Unit 19

A VESSEL UNDER WAY

Basic terms

under way - alongside - watch-keeping duties -

standing orders - lookout - steering - passage
plan - pilotage waters - drills - chart room -
relieve a watch - land-marks - observation - traffic
separation scheme - traffic report - weather &
visibility report - navigational aids report -
helmsman - making way

1
The vessel is said to be underway when she is
neither berthed alongside, at anchor nor aground.
Commonly, the term is used to express that the vessel
is actually moving through the water, i.e. making
way through the water and thus responding to her
rudder.

The procedures when underway mostly involve

the watch-keeping duties of the officers (OOW) and
ratings making part of the watch. The Master should
give clear instructions concerning:

a)calling the Master

b) reducing speed in the event of restricted
visibility, or other circumstances
c) posting lookout(s)
d) manning the wheel
e) the use of largest scale charts and navigational
aids, such as echo sounder, radar, etc.
f) an established drill for changing over from
automatic to manual steering and, if applicable,
change-over from hydraulic to electric steering
and vice-versa
g) the provision of additional watch-keeping
personnel in special circumstances, e.g. heavy
traffic or restricted visibility.

2
The Master should ensure that a passage plan, for
the intended voyage, is prepared, before sailing. It is
of particular importance that this procedure is
adopted for that part of the voyage in coastal waters.
In pilotage waters, it may be appropriate to have
available a forecast of the times, of alteration of
course, speed and sets expected.

The Master should also see that all safety systems

(for example, life-saving appliances, fire-fighting
equipment) are properly maintained and that officers
of the watch and other crew members are trained, as
appropriate, in the use of these systems. Regular
drills should be carried out, especially during early
stages of a voyage.

3
Duties of the Officer of the Watch

The Officer of the Watch (OOW) is the Master's

representative, and his primary responsibility at all
times is the safe navigation of the vessel. He must at
all times comply with the 1972 International
Regulations for Preventing Collisions at Sea.
The Officer of the Watch should keep his watch
on the bridge which he should in no circumstances
leave until properly relieved. A prime responsibility
of the Officer of the Watch is to ensure the
effectiveness of the navigating watch. It is of special
importance that at all times the Officer of the Watch
ensures that an efficient lookout is maintained. In a
vessel with a separate chart room, the Officer of the
Watch may visit this, when essential, for a short
period for the necessary performance of his
navigational duties.
The Officer of the Watch should not hesitate to
use the sound signalling apparatus at his disposal, in
accordance with the 1972 International Regulations
for Preventing Collisions at Sea.

4
Duties of the OOW
Maintain a Safe Navigational Watch
a) a thorough knowledge of the principles of navigational watchkeeping at sea,
including under pilotage, and watchkeeping at anchor and in port;
b) a thorough knowledge of the content, application and intent of the International
Regulations for Preventing Collisions at Sea;
c) radar and ARPA - practical use of, modes of operation, limitations, sources of error,
plotting and parallel indexing;
d) understand the use of bridge equipment, including rate of turn indicators, course
recorders, echo sounders and NAVTEX;
e) knowledge of steering control systems, including automatic pilot, operational
procedures and change-over from manual to automatic control and vice-versa -
adjustment of controls for optimum performance;
f) knowledge and application of the ICS Bridge Procedures Guide.

The general duties and responsibilities of the OOD (Navy) include the following:
1. Remains in charge and at his station until relieved. Obeys all orders and
regulations and requires the same of the persons under him. Instructs the
watchstanders in the areas necessary for the proper performance of their duties
and makes sure the watchstanders are at their stations.
2. Conducts himself in an orderly fashion. Issues orders authoritatively and in
familiar language. Requires that order repeated by subordinates are repeated word
for word.
3. Keeps persons on watch informed of matters necessary for the proper
performance of their duties.
4. Reports matters affecting the safety of the ship or personnel, including all land,
shoals, rocks, lighthouses, daybeacons, buoys, discolored water, vessels, aircraft,
or wrecks; changes of course and speed, malfunctions of equipment, winding of
chronometers; any occurrence worthy of notice; to the Chief Officer.
5. Makes sure that necessary log entries are made and requires reports concerning
anything that may affect the safety of the ship.
6. Studies the pilotage and cruising waters of the ship's sailing area. Continually
strives to perfect his navigating ability so that the ship can perform her duties
quickly and safely. Particular attention is given to tides, currents, topography,
local maritime practices, and dangers to navigation in the area.

