ee ae ——— THE INTERNATIONAL MARITIME LANGUAGE PROGRAMME An English Course for students at Maritime Colleges and for on-board training - SMCP included Third edition > ps" Te fe 8 a2neeeoeT - 7 P.C. van KluijvenTHE INTERNATIONAL MARITIME LANGUAGE PROGRAMME P.C. van Kluijven For my daughter Michelle Maritime Communication, General Ship Knowledge, Engineering, Navigation, Safety, Documents, Correspondence and Grammar An English Course for students at Maritime Colleges and for On-board Training ‘MCP included CD-Rom Presentations, Texts, Tasks and Projects MARS ade Third edition: 2007 © Copyright 2003, Alk & Heijnen Publishers, Alkmaar, The Netherlands, [Link] All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form, by any means, electronically, mechanically, by photocopying, recording or otherwise without the prior permission of the publisher. ISBN 978 90 5961 006 4TABLE OF CONTENTS TEXTS, TASKS AND PROJECTS UNIT ONE: MARITIME COMMUNICATION = Maritime Communication - -GMDSS - = VHF-Communication: Distress = Search & Rescue -- - VHF-Communication: Routine Messages. - = Ship Reporting - = Standard Marine Communication Phrases (SMCP) = Tasks - + Project: Search & Rescue (SAR) - Urgency and Salety messages UNIT TWO: GENERAL SHIP KNOWLEDGE = Types of vessels = - - ~ General Arrangement Plan - Ship Measurement - Project + Shipbuilding - - Shipbuilding Project - UNIT THREE: ENGINEERING - Diesel Engines - ~The valve mechanisme + Reversing - ~The Shaft - ~The Fuel System - + Lubrication - - = Cooling the Engine - - Auxiliary Engines - = Project - ~~ - UNIT FOUR: NAVIGATION = Navigation - - Anchoring, Bething, Leaving Berth & Underway = Buoyage - - Loading, Discharging & Trim - + Project: Pilot Reading Glossary - = Project: Pilot Reading - - - page 8 page 8 page 12 page 20, page 22 page 24 page 25 page 45 page 56 page 62 page 81 page 88 page 97 page 98 page 120 page 132 page 134 page 135 page 135 page 162, page 160 page 165 page 169 page 160 page 196 page 215 page 227 page 241 page 250 page 266 2 ‘TABLE OF CONTENTS:UNIT FIVE: SAFETY = Introduction - - The Weather - ~ Ship Motions - - Rules of the Road - Emergency Response - Dangerous Goods = Project -- -- UNIT SIX: DOCUMENTS - Charter Party il of Lading - ~ Captain's Declaration - - Cargo Manifest - - Notice of Readiness - ~ Mate's Receipt. - - Sea Protest and Letter of Protest - - Glossary of idioms and expressions in documents «Project ---++-+-+---+ UNIT SEVEN: CORRESPONDENCE = Introduction: structures in correspondence ~ Glossary: sentences and phrases in letters and reports - + Tasks: letters and reports. - UNIT EIGHT: PRACTICAL GRAMMAR ~Tenses - - Auxiliary verbs - Auxiliary verbs: to do (questions and negations) Passive voice - - + Sentence building (order of words) + Irregular verbs - - Acknowledgement ‘TABLE OF CONTENTS: page 310 page 311 page 313 page 314 page 315 page 316 page 317 page 318 page 318 page 341 page 348 page 351 page 352 page 353 page 353, page 354 page 356 page 359 page 367 page 384 page 387 page 390 page 304 page 401 page 405, page 407 page 410 page 412, page 416Preface “I hear and | will forget; 1 see and | will remember; 1 do and | will understand”. CONFUCIUS The International Maritime Language Programme (iMLP) has been designed for students at Maritime Colleges, for on-board-training and distant-learning, The IMLP is intended to familiarize anyone who wishes to enter into the maritime world at any level or rank with the specific English terminologies, idioms and phrases used in the nautical professions. The programme consists of a Course book and a CD-Rom that contain lectures and accompanying tests ‘on Maritime English used in VHF-Communication, General Ship Knowledge, Shipbuilding, Engineering, Dredging, Navigation, Safety, Documents, Correspondence and Grammar. The programme offers content-based instruction that will enable the student to acquire knowledge not merely by “learning by heart’, but by a variety of topic-related linguistic tools that will make learning great fun and effective, ‘The book and CD-Rom offer many texts, tasks and projects that will “mmerse you in a sea of English’. ‘The CD-Rom has several safeguards against copying. The programme cannot be saved and stored on your computer, but must be played from the CD-Rom itself. This protection will not cause any damage to your computer. 1 play and watch the CD-Rom-presentation; start a presentation by clicking on it (Programmes can also be played with the viewer on the CD-Rom in case Microsoft PowerPoint has not been installed on your computer. Just click on the viewer and follow the instructions.) Presentations are indicated in the book with @ 2 - read and study the texi(s) in the book closely 3 - find out the meanings of the key words (exercises 1) 4 - view the CD-Rom-presentation again 5 - do the exercises in the book 6 - do the CD-Rom-tests: “Fill in..." {fill in the missing word(s) in the CD-Rom-test and / or in the course book); “Right or Wrong’ (indicate whether the assertion is right or wrong ~ explain why you think an assertion is wrong); “Write down, discuss or do your own presentation Note: "tests" shouldbe regarded as learring-toos, rather than methods to assess the amount of knowledge acquired. 7 - do the final project 8 - learn the key words by heart (exercise 1). 9 - assessment test (proficiency test): CD-Rom test, Score will be registered as a text fle on Ci/ of your computer. NOTE! Before you do an assessment test the security level of the Macro settings of the Otfice-Powerpoint Programme must be set to “iow go to Extra in the Powerpoint programme, then go to Macro, then go to Security and tick “iow”. | would like to express my gratitude to all my colleagues and friends at Shipping and Transportcollege - Rotterdam for their help and support. ‘A special thank you to Peter Trenkner at Wismar Hochschule, Karin de Ruiter and Alk & Heijnen Publishers Rotterdam, February 2003. Peter C. van Kluljven, 4 PREFACEForeword At the great number of workshops and conferences | organised or co-organised worldwide, one inevitable question was always asked: when will a Maritime English textbook be available covering the essentials to be taught to and learnt by future deck and engineer officers of the merchant marine? The excuses for not having such a book were numerous: insurmountable problems of different national ‘educational systems, lack of time and funds, no publisher interested in that specific field, etc., etc. Peter van Kluiiven, however, Maritime English lecturer at the Shipping & Transportcollege in Rotterdam, Not at all impressed by all these arguments, sat down and did what others Kept putting off. Originally meant to provide a sound foundation for his own teaching he was encouraged by the Maritime English Sub-Committee of the International Maritime Lecturers’ Association (IMLA) to kill two birds with one stone, namely to let the Maritime English teaching community in his classroom and share his ideas. ‘The outcome is convincing: a well structured, English-monolingual textbook with diversified texts, tasks and projects complemented and supplemented by a CD-ROM reflecting an up-to-date content based ‘communicative methodology of language teaching and learning titled The International Maritime Language Programme (IMLP). It is also suited for distant learning (I hope the overworked officer on board will get some time to join the programme in his or her watch below). The topics cover the essentials a ships officer in a multilingual crew needs to master in order to successfully meet the communication requirements at sea and in ports: the book even introduces the recently IMO adopted Standard Marine Communication Phrases (IMO SMCP 2002) embedded in a well thought out context and with appropriate exercises such as role plays. ‘To put it in a nutshell: The International Maritime Language Programme, the course book and the CD- ROM, are well suited to acquire the basic communication requirements as laid down in the relevant sections of the IMO Intemational Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978/95, and also to fill the IMO Mode! Course 3.17, Maritime English, with life. For a long time a Maritime English textbook like this has been waited for ~ here it is. Nautical and engineering students, Maritime English lecturers as well, would be well advised to assign this teaching and learning aid @ prominent place in their daily work in classes. Peter van Kluijven deserves our wholehearted congratulations and thanks. Prof. Or. Peter Trenkner November 2002 Chairman IMLA Sub-Committee on Maritime English FOREWORD 5UNIT ONE TEXTS, TASKS AND PROJECT MARITIME COMMUNICATION - Maritime Communication - The Global Maritime Distress and Safety System (GMDSS) - VHF-Communication: Distress - Urgency - Safety - Search and Rescue - VHF-Communication: Routine Messages - Ship Reporting - Standard Marine Communication Phrases (SMCP) - Tasks: Role Plays - Project: VHF-Communication Search and Rescue MARITIME COMMUNICATIONMaritime Communication Maritime communication comprises communication between vessels and coast-stations, intership ‘communication and intraship communication (internal communication when the vessel is berthing, casting off, leaving berth, loading or discharging, etc.) Vessels and coast-stations can communicate by means of RadioTelephony, Satelite, Digital Selective Calling (OSC) and Radio-Telex Categories of messages that can be transmitted and received are called “priorities”. They indicate the importance of the message. Priorities 1-A DISTRESS ALERT indicates that there is serious and immediate danger for vessel, crew and passengers, A Distress Alert is also referred to as a "MAYDAY * 2- An URGENCY message indicates that there is serious danger for vessel, crew and passengers, ‘An Urgency Message Is also referred to as a “PAN PAN" message. 3- A SAFETY message indicates that there is imminent risk for navigation. A Satety Message is also referred to as a “SECURITE” message. 4- A ROUTINE message is transmitted to ensure safe navigation. Routine messages refer to intership communication, exchange of data in port operations, communication between ships and Vessel Traffic Services, inshore radar stations, pilot stations, bridges and locks. The Global Maritime Distress and Safety System (GMDSS) @©® ‘The Giobal Maritime Distress and Safety System came into force in 1999 and is part of the International Convention concerning the Safety of Life at Sea (SOLAS). {ts main objective is to prevent accidents by providing Marine Safety Information and at least minimize consequences of marine accidents by means of effective communication. GMDSS will enable a vessel to communicate with coastal stations and other vessels at any time and under any circumstances. ‘Communication according to the Global Maritime Distress and Safety System comprises: - transmission of distress alerts to shore-based stations, including locating (homing) of the vessel in distress; - reception of shore-to-ship alerts; - transmission and reception of ship-to-ship alerts; = transmission and reception of messages concerning Search and Rescue Operations and On- Scene Communications during a SAR operation; - transmission and reception of radio-signals to indicate or determine positions; = transmission and reception of safety messages (Maritime Safety Information broadcasts); - intership-communication, by which is understood communication between vessels, Sea-areas GMDSS distinguishes four sea-areas: ‘Sea Area At An area within radiotelephone-coverage of at least one VHF-coast station, in which continuous VHF- DSC-alerting (channel 70) and radiotelephony services are available. This area extends 30 miles off shore. 8 MARITIME COMMUNICATION.Sea Area A2 An area, excluding Sea Area Al, within radiotelephone-coverage of at least one MF-coast station, in Which continuous DSC-alerting (2187.5 kHz) and radiotelephony services are available GMDSS-vessels travelling this area must carry a DSC-equipped MF radiotelephone in addition to equipment required for Sea Area A1 This area extends 200 miles off shore. Sea Area A3 ‘An area, excluding sea areas Al and 2, within coverage of an Inmarsat geostationary satelite, in which continuous alerting is available. This area extends between 70 degrees latitude North and 70 degrees latitude South, Ships travelling this area must either carry an Inmarsat A, B or G ship/earth station or a DSC-equipped HF radiotelephone/telex in addition to equipment required for an At and A2 Area Sea Area A4 The areas outside A1, A2 and A3 are Ad-Sea Areas. Ships travelling these Polar Regions must carry a DSC-equipped HF radiotelephoneitelex, in addition to equipment required for areas A1 and A2. This area does not have Inmarsat-, but COSPAS-SARSAT coverage. GMDSS-vessels Vessels that are subject to the Safety of Life at Sea- Convention (SOLAS) must comply with the GMDSS- regulations and must be fitted with GMDSS-equipment, GMDSS-vessels (or SOLAS- vessels) inciude all vessels engaged on international voyages, except very small vessels, such as pleasure yachts that are not engaged in trade, ships that are not self-propelled, but also men- of-war and troopships. These non-GMDSS vessels mentioned above do not have to comply with the system. Finally, national governments have the authority to class certain types of vessels as GMDSS-vessels. GMDSS Communication-set Systems GMDSS consists of a terrestrial- and a satellite-system. The terrestrial system (earth-system) comprises Radio-Telephony (RTF), Digital Selective Calling (DSC), Direct Printing Telegraphy (DPT), Navigational Telex (NAVTEX) and the Search and Rescue Radar Transponder (SART). The satellite-systems comprise Inmarsat, COSPAS/SARSAT, Emergency Position Indicating Radio Beacons (EPIRBs) and the Status Recording-system (STAREC) Radiotelephony A VHF-transceiver (transmitter + receiver) transmits and receives radio signals. ‘The VHF is used to bridge short distances, is easy to operate and Is allowed to be used both in territorial waters and inland waterways. Its receiver has a “push-to-talk button’. If the installation is a "simplex" radio, speaking and listening cannot be done simultaneously. When you wish to ‘speak, you push the button; when you wish to listen, you release it Before changing from speaking to listening, you say “over Radiotelephone (the VHF) MARITIME COMMUNICATION 9If the installation is @ “duplex” radiotelephone, speaking and listening can be done simultaneously. Most coast-stations are equipped with semi-duplex installations, with which speaking and listening can bbe done simultaneously, while the receiving-end has a simplex-installation. \VHF radio-communication can bridge about 40 miles. MF- or HF radiotelephony is used to bridge 150 miles (MF) to 2000 miles (HF). Reception of radio signals will not always be of high quality, and coverage will not always extend to the desired areas. This may of course have consequences for the safety of the vessel and her crew. These disadvantages of communication through speech has led to the introduction of Digital Selective Calling in maritime communication, Digital Selective Calling (DSC) Digital Selective Calling on VHE-, MF- and HF-maritime radios is part of the GMDSS. DSC js intended to digitally announce and initiate ship/ship, ship/shore and shore/ship radiotelephone- and radiotelex calls. After the announcement has been digitally acknowledged by the receiving station or ship, communication is usually continued on VHF To transmit a DSC-call, a GMDSS-operator enters the required commands to address the station or ship with which he wishes to communicate, and the priority of the call DSC-priorities are: 1- DISTRESS 2-URGENCY 3- SAFETY 4- ROUTINE ADSC distress-alert consists of a pre-formatted distress message and is used to announce and initiate emergency communications with vessels and Rescue Co-ordination Centres (RCC's). Natures of distress that can be entered into the format are: “tire/explosion’, “flooding”, “collision’, “grounding”, “iisting’, ‘sinking’, “disabled and adrift” and ‘piracy’. ‘An“undesignated distress” is an alert that has not been formatted (no indication as to the type of distress has DSC-display been given) ae, Distress alerts are automatically addressed to all stations. ADSC-controller is fitted with a distress-button (indicated by SOS, ALARM, EMER or DISTRESS), which allows the transmission of a distress call with minimum delay. Urgency, safety and routine calls can be addressed to all stations or ships, an individual station or ship, or a group of stations or ships. ‘Once the call has been composed, the CALL-button is pressed on the DSC controller and the information is transmitted. it is recommended that DSC controllers be interfaced to Global Positioning ‘System-receivers for an updating of position- and time information, which is automatically included in the message. After an alert by DSC and the acknowledgement that the alert has been received, communication is normally carried out by RadioTelephony (speech) or radio-telex. Maritime Mobile Service Identity (MMSI) ‘A DSC- installation on board a vessel or at a coast station has been programmed with a unique nine-digit identification code, known as “Maritime Mobile Service Identity” (MMSI) ‘The MMS! is sent automatically with each DSC-transmission The first three digits of the MMSI are known as the Maritime Identiication Digits (MID). The MID represents the country of registration of the vessel, or the country in which the DSC shore station is located, 40 MARITIME COMMUNICATION.In the voice-transmission that may follow after the DSC-announcement and acknowledgement, the vessel or station may be identified by the MMSI-code, which should then be pronounced in groups of three digits. Like so: . 