engleza curs iii nav.doc

7/27/2019 Engleza Curs III Nav.doc

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CONSTANTA MARITIME UNIVERSITY

FACULTATY: NAVIGATION AND NAVAL TRANSPORT

DEPARTMENT OF MATHEMATICAL SCIENCES AND HUMANITIES

STUDENTS COURSEBOOK

MARITIME ENGLISH

3rd

YEAR

COURSE COORDINATOR:

Associate

Professor

CARMEN CHIREA - UNGUREANU


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CONTENTS

Navigation

Anchoring

Berthing

Leaving berth and Underway

BuoyageLoading, Discharging & Trim

Project: Pilot Reading Glossary and Practice

Safety

The Weather

Ship Motions

Beaufort Windscale

Ice

Tides

The Rules of the Road

Emergency Response

Dangerous Goods


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Navigation

Introduction

By navigation is understood any act or procedure that will ensure the safety of passengers andcrew, vessel and cargo during a voyage from point ofdeparture to a destination.

This safety is greatly determined by good seamanship.And since good seamanship refers to The Human Factor (HF), it is obvious that the influence onsafety on board vessels is largely determined by acts of the seafarers on board.

Therefore the manning of a vessel must be planned very accurately, and because most vesselsare manned with multi-lingual crews, special attention should be paid to the internationally

standardized form of maritime communication, both intership and intra-ship.

Manning

All vessels have one thing in common: they must be manned by qualified crews.On board vessels the two main departments are the deck department and the engine roomdepartment.

The radio department is often integrated in the deck department.The head of the deck department is the first mate or Chief Officer.The Chief Engineer is the head of the engine room department.Officers are assisted by ordinary seamen and able(bodied) seamen (OS and ABS).An able seamen is experienced seafarer. He or she will often act as man-at-the-wheel(helmsman), or lookout.

The boatswain, or bosun, is the head of the ratings (OS and ABS).Apprenticeofficers are officers in training.Nowadays many vessels are manned with General Purpose Officers or Multi- Purpose Officers who have been trained to perform the duties of the mate, engineer and radio operator together.

Duties

Of course the main responsibility of all the deck officers on merchant vessels is navigation, i.e.getting the vessels safely to her destination.

There are many other duties to be performed in the deck department.The first mate is responsible for making up the stowage plan, supervision of loading anddischarging of the cargo and general ship maintenance.

The second mate is responsible for the navigation equipment.The third mate will often act as safety officer. He or she is responsible for the maintenance of allthe safety equipment on board.

The main duties of the Engineering-officers in the engine room department are the maintenanceand overhauling of the main engine and the auxiliary-engines.

The captain, or master, is ultimately responsible for all that goes on aboard the vessel.Usually he has not been integrated in the watch-keeping system on the bridge. If he thinks it

necessary to appear on the bridge and interfere with the work of the officer of the watch (OOW),or if the master is called to the bridge by the OOW, he must clearly indicate that he will becomethe conning officer by saying: I now have the watch. To confirm this, the OOW will thenanswer: You now have the watch.

The tasks of the radio operator are to contact shore based stations and other vessels in cases ofdistress, to transmit urgencymessages, safetymessages when there are imminentdangers to


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navigation, to listen to Notices to Mariners, weather reports and navigational warnings and tomaintain contact with other ships for a safe and efficient voyage.

Watchkeeping

The 24-hour-period on board the vessel is divided into 6 shifts, or watches, as they are called.Each watch lasts 4 hours.

The watches are:First watch ( 2000 hrs-2400 hrs) 3rd mateMiddle watch (0000 hrs-0400 hrs)2nd mateMorning watch (0400 hrs-0800 hrs) 1st mateForenoon watch (0800 hrs-1200 hrs)3rd mate

Afternoon watch (1200 hrs-1600 hrs)2nd mateEvening watch (1600 hrs-2000 hrs) 1st mate

The evening watch is often divided into two watches of 2 hours each to allow everyone to enjoy

the evening meal. These two watches are called the first and second dogwatch.The Radio-operator keeps watch four periods of two hours a day.

