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АНГЛІЙСЬКА МОВА ЗА ПРОФЕСІЙНИМ СПРЯМУВАННЯМ
МЕТОДИЧНІ ВКАЗІВКИ ДЛЯ ВИКОНАННЯ
ІНДИВІДУАЛЬНИХ ЗАВДАНЬ
для студентів-заочників 2 курсу
за спеціальністю 271 «Річковий та морський транспорт»
ступеню вищої освіти «бакалавр»
Одеса – 2018
1
Міністерство освіти і науки України
НАЦІОНАЛЬНИЙ УНІВЕРСИТЕТ «ОДЕСЬКА МОРСЬКА АКАДЕМІЯ»
Кафедра англійської мови № 2
АНГЛІЙСЬКА МОВА ЗА ПРОФЕСІЙНИМ СПРЯМУВАННЯМ
МЕТОДИЧНІ ВКАЗІВКИ ДЛЯ ВИКОНАННЯ
ІНДИВІДУАЛЬНИХ ЗАВДАНЬ
для студентів-заочників 2 курсу
ступеню вищої освіти «бакалавр»
Затверджено кафедрою англійської мови № 2

як методичні вказівки для виконання
індивідуальних завдань з дисципліни
«Англійська мова за професійним
спрямуванням» за спеціальністю 271
«Річковий та морський транспорт» від 21.06.17
р., протокол № 8
2
Одеса – 2018
УДК 811.111 (072)
А 25
Укладач М.В. Чеснокова
Англійська мова за професійним спрямуванням [Текст]: методичні

вказівки для виконання індивідуальних завдань для 2 курсу заочної форми
навчання /Укл. Чеснокова М.В. – Одеса, НУ «ОМА», 2018. – 61 с.
УДК 811.111(072)
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© Національний університет «Одеська морська академія», 2018
Порядок виконання контрольної роботи
Методичні рекомендації призначені для студентів заочної форми

навчання 2 курсу за спеціальністю 271 «Річковий та морський транспорт»
ступеню вищої освіти «бакалавр».
Завдання складено відповідно до програми дисципліни «Англійська

мова за професійним спрямуванням» на основі спеціалізованого підручника
англійської мови для старших курсів вищих навчальних закладів морського
профілю. Підручник, який написаний колективом викладачів кафедри
англійської мови № 2, можна отримати в бібліотеці або придбати в
книжкових магазинах університету. Інші джерела є в Інтернеті.
Контрольна робота представлена 10 варіантами. Варіант, який повинен

виконати студент-заочник, визначається останньою цифрою номера його
залікової книжки. Наприклад, якщо номер залікової книжки закінчується на
«4», то варіант контрольної роботи – «4»; якщо номер закінчується на «0», то
варіант контрольної роботи – «10».
Після того, як контрольна робота виконана відповідно до вимог, що

висуваються до оформлення, необхідно здати її на кафедру англійської мови
№ 2 для перевірки викладачем. Термін здачі – не пізніше, ніж за 2 тижні до
початку сесії.
Вимоги щодо виконання контрольної роботи
Контрольна робота повинна виконуватися охайно в окремому зошиті з

полями або на зшитих разом аркушах формату А 4. Робота може бути
виконана в письмовій формі. Друкована форма на аркушах формату А 4 –
краща. Нумерація окремих завдань повинна точно відповідати варіанту
роботи. Контрольна робота, виконана неправильно або недбало, повертається
для доопрацювання. Робота з позначкою "для доопрацювання" повинна бути
виконана заново і у виправленому вигляді здана на кафедру для перевірки з
приміткою "повторно".
До іспиту студент-заочник допускається тільки після успішної усної

співбесіди з контрольної роботи.
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Завдання 1 передбачає читання і розуміння тексту по одній з десяти тем
курсу, які будуть наведені нижче, а також відповідати на питання по тексту.
Від студента вимагається уважне читання тексту, вивчення граматичних
конструкцій та лексичних одиниць. Володіння матеріалом тексту дозволить
Вам правильно відповісти на питання як в сенсі відповідності його змістом,
так і в сенсі вибору коректних структур і термінології.
Завдання 2, 3 спрямовані на перевірку знань англійської термінології в

навігації, розуміння тексту, а також можуть варіюватися в залежності від
тематики того чи іншого варіанту контрольної роботи. Можливі варіанти
завдань: читання і переклад уривка з оригінальної лоції з англійської мови на
рідну мову, аналіз і опис ситуації, представленої в повідомленні NAVTEX,
заповнення запропонованим тематичним матеріалом на рівні
словосполучення відповідних таблиць, або множинний вибір, де необхідно
вибрати один правильний варіант. Коректна комплектація таблиці або
коректний вибір однієї опції з декількох запропонованих дає безумовне
уявлення про те, наскільки добре Ви розібралися в проблематиці контрольної
роботи.
Завдання 4, 5, 6 - граматичні і пропонують трансформації речень з

активного застави в пасивний і навпаки; умовні речення першого типу. Вам
необхідно відкрити дужки, правильно використовуючи дієслівні форми,
домінуючі в професійній мові. Також необхідно зробити переклад на
англійську, використовуючи лексику за темою даної контрольної роботи.
Завдання 7 носить творчий характер. У завданні 7 Вам пропонується

провести аналіз одного з оригінальних звітів або про різні нещасні випадки з
вантажами, обладнанням. В залежності від варіанту Вам випаде нагода
проаналізувати один зі звітів MARS очевидців про некоректні дії членів
команди містка, які привели або трохи не привели до тяжкої ситуації з
людьми та судном. Ви повинні запропонувати свої аргументи щодо виходу з
ситуації, що створилася чітко за пунктами, що перераховані в завданні.
Одночасно потрібно вміти дати оцінку помилок, допущених вахтовими
помічниками або капітанами на кожному із судів відповідно до правил
МПЗЗС (ColRegs)та іншими правилами.
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Зразок оформлення титульної сторінки контрольної роботи:
Контрольна робота
з английскої мови
варіант I (II, III …)
студента 2 курса
заочної форми навчання
Прізвище, ім я, по-батькові……………..
шифр………….
Теми курсу
Для поліпшення навичок спілкування професійною англійською мовою

необхідно опрацювати усно наступні теми:
1. Ship’s measurement
2. Pilotage and pilots (Commands)
3. Distress, Urgency, Safety messages
4. Lights.
5. Buoys. Beacons
6. Anchoring. Anchorages
7. Berthing/unberthing. Mooring operations
8. Navigational warnings. Dangers.
9. Weather (reports, NAVTEX)
10. Life-saving appliances
Список навчальної літератури:
1. Монастырская О.И., Дорошенко Л.П. и др. Professional English in

Navigation. – 3-е изд. – Одесса: Феникс, 2011.
2. Klaas van Dokkum. Ship’s knowledge. Ship design, construction and
operation. – Dokmar Maritime Publishers B.V., 2012 – 384 p.
3. Klaas van Dokkum. The ColRegs Guide. – 4 th Edition Dokmar, Enkhuizen, the
Netherlands, 2012. – 196 p.
4. Common Shipping Terms and Abbreviations. – London: School of Shipping,
2002. – 37 p.
5. MARS (Marine Alerting and Reporting Scheme) reports. – The Internet.
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6. International Regulations for Preventing Collisions at Sea, 1972 (ColRegs). –
Одесса: Феникс, 2013. – 92 с.
Документи ММО
1. Cтандартные фразы ИМО для общения на море. – Санкт-Петербург, 1997.

2. International Regulations for Preventing Collisions at Sea, 1972 (ColRegs). –
Одесса: Феникс, 2013. – 92 с.
3. Information for Seafarers Regarding Watchkeeping Standards (including
Manila 2010 Amendments). – Canberra: AMSA, 2013. – 36 p.
4. Marine Guidance Note (MGN) 315 / Keeping a Safe Navigational Watch. –
London: Maritime and Coastguard Agency, 2006. – 10 p.
Далі – контрольні завдання: варіант 1-10.
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Variant № 1
I. Read the text and answer the questions.
SHIP’S MEASUREMENT
Ships vary in size. We can express a ship’s size in weight, volume, depth, length,
and breadth.
Weight. A floating ship displaces the water equal to her own weight. For that
reason, ship's weight is expressed in terms of displacement. Displacement is
defined as light displacement and load(ed) displacement.
Light displacementis the weight of water displaced by a vessel when floating
with no cargo, fuel, ballast water, crew, passengers, stores or any other weights
not forming part of the hull or machinery or fixed equipment of the ship. In other
words, it is the actual weight of the empty ship. It is used in draft survey
calculations and when a vessel being sold for scrapping.
Load(ed) displacementis light displacement plus the weight of cargo, fuel, stores
etc. It is the total weight of a ship and all that she is carrying.
Deadweight (DWT) is the weight of the cargo, stores, fuel, passengers etc.
carried when the ship is fully loaded the summer load line. It expresses the total
weight that a ship can carry. The difference between the load displacement and
the light displacement is deadweight.
Volume. Tonnage is a measurement of the enclosed volume of a ship used to
describe her capacity. It does not indicate displacement and weight. It is used
for the calculation of tonnage taxes and the assessment of charges for
wharfage and other port dues.
Gross tonnage (GT) refers to the volume of ship's enclosed spaces in the ship's
hull and of the enclosed spaces above the deck. The capacity is measured in cubic
feet. (100 cubic feet = 1 ton). It is widely used to describe the size of passenger
vessels and ferries and it is the basis of port charges for all ships.
Net tonnage (NT) represents the volume of the ship available for cargo and
passengers. It is obtained by deducting the spaces used for the accommodation of
the ship's master, officers, crew, and the navigation and propulsion machinery
from the gross tonnage.
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Length. A ship’s length is measured as length overall and length between
perpendiculars. Length Overall (LOA) is measured from the extreme forward end
of the stem to the extreme aft end of the stern.
Length Between Perpendiculars (LBP) is measured from the main bow
perpendicular to the main stern perpendicular.
Breadth. Beam is the breadth of the ship at the broadest point. A ship's extreme
breadth is measured from the most outboard point on one side to the most
outboard point on the other at the widest point on the ship.
Depth. The vertical distance between the waterline and the uppermost watertight
deck is called freeboard (F).
The distance between the waterline and the deepest part of the ship is draught
(draft).It is also defined as the amount of water that the vessel draws. The ship’s
draught is determined by reading the draught marks marked on each side of the
bow and stern of the vessel. A ship’s draught is usually measured as draft forward
(Tf), draft aft (Ta) and mean draft (T or Tm). The mean draught is the average
draught. The maximum permitted draught varies according to the seasons, the
salinity and density of waters that the ship plies. Fresh water is less buoyant than
salt water. Each vessel is allocated load line marks to show the maximum depths
to which the ship may be immersed.
Air draught defines the height from the waterline to the highest point of the ship.
This information is required by the ships when they make pass under the bridges
or power cables.
1. How can we express a ship’s weight?
2. What is understood by displacement?
3. What types of displacement exist?
4. What is the difference between the load displacement and the light
displacement called?
5. What is tonnage?
6. What kinds of tonnage are extinguished?
7. What is gross tonnage?
8. What is net tonnage?
9. What is LOA?
10.What is breadth of the ship?
11.What is air draught?
12.What is defined by air draught?
13. Why is the information of air draught required?
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II. Choose the correct word or word combination to complete the gaps in the
passage
III.
Aft, accommodation, starboard, port, deck, superstructure, bridge
The deck-house is called the___________________. It is usually a structure on the

______________________ for different technical purposes. It doesn’t serve
as____________ for the crew. Modern ships usually have one superstructure,
positioned_____________________ or at three quarters of the hull. The full title of
the _______________________ is the navigating bridge.
_____________________ means the right-hand side of the ship facing the bows,
or front, and ______________________means the left-hand side.
IV. Correct the mistakes and give right definitions.