1 this 18 tW0 10 FOU. sene SIX BIGHE AVE vnnsosnse ZOTO ZONO ZOrC! Note that in spoken communication the use of the vessel's MMS! is only applied in Distress -, Urgency - and Safety messages. Inmarsat == - Satellite systems operated by the International Mobile Satellite y Organisation (Inmarsat) are very important elements of the moss. / Inmarsat-satellites are geostationary, which means that their positions in space with respect to the earth remain the same. i i Communication by means of inmarsat-satellites extends in \ lf an area between 70 degrees latitude North and 70 degrees latitude South and has been subdivided into 4 Inmarsat- ‘ o regions: ~ Alantic Ocean legion West (AOR-W) - Atlantic Ocean Region East (AOF-E) =e - Indian Ocean Region (IOR) — Pacific Ocean Region (POR). Geostationary Inmarsat-Satelites The Inmarsat-A and B installation provide ship/shore, ship/ship and shore/ship telephone, telex and high-speed data services. The Inmarsat-C provides ship/shore, shore/ship and ship/ship, store-and-lorward data and telex messaging and can send preformatted distress messages to a Rescue Co-ordination Centre. ‘Communication by means of speech is not possible with Inmarsat-C. The Inmarsat-C SafetyNET service is a satellite-based world-wide maritime safety information broadcast service. It works similarly to NAVTEX in areas outside NAVTEX coverage. NAVTEX NAVTEX is a component of the World Wide Navigational Warning Service (WWNWS) and must be installed on GMDSS-vessels in order to be able to receive Maritime Safety Information-messages. It is a telex-receiver that can print MSI-messages. | ‘These navigational messages are addressed “to all vessels” and contain information concerning meteorological warnings, SAR-operations and other important and urgent data, NAVTEX-receiver EPIRB ‘An Emergency Position indicating Radio Beacon is a small radio-transmitter able to transmit UHF-distress signals. These signals are received by satellites and relayed to Rescue-Co-ordination Centres. An EPIRB will be released from the vessel-in-distress by hand, or automatically by a hydrostatic release mechanism ‘once the beacon has been submerged for a few metres in case of shipwreck. It will be activated automatically and will start to transmit a distress alert to Rescue-Co-ordination Centres via satelite, giving position and identification of the vessel. Survivalcraft with EPIRB and SART MARITIME COMMUNICATION "1Search and Rescue Radar Transponder (SART). ‘The GMDSS installation aboard vessels includes two or more Search-and- Rescue Radar Transponders. A SART will be activated by the radar of a passing vessel. It will then start to transmit an alert that will create a series of dots on the PP! (Plan Position Indicator - radar display) of the same vessel, which will then have the means to locate the distressed raft or vessel. ‘The detection range between SAAT and SAR-Unit depends on the height of the ship's radar mast and the height of the SART in the survival craft. COSPAS-SARSAT COSPAS-SARSAT is an international satellite-based search and rescue system, established by Canada, France, the U.S.A. and Russia Unlike the Inmarsat-satellites, these satellites are not geostationary, but orbit the earth on a North/South- ‘and South/North path, passing closely over both poles. It is the only system that offers a means to contact distant stations. The system offers a satelite Emergency Position-Indicating Radio Beacon (EPIRB). VHF-Communication: Distress - Urgency - Safety © ‘Any message concerning maritime communication consists of three parts: - the announcement of the message (which may be followed by the acknowledgement trom the receiving station or vessel); + the actual message; + ending of the message (" ut In maritime communication a distinction must be made between non-GMDSS vessels (that is: vessels that do not have to comply with the Global Maritime Distress and Safety System) and GMDSS-vessels. The difference between the two lies merely in the way communication is initiated (started), i.e. the announcement of the message. Announcement of a message Non-GMDSS vessels announce a message by means of the VHF (voice-communication). The procedure that is used when announcing a message is called “Address and Identity”: the radio-operator (the transmitting party) addresses the receiving station(s) or vessels), after which he identifies his vessel, 1 - a Distress message is announced by "MAYDAY - MAYDAY - MAYDAY - THIS 1S MV orosre CALL SIGN snes (3XY" 2- an Urgency message is announced by “PAN PAN - PAN PAN - PAN PAN - ALL STATIONS/VESSELS - ALL STATIONS/VESSELS - ALL STATIONS/VESSELS; THIS IS MV sosoee CALL SIGN .esne (BX) 3- a Safety message is announced by “SECURITE - SECURITE - SECURITE - ALL STATIONS/VESSELS - ALL STATIONS/VESSELS - ALL STATIONS/VESSELS; THIS IS MV ose CALL SIGN sens BX)". 4- a Routine message is announced by addressing the receiving station or vessel with its name and callsign, after which the transmitting party identifies with name and callsign, “Address and Identify” must also be applied by the acknowledging station or vessel The word "OVER" will indicate that the transmitting party wishes to change from speaking to listening "Address and Identify” must also be applied after the word “OVER”. GMDSS vessels announce a message by means of Digital Selective Calling (OSC), Alter the announcement has been made on the VHF or by DSC, the actual message is transmitted by means of voice-communication on the VHF. 12 MARITIME COMMUNICATION.Distress Message, Urgency Message and Safety Message non-GMDSS VESSELS DISTRESS MESSAGE (non-GMDSS vessels) Procedure and structure Example of a Distress Message on VHF: Announcement and message on VHF by “Vincente PWCA" (non-GMDSS vessel) FORMAT: Address and Identity: Spoken message: ‘MAYDAY ~ identification - the position of the vessel = time of transmission (not required) - the nature of distress or danger ~ the assistance that is required = any other important information and requirements (e.g. number of persons on board of vessel in distress). TRANSMISSION: Address MAYDAY MAYDAY MAYDAY and Identity: this is Vincente - Papa Whiskey Charlie Alta Vincente - Papa Whiskey Charlie Alfa Vincente - Papa Whiskey Charlie Alfa Spoken message: MaYDAY My position three six degrees two one minutes N/ zero zero niner degrees five three minutes W. Vessel on fire. I require fire fighting assistance. ‘Number of crew on board: eight. Information: I will launch lifeboat. OVER MARITIME COMMUNICATION 13Procedure and structure. URGENCY MESSAGE (non-GMDSS vessels) Example of an Urgency Message on VHF: Announcement and message on VHF by “MV Garland GFCC” (non-GMDSS vessel) FORMAT: Spoken message: Address and Identify: - the position of the vessel time of transmission (not required) nature of danger and relevant data any other important information and requirements. TRANSMISSION: Address and Identity: ‘Spoken message: PAN PAN - PAN PAN - PAN PAN ALL STATIONS, ALL STATIONS, ALL STATIONS This is MV Garland - Golf Foxtrot Charlie Charlie MV Garland - Golf Foxtrot Charlie Charlie MV Garland - Golf Foxtrot Charlie Charlie My position five six degrees one eight minutes N/ zero degrees three seven minutes E. am manoeuvring with difficulty. | have problems with main engine. I require tug assistance. Advice: all ships keep clear. OVER MARITIME COMMUNICATIONProcedure and structure: ‘SAFETY MESSAGE (non-GMDSS vessels) Example of a Safety Message on VHF: Announcement and message on VHF by MV “Explorer GBUT” (non-GMDSS vessel) FORMAT: Spoken message: Address and Identity - the position of the vessel - time of transmission according to UTC = nature of imminent risk for navigation and relevant data ~ any other important information and requirements. Address and Identity Spoken message: SECURITE SECURITE SECURITE ALL STATIONS, ALL STATIONS, ALL STATIONS This is Explorer - Golf Bravo Uniform Tango Explorer - Golf Bravo Uniform Tango Explorer - Golf Bravo Uniform Tango ‘my position bearing two five niner degrees from Falls Light, distance one decimal five miles. Time: April twenty - one three four five hrs. UTC. Information: Buoy Foxtrot Lima - one in position two five niner degrees from Falls Light, distance two miles, missing. our MARITIME COMMUNICATIONDistress Message, Urgency Message and Safety Message GMDSS VESSELS Announcement and acknowledgement For vessels that must comply with the Global Maritime Distress and Safety System Distress Messages, Urgency Messages and Safety Messages are announced to coast-station and all vessels in the vicinity through “Digital Selective Calling”. When the DSC-Acknowledgement has been received from the coast-station, a MAYDAY-, PAN PAN- or SECURITE message is transmitted to all ships by conversation through Radio Telephony (VHF, MF or HF), via satellite or by telex. Care must be taken to keep the RadioTelephony conversation short and to the point. Therefore the ‘Standard Marine Communication Phrases must always be used in VHF-communication. DISTRESS MESSAGE (GMDSS vessels) Procedure and structure Example of a Distress Message on VHF: “MV Pearl Head” on fire MV Pearl Head (call sign VASE - MMSI-Code 235 786 000) is on fire. Her position is 38 degr.10 min N / 018 degr.10 min E. Fire has been located in the engine room and in No. 2 hold, The vessel is sinking and the crew are abandoning her. Crew consists of 18 members, 8 of whom have been injured - one crewmember was killed. Pearl Head has put two lifeboats in the water. Afier her distress-alert by DSC has been acknowledged she transmits a Distress message on VHF. Message on VHF: MAYDAY This is two three five - seven eight six - zero zero zero Pearl Head - Victor Romeo Sierra Echo. My position: three eight degrees one zero minutes North / zero one eight degrees one zero minutes East. 1am on fire: fire is in engine room and number-two hold. Vessel is sinking. (Crew must abandon vessel. ‘Number of crew on board: one eight. ‘Number of injured persons: eight. ‘Number of casualties: one. ‘Number of lifeboats launched: two. OVER 16 MARITIME COMMUNICATIONDistress-traffic continued: further procedures (received mayday / relay / silence) (All messages concerning the distressed vessel must begin with “MAYDAY”) “Received Mayday” When a vessel has received a Distress Alert from a distressed vessel, the radio operator must wait and remain stand-by for a few minutes until the acknowledgement from RCC has been received ifthe master of a vessel that has received a distress alert acknowledgement decides that he is able to assist, he must transmit a Received Mayday to the vessel in distress “RECEIVED MAYDAY” MV Ocean Queen - IRSL to distressed vessel Pearl Head MAYDAY Pearl Head Pearl Head Pearl Head - Victor Romeo Sierra Echo This is Ocean Queen Ocean Queen ‘Ocean Queen - India Romeo Sierra Lima RECEIVED MAYDAY “Received Mayday” (supplementary) ‘A vessel that has transmitted a "Received Mayday’ will transmit a supplementary “Received Mayday” if she is “able to assist” - that is: within short range of the distressed vessel - giving her identfication, position and speed, her ETA at the distressed vessel and any other important information. “RECEIVED MAYDAY" (supplementary) from Ocean Queen - IRSL on VHF MAYDAY Pearl Head Pearl Head Pearl Head - Victor Romeo Sierra Echo This is Ocean Queen Ocean Queen Ocean Queen - India Romeo Sierra Lima Information: my position: bearing zero four five degrees from distress position - distance three miles. My course: zero three five degrees; my speed: one two knots. ETA distress position is within two five minutes. OVER “Mayday Relay” a vessel has noticed that a vessel in distress is not able to transmit a Distress Alert, she must transmit a Distress Alert Relay ("Mayday Relay’) to the Rescue Co-ordination Centre or coastal station. MARITIME COMMUNICATION 17 AAR ASS co“MAYDAY RELAY " from MV Ocean Queen - IRSL MAYDAY RELAY - MAYDAY RELAY - MAYDAY RELAY All stations - All stations - All stations this is Ocean Queen Ocean Queen Ocean Queen - India Romeo Sierra Lima MAYDAY Vessel in position three eight degrees one zero minutes North / zero one eight degrees ‘one zero minutes East is on fire. MAYDAY RELAY “Silence Mayday” When a Search and Rescue-operation is in progress, the RCC or On-Scene-Co-ordinator (OSC) wil instruct other vessels in the vicinity to keep radio-silence, unless they have messages about the accident, Racio silence is imposed to other vessels by the phrase “Silence Mayday”. “Silence” is pronounced {s/elonce} “SILENCE MAYDA) from Aveiro Radio to all ships on VHF MAYDAY all stations - all stations - all stations - this is Aveiro Radio. Time: one three one five hours UTC - ‘SILENCE MAYDAY “Silence Fini” ‘The ending of SAR radio-communication after a SAR-operation has been completed is indicated with the phrase “Silence Fini". “Silence” is pronounced [sie/once], “SILENCE FINI” from Aveiro Radio to all ships on VHF MAYDAY all stations - all stations - all stations - this is Aveiro Radio, Time: one four three zero hours UTC. Pearl Head - Victor Romeo Sierra Echo - SILENCE FINI 18 MARITIME COMMUNICATIONURGENCY MESSAGE (GMDSS vessels) Procedure and structure: Example of an Urgency Message on VHF by GMDSS-VESSEL “Empress’: MV Empress requires tug assistance MV Empress ( MMSI-Code 286 172 000 - call sign ZAKP -) with reduced manoeuvrability due to problems with main engine - requests tug assistance and advises all vessels to keep clear. Her position is 59 degr. 25 min. N / 000 degr. 52 min. E. After the DSC-announcement has been acknowledged, she transmits an Urgency-message on VHF Message on VHF PAN PAN - PAN PAN - PAN PAN All stations - all stations - all stations this is two eight six - one seven two - zero zero zero. Motor Vessel Empress - Zulu Alfa Kilo Papa. My position: five niner degrees two five minutes North / zero zero zero degrees five two minutes East. 1am manoeuvring with difficulty. I require tug assistance. Ihave problems with main engine. Advice: ail vessels keep clear. OVER SAFETY MESSAGE (GMDSS vessels) Procedure and structure: Example of a Safety Message on VHF by GMDSS-VESSEL “Nordic Star’ MV Nordic Star reports that a buoy is unlit MV Nordic Star (MMSI-Code 668 743 000 - call sign GBLA), in position bearing 145 degrees from Boyle Light, distance 3 miles, time: May 13 at 13.40 UTC, reports that there is no light on Buoy AL-2 in position 140 degrees from Boyle Light, distance 2.5 miles, is unlit. After the DSC-announcement has been acknowledged, she transmits a Safety-message on VHF Message on VHF: SECURITE - SECURITE - SECURITE; All stations - all stations - ail stations: this is six six eight - seven four three - zero zero zero Nordic Star - Golf Bravo Lima Alfa. My position is bearing one four five degrees from Boyle Light at a distance of three miles. Time: May thirteen one three four zero hours UTC. Information: buoy Alfa Lima Two in position bearing one four zero degrees from Boyle Light, distance two decimal five miles, unlit. our (MARITIME COMMUNICATION 19Search and Rescue SAR-organisations have been established in territorial- and high-seas areas to perform co-ordination and render services in cases of distress. These services are provided within a Search and Rescue Region (SAR), which is associated with a Rescue-Co-ordination Cantre (RCC). When a SAR operation is started, a SAR Mission Co-ordinator (SMC) at the Rescue Co-ordination Centre will guide the operation until rescue has been effected or it has become apparent that further efforts will be hopeless. The SMC will designate a vessel in the vicinity of the distressed vessel or aircraft that participates in the search as the On-Scene Co-ordinator (OSC) until a Search and Rescue Unit (SAR-vessel) is available at the spot. The OSC must co-ordinate on-scene activities and must ensure that reliable communications are maintained. Vessels that are able to render assistance because they are in the vicinity of the distressed unit ate “able to comply’ and must transmit a “Received Mayday" as soon as they have received a DSC-acknowledgement from a coast station. Situation Report (SITREP) A situation report (SITREP) is transmitted by the Rescue Co-ordination Centre (RCC) and On-Scene- Co-ordinator (OSC) to all vessels and other stations as soon as details of the incident or accident have become clear enough to indicate SAR involvement. ASITREP is transmitted by the OSC to keep the SAR Mission Co-ordinator (SMC) informed of on-scene mission progress and conditions. ASITREP is also transmitted by assisting vessels and helicopters to inform the OSC. The short-form SITREP is used to provide the earliest notice of an emergency. Shortform SITREP (earliest notice of emergency) by San Juan Rescue Co-ordination Centre on Sept.12 15.20 hrs, Identity of casualty: Dutch ore-carrier Pacific Star - Papa Kilo Delta Echo of 85,000 GT - owned by Jansen-Shipping Netherlands), on fire in posn. 21 degr. 0 min. S/ 068 degr. 16 min. W. (Search & Rescue-Region Brazil), underway from Sao Paulo to Cape Town; number of crew: 12. Fire-fighting assistance is required. - Priority (distress / urgency) DISTRESS ~ Date and Time September 12 time: 1520 hrs UTC From RCC San Juan Rescue Co-ordination Centre -To All vessels in vicinity of position 21 degr. 0 min $/068 degr. 16 min W - SAR SITREP number 1 = Identity of casualty Pacific Star - PKDE (Name, call sign, Flagstate) Dutch registration = Position (Latitude / longitude) In position 21 degr 0 min S/ 068 degr 16 min W = Situation: Message Distress Date and time September 12 at 1520 hrs UTC Nature of Distress Pacific Star is on fire - Number of Persons at risk 12 - Assistance that is required Fire-fighting assistance and SAR = Co-ordinating Centre ‘San Juan Rescue Co-ordination Centre. 