One of the Watchkeeping-systems that is used in the deck department aboard sea-going vesselsis the 4-12-8 system, whereby the first mate stands all four-oclock watches, the second matestands the twelve-oclock watches and the third mate stands the eight-oclock watches. Thecaptain will often join the third mate, since the third mate is usually the last experienced officer.

Heading, course, track and drift

By heading is understood the direction in which thevessel is pointing. It is the angle between the fore-and-aft line of the vessel and True North, expressed indegrees.Heading constantly changes due to sea and windinfluences and steering errors.By course is understood the intended sailing directionof the vessel. In other words: it is the direction inwhich the vessel is steered in order to reach herdestination.It is expressed in degrees.

A trackconsists of one, or a number o f course linesalong which the navigator intends to proceed for asafe passage, e.g. when clearing a danger.A great circle course will form the shortestconnection between two places on the earth.A Rhumb Line, or loxodrome, will form a linewhereby all the angles made by the course line andthe meridians are equal. This implies that in(Mercator) sea charts the earth is not a sphere, but asquare.Composite sailing combines the advantages of the great circle and the rhumb line: it will offerthe shortest route, while the vessel can keep constant true directions. Due to the influence of

the wind and current the vessels destination will not be reached without any alterations ofcourse.By course made good is understood the course that the ship will follow after allowing for theeffects caused by wind. Now the effect of current on the vessels path must also be corrected,resulting in a course over ground that will lead to her destination.


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Position

The vessels position can be determined in a number

of ways, for example by means ofpilotage (coastalnavigation), cross bearings, a cocked hat, a runningfix, dead reckoning, astronomical navigation orsatellite.

The vessels position may be indicated by alatitude/longitude reference, or as a bearing anddistance from a fixed point. In VHF communicationand written reports the letter position indication mustalways be preceded by the word bearing.

Positions are expressed in degrees and minutes.Distances are indicated by nautical miles (1852 meters) and cables (one tenth of a nautical mile

185.2 meters). Position indicated as a bearing and distancefrom a fixed point, and in Latitude/Longitude.

Pilotage (coastal navigation)

When sailing along the coast, compass bearings ofconspicuous objects are taken at regular intervals.A conspicuous object (conspic) is an object on land orat sea that is mentioned and described in the pilot

book. Cross bearings form an intersection of twobearing lines that have been taken of two conspicuousobjects.If a third conspic is available, a third bearing (checkline) can be taken.Because the vessel is proceeding, the two bearing

lines and the check line will form a triangle, calledcocked hat.

The ships position is in or at the cocked hat.

Running fix

A running fix is made when there is only oneconspicuous object available.It is done by taking two bearings of the same

conspic at interval. Cross bearings with cocked hat(The angle between the two bearing lines must be >

than 30 degrees).

Example

The first bearing is taken at 16.50 hrs.Log reading: distance travelled = 380 nautical miles.

The second bearing is taken at 16.55 hrs.Log-reading: distance travelled = 381 nautical miles.

The difference between the first log-reading andsecond log-reading is 1 mile.Now, with the aid of chart dividers, 1 is measuredfrom the chart scale at the side of the nautical chart


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and transferred to the course line. The position of the ship is at the intersection of the secondbearing line with the line that runs parallel to the first bearing line. Running fix

Dead ReckoningDead Reckoning is determining (reckoning) ones position by deduction.In other words: finding ones position by taking into consideration a number of standard data:-last known position and time-course and speed

-sea and weather conditionThe expression dead reckoning is not spelt correctly.Dead should actually be spelt ded as an abbreviation of deduced.

Astronomical NavigationWith astronomical navigation, or celestialnavigation, observations are taken ofcelestialbodies(the sun, the moon and stars).With a sextant the angle between a celestialbodyand the horizon is measured.Now with the aid of the chronometerand the tables in the nautical almanac the ships positioncan be determined.(This way of fixing a position is quiet obsolete.

However, it comes with good seamanship and should neverbe deleted from the maritime studies).

Satellite Navigation and Radio NavigationIn the (Differential) Global Positioning System a signal istransmitted from the satellite. Within the shortestpossible time the ships position is determined be datareceived from the satellites, and shown on the GPS- display on the bridge.

