous, cargo, warning)!
e. (you, to do, thing, every, the, same, day)?
f. (the, rare, captain, meat, to enjoy)
Mayday
This is Fireball. I am (A. in fire; B. firing; C. on fire; D. making a
fire) in the (A. berth; B. living; C. accommodation; D. lounge).
My position is 75 two miles south (A. for; B. of; C. off; D. from)
Euro Point. I (A. solicit; B. require; C. need; D. request) help.
Over.
Fireball, this is Gibraltar Station. Message received. Salvage
vessel Hercules will (A. go; B. head; C. proceed to; D. set off)
you. Please contact (A. she; B. him; C. he; D. her) on channel 14.
Out.
The Rambo was an oil tanker hired to carry oil and other commodities. It
was carrying 650 tons of diesel and kerosene to a port off the Joy
peninsula when it was attacked. At least five
explosive-laden rebel boats took part in the attack, and their crews
consisted of both men and women. On board the oil tanker was a cadet.
He noticed that the watch officers were unable to make a decision, so he
asked permission to contact the rebels on VHF. Ten minutes later, the
visitors sailed away.
13. Fill in the missing words, and then make up the distress
message sent by the captain when the fire was detected.
A fire (started) on board Holy Grail, a (ship that doesnt carry liquid
cargo) in the port of Camelot. Fortunately, it was extinguished before any
vital installations were (impaired).
The fire was caused by a (error) of one of the workers (engaged) in
the (examine thoroughly for repair or revision) of the vessel. (no
more than) a third of the ... (hands) died.
Received Mayday
When a vessel has received a Distress Alert from a distressed vessel, the radio operator
must wait and remain stand-by for a few minutes until acknowledgement from RCC has been
received. Any ship receiving a distress alert acknowledgement must transmit a RECEIVED
42
MAYDAY on VHF to the distressed vessel, in order to let the distressed vessel know that the
alert was received.
MAYDAY
MAYDAY
Pearl Head
Pearl Head
Pearl Head Victor Romeo Sierra Echo
This is Ocean Queen
Ocean Queen
Ocean Queen- India Romeo Sierra Lima
RECEIVED MAYDAY
A vessel that has transmitted a Received Mayday must transmit a supplementary Received
Mayday if she is able to comply that is: within short range of the distressed vessel-giving
her identification, position and speed, her ETA at the distressed vessel and any other important
information.
MAYDAY
- Name of the distressed vessel (3x, her call sign uttered once)
43
- Identification of the vessel able to comply (3x, call sign once)
- position, speed, ETA at the distressed vessel
-any other relevant data
-ending of the message
MAYDAY
Pearl Head
Pearl Head
Pearl Head Victor Romeo Sierra Echo
This is Ocean Queen
Ocean Queen
Ocean Queen- India Romeo Sierra Lima
Information:
My position: bearing zero four five degrees from distress position distance three
miles.
My course: zero three five degrees; my speed: one two knots.
ETA distress position is within two five minutes.
OVER
Mayday Relay
If a vessel has noticed that a vessel in distress is not able to transmit a Distress Alert, she must
transmit a Distress Alert Relay (Mayday Relay) to the Rescue Co-ordination Centre or coast
station.
-Mayday (3x)
-name of the coast station (3x)
- identification of the vessel transmitting a Mayday Relay (3x, call sign once)
- Mayday
- position of the vessel in distress
- any other relevant information
-ending of a message (MAYDAY REALY)
44
Vessel in position three eight degrees one zero minutes north / zero one eight degrees one
zero minutes East is on fire.
MAYDAY RELAY
Silence Mayday
When a Search and Rescue operation is in progress, the RCC or On-Scene Coordinator (OSC)
will instruct other vessels in the vicinity to keep radio-silence, unless they have messages
about the accident. Radio silence is imposed to other vessels by the phrase Silence Mayday.
- Mayday
- All Stations (3x)
- identification of the coast station transmitting a silence mayday (1 time)
- time of transmission
-ending of the message
MAYDAY
Silence Fini
The ending of SAR radio-communication after a SAR operation has been completed is
indicated with the phrase Silence Fini.
-Mayday
- All stations (3x)
-coast stations identification
-time of transmission
-name and call sign of the vessel in distress uttered once
-ending of the message
MAYDAY
All stations- all stations all stations-
This is Aveiro Radio.
Time: one four three zero hours UTC.