20 MARITIME COMMUNICATIONThe full-form SITREP transmitted by CC is used to pass amplifying or updating information during a SAR operation. Additional information must include: - detailed description of distressed vessel = on-scene weather conditions - actions already taken - search area, as planned by RCC. Fullorm SITREP transmitted by SAR-vessel “Vendor" to inform the RCC on Sept. 12 1610 hrs. Helicopter- and oil-clearance assistance are required. Fire fighting started - 5 crewmembers trom lifeboat taken ofb Vendor; number of injured persons: 3. ZJRU and BCHH are able to comply. Weather good with NW winds 3 to 4 B. - overcast with good visibility - Sea State 4 (moderate). Contact with helicopter-station soon; VHF Ch. 67. - Priority (distress / urgency - From -To ~ SAR SITREP number = Identity of casualty ~ Position (Latitude / longitude) - description of emergency + Situation: Message Date and time Nature of Distress - Number of Persons at risk - Assistance that is required = Co-ordinating Centre + description of casualty - On-scene weather - Initial actions take: + Search area - Co-ordinating instructions - Future plans + Additional information and conclusion DISTRESS Search & Rescue Unit (SRU) Vendor San Juan Rescue Co-ordination Centre 2 Pacific Star - PKDE Dutch Registration In position 21 deg 0 min $ / 068 degr 16 min W Pacific Star on fire Distress September 12 1610 hrs UTC fire 2 Helicopter assistance / oll-clearance assistance San Juan Rescue Co-ordination Centre Ore-carrier of 85,000 GT, owned by Jansen-Shipping Netherlands / underway from Sao Paulo to Cape Town Wind NW Beaufort force 3/4 - overcast - good visibility/ Sea state: code 4 (moderate) Fire-fighting started | 5 crewmembers taken on board from a lifeboat Brazil SRR OSC: SRU Vendor / vessels complying: ZJRU and BCHH/ ‘Communication on channel 67 Will establish contact with helicopter-station asap ‘Number of injured persons on board: 3. MARITIME COMMUNICATION 2VHF-Communication: Routine Messages © A Routine Message is transmitted to ensure safe navigation. Routine communication comprises intership communication, exchange of data in port operations, communication between vessels and VTS-stations, inshore radar stations, pilot stations, bridges and locks. A non-GMDSS vessel announces a routine message on the VHF by addressing the receiving s or ship, after which she identifies herself by giving name and call sign. This method is called “Address and Identify”. The receiving station will then acknowledge the reception of the announcement by using the same method. If conditions for establishing contact are unknown or expected to be bad, the addressing and identification must be done three times. (Holly Radio - Holly Radio - Holly Radio - this is MV Christina Papa Kilo Alfa Hotel - MV Christina Papa Kilo Alfa Hote! - MV Christina Papa Kilo Alfa Hotel’) When conditions are good, the best way to establish contact is to address once, and identify twice (Halifax Radio, this is this is MV Christina, MV Christina Papa Kilo Alfa Hote’). Alter first contact has been esiablished, addressing and identification is done only once. Procedure and structure. Example of a Routine Message on VHF by NON-GMDSS VESSEL ‘Announcement on VHF by MV Christina - PKAH (non-GMDSS vessel) calling Holly Radio; acknowledgement by Holly Radio Address: Holly Radio - Holly Radio - Holly Radio and Identity: This is MV Christina (Papa Kilo Alfa Hotel) MV Christina (Papa Kilo Alfa Hote!) MV Christina Papa Kilo Alfa Hotel ‘on VHF-channel one three; How do you read me? OVER Address: Christina Christina and Christina Papa Kilo Alta Hotel Identity: This is Holly Radio Holly Radio Holly Radio I read you signal strength four - “ OvER Calling unknown vessel Ita message must be transmitted to a vessel whose name and call sign are unknown, the address must be made 10 all vessels, followed by the address to the unknown vessel by indicating her position. ‘Announcement of the message is allowed on channel 16. (On GMDSS-vessels the MMSI-code of an unknown vessel can be read from the radar display with the ‘Automatic Identification System (AIS), After the announcement has been acknowledged, communication will be continued on a VHF-channel that is chosen by the receiving station or vessel. Urgent message In case of an urgent message (note: not an Urgency messagel) the phrase “How do you read me?" willbe left out. Instead, the actual message wil flow immediately after the identification. 22 MARITIME COMMUNICATIONUrgent routine message on VHF: MV Christina - PKAH to unknown ship in posn. 2 cables $ of Boyle Light to indicate that Christina is at anchor and unknown vessel is on a collision course. She must alter her course to starboard side. Address: All vessels, all vessels, all vessels. Calling unknown vessel in position bearing 2 cables South of Boyle Light and Identity: this is MV Christina ‘MV Christina MV Christina Papa Kilo Alta Hotel. Message: Information: | am at anchor in the middle of the fairway. Warning: you are steering a dangerous course. Advice: you must alter course to starboard; repeat: you must alter course to starboard. OVER GMDSS-vessels announce a routine message through Digital Selective Calling (DSC). Atter the DSC acknowledgement has been received, the conversation will continue on a \VHF-channel that is chosen by the receiving station or vessel. Procedure and structure. Example of a Routine Message on VHF by GMDSS VESSEL. Message after DSC-announcement by MV Cathar - IRSL and acknowledgement by Holly Radio. MV Cathar wishes to know whether she requires pilotage, Message Holly Radio, this is Cathar - India Romeo Sierra Lima. Question: must | take pilot? OVER Cathar - india Romeo Sierra Lima, this is Holly Radio. Answer: no, pilotage not compulsory. our MARITIME COMMUNICATION 23The Ship Reporting System ‘The Standard Marine Alphabet must be used when names or call signs are spelt. In the IMO Ship Reporting System the letters of the alphabet have been given standard meanings. Coast Station may request a vessel to give a Maritime Report and a Position Report (MAREP/POSREP) prior fo entering the port A MAREP/POSREP will make conversation short and clear. The first four letters (Alfa / Bravo / Charlie / Delta) are used for the POSREP. “Charlie” indicates a longitude/latitude-position; “Delta” indicates a position as a bearing and distance from a fixed point. In VHF-conversation a Delta- position indication must always be preceded by the word “bearing’. Like so: "My position: bearing zero four five degrees from Falls Light, distance two decimal five miles Nole that numbers are always pronounced in separate digits (045 = zero four five) However, in helmorders numbers are as written (15 degress = fifteen degrees), SHIP REPORTING SYSTEM: MAREP/POSREP - meaning of letters of the alphabet POSREP Alfa - Vessel’s name + Call Sign November - Time of next report Bravo - Day of month + time Oscar —- Draft (UTC/Localzone) Papa + Cargo Charlie - Position: longitude - latitude (type and quantity) Delta —_- Position: as a bearing and Quebec — - Any deficiencies or distance from a fixed point limitations Romeo — - Any pollutants or MAREP dangerous goods o/b Echo —- True course Sierra - Weather conditions Foxtrot - Speed (in knots) Tango —_- Ship’s representative or Golt - Last port of departure owner Hotel - Time and point of entry into Uniform — - Size and type of vessel the system Victor - Medical personne! India - Destination + ETA Whiskey - Number of persons o/b Juliet - Deep-sea or local pilot X-Ray - Any other useful on board information Kilo = Time of exit from the system Yankee — - Request to relay report to Lima + Intended track other system Mike - VHF-channels guarded Zulu - End of report. 24 MARITIME COMMUNICATIONStandard Marine Communication Phrases - SMCP ® Maritime communication must be short and precise, unambiguous and simple. In all types of messages the standardised maritime language, known as the SMCP, must therefore be Used to reduce the risk of accidents. Under the International Convention on Standards for Training, Certification and Watchkeeping for Seafarers (STCW) the ability to understand and apply the Standard Marine Communication Phrases is required for the certification of Officers Of the Watch (OW) on vessels of 500 Gross Tonnage or more, Message Markers It is advised to use the following message-markers as often as possible. =INSTRUCTION usually followed by “You must...” or “Do not..." only to be given by authorities + ADVICE usually followed by “You must...” or “Do not ....”. The decision to follow the advice or not will always stay with the recipient. - WARNING often followed by the phrase “You are running into danger’, followed by information concerning the exact sort of danger. - INFORMATION usually concerning ship-movement and traffic image. = QUESTION + ANSWER if the answer to a question is affirmative or negative, "Yes" or “No” must be followed by part of question (‘ANSWER: No, | do not require pilot service’). - REQUEST often followed by “....do | have permission to..." + INTENTION always followed by "LW a... Standard Verbs Do not use the verbs HAVE TO / WANT / MAY / MIGHT / CAN / COULD / SHOULD. Do not say: “You have to alter course to port’, but say: “You must alter course to port”. Do not say: “Do I have to take a pilot? *, but say: "Must | take a pilot’. Do not say: “I want to pass ahead of you", but say: "Intention: | wish to pass ahead of you’. Do not say: “You may not enter the fairway’, but Say: "Do not enter the fairway” Do not say: “May | proceed?” but say : "Do | have permission to proceed””, Do not say: “I might enter the fairway now’, but say: "Intention: | will enter the fairway now’. Do not say: “Can | heave up anchors 2” but say: "Do | have permission to heave anchors’. Do not say: “You might run into danger’, but say: "Warning: you are running into danger!”. Do not say: “You could run into danger’, but say: "Warning: you are running into danger!” Do not say: “You should reduce your speed, but say: “You must reduce speed” ‘Shortened forms Do not use I’M / YOU'RE / DON'T /'VE, Do not say “/'m underway’, but say “I am underway’. Do not say “You're heading towards my tow”, but say “You are heading towards my tow’. Do not say “Don't cross the fairway", but say: "Do not cross the fairway". Do not say “/'ve a list to port’, but say “I have a list to port’. Signal Strength The question “How do you read me” may be answered by using the phrase “I read you bad”, poor’, * fair’ good” or * excellent’, or by a signal-strength indication. \read you bad OR | read you signal strength 1 ( = barely perceptible) read you poor OR | read you signal strength 2 ( = weak) | read you fair OR | read you signal strength 3 ( = fairly good) | read you good OR | read you signal strength 4 ( = good) I read you excellent OR | read you signal strength 5 ( = very good). MARITIME COMMUNICATION 25You must...” ="l will Coast stations often give instructions or advices, followed by "You must...” Always answer “You must.....” with ‘/ will...” to indicate that you have understood and indeed will execute the instruction. Stella Maris, Papa Kilo November Sierra; this is Dover Coastguard Dover Coastguard. Instruction: you must reduce speed to eight knots. Repeat: you must reduce speed to eight knots. OVER Dover Coastguard; this is Stella Maris, Papa Kilo November Sierra. Message understood. I will reduce speed to eight knots. our “Repeat” /““Say again” “Repeat (or “| say again’) is used when an important message or part of a message is repeated. “Say again’ is used when a message or part of a message has not been clearly heard. ‘The VHF-transceiver button is pushed fo talk and released to listen. Dangerous situations may arise when after mistakenly having used “Repeat” the button is “pushed to talk”, while the operator intends to listen. “REPEAT / SAY AGAIN’ ‘Seaborne ‘Seaborne Seaborne - Delta Kilo Echo Lima; this is Garland Garland Garland - Golf Foxtrot Charlie Charlie. Intention: | will alter course to port - repeat: | will alter course to port. OVER Garland - Golf Foxtrot Charlie Charlie; this is Seaborne - Deita Kilo Echo Lima, Say again! OVER 26 MARITIME COMMUNICATION.“Mistake - correction unm “Mistake: correction. is used when incorrect information has been passed through. ‘Mistake - correctio My draft att is six decimal tive metres. Mistake - correction: my draft aft is seven decimal five metres. Spelling ‘When spelling is necessary, only the following spelling table should be used: Letter Code Letter Code Spelling of digits and numbers A Ala N November Number Pronunciation B Bravo ° Oscar c Charie | P Papa o ZEERO D Dota Q ‘Quebec 1 WUN E Echo R Romeo 2 Too F Foxtrot |S Sierra 3 TREE G Gott T Tango 4 FOWER H Hote! u Uniform 5 FIFE 1 India v Victor 6 si J Juliet w Whisky 7 ‘SEVEN K Kilo x X-ray 8 AIT L Lima Y Yankee 9 NINER M Mike z Zulu 4000 TOUSAND Positions. ‘When latitude and longitude are used, these shall be expressed in degrees and minutes (and decimals of a minute if necessary), North or South of the Equator and East or West of Greenwich. Example: "WARNING. Dangerous wreck in position 15 degrees 34 minutes North 061 degrees 29 minutes West". When the position is related to @ mark, the mark shall be a well-defined charted object. The bearing shail be in the 360 degrees notation from true north and shall be that of the position FROM the mark Example: “Your position bearing 137 degrees from Big Head lighthouse distance 2.4 nautical miles” Courses Always to be expressed in 360 degree notation from (true) north, ‘Whether this is to TO or FROM a mark can be stated. Distances To be expressed in nautical miles or cables (tenths of a mile) Speed ‘To be expressed in nautical miles per hour = knots. Times ‘Times are expressed in the UTC-notation. If an other time-notation is used - local time or zone time - it should be clearly indicated. “QUT” and “STAND BY” ‘A VHF-conversation is ended and closed by saying the word “OUT’. It is advised to have a conversation between coast station and ship ended and closed by the coast station, ‘The instruction to waif for further information is indicated by the term “STAND BY". MARITIME COMMUNICATION 27Standard Marine Communication Phrases (SMCP) - Part A. ‘The following extract of the Standard Phrases is only a small part of the actual SMCP, but forms a good reflection of it, PRIORITY: DISTRESS - MV Seaborne (call sign DKEL - MMSI-Code 235 786 000); posn. 69 degr. 29 min. N/ 042 degr.53 min E. December 14 - 1345 hrs. UTC. ‘SMCP in VHF-communication: her DSC-alert has been acknowledged; VHF-message begins: “MAYDAY + identification + position”. The whole ship is on fire. There is danger that the vessel will explode. Fire has been located in the engine room and in the superstructure. Fire has been detected The smoke is poisonous. no. 2 hold. Vessel is un manoeuvrable. Fire cannot be extinguished by vessel's. ‘own equipment. ‘Six crewmembers have been injured. ‘Two crewmembers were killed. Water is entering the ship below the waterline. Vessel port side; deck cargo will be put overboard. heeling over 20 degrees to Vessel is unable to continue her voya Tug assistance is needed. Vessel has had a collision with an unknown, object. ‘The crew are leaving the vessel aftor the vessel has had a collision. Vessel is damaged below waterline, but she Is able to continue her voyage without assistance. Vessel is sinking after an explosion. “Lam on fire in posn.69 degr.29 min. N / 042 degr. 53 min E.; danger of explosion” “Fire is in engine room and in superstructure”. “Fire is in number-2 hold; smoke toxic”. “{am not under command”. “Fire not under control; I require fire fighting assistance”. “Number of injured persons: six”. “Number of casuattie two”. “Lam flooding below waterline”. “Ihave a dangerous list to port; | will jettison cargo to stop listing”. 1am not under command; I require tug assistance “I have collided with unknown object”. “Crew must abandon vessel after collision”. have damage below waterline; I'can proceed without assistance”. “1 am sinking after explosion” 28 MARITIME COMMUNICATIONPRIORITY: DISTRESS - MV Seaborne (call sign DKEL - MMSI-Code 235 786 000); posn. 69 degr. 29 min. N / 042 degr.53 min E. December 14 - 1345 hrs. UTC. ‘SMCP in VHF-communication: her DSC-alert has been acknowledged; VHF-message begins: “MAYDAY + identification + position”. Vessel is adrift. Vessel is aground and needs tug assistance. Refloating expected when tide gets higher. Vessel is being attacked by pirates. No damage has been caused to the ship. Vessel will continue her voyage. Someone has fallen overboard, “Lam adrift”. “Lam aground; | require tug assistance”. “1 expect to retioat when tide “1 am under attack of pirates”. “Ihave no damage; | will proceed”. “Ihave lost person overboard in position 69 degr.29 min. N/ 042 degr. 53 min E.” PRIORITY: DISTRESS - MV Seaborne (call sign DKEL - MMSI-Code 235 786 000); Posn. 69 degr. 29 min. N / 042 degr.53 min E.