5
Keeping a Good Lookout

The Officer of the Watch is responsible for the

maintenance of a continuous and alert lookout. This
is the most important consideration in the avoidance
of casualties. The keeping of an efficient lookout
requires to be interpreted in its fullest sense which
includes the following:
a)an alert all-round visual and aural lookout to
ensure a full grasp of the current situation
including the presence of ships and land-marks in
the vicinity;
b)close observation of the movements and compass
bearing of approaching vessels;
c) identification of ship and shore lights;
d)the need to ensure that the course is steered
accurately and that the wheel orders are correctly
executed;
e) observation of the radar and echo sounder
displays;
f)observation of change in the weather, especially
the visibility.

6
 Orientation around the ship

On the stbd beam

Stbd Beam
Before the beam
to stbd Abaft the stbd beam

On the stbd bow

On the stbd quarter

Dead Dead astern

On the port bow

On the port quarter

Before the port beam Abaft the beam to port

Port Beam

On the port beam

- Ship A is ahead of my ship.

7
 Sequence of Events
The “City of Sunderland” had been in the Port of Copenhagen discharging a part cargo of
motor vehicles. The ship departed from Copenhagen at 0812 hours local time ( GMT +1 ) on
passage for Hanko, Finland. The passage was to take approximately 1 day 8.5 hours at 15.00
knots. The Master had visited the Port of Hanko on several occasions in the past.
On the following day the Officer arrived on the bridge to commence his 1200 / 1700 hours
watch. The weather at this time was overcast with passing snow showers, the wind south
westerly force 6, with a moderate sea and swell. The Master was standing his watch 0800 /
1200 hours. After handing over the Master departed and the OOW continued with his watch
without incident.
The normal procedure was to contact Hanko pilots 3 hours prior to arrival. The OOW made
repeated attempts to make contact by VHF for approximately one hour, he was finally
successful at 1515 hours. He advised the Pilots the ship’s estimated time of arrival (ETA) at
the designated pilot boarding area south of Hanko No. 6 buoy to be 1715 hours. The OOW
was advised of the current weather situation, wind direction 160 degrees 14 to 17 metres per
second ( 28 to 33 knots ) with light icing in the harbour. The OOW was requested to rig the
pilot ladder on the starboard side.
The Master arrived on the bridge at 1600 hours and the OOW appraised him of the situation
with regard to ETA, weather and which side the pilot ladder was to be rigged. The weather
recorded in the deck log book for 1600 hours was, overcast with frequent heavy snow
showers, moderate beam sea and swell, wind south south east force 6 to 7. At 1618 hours
notice was given to the duty engineer officer of 30 minutes to end of passage and the OOW
began the pre-arrival checklist. Ten minutes later the OOW altered the ship’s course to 024
degrees following the passage plan in order to make good a course for the final alteration
position and approach to Hanko. The Bosun contacted the OOW to advise that the starboard
accommodation and pilot ladder combination could not be rigged due to the high winds on
the starboard beam. He was advised to hold off until the next alteration of course which
would place the wind astern. Meanwhile at 1630 hours the anchors were cleared for arrival
and steering modes were tested.

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9
At 1645 hours the Master took over the con of the ship advising the OOW. The ship was put
onto hand steering and the engine speed was reduced from full sea speed to full ahead on the
telegraph setting. End of passage was recorded at 1654 hours as the ship altered course and
steadied onto a heading of 327 degrees, the approach course to the pilot boarding area south
of Hanko No.6 buoy. At the same time the OOW advised the pilot station the ship was
passing Hanko No.1 beacon abeam. The Pilot advised the ship that due to the weather
conditions he would board the “City of Sunderland” to the north of Gustavsarn Island where
the ship could provide the pilot launch with a good starboard lee. The Pilot advised the
Master that the “Superfast Ferry” was to sail from Hanko West Harbour at 1730 hours.
At 1700 hours the Chief Officer relieved the OOW who advised him of the current situation
with regard to the pilot boarding, the Master had the con, and the visibility was reduced to
less than a mile in the snow showers. The OOW’s last duty was to mark the course recorder
for arrival at Hanko before leaving the bridge.

The Pilot boarded the “City of Sunderland” at 1736 hours ship’s time (GMT +1 and 1836
hours local time ). After the exchange of information between the Master and Pilot, pilot card
and ship’s characteristics, the Pilot enquired if the Master had ordered a tug. The Master
answered no, however, after a brief conversation the Pilot ordered a tug. He advised the
Master there would be a delay as the tug was assisting the “Superfast Ferry” leaving Hanko
West. The Master and Pilot took this opportunity to discuss which berth was available for the
“City of Sunderland”. The Pilot advised there were two choices, it was agreed with the
Master to berth port side to and stern onto the westerly Ro-Ro Berth No.2.