45
Pearl Head Victor Romeo Sierra Echo-
SILENCE FINI
COMPREHENSION
I.Role Play:
a) You are the distressed vessel Anticosti TSUR in pos. 45 degrees 56 min. N /
015 degr. 28 min. W. You have collided with an unknown object. Vessel is
flooding. You are sinking. There are 18 crewmembers on board, one of whom is
dead and three injured. You transmit a Distress Alert on VHF.
b) MV Seaborne- PWCV, position bearing 049 degrees from the distressed vessel, at
a distance of 4 miles, her course is 036 degrees and speed 11 knots. She reports
that she has received the distress alert from MV Anticosti TSUR and informs that
she will arrive at the scene in 30 minutes.
d) At 0450 hours UTC, Gibraltar Strait Information Centre instructs all vessels in the
vicinity to keep radio silence if they do not have messages about the vessel in
distress.
e) At 0550 hours UTC, Gibraltar Strait Information Centre announces all ships that
the SAR operation has been completed.
46
a) When and by whom must a Received Mayday be transmitted?
b) When must a Mayday Relay be transmitted?
c) When will a Silence Mayday be transmitted?
d) When will a Silence Fini be transmitted?
e) Why must the SMCP be used in VHF conversation?
f) What is the difference between Repeat and Say again in VHF communication?
g) What does Stand by imply in VHF communication?
a) You are the vessel Emma Maersk OYGR2 in pos. 53 degrees 23 min. N / 024
degr. 13 min. W. Your vessel was attacked by Somali pirates with rocket propelled
grenades. Vessel is on fire. There are 25 crewmembers on board, three of whom are
injured and four have been taken hostages. You ask for assistance on VHF.
b) MV Jupiter- JGES, position bearing 024 degrees from you, at a distance of 3 miles,
her course is 038 degrees and speed 16 knots. She reports that she has received your
distress alert and informs that she will arrive at the scene in 40 minutes.
c) MV Jupiter- JGES, transmits a Distress Alert Relay to Nova Bossa Radio. The position
of Emma Maersk is 31 degrees 12 minutes North, 027 degrees 13 minutes West.
d) At 0350 hours UTC, Nova Bossa Radio instructs all vessels in the vicinity to keep
radio silence if they do not have messages about the vessel in distress.
e) At 0655 hours UTC, Nova Bossa Radio announces all ships that the SAR operation
has been completed.
47
UNIT 6
SPEAKING
1
2
48
In radiotelephone communications, a call of three repetitions of pan-pan is used to
signify that there is an urgency on board a boat, ship, aircraft, or other vehicle but that, for the
time being at least, there is no immediate danger to anyone's life or to the vessel itself. This is
referred to as a state of urgency. This is distinct from a Mayday call, which means that there is
imminent danger to life or to the continued viability of the vessel itself.
Thus, "pan-pan" informs potential rescuers (including emergency services and other
craft in the area) that a safety problem exists whereas "Mayday" will call upon them to drop
all other activities and immediately initiate a rescue attempt.
FORMAT:
Address and Identify:
PAN PAN (3x)
ALL STATIONS (3X)
This is MV ....../call sign (3x)
Spoken Message: - the position of the vessel
- time of transmission (not required)
- nature of danger and relevant data
- any other important information and requirements
TRANSMISSION:
Spoken Message:
My position five six degrees one eight minutes N/ zero
degrees three seven minutes E.
I am manoeuvring with difficulty. I have problems
with main engine.
I require tug assistance.
Advice: all ships keep clear.
OVER.
After the transmission of a DSC Urgency Call switch the transmitter to VHF Channel 16 or
frequency 2182 kHz (if not automatically controlled) and commence the urgency traffic as
follows:
An urgency traffic always has to commence with stating the position of the calling vessel if it is
not included in the DSC alert.
Technical failure
1. I am / MV ... not under command.
2. What problems do you have / does MV ... have?
I have / MV ... has problems with engine(s) / steering gear / propeller / ... .
3. I am / MV ...is manoeuvring with difficulty.
4. Keep clear of me / MV ... .
5. Navigate with caution.
6. I require / MV ... requires tug assistance / escort / ... .
7. I try / MV ... tries to proceed without assistance.
8. Stand by on VHF Channel ... / frequency ... .
9. Standing by on VHF Channel ... / frequency ... .
50
Cargo
1. I have / MV has ... lost dangerous goods of IMO-Class ... in position ... .
2. Containers / barrels / drums / bags / ... with dangerous goods
of IMO-Class ... adrift near position ... .
3. I am / MV ... is spilling
~ dangerous goods of IMO-Class ... in position ...
~ crude oil / ... in position ... .
4. I require / MV requires oil clearance assistance - danger of pollution.
5. I am / MV ... is dangerous source of radiation
Ice damage
1. I have / MV ... has damage above / below waterline.
2. What kind of assistance is required?
I require / MV ... requires
~ tug assistance.