DepthThe depth of water must always be determined accurately.In areas where shoaling has been reported, in restricted- and inshore waterways, in harboursand ports, and in areas of which the navigator does not have any local knowledge, the risk ofgoing aground is always imminentfor deepdraft vessels and very often shallowdraftvessels,too.Furthermore the navigator should always be aware of the fact that charted depths maysometimes be unreliable and must be increased or decreased due to sea states, swells andwinds.

Therefore Notice to Mariners should be studied carefully and regularly to avoid grounding due toinsufficientdepths of water or an unexpected tide below theprediction.Places where depths are maintained by regular dredging-operations are indicated as areas withcontrollingdepths. These depths are always very reliable.

The old-fashioned way of sounding (determining depth of water) is by means of the handlead.Nowadays the most common way to determine depth is with the aid of the echo sounder,whereby a signal is transmitted to the seabed.

The signal bounces back and is received again by the echo sounder.From the time elapsed between transmission and reception of the signal, the depth of the watercan be determined.Protruding obstacles on the seabed, such as wrecks and rocks, are not easily detected bysignals.

Therefore the depth over a protruding obstacle is obtained by wire sweeping, whereby a cable issweptover the seabed between two survey vessels. This routine is continued until the wire willexperience no resistance from any obstacle.

Now the depth of the specific position can be determined and recorded.

DirectionsThe terms that are used to indicate directions of proceeding are: starboard, port, ahead andstern.


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These terms are used in helmorders and engineroom orders to indicate in which direction thevessel must be steered.Helmorders (Starboard 5!, Port 10!, Midships!, Steady! etc.) and engineroom orders(Full ahead!, Dead slow astern! etc.) are given by the mate to the helmsman and must berepeated by the latterbefore they are actually executed.

To indicate directions towards the vessel, e.g. when a pilot, gale or Tsunami is approaching the

vessel, the terms on, before and abaft are used, followed by the appropriate section of thevessel.Like so:on the stem/stern, on the starboard bow, on the port quarter, before the starboard beam, abaftthe port beam, etc.

Directions that indicate the position of other vessels, objects or dangers with respect to our ownvessel are indicated by the words starboard, port, ahead and astern.(I will overtake you on your starboard/port side / wreck ahead of you/ etc.)

However, due to technical restrictions of the radar, a VTS-operator will not always be able todetermine a vessels heading and course exactly.

The exact positions of two vessels with respect to each other are even more difficult to assess.Therefore the use of the term starboard/ port/ ahead/ astern must be avoided.Instead, VTS-operators must use cardinals and half-cardinals to indicate positions anddirections.Like so:

Shallow waters to the North of you;Vesselsovertaking to the Southeast of you;Uncharted shoal to the West of you;Obstruction to the Northwest of you.


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Navigation: tasks

1) Idioms

The italicized words in the text are given below in alphabetical order.Find out what they mean as they appear in the text and learn them byheart.

Abaft the port beam Data Forenoon watch Negligence Time elapsed

Abbreviation Dead reckoning General purposeofficer

Obsolete Towards

Able bodied seaman Decrease Helmsman Obtain TrackAfternoon watch Deduce Heading Ordinary seaman transmission

Aid Deep-draughtvessel

Helmorder Overhaul Transmit

Alteration of course Degrees Imminent Pilotage (1) Triangle

Appear Delete Imply Pilotage (2) True north

Apprentice officer Departure Increase Pilotage (3) Tsunami

Auxiliary engine Destination Influence Position fix Urgency

Avoid Detect Insufficient Proceed Viz.

Bearing Determine Integrated Propulsion Weathercondition

Before the starboardbeam

Dimensions Interfere Protrudingobstacle

Wiresweeping

Boatswain Direction Internal Ratings Wreck swept

Celestial bodies Disaster Intersection Regular Characteristics Distress Latitude Reliable

Chart Dog watch Latter Resistance Chart dividers Dragging anchor Local knowledge Restricted

waterwayChronometer Draught Longitude Running fix Clearing danger Dredging Longitudinal Shallow Cocked hat Dredging anchor Maintenance Shallow draft

Conning officer Due to Man-at-the-wheel Shoal Consideration Ensure Marine accident Shoaling Contrary to Execute Master Shore based

stationControlling depth Experience Mate Steering error Course Express Mention Stowage plan Course over ground External Merchant vessel Sufficient Cross bearings First watch Middle watch Survey vessel Current Fore and aft line Mishaps Tide

Notes:.