Meanwhile, the “City of Sunderland” maintained position between Gustavsvarn Island and
Hanko No.5 buoy. The weather continued to deteriorate during this delay and the wind was
estimated to be between east and south east, 30 to 40 knots. The tug “Ajax” arrived after the
“Superfast Ferry’s” departure and took up station on the starboard side of the “City of
Sunderland”. On the approach to the narrows between the Pilot Station at Tulliniemi and the
island of Tullisaari the Master called the crew to standby, the Chief Officer left the bridge
and proceeded aft to his station, the Bosun and other crew went forward.

10
Situation Report issued / transmitted by a coastal
station:

Part One (Traffic Report)

There is a vessel being towed in position 260 degrees
6 miles from Peak Point on course 130° and speed 13
knots, which is not complying with the traffic
separation scheme.
Part Two (Weather and Visibility Report)
There are sharp squalls in the strait. Visibility is
reduced by heavy rain and wind. Visibility is
expected to increase within four hours.
Part Three (Navigational Aids Report)
There is a wreck buoy left unlit in position 128°40' N
35°20' E.

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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 to entering the port.
A MAREP/POSREP will make conversation
short and clear.
The first four letters (Alfa / Bravo / Charlie /
Delta) are used for the POSREP. "Charlie"
indicates a longitude/latitude-position;
"Delta" indicates a position as a bearing and
distance from a fixed point. In VHF-conversation
a Delta- position indication must always be
preceded by the word "bearing". Like so:
"My position: bearing zero four rive degrees from
Falls Light, distance two decimal / five miles".
Note that numbers are always pronounced in
separate digits (045 = zero four five). However,
in helm orders numbers are as written (15
degrees = fifteen degrees).

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SHIP REPORTING SYSTEMS: MAREP/POSREP
The meaning of letters of the alphabet

POSREP

Alpha - Vessel's name + Call Sign

Bravo - Day of month + time
(UTC/Local/Zone)
Charlie - Position: latitude + longitude
Delta - Position: as a bearing and
distance from a fixed point

MAREP

Echo - True course

Foxtrot - Speed (in knots)
Golf - Last port of departure
Hotel - Time and point of entry info the system
India - Destination + ETA
Juliet - Deep-sea or local pilot
on board
Kilo - Time of exit from the system
Lima - Intended track
Mike - VHF-channels guarded
November - Time of next report
Oscar - Draft
Papa - Cargo (type and quantity)

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 Quebec - Any deficiencies or limitations
Romeo - Any pollutants or dangerous goods o/b
Sierra - Weather conditions
Tango - Ship's representative or owner
Uniform - Size and type of vessel
Victor - Medical personnel
Whiskey - Number of persons o/b
X-Ray - Any other useful information
Yankee - Request to relay rep ort to other system
Zulu - End of report.

A container vessel underway

Listening skills: Recording of a coastal radio station

(CD ROM, Plucinska 2004).

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SHIP REPORTING SYSTEMS - EXAMPLES

Example1

SINGAPORE STRAITREP AREA PROCEDURES 001 15-01-00 SIN 1

STRAITREP
Mandatory Ship Reporting System
in the Straits of Malacca and Singapore
Operational area of STRAITREP and
Geographical Position for Submitting Reports

The International Maritime Organisation (IMO) adopted the

MANDATORY ship reporting system STRAITREP in 1998.
This system applies to the STRAITS OF MALACCA
and SINGAPORE

Ships of the following categories are required to participate

in the system:

1. vessels of 300 GT and above;

2. vessels of 50 metres or more in length;
3. vessels engaged in towing or pushing with a combined GT of 300 and
above, or with a combined length of 50 metres or more;
4. vessels of any tonnage carrying hazardous cargo, as defined in paragraph
1.4 of resolution MSC.43(64);
5. all passenger vessels that are fitted with VHF, regardless of length or GT;
and
6. any category of vessels less than 50 metres in length or less than 300 GT
which are fitted with VHF and in an emergency uses the appropriate traffic
lane or separation zone in order to avoid immediate danger.

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Essential information report required from a participating ship:

IMO SRS items:

ALPHA, CHARLIE, DELTA, ECHO, FOXTROT, PAPA,
QUEBEC, ROMEO.
Note: ALL positions are referred to the WGS 84 datum.