~ ice-breaker assistance / escort / ... .
3. I have / MV ... has stability problems due to heavy icing.
4. Can you proceed without assistance?
Yes, I can proceed without assistance.
No, I cannot proceed without assistance.
SAFETY
Safety to be used when the message contains an important navigational and meteorological
warning.
FORMAT:
Address and Identify:
SECURITE (3X)
ALL STATIONS/SHIPS (3X)
This is M.V. ........./call sign (3X)
Spoken Message: - the position of the vessel
- time of transmission according to UTC
- nature of imminent risk for navigation and relevant data
- any other important information and requirements.
TRANSMISSION:
Spoken Message:
My position bearing two five niner degrees from Falls
Light, distance one decimal five miles.
Time: April twenty one three four five hrs. UTC.
Information:
Buoy Foxtrot Lima one in position two five niner
Degrees from Falls Light, distance two miles, missing.
OUT
After the transmission of a DSC Safety Call switch the transmitter to VHF Channel 16 or
frequency 2182 kHz (if not automatically controlled) and transmit the safety message as
follows:
52
The latest gale / storm warning is as follows:
Gale / storm warning. Winds at ... hours UTC in area ... (met.area) from direction
...(cardinal points/half cardinal points) and force Beaufort ...
backing/veering to ... (cardinal points/half cardinal points).
4. What is the latest tropical storm warning?
The latest tropical storm warning is as follows:
Tropical storm warning at ... hours UTC. Hurricane... (name) / tropical cyclone / tornado /
willy-willy / typhoon ... (name) with central pressure of ... millibars / hectopascals located in
position ... Present movement... (cardinal points/half cardinal points) at ... knots. Winds of ...
knots within radius of ... miles of centre. Seas smooth/moderate/rough/high. Further
information on VHF Channel ... / frequency ... .
53
Visibility is expected to be variable between ... metres / nautical miles in your
position / in position ... (within the next hours).
III. Ice
1. What is the latest ice information?
Ice warning. Ice / iceberg(s) located in position ... / reported in area around ...
No ice located in position ... / reported in area around ... .
2. What ice situation is expected in my position / area around ... ?
Ice situation is
~ not expected to change in your position / area around ... .
~ expected to improve / deteriorate in your position / area around ... .
Thickness of ice is expected to increase / decrease in your position / area around ... .
3. Navigation is dangerous in area around ... due to floating ice / pack ice / iceberg(s).
4. Navigation in area around ... is only possible
~ for high-powered vessels of strong construction .
~ with ice-breaker assistance.
5. Area around ... temporarily closed for navigation.
6. Danger of icing in area around ... .
54
~ established in position ... .
~ re-established in position ... .
~ moved ... kilometres / nautical miles in ... (direction) to position ... .
4. (Note: Only for major fog signal stations).
Fog signal ...( charted name of light / buoy) in position ... inoperative.
Drifting objects
Superbuoy / mine / unlit derelict vessel / ... (number) container(s) adrift in vicinity ...
(position) at ...(date and time if known).
1.GPS/GLONASS Satellite ...(number) unusable from ... (date and time) to ...(date and
time).Cancel one hour after time of restoration.
2. LORAN station ...(name or number of master / secondary) off air from ...(date and
time) to... (date and time). Cancel one hour after time of restoration.
3. RACON/RAMARK/ERICON ... (name of station) in position ... off air from ...(date
and time) to... (date and time). Cancel one hour after time of restoration.
Use REPORTED when position is unconfirmed, and use LOCATED when position has
been confirmed by survey or other means
COMPREHENSION
I. Look at these statements and decide whether Distress, Urgency, or Safety procedures
should be used:
55
a) MV Empress requires tug assistance
MV Empress (MMSI-Code 286 172 000 call sign ZAKP-) with reduced manoeuvrability
due to problems with main engine requests tug assistance and advises all vessels to keep
clear. Her position is 59 degr. 25 min. N / 000 degr. 52 min. E.
MV Nordic Star (MMSI - Code 668 743 000 call sign GBLA), in position bearing 145
degrees from Boyle Light, distance 3 miles, time: May 13 at 1340 UTC, reports that there is
no light on Buoy AL -2 in position 140 degrees from Boyle Light, distance 2.5 miles.
MV Seaborne (call sign DKEL MMSI Code 235 786 000) transmits a message on VHF. Her
position is 24 degr. 29 min. N / 042 degr. 18 min. E. Her engine room and bridge are on fire.
The vessel is sinking. Crew are abandoning ship. There are 26 members on board. Four of
them have been injured and two were killed. Two lifeboats have been launched.