- requires medical assistance / helicopter assistance; ‘SMCP In VHF-communication between MV Seaborne, RCC Kola Radio and helicopter. VHF-message begins: “MAYDAY + identification + position”. Vessel requests for medical assistance. Vessel requests for helicopter with doctor. Message from RCC: helicopter is airborne and on its way. Helicopter will arrive in distress position within 1 hour. Helicopter will use rescue siing. Relative wind direction is 045 degrees at 26 knots. Vessel indicates that all is clear for landing. Patient cannot be taken from board. “I require medical assistance”. “I require helicopter with doctor”. “Information: helicopter is on the way”. “Information: helicopter ETA distress position within one hour”. “Information: | will use rescue sling”. “intormation: relative wind zero four five degrees, speed is two six knots”. “Information: | am ready to receive you". “information: transfer of patient not possible”. MARITIME COMMUNICATION 29PRIORITY: DISTRESS (SAR) - Search & Rescue Unit (SRU) Vendor is underway to assist MV Seaborne DKEL in posn. 69 degr. 29 min. N/ 042 degr. 53 min E. ‘SMCP in VHF-communicatior Search & Rescue communication between ‘SAU, MV Seaborne and vessels that are “able to comply’ VHF-message begins: “MAYDAY + identification”. SRU Vendor will be the on-scene co- ordinator. Vendor displays an orange flag and two red vertical lights. SRU Is underway to distress position to render assistance. Her position is 69 degr. 29 min. N/ 090 degr. 53 min E., her course is 195 degrees; her speed is 12 knots. ETA within 1 hour. Request to all ships to assist with search for missing person and report any result to ‘On-Scene Co-ordinator. Weather in distress position: wind SW 3; visibility is moderate; sea is smooth; current 2.5 knots to SW. End of SAR operations. The search for missing person is stopped; No one was found. “Informatior ordinator”. J will act as on-scene-Co- “Information: | will show following signals: orange flag - two red vertical lights”. 1am proceeding to your my position 69 degr. 29 min. N/ 030 degr. 53 min E., my course is 135 degrees; my speed is one two knots; my ETA distress position within one hour” “Request: all vessels in vicinity of position 69 degr.29 min. N/042 degr. 53 min E: keep sharp lookout and report to On-Scene Co- ordinator”. ‘information: wind SW Beaufort force three; visibility moderate; smooth; current two decimal five knots to SW". “We finish with SAR-operations. Vessels have permission to stop search and proceed with voyage; result of search negative MARITIME COMMUNICATIONPRIORITY: URGENCY - MV Seaborne (call sign DKEL - MMSI-Code 235 786 000); posn.69 degr.29 min. N / 042 degr. 53 min E. ‘SMCP in VHF-communication: her DSC-alert has been acknowledged; VHF-message begins: “PAN PAN - PAN PAN - PAN PAN all stations, all stations, all stations + identification and position”. Vessel is unmanoeuvrable due to problems with main engine. Other trattic in the vicinity is asked to keep clear. Tug assistance is needed. Vessel has problems with her manoeuvrability due to problems with her steering g Vessel is losing dangerous substance (IMo-class 6). There is immediate risk of pollution. Request for assistance to clear oil. Vessel has problems with her stability due to heavy icing. “1 am not under command: I have problems with main engine”. “Request all vessels keep clear”. “I require tug assistance”. “1 am manoeuvring with difficulty; Ihave problems with steering gear”. “Lam spilling dangerous goods of IMO-class 6 in posn. 69 degr.29 min. N/042 degr. 53 min E”. “Warning: danger of pollution imminent”. “I require oil clearance assistance”. “I have stability problems - heavy icing”. MARITIME COMMUNICATION 3tPRIORITY: SAFETY - (weather, hydrography and ice); message by VTS-Station Kola Rat December 14 - 1345 hrs. UTC. ‘SMCP in VHF-communication: VHF-message begins: “SECURITE - SECURITE - SECURITE aif stations, all stations, all stations + ‘identification + time:” Winds from SW force 4 are expected to increase to force 7 in White Sea area. Barometer will fall quickly. Maximum winds of 50 knots are expected. ‘Swell of 3 metres from SW is expected in White Sea area within the next hour. Freak wave is expected by 23.45 UTC in posn 69 degr.29 min. N/ 042 degr. 53 min E The tide is 2 metres higher than expected. Abnormally low water is expected within 6 hours. Water is not deep enough. Depth indicated in the chart must be reduced by 1.5 metre because of the sea state. vi ity is reduced due to fog. Visi y will be decreased to 50 metres. Ice warning: an iceberg has been located in posn 69 degr.29 min. N / 042 degr. 53 min E. We expect that the ice situation N of White Sea area will deteriorate. We expect that the thickness of the ice will increase. “Warning: wind direction SW force Beaufort four, expected to increase force seven in White Sea area”. “Warning: barometer dropping rapidly”. “Warning: maximum winds of five zero knots expected”. “Warning: swell of 3 metres from SW expected in White Sea area within next hour’. “Warning: Tsunami expected by 23.45 UTC in posn. 69 degr.29 min. N/ 042 degr. 53 min E” “Warning: tide 2 metres above prediction”. “Warning: abnormally low wal within 6 hrs.”. expected “Warning: depth of water not sufficient”. “Warning: charted depth of water decreased by one decimal five metre due to sea state”. “Warning: visibility restricted by fog”. “Information: visibility expected to decrease to five zero metres”. “Ice warning: iceberg located in posn. 69 degr.29 min. N / 042 degr. 53 min E”. “Warning: ice situation expected to deteriorate N of White Sea area”. “Information: thickness of ice expected to MARITIME COMMUNICATIONPRIORITY: SAFETY - (buoyage and obstructions); MV Seaborne (call sign DKEL - MMSI-Code 235 786 000); posn. 69 degr.29 min. N / 042 degr. 53 min E. December 14 - 1345 hrs. UTC. SMCP in VHF-communication: her DSC-alert has been acknowledged; VHF-message begins: “SECURITE - SECURITE - SECURITE all stations, all stations, all stations + identification, position and time:” Buoy KL 2 in vicinity of posn. 69 degr. 29 min. N/ 042 degr 53 min E. is no longer in its correct position. Buoy KL 2 in vicinity of posn. 69 degr. 29 min. N/ 042 degr 53 min E. is missing. No light on CA4-buoy in posn. 69 degr. 29 min. N/042 degr. 53 min E AL2-buay in posn. 69 degr.29 min. N/ 042 degr. 53 min E deg. 53 min. E. is unreliable. We have detected a mine adrift in posn. 69 degr.29 min. N / 042 degr. 53 min E. We have detected an unlit derelict vessel adrift in posn. 69 degr.29 min. N /042 degr. 53 min E, We have detected a shoal in posn. 69 degr.29 min. N / 042 degr. 53 min E. that has not been charted yet. We have detected an obstruction in posn. 69 degr.29 min. N / 042 degr. 53 min E. (confirmed). We are performing dangerous operation in posn. 69 degr.29 min. N / 042 degr. 53 min E. Traffic is requested to keep distance from us. “Warning: Buoy Kilo Lima two in posn. 69 degr.29 min. N/oa2 degr. 53 min E. off station”. “Warning: Buoy Kilo Lima two in posn. 69 degr.29 min. N/042 degr. 53 min E, missing: “Warning: buoy Charlie Alfa-four in posn. 69 degr.29 min.N/042 degr.53 min E unlit.” “Warning: buoy Alfa Lima two, in posn. 69 degr.29 min. N/ 042 degr. 53 min E unreliable". “Warning: mine adritt in vicinity of posn. 69 degr.29 min. N/042 degr.53 min E”. “Warning: unlit derelict vessel adrift in vicinity of posn.69 degr.29 min. N/ 042 degr. 53 min E”. “Warning: uncharted shoal reported in posn. 69 degr.29 min. N/ 042 degr.53 min E”. “Warning: obstruction located in posn. 69 degr.29 min. N/042 degr. 53 min E”. “Warning: hazardous operations in posn. 69 degr.29 min. N/042 degr.53 min E. Wide berth requested”. MARITIME COMMUNICATIONPRIORITY: ROUTINE - Pilotage: request by MV Seaborne (call sign DKEL) position: bearing 045 degrees from Alice Buoy, distance 2.5 miles. ‘SMCP in VHF-communication between Seaborne, Pilot Station and pilotboat: VHF-message begins: “ADDRESS & IDENTIFY’ Vessel needs pilot service. Distance between vessel and pilot station is 18.5 miles. Time of arrival at pilot station is 0945 UTC. Pilot boat is approaching. Vessel does not need pilotage - exemption certificate is on board. Pilotage has stopped unttl further notice. Pilotage will start again at 1400 UTC. ‘Shore based pilotage is availab! Vessel is given permission to navigate on her own. Pilot will come on board at 13.50 hrs. UTC. Vessel must make lee on starboard side. Vessel must prepare the pilotladder on starboard side. Vessel must prepare heaving line and put lights on at pilot ladder. Boarding speed is 6 knots. It is not possible for the pilot to embark the vessel. “require a pilot. Information: my posn. bearing 045 degrees from Alice Buoy, distance 2.5 miles”. “Information: my distance from pilot station is 18.5 nautical miles". “Information: my ETA at pilot station is 0945 UTC”. “Information: pilot boat approaching your vessel”, “Information: | do not require a pilot - | am holder of Pilotage Exemption Certificate”. “Information: pilotage suspended”. “information: pilotage is resumed at 1400 UTC “Information: shore based navigational assistance available”. “information: you have permission to proceed by yourself”. “Information: pilot will embark at 13.50 hrs UTC". “You must make lee on your starboard side”. “Rig pilot ladder on starboard side”. “Have heaving line ready at pilot ladder; put lights on at pilot ladder”. “Make boarding speed of 6 knots”. “Information: embarkation not possible”. MARITIME COMMUNICATIONPRIORITY: ROUTINE - information about traffic image and fairways by VTS KOLA RADIO. SMCP in VHF-communication by Kola Radio to all stations. VHF-message begins: “ADDRESS & IDENTIFY” There is a vessel entering the fairway. MV Garland is leaving from the embankment. Vessel two cables South of Bondpier is on her way to sea. MV Christina is on her way from one berth to an other. Vessel is making a turn to port. ‘Vessel in posn. two miles S of entrance, on course 068 degr. at a speed of 8 knots is not following the traffic regulations. Salvage operation are in progress in posn. 69 degr.29 min. N / 042 degr. 53 min E. Vessels are requested to keep distance. There is a vessel two miles W of the entrance that is hampered by a draft of 21 metres. Route from roadstead to entrance temporarily not to be used. Inshore traffic lane permanently closed for navigation. Route around dangerous shoal two miles W of Pierhead has been diverted. Cable Layer Aurora in position 6.5 miles N of Bondchannel is manoeuvring with difficulty. Vessels must keep clear. “Information: vessel is entering the fairway”. “Information: MV Garland is leaving”. “Information: vessel in posn. two cables S of Bondpier is outgoing’ “Information: MV Christina is shitting berth’ “Information: vessel altering course to port side”. “Warning: vessel in posn. two miles $ of entrance, course 068 degr., speed 8 knots is not omplying with traffic regulations”. “Information: salvage operations in posn. 69 degr.29 min. N / 042 degr. 53 min E. - wide berth requested”. “information: vessel two miles W of entrance constrained by a draft of two one metres”. “Information: route from roadstead to entrance suspended”. “information: navigation closed in inshore traffic lane’ “information: route around hazardous shoal two miles W of Pierhead diverted”. “information: hampered vessel Aurora in posn. six decimal five miles N of Bondchannel; wide berth requested”. MARITIME COMMUNICATION 35PRIORITY: ROUTINE - information about tides by VTS KOLA. RADIO. SMCP in VHF-communication by Kola Radio to all stations. Tide is getting low. Tide is getting high. Tide is turning. Tide is moving in direction 120 degrees and is with the vessel. Rate of tidal stream is 1.2 knots and is against the vessel. Rate of the current is 1.4 knots 1 mile N of the breakwater. Depth as indicated in the chart must be reduced by 1.2 metre because of the wind. VHF-message begins: “ADDRESS & IDENTIFY” Prediction: the tide in the N of White Sea “Tidal prediction: area will be 2 metres below datum. tide of two metres below datum expected in North of White Sea area”. “Information: tide falling”. “Information: tide rising”. “Information: tide slack”. “Information: tide setting in direction 120 degr. - tide is with you”. “Information: tidal stream one decimal two knots. Tide is against you”. “Information: current one decimal four knots in posn 1 mile N of breakwater’. “information: charted depth decreased one decimal two metre due to winds”. 36 MARITIME COMMUNICATIONPRIORITY: ROUTINE - \VTS-Maas Approach acquiring data from MV ‘SMCP in VHF-communication between VTS- ‘Maas Approach and MV Seaborne - DKEL; mame of the vessel and call sign - Vessel’s course and speed; the course to reach her; where the vessel is going t . from what port she is coming; - What is the next port that she will go to; - Whether the vessel is proceeding or not; - her ETA at next waypoint; - the vessel's full speed to manoeuvre; - what cargo she is carrying; - whether she has any dangerous goods aboard; - if she has any defects. MV Seaborne answers: - MV Seaborne DKEL; - Course: 125 degrees true - speed 14 knots; « Course to reach me: 240 degrees true; - Destination: Rotterdam; - Last port: Marseille; « Next port; Antwerp; - Vessel is proceeding: - Next waypoint at 1400 UTC May 26; - Manoeuvring speed 3 knots; = Cargo: 3500 metric tons general cargo; «No dangerous goods on board; . SB ballast pump not working. Seaborne. VHF-message begins: “ADDRESS & IDENTIFY” VTS wishes to know “Question: Alfa: what is the name of your vessel and call sign?” Bravo: what is your present course and speed? Charlie: what is the course to reach you? Delta: what is your destination? Echo: what was your last port of call? Foxtrot: what is your next port of call? Golf: are you underway? what is yout ETA at next waypoint? India: what is your full manoeuvring speed? Julliett: what is your cargo? Kilo: do you carry any dangerous goods? Mike: do you have any deficiencies?” “Answer: Alfa: Seaborne - Delta Kilo Echo Lima; Bravo: one two five degrees true - my speed ‘one four knots; Charlie: two four zero degrees true; Delta: Rotterdam; Echo: Marseille; Foxtrot: Antwerp; Golf: 1 am underway; Hotel: one four zero zero hours UTC - May 26; India: 3 knots; Julliett: three five zero zero metric tons of general cargo; Kilo: negative Mike: starboard ballast pump inoperative”. MARITIME COMMUNICATION 37PRIORITY: ROUTINE - Maas Approach (VT! information about Seaborne's position. SMCP in VHF-communication between VTS- Maas Approach and MV Seaborne - DKEL; VHF-message begins: “ADDRESS & IDENTIFY” Vesselmust to report at next waypoint. Vessel is closing up to vessel North of her. There is a vessel on opposite course that will pass to the Northwest of you. Vessel behind you is going to overtake to the West of you. There is crossing traffic in the approach to harbour. Vessel Southeast of you is at anchor No 1 Eurobuoy is 2 cables West of you. Vessel South of you is going to increase her speed. Vessel is proceeding towards fairway limit. Vessel indicates to VTS that her position was obtained by radar. VTS wants to know what radar-range is used. VTS informs vessel that she is leaving the radar screen. “Report at next waypoint”. “Information: you are getting closer to vessel to the North of you”. “Information: vessel on opposite course passing to the Northwest of you”. “Information: vessel following you will overtake to the West of you". “information: you will meet crossing traffic in the approach to the harbour”. “Information: vessel to the Southeast of you is at anchor”. “Information: no 1 Eurobuoy distance 2 cables to the West of you”. “Information: vessel to the South of you is increasing speed”. “Information: you are approaching limit of fairway”. “Information: my position was obtained by Radar’. “Question: what range scale are you using’ “Information: you are leaving my screen”. PRIORITY: ROUTINE - \VTS-handing over of MV Seaborne: Dover Coastguard to Maas Approach. ‘SMCP in VHF-communication between VTS- Dover Coastguard and VTS-Maas Approach; VHF-message begins: “ADDRESS & IDENTIFY” MV Seaborne - DKEL, in position 180 degrees from buoy NH, distance 6.5 miles, working frequency VHF channel 13 is transferred from Dover Coastguard to Maas Approach. Maas Approach confirms. “MV Seaborne - DKEL, in position bearing 180 degrees from buoy November Hotel, distance 6.5 miles, working frequency VHF channel 13; your target. Please confirm”. “MV Seaborne - DKEL, in position bearing 180 degrees from buoy November Hotel, distance 6.5 miles, working frequency VHF channel 13; my target. | confirm”. MARITIME COMMUNICATIONPRIORITY: ROUTINE - Maas Approach (VTS): information about Seaborne’s Course (Track). ‘SMCP in VHF-communication with MV Seaborne - DKEL; VHF-message begins: “ADDRESS & IDENTIFY” Seaborne's Track is: « parallel with the reference line. - moving away from reference line. - towards the reference line. The course that the vessel is steering now is dangerous. Vessel is advised to maintain her present course. Vessel is advised to change course to port side. Danger!: - waters North of Seaborne’s position are shallow. . there is an underwater-wreck Northeast of Seaborne's position.. . Seaborne is going to collide with vessel West of hi - Seaborne is sailing into a fogbank North of her. She must go to emergency anchorage. Navy practising in the area Southwest of Baylerock. Vessel is approaching an area that is hidden to view. Other vessels that are approaching must report. “Your track Is parallel with reference line’ “Your track is diverging from reference tine”. “Your track is converging to reference line’. “Warning: you are steering dangerous course”. “Advice you keep your present course”. “Advice you alter course to port”. “Warning! You are running into danger! Shallow waters to the North of you. “Warning! You are running into danger! Submerged wreck to the Northeast of you”. “Warning! You are running into danger! Risk of collision with vessel to the West of you”. “Warning! You are running into danger! Fog bank to the North of you. Instruction: proceed to emergency anchorage”. “Warning! You are running into danger! Gunnery in progress in area South West of Baylerock”. “Information: you are approaching obscured area. Approaching vessels must acknowledge”. MARITIME COMMUNICATION 39PRIORITY: ROUTINE - Maas Approach (VTS): information and instructions about arrival and anchoring of MV Seaborne. SMCP in VHF-communication with MV Seaborne - DKEL; VHF-message begins: “ADDRESS & IDENTIFY” Vessel is allowed to enter traffic lane at 12.45 UTC and proceed to berth no. 6A. Vessel's berth is not ready yet. She is instructed to set course to waiting area, Waiting time is 6 hrs. Anchoring is forbidden outside roadstead. Vessel is not permitted to anchor in present position. Vessel must drop her anchors in another position. Vessel is impeding (hindering) other traffic. Vessel is forbidden to dredge her anchor. Vessel in posn 0.5 cable S of roadstead is. dragging anchor. Vessel must to heave up her anchor. Vessel is given permission to anchor in her Present position and wait for higher tide. Vessel must go to the anchorage. Vessel must anchor in her present position. “Information: you have permission to enter traffic lane at 1245 UTC - traffic clearance granted; proceed to berth number six-alfa”. “Information: your berth Is not clear “Instruction: you must proceed to waiting berth”, “Information: berthing delayed for 6 hours”. “Information: anchoring prohibited outside roadstead”. “You must anchor in present position”. “Do not anchor in present position. “You must anchor in different position”. “Information: you are obstructing other traffic”. “Do not dredge anchor”. “Information: vessel in position 0.5 cable Sof roadstead dragging anchor’. “You must heave up anchor’. “Information: you have permission to anchor in present position until sufficient water’. “You must proceed to anchorage”. 