1. The operational area of the STRAITREP covers the Straits of Malacca and
Singapore between longitudes 10039’.9 E and 10422’.9 E as shown in SIN 2
and SIN 3.
The area is divided into nine sectors, each has an assigned VHF channel as
shown below:
Sector 1 VHF Ch 66 (Klang VTS)
Sector 2 VHF Ch 88 (Klang VTS)
Sector 3 VHF Ch 84 (Klang VTS)
Etc.

2. Ships entering the operational area shall report when crossing the limits
mentioned in paragraph 1 or when crossing a line joining Tg. Piai (0115’.50N
10330’.65E) and Pulau Karimun Kechil (0109’.20N 10324’.25E) or when
leaving port or anchorages in the area or before joining the traffic lane of the
TSS.

3. Ships entering the operational area shall report when approaching from the
South via Selat Riau, abeam of Karang Galang Lt. (0109’.58N 10411’.37E) or
via Selat Durian, report when Pulau Jangkat Beacon (0057’.89N 10342’.62E)
is abeam and when approaching from the East Johor Strait, abeam of Eastern
Buoy (0117’.87N 10405’.89E).

4. A ship approaching from any direction other than those specified above shall
on reaching sector 7, sector 8, or sector 9 as appropriate report by giving the
vessel’s position in terms of bearing and distance from one of the following
reference points:
(i) Pulau Iyu Kechil Lt. (0111’.48N 10321’.13E)
(ii) Sultan Shoal Lt. (0114’.38N 10338’.88E)
(iii) Raffles Lt. (0109’.60N 10344’.45E)
(iv) Sakijang Lt. Bn. (0113’.30N 10351’.27E)
(v) Bedok Lt. (0118’.54N 10355’.96E)
(vi) Tg. Stapa Lt. (0120’.57N 10408’.14E)
(vii) Horsburgh Lt. (0119’.81N 10424’.34E)
As an alternative, the position can also be given in latitude and longitude.

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Example 2
MGN 128 (M+F) Navigation in the Dover Strait

Introduction

1.) The Dover Strait and its approaches are among the busiest
shipping lanes in the world and pose serious problems for the safety of
navigation. The traffic separation scheme, its associated inshore traffic
zones, the Channel Navigation Information Service (CNIS) and the
mandatory reporting system (referred to as CALDOVREP) have been
designed to assist seafarers to navigate these waters in safety. There
is therefore a need for careful navigation in this area in accordance
with the International Regulations for Preventing Collisions at Sea 1972
(as amended) and for use to be made of the CNIS and the CALDOVREP
scheme. MGN 28 contains guidance on the observance of traffic
separation schemes in general. Details of the CALDOVREP scheme and
CNIS are contained in the Admiralty List of Radio Signals Vol. 6 Part 1
and the Mariner’s Routeing Guide for the English Channel and Southern
North Sea (BA Chart No.5500).The International Regulations for
Preventing Collisions at Sea are to be found in Merchant Shipping
Notice No. M1642/COLREG 1.

2.) The number of collisions in the Dover Strait and its approaches has
declined since the introduction of the traffic separation scheme and its
mandatory application for all ships in 1977. Nevertheless the risk of
collision is ever present and heightened if vessels do not comply with
the requirements of the scheme, and Rule 10 in particular.

3.) MANDATORY REPORTING SYSTEM

On 1 July 1999, a mandatory reporting system CALDOVREP was
introduced, which replaced the existing system MAREP/POSREP.
All vessels over 300gt must report as follows:

i) NE-bound traffic to Gris Nez Traffic via VHF Ch 13 when abeam

the Bassurelle lightbuoy (50°33’N;000°58’E).

ii) SW-bound traffic to Dover Coastguard via VHF Ch 11 not later

than crossing a line drawn from North Foreland Light
(51°23’N;001°27’E) to the Belgian and French borders
(51°05’N;002°33’E).

iii) Vessels which are not under command, anchored in the

traffic separation scheme, restricted in their ability to manoeuvre
or with defective navaids are also required to report.