1. In shallow water the vessel’s beam is an important factor to obtain а
clearance to proceed.
2. Before а berth along an embankment is allocated, the port authorities will
have to know the total width of the ship.
3. Due to the salinity of seawater, the draft in seawater is greater than draft in
fresh-water.
4. When а vessel’s draft is greater than the vertical clearance will allow, we
speak of а top-hampered vessel.
5. The fore-perpendicular is the diagonal line through the point where the
Construction Waterline and the stem intersect.
V. Study the Passive Voice Constructions.

a) Change the sentences from Active into Passive:
1. The tonnage of a vessel indicates the measurement of her weight, size and
capacity.
2. A floating ship displaces the water.
3. Ullage will prevent a tank from overflowing when the oil expands due to
heat.
4. Reading the draught marks determines the ship’s draught.
5. Ships have required information about air draught.
b) Change the sentences from Passive into Active:

1. Ship’s weight is expressed in terms of displacement, i.e. in tons.
2. Water is displaced by a vessel.
3. A channel is spanned by a bridge.
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4. The ship’s draught is determined by reading the draught marks marked on each
side of the bow and stern of the vessel.
5. The inside height of the vessel is indicated by moulded depth.
V. Give the English equivalents for the following terms. Find them in the
picture and put the corresponding number.
Russian English №
Носовой шпринг
Носовой прижимной
конец
Носовой продольный
конец
Нос/форштевень
Левая носовая скула
Правая кормовая
скула
Кормовая часть
Траверз
Левый борт
Вперед, впереди
Буксирный трос
Бак, полубак
Кормовой прижимной
конец
Мостик
Наибольшая
продольная длина
VI. Translate the following sentences

1. Величина судна определяется его главными измерениями: длиной,
шириной и высотой борта.
2. «Длина судна» - это длина, измеренная между перпендикулярами из
крайних точек судна на уровне самой высокой грузовой ватерлинии деления
на отсеки.
3. «Ширина судна» - это наибольшая ширина между наружными кромками
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шпангоутов на уровне или ниже самой высокой грузовой ватерлинии деления
на отсеки.
4. «Осадка» - это расстояние по вертикали от теоретической основной
плоскости до данной грузовой ватерлинии деления на отсеки, измеренное на
миделе.
5. Расчет предельной длины затопления в любой точке длины судна должен
производиться с учетом формы, осадки и других характеристик данного
судна.
6. Для определения осадки в носовой и кормовой оконечностях судна, а
иногда и посредине наносят специальные шкалы.
7. Линия пересечения корпуса судна горизонтальной плоскостью,
совпадающей с поверхностью воды, называется ватерлинией.
8. Малый запас воды под килем в условиях плавания на мелководье
представляет собой реальную навигационную опасность.
VII. a) Read the report from MAIB (Marine Accident Investigation Bureau)
and describe the events mentioned in it.
Capsize and flooding of berthed scallop dredger Fredwood

resulting in loss of the vessel
On 6 April 2016, the UK registered fishing vessel Fredwood flooded and sank in
Maryport, Cumbria, England. Fredwood listed away from the quay wall as it took
the ground on a drying berth and then toppled onto its port side as the tide went
out. Fredwood’s hull planking was damaged when the weight of the vessel came to
rest on a sonar tube that protruded from the bottom of the hull. The tube was
pushed upwards damaging the hull planking around it which allowed water to
flood in as the tide rose later that morning. Fredwood sank alongside the berth and
was declared a constructive total loss.
Safety issues
 The crew did not tend the mooring lines or take action to ensure the vessel
leaned onto the quay as the tide went out
 The crew response to the vessel listing heavily away from the quay and its
subsequent flooding was inadequate
 The port authority was underfunded and lacked commercial maritime experience
b) Analyze the situation and decide which of these factors caused the capsizing,
flooding and sinking of the berthed vessel. Prove your decision.
1. fall of tide;
2. damage the hull planking by the tube;
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3. rise of tide;
4. inadequate actions taken by the crew.
Variant № 2
PILOTAGE
Pilotage involves directing and controlling the movement of a vessel while

entering or leaving port or navigating restricted waters. Ships require pilotage
because masters are not expected to know the local features such as currents, tides,
wind direction at ports and berthing area specialties. Pilotage IS compulsory at
almost all ports or canals of the world. Nowadays many masters carry out their
own pilotage while working under a Pilot Exemption Certificate for specific ports.
Marine pilots are licensed by the local port or maritime administration to guide
vessels while passing a canal, a strait or a river or at the port approaches. The
function of a marine pilot on board may be pilotage liaison, ship handling and
bridge support. They have knowledge of local currents, tides, shoals, weather
conditions and provide effective communication m the local language with shore
and tugs. The pilots provide the pilotage services for a fee. This fee is calculated
in relation to the ship’s tonnage, draught or other criteria.
The master may delegate the conduct of the ship to the pilot but the presence of
the pilot doesn’t relieve the master or the officer of the watch of their duties and
responsibilities for safe navigation. The pilot bears some responsibility of safe
passage but he is not liable to any collision or any damage to ship because he is an
expert adviser only.
If an inbound vessel requires the pilotage service, the ship’s agent or the master
establishes a contact with the pilot station according to the procedures in the
related volume of the Admiralty List of Radio Signals.
Once the contact established, the pilot station may require the information
including the draught of vessel, manoeuvring speed, the size of vessel, the nature
of cargo and the requirements for tugs, linesmen and mooring boat.
Normally the pilot joins a vessel at sea via a pilot boat (launch) or a helicopter.
The pilot boat comes alongside the vessel and the pilot embarks and disembarks
on the ship by a pilot ladder, a combination ladder or a hoist. Any appliances for
pilot boarding are called pilot transfer (boarding) arrangements.
13
The shipmaster assigns an officer for the welcome and the escort of pilot. The
duty officer supervises the rigging of the pilot transfer arrangements and the
embarkation or disembarkation of the pilot. He carries a hand VHP to
communicate with the navigation bridge and welcomes the pilot at the pilot access
point. When the pilot embarks and arrives on the bridge, he joins the bridge team.
The master informs the pilot of the ship’s characteristics. The pilot may have a
look at the wheelhouse poster and the pilot card.
1. Why do ships require pilotage service?

2. In what places does a ship need a pilot?
3. What is the function of a marine pilot on board a ship?
4. Who is responsible for safe navigation when the pilot is aboard?
5. Where can a navigator get information about the pilotage procedures of a
port?
6. How does a pilot join the vessel?
7. What appliances may be used for the embarkation of a pilot?
8. Where does the duty officer welcome the pilot?
II. Read and translate the extracts from Ex 10 Admiralty Sailing Directions №
64. (13 th Edition 2002. Red Sea and Gulf of Aden Pilot).
1. Pilotage is compulsory for all vessels above 150 nrt which are bound for the port
of El'Aqabafor the purpose of berthing, unberthing or entering the Near and Far
anchorage areas. Under normal conditions berthing and unberthing in the main port
area is undertaken 24 hours a day.
Pilotage is not compulsory for vessels proceeding to sea from the anchorages.
Pilotage is reported to be compulsory for vessels instructed to anchor in the Far
Anchorage as well as the in the Near Anchorage; it is reported to be only available
during daylight hours.
One hour notice of ETD should be given to Port Control for a pilot.
The pilot boat is black hulled with white superstructure.
2. Pilotage for merchant vessels is compulsory for many of the ports in the area of
this volume. In other cases pilotage though optional is advisable; in such cases
where qualified pilots cannot be obtained details of arrangements for obtaining
local unqualified pilots are given in the text where these are known. Arrangements
for pilots should be made through shipping agents well in advance of arrival.
14
3. Pilotage is not compulsory for entering or leaving harbour, but can be provided
by the local agent if required, 3 hours notice is required. However, it is compulsory
for birthing and unberthing operations at Magathu Faalan. Tugs are available.
III. Fill in the missing words. Choose them from the following list.
rail, safety, firmly, bulwark, ladder, stable, to ensure, rigidly, handrails
Bulwark Ladders
To ensure the ______________ of pilots and other persons using
______________ ladders to board or disembark from a vessel owners and masters
are requested _______________ that they are as _________________ as possible,
that hand-hold stanchions do not form part of the bulwark ladder but are
_________________ secured to the bulwark itself or the ship’s
________________.
If however, the stanchions and/or __________________ do form part of the
ladder, then the __________________ itself must be secured _________________
to the ship’s structure.
IV. Study the Passive Voice Constructions.

1. The Master of the vessel requires a pilot.
2. He has sent a message to Pilot Offices.
3. The Master will confirm destination at least 4 hours prior to arrival at a Pilot
Station.
4. The master may delegate the conduct of the ship to the pilot.
5. The message must contain information about the vessel.
1. The master or the OOW won’t be relieved of the duties for safe navigation by
the pilot.
2. Marine pilots are licensed by the local port or maritime administration.
3. The Pilot ladder may be used by officials and other persons.
4. The rigging of the pilot transfer arrangements are supervised by the duty officer.
5. The pilotage service has been required by an inbound vessel.
V. Study the first type of Conditional Sentences. Put the verbs in brackets in the
correct tense.
15
1. If the pilot (to be) on the bridge it (not to relieve) the Master from his duties and
obligations.
2. If ships (to require) pilots they (to make) customary signals.
3. If a pilot (to be required) in daylight ships (to display) the flag “G” (Golf) of the
International code of Signals.
4. If a pilot (to board) the ship in the offing he (to be taken) aboard from lee side.
5. If the pilot (to con) the ship only to the entrance of the port, the port pilot (to
embark) the ship to maneuver her to the berth.

1. Если Капитан не знает местных условий плавания, то требуется лоцман
для проводки судна.
2. Судно осуществляет предварительный обмен информацией
приблизительно за 24 часа до прибытия лоцмана на судно.
3. Для вызова лоцмана обычно поднимают флаг “G” Международного свода
сигналов.
4. Капитан и лоцман должны согласовать все поправки к плану, когда лоцман
прибудет на борт судна.
5. При следовании судна к порту с лоцманом консультируются относительно
того, с какой скоростью судно должно идти и каким курсом.
6. У трапа лоцмана обычно встречает вахтенный помощник.
7. Вся ответственность возлагается на капитана, когда лоцман на мостике.
8. Лоцман информирует капитана обо всех местных условиях плавания.
Series of mis-steps end in the sea
A vessel was underway in darkness having just disembarked the pilot.
Winds were modest at B6 and there was a swell of about three metres. Air
temperature was a cool 8C. The bosun, assisted by three other crew, was bringing
on board and securing the pilot boarding arrangements. The bosun descended to
the lower platform of the accommodation ladder to disconnect the latching
mechanism which secured the pilot ladder to the accommodation ladder.
After the bosun had pulled up the lower section of the pilot ladder and
placed it on the accommodation ladder, he asked one of the assisting crew to heave
up the accommodation ladder. Each time the crew tried to hoist the ladder, it
descended rather than moving up. After a few attempts, the crewman stopped the
operation, but at this time a noise was heard and the crew realized the
16
accommodation ladder was now hanging vertically down. The bosun could not be
seen; he had not been wearing a lifejacket or a lifeline. A life ring and light were
thrown into the water and the bridge informed. Despite many hours of the
searching using their rescue boat, the vessel itself, the pilot boat and other boats in
the area, the bosun could not be located. His body washed ashore three weeks later.
The investigation found it probable that when the ladder was mistakenly
lowered (instead of raised), the weight of the ladder transferred from the hoisting
wire to the latching mechanism. The mechanism failed under a load that it was not
designed to hold, and the resulting shock load on the wire caused failure and free
fall of the lower end of the accommodation ladder, leaving it in the vertical
position.
The investigation also found it probable that the non-permanent air hose
connections for powering the hoist/lower function of the accommodation ladder,
which were unmarked, were mistakenly inversedwhen connected initially, hence
the lowering action achieved when the crew wanted to hoist.
Additionally, it was found that the wire on the failed accommodation ladder was in
fact only 55 long instead of the manufacture’s recommended 67 metres. This
probably caused undue stress and further undermined the wire’s integrity,
especially considering that at least two wraps were needed on the drum at
maximum payout.
The investigation further found that the bosun was working in contradiction
to the company procedure for this operation, having neither life jacket nor safety
line. None of the other crew working with the bosun had interjected to advise him
of these shortcuts.
b) Analyze the case and decide which of these factors caused the accident.
Comment on them
- no PPE;
- adverse weather;
- the violation of pilot boarding arrangements.
17
Variant №3
DISTRESS, URGENCY, SAFETY MESSAGES