40 MARITIME COMMUNICATIONPRIORITY: ROUTINE - Intership-communication. MV Seaborne - DKEL giving information to unknown vessel. ‘SMCP in VHF-communication: MV Seaborne to unknown vessel (= Pearl Head VASE): VHF-message begins: Address: “All vessels (3X) calling unknown vessel in position 2 miles ‘South of breakwater” Identify: “this is ...(3X)". Vessel's intention . to decrease speed to 4 knots. . to change course to port and steer course 084 degr. to maintain course and speed. to continue her voyage and enter Malacca Strait at 13.45 hrs Local time. + to increase speed to 9 knots. to pass Pulau Karimum-light at 1650 hrs, local time. ‘Seaborne warns unknown vessel that she is steering a dangerous course. Vessel is advised to change course to port side. Danger!: - waters ahead of unknown vessel's position are shallow. - there is an underwater-wreck ahead of unknown vessel's position - Unknown vessel is on a collision course with vessel starboard of her. ‘Seaborne asks unknown vessel about her intentions. “Intention: | will reduce speed to 4 knots”. “Intention: | will alter course to port and proceed on course 084 degrees”. “Intention: | will stand on”. “Intention: | will proceed and enter Malacca Strait at 1345 hrs. Local Time”. “Intentior 9 knots”. will increase my speed to “Intention: | will pass Pulau Karimum-light at 16.50 Local Time”. : you are steering dangerous “Advice you alter course to port”. “Warning! You are running into danger! Shallow waters ahead of you Warning! You are running into danger! ‘Submerged wreck ahead of you”. “Warning! You are running into danger! Risk of collision with vessel on your starboard side”. “Question: what are your intentions? MARITIME COMMUNICATION aINTRASHIP COMMUNICATION - Anchoring. ‘SMCP in Intra-ship communication. We are going to drop sb anchor. 6 shackles must be put in the water. Drop starboard anchor! Cable is leading astern; anchor Take in 1 shakle of the anchor chain. Put on anchor lights and hoist the ball ‘Anchor position must be checked by bearings every 15 minutes. We are going to heave anchor. Turn on the windlass. Start heaving port anchor. Anchor is loose from the ground. There are 3 shackles left to come in. Anchor is clear of the water. Anchor has been fastened. holding. “We will let go sb anchor”. “Put 6 shackles in water". “Let go starboard anchor”. “Cable leading astern; anchor holding”. “Walk back the anchor one shackle". “Switeh on anchor lights; hoist anchor ball”. “Check anchor position by bearings every 15 min. “We will heave anchor”. “put windlass in gear’. “Heave up port anchor”. “Anchor is aweigh”. “3 shackles left”. “Anchor clear of water”. “Anchor secured”. 42 MARITIME COMMUNICATIONINTRASHIP COMMUNICATION - berthing. ‘SMCP in Intra-ship communication. We are going to moor to dopihins. Put the headline overboard. Prepare heaving lines forward and aft. Lead the line through the bow lead. Heave the breast line. Slack the stern line. Keep tension on the springs. Fasten the lines forward and aft. We are going to berth on the starboard side. “We will berth starboard along side”. “We will moor to dolphins”. “Send out headli “Have heaving lines ready forward and aft “Use the bow lead”. “Heave on breast line”. “Slack away stern line”. “Keep the springs tight”. “Make fast fore and aft”. INTRASHIP COMMUNICATION - casting-off orders. ‘SMCP in Intra-ship communication. Prepare to start the engines, Is everyone prepared to depart? Everyone is prepared to depart. Prepare to cast off. Let go all but the essential lines, Slack the stern line. Heave the breast line. Cast off the head line / stern line / breast line / fore spring / aft spring. Finished casting off. “Stand by engines”. “Are you ready to get underway?”. “Ready to get underway”. “Stand by for letting go”. “Single up fore and aft”. “Slack away stern line”. “Heave on breast line”. “Let go the head line / stern line / breast line / fore spring / att spring”. “Finished with manoeuvring station”. MARITIME COMMUNICATIONINTRASHIP COMMUNICATION - Helm orders and engine room orders. ‘SMCP in Intra-ship communication. Rudder to be held in the fore and aft position, 5 degrees of starboard rudder. 15 degrees of port rudder. Rudder fully over to starboard side. Check the swing of the vessel's head in a turn. Reduce the vessel ‘s swing rapidly. Reduce the amount of rudder to 10 degrees and hold. Steer steady course on the compass heading indicated at the time of the order. Steer 182 degrees port. Now the helmsman must repeat this and indicate when the vessel is on that course. Now the OOW must acknowledge what the helmsman has indicated. Start the engines. Engine power: very slow ahead. Engine power: very ahead. Engine power: ahead at half power. Engine power: full power ahead. Engine power: astern at half power. From full Operation of engines no longer required. “Midships”. “Starboard five". “Port fifteen”. “Hard-a-starboard". “Meet her”. “Steady”. “Ease to ten”. “Steady as she goes”. ‘Port, steer one eight two ‘Port, one eight two “Steady on one eight two”. ‘Steady on one eight two”. “Start engines”. “Dead slow ahead”. “Slow ahead”. “Half ahead”. “Full ahead”. “Halt astern”. “Emergency full astern”. “Finished with engines - no more manoeuvring”. MARITIME COMMUNICATIONCommunication: tasks 1) Idioms The italicized words in the text are given below in alphabetical order. Find out what they mean as they appear in the text and learn them by heart. abi disabled and adrift raft acknowledgement emergency reduce address enable relay distress alert ensure release announce equipment rescue application establish separately apply - execute: subdivide bearing extend submerge comply with extent Survival craft compose flooding transmit comprise grounding - unambiguous conning officer homing undesignated distress delay indicate unlike detection range latter urgency determine isting urgent digit objective vessel in distress MARITIME COMMUNICATION2) Idioms Explain the following abbreviations 1- AOR-E: 16- POR. 2- AORW 17 PPI 3- OPT: 18- ACC: 4- DSC: 19- ATF: 5- EPIRB: 20- SAR: 6- ETAJ ETD: 21 - SART: 7-10R: 22 - SARSAT: 8 - MAREP/POSREP: 23 - SITREP: 9- MCG 24- SMC: 10 - MID: 25 - SMCP 11-MMSI: 26 - SOLAS 42 - NAVTEX: 27- SRR: - 13 - NAVWNG: 28- STOW: 14-O0w: 29- UTC: 15 - OSC: 30 - WWNWS: 48 MARITIME COMMUNICATION.3) Answer the following questions about the text: 1: What is understood by intership-communication? 2: What is understood by intraship-communication? 3) What does the “Priority” of a message indicate? 4: When will the Priority “Distress” be used? 5: When will the Priority “Urgency” be used? 6: When will the Priority “Safety” be used? 7: When will the Priority “Routine” be used? 8: What is the purpose of GMDSS? 9: Mention the communication-equipment required in the GMDSS-Areas A1, A2, A3 and Ad. AL a2: Aa: MARITIME COMMUNICATION 4710: What types of vessels are classed “Non-GMDSS"? 11: What does the terrestrial system of GMDSS consist of? 12: What does the satellite-system of GMDSS consist of? 13: What is the difference between “Simplex.” and “Duplex VHF"? 14: "Vessel in Distress" - indicate the correct order of events: ‘A) DSC-announcement - DSC-acknowledgement - VHF - announcement - VHF - acknowledgement - VHF-message; 8) DSC-announcement - DSC-acknowledgement - VHF-announcement - VHF-message; C) DSC-acknowledgement - DSC-announcement - VHF- acknowledgement - VHF-message; D) DSC-announcement - DSC-acknowledgement - VHF-message; E) DSC-announcement - VHF-acknowledgement - DCS - announcement - VHF-acknowledgement - VHF-message; F) DSC-acknowiedgement - DSC-announcement - VHF-message; 48: Right of Wrong: “ese ennneee this is two two four - six eight five - zero zero zero™ is an identification made by a Non-GMDSS vessel. 16: What is the main difference between Inmarsat satellites and COSPAS/SARSAT satellites. 17: What does a NAVTEX-message generally contain? 18: Explain the working of and EPIRB and a SART. 19: How is a VHF-message announced by a Non-GMDSS vessel? 48 MARITIME COMMUNICATION20: How is a message announced by a GMDSS vessel? 21: When and by whom must a “Received Mayday" be transmitted? 22: When and by whom must a supplementary “Received Mayday’ be transmitted? 23: When must a “Mayday Relay” be transmitted? 24; When will a “Silence Mayday” be transmitted? 25: When will a “Silence Fini” be transmitted? 26: What is the task of the SMC during a SAR-operation? hat is the task of the OSC di 19 a SAR-operation? : Why must the SMCP be used in VHF-conversation? hat is the difference between “Repeat” and "Say again” in VHF-communication? hat does “Stand by!" imply in VHF-communication? (MARITIME COMMUNICATION 494) Role Plays: Distress, Urgency and Safety 1) Distress 211 687 000 - "Pear! Head -VRSE", in posn. 37 degrees 15 min. N / 016 degrees 10 min. W, has transmitted a DSC-distress-alert that has been acknowledged by RCC. Now she transmits a distress message on VHF. Her engine room and bridge are on fire. The vessel is sinking. Crew are abandoning ship. There are 15 crewmembers on board. Six of them have been injured. One crewmember was killed. ‘Two lifeboats have been launched. 2) Distress. My "Stella Maris” (non-GMDSS-vessel), in posn. 44 degrees 58 min. N / 013 degr. 5 min. W, has had a collision with a container. She now transmits a VHF distress-alert and distress-message: water is entering the vessel. Vessel is sinking. There are two crewmembers on board. 3) Urgency 211 868 000 M.V. “Christina - PKAH” in posn. 56 degr. 29 min. N/ 011 degr. 53 min. E, has transmitted a DSC urgency-alert that has been acknowledged by RCC, She has suffered damage below her waterline. She requests for tug-assistance, Now she transmits an urgency message on VHF. 4) Urgency Fisherman “Vincente - PWCA", in posn. 36 degr. 21 min. N / 009 degr. 53 min. W, has a seriously wounded man on board. Medical assistance is required. She transmils an urgency message on VHF. 5) Safety 426 477 000 - Tanker “Vermont - UBCE", in posn. 259 degr. from Falls Light, distance 1.5 miles, has transmitted a DSC safety-alert that has been acknowledged by RCC. She has detected that buoy FL-1 in position 259 degrees from Falls Light, distance 2 miles, is off station. ‘She now transmits a safety-message on VHF. Time: May 12 at 1645 UTC. 6) Safety MV “Vincente - PWCA", in posn. 185 degr. from Estoril Lighthouse, distance 3.5 miles, has detected that buoy EL-3 in posn. 185 degr. rom Estoril Lighthouse, distance 2.3 miles, is unil. She transmits a safely-message on VHF. Time: May 28 at 0000 UTC. 50 MARITIME COMMUNICATION5) Role Plays: VTS-station to all vessels VTS-station Palermo Radio to all vessels in inity of Capo Calo: 41) Traffic movement information at 1245 hrs. UTC There is a vessel on her way from one berth to an other in position 2 miles South of Mé her course is 065 degrees, her speed is 4 knots. ‘There is also a vessel crossing the fairway on course 056 degr. at a speed of 5 knots. Pier; 2) Traftic movement information at 0800 hrs. UTC Vessel in posn. 2 miles S of entrance, on course 068 degr. at a speed of 8 knots is not following the traffic regulations. There is a vessel 2 miles W of the entrance that is constrained by a draft of 22 metres; ships are requested to stay at a safe distance. 3) Traffic movement information at 1325 hrs. UTC Salvage operation are in progress in the NE traffic lane. Salvage vessel "Catrina” is hampered. Vessels are requested to keep distance. 4) Traffic movement information at 0000 UTC Route from roadstead to entrance temporarily not to be used Inshore traffic lane permanently closed for inward bound vessels. Route around dangerous shoal 2 cables S of entrance has been changed; vessels undenway to sea are requested to use the inshore traffic lane. 5) Traffic movement information at 1445 hrs. UTC ‘There is a vessel in position 6 miles N of Molehead whose anchor is dragging; she is hindering other tratti 6) Tidal Information at 1245 hrs. UTC Tide is getting high. Tide is moving in direction 120 degrees. Rate of tidal stream is 1.2 knot Rate of the current 1 mile N of the breakwater is 1.4 knot, Depth as indicated in the chart must be reduced by 1.2 metres because of the wind. ‘MARITIME COMMUNICATION st6) Role Plays: VTS-station “Palermo Radio” to vessel 41) VTS-station wishes to know vessel Seaborne’s course and speed; (085 degr. true / 12 kn.) the course to reach her; (045 degr. true) where the vessel is going to; (Rotterdam) rom what port is she coming; (Singapore) what is the next port that she will go to; (Marseille) if she has any defects; (radar not functioning). 2) VTS-station indicates that ‘Seaborne is closing up to vessel to the North of her; there is a vessel on opposite course that will pass to the West of her; vessel to the South of Seabore is increasing her speed and will overtake to the East of her. 3) VTS-station instructs Seaborne to report at next waypoint. 4) VTS-station informs that Seaborne’s berth is not ready yet. Seaborne is forbidden to anchor in present position. ‘She must set course to waiting area. Waiting time is 6 hrs. 5) VTS-station informs that the water is not deep enough for MV Seaborne to proceed. \Vessel is given permission to anchor in her present position and wait for higher tide. 6) VTS-station indicates that ‘Seabore must heave up her anchor. ‘Seabome is allowed to enter traffic lane at 12.45 UTC and proceed to berth no 6A. ‘Seabore is forbidden to dredge her anchor. 7) VTS-station indicates that the course that Seaborne is steering now is dangerous, because waters to the Northwest of her are shallow. Vessel is advised to change course to 180 degrees. 8) VTS-station informs that there is an underwater-wreck on Seaborne’s course. She is advised to change course lo 185 degrees. 9) VTS-station informs that Seaborne is sailing into a fogbank. She must go to emergency anchorage. 10) VTS-station indicates that ‘Seaborne is on a collision course with vessel to the North of her. She must change course to 045 degrees and decrease her speed. 11) Routine Communication by VTS: Role A: Palermo Radio; Role B: Sea Empress - GBFJ; Palermo Radio instructs MV "Sea Empress - GBF." to alter course to 186 degrees because she is ‘obstructing other traffic and is not following the traffic regulations. “Sea Empress” answers that she will carry out the instruction, 82 MARITIME COMMUNICATION12) Routine Communication between Coast Station “Gibraltar Strait Information Centre” MMSI 002251933 - and MV “Anticosti - VaSH” - MMSI 346574000: Role A: Gibraltar Strait Information Centre; Role B: Anticosti - V8SH; Coast Station asks and Anticosti answers questions concerning: - present position (195 degrees from Europa-Point, distance 12 miles): speed; (8 knots) ~ ETA-Gibraltar; (09.0 UTC, July 10); + cargo; (800 metric tons of general cargo}: + bunker tonnage and grade; (3000 metric tons of HFO); - any deficiencies; (radar is not working): - any pollutants; (none): + the need for tug assistance; (Anticosti wishes to be assisted by two tugs): Anticosti AMSWOPS sss Anticosti asks. if her berth is ready; (yes; berth number 13 has been allocated to Anticosti); - if she requires pilotage; (no, she doesn't); - if inshore radar assistance is available; (Yes, assistance is available) - if doctor can be available upon arrival because of a sick crewmember; (affirmative). Gibraltar Strait Information Centre answers. and indicates to Anticosti that tugs will make fast in position 2 cables outside the entrance. Anticosti is asked to stand by - Anticosti confirms. MARITIME COMMUNICATION7) Role Plays: Intership Routine Communication: 1) Seaborne - VRSH indicates to Anti Costi - V8SH that the course that Anti Costi is steering now is dangerous, because waters ahead of the vessel are shallow. Vessel is advised to change course to port side. 2) Ocean Queen informs the Arctic Explorer that there is an underwater-wreck on her course. She is advised to change course to 185 degrees, 3) Castor - PHSA informs Mineshead that she is sailing into a fogbank 4) Catinca - RRSA indicates to Levanta that she is on a collision course with vessel on starboard hand. She advises her to change course to port and decrease her speed. '5) Calling unknown vessel on ch.16 - message on ch.8 Role A: Chaser - DEKL; Role B: Unknown ship (Packer - P3XQ - in posn. 290 degrees from Cape Gris Nez, distance 2.5 miles); Chaser calls unknown vessel to indicate that she intends to overtake her on her port side on course 152 degrees al a speed of 9 knots. Packer acknowledges and closes. 