Inshore Traffic Zones

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4.) The French Inshore traffic zone extends from Cap Gris Nez in the
north to a line drawn due west near Le Touquet in the South. The
English Inshore Traffic Zone (EITZ) extends from a line drawn from the
western end of the scheme to include Shoreham to a line drawn due
South from South Foreland.
5.) A vessel of less than 20 metres in length, a sailing vessel and
vessels engaged in fishing may, under all circumstances, use the
English and the French inshore traffic zones. With respect to the
application of Rule 10(d) to other vessels, it is the view of the MCA
that, where such a vessel commences its voyage from a location
beyond one limit of either zone and proceeds to a location beyond the
further limit of that zone, it should use the appropriate lane.
Exceptions to this are when a vessel is calling at a port, pilot station or
destination or sheltered waters within that zone. In all other cases,
vessels should use the appropriate lane of the traffic separation
scheme if it is safe to do so, unless some abnormal circumstances exist
in that lane. In this context reduced visibility in this area is not
considered by the MCA as an abnormal circumstance warranting the
use of the zone.

18
 STANDARD MARINE COMMUNICATION
PHRASES (SMCP 2001)
IV-A/1 Standard wheel orders
ORDER MEANING
1. Midships Rudder to be held in the fore
and aft position.
2. Port five 5° of port rudder to be held.
3. Port ten 10° of port rudder to be held.
4. Port fifteen 15° of port rudder to be held.
5. Port twenty 20° of port rudder to be held.
6. Port twenty-five 25° of port rudder to be held.
7. Hard -a-port Rudder to be held fully over to
port.
8. Starboard five 5° of starboard rudder to be
held.
' 9. Starboard ten 10° of starboard rudder to be
held.
10. Starboard fifteen 15° of starboard rudder to be
held.
1 l. Starboard twenty 20° of starboard rudder to be
held.
12. Starboard twenty-five25° of starboard rudđer to be
held.
13. Hard-a- starboard Rudder to be held fully over to
starboard
14. Ease to five Reduce amount of rudder to 5°

19
 and hold
15. Ease to ten Reduce amount of rudder to
10° and hold
16. Ease to fifteen Reduce amount of rudder to
15° and hold
17. Ease to twenty Reduce amount of rudder to
20° and hold
18. Steady Reduce swing as rapidly as
possible
19. Steady as she goes Steer a steady course on the
compass heading indicated at
the time of the order. The
helmsman is to repeat the order
and call out the compass
heading on receiving the order.
When the ship is steady on that
heading, the helmsman is to
call out: - Steady on ...
20. Keep buoy/ mark/
beacon/ ... on port side
21. Keep buoy/ mark/
beacon/ ... on starboard
side
22. Report if she does not
answer wheel
23. Finished with wheel

20
All wheel orders given should be repeated by the
helmsman and the officer of the watch should ensure
that they are carried out correctly and immediately.
All wheel orders should be held until countermanded.
The helmsman should report immediately if the
vessel does not answer the wheel.

When there is concern that the helmsman is

inattentive he should be questioned:
- What is your course?
And s/ he should respond:
- My course ... degrees.

When the officer of the watch requires a course to be

steered by compass, the direction in which she/he
wants the wheel turned should be stated followed by
each numeral being said separately, including zero,
for example:

ORDER COURSE TO BE
STEERED
Port, steer one eight two 182°
Starboard, steer zero eight 082°
two
Port, steer three zero five 305°

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On receipt of an order to steer, for example, 182°, the
helmsman should repeat it and bring the vessel
round steadily to the course ordered. When the vessel
is steady on the course ordered, the helmsman is to
call out (report):
- Steady on one eight two
The person giving the order should acknowledge the
helmsman's reply.
If it is desired to steer on a selected mark the
helmsman should be ordered to:
- Steer on ... buoy/ ... mark/ ... beacon
The person giving the order should acknowledge the
helmsman's reply.

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IMO STANDARD MARINE COMMUNICATION
PHRASES 2001

III/6.2 - PHRASES FOR PROVIDING VTS

SERVICES

6.2.1.1 - Navigational warnings

Unknown object(s) in position ... .
Ice/iceberg(s) in position ... /area around ... .
Unlit derelict vessel adrift in vicinity ... at ... (date
and time).
Dangerous wreck/obstruction located in position ...
marked by ... (type) buoy.
Hazardous mine adrift in vicinity ... at ... (date and
time).
Uncharted reef/rock/shoal reported in position ... .
Pipeline leaking gas/oil in position ... - wide berth
requested.
No sufficient depth of water in position ... .
U.N. exclusion zone extending ... kilometres/nautical
miles from ...- all vessels keep clear.
Navigation closed in area ... .

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6.2.1.2 - Navigational information

Oil slick in position ... .