Distress means a state of danger that arises unexpectedly. The following situations
are accepted as distress: fire / explosion; collision; sinking; grounding; flooding;
disabled and adrift; listing (in danger of capsizing); piracy and armed attack;
person overboard.
The transmission of a distress alert MAY DAY indicates that a ship or a person is
in grave and imminent danger as listed above and requests immediate assistance or
rescue. Any station which receives a distress alert shall stop any transmission and
continue to listen until the call has been acknowledged.
The distress call has absolute priority over all other transmissions so that it is
addressed to ALL STATIONS. Ship-to-shore distress alerts are used to alert
Rescue Coordination Centres (RCC) via coast stations or Coast Earth Stations
(CES) that a ship is in distress. Ship-to-ship distress alerts are used to alert other
ships in the vicinity. The distress alert relay shall contain the identification of the
ship in distress, its position and all other information which might facilitate rescue.
If a distress signal is sent by radiotelephony it consists of the spoken word
MAYDAY.
As soon as the ship in distress receives the acknowledgement, she commences the
distress traffic by radiotelephony on the distress traffic frequencies (2182 kHz on
MF and channel 16 on VHF).
The urgency signal PAN PAN indicates that the calling station has a very urgent
message to transmit concerning the safety of a ship or a person. The following
situations require urgency communication: technical failure such as loss of power,
steering or propeller, listing because of the cargo shifting without the risk of
capsizing, fire on board that can be controlled with additional firefighting
equipment and not requiring evacuation of all persons, communication concerning
medical advice, announcing and identifying medical transports.
The transmission of urgency message is carried out in two steps: the
announcement of the urgency message and the transmission of the urgency
message. The first announcement of a DSC urgency call is carried out by the
18
transmission of an urgency call on the channel 2187.5 kHz on ME or the channel
70 on VHF. The DSC urgency call may be addressed to all stations or to a specific
station.
If an urgency signal is sent by radiotelephony it consists of the expression PAN-

PAN which is repeated three times.
The safety signal SECURITE indicates that the calling station wants to transmit a
message containing a severe weather warning or a danger to navigation. It shall be
sent only on the authority of the master.
Safety calls and messages may be addressed to ALL STATIONS, all ships in a
specific area or a specific station. The safety calls will normally be sent on Ch70
or 2187.5 kHz and the frequency on which the safety message will be transmitted
shall be included in DSC call. The ships receiving the DSC safety call shall not
acknowledge the receipt of safety call, but shall tune the radiotelephony to the
frequency indicated and listen to the message. They may stop listening when they
are satisfied that the message is of no interest to them.
After transmitting the safety call, the operator switches the transmitter to VHF
Channel 16 or frequency 2182 kHz and transmits the safety message.
1. What does distress mean?

2. What situations can be considered as distress?
3. What does MAYDAY indicate?
4. What does PAN-PAN indicate?
5. What situations can be considered as urgency?
6. How is an urgency message transmitted?
7. What does the safety signal indicate?
8. What frequencies are used for the transmission of s safety call?
9. What do the ships do when they receive a safety call?
10. Who has the authority for sending a safety message?
II. Read and translate the extracts from Ex 10 Admiralty Sailing Directions
№ 64. (13thEdition 2002. Red Sea and Gulf of Aden Pilot).
1. Pilotage is compulsory for all vessels above 150 nrt entering, navigation within,
or leaving the port. It is available throughout 24 hours, except for tankers for which
pilots are available between 0700 and 1600. The pilot boards from one of two
modern, fast orange launches with a white superstructure; a doctor boards with the
pilot.
19
In the N approach the pilot boarding position, as shown on the chart, lies 1 miles
NW of ShibQaham Light ( 21º 27'· 2 N, 39º06´·6E)for terminal bound vessels.
However, it is reported that the pilot usually boards just outside Bawabat al
MamarralWusta (Middle Gateway).In the S approach the pilot boards, as shown on
the chart, 5 cables WSW No 9 Light- buoy (21º24·2N, 39º05·5E) for vessels of 5·5
m draught or less.
2. Pilotage is compulsary.It is available in daylight hours only though exceptions to
this rule may sometimes be made at the discretion of the terminal authorities.
The Harbour Master, who acts as a pilot, boards the vessel in the waiting area
which lies, as shown on the chart, about 1 ½ miles SE of Ras Gharib; berthing and
unberhting is undertaken during daylight only.
3.The pilot will meet the vessel in a position 2 miles off the port and will remain
on board while the vessel is in port. The pilot will not board until pratique has been
granted.
III. Choose the correct procedure (Distress, Urgency, Safety) Explain your
choice. Make up a VHF message.
1. A crew member is badly injured and you want him taken ashore.
2. At about 1823 UTC on 31 October 2004, the 2159gt Isle of Man registered
tanker Border Heather suffered an explosion and fire in her forecastle while in
Grangemouth. Significant damage was caused to the vessel’s structure and
systems but no-one was injured and there was no pollution.
3. At 0153 UTC on 7 June 2001, the Panamanian-registered refrigerated cargo
vessel Atlantic Mermaid, collided with the Cypriot-registered general cargo
vessel Hampoel, off the Varne in the south-west bound lane of the Dover Strait
traffic separation scheme.

1. The transmission of a distress alert MAY DAY indicates imminent danger.
2. The crewmember fired a gun or other explosive signal at intervals of about a
minute.
3. The GMDSS has utilized traditional radio communications and integrated them
into a coordinated system with satellite system.
4. The distress alert will identify the ship’s position and other information to
facilitate the rescue.
5. The ships receiving the DSC safety call shall not acknowledge the receipt of
safety call.
20
1. Important meteorological warnings were given by radiostation.
2. The safety message has been transmitted on VHF Channel 16 by the operator.
3. Safety calls and messages may be addressed to all ships in a specific area by a
vessel which encountered the severe weather.
4. The distress call must be acknowledged by Rescue Coordination Centre.
5. In case of urgency the call will be repeated 3 times by an operator.
V. Study the first type of Conditional Sentences. Translate the following

sentences. Mind first type of Conditionals in some of them.
1. Если на судне пожар, то посылается сигнал бедствия.
2. Если сигнал бедствия посылается по радиотелефону, то используется
слово MAYDAY.
3. Если будет послан сигнал срочности, то это значит, что судну требуется
дополнительное противопожарное оборудование или консультация врача.
4. Если был послан сигнал безопасности, то это значит, что сообщались
важные метеорологические предупреждения.
5. Если послан сигнал безопасности, то он адресуется всем станциям, всем
судам определенного района.
VI. Choose the right procedure.

1. Your ship is sinking and you need a lifeboat to come to your rescue.
a) distress procedure
b) urgency procedure
c) safety procedure
2. You propeller has dropped off in a gale 2 miles off Cape F. with an onshore
wind
c) safety procedure
3. You are not under command and you wish to warn other shipping to keep
clear.
c) safety procedure
4. You see a ship sinking, and you wish to advise the appropriate SAR
authorities.
21
c) safety procedure
5. Your propeller has dropped off, 100 miles from Cape D. with an offshore
wind.
c) safety procedure
VII. a) Read the text and describe the situation.

GROUNDING AND SINKING OF SAIL TRAINING VESSEL LORD RANK
Lord Rank was engaged in a charity fund-raising event and was scheduled to
call at a number of Northern Ireland ports. On 8 June, the vessel completed her
fund-raising activities at Ballycastle and departed port at 2100 with three crew and
three passengers on board. The next port of call was Portrush, a passage of about 3
hours under power. No passage planning was undertaken. On clearing the
breakwater, the skipper ordered the helmsman to head in a northerly direction.
About 10 minutes later he ordered the helmsman to alter course to port and head
towards a visual reference point. No further position monitoring was undertaken.
The vessel went aground on Carrickmannanon Rock at about 2123. The skipper
then broadcast a ‘PAN PAN’ message on VHF radio that was acknowledged by the
Coastguard. A rescue operation involving a helicopter, an inshore lifeboat and an
all-weather lifeboat ensured that the crew and passengers were landed safely
ashore. STV Lord Rank subsequently sank.
b) Analyze the situation and make up the appropriate VHF message using the
given situation.
The skipper requires assistance. Contact Coastguard.
Ask for the helicopter, inshore and weather lifeboats to be sent immediately.
Give your position. Exchange information.
22
Variant № 4
LIGHTS AS AN AID TO NAVIGATION
Aids to navigation are special structures like lighthouses, beacons,
lightships, beacons, buoys, that are used to enhance safety by providing more
opportunities to obtain LOPs. These lights and marks are prescribed across the
world by the International Association of Lighthouse Authorities (IALA).
Light identification. During daytime, the identification of aids to navigation is
accompanied by observing: location, shape, colour scheme, auxiliary features
(sound signals, RACON, RC, etc) or markings (name, number etc.). During the
night, we use the features of the aid to navigation’s light to both identify it and
ascertain its purpose. There are 3 features to describe the light: colour- either
white, red, green or yellow. If no colour is stated in the chart, default is white;
period - the time in seconds needed for one complete cycle of changes; phase
characteristic – the particular pattern of changes within one complete cycle.The
common types are: Fixed (R), Flashing (FI.), Quick Flashing (Qk.Fl.), Isophase
(Iso.), Occulting (Occl.), Alternating (Al.), Group Flashing (Gp.Fl.), and Long
Flashing (L.Fl.).
All lighted aids to navigation are either major or minor lights, where major lights
are used for key navigational points along sea-coasts, channels and harbor and
river entrances. These lights are normally placed in lightships, lighthouses and
other permanently installed structures, providing both high intensity and high
reliability of the lights. Major lights are then subdivided in primary lights (very
strong, long range lights used for the purpose of making landfalls or coastal
passages) and secondary lights (shorter range lights found at harbor and river
entrances). Important details of primary lights can be found in a reference called
the Light List where information can be found which is not included in the chart.
Minor lights are likely to be found within harbours, along channels and rivers.
Lighthouses are major structures placed on headlands, at harbours and port

entrances or on isolated dangers. They assist the navigators in determining
location and warn the navigators of potential hazards. They provide high intensity
and reliability. Most lighthouses produce sound to help the mariners in poor
visibility. Lightships are used in waters that are too deep for a lighthouse or places
where a lighthouse is impracticable. They are anchored permanently and mark
23
marine traffic routes. The necessary information about lighthouses and lightships
can be found in the Light Lists or on nautical charts.
Lighthouses are located on land and at sea. In most cases lighthouses are erected
on solid foundations, sometimes the foundation is a framework. Lights are often
exhibited from piles, poles, posts, pillars, staffs, etc.
Lighthouses vary in appearance. They are circular, pyramidical, quadrangular,
square, cylindrical, triangular, rectangular, hexagonal and octagonal. Lighthouses
are built of steel, stone, concrete, wood, iron, brick, etc. Lighthouses are painted
white, yellow, red, etc., sometimes they are stripped, i.e. they are painted in
horizontal or vertical stripes of different colors.
Also, the lights may be leading, rear and front. When leading lights are exhibited
the front light is always lower than the rear light.
1. What can be identified as aid to navigation?

2. What criteria are important for identification of aids to navigation during
daytime/night?
3. When and where must major lights be used?
4. Where are major and minor lights placed?
5. What information can be found in the Light List?
6. What purpose does a light serve in navigation?
7. Where are lighthouses located?
8. Where can a mariner find the necessary information about lighthouse?
9. What are the shapes of lighthouses?
10. What materials are they built of?
11. What color are they painted in?
12. What are the colors of lights?
II. Read and translate the extracts from Ex 10 Admiralty Sailing Directions №
64. (13th Edition 2002. Red Sea and Gulf of Aden Pilot).
1. A light is exhibited from the Suez Canal Authority signal tower situated at about
km 3Eand also from the head of a pier close E; a further light is exhibited from the
W bank of Bur Said By-pass (position approximate) at about km 13E and also
from the signal tower at km 19.
A light is also exhibited from a beacon on the shore at the bifurcation of the canal
between Bur Said West Branch and Bur Said By-pass at about km 15½; a light-
beacon (S cardinal) stands in the canal close S.
24
2. A light (29º57´·2N, 32º32´·0E) is exhibited from a lattice tower (black and
white bands, diamond topmark) standing on the E arm of the Petroleum Jetty.
A light (Lat. 16º 40´ S., Long. 39º30´E.) is exhibited, at an elevation of 164 feet
(50metres 0), from an octagonal tower, the upper part of which is painted white
and the lower part red, 89 feet (27 metres 1), in height, situated on a sandhill near
Ponta Caldeira. The keepers' dwellings are on the either side of the lighthouse and
are painted white.
Malina Point Light is exhibited at an elevation of 24m from a hut (red and white
chequered diamond daymark) situated on the point. In NE winds there is good
anchorage for small craft close NW of Malina Point, in depths of about 11m (36
ft).
A shoal with a least depth of 12·2m (40 ft) over it lies 2 ½ miles SSW of Malina
Point, off the entrance to Viekoda Bay which opens off the side of Kupreanof.
III. Decipher these abbreviations:

a) Fl4s 35s 6M;
b) Fl(2)15s54ft15M;
c) Alt.WG65ft;
d) ISO6s69ft15M;
e) Occ.R11M;
f) F.R.31ft10M.
IV. Fill in the blanks with the appropriate preposition and translate:
1. A light is exhibited, … an elevation … 98 feet, … a white flat-roofed building

… black horizontal band, situated … the eastern side … Bearcove Point.
2. A black spindle buoy is moored … the shallow reef, extending 3 cables
southward … rocky ledges , one … which dries 9 feet.
3. A red beacon, surmounted … a cone, marks the outer end … a reef which
extends … 4,5 cables west-south-westward … Clover, the eastern entrance point.
4. A fixed and flashing green light is exhibited … an elevation … 89 feet … a
white octagonal tower 84 feet … height, situated … the head … the mole, … the
eastern side … the entrance… port.
5. A light is exhibited … an iron column, 7 feet … height, situated … the head …
the mole.