56
UNIT 7
SEARCH AND RESCUE
Listen to the CD-ROM (IMLP) and write down the conversation between the two
ships.
Describe the images below and try to guess what might have happened.
57
SAR-organizations have been established in territorial- and high-seas
areas to perform co-ordination and render services in cases of distress. These services are
provided within a Search and Rescue Region (SRR), which is associated with a Rescue-Co-
ordination Centre (RCC). When a SAR operation is started, a SAR Mission Co-ordinator
(SMC) at the Rescue Co-ordination Centre will guide the operation until rescue has been
effected or it has become apparent that further efforts will be hopeless.
The SMC will designate a vessel in the vicinity of the distressed vessel or aircraft that
participates in the search as the On-Scene Coordinator (OSC) until a Search and Rescue Unit
(SAR-vessel) is available at the spot. The OSC must co-ordinate on-scene activities and must
ensure that reliable communications are maintained. Vessels that are able to render
assistance because they are in the vicinity of the distressed unit are "able to comply"
and must transmit a "Received Mayday" as soon as they have received a DSC-
acknowledgement from a coast station.
58
posn. 21 degr. 0 min. S / 068 degr. 16 min. W. (Search & Rescue-Region Brazil), underway
from Sao Paulo to Cape Town; number of crew: 12. Fire-fighting assistance is required.
The full form SITREP transmitted by RCC is used to pass amplifying or updating
information durin a SAR operation. Additional operation must include:
- Detailed description of the vessel
- On scene weather conditions
- Actions already taken
- Search area, as planned by RCC.
COMPREHENSION
Small or.............(1) massive/ enormous/ great fires, flooding that will cause such
a(n) ...........(2) inclination/ bending/ list that the vessel will capsize and be wrecked,
collisions, groundings, acts of piracy, persons overboard, .................(3) inquiries/
injuries/infirmities and casualties, major environmental pollutions, minor damages or
damages beyond repair any ................(4) occurrence/misfortune/mishap, accident or disaster
will inevitably have consequences for the vessel and cargo, her crew and the environment.
These consequences may range from catastrophic to ......................(5)
minimal/minor/minimum.
60
When there is a total loss of ship and/or cargo, loss of lives, or a ....................(6)
widespread/widened/disseminated and severe environmental damage, we speak of
catastrophic consequences. When there is severe damage to ship and/or cargo, when
seriously...............(7) wounded / injured / hurt 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 ...............(8)
need/requests/require medical attention, or when there is significant local damage to the
environment, we speak of moderate consequences.
Role Play:
- Role A: Distressed vessel: Bulgarian Container-carrier Pearl Head VRSE of 85,000 GT-
Owner: Kandinsk-Shipping Varna-Bulgaria, underway from Sao Paulo to Norfolk-
USA., on fire in pos. 36 degr 49 min N/ 075 degr.25 min W. Date: Sept 28
- Role B: RCC Norfolk Radio (Search & Rescue-Region USA)
- Role C: MV Seaborne- IRSL (able to comply)
- Role D: MV Empress- ZAKP (able to comply)
- Role E: Search and Rescue Unit (SRU) Vendor
11- Empress tranmits a VHF message to all vessels at 13.20 hrs. UTC.
She reports that she is in distressed position and has taken on board 8 survivors from
one lifeboat. There are 4 persons with injuries.
61
5. What is the result of the search? The result of search is positive. ......vessel in
position 018 degr.21 min. N, 23 degr. 12 min. S.
6. I will proceed to pick up the survivors. .............. lifeboats.
7. In smooth water and when sailing straight ahead the ship is usually at ...... keel.
8. .ground is reported in the anchorage.
9. By ..... draft is understood the distance from the water line to the highest point of
the vessel.
10. Please check the ..........gear before commencing cargo operations.
11. The surface of the cargo is constantly made equal by special pumps in
circumstances.
12. The pilot will . the ship that has requested pilotage.
13. The pilot .is waiting for the incoming vessel.
14. M V Ulysses sail last week.
15. During the voyage they met with ..swell.
16. Sailing in .waters requires avoiding crossing vessels.
17. The ship was deviated from the course by the .currents.
18. The master asked the bosun to ..the chain.
19. The shore ..are prepared to load the ship.
20. Five minutes ago we received a gale .. .
UNIT 8
ROUTINE COMMUNICATION
62
("Holly Radio - Holly Radio - Holly Radio - this is MV Christina Papa Kilo Alfa Hotel - MV
Christina Papa Kilo Alfa Hotel - MV Christina Papa Kilo Alfa Hotel").
When conditions are good, the best way to establish contact is to address once, and
identify twice ("Halifax Radio, this is this is MV Christina, MV Christina Papa Kilo Alfa
Hotel"). After first contact has been established, addressing and identification is done only
once.