Current meters/hydrographic instruments moored in
position ... wide berth requested.
Platform ... (name/number) reported/established in
position ... wide berth requested.
... (charted name of light/buoy) in position ...
unlit/unrealiable/damaged/off
position/missing/destroyed.
Fog signal... (charted name of light/buoy) in
position ... inoperative.

6.2.1.3 - Traffic information

Gunnery/rocket firing/missile/torpedo/underwater
ordnance exercises in area bounded by ... (positions)
and ... from ... (date and time) to ... (date and time).
Wide berth requested.
Cable/pipeline operations by ... (vessel) in
vicinity ... /along line joining ...
(position) from... (date and time) to... (date and time).
Wide berth requested.
Contact via VTS channel ... .
Salvage operations in position ... from ... (date and
time) to ... (date and time).

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Wide berth requested. Contact via VTS channel ... .
Seismic/hydrographic operations by ...
(vessel) ...,from ... (date and time) to ... in position...
Wide berth requested. Contact via VHF channel ... .
Oil clearance operations near MT ... in position ... .
Wide berth requested.
Transhipment of ... (kind of cargo) in position ...
Wide berth requested.
Difficult tow from ... (part of departure) to ...
(destination) on ... (date).
Wide berth requested.
Vessel not under command in position ... /area ... .
Hampered vessel in position ... area ... (course ...
degrees, speed ... knots).
Vessel in position ... on course ... and speed ... not
complying with traffic regulations.
Vessel crossing ... traffic lane or course ... and
speed ... in position ... .
Small, fishing boats in area around ... - navigate with
caution.
Submarines operating in sea area around ... . Surface
vessels in attendance.

6.2.1.4 - Routeing information

Route ... /Traffic Lane ... suspended.
Route ... /Traffic Lane ... discontinued.
Route ... /Traffic Lane ... diverted.

25
The Ship's Telegraph
The telegraph consists of a dial which is marked:
ASTERN: Full, Half, Slow and Dead Slow, and
AHEAD: Full, Half, Slow and Dead Slow.
There are also the words:
Stand By, Stop and Finished with Engine(s).

26
A. COMPREHENSION & VOCABULARY

A.1 State which term is described below:

1.__________: the vessel actually moving through

the water.
2.__________: a vessel not at anchor, or made fast to
the shore, or aground.
3.__________: plan of the voyage or journey of a
vessel.
4.__________: water area where coastal navigation is
applied.
5.__________: set of orders given to the Helmsman
for steering the ship.
6.__________: buoy marking the position of a
wrecked vessel.
7.__________: a method of separating the traffic
proceeding in opposite or nearly opposite direction.
8.__________: period of time, normally four hours,
into which a nautical day is divided.
9.__________: report in which details on the traffic
of ships, weather and navigational aids are given.

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A.2 What must the Helmsman do on receiving the
following helm or steering orders:

1. Midships: __________
2. Starboard 5: __________
3. Hard-a-port: __________
4. Hard-a-starboard: __________
5. Steady: __________
6. Steady as she goes: __________
7. Port 15: __________

28
A.3 Supply the missing words:

- distress - strait - visibility - tow - towing line -

collision - assistance - wreck buoy - weather -
navigational - signal - channel - heading

Situation Report
The motor ship FLIPPER
Fishaven Strait Information Service (F.S.I.S.)

Fishaven Strait Information Service (F.S.I.S.), this is

Flipper. How do you read me? Over.
- Flipper, I read you with 1.__________ strength
six. Switch to 2.__________ 12. Over.
F.S.I.S., this is Flipper. What is the 3.__________
situation in the strait? What is the state of the
4.__________?
Flipper: Here is the Situation Report:
Part One: While a dry-dock was being towed a
5.__________ parted 6 miles off Green Point
buoy injuring one man. A tug boat is trying to
establish 6.__________
Part Two: There are sharp squalls in the Fish
Haven 7.__________ .
8.__________ is reduced by fog.
Part Three: There is a vessel in 9.__________ in
position 220 degrees on course 080.

29
 While drifting without power she came into
contact with an unlit 10.__________ . There has
been a 11.__________ between a Liberian
tanker and a Japanese container vessel in
position 225° six miles off Fishaven Point. Stand
by to render 12.__________.
What is your heading? Over.
F.S.I.S., I shall stand by to render assistance. My
13.__________ is 030°. Over.