6) Calling unknown vessel on ch.16 - message on ch.8 Role A: Dian Chi - OSXT; Role B: Unknown ship (ice Flower - OVRR - 2 miles N of the breakwater - black hull and yellow superstructure); Dian Chi is at anchor in the middle of the fairway and calls unknown vessel to ask what her intentions are. Ice Flower indicates that she will stand on Dian Chi warns Ice Flower that she is running into danger, because she is on a collision course with Dian Chi. She advises Ice Flower to alter course to port side and to proceed on course 168 degrees true. Ice Flower acknowledges and closes. 7) Calling unknown vessel on ch.16 - message on ch.8 Role A: Chaser - DEKL; Role B: Unknown ship (Arctic Flower - RDVW, in posn. 085 degr. from Estoril Lighthouse, distance 8.5 miles). ‘Chaser calls unknown ship to indicate that she is approaching shoals that are not mentioned in the chart, and advises her to change course to portside. 8) Routine Communication: Pilotage. Role A: Amsteldijk - PHS, Role B: Dover Pilot Station (Trinity House Pilot); Role C: Pilot on board of Pilot Tender, Amsteldijk, in position 225 degrees from Bassurelle, distance 3.5 miles, requests pilotage. Dover Pilot reports that pilotage has been suspended and will be resumed at 12.00 hrs. UTC. ‘Amsteldijk must anchor in her present position. At 12.45 hours UTC the pilot reports that he is underway. Distance between pilot tender and Amsteldijk is 1.3 miles. Pilot will reach Amsteldik at 13.00 hours UTC. Pilot will embark on starboard side, Amsteldijk must heave up anchor, make lee and rig pilot ladder. ‘She must stand on on course 084 degrees true at boarding speed of 4 knots. ‘Amsteldijk must remain stand by on channel 13. Amsteldijk acknowledges. 54 MARITIME COMMUNICATION8) Role Plays: MAREP/POSREP Role Role ‘an Pedro Coast Station; reat Yarmouth Princess - GBCH. (On August 6 San Pedro Coast Station requests a MAREP/POSREP from English tanker Great Yarmouth Princess - GBCH - owned by Eastern Petroleum and represented by Ferreira Shipping, underway from her last port of call (Capo Michaella) to San Pedro Gil Terminal with 18,500 tons of crude oil, Her L.O.A. is 185 metres, her beam is 28 metres. She carries 0.25 ton of dangerous substance of IMO-class 4. Weather is good, with westerly winds of 3 Beaufort. There are 18 crewmembers and a deep-sea pilot on board. Her drafi fore is 18 metres; draft aft is 20 metres. The radio operator of Great Yarmouth Princess transmits a MAREP/POSREP to San Pedro Coast Station on VHF at 16.35 UTC in position 25 degrees 0 minutes South / 084 degrees 18 minutes West. Her course is 195 degrees true at a speed of 12 knots. ‘She expects to reach San Pedro on August 6 at 22.00 hrs. UTC. Deficiencies: starboard ballast pump is out of order. VHF-channels guarded are 13 and 16. First make notes, then transmit on VHF: MAREP / POSREP: NOTE-TAKING Alfa : November - Bravo : Oscar Charlie Papa - Delta : Quebec - Echo - Romeo - Foxtrot = Sierra = Gott : Tango Hotel : Uniform India : Victor : Juliet : Whiskey - Kilo - XRay + - Yankee < Mike a Zulu ee (MARITIME COMMUNICATION.Project 1: VHF-Communication Search and Rescue Transmit by VHF or in written form the bold and italicized assignments Role-Play: - Role A: Distressed vessel: Bulgarian container-carrier Pearl Head - VASE of 85,000 GT - ‘Owner: Kandinsk-Shipping Varna-Bulgaria, underway from Sao Paulo to Norfolk-USA.,. on fire in posn. 36 degr 49 min N / 075 degr.25 min W. Date: Sept 28 - Role B: RCC Norfolk Radio (Search & Rescue-Region U.S.A) - Role C: MV “Seaborne - IRSL’ (able to assis!) - Role D: MV “Empress - ZAKP' (able to assist) - Role E: Search and Rescue Unit (SRU) “Vendor”, “MV Pearl Head” on fire. MV Pearl Head (call sign VASE - MMSI-Code 235 786 000) transmits a DSC-distress alert. = RCC Norfolk Radio transmits a DSC - Distress-alert Acknowledgement 1-“MV Pearl Head” transmits a MAYDAY on VHF. Her position is 36 degr 49 min N / 075 degr 25 min W. Time: 12.45 UTC. Fire has been located in the engine room and in No. 2 hold. The vessel is sinking and the crew are abandoning her. Crew consists of 18 members, 6 of whom have been injured. ‘She has put two lifeboats in the water. 2 RCC Norfolk Radio transmits a written message by Inmarsat to indicate to all vessels in vicinity to report fo MV Pearl Head. Time : Sept. 28 1250 hrs, UTC, Message to all vessels in vicinity of MV Pearl Head To: From: Message: 3-"Seaborne” transmits a “Received Mayday” on VHF. 4-"Empress” transmits a “Received Mayday” on VHF. 56 MARITIME COMMUNICATION.5-“Seaborne” transmits @ supplementary “Received Mayday”. Her position is 045 degrees from the distressed vessel, at a distance of 3 miles at 12.55 hrs. UTC. Her speed is 12 knots. She expects to reach Pearl Head within 15 minutes. She informs Pearl Head that she has fire-fighting equipment on board, 6- "Empress" transmits a supplementary “Received Mayday”. Her position is 345 degrees from the distressed vessel, at a distance of 6 miles at 12.58 hrs. UTC. Her speed is 14 knots, She expects to reach Pear! Head within 20 minutes. 7. ANAVTEX message is transmitted to all vessels: Search-&-Rescue Unit Vendor will act as ‘On-Scene-Co-ordinator and must start SAR-operations, SRU-Vendor is already in Pearl Head's vicinity and proceeds towards her position. RCC transmits a “Silence Mayday” at 1300 hrs UTC. & SRU-Vendor transmits a written short-form SITREP by Inmarsat to RCC-Norfolk idio (Search & Rescue-Region USA). Time: September 28 at 13.05 hrs. UTC. She recommends fire fighting assistance and helicopter assistance to transfer crew. ‘Short-form SITREP by SRU-Vendor Priority - Date and Time -To + From - SAR SITREP number + Identity of casualty (Name, call sign, Flagstate) - Position (Latitude / longitude) - Situation: Message Date and time Nature of Distress - Number of Persons at risk - Assistance that is required = Co-ordinating Centre 9 SRU “Vendor” has reached Pear! Head and transmits a VHF-message to all vessels at 13.10 hrs UTC, She reports that all crewmembers have abandoned Pearl Head. Vendor has started fire-fighting operations. MARITIME COMMUNICATION 5710- “Seaborne” transmits a VHF-message to all vessels at 13.15 hrs UTC. She reports that she is in the distressed position and has taken on board 10 survivors from one lifeboat. There are 2 injured persons that need hospitalization. She will assist with fire-fighting operation. 11- “Empress” transmits a VHF-message to all vessels at 13.20 hrs UTC. She reports that she is in the distressed position and has taken on board 8 survivors from ‘one lifeboat. There are 4 persons with injuries. 12- SRU-Vendor transmits a full-form SITREP to RCC Norfolk Radio. Full-form SITREP by SRU-Vendor on Sept. 12 14.15 hrs. UTC, Fire could not be extinguished. Pearl Head has sunk. Oil clearance assistance underway. ETA helicopter 14.20. Vessels able to comply: Seaborne - IRSL and Empress - ZAKP. Weather: good with NW winds 3 to 4 B. - overcast with good visibility - Sea State 4 (moderate). VHF Ch. 67. - Priority (distress / urgency) + From -To - SAR SITREP number = Identity of casualty = Position (Latitude / longitude) - Description of emergency Date and time Nature of Distress + Number of Persons at risk ~ Assistance that is required + Co-ordinating Centre = Description of casualy - On-scene weather + Initial actions taken = Search area + Co-ordinating instructions - Future plans = Additional information and conclusion MARITIME COMMUNICATION13: SRU-Vendor transmits a VHF-message to Norfolk Radio at 14.55: All injured persons (6) picked up by helicopter for transfer to hospital = SITREP from SRU-Vendor to RCC-Norfolk to indicate that the SAR-Operation is finished. 14 - End of SAR-operations. RCC Norfolk Radio transmits “Silence Fini” on VHF at 15.00 hrs UTC. Project 2: VHF-Communication Search and Rescue Roles: Role 1: M.V. Cosco Emperor, CHJG - 385771000 Role 2: Chaser ~ DEKL Role 8: Castor ~ PHSA, MLV. Cosco Emperor, in posn 40 degr 88 min S / 178 degr 5 min E, has a dangerous list to sb. She is making water through a hole in her hull below the waterline. She has put deckcargo overboard to restore her stability She has 12 crewmembers on board (no one injured) ~2 lifeboats have already been launched. The crew hhave to leave the ship. She has transmitted a distress alert, which has been acknowledged by VTS Wellington Radio. Received mayday is transmitted by 2 vessels: Chaser — DEKL, in posn 125 degr from Cosco Emperor at a distance of 12 miles, and Castor - PHSA, posn 260 degr from Cosco Emperor, distance 3.5 miles, Both vessels are able to assist. At a speed 15 knots Chaser will reach Cosco Emperor within 1 hour. She has a doctor on board. Ata speed of 18 knots Castor will reach Cosco Emperor within 15 minutes. Now Cosco Emperor transmits her distress message on VHF. VTS Wellington Radio now instructs Castor to be the OSC. At 1510 Castor transmits a silence mayday Now Cosco Emperor indicates that 8 crewmembers have lett the vessel and are in the lifeboat. At 15.20 hrs. Castor is in distress posn ‘At 16.00 Chaser has reached Cosco Emperor. She has taken on board 8 survivors from 1 lifeboat. Now the Cosco Emperor transmits a VHF message: number of crew remaining on the vessel is 4. Vessel is still making a dangerous list to sb and water is still entering the vessel. The 4 men are leaving the ship. ‘AL 1640 Chaser indicates that she has taken 4 survivors on board. Two of them have injuries that require hospitalization. At 1700 the Cosco Emperor has sunk completely. There are no casualties. Castor indicates end of SAR operation. MARITIME COMMUNICATION 5B)Project 3: VHF-Communication Search and Rescue Role 1: M.V. Ocean Empress - GMJX Role 2: Garland - DFEL Role 3: Cantalever ~ PHSA Role 4: SRU Vendor ‘An explosion in the engine room of MV Ocean Empress has caused a fire in the engine room. There are 16 crewmembers on board. Her position is 49 degr 38 min N / 078 degr § min W. There is a fire in the engine room which can't be extinguished. Vessel has become unmanoeuvrable. A distress alert has been transmitted, which has been acknowledged by Nova Scotia Radio. Received mayday is transmitted by 2 vessels: Garland - DFEL, in posn 125 degr from Ocean Empress at a distance of 16 miles, and Cantalever - PHSA, posn 360 degr from Explorer, distance 3.5 miles. Both vessels are able to assist. At a speed 15 knots Garland will reach Ocean Empress within 1 hour. She has a doctor on board. At a speed of 18 knots Cantalever will reach Ocean Empress within 15 minutes. She has fire fighting equipment on board. (Ocean Empress transrmits distress message on VHF. ‘SRU Vendor transmits message: she is underway to render assistance and will reach distress position within 25 minutes. She will be OSC. AL 16.20 hrs. Vendor is in distress posn and transmits a silence mayday. At 16.25 hrs. Vendor warns other traffic to stay clear of distressed position because there is danger of explosion She requests for helicopter assistance with doctor. ‘At 1630 Garland and Cantalever are in distress posn. Now Ocean Empress transmits message to indicate that fire cannot be extinguished and that the crew ‘must abandon the ship. ‘At 1640 Garland indicales that she has taken on board all the crewmembers from Explorer. ‘At 1645 Cantalever starts fire fighting operation. Helicopter arrives at 1650. SRU indicates that all is clear for landing on helicopter deck of MV Gariand.: relative wind zero four five degrees Beaufort force three - visibility moderate ~ sea is smooth . ‘AL1700 Vendor transmits “end of SAR operation”.UNIT TWO TEXTS, TASKS AND PROJECTS General Ship Knowledge - Types of Vessels - General Arrangement Plan - Ship's Measurement - Project: General Ship's Knowledge = Shipbuilding - Project: Shipbuilding GENERAL SHIP KNOWLEDGE 61Types of Vessels ® Generally speaking a vessel can be classified according to the purpose she serves. The most common purposes are: 1) transportation of cargo or/and passengers; 2) assistance and service (by so called "special purpose vessels”); 3) the catching of fish (fishermen); 4) peace keeping (warships). Furthermore we can make the distinction between sea-going vessels and vessels for coastal trade and/or inland waterways. 1) Transportation Liners and Tramps Vessels that have been designed to transport cargo or/and passengers are called merchant ships. ‘They may be classified as liners or tramps. A liner carries cargoes between two fixed destinations. Her sailing schedule has been prearranged - she has a fixed homeport, port of destination and port(s) of call, and fixed ETAS and ETDS (Estimated Times of Arrival and Estimated Times of Departure). A liner-vessel is allowed to carry up to 12 passengers. Freighters that carry cargoes according to schedules that are not fixed are called tramps. Homeports, ports of destination, ports of call, ETA’s and ETD's differ with every voyage. Merchant ships may carry general cargoes, bulk cargoes, refrigerated cargoes, heavy cargoes, timber, and many many more. General Cargo Ships - General cargo is cargo that has been packed in | crates, boxes or bags, or cargo coming in pieces (unpacked cargo items), Cargo is loaded and discharged by the vessel's ‘own derricks or by shore based cranes. The conventional general cargo ship has several tweendecks, so that the cargoes for the various destinations can be reached and discharged without having to remove cargo for other destinations first Under the influence of cargo-palletization the General Cargo Ship “open freighter” was fitted with two or even three hatches side by side. Both types of vessels, the general cargo ship and the open freighter, are becoming rather obsolete, since general cargo is more and more transported by vessels that have been designed to carry general cargo in containers. 62 GENERAL SHIP KNOWLEDGE - Types of VesselsBulk Carriers Bulk cargo is unpacked cargo of one commosity. Dry bulk cargo, such as grain, ore, fertilizers, etc. is carried in specially designed vessels with holds that have been divided into compartments by longitudinal and transverse separations, so that the ship's stability will not be affected by a full cargo. The holds of these ships are often constructed in such a way that they are selt-trimming; this means that the surface of the cargo is constantly made equal by special pumps in rolling circumstances or when the vessel has a list Dry bulk cargo is loaded and discharged by cranes with grabs or by pumps. Liquid cargoes such as crude oil, petroleum, edible oils, etc. are carried in tankers, for example in Very Large Crude Carriers (VLCC’s), chemical tankers, such as Liquefied Petroleum Gas tankers (LPG carriers) or Liquefied Natural Gas tankers (LNG carriers). Product tankers are small tankers that carry different sorts of oils. For safety reasons tankers must be fitted with double bottoms. These spaces also provide storage for fuel, lubricating oil and waters. Tankers are divided into compartments by longitudinal and transverse bulkheads. Cotferdams are empty spaces between the tanks and in the double bottom. They serve as separations to prevent liquids from leaking from one tank into the other. Cofferdams often serve as pump-rooms. Pumps for loading and discharging the cargo may be installed in these compartments. Tankers are often loaded and discharged in the offing by means of flexible pipes, This system of wet bulk handiing reduces the number of laydays. Container ships Cargo that has been containerized is carried by container ships. Containers are most often measured in Twenty Feet Equivalent Units (TEU) and are stowed in a cellular arrangement in Rows, Bays and Tiers. The rows run abeam, or athwartship; the bays run fore to aft and the tiers are horizontal layers. The three- figure code on each container refers to this stowage system, Thus, each container can easily be found. Container ships are sometimes equipped with their ‘own gantry cranes that load and discharge the containers. Container ships may carry general cargoes, liquid cargoes or refrigerated cargoes. The advantages of carrying cargo in containers are: short lay time because of efficient and rapid cargo handling; few stevedores are required; less pilferage because the cargo has been stored in locked containers, Bays, Rows and Tiers on a Container Ship GENERAL SHIP KNOWLEDGE - Types of Vessels, 63Roll-on / Roll-oft ships (Ro / Ro ships) (On a Ro/ Ro ship cargo is rolled on and rolled off by lorries or trailers. The great advantage of this system is that no cargo handling equipment is required. The loaded vehicles are driven aboard via ramps through special stern and bow doors and are properly secured for the passage. Upon arrival in the port of discharge, the vehicles are released and driven ashore to their destinations. Coasters A coaster carries cargo along the coast or on sea- voyages. Trans-Atlantic voyages are quite common. A coaster is of limited length and tonnage. Her engine room is situated aft. Often there are no tweendecks and the cargo spaces have no obstacles, so that