Example of a Routine Message on VHF by NQN-GMDSS WES,
Address: Christina
Christina
and Christina Papa Kilo Alfa Hotel
If a message must be transmitted to a vessel whose name and call sign are unknown, the
address must be made to all vessels, followed by the address to the unknown vessel by
indicating her position.
Announcement of the message is allowed on channel 16.
On GMDSS-vessels the MMSI-code of an unknown vessel can be read from the radar display
with the Automatic Identification System (AIS).
After the announcement has been acknowledged, communication will be continued on a VHF-
channel that is chosen by the receiving station or vessel.
Urgent Message
63
In case of an urgen message (note: not an Urgency message!) the phrase How do you read
me? Will be left out. Instead, the actual message will follow immediately after identification.
Urgent Routine message on VHF: MV Christina PKAH to unknown vessel in pos. 2 cables
S of Boyle Light to indicate that Christina is at anchor and unknown vessel is on a collision
course. She must alter her course to starboard side.
Address: All vessels, all vessels, all vessels.
and
Identify: This is MV Christina
MV Christina
MV Christina Papa Kilo Alfa Hotel.
Message: Information: iam at anchor in the middle of the fairway.
Warning: you are steering a dangerous course;
Advice: you must alter course to starboard;
Repeat: you must alter course to starboard.
OVER
GMDSS vessels announce a routine message through Digital Selective Calling (DSC). After
the DSC acknowledgement has been received, the conversation will continue on a VHF-
channel that is chosen by the receiving station or vessel.
Holly Radio,
OVER
64
Answer: no, pilotage not compulsory.
OUT
The Standard Marine Alphabet must be used when names or call signs are spelt.
In the IMO Ship Reporting System the letters of the alphabet have been given standard
meanings. Coast Station may request a vessel to give a Maritime Report and a Position Report
(MAREP/POSREP) prior to entering the port.
A MAREP/POSREP will make conversation short and clear.
The first four letters (Alfa / Bravo / Charlie / Delta) are used for the POSREP. "Charlie"
indicates a longitude/latitude-position;
"Delta" indicates a position as a bearing and distance from a fixed point. In VHF-conversation
a Delta- position indication must always be preceded by the word "bearing". Like so:
"My position: bearing zero four rive degrees from Falls Light, distance two decimal / five
miles".
Note that numbers are always pronounced in separate digits (045 = zero four five).
However, in helm orders numbers are as written (15 degrees = fifteen degrees).
POSREP
MAREP
65
Oscar - Draft
Papa - Cargo (type and quantity)
Quebec - Any deficiencies or limitations
Romeo - Any pollutants or dangerous goods o/b
Sierra - Weather conditions
Tango - Ship's representative or owner
Uniform - Size and type of vessel
Victor - Medical personnel
Whiskey - Number of persons o/b
X-Ray - Any other useful information
Yankee - Request to relay rep ort to other system
Zulu - End of report.
Listening skills: Recording of a coastal radio station (CD ROM, Plucinska 2004).
Example1
66
1. vessels of 300 GT and above;
2. vessels of 50 metres or more in length;
3. vessels engaged in towing or pushing with a combined GT of 300 and above, or
with a combined length of 50 metres or more;
4. vessels of any tonnage carrying hazardous cargo, as defined in paragraph 1.4 of
resolution MSC.43(64);
5. all passenger vessels that are fitted with VHF, regardless of length or GT; and
6. any category of vessels less than 50 metres in length or less than 300 GT which
are fitted with VHF and in an emergency uses the appropriate traffic lane or
separation zone in order to avoid immediate danger.
1. The operational area of the STRAITREP covers the Straits of Malacca and Singapore
between longitudes 10039.9
E and 10422.9
E as shown in SIN 2 and SIN 3.
The area is divided into nine sectors, each has an assigned VHF channel as shown
below:
Sector 1 VHF Ch 66 (Klang VTS)
Sector 2 VHF Ch 88 (Klang VTS)
Sector 3 VHF Ch 84 (Klang VTS)
Etc.
2. Ships entering the operational area shall report when crossing the limits mentioned in
paragraph 1 or when crossing a line joining Tg. Piai (0115.50N
10330.65E)
and
Pulau Karimun Kechil (0109.20N
10324.25E)
or when leaving port or anchorages in
the area or before joining the traffic lane of the TSS.
3. Ships entering the operational area shall report when approaching from the South via
Selat Riau, abeam of Karang Galang Lt. (0109.58N
10411.37E)
or via Selat Durian,
report when Pulau Jangkat Beacon (0057.89N
10342.62E)
is abeam and when
approaching from the East Johor Strait, abeam of Eastern Buoy (0117.87N
10405.89E).