1. IALA prescribes lights and marks across the world.
25
2. Mariners can find important information of primary lights in the Light List.
3. Haze or thick weather more easily obscure weak lights.
4. The marine should not trust solely to colour of sector lights.
5. A strongly illuminated background may affect the sighting of a light.
1. Major lights are controlled by Coast Guard.
2. The details of all changes in aids to navigation will be described in Notices to
Mariners.
3. The majority of lights are maintained year-round.
4. A few watched light stations were replaced by automatic winter lights.
5. High intensity and reliability have been provided by major lights.
VI. Study the first type of Conditional Sentences. Translate the following
sentences. Mind first type of Conditionals in some of them.
1. Если выставлять автоматические огни, то моряки не могут увидеть их
днём.
2. На освещаемый береговой знак нельзя полагаться.
3. Если основной огонь не горит ночью, то аварийный огонь включается
автоматически.
4. Если навигация открыта, то все огни выставляются.
5. Огни выставляются на различных заметных постройках.
6. Если ледовая обстановка требует временной остановки навигации, то огни
в районе временно не выставляются.
7. Огни используются для обеспечения безопасного мореплавания.
8. Если средства навигации подвержены смещению, то моряков
предупреждают об этом.
GROUNDING OF GENERAL CARGO VESSEL MIDLAND 2
On the arrival of Midland 2, an ex-Russian river-class general 4, 966gt cargo
ship, at Plymouth at about 2325, the pilot gave the master his passage plan but the
master did not reciprocate with a pilot card. The master/ pilot exchange consisted
mostly about the ship’s speed and the bow thruster. The ship was twin screw,
around which were steerable nozzles, linked to one central rudder. As the ship
made progress towards her berth at about 4.5 knots, she was set to starboard by the
ebb tide, to such an extent that a larger turn had to be made into a narrow channel.
The ship’s head did not turn fast enough, and, despite use of the two engines, the
26
bow thruster and the pilot boat, she grounded. After being refloated, no damage
was found to the ship’s hull.
Action taken
The Chief Inspector of Marine Accidents has written to the following:
Cattewater Harbour Commission’s harbour master to consider a review of the
navigational light at Fisher’s Nose; moving the pilot boarding area to seaward, if a
ship needs more time for the master/ pilot exchange; the process of pilot training
and a review of the guidelines on the use of tug assistance.
Midland 2’s managers to ensure that their navigating officers prepare passage plans
from berth to berth; a navigating officer is designated to monitor the ship’s
position while a pilot is on board; the ship’s pilot card is given to a pilot; and tasks
on checklists are actually carried out and not just signed off.
A Flyer has been produced for the benefit of the Port Marine Industry, which
identifies the safety issues raised by this incident. Further to this, a
recommendation has been made to the Port Marine Safety Code Steering Group to
consider the safety issues identified in the Flyer when discussing best practice for
master/ pilot information exchange, and pilot familiarization for ships with unusual
propulsion and maneuvering systems.
b) Analyze the situation and decide which of these factors caused grounding the
vessel. Prove your decision.
a) High slack tide;
b) The ebb tide;
c) Lack of master/pilot information exchange concerning the vessel’s
characteristics.
27
Variant № 5
THE IALA SYSTEM OF BUOYAGE
Aids to navigation (ATONs or navaids) are designed for assisting a navigator in
determining safe course or position, or to warn of dangers or obstructions to
navigation. In 1973, observing the need of urgency an attempt to find a single
world-wide system of buoyage was made by the Technical Committee of the
International Association of Lighthouse Authorities (IALA). IALA is a non-
governmental body which brings together representatives from aids to navigation
services in order to exchange information and recommend improvements to
navigational aids based on the latest technology.
IALA concluded that the use of only two alternative systems was practicable by
dividing the world into two regions. It proposed a system allowing the use of both
Cardinal and Lateral systems in each region, but whereas in Region A the colour
red of the Lateral system is used to mark the port side of channels and the colour
green the starboard side, in Region B the colours are reversed.Region A covers
Europe, and the rest of the world except America, Japan, Korea and Philippines.
Region B covers America, Japan, Korea and Philippines.
The IALA system has now been implemented throughout much of the world.
In 1980 a conference, convened with the assistance of IMO and IHO the
lighthouse authorities from 50 countries and the representatives of 9 international
organizations concerned with aids to navigation, agreed to adopt the rules of the
new combined system, and reached decisions on the buoyage Regions.
Buoys are floating objects anchored to the bottom. They are used to mark
channels, shoals, wrecks, obstructions and other dangers to navigation. The
location of each buoy is displayed on a chart.
There are five types of buoys:» Lateral » Cardinal »Isolated danger » Safe water »
Special
Lateral buoysshow the direction of the fairway. The lateral buoys differ between
Region A and Region B. In Region A, red buoys mark the port side of the channel
and green buoys mark the starboard side of the channel. In region B, the red buoy
is for starboard side and the green is for port side.
28
Cardinal buoys indicate the safe side of a danger. A cardinal buoy is placed in
one of the four cardinal points. The navigator is safe if he passes the north of a
north mark, the east of an east mark, the south of a south mark and the west of a
west mark. The top marks of cardinal buoys are black double-cones. For instance,
the North is two cones with their points up, the South is two cones with their
points down. The cardinal buoys are pillar or spar type. When they are lighted,
they exhibit white light.
Isolated danger buoys indicate the position of an isolated danger. They have
black double-sphere topmark. Safe water buoys indicate that there is navigable
water around the mark.
Special buoys are used to indicate special areas including traffic separation zone.
Ocean Data Acquisition System buoys, spoil ground, military exercise zone, cable
or pipeline, anchorage, mooring, diving and recreation buoys. They have yellow
light and X-shaped topmark.
1. What was done by the Technical Committee of the IALA in 1973?

2. What is IALA?
3. What caused the necessity to create a single world-wide system?
4. What did IALA propose?
5. What are the main types of buoys?
6. How do their functions differ?
7. In what Region is the colour red of the Lateral System used?
8. For what purpose is the colour red used in Region A?
9. What colour of the Lateral system is used to mark the portside in Region B?
10. How many countries adopted the rules of the new combined system?
11. What do the buoys mark?
12. What is the function of the Lateral and cardinal buoys?
II. Translate the extracts from the Pilot book

1. The approach to the channel to Swell Harbour is marked by two black barrel-
shaped buoys. The outer buoy is moored in 4 fathoms and 2 miles south- westward
of the lighthouse B. The inner buoy, conical, is moored on the outer edge of the bar
about 2 miles south-westward of the lighthouse B.
2. No 1 Light-buoy is moored on the SE side of the channel 3 ½ cables from the
head of East Breakwater.
29
No 2 Light-buoy is moored on the NW side of the channel abreast No 1 Light-
buoy.
No 4 Light-buoy is moored 3 cables N of the head of West Breakwater, where the
NW side of the channel changes direction from 215º to 172º.
Two light-buoys mark the edges of the dredged channel midway between the
breakwater heads and the original coastline.
Malina Point Light is exhibited at an elevation of 24 m from a hut (red and white
chequered diamond daymark) situated on the point. In NE winds there is good
anchorage for small craft close NW of Malina Point, in depths of about 11 m (36
ft).A shoal with a least depth of 12·2 m (40 ft) over it lies 2 ½ miles SSW of
Malina Point, off the entrance to Viekoda Bay which opens off the S side of
Kupreanof.
III. Choose the correct answer:

1) The East Cardinal buoy is indicated by:
a) a cone point starboard b) two cones base to base
c) two cones point to point d) single red sphere
2) A light which is constantly visible is:
a) fixed light b) flashing light
c) occulting light d) isophase light
3) Special buoys are used to mark:
a) water of sufficient depth b) sides of channel
c) special features in the fairway d) the approach to the coast
4) The duration of eclipse is longer than that of light in:
a) occulting light b) flashing light
c) isophase light d) fixed light
5) The shape of the topmarks may be:
a) a spindle b) a sphere
c) a cone d) a band
IV. Insert the missing terms:
• flashes •cone • quadrant • buoyage • red • green light• white • can •

lateral • port • starboard • conical • spar • red• cone • top • cardinal •
mark
The IALA A - System of buoyage

The essential feature of IALA Maritime Buoyage System A is red for
______________ -hand and green for ______________ -hand buoys. The
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______________ buoys, which indicate the port and starboard-hands of well
defined channels, are painted ______________ port-hand buoys and green for
stbd-hand buoys. A port-band buoy is ______________ -shaped and has a can as a
______________ mark, and the starboard buoy is ______________ in shape and
bas a ______________ as a top mark.
By night the port-hand buoy is distinguished by its ______________ light and a
stbd-hand buoy by its ______________ . A buoy used to indicate the direction of
deeper water relative to it is called a ______________ buoy. Such buoys are pillar
or ______________ buoys in combinations of black and yellow colours with black
double- ______________ topmarks. A cardinal buoy exhibits a ______________
light, the characteristics of which are based on a group of very quick
______________ . This distinguishes it first as a cardinal ______________ (S, W,
N, E) and then indicates its ______________ . This system of ______________
was introduced in N-W Europe in phases from 1977 to 1981.

1. A navigator must determine safe course using buoys and beacons.
2. Buoys mark dangers to navigation.
3. IALA has established two buoyage systems.
4. Lateral buoys will show the direction of the fairway.
5. Cardinal buoys can indicate the safe side of a danger.

1. A beacon is surmounted by a white disc.
2. A pillar shaped whistle buoy is painted in black and white horizontal bands.
3. The channel is marked by red conical and black can buoys.
4. A red spar buoy is surmounted by a ball.
5. Some summer buoys are replaced by winter spar buoys.