a variety of cargo can be handled. Hatches are very broad and cover most of the ‘main deck surtace. Because of her limited length she will hardly experience any problems related to longitudinal stresses. However, due to the broad hatchways, transverse strengthenings are necessary to avoid dificuties caused by transverse stresses. Refrigerated-cargo vessels (Refers) Retrigerated-cargo vessels are ships that carry perishable cargoes, such as meat or fruit. These cargoes require cooling and must be stored in spaces that have precise temperature- and humidity controls during the voyage. Refers, as these ships are also called, are equipped with refrigerating plants. “Lash” stands for ‘Lighter Aboard Ship’. A Lash-vessel has a main deck that is flat and without any obstacies, A lighter is a container that floats in the water. The containers may be hoisted on board by the vessel's ‘own heavy derricks that stack them on board. Another way of loading the containers on board is by submerging the vessel first (for this she must be ‘equipped with a powerful pumping-system), then have tugs or push boats tow or push the lighters over the Lash-vessel, after which the vessel will emerge again and wil ‘pick up’ the lighters. This type of vessel is also referred to as a “Seabee” Ro / Fo ship Lash-vessels GENERAL SHIP KNOWLEDGE - Types of VesselsHeavy-load vessel Heavy-load vessels have been designed to lift and carry extremely heavy cargo on the main deck. Their most prominent features are very heavy derricks ("booms"), masts and lifting-blocks. Their cargoes, such as driling platforms, engines, yachts, trains, derelicts and wrecks, are loaded onto the main deck, which is flat and free from any obstacles. A special way of loading and carrying heavy cargo is performed by submerging the ship and have the cargo- module float over it. She must be equipped with a powerful pumping-system, After pumping the ship empty the vessel will emerge again and will pick up the cargo. Heavy-load vessel Timber Carriers Timber is a raw material from which wood-products are manufactured, Vessels that carry timber can easily be recognised by their tall derricks. A timber carrier has been designed in such a way that she can carry a tall deck cargo. Her Plimsoll Mark is provided with a special timber Loactine that indicates the maximum draft to which she is allowed to be loaded under certain circumstances and in different seasons. Timber carrier Multi-Purpose Vessels Cargo ships that carry both general cargo, bulk cargo and containerised cargo are called multi-purpose (or multioads) vessels. These ships are equipped with a variety of cargo handling gears to load and discharge the different types of cargoes. ‘An OBO-ship has been designed to carry oilbulk/ore. She has been subdivided in such a way that oil ‘can be carried in the largest compartments and ore can be carried in the smalier compartments Passenger Si Passenger ships, such as cross-Channel ferries, have been designed to carry passengers and their vehicles on a prearranged route. Their main features are more or less the same as the features of the Ro/Ro vessels. Cruise ships have been especially designed to carry holidaymakers. Cruise Ship GENERAL SHIP KNOWLEDGE - Types of Vessels, 652) Assistance and Service Vessels that render assistance and service have been designed to perform specific tasks, for example assisting other vessels, or providing special services to navigation. A tug is a vessel that assists other vessels with entering or leaving the port, tows an oil rig to its position or assists with a salvage operation. There are sea-going tugs and harbour tugs Their engines must be capable to develop enormous powers. The largest and most powerful tugs are often fitted with, Controllable Pitch Propellers (CPP) that have adjustable blades. Seagoing tug Their manoeuvrability will be enhanced even more by bow thrusters and stern thrusters. One of the main features is that the aft deck of a towing vessel is kept clear of all obstructions that may interfere with the towing-line. A salvage vessel is a vessel that rescues other ships and their cargoes from loss at sea. She must be equipped with heavy derricks to lift wrecks trom the seabed. A buoyage vessel places and maintains buoys. Her aft deck is flat and provides room to carry or haul in the buoys with her hoisting installation. ‘A survey vessel performs marine research. She is equipped with oceanographic instruments to carry out all kinds of measurements and assessments. A supply boat supplies oil sigs with stores, spare parts and supplies for domestic use. Her aft deck must be flat Additional duties may include the towing of rigs and extinguishing fires, for which they must be equipped with high-capacity fire-extinguishing pumps. ‘A SAR-vessel performs Search and Rescue when a ship is in aistress. She must be capable to develop high speeds and must be equipped with the most ‘modern communication equipment to maintain contact, with Rescue Co-ordination Centres (RCC) A Firefloat is a fire fighting vessel. She must have a powerful fire-extinguishing system on board. A pilot tender (or pilot launch) is a small boat that may be Jaunched from the pilot boat. The pilot will embark the ship that has requested pilotage from the pilot tender. She is often fitted with a sheltered aft deck to prevent the pilot from getting wet. 66 GENERAL SHIP KNOWLEDGE - Types of VesselsA cable layer lays cables on the bottom of the sea She is fitted with a huge horizontal wheel that reels off the cable. This type of ship is often equipped with a Dynamic Positioning System to keep her in the exact position when the submarine cable is reeled oft A lightship serves as a beacon for navigation and is anchored in the vicinity of crowded channels or seaways. She is usually not self-propelled, which means that she has to be towed to her position leebreakers are designed to ride up the ice and crush ‘a way through for other ships to follow. This requires @ powerful engine and a considerable strengthening of her stem. A dredger deepens out harbours and ports, fairways, approaches and entrances, inland waterways, anchorages, roadsteads, etc. Spoil is discharged into an integrated hopper or into a hopper that is moored alongside. To keep her in position she is Icebreaker often spudded. ‘There are bucket dredgers, grab dredgers (or backhoe dredgers) and suction dredgers with drag heads. A cutterhead is used to disintegrate rocky bottoms. 3) Fisherman Large and modern fishing vessels (fishermen) are capable of catching and processing enormous quantities of fish. They may be underway for weeks before they return to their homeports. Large refrigerating plants on board provide deep- freezing facilities. Before the fish are deep-frozen they are often stored in RSW-tanks (Refrigerated Sea Water Tanks). Powerful winches are used for hoisting the nets on board, 4) Man-of-war | Peace-keeping vessels (Warships / men-of-war) j | are measured by weight, contrary to merchant ships, which are measured by volume. Warships must be capable to develop speeds of 25 knots = and more, and must therefore be equipped with @ high-power propulsion plant. GENERAL SHIP KNOWLEDGE - Types of Vessels: 67Types of vessels: tasks 1) Idioms The italicized words in the text are given below in alphabetical order. Find out what they mean as they appear in the text and learn them by heart. abeam bow thruster consignee according to broken stowage contrary to adjustable blades Buk Cargo control advantage - bulkhead OPP - att buoy crude ot agreement buoyage vessel derelict ~ anchor cargo derrick anchorage cargo items design approach cargo handling equipment destination assess channel develop assesment circumstances discharge athwartship_ coastal trade disembark avoid cotferdam| disintegrate bays, rows and tiers commodity. distress beacon compare divide _ oe a GENERAL SHIP KNOWLEDGE - types of VosseIdioms (continued) division fertilisers inland waterways. draft / draught fire fighting vessel intermediate due to firefloat LASH eg. fore to aft launch edible oils freight rates laydays embark freighter layer emerge General Gargo limited length enhance grab liner entrance grain liquid ‘equal harbour tug list equipped with a hatch LNG carrier refrigerating plant hatchways Loadtlines ETA and ETD Heavy-lit ship. loading and discharging ‘experienced holst loading gear extinguish a fire home port longitudinal and transverse separations fairlead humidity eontrois| fairway in the offing lorry features influence LPG carrier GENERAL SHIP KNOWLEDGE - Types of VesselsIdioms (continued) main deck port of call request ‘maintain prearranged require marine research prevent roadstead measure purpose rolling and pitching measurements -quarterdeck sailing schedule merchant vessels ramp salvage vessel moored alongside raw material ‘sea-going vessel multi-loads RCC ‘Search and Rescue navigation - reach ‘seasons. obsolete recognise ‘secure occur reduce sell-propelled ore reel off ‘shipbroker perishable cargoes refer to ‘shipowners petroleum refrigerated cargo. shipper pillerage refrigerated hold ‘shore gang pilot tender release spoil port of discharge remove stem port of destination render assistance stern thruster 70 GENERAL SHIP KNOWLEDGE - Types of Vessels,Idioms (continued) stevedores thus tyres stored tide upon arrival strengthening timber vehicle sub-marine cable to emply vicinity submerging traller vice survey vessel tramp voyage charter surveyor transfer vulnerable TEU transverse three-figure code tweendeck GENERAL SHIP KNOWLEDGE - Types of Vessels, 712) Fill in “Purpose she serves”: give a short description of the purpose that the vessel serves. Begin your answers with “To. In this way a verb will be used to indicate the vessel's purpose. Example: "To transport, “To assist “Feature(s) of design”: give a short description of particular details of the vessel. Type of vessel Purpose she serves Feature(s) of design 1) General Cargo Carrier / | To “Open Freighter” 2) Dry Bulk Carrier To 3) Tanker To —_— 4) Container ship To_ 5) RofRo ship To_ 72 GENERAL SHIP KNOWLEDGE - Types of Vessels‘Type of vessel Purpose she serves Feature(s) of design 6) Coaster 7) Reefer 8) Lash-vessel 9) Heavy-load vessel 10) Timber Carrier 11) Multi-loads vessel To as To To To To To GENERAL SHIP KNOWLEDGE - Types of Vessels, 73Type of vessel Purpose she serves Feature(s) of design 12)Tug To. 13) Salvage vessel To 14) Buoyage vessel To 1) Survey ship To ; 16) Supply vessel To 17) SAR-vessel To 74 (GENERAL SHIP KNOWLEDGE - Types of VesselsType of vessel Purpose she serves Feature(s) of design 18) Firefloat 19) Pilot tender 20) Cable leyer 21) Icebreaker 22) Dredger 23) Fisherman To To To To To To GENERAL SHIP KNOWLEDGE - Types of Vessels 753) Matching ‘Match the words in the first column with those in the second column by linking the number to the letter in the third column (example: A - 19). Every expression can only be used once! ‘A= Merchant ships 1 Fore-tovatt container group. A B - Semi-submersible heavy-load ship. 2- Layer, 8 C- Tramp. 3 - Submerging and emerging. c D - General cargo. 4 Beacon. D E - Bulk cargo. 5 - Maximum dratt E F - Dry Bulk carrier. 6 - Embarkation at sea. F G - Tankers 7 - Placing and maintenance. G H- Bay, 8 - Disintegrate. H- 1-Tier 9 - Spud system. 1 J = Ro/Ro, 10 - No fixed schedule. J K - Heavy-Litt ship, 11 - Riding up. kK L- Plimsoll Mark 12 - No cargo handling equipment. L M - Multi-Purpose vessel 13 - Booms. M N-- Passenger ship. 14 - Different types of cargo. N 0- CPP 15 - Transportation of fertilisers. ° P - Buoyage vessel. 16 - Cross Channel ferry. Pp Q- Survey ship. 17- Crates, boxes, bags and pieces. a R - Search and Rescue vessel 18 - Marine research R S - Pilot tender. 19 - Liners and tramps. s T - Lightship. 20 - Adjustable blades. T U- leebreaker. 21 - Carries crude oil or edible oil u V - Dredger. 22- RCC. v- W- Cutterhead. 23 - One commodity. w 76 - "GENERAL SHIP KNOWLEDGE 1pes of Vessels4) What do the following abbreviations stand for? “vec” “RSW-tank" 5) CD-ROM Tests: Types of vessels Test 1: in the missing word(s) 1. GENERAL SHIP KNOWLEDGE - Types of Vessels. 7Fill in (continued) 10- W- 12- 13- 14+ 15 16- 7. 18- 19- 78 GENERAL SHIP KNOWLEDGE - Types of Vessels:Test 2: Right or Wrong Indicate whether the assertion is right or wrong; explain why you think an assertion is wrong. te 10- W- 12- 13- GENERAL SHIP KNOWLEDGE - Types of Vessels 79Right or wrong (continued) 14- 15- 16- 7 18- 19- ‘Test 3: Write down, discuss or do your own presentation Notes: 80 GENERAL SHIP KNOWLEDGE - Types of Vessels,General Arrangement Plan ® Spaces and separations ‘The general arrangement plan shows the division of a vessel into compartments in cross sections and fongitudinal sections. ‘The compartments are formed by vertical separations (longitudinal and transverse bulkheads) and horizontal separations (decks). ‘These compartments and spaces serve as storage spaces for cargoes, stores, equipment, spare parts, liquids, etc., as accommodation spaces for passengers and members of the crew, and as “domestic spaces”, such as galley, pantries, dispensary, etc. The extreme tore end of the vessel is called stem. The extreme aft end is the stern. The upper deck, or main deck (a), is often the deck that is exposed to sea and weather. That is why the main deck is also called the “weather deck’. In fact, it provides a “shelter” for all the contents of the vessel ‘The foremost part of the upper deck is called the forecasile (b - pronounced as {fooks\)). Its bulwark is called the vauxhall, The anchor winches are situated on this deck ‘The tweendeck (c) is the intermediate deck between upper deck (a) and the inside bottom of the vessel, called tanktop (d). The tweendeck divides the vessel into separate holds. ‘The upper holds and lower holds (e) are the spaces that contain the cargoes. ‘Spaces for liquid cargoes are called tanks. Access to a hold can be obtained through hatches. On freighters these hatches must be sufficiently broad for grabs to be lowered into the holds. ‘The foremost and attermost spaces of the vessel are the peak tanks (). ‘They may serve as storage spaces for ballast water and are capable of “absorbing” a part of the impact- forces that are released in case of a collision ‘The anchor chain is stored in the chain jocker (g). It is situated over the fore peaktank. ‘The upper part of the fore peaktank is called the boatswain’s (or bosun's) locker (h), where ropes, paint ‘and dunnage are kept. Longitudinal section with spaces and separations Bulkheads are the vertical separations between holds and spaces. The fore peak bulkhead and after peak bulkhead (i) are the so-called collision bulkheads. These transverse bulkheads are watertight and prevent the vessel from flooding in case the vessel collides with an other vessel. Collision bulkheads are also fire-retarding or even tireproot. ‘Apart from transverse bulkheads tankers are also fitted with 2 longitudinal bulkheads that divide the ‘vessel into starboard- and port wing tanks and a centre tank. The engine room ()) is a watertight machinery space that contains the vessel's propulsion plant, ‘The steering engine room (k) must also be a watertight compartment and is very often situated over the after peaktank (f). ‘Due to large stresses that occur under the engine room and peaktanks, additional strengthenings are often inserted. The double bottom (1) provides strength and storage space’ for fuel, lubricating oil, fresh water, salt (ballast) water and potable water. ‘To prevent liquids from leaking from one double bottom tank into the other, longitudinal and transverse ‘separations are used between the tanks. These separations, which are in fact empty spaces, are called cofferdams (m) GENERAL SHIP KNOWLEDGE - General Arrangement Plan 8(On the main deck we find the so-called superstructure (n) with the accommodation for the crew and Passengers, the messroom, the galley and the pantry. ‘The navigating bridge contains the wheelhouse with the control station, the chartroom where charts, pilot books and publications are kept, and the radio room, ‘There are the instruments for navigation, such as the Radar, the log, the echo sounder, the steering compass and repeater compass. ‘The master compass is usually situated on the monkey island, a small deck or platform over the wheeihouse. ‘The upper deck ‘The imaginary line from stem to stern is called the fore-and-aft line. It divides the vessel into a starboard and portside (when facing forward), “Abeam” is used to indicate direction at a right angle to the fore-and-att line. The terms used to indicate directions in which the vessel can proceed are: ahead ‘and astern, starboard and port. The upper deck ‘The upper deck, or main deck, is divided into the foremost deck (a), called “Yorecastie”, the centre deck, called ‘midships” (b), and the aft deck, called “quarterdeck”(c), A raised quarterdeck is called “poopdeck’ ‘The foremost part of the vessel is divided into the starboard bow and port bow (d). ‘The quarterdeck is divided into the starboard quarter and port quarter (e). 