4. A ship approaching from any direction other than those specified above shall on
reaching sector 7, sector 8, or sector 9 as appropriate report by giving the vessels
position in terms of bearing and distance from one of the following reference points:
(i) Palau Iyu Kechil Lt. (0111.48N
10321.13E)
(ii) Sultan Shoal Lt. (0114.38N
10338.88E)
(iii) Raffles Lt. (0109.60N
10344.45E)
(iv) Sakijang Lt. Bn. (0113.30N
10351.27E)
(v) Bedok Lt. (0118.54N
10355.96E)
(vi) Tg. Stapa Lt. (0120.57N
10408.14E)
(vii) Horsburgh Lt. (0119.81N
10424.34E)
As an alternative, the position can also be given in latitude and longitude.
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Example 2
Introduction
1.) The Dover Strait and its approaches are among the busiest shipping lanes in the world
and pose serious problems for the safety of navigation. The traffic separation scheme, its
associated inshore traffic zones, the Channel Navigation Information Service (CNIS) and
the mandatory reporting system (referred to as CALDOVREP) have been designed to
assist seafarers to navigate these waters in safety. There is therefore a need for careful
navigation in this area in accordance with the International Regulations for Preventing
Collisions at Sea 1972 (as amended) and for use to be made of the CNIS and the
CALDOVREP scheme. MGN 28 contains guidance on the observance of traffic
separation schemes in general. Details of the CALDOVREP scheme and CNIS are
contained in the Admiralty List of Radio Signals Vol. 6 Part 1 and the Mariners Routeing
Guide for the English Channel and Southern North Sea (BA Chart No.5500).The
International Regulations for Preventing Collisions at Sea are to be found in Merchant
Shipping Notice No. M1642/COLREG 1.
2.) The number of collisions in the Dover Strait and its approaches has declined since the
introduction of the traffic separation scheme and its mandatory application for all ships in
1977. Nevertheless the risk of collision is ever present and heightened if vessels do not
comply with the requirements of the scheme, and Rule 10 in particular.
i) NE-bound traffic to Gris Nez Traffic via VHF Ch 13 when abeam the
Bassurelle lightbuoy (5033N;00058E).
ii) SW-bound traffic to Dover Coastguard via VHF Ch 11 not later than crossing a
line drawn from North Foreland Light (5123N;00127E) to the Belgian and
French borders (5105N;00233E).
iii) Vessels which are not under command, anchored in the traffic separation
scheme, restricted in their ability to manoeuvre or with defective navaids are also
required to report.
4.) The French Inshore traffic zone extends from Cap Gris Nez in the north to a line
drawn due west near Le Touquet in the South. The English Inshore Traffic Zone (EITZ)
extends from a line drawn from the western end of the scheme to include Shoreham to a
line drawn due South from South Foreland.
5.) A vessel of less than 20 metres in length, a sailing vessel and vessels engaged in
fishing may, under all circumstances, use the English and the French inshore traffic
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zones. With respect to the application of Rule 10(d) to other vessels, it is the view of the
MCA that, where such a vessel commences its voyage from a location beyond one limit
of either zone and proceeds to a location beyond the further limit of that zone, it should
use the appropriate lane. Exceptions to this are when a vessel is calling at a port, pilot
station or destination or sheltered waters within that zone. In all other cases, vessels
should use the appropriate lane of the traffic separation scheme if it is safe to do so,
unless some abnormal circumstances exist in that lane. In this context reduced visibility
in this area is not considered by the MCA as an abnormal circumstance warranting the
use of the zone.
ALFA
BRAVO
CHARLY
DELTA
ECHO
FOXTROT
GOLF
HOTEL
INDIA
JULIETT
KILO
LIMA
MIKE
69
NOVEMBER
OSCAR
PAPA
QUEBEC
ROMEO
SIERRA
TANGO
UNIFORM
VICTOR
WHISKEY
YANKEE
ZULU
After you have made your MAREP/POSREP report read it slowly and aloud and record it.
15. Four sententces in the text below consist of jumbled words or parts. Rewrite these
sentences by putting the words or parts separated by the slash (/) in the right order:
At 1645 hours the Master took over the con of the ship advising the OOW. put steering
ship was on The hand. At the same time the engine speed was reduced from full sea
speed to full ahead on the telegraph setting. End of passage was recorded at 1654 hours as
the ship altered course and steadied onto a heading of 327 degrees, the approach course to
the pilot boarding area south of Hanko No.6 buoy. that the ship / Hanko No.1 beacon
abeam / was passing / the OOW / At the same time / advised the pilot station . The Pilot
advised the ship that due to the weather conditions he would board the City of
Sunderland to the north of Gustavsarn Island where the ship could provide the pilot
launch with a good starboard lee. at 1730 hours / that the Superfast Ferry / The Pilot
advised the Master / was to sail from Hanko West Harbour.