1. Бакены – это фиксированные средства навигации, используемые на
мелководье вместо буев.
2. Сферический буй, окрашенный в белые и зелёные горизонтальные полосы,
и увенчанный вехой, установлен на 2,25 кабельтовых к югу от восточной
оконечности Нове.
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3. Освещенные знаки называются огнями, а неосвещенные – несветящими
навигационными знаками.
4. Радиолокационный маяк – это знак, оборудованный радиолокационным
отражателем.
5. Конический светящийся буй, номер 2Д, окрашенный в жёлтый цвет
красными вертикальными полосами, показывающий красный проблесковый
огонь каждые 10 секунд, установлен около 2,5 миль восточнее мыса Наре.
6. Цилиндрический буй, окрашенный в красную и белую клетку с
цилиндрической топовой фигурой, ограждает южную сторону отмели,
расположенную около 11 кабельтовых западнее острова Святой Анны.
7. Скала глубиной менее двух футов отмечена белым береговым знаком.
8. На освещаемый береговой знак нельзя полагаться.
MOVING GANTRY CAUSES SERIOUS INJURY
While in port, several cargo hold hatch cover pontoons had to be shifted from
forward to aft. An officer was operating the hatch cover gantry crane and a deck
crew member was standing nearby, but at one point the crew member was not
within the field of view of the operating officer. It appears that the crew member
was standing with his back to the oncoming gantry, so he did not see the gantry nor
the flashing warning lights to indicate its operation. Additionally, the noise of the
port may have drowned out the ringing of the gantry alarm.
The crew member’s coverall became stuck on the leg of the gantry and pulled his
left hand and arm between the gantry crane leg and the structure of the cargo crane.
The crew member’s left arm was severed at the elbow and the remaining tissue
badly mangled. He was transported to a local hospital where the remaining part of
his arm was surgically removed.
The company investigation determined, among other things, that safety is not
achieved through rules and procedures alone but also depends on the actual actions
of people.
b) Analyze the situation in the text. State your arguments due to the following
points:
1. Carelessness during work
2. Possible cause of situation and possible consequence
3. Preventive measures to be taken
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Variant № 6
ANCHORING
Anchoring operation includes the following stages:
» determining the location to anchor
» approach to the anchorage area
» dropping the anchor » laying out the scope
» monitoring the ship for dragging anchor.
The anchorage area where the ship is proposing to anchor is selected. The depth of
water, the vessel's draught, the type of holding ground, the proximity of dangers or
adjacent ships, the weather conditions, the prevailing wind and the strength of tide
are the major factors to be taken into consideration before choosing a position to
anchor. The amount of the cable to be used is determined depending on these
factors. After the anchorage position has been determined, the navigator plots the
anchorage on the chart.
Before the vessel is brought to an anchorage, the master and engine-room staff
should be informed of the estimated time of arrival (ETA), and time of anchoring.
An anchor approach plan should be prepared. The master (or pilot) employs the
approach to the intended position. The vessel is stopped at the location to drop the
anchor.
The anchor party makes the windlass ready for letting go by;
 removing the hawse pipe covers » clearing away the devil's claw and other
lashings » taking off the brake
 walking back the anchor on the cable until the anchor is clear of hawse pipe
above the water surface
 screwing the brake on hard and checks that the brake holding the cable.
When the anchor is ready to be 'let go', the anchor party informs the bridge that the
anchor is on the brake and is ready for the order to 'let go'. The master (or pilot)
turns the vessel into a position of stemming the wind or tide. The master (or pilot)
gives stern way about half-way up her length
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before giving the order to 'let go'. The officer in charge of the anchor party orders
the brake to be taken off. After the anchor has been let go, the officer allows the
anchor cable to pay out with the weight of the anchor on the windlass brake. The
cable is laid out in length along the sea bottom not to pile up on itself. The cable
is veered (let out) until a length (scope) of three times the depth of water is
reached. As the predetermined amount of cable is released, the engines should be
stopped from moving astern. The cable is checked by the brake to ensure the
anchor is holding the seabed and stop the vessel moving.
When the anchor holds with a moderate strain on the cable, the bearings are taken
and the ship's head is recorded. The ship is described as being 'brought up' when
the vessel is not dragging her anchor. The anchor lights are turned on and the
anchor ball is hoisted.
The vessel may drag her anchor depending on the changes in weather conditions,
current and tide. The officer of the anchor watch checks the position of the ship
at regular intervals to ensure that the ship is not dragging her anchor.
1. What circumstances should be taken into consideration when selecting an

anchorage?
2. What does the anchor party do to make the anchoring equipment ready for
letting go?
3. What does the anchor party do when the anchor is ready?
4. What does the person who is conning the vessel do before let go?
5. Why does the master (or pilot) give the ship stern way while dropping the
anchor?
6. What does the officer do when the anchor holds?
7. How is a vessel that is not dragging her anchor described?
8. Why does the officer check the ship's position regularly after anchoring?
II. Read and translate the extracts from Admiralty Sailing Directions.
1. Anchorage is afforded in the bight on the SE side of Hosiai Point in a depth of
about 15 m (48 ft) with Maduwa Point bearing about 142°, taking care not to shut
out the point behind the Iyen Island.
Anchorage is afforded in the S part of bight on the NW side of Hosiai Point in

depths from 11 to 13 m (36 to 42 ft), sand and mud, sheltered from SE winds
recommended anchor berth is on the elignment (139°) of the summit of Iyen Island
and the SW’most hill of Maduwa Point.
Local knowledge is required for both these anchorages.

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2. Good anchorage is afforded in the SE trades to vessels up to 600 tones, close
offshore, in Rijak Bay (10° 38' S, 152° 46' E), 1¼ miles WSW of Rokia Point. The
bottom here is reported to be shelving but clear of dangers except for a few coral
heads close inshore on the W side of the bay. Anchorage may also be obtained of
the village of Liak (Liag), 4 miles farther WSW, in depths from 14 to 18 m (46 to
60 ft), close W of the reef extending about 1½ cables from the shore.
The most sheltered anchorage is between Mahabarina Island and the mainland in a
depth of 27 m (15fm), but clear of Dawson Reef, which dries, lying about 1¾
cables NNE of the NW extremity of the island. Being close to mangrove swamps
the anchorage is not a very desirable place to lie in. Anchorage may be obtained on
the N side of HaroWani Island in a depth 23 m (13 fm), sand and rock, on the
alignment (242°) of Mission Point and the SW extremity of Waga Tu Maiawa
Island (1¾ miles WSW), and the SE extremity of HaroWani Island bearing 143°.
This anchorage is exposed to E winds and is unsafe except in fine weather.
Caution. In addition to the many dangers charted of the N shore of the bay and in
the vicinity of the islands, other probably exist and extreme care is need when
approaching the anchorages.
III. Fill in the missing verbs in the sentences below. Choose from the following
list. Mind the tense and voice.
to permit, to prohibit, can obtain, to provide, to afford, to be available
1. Anchorage _______________within 100 m of submarine cables which are laid
across the fairway.
2. Anchorage in the main channel __________________ in cases of emergency.
3. Anchoring __________________ off the east coast of L near its extremity
owing to existence of submarine cable.
4. S ________________ anchorage for small crafts close inshore in depths of
about 3m.
5. A vessel ____________________ good temporary anchorage in the roads.
6. An anchorage ___________________ for vessels waiting to enter L.

1. Vessels seeking temporary shelter from NE winds can use anchorage between K
and H.
2. Vessels have obtained anchorage according to draught between F and S with
offshore winds.
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3. The bay SW of J offers good anchorage in offshore winds in depths of 7m to 10
m, sand and stones.
4. Vessels wishing to anchor within the harbour area must request permission from
the Harbour Authority on VHF channel 16.
5. Vessels with dangerous cargoes are dropping anchor in the W part of the
anchorage.

1. In W winds anchorage can be obtained by ships anywhere off the E coast of L.
2. The anchorage has been plotted on the chart by a navigator.
3. The anchor is not being dragged by the vessel.
4. Local knowledge is required for this anchorage.
5. The master should be informed of ETA and time of anchoring by Port
authorities.
V. Study the first type of Conditional Sentences. Translate the following

sentences . Mind first type of Conditionals in some of them.
1. Если судно не будет мешать движению, оно сможет стать на якорь в
пределах фьорда.
2. Безопасная якорная стоянка предполагает, что длина якорной цепи равна
глубине воды плюс еще 2 смычки.
3. Если будет достаточно места для разворота на якоре, то небольшие суда
станут на якорь с глубинами от 2 до 4 м.
4. Якорная стоянка будет защищена от сильного течения, если будет закрыто
L.O.
5. Перед постановкой на якорь необходимо сбавить скорость.
6. Если вы будете подходить с юга, то якорную стоянку можно будет
получить к югу от подводных кабелей.
7. До отдачи якоря следует получить информацию о грунте.
8. Если не будет препятствий для судоходства в фарваторе, то судно получит
якорное место в К.
VI. Read the duties of OOW at anchor from BPG. Fill in the gaps.
look-outswinging circle the anchor drop position landmarks
light and shape signals
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On anchoring, a fix on ______________________ should be made and the ship’s
_________________ ascertained, based on the length of cable in use.
____________ and transits should be selected for ease of monitoring the position
of the ship as it lies at anchor, and appropriate
________________________________ should be exhibited in accordance with
COLREGS and local regulations.
While at anchor, the OOW should maintain a check on the ship’s position to
monitor that the ship doesn’t drag its anchor or move too close to any other
anchored ship.
A proper ______________ must be maintained and ship inspection rounds made
periodically, particularly if the ship is anchored in waters which might present a
risk of attack of pirates or armed robbers.
VII.a) Read the report from MAIB (Marine Accident Investigation Bureau) and
describe the events mentioned in it.
SNAGGING OF STARBOARD ANCHOR ON SUBMARINE POWER
CABLE BY CONTAINER FEEDER VESSEL “NORDSEE”
At 1645 on 21 October 2007, the starboard anchor of the container feeder

vessel “Nordsee” snagged a submarine power cable while the vessel was getting
underway from the Saltmead anchorage in the western Solent, inbound to
Southampton container terminal. Weather conditions and visibility were good.
At 1620, the duty seaman had been sent forward alone to weigh the
starboard anchor and, on completion, rig the pilot ladder. The seaman, although
qualified, lacked experience on larger vessels, felt uncomfortable working alone on
the forecastle, and also felt under pressure to complete the job quickly as he also
had to rig the pilot ladder.
When the electric windlass motor stopped due to the weight on the cable, the
seaman looked overboard. Unable to see the anchor or the cable, he assumed that
the anchor must be home and tried the windlass another couple of times before
reporting to the bridge that the anchor was secure. The chief officer started
manoeuvring, and the seaman left the forecastle to rig the pilot ladder by himself.
In fact, the windlass had stalled due to weight on the cable, with some two
shackles still outboard. It is likely the seaman did not see the cable because its lead
was under the bow.
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At 1645, the load on the main engine was noted to be extremely high and banging
was heard coming from forward. On investigation, it became apparent that the
anchor had dragged over, and snagged a 132,000 volt power cable supplying the
Isle of Wight.
Action taken
The Chief Inspector of Marine Accidents has written to the master and owner of
“Nordsee” and made the following recommendation:
For the company to review and revise its operating procedures and checklists to
ensure:
 Sufficient manpower is made available for work to be undertaken in a safe
and effective manner.
 Anchoring operations are supervised by suitably trained crew familiar with,
and experienced in, the use of the equipment.
 A routine maintenance schedule is developed for checking, and if necessary,
marking both anchor cables.
b) Analyze the situation and explain what caused snagging a submarine power
cable by container feeder vessel. Comment on the following points:
- job conditions;
- breach routine maintenance;
- preventive measures to be taken.
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Variant № 7
MOORING
The term «mooring» means securing of a vessel either by two anchors or to
a mooring buoy but it is often used as fastening the vessel to a jetty or quay by
means of mooring lines. It prevents the vessel from drifting away from the berth.
It keeps the ship's position against the forces such as wind, current, wave, and
swell.
Mooring is often accomplished using ropes called mooring lines or hawsers. The
bow line (head line) prevents backward movement and the stern line prevents
forward movement. The breast lines keep the vessel close to the pier and the
spring lines provide restraint in two directions, forward and aft.
The ship is maneuvered to its berth by considering the prevailing wind, current
and tidal conditions. It is necessary to understand whether the wind is onshore or
offshore. When there is any tide or current, the vessel must be stemmed by the tide
or current.
When the vessel arrives at her designated berth, the master or the pilot brings the
ship parallel to the berth.
If a mooring boat is used to get the lines ashore, the vessel is positioned further off
the berth to give the boat room to manoeuvre.
After the order send out the ... lines', the first mooring line which is generally bow
line or stern line is sent out with a heaving line to the quayside with the help of the
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mooring boat. A linesman (line handler) fastens the line to the bollard on the
quayside and the warping drum picks up the slack. The vessel is berthed alongside
the embankment and made fast to the bollards by other mooring lines.
Unberthing operation is commenced with standing by the engine. Later the order
'stand by for letting go' is given from the bridge. After that the first lines are
singled up with the order 'single up the ... lines' and afterwards the remaining lines
are let go. When the operation is completed, it is expressed by 'finished with
maneuvering stations'.
The procedures of clearing out (leaving) the berth vary depending on the
prevailing wind, current and tidal conditions. The wind and current conditions are
important to decide which line to be singled up first. For instance, when the wind
and tide astern, it is necessary to single up to stem line and forward spring and
ease out on stern line until stern is well clear of quay. When the wind and tide
ahead, it is required to single up to a head line and aft spring and ease away head
line.
1. What does «mooring» mean?