82 GENERAL SHIP KNOWLEDGE - GerGeneral Arrangement Plan: tasks 1) Idioms ‘The italicized words in the text are given below in alphabetical order. Find out what they mean as they appear in the text and learn them by heart. abeam collide fore peak bulkhead access calision fore-and-aft line additional contol station forecastle ahead e108 section foremost anchor Giepensary freighter angle division fresh water astern aueto uel Boatswain's locker dunnage galley bow deg general cargo bulkhead engine room General Arangement Pian bulwark equipment iraich cabin ‘extreme fore end chain locker ite retarding insert chartroom ilood intermediate By beam is understood the extreme breadth of the vessel. In restricted, narrow fairways (e.g. the Panama Canal) the vessel's beam is an important factor to obtain a clearance to proceed. Length Over All (L.O.A.). By Length over all (A - B) is understood the distance between the extreme fore-end and the extreme aft-end of the vessel. Before a berth along an embankment is allocated the port authorities will have to know the total length of the ship. Length Between Perpendiculars (LPP) Length Between Perpendiculars (C - D) is measured between the fore-perpendicular (FPP) and the aft- perpendicular (APP). It is used 10 determine the vessel's stability The Construction Waterline is the line to which the ship may be loaded in summer. The fore-perpendicular is the vertical tine through the point where the Construction Waterline and the stem intersect. The aft perpendicular goes through the rudderstack. Draft, air draft, freeboard and underkeel clearance By draftis understood the distance from the bottom of the keel to the surface of the water. A distinction must be made between loaded draft and light drat, as well as salt-water draft and fresh-water draft. Due to the salinity of seawater, the draft in seawater is less than draft in iresh- water, because seawater hhas a higher specific gravity By air draft is understood the distance from the waterline to the highest point of the vessel. When proceeding through a channel that is spanned by a bridge, the air draft should of course be less than the vertical clearance of the bridge. When a vessel's air dra is greater than the vertical clearance will allow, we speak of a top-hampered vessel. By Freeboard is understood the distance between deckline and waterline. By Underkee! Clearance (UKC) is understood the distance between keel and seabed. GENERAL SHIP KNOWLEDGE - Ship Measurement 89Ship Measurement: tasks 1) Idioms. The italicized words in the text are given below in alphabetical order. Find out what they mean as they appear in the text and learn them by heart. accommodation distinguish liquid level air draft - draft loaded draft bale space due to "| lubricating oft beam dues mariner breadth equal measure buoyancy equipment mercantile fleet cargo carrying capacity experience moulded breadth channel fairway moulded depth clearance iresh water moulds contents fuel municipal contrary to grain space narrow deadweight tonnage gravity Net Tonnage determine Gross Tonnage obtain displacement indicate potable water distance light draft proceed %0 GENERAL SHIP KNOWLEDGE - Ship MeasurementIdioms (continued) remain span top hamper restricted Specific gravity | ullage - salinity ~ stores Upthrust salt-water stowage factor vertical clearance seabed summer freeboard with 2) Matching Match the expressions to the explanations Expressions 1. Displacement | [Link] | 11. Ullage Space | 16. Draft 21. UKC 2. Upthrust [Link] Carrying |[Link] draft |[Link] | 22. Length Capacity Freeboard Over All 3. Buoyancy 8. Bale Space 13. Moulded 18. Salt-water | 23. The Fore Breadth Dratt Perpendicular 4. Gross Register Tonnage [Link] Space | 14. Moulded Depth 19. Air Draft | 24. The Aft Perpendicular 5. Net Tonnage 10. Oil Space 15. Beam 20. Freeboard | [Link] Explanations (fill in the expressions) jo 2) 3) 4) 5) 6) is the entire volume of all the enclosed spaces, is the total weight of all the cargo that can be carried. indicates the volume for cargo. is the volume of the spaces used to carry general cargo. the volume of the spaces used to carry dry bulk cargo. is the weight of cargo, stores, equipment, oils and waters. GENERAL SHIP KNOWLEDGE - Ship Measurement aFill in (continued) 7 is equal to the weight of the displaced mass of water. 8) is the draft of the vessel in laden condition. 9) ___ isthe empty space on top of a liquid. 10) is 98% of the volume of the tanks. 41) When is less than gravity the vessel will sink 42) indicates the height of the cargo holds, including the d.b. 13) indicates the inside breadth of the cargo holds. 14) indicates the greatest distance between starboard- and port sides. 15) is the distance between deckline and the surface of the water. 16) is the distance between FPP and APP. 17) is the distance from bottom of the ship to the waterline. 18) is the length between the stem and the stern. 19) is the vertical line through the rudderstock. 20) is less than fresh water draft because of the salinity 21) is the distance between the vessel's keel and the bottom of the sea. 22) is the highest point of the ship measured from the waterline. 23) is the line through the intersection of stem and waterline, 24) indicates maximum draft in summer. 25) is the mass of water that is “moved out of its place" by the ship. we GENERAL SHIP KNOWLEDGE - Shp Measurement3) CD-ROM Tests: Ship Measurement Test 1: Fill in the missing word(s) 1- 13- GENERAL SHIP KNOWLEDGE - Ship Measurement 93Fill in (continued) 14- 15 16- 7 18- 19- Notes: 94 GENERAL SHIP KNOWLEDGE - Ship MeasurementTest 2: Right or Wrong Indicate whether the assertion is right or wrong; explain why you think an assertion is wrong. *« 10- We 412- 13 - GENERAL SHIP KNOWLEDGE - Ship Measurement 95Right or wrong (continued) 14- 15 - 16- 7- 18- 19- Test 3: Write down, discuss or do your own presentation Notes: 96 GENERAL SHIP KNOWLEDGE - Ship MeasurementProject Assignment Make an exhaustive description, including drawings and/or photographs, of an existing ship. Make use of the texts in this book, other books and especially internet-facilities as much as you can. Be sure to present the paper neatly. Type of vessel Choose from: General Cargo ship Bulk Carrier (Wet- or Dry Bulk Cargo) Container Ship Ro/Ro ship Coaster Reefer Heavy-Lift Ship Multi-Purpose Ship Passenger Ship (Ferry). Special Purpose Vessel (tug / survey vessel / dredgar, etc) Indicate the locations of all the spaces and separations and name them. Aspects to be mentioned: ‘Tonnages (Gross-, Net- , Deadweight, Bale-, Grain- or Oil space); Moulded Breadth; Moulded Depth; Beam; Draft (fresh water - summer / full and down - freighter); Air Draft (fresh water - summer); Freeboard (fresh water - summer); Length Over All, Length Between Perpendiculars; Propulsion Plant that has been installed: ‘Type of propeller that has been installed; ‘Type of rudder that has been installed; ‘The data that were gathered during the sea-trial concerning the turning circle (transfers, advance, and tactical diameter); Other important data (e.g. cargo-handling equipment / auxiliaries / sailing routes / etc.). GENERAL SHIP KNOWLEDGE - Project 97Shipbuilding ® Classification Before a shipyard will start the building of a ship, the final construction plan must be approved by a classification society. The classification will serve as a guide during the whole period of building Classification Societies are the authorities with the most profound influence on shipbuilding, merchant ship design and ship safety. ‘Among the most important are Lioya's Register of Shipping, det Norske Veritas, the American Bureau of Shipping, Bureau Veritas, Registro Italiano, Germanischer Lioyd and Nippon Kaiji Kyokai. Of all these famous societies Lloyd's of London is the most famous and respected. Uoyd ‘s Register of Shipping is concerned with the maintenance of proper technical standards in ship-construction and the classification of ships, i.e. the record of all relevant technical details and the assurance that the ship will meet the required standards, Vessels that are classed with Lloyd 's Register are awarded the classification +100 A1. ‘The cross (+) indicates that the ship has been built under the supervision of surveyors from Uoyd's Register, while “100 A” indicates that the vessel has been. built in accordance with the recommended standards. “1” indicates that the safety equipment, anchors and cabins are as required. Surveys at regular intervals are carried out by the Society's surveyors to ensure that the vessel is still ‘complying with the standards. The Society is also empowered to allot loadline certificates to determine ‘and assess tonnage measurements and to ensure compliance with safety regulations, Surveyors all over the world carry out these required surveys and report to headquarters in London and ‘other national centres. A ship failing to meet the standards will ose her classification and become a burden to the owners. Building the ship The designing, construction and fitting out of a vessel are a very complicated matter. When designing a ship the naval architect must take into consideration not only the purpose for which the ship will be built, but also the enormous stresses the ship will be exposed fo when sailing in adverse weather and rough seas. Deformations of the ship's hull due fe hogging and sagging must be SSRN. = Spey avocod by implementing adaonal strengthenings that will also provide ‘Hogging ‘Sagging Senor These strengthenings are called stifeners, or stringers. They may consist of beams, girders, keelsons and stanchions, Jongitudinal tripping gitdor rackets _dack-beam stinger bilge stake cconter girder wing girders 98 GENERAL SHIP KNOWLEDGE - ShipbuildingThe backbone of a ship is her keel. It is a longitudinal beam located at the very bottom of the ship and extending trom stem to stern The ship is given her rounded shape by a series of symmetrically curved frames. Frames can be compared to the ribs in a human body. They are fastened to the keel, providing support and giving shape to the hull The frames that are in the middle are larger than those at the sides and are known as floors. The frames are held in position by longitudinal stringers. Additional bracing is provided by beams extending across the width of the ship. Deck-beam brackets serve as joints between deck beams and the transverse frames. Frames The rows of steel platings in the metal hull are called strakes. Nowadays ships are built in sections, composed of welded plates and frames. In the old days rivets were used to put the parts together. The ship is divided into watertight compartments by decks and longitudinal and transverse bulkheads. These bulkheads provide strengthening and are fire proof or fire-retarding. The foremost bulkhead is the forepeak bulkhead, or collision bulkhead. ‘Seaton The forepeak is 2 watertight compartment that will ensure that the vessel will have sufficient buoyancy to remain afloat after a collision. The aftermost bulkhead is the afterpeak bulkhead, through which the stern tube runs. The a.p. bulkhead is constructed in such a way that it will prevent water from entering the ship through the stern tube in case of leakage. Engine room and steering engine room must also be separated from other compartments by watertight bulkheads, so that in case of a disaster her engines will remain operational. forepeak _woather bulkhead deck afterpeak || aterpeak Peak Tt buead paning 4 stern ture Stinger riddor post propeller post floor plate ‘When all the sections have been put together, the shell plating is sandblasted and then painted with a primer and an ant-fouling paint. Now the fiting-out of the ship will commence. This means that the engines, auxiliary engines, steering ‘engine, navigation means, domestic installations and equipment, cargo handling equioment, life saving equipment, stores and spares, electrical and hydraulic installations, berthing and anchoring gear, etc. are installed. Belore the vessel is Jaunched and ready for her maiden trip, engine trials and sea trials must prove that the vessel is seaworthy, that in fact she is “a Good Ship’, as she wil be referred to in documents. GENERAL SHIP KNOWLEDGE - Shipbuilding 99Propellers The screw-propeller “screws” its way through the water, driving water aft and the ship ahead, ‘Some propellers have adjustable blades instead of fixed blades. Ita propeller turns clockwise when viewed from aft, itis said to be right-handed; left-handed propeller turns anti-clockwise. In a twin-screw ship the starboard propeller is usually right-handed and the port propeller left-handed. They are outward-turning, which reduces cavitation. ‘The "face" of the propeller blade is the surface seen from aft. The other surface of the blade is called the “back”. The “leading edge” of the blade is that edge that thrusts through the water when producing ahead: thrust. The other edge is called the ‘trailing edge”. The Controllable Pitch Propeller, or CPP. is fitted with adjustable blades. By turning (adjusting) the blades, the thrust that is being developed can be varied whilst maintaining constant shaft-revolutions. in this way the vessel's pilch can be controlled by changing the position of the propeller blades. By pitch is understood the distance that the propeller will travel alter one revolution. The blades can even be put in a position that will produce an astern-thrust while still rotating in the same direction. The vessel's manoeuvrability is increased considerably. The greatest advantage of the CPP, however, is that engine-wear Is reduced because a CPP with adjustable blades constant RPM can be maintained while proceeding at any speed. Limitations of the CPP include the power that can be satistactotily transmitted (installations for more than 25,000 bhp are uncommon). Another disadvantage of the CPP is the complicated mechanism controlling the blade-angie, Furthermore, the boss is enlarged to house bearings for the blades. This increased boss-size reduces the maximum efficiency that can be obtained. CPP's are mostly used in vessels that have variable rated capacities. The Voith Schneider Propel or Vertical Axis Propeller, consists of a hi vertical axis. Projecting vertically down from this disc are a number of blades whose 7 7 tal disc rotating around a C7 positions can be varied. By doing so a thrust can be produced in any desired direction. An obvious advantage of such a propeller is that it offers a high manoeuvrabilily for vessels that require to be highly manoeuvrable. The horizontal driving shaft, however, necessitates the introduction of a bevel gear, with consequential limitations on the ‘maximum power that can be produced, — 1 The Shrouded Propeller, or Ducted Propeller, is integrated into a “tunnel’, or : 1 duct. Enlargement of the tail-race and the thrust that can be produced is i i achieved by shaping of the duct, as is often done with heavily loaded propellers 1 ‘ Ge (e.9. with tugs). Other advantages of the duct are: it protects the propeller from fouling and reduces propeller noise. However, the system is quite costly Shrouded Propeller Voith Schneider Propeller Jet propulsion is achieved by drawing water into the ship and then thrusting it out at by means of a pump. In this way the vessel is “jet-propelied’ It's an attractive means of propulsion where itis desirable to have no moving parts outside the hull of the ship, where a protected screw is desired, and for small vessels with high rating capacities. Therefore it is widely employed in Ultra-Shallow-Draft (USD) Vessels. Jet propulsion involves higher speeds and outstanding manoeuvrability because the duct is movable. However, because of the resistance caused by the flow of the water through the duct, its efficiency is lower than that of the ordinary screw-propeller. 100 GENERAL SHIP KNOWLEDGE - ShipbuildingRudders The choice of the type of rudder that is used will largely depend on the shape of the stern, the size of the vessel and the capacity of the steering gear. The Balanced Spade rudder (or balanced rudder) is used for vessels with a hk Ba long “sharp” stem. Not much strength is applied to the rudder stock and the steering gear can be made quite compact. Because of the large rudder area it offers good manoeuvrability The Semi-Balanced rudder (or Gnomon Rudder) is used where the size of the rudder requires that it is supported at an additional point to the rudder bearing, but where itis still desired to reduce the size of the steering gear. Balanced Spade Futter This type of rudder offers a high manoeuvrability. a DB. ‘Semi-Batanced Rudder Unbalanced single-pintle Rudder Unbalanced Muti-Pintle Rudder The Unbalanced Rudder is used in vessels whose stern-shape is not fit to carry a balanced rudder. Furthermore these rudders are usually fited on smaller ships of relatively deep draft ‘The number of pinties fitted will depend on the required strength. There are single-pintle rudders and multi-pintle rudders. ‘The rudderstock must be able to endure large stresses. The Flap Rudder has at its rear end a “flap” that can move at a greater angle than the main portion of the rudder. Itis used in vessels that require considerable manoeuvrability. The compiicated linkage system between the flap-portion and the main The Flap Rudder Portion is vulnerable and offen the source of malfunction, Manoeuvrability In order to enable a ship to proceed on a straight path, make tums or take avoiding actions, she must be controllable and manageable not only in calm waters during anti-cyciones, but also in turbulent seas during gales and in adverse weather. Considering this control in the horizontal plane, the manoeuvrability of a ship must be related to the following: 1. the ease with which a ship can be maintained on a given course. The term “steering” is applied here and the main factor affecting the ship's pertormance is her dynamic stability (Static stability, that is: when the ship is not moving, is of course of no importance when it comes to “steering”); 2. the response of the ship to movements of the rudder; 3. the ability to turn completely round within a specified space, GENERAL SHIP KNOWLEDGE - Shipbuilding 101