A.4 Supply the missing words:

- helm - order - steady - course - turning - ship -
steady as she goes - deflection - watch - steering
Altering the course
If the ship is turning and the Officer of the
1.__________ wants to change to a straight
2.__________ , then he'll say 3.__________ when
the ship is heading in the direction he wants to. So
the 4.__________ order "Steady" is used when she is
turning. But when the ship is more or less on a
straight course and the Captain just wants to confirm
it, he says 5.__________ . The extreme
6.__________ is "Hard-a-port" or "Hard-a-
starboard". It means putting the 7.__________ as fast
over as it will go so that the 8.__________ moves to
the angle of maximum 9.__________ effect. There is
a rudder indicator that shows the rudder
10.__________.

30
A.5 Insert the missing parts of the VHF
conversation:
Passing through the Gibraltar Strait
This is an extract from real VHF communications (names and fact have been
changed, however!). Make the necessary changes applying the IMO SMCP
pharses and ITU Radio Regulations rules.
- Italian vessel «Moon Fish»
- Lloyd's Signal Station at Gibraltar (L.S.S.)
Lloyd Signal Station, this is the Italian container vessel «Moon Fish»,
CCT4. Over.
- «Moon Fish», 1 – 4, Over.
Roger, Sir, 1 - 4.

(............. after a while ............)

Lloyd Signal Station, 1.________ the Italian container vessel «Moon Fish».
Over.
- «Moon Fish». Good morning to you 2.________ Italian flag?
Roger. Italian flag.
- What is your last port of call, Sir, and what is 3.________ ?
My last port of call is Savannah, US. Next port of call Napoli. We sailed
from Savannah on 24th November. Over.
- Roger, Sir. Are you loaded or in ballast? Loaded or in ballast, Sir?
Yes, Sir 4. .________ . The cargo is 22,456 metric tons, and 1,843 TEU’s
on board, 1,843 TEU containers. Over.
- Roger, Sir. And your range and your bearing? Repeat 5.________
from Europa Point light, please, Sir?
Bearing from our ship to Europa Point light is 008 degrees, and distance
eight miles, eight miles. The course is 072, repeat 072. Over.
- Roger, Sir. Thank you very much, indeed. Thank you for that
information, Sir. Have a pleasant and a quiet voyage to Naples, Italy.
Should you 6.________ any further information or assistance while in
the Gibraltar area, Lloyd's Signal Station is listening on channel 1 - 6.
Pleasant voyage, Sir.
O.K. Thank you very much, Sir. 7.________ a good watch. Out.

31
 A. 6 Write down the sentences showing where the
ships are in respect of your own ship. Two sentences
have been done for you:

L
Stbd Beam
D
C

B
E

F
A. A

J G
H

I
Port Beam

- Ship A is ahead of my ship.

- Ship B ________________________
- Ship C ________________________
- Ship D ________________________
- Ship E ________________________
- Ship F ________________________
- Ship G ________________________
- Ship H is abaft the beam to port.
- Ship I ________________________
- Ship J ________________________
- Ship K _______________________
- Ship L _______________________

32
A.6 Four sententces in the text below consist of
jumbled words or parts. Rewrite these sentences by
putting the words or parts separated by the slash (/)
in the right order:
At 1645 hours the Master took over the con of the ship advising the OOW. put steering
ship was on The hand. At the same time the engine speed was reduced from full sea
speed to full ahead on the telegraph setting. End of passage was recorded at 1654 hours
as the ship altered course and steadied onto a heading of 327 degrees, the approach
course to the pilot boarding area south of Hanko No.6 buoy. that the ship / Hanko No.1
beacon abeam / was passing / the OOW / At the same time / advised the pilot station .
The Pilot advised the ship that due to the weather conditions he would board the “City of
Sunderland” to the north of Gustavsarn Island where the ship could provide the pilot
launch with a good starboard lee. at 1730 hours / that the “Superfast Ferry” / The Pilot
advised the Master / was to sail from Hanko West Harbour.
At 1700 hours the Chief Officer relieved the OOW who advised him of the current
situation with regard to the pilot boarding. con had the master the. The visibility was
reduced to less than a mile in the snow showers. The OOW’s last duty was to mark the
course recorder for arrival at Hanko before leaving the bridge.

1. _________________________________________
2._________________________________________
_________________________________________
3._________________________________________
_________________________________________
4._________________________________________

7.A Compare the similarities and differences

between the duties of an OOW and an OOD shown
above and discuss them in pairs.

33
B. GRAMMAR

B.1 Re-write all the sentences where the auxiliary

verb SHOULD appears

e.g.
The Master should give clear instructions.