2. What is the function of mooring a ship?
3. How is the mooring accomplished?
4. What is the function of breast lines?
5. What line prevents the vessel to move backward?
6. What conditions should be considered while mooring a ship?
7. How is the first line sent out to the quayside for large vessels?
8. What are the duties of a linesman?
9. How can unmooring procedure vary due to weather conditions?
II. Read and translate the extract from the OP Notice to Shipping
Mooring requirements, as stated in the OP Notice to Shipping No. N-1
(Vessel Requirements), Subsection 8.a, will remain unchanged for Panamax
vessels. For Panamax Plus and New Panamax vessels, mooring requirements will
be as stated in the updated Notice except as required herein. Namely, the chocks
and bitts will be used by ACP tugs assisting vessels through the new locks, as well
as for mooring vessels inside the locks. Vessels over 294.13 meters long or over
32.31 meters in beam shall have a double chock (mooring) at the stem, and stern or
two double chocks (mooring) at the bow and stern, port and starboard, not more
than 2.5 meters abaft the stem or 3 meters forward of the stern and not more than 3
meters off the center line. In addition, these vessels shall have double chocks
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(mooring), port and starboard, 2.5 to 16 meters abaft the stem and 3 to 16 meters
forward of the stern, SET1 and SET4, respectively.
III. a) Read the following statements and rearrange them for a correct order.
_____ 1. The warping drum picks up the slack.
_____ 2. The vessel is made parallel to the embankment.
_____ 3. Linesman make fast the bow line to the bollard.
_____ 4 . The mooring boat gets the bow line ashore.
_____ 5. The shipmaster manoeuvres the ship to stem the current.
_____ 6. The shipmaster gives the first order: “Sent out the bow line”.
_____ 7. Linesman make fast the other mooring lines.
b) Analyze the scheme of the mooring equipment and write the names of the
items:
1. 6. 11.
2. 7. 12.
3. 8. 13.
4. 9. 14.
5. 10.

1. A lineman is fastening the line to the bollard on the quayside.
2. The spring lines have restrained a vessel forward and aft.
3. The bow line prevents backward movement of the vessel.
4. The breast lines must keep the vessel close to the pier.
5. The Master or the Pilot is bringing the ship parallel to the berth.

1. The ship was maneuvered to its berth by current.
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2. The unberthing procedure is defined by prevailing wind, current and tides.
3. The vessel should be positioned further off the berth to give the boat room to
maneuver by the crew.
4. Casting off orders are given by the Pilot or the Master when leaving berth.
5. The breast line has been singled up by a line handler to keep the vessel close to
the pier.
V. Study the first type of Conditional Sentences. Put the verbs in brackets in the
correct tense.
1. If the weather (to change) tomorrow the lines (to become) too taut or too slack.
2. If the lines (to be) too taut we (have to veer) them out.
3. If the lines (to be) too slack we (have to veer) them in.
4. If the mooring lines are not constantly watched the change of weather (to make)
them too taut or too slack.
5. If there (to be) enough room at the berth we (to get) the ship moored alongside.

1. Для качественного выполнения швартовых операций необходимо хорошо
знать маневренные элементы судна, учитывать обстановку у причала
(наличие и расположение судов) и внешние факторы (направление и силу
ветра, течение и т. д.).
2. Все команды с мостика должны выполняться своевременно и четко,
действия членов экипажа, участвующих в швартовных операциях, должны
быть умелыми и слаженными.
3. Для выполнения швартовных операций члены палубной команды
расписываются по местам швартовки.
4. До подхода судна к причалу на носу и корме судна необходимо выполнить
следующие операции: установить и опробовать связь с мостиком;
проверить работу всех швартовых механизмов на холостом ходу;
подготовить оба якоря к отдаче; подготовить швартовые тросы к подаче на
причал.
5. О предстоящей швартовке заблаговременно предупреждают вахтенного
механика, который готовит машину к работе в маневренном режиме.
6. Судно должно иметь наготове бросательные концы, носовые и кормовые
продольные концы, шпринги и прижимные концы.
7. Судну дается самый малый назад, чтобы погасить инерцию судна.
8. Когда судно возле причала бросательные концы и швартовы подаются на
берег, а затем крепятся к причальным тумбам.
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VII. a) Read the report from MAIB (Marine Accident Investigation Bureau) and
PARTING OF STERN LINE FROM RO-RO PASSENGER
“FERRY PRIDE OF CALAIS”
The Ro-Ro ferry “Pride of Calais” was allocated a lay-by berth at the Eastern Arm
in Dover to carry out defect maintenance. The ship moored at 1430 using a mix of
ropes and wires. The forward moorings comprised 2 headlines, 3 breasts lines (1
wire and 1 rope on a bight) and 3 back springs (1 wire and 1 rope on a bight). The
after moorings were arranged with 2 wire stern lines, 2 breast lines (1 wire and 1
rope) and 2 back springs (1 wire and 1 rope). The ropes on the forward mooring
deck were left on the winch warping drum ends and backed up on bitts with figure
of eight turns around a single bitt.
Throughout the afternoon the wind was north easterly at 34 knots. At about 1810,
broken strands were found on one of the after stern wires. A decision was made to
replace the wire but no consideration was given to sending out an additional wire
prior to removing the damaged one. At 1834, whilst the damaged wire was being
replaced, a ferry entered the eastern breakwater, the wind increased to 37 knots and
the single remaining stern wire parted. This resulted in the ship’s stern leaving the
quay, the gangway being dragged off the quay and the forward breast rope parting.
In the meantime, the remaining 2 after wires ran off the winch drums as the brakes
rendered. Weight then came onto the after ropes which caused the drum ends to
rotate the winch motor backwards because the ropes were not properly backed up
on bitts. This caused the winch motor casings to become over-pressurized due to
shock loading, causing them to fracture.
Fortunately a tug was in the immediate vicinity and a short time later the vessel
was re-secured alongside.
Action taken
The Chief Inspector has acknowledged a series of measures taken by P&O Ferries
to prevent re-occurrence of this accident. However, the Chief Inspector has also
advised against the practice, where possible, of;
 Routinely leaving ropes on drum ends in favour of securing ropes on bitts
 Mixing ropes and wires for the same type of mooring i.e. breast, stern, head and
spring lines.
b) Analyze the situation and comment on the following points:
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 the pros for practice of securing ropes on bitts and mixing ropes and wires
for the same type of mooring;
 preventive measures to avoid reoccurrence.
Variant № 8
A GUIDE HOW TO DEAL WITH NAVIGATIONAL WARNINGS
Most of the external agencies consider navigational deficiencies as most
serious one. Not only because these can lead to accidents but also because these are
avoidable. External agencies consider any navigation deficiency as the reflection of
ship’s management system.
Handling navigational warnings is part of the passage plan. Planning a

passage helps to bridge the risky gaps so that everyone can conclude the voyage
safely.
IMO has defined the way as to how navigators should go about preparing the
passage plan. The navigators have to read about it many times. At commencement
of voyage it is a good practice to select all the areas the vessel will be entering on
voyage.
There are 4 different stages of passage planning: Appraisal, planning,

execution and monitoring. There are different things that form part of each of these
stages. Chart correction is one of the most important things and especially plotting
of the navigational warnings.
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A warning is something requiring urgent attention. Navigational warnings
are called so because they require urgent attention of the navigators. As
such, Navigational warnings are the most important part of the chart correction.
Navigation has changed a lot from last few decades. Today there are number
of options to get the navigational warnings.
The navigational warnings can be received on board the vessel through two
sources: Navtex and EGC. Irrespective of from where the vessel receives the
Navigational area warnings, these need to be dealt in same way. And the correct
way is:
1) To receive a Navigational area warnings;
2) Officer on watch who receives Navigational area warnings will check if it is
coming on voyage route. If no, he will sign and file the Navigational area
warnings. If yes, he will plot it on chart and bring to the attention of other watch
keepers;
3) On plotting the Navigational area warnings, he will write the warning number
on bottom of the chart;
3) On Navigational area warnings printout, OOW mentions the chart number on
which he plotted the warning;
4) 2nd mate updates the dangers in force list of Navigational area warnings.
Navigational area warnings sometime contain a lot of information. The job of the
2nd Mate is to have all this information conveyed by plotting but at the same time
not to clutter the whole chart.
As far as possible, Navigational area warnings should be plotted in the same way
as the permanent correction. The idea is to display as much information but at the
same time not to clutter the chart.
There is hardly a chance that the vessel misses receiving navigational warning. But
only thing that is required is knowledge and intent to take these warnings seriously
and act upon it.
(Adopted from the “My Sea Time”, 2016)
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1. What kind of deficiencies can lead to accidents?
2. What is part of the passage plan?
3. How does the planning of a passage help to conclude the voyage?
4. What organization has defined the procedure of preparing the passage plan?
5. What should be done at commencement of voyage?
6. How many stages of passage planning are there?
7. Why is the chart correction one of the most important things?
8. What are the main parts of the chart correction?
9. How can the information about the Navigational area warnings be received?
10. Who receives the Navigational area warnings?
11. In which cases should the OOW plot the Navigational area warnings?
12. What should be written on the bottom of the chart?
13. What does the OOW mention on Navigational area warnings printout?
14. Who updates the dangers in force list of Navigational area warnings?
15. How should the 2nd mate plot the Navigational area warnings?
II. a) Read and translate the extracts from Admiralty Sailing Directions.
1. The Florida reefs continue as detached shoals and rocks, of less than 5 fathoms
(9m1) over them. They rise with depths abruptly from the deep water of the Straits
of Florida, and great care is necessary when proceeding westward of Key West
into the Gulf of Mexico. Sounding can depend upon to ensure clearing the dangers.
2.An approach to S. Isles from South-westward or westward requires caution in

hazy or thick weather on account of the rocky ledges extending in those directions,
the principle of these are Nan-deeps, about 2 miles west-north-westward of A.,C.
rocks, B. rock and C.B. ridge, and various ledges extending north-westward from P
head at the south-western extremity of the islands. P. bank, with a least depth of 13
fanthoms over it, lies nearly 3 miles southward of B. rock; the overfalls make it
dangerous to open boats in rough weather.
b) Analyze the NAVTEX message and describe the situation.

1. SECURITE
NATIONAL METEOROLOGICAL SERVICE
ATHENS MARINE METEOROLOGICAL CENTRE
GALE WARNING 27-04-2016/1930 UTC
LOW 1008 OVER NORTHWEST AEGEAN ASSOCIATED WITH
FRONT IS MOVING EAST SOUTHEAST AND COMBINED WITH
HIGH PRESSURES 1022 OVER NORTH ITALY AFFECTING:
SOUTH ADRIATIC AND BOOT WITH NORTH NEAR GALE 7
46
LOCALLY GALE 8
THRAKIRK WEST OF 24.30 AND SOUTH IONIO WITH NORTH
NORTHWEST NEAR GALE 7 LOCALLY GALE 8
2. 250911 UTC JUNE 10

DANISH NAVIGATIONAL WARNING NO.154-10
KATTEGAT, AALBORG BIGHT
LIGHTHOUSE SVITRINGEN RENDE NO.13
56-54.4 N 010-30 HAS BEEN DESTROYED AND MAKES AN
OBSTRUCTION.
DEPTH ABOVE FOUNDATION 1M.
THE POS. IS MARKED AS FOLLOWS:
GREEN LIGHT BUOY Q.G. APPROX 50M SW YELLOW BUOY
APPROX.50M N OF YELLOW BUOY APPROX. 50M ESE OF
MARINERS ARE ADVISED TO KEEP WELL CLEAR.
III. Fill in the missing words in the text below. Choose from the following list
using appropriate form of the verb.
to consult, to describe, to show, to threaten, to encounter,
to suffer a wreck, danger, hazards
Sailing at sea is always connected with ___________________. Ships may

___________________from storms, heavy swell and foggy weather.
There are many dangers which the navigator has to ___________________: banks,
patches, underwater rocks, shallow waters may ____________________ the ship's
safety. There are also man-made dangers such as ______________________.
All the dangers __________________ on the charts and ___________________ in

Sailing Directions except newly discovered. Sailing Directions and charts are
carefully ________________.

1. The responsible authorities request mariners to notify them about new or
suspected dangers to navigation.
2. Mariners must give all details about new or suspected dangers.
47
3. The 2nd mate updated the dangers in force list of Navigational area warnings.
4. Navigators should select all the areas of their future voyage at its
commencement.
5. OOW will write the warning number on bottom of the chart.

1. Navigational area warnings have been plotted in the same way as permanent
correction by OOW.
2. The navigational warnings can be received on board the vessel through two
sources: NAVTEX and EGC.
3. Floating ice formations may be encountered by the open sea ships.
4. Navigational warnings, meteorological warnings and urgent information are
broadcasted to ships by NAVTEX.
5. The books and supplements with navigational warnings under revision are
indicated in the Notice.
V. Study the first type of Conditional Sentences.