At 1700 hours the Chief Officer relieved the OOW who advised him of the current
situation with regard to the pilot boarding. con had the master the. The visibility was
reduced to less than a mile in the snow showers. The OOWs last duty was to mark the
course recorder for arrival at Hanko before leaving the bridge.
- helm - order - steady - course - turning - ship - steady as she goes - deflection
- watch - steering
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angle of maximum 9.__________ effect. There is a rudder indicator that shows the rudder
10.__________.
- distress - strait - visibility - tow - towing line - collision - assistance - wreck buoy -
weather - navigational - signal - channel - heading
Situation Report
Fishaven Strait Information Service (F.S.I.S.), this is Flipper. How do you read me?
Over.
- Flipper, I read you with 1.__________ strength six. Switch to 2.__________ 12.
Over.
F.S.I.S., this is Flipper. What is the 3.__________ situation in the strait? What is the
state of the 4.__________?
Flipper: Here is the Situation Report:
Part One: While a dry-dock was being towed a 5.__________ parted 6 miles off
Green Point buoy injuring one man. A tug boat is trying to establish 6.__________
Part Two: There are sharp squalls in the Fish Haven 7.__________ .
8.__________ is reduced by fog.
Part Three: There is a vessel in 9.__________ in position 220 degrees on course 080.
While drifting without power she came into contact with an unlit 10.__________ .
There has been a 11.__________ between a Liberian tanker and a Japanese
container vessel in position 225 six miles off Fishaven Point. Stand by to render
12.__________.
What is your heading? Over.
F.S.I.S., I shall stand by to render assistance. My 13.__________ is 030. Over.
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UNIT 9
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A vessel traffic service (VTS) is a marine traffic monitoring system
established by harbour or port authorities, similar to air traffic control for aircraft. Typical
VTS systems use radar, closed-circuit television (CCTV), VHF radiotelephony and automatic
identification system to keep track of vessel movements and provide navigational safety in a
limited geographical area.
A service implemented by a competent authority, VTS is designed to improve the
safety and efficiency of navigation, safety of life at sea and the protection of the marine
environment. VTS is governed by SOLAS Chapter V Regulation 12 together with the
Guidelines for Vessel Traffic Services [IMO Resolution A.857(20)] adopted by the
International Maritime Organization on 27 November 1997.
The VTS traffic image is compiled and collected by means of advanced sensors such as radar,
AIS, direction finding, CCTV and VHF or other co-operative systems and services. A modern
VTS integrates all of the information in to a single operator working environment for ease of
use and in order to allow for effective traffic organization and communication.
Operator Working Position from Helsinki, Finland, VTS covering the area from
Emsalo to Inkoo. The image shows a typical state-of-the-art integrated operator working
position. In areas that are covered with VTS there are certain procedures for vessels to follow
such as Area Procedures, Sector Areas, Arrival and Departure Reports, Approach Procedures,
Pilotage Procedures and many more. Each of the above procedures are named with respect to
the area that they serve. For example in Norway, Oslofjord the Area Procedures are called
"OSL1" and "OSL3" and in Netherlands, Rotterdam, Maas Approach and Maas Entrance are
called "RTM2" and "RTM6" respectively.
A VTS should always have a comprehensive traffic image, which means that all
factors influencing the traffic as well as information about all participating vessels and their
intentions should be readily available. By means of the traffic image, situations that are
developing can be evaluated and responded upon. The data evaluation depends to a great
extent on the quality of the data that is collected and the ability of the operator to combine this
with an actual or developing situation. The data dissemination process exists of conveying the
conclusions of the operator.
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6.2.1.1 - Navigational warnings
Unknown object(s) in position ... .
Ice/iceberg(s) in position ... /area around ... .
Unlit derelict vessel adrift in vicinity ... at ... (date and time).
Dangerous wreck/obstruction located in position ... marked by ... (type) buoy.
Hazardous mine adrift in vicinity ... at ... (date and time).
Uncharted reef/rock/shoal reported in position ... .
Pipeline leaking gas/oil in position ... - wide berth requested.
No sufficient depth of water in position ... .
U.N. exclusion zone extending ... kilometres/nautical miles from ...- all vessels keep clear.
Navigation closed in area ... .
by ... (positions) and ... from ... (date and time) to ... (date and time).
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Route ... /Traffic Lane ... suspended.