Then, study the meaning of this verb in each

sentences and try to rephrase it, retaining the
meaning:
e.g.
The Master is to give clear instructions.

Discuss the the slight differences in meaning with

your group.

34
B.2 Re-arrange the sentences in the passage on
„Keeping a Good Lookout“, in the reading text
and transform the nouns:
- maintenance - avoidance
- observation - identification
into -ing form verbs. Make the necessary changes or
additions.

e.g.
(a) The Officer of the Watch is responsible for the
maintenance of a continuous and alert lookout.

(b) The Officer of the Watch is responsible for

maintaining a continuous and alert lookout.

B.3 Find the words ending in -ing functioning as

adjectives:
e.g.
Watch-keeping duties.

35
36
D. WRITING SKILLS

D.1 Summarize the reading text using the questions

below:

l . When is a vessel underway ?

2. What are the two meanings of the term underway?
3. Which instructions are given by the Master to the
Officer of the Watch?
4. What is the primary duty of the Master?
5. What are the duties of the deck watch-keeping
officer?
6. What does keeping a good lookout include?

37
E. SPEAKING SKILLS

1. Read the text blow the picture and make your

outline by taking the notes of the sequence of events
in the text. Then using your notes (not the text!) tell
the story to your pair-mate or group.

38
2. Role Plays: MAREP/POSREP
Role A: RIJEKA RADIO
Role B: SOLITARY SEAGUL, NB6R
On August 6 - Rijeka Radio requests a MAREP/POSREP
from a Norwegian tanker Solitary Seagull – NB6R - owned
by North Sea Oil and represented by Jadroagent Rijeka,
underway from her last port of call (Dubai) to - Omišalj Oil
Terminal with 188,300 tons of crude oil. Her L.O.A. is 235
metres, her beam is 29 metres.
She carries 1.55 ton of dangerous substance of IMO-class 3.
Weather is good, with north easterly winds of 5 Beaufort.
There are 21 crewmembers and a sea pilot on board. Her
draft fore is 19.3 metres; drat aft is 21.9 metres.
The radio operator of the Solitary Seagull transmits a
MAREP/POSREP to - Rijeka Radio on VHF at 12.30 UTC in
position 155 degrees 3.5 miles from the Galiola Isle. Her
course is 283 degrees true at a speed of 9 knots.
She expects to reach Omišalj Port on March 7th at 16.30 hrs.
local time.
Deficiencies: Port pilot hoist not operational. The ARPA
Radar needs servicing. She requires repairs of her shaft
generator. The working VHF channels guarded are 20 and
24.

Play the conversation with your pair-mate and record it.

39
ALFA
BRAVO
CHARLY
DELTA
ECHO
FOXTROT
GOLF
HOTEL
INDIA
JULIETT
KILO
LIMA
MIKE
NOVEMBER
OSCAR
PAPA
QUEBEC
ROMEO
SIERRA
TANGO
UNIFORM
VICTOR
WHISKEY
YANKEE
ZULU

After you have made your MAREP/POSREP report read it slowly

and aloud and record it.

40
Maritime English Test – Ship Handling & Navigation

1. Write down the names of the four main parts of the ship

2. Which side of the ship is shown by the following arrows?

41
 3. Positions around the ship. Write down the sentences showing where the
ships are in respect of your own ship. Two sentences have been done for
you:

L
Stbd Beam
D
C

B
E

A F

J G
H

I
Port Beam

- Ship A is ahead of my ship.

- Ship B ________________________
- Ship C ________________________
- Ship D ________________________
- Ship E ________________________
- Ship F ________________________
- Ship G ________________________
- Ship H is abaft the beam to port.
- Ship I ________________________
- Ship J ________________________
- Ship K _______________________
- Ship L _______________________

42
4. Write down the opposite line handling terms:

LET GO _____________________

_______________ HAUL IN

SLACK AWAY _____________________

5. Translate the following line handling terms into your own language:

- LET GO (the line) __________________________

- MAKE FAST __________________________

- PAY OUT __________________________

- HAUL / HEAVE IN __________________________

- HEAVE ON __________________________

- SLACK AWAY __________________________

6. CAST OFF THE LINE is the same as __________ THE LINE.

This is the pilot boat. We thought this little boat led our ship out of the harbor, but they
actually bring a man aboard the MS Rotterdam from this pilot boat and he takes over the

43
helm of the big ship. In this way, each country protects their own harbor, knowing the ins
and outs of the water.

44