Put the verbs in brackets in the correct tense.
1. If navigational area warnings (to come) on voyage route the watch officer (to
plot) them on chart and (to bring) to the attention of other watch keepers.
2. If navigational area warnings (to contain) a lot of information the 2 nd mate (must
not clutter) the whole chart.
3.If navigational area warnings (not to come) on voyage route the watch officer
(to sign and file) them.
4. If a newly discovered hazard to navigation (not to be shown) on charts it (to be
termed) a New Danger.
5. If the danger (to be) especially grave, at least one of the marks (to be duplicated)
as soon as practicable by an identical mark.

1. Судоходство по морям и океанам всегда связано с опасностью.
2. Безопасности судов могут угрожать естественные и искусственные
опасности.
3. Естественные опасности — это неблагоприятные погодные условия, банки,
подводные гряды, скалы, мелководье и т.д.
4. Искусственные опасности — это затонувшие суда, подводные кабели и т.д.
5. Почти все опасности нанесены на карты и описаны в лоциях.
48
6. Чтобы избежать опасности на пути судна, судоводители должны уметь
пользоваться картами и лоциями.
7. В опасных районах плавания судно должно следовать с осторожностью и
вести тщательное наблюдение.
VII. a) Read the report from MAIB (Marine Accident Investigation Bureau) and
GROUNDING OF GENERAL CARGO VESSEL “CELTICA HAV”
ON GAS PIPELINE
On 29 October 2008, “CelticaHav” was on passage to Perth, Scotland,

carrying a cargo of wheat. The weather conditions were good. After embarking a
local pilot at 0115 UTC, speed was adjusted to ensure that the vessel arrived over
the Shell NGL pipeline, the shallowest part of the route, at about high water.
As the vessel approached the pipeline, port control advised the pilot that the
reading on the Ribny tide gauge was 4.3m. This indicated that the vessel would
have minimal clearance over the pipeline; speed was reduced to 3 knots to
minimize the effect of squat, and the vessel’s course was adjusted to keep her in
the deepest part of the navigable channel. “CelticaHav” grounded as she passed
over the Shell gas pipeline at 0300.
There were no injuries to persons, or pollution, and the vessel was refloated at the
following high water.
Action taken
Perth and Kinross Council, the port operator, has increased the minimum under
keel clearance required for a vessel to pass over the pipeline. It has also
recalibrated the Ribny tide gauge and commissioned consultants to examine
options for improving navigational safety in the vicinity of the pipeline.
b) Analyze the situation and explain what factors caused the grounding of
“CelticaHav”.
49
Variant № 9
WEATHER ELEMENTS
Weather defines the day-to-day state of the atmosphere and its short-term
variations. A mariner should have knowledge about the weather and follow the
changes in the weather because the heavy weathermay have great influence on the
safety of navigation and ship. The mariner should take into consideration the wind
and sea state during voyage.
Atmospheric pressure is a measure of the force exerted by air on the surface of
the earth. It is related to temperature. This means warm air is lighter than cold air
so that it exerts less pressure. The atmospheric pressure is one of the basic
elements of a meteorological observation because pressure changes in air signify
weather changes. Generally the rising pressure indicates fair weather; the falling
50
pressure indicates stormy weather. Sometimes a rapid rise in barometer may be
followed a rapid fall. If the barometer rises and stays high for a day, several days
of settled weather may be expected. The atmospheric pressure is measured with an
aneroid barometer or a mercury barometer. The aneroid barometer is the type of
barometer used aboard ships.
Wind is air motion parallel to the Earth’s surface. This motion is produced by
differences of atmospheric pressure. Winds blow from the high pressure area
(anticyclone) toward the low pressure area (cyclone). A wind vane shows wind
direction and an anemometer measures the speed of the wind in knots. Wind
speeds are grouped in accordance with the Beaufort scale ranging from 0 (calm) to
12 (hurricane).
Temperature is a measure of heat energy in degrees. It is measured with a
thermometer. The temperature scales in use are Fahrenheit (F), Celcius(C) and
Kelvin (K).
Humidity is a measure of the amount of water vapour in the air. Relative humidity
is the ratio of the pressure of water vapour present in the atmosphere to the
saturation vapour pressure at the same temperature. The relative humidity will
vary with the air temperature. As the air temperature decreases, the relative
humidity increases or as the air gets warm, the relative humidity drops. The
humidity is measured with a hygrometer or a psychrometer.
Precipitation is all the forms of water falling from the air to the Earth s surface. If
the air is above freezing, the precipitation will most likely be rain. If the air is
below freezing, the precipitation will most likely be snow. When air temperature
is only a few degrees above freezing, it may be sleet.
Visibility is the maximum range at which an object is discernible and it is affected
by the atmospheric conditions such as fog, mist etc. Fog is the visible aggregate of
tiny water droplets suspended in the atmosphere near the earth’s surface. Haze
consists of fine dust or salt particles in the air and it reduces visibility. Mist is
often considered as thin fog between haze and fog. The mixture of smoke and fog
is called smog.
A cloud is a visible aggregate of tiny water droplets or ice crystals suspended in
the atmosphere. Clouds can be grouped into three according to either their
appearance as cirrus, cumulus or stratus or their height as high, middle and low
clouds. Cirrus cloud approaching from the west with falling pressure in the
barometer or fast-moving high clouds often indicate that bad weather is coming.
1. What weather elements are measured by using instruments?

2. What does a drop in pressure indicate?
3. What kind of barometer is used on board ships?
51
4. How does a wind blow?
5. What does an anemometer measure?
6. What are the common temperature scales?
7. What are the main precipitation types?
II. Read, analyze and translate the following forecasts.

1. A through of low pressure over the Atlantic is moving slowly NE. All
Northern areas should have some sunshine, although there will be a good
deal of high cloud and there will be a risk of thundery outbreaks occurring
any time.
2. A depression over the North Sea will move slowly SE. It will be rather cool
and showery in all areas. Some of the showers will be heavy and there will be
thunderstorms locally; most places have sunny intervals.
III. Analyze the NAVTEX message and describe the situation.

ZCZC UE82
291920 UTC MAR 12
MONDOLFO RADIO
WEATHER FORECAST OVER MEDITERRANEAN AREAS ISSUED BY
ROME METEOROLOGY CENTRE AT 18/UTC OF 29/03/2012
AND VALID UP TO 06/UTC OF 30/03/2012
1. WARNINGS:
THUNDERSTORMS UNDER COURSE: OVER LEVANTINE BASIN
SEA.
THUNDER STORMS FORECAST: OVER ALBORAN SEA AND
LEVANTINE BASIN SEA.
GALES UNDER COURSE: NIL.
GALES FORECAST: NIL.
2. WEATHER SITUATION:
INSTABILITY AREA ON LEVANTINE BASIN IS WEAKENING. HIGH
AND FLAT FIELD OF 1020 HPA ON WEST-CENTRAL
MEDITERRANEAN SEA. INSTABILITY AREA ON ALBORAN SEA.
3. FORECAST TO 06/UTC OF 30/03/2012 AND 12 HOURS
OUTLOOK:
NORTHERN ADRIATIC SEA: SOUTHEASTERLY 3 BECOMING
WESTERLY -PARTLY
CLOUDY -GOOD VISIBILITY -SMOOTH SEA INCREASING
52
/OUTLOOK:
NORTHWESTERLY 4 -FAIR.
CENTRAL ADRIATIC SEA: SOUTHEASTERLY 4 BECOMING
NORTHWESTERLY -FAIR
WORSENING -GOOD VISIBILITY -SMOOTH SEA INCREASING
/OUTLOOK:
NORTHWESTERLY 4 -FAIR.
SOUTHERN ADRIATIC SEA: SOUTHEASTERLY 4 BECOMING
SOUTHWESTERLY -FAIR
-GOOD VISIBILITY -SMOOTH SEA INCREASING /OUTLOOK:
NORTHWESTERLY 5
-FAIR.
4. WIND AND SEA OUTLOOK OVER ITALIAN SEAS FROM 18/UTC
OF TOMORROW NORTHERN ADRIATIC SEA: SOUTHEAST 2 SEA
2/SOUTHEAST 3 SEA 3/WEST 2
SEA 3/NORTHEAST 5 SEA 3.
CENTRAL ADRIATIC SEA: NORTH 2 SEA 2/SOUTHEAST 2 SEA
2/SOUTHWEST 4
SEA 3/NORTH 1 SEA 3,
SOUTHERN ADRIATIC SEA: WEST 1 SEA 2/NORTHWEST 1 SEA
2/SOUTHWEST 3
SEA 3/SOUTHEAST 2 SEA 3,
END METEOMAR.
NNNN

1. Weather defines the day-to-day state of atmosphere.
2. A mariner should take into consideration the wind and sea state during voyage.
3. The rising pressure has indicated fair weather.
4. A wind vane will show wind direction.
5. An anemometer measured the speed of the wind in knots.

1. A change of wind direction is usually indicated by the terms 'veering' and
‘backing’.
2. A survey of weather conditions must be presented in the weather forecast.
53
3. The seasonal characteristics of the weather have been illustrated by the climatic
tables.
4. The wind force must be indicated by the Beaufort-scale numbers.
5. Winds may be accompanied by squalls.

Put the verbs in brackets in the correct tense and voice.
1. If E-moving mobile depressions (to cross) the area the heaviest rains (to occur)
in summer and autumn.
2. If N or NW winds (to blow) good visibility (may occur) in any month and with
any wind direction.
3. If the air temperature (to increase) humidity generally (to decrease).
4. If the barometer (to rise) and (to stay) high for a day, several days of settled
weather (may occur).
5. If the temperature of air (to fall) water vapour in the air (to condense) into
droplets or ice crystals, thus forming clouds or fog.

1. Погодные условия сильно влияют на безопасность судна.
2. Погода включает следующие элементы: температуру, влажность,
облачность, туман, разные осадки, барометрическое давление, скорость и
направление ветра.
3. Ветер является важнейшим фактором, который определяет состояние
погоды.
4. Если барометрическое давление снижается, это значит, что приближается
шторм.
5. Сила ветра указывается цифрами от 0 до 12 по шкале Бофорта и
соответствует скорости ветра в морских милях в час.
6. В море и у побережий нередки туманы и штормовые ветры
преимущественно северных и северо-западных направлений.
7. Движение облаков в разных направлениях говорит о приближении
осадков.
8. Показания термометра на море больше соответствуют истинной
температуре воздуха, чем показания термометра, полученные на суше.
CARGO SHIFT IN HEAVY WEATHER ON