Route ... /Traffic Lane ... discontinued.
Route ... /Traffic Lane ... diverted.
This is an extract from real VHF communications (names and fact have been changed,
however!). Make the necessary changes applying the IMO SMCP pharses and ITU Radio
Regulations rules.
Lloyd Signal Station, this is the Italian container vessel Moon Fish, CCT4. Over.
- Moon Fish, 1 4, Over.
Roger, Sir, 1 - 4.
Lloyd Signal Station, 1.________ the Italian container vessel Moon Fish. Over.
- Moon Fish. Good morning to you 2.________ Italian flag?
Roger. Italian flag.
- What is your last port of call, Sir, and what is 3.________ ?
My last port of call is Savannah, US. Next port of call Napoli. We sailed from Savannah
- Roger, Sir. And your range and your bearing? Repeat 5.________ from
Europa Point light, please, Sir?
Bearing from our ship to Europa Point light is 008 degrees, and distance eight miles,
- Roger, Sir. Thank you very much, indeed. Thank you for that information,
Sir. Have a pleasant and a quiet voyage to Naples, Italy. Should you
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6.________ any further information or assistance while in the Gibraltar area,
Lloyd's Signal Station is listening on channel 1 - 6. Pleasant voyage, Sir.
O.K. Thank you very much, Sir. 7.________ a good watch. Out.
A gang of 13 pirates, armed with knives and swords, attacked your ship off
the coast of southern Nigeria. The pirates retreated after failing to get on
board. The ship was empty and the freeboard was about 12 feet. No
injuries or damage to the vessel were reported.
Task 1: Five minutes after, you report to Tiger VTS about the
pirates attack. VTS may ask questions if you do not give enough
or relevant details that are needed for compiling a report to the
Coast Guard.
(Actors: Capt. of m/v Dragon and Tiger VTS operator)
Task 2: two weeks later you are in a pub retelling the bloodcurdling
adventures off the Nigerian coast. Although you left the pub on all fours,
you do remember the story. Will you share it?
(You may use the following words and phrases: bare hands, paint balls,
bow and arrows, kung-fu, etc).
Vessel traffic services - VTS - are shore-side (1) ............ which range from the provision
of simple information messages to ships, such as position of other traffic or meterological
hazard (2) ..........., to extensive management of traffic within a port or waterway.
Generally, ships entering a VTS (3) ............ report to the authorities, usually by radio, and
may be (4) ............. by the VTS control centre. Ships must keep (5) ................ on a specific
frequency for navigational or other warnings, while they may be contacted directly by the
VTS (6) ..................... if there is risk of an incident or, in areas where traffic flow is regulated,
to be given advice on when to proceed. SOLAS Chapter V (Safety of Navigation) states that
governments may establish VTS when, in their opinion, the (7) ............... of traffic or the
degree of risk justifies such services.
4. Correct the following VTS standard phrases by supplying the required word:
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d) What is your present track?
e) Have you swapped course?
f) You must rise anchor.
g) You are allowed to anchor at 1530 hrs UTC.
h) Large vessel is leaving the fairway- stand clear of the fairway approach
i) Your course is deviating from the radar reference lane.
BIBLIOGRAPHY
Blakey, T.N. English For Maritime Studies. 2nd ed. Hemel Hempstead, Prentice Hall
International (UK) Ltd, 1987 (ISBN 0 13 281379 3)
Carter, Hughes & McCarthy: 2000. Exploring Grammar in Context with Answers.
Cambridge: Cambridge University Press. (Upper-intermediate to advance)
Georgescu, M., Outboard Communications, Editura Nautica, Constanta, 2010, (ISBN 978-
606-8105-13-0).
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Murphy, J. 2004. 3 Rdedition. English Grammar in Use. Cambridge, Cambridge University
Press. (Intermediate to upper-intermediate).
Nettle, M. and Hopkins, D. 2003. Developing Grammar in Context. Grammar reference and
practice Cambridge University Press. (Intermediate)
Swan M. 1997. Second edition. Practical English Usage. Oxford: OxfordUniversity Press.
(Intermediate to advance).
WEBOGRAPHY
http://www.atrexx.com/maritime-vsat/maritime-vsat-applications/
http://www.fotopedia.com/items/flickr-6077667504
http://www.warshipsifr.com/LegacySite/burningShip.html
http://nfsl.navy.mil.ph/ http://www.defense.gov/photos/newsphoto.aspx?
newsphotoid=1303 http://worldmaritimenews.com/archives/49507
http://www.bnmarin.se/marin/gmdss
http://www.icselectronics.co.uk/support/kb/gmdss
http://en.wikipedia.org/wiki/Vessel_traffic_service
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