54
VEHICLE CARRIER GRANDE DETROIT
In storm force winds the vehicle carrier “Grande Detroit” was rolling and
pitching heavily as the vessel rounded Lands End on passage from Antwerp to
Portbury, Bristol. As a result of this movement some of the chain lashings,
securing large earth moving equipment parted and several of the large vehicles
began to move around an internal deck of the vessel.
At the time of heaviest rolling the vessel was in a Traffic Separation Scheme
and the master, who had been on the bridge without a break for more than 14
hours, considered he was not able to adjust course to reduce the vessel’s violent
rolling. This resulted in the lashings securing a large portable crane to break
allowing it to move around the car deck with the motion of the vessel, causing
considerable damage to and breaking the lashings of, other adjacent large vehicles.
The incident was not reported to the coastal authorities by the vessel.
Once the lashings had been broken on the vehicles, which weighed between
35 and 76 tonnes, it proved impossible to re-secure them until the vessel reached
the safety of port. By this time, considerable damage had been caused to both the
cargo and the ship’s structure.
Action taken
The Chief Inspector of Marine Accidents has written to the ship’s managers
strongly advising them to review:
 Cargo securing arrangements for heavy weather
 Bridge team resource management
 Perceived pressures Master may have to maintain liner schedules
 Reporting requirements to relevant authorities in the event of accidents
which may compromise the safety of the crew and/or the seaworthiness of the
vessel.
b) Analyze the situation described in the text and explain why considerable
damage was caused to both the cargo and the ship's structure. Comment on
the following points:
- human factor;
- adverse weather;
- preventive measures to be taken to avoid reoccurrence.
55
56
Variant № 10
LIFE-SAVING APPLIANCES
Seafarers may encounter many emergencies at sea such as fire, explosion,
collision and grounding. Any of these may present danger to human lives and lead
to the abandoning or loss of the ship.
Muster lists provide the crew members with a plan showing where to muster and
how to cope with the emergency situations. Muster lists comprise boat muster
lists, fire muster lists and man overboard muster lists and give clear instructions to
be followed in the event of an emergency. They are exhibited in conspicuous
places throughout the ship, including the bridge, the engine-room and mess rooms.
The crew members are prepared to act correctly in an emergency by means of
onboard drills.
The general emergency alarm consists of seven short blasts followed by one
long blast on the ship's whistle or siren. On hearing the alarm, the crew members
and passengers must put on their lifejackets and proceed to the muster stations.
This signal does not mean ABANDON SHIP. This order is given verbally by the
master through the ship's public address system. In case of abandoning ship, crew
members and passengers use lifeboats and life rafts to evacuate the ship.
Lifeboats
Lifeboats are secured into davits for launching the boat over the ship's side. The
davits slide down and position the boat for lowering as soon as they are released.
Some lifeboats are designed at ship's stern for free fall launching that means
releasing and allowing the boat to fall into the sea without any restraining
apparatus.
According to the regulations, the lifeboats will be situated on both sides of ship.
They will be more than 7.3 m long, partially or totally enclosed, self- righting and
equipped with an engine. The lifeboats will carry sufficient equipment and
provisions for survival such as oars, two hooks, a survival manual, two axes, a
manual pump, a compass, distress rockets, a torch, a whistle, a radar reflector, first
aid equipment, rations and fresh water.
Life rafts
Inflatable life rafts are stowed in fiberglass containers on deck. The
57
containers are secured to deck fittings and designed to be thrown overboard
A hydrostatic release is used to release the securing straps at a depth of about
3 metres. The inflation takes place automatically by means of a gas cylinder
when the container is thrown overboard and then it bursts open.
The life rafts vary in size from a 6-man up to 42-man. The total weight of
each life raft will not exceed 185 kg. The hull of a life raft consists of two
buoyancy tubes, arch tubes supporting the canopy, lifelines, and a boarding
ramp. They should be provided with a ventilation system, an electric light,
pyrotechnics, first aid kit, oars, an anchor, a safety knife, one whistle, radar
reflector, etc.
Marine evacuation system (escape slide) is designed to evacuate the
passengers and crew from high freeboard vessels such as ferries and
passenger ships into life rafts. The system consists of an inflatable slide, a
boarding platform and a deck stowage container. The boarding platform IS
located at the foot of the slide. The life rafts drop into the water adjacent to
the platform. Rescue boat is a boat designed to rescue persons in distress.
Life buoy (lifering) is a buoy designed to be thrown to a person in thewater to
provide buoyancy and to prevent drowning. Every ship has to carry a life
buoy fitted with a combined light and orange smoke signal on each wing of
the bridge.
Life jackets are located in cabins and at the muster-stations for lifeboats and
life rafts. Each life jacket is fitted with a whistle, retro-reflective tape and a
light. Immersion suits provide protection from the hypothermia and shock on
entering cold water.Thermal protective aid (TPA) is made of waterproof
material having a thermal conductivity. It reduces heat loss from the body of
the person who wears.
1. What purpose are life-saving appliances provided for?

2. What is the function of muster lists?
3. What life-saving appliances shall cargo ships carry?
4. What should the people on board do when they hear the general
emergency alarm?
5. Where are life-boats situated?
6. What equipment does a life-boat carry?
7. How are the lifeboats launched?
8. How many life-rafts shall cargo ship carry?
9. Where is a life-raft located on board?
10.What should life-rafts provided with?
11.What is the function of a life-buoy?
58
12.What does the number of life-buoys depend on a cargo ship?
13.How many life-jackets should be provided on board the ship?
14.Where should life-jackets be placed?
15.What is the function of an immersion suit?
16.How many immersion suits should cargo ships carry for each life boat?
II. Read and translate NAVTEX message:

ZCZC JD48
152130 UTC APR 12
OVERBOARD NO.88
CAPSIZED F/B SHINYOU MARU WAS SIGHTED
IN 37-34.4N 137-21.6E AT 151534UTC.
TWO CREW POSSIBLY FELL OVERBOARD.
SHIPS IN THE VICINITY ARE REQUESTED TO
KEEP A SHARP LOOKOUT AND REPORT ANY
INFORMATION TO JAPAN COAST GUARD.
CANCEL MISSING NO.87
NNNN
III. Fill in the missing words in the text below.

Choose from the following list.
lifeboat, drill, fell, injuries, flat, hooks, human, released, pin, cause
Lifeboats, life-rafts and life-saving appliances form the principal means adopted
for saving life. But every day a number of incidents involving vessels'
_______________ occur. During a routine life-boat _______________, the life-
boat suddenly _______________ into the water from a height of 10 meters.
Although none of the 13 persons on board were killed, all of them sustained
______________ from minor bruises, fractured legs to total and permanent
paralysis. As the boat fell ______________ onto the water, more likely than not
both _______________ holding the boat ___________________. Although the
indications were that __________________ error caused the accident, e.g. the
safety _______________ had been removed, it proved impossible to establish the
exact ________________.

59
1. The Muster list must give details of the ship particulars.
2. Muster lists provide the crew members with a plan showing where to muster.
3. One long blast on the ship's whistle or siren follows seven short blasts.
4. The life-boats will carry sufficient equipment and provisions for survival.
5. Cargo ships must carry at least three immersion suits for each lifeboat on the
ship.
1. The life-rafts should be provided with a ventilation system.
2. The majority of the lifeboat accidents are caused by human error.
3. Totally enclosed lifeboats are lowered from davits.
4. Free fall lifeboats are launched from sloping ramps and fall into the sea end on.
5. Lifeboats are designed and are tested to fall from a height of 3 metres.

Put the verbs in brackets in the correct tense and voice.
1. If lifeboats (to have) seats without support for the head and back it (to cause)
spinal injury when the boat (to hit) the water.
2. If the ship (to have) totally enclosed lifeboats immersion suits (to require).
3. If you hear (to hear) seven short blasts followed by one long blast on the ship’s
whistle or siren you (must out on) your life-jacket and (to proceed) to the
muster station.
4. If the order ABANDON ship (to give) verbally by the Master crew members (to
use) lifeboats or life-rafts (to evacuate) the ship.
5. The majority of accidents (to happen) during lifeboats drill if the height of the
lifeboats above the water (to be) much more than 3 metres as SOLAS
requirements.

1. Спасательные шлюпки, спасательные плоты и персональные спасательные
средства предназначены для спасения жизни.
2. Персональные спасательные средства включают в себя спасательные
круги, спасательные жилеты, спасательные костюмы и т.д.
3. Количество спасательных кругов на судне зависит от его длины.
4. Если длина судна до 100 м, то на нем должно быть минимум 8
спасательных кругов.
5. На каждой спасательной шлюпке должно быть по крайней мере 3
спасательных костюма.
6. Если спасательные шлюпки полностью закрыты, то спасательные костюмы
не нужны.
60
7. При тихой погоде и прочих благоприятных условиях есть возможность
подойти к борту аварийного судна и снять людей даже без помощи
аварийных шлюпок.
8. Следует заблаговременно ознакомиться с расположением всех
спасательных средств на судне, чтобы в любых условиях и из любого
места можно было достичь одного из них.
PERSON OVERBOARD FROM “VIVIER CRABBER”
“PEADAR ELAINE” WITH 1 PERSON INJURED
An injured fisherman was being airlifted from «Peadar Elaine» by a SAR

helicopter when it became necessary for the helicopter crew to guillotine the winch
wire due to the casualty being dragged violently towards the boats rail. This
resulted in the fisherman going overboard in adverse weather, in darkness and
without a lifejacket. Fortunately the man was wearing a flotation suit, and, only
because he was conscious, he was able to float face up. The skipper manoeuvred
the boat alongside the casualty who was then recovered by his crewmates hanging
over the bulwark rail whilst others held onto their legs.
Action taken
The Chief Inspector of Marine Accidents wrote to the owner of
normal Peadar Elaine commending the vessel’s skipper and crew on their
seamanship skills but also highlighting the danger that the rest of the crew
were placed in due to the lack of a man overboard recovery system. It was
suggested that man overboard recovery should be reviewed as part of
their risk assessment.
b) Analyze the situation and explain why fisherman fell overboard.

Comment on the following points:
- the lack of safety culture on board;
- bad supervision;
- preventive measures to be taken to avoid reoccurrence.
61
Навчальне видання
АНГЛІЙСЬКА МОВА
ЗА ПРОФЕСІЙНИМ СПРЯМУВАННЯМ
МЕТОДИЧНІ ВКАЗІВКИ
ДЛЯ ВИКОНАННЯ ІНДИВІДУАЛЬНИХ ЗАВДАНЬ
Укладач Чеснокова Марина Валеріївна
Підп. до друку
Формат 60х84/16. Папір офсет. Ум.друк.арк.
Тираж пр. Зам.№
62
НУ «ОМА», цент «Видавінформ»
65029, м.Одеса, Дідріхсона 8, корп.7
Свідоцтво ДК №1292 від 20.03.2003
Тел./факс: (0482)34-14-12
publish@ma/odessa.ua
63

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АНГЛІЙСЬКА МОВА ЗА ПРОФЕСІЙНИМ СПРЯМУВАННЯМ

МЕТОДИЧНІ ВКАЗІВКИ ДЛЯ ВИКОНАННЯ

для студентів-заочників 2 курсу

за спеціальністю 271 «Річковий та морський транспорт»

ступеню вищої освіти «бакалавр»

НАЦІОНАЛЬНИЙ УНІВЕРСИТЕТ «ОДЕСЬКА МОРСЬКА АКАДЕМІЯ»

Кафедра англійської мови № 2

АНГЛІЙСЬКА МОВА ЗА ПРОФЕСІЙНИМ СПРЯМУВАННЯМ

МЕТОДИЧНІ ВКАЗІВКИ ДЛЯ ВИКОНАННЯ

для студентів-заочників 2 курсу

за спеціальністю 271 «Річковий та морський транспорт»

ступеню вищої освіти «бакалавр»

Затверджено кафедрою англійської мови № 2

УДК 811.111 (072)

Укладач М.В. Чеснокова

Англійська мова за професійним спрямуванням [Текст]: методичні

Порядок виконання контрольної роботи

Методичні рекомендації призначені для студентів заочної форми

Завдання складено відповідно до програми дисципліни «Англійська

Контрольна робота представлена 10 варіантами. Варіант, який повинен

Після того, як контрольна робота виконана відповідно до вимог, що

Вимоги щодо виконання контрольної роботи

Контрольна робота повинна виконуватися охайно в окремому зошиті з

До іспиту студент-заочник допускається тільки після успішної усної

Завдання 2, 3 спрямовані на перевірку знань англійської термінології в

Завдання 4, 5, 6 - граматичні і пропонують трансформації речень з

Завдання 7 носить творчий характер. У завданні 7 Вам пропонується

Для поліпшення навичок спілкування професійною англійською мовою

Список навчальної літератури:

1. Монастырская О.И., Дорошенко Л.П. и др. Professional English in

1. Cтандартные фразы ИМО для общения на море. – Санкт-Петербург, 1997.

Далі – контрольні завдання: варіант 1-10.

The deck-house is called the___________________. It is usually a structure on the

IV. Correct the mistakes and give right definitions.

V. Study the Passive Voice Constructions.

b) Change the sentences from Passive into Active:

VI. Translate the following sentences

Capsize and flooding of berthed scallop dredger Fredwood

Pilotage involves directing and controlling the movement of a vessel while

1. Why do ships require pilotage service?

IV. Study the Passive Voice Constructions.

VI. Translate the following sentences

I. Read the text and answer the questions.

DISTRESS, URGENCY, SAFETY MESSAGES

If an urgency signal is sent by radiotelephony it consists of the expression PAN-

1. What does distress mean?

IV. Study the Passive Voice Constructions.

V. Study the first type of Conditional Sentences. Translate the following

VI. Choose the right procedure.

VII. a) Read the text and describe the situation.

Lighthouses are major structures placed on headlands, at harbours and port

1. What can be identified as aid to navigation?

III. Decipher these abbreviations:

1. A light is exhibited, … an elevation … 98 feet, … a white flat-roofed building

V. Study the Passive Voice Constructions.

1. What was done by the Technical Committee of the IALA in 1973?

II. Translate the extracts from the Pilot book

III. Choose the correct answer:

IV. Insert the missing terms:

• flashes •cone • quadrant • buoyage • red • green light• white • can •

The IALA A - System of buoyage

V. Study the Passive Voice Constructions.

b) Change the sentences from Passive into Active:

All the dangers on the charts and _ in