.......

...


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....

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

Match the description, duties and watches with the officers and crew byfilling in one letter (A, B, C, etc).

1 2 3 4 5 6 7 8 910

11

12

13

14

15

16

17

18

19

20

21

22

23

24

k

b

c L d c a

e

h g c b e b d j b b f h f d a i

Descriptions, duties andwatches Officers and crew

1 - Officer on duty13 - Head of ER-department

A - Captain (master)

2 - Cargo handlingsupervision

14 - Stowage Plan B - First mate

3 - Middle watch 15 - First watch C - Second mate

4 - Trainee16 - Helmsman(man-at-the-wheel)

D - Third mate

5 - Safety17 - General shipmaintenance E -Chief engineer

6 - Afternoon watch 18 - Morning watch F - Multi-Purpose Officer

7 - Overall responsibility 19 - Integrated officer G - Boatswain (bosun)

8 - Maintenance andoverhauling

20 - NAVWNG H - Radio operator

9 - Four 2 - hour periods21 - General purposeofficer

I - OS

10 - Head of ratings 22 - Forenoon watch J - ABS

11 Nav aids o/b 23 - Conning Officer K - OOW

12 - Dogwatches24 - Inexperiencedrating

L - Apprentice Officer


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3)Heading, course and track: Fill in


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Heading

By heading is understood thedirection.in which thevessel is pointing.The angle between the truenorth and fore-aft-line.. is expressed in

degreesHeading constantly changes dueto ......state .......... of sea and wind and currents

Course

The intended. sailingdirection is expressed indegrees. and is the direction inwhich the vessel is steered.

Rhumb line

A course line whereby all theangles made by the shipscourseand the meridian. are at the same angles.. is

called a rhumb line, orloxodrome.


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Track

For a safe passage, for instance whenspotting. a

dangerous wreck, the course lines alongwhich the

navigator intends to deviate.. form thetrack.


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If no allowances are made for a wind andcurrent

the vessel will follow a line calledcoursemade good..

If allowances are made for wind andcurrent the

vessel will follow a line calledcourseover ground

3) Position

Oral practice:-every number must be pronouncedseparately.-point is pronounced as decimal (2.5= two - decimal - five)-be fluent in your pronunciation; every mistake, however little, must be corrected bythe phrase mistake correction, followed by the correct position.

51 DEGR. 29 MIN. N / 047 DEGR. 53 MIN E.134 DEGR. FROM BUOY NHR - SE, DISTANCE 0.6 MILES.159 DEGR. FROM FALLS LIGHT, DISTANCE 2.4 MILES.49 DEGR. 8 MIN. N / 013 DEGR. 5 MIN. W178 DEGR FROM ROYAL SOVEREIGN LIGHTHOUSE, DISTANCE 4.1 MILES.250 DEGR. FROM BUOY CA 4, DISTANCE 1.2 MILES.68 DEGR. 27 MIN. N / 039 DEGR. 53 MIN. E.025 DEGR. FROM ALICE BUOY, DISTANCE 2.5 MILES.

46 DEGR. 29 MIN. S / 018 DEGR. 53 MIN. E.158 DEGR. FROM THE BASSURELLE, DISTANCE 1.5 MILE.

4) PositionCross bearings and cocked hat

-Fill in: .X=conspicuous objects..A=side of cock hat..

B=exterior angle of cock hat..C= side of cock hat ..D= bearing line ..

-Finish the sentence


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A conspic is an object on land and sea which must be marked onchart..

The ships position isfurthest point on the triangle fromdanger..A triangle of 2 bearing - lines and 1 check line is formed, becausethe ship ismoving

Running Fix-Fill in: ......X= conspicuous objectA=course.B=intersection of the course with the chartdividers.C=chart dividers .D=position of vessel /fix.

A running fix is made when there is only one conspic

The second bearing is taken at 16.52 hrs. ; Log-readin/distancetraveled. is 847miles.The difference is 2miles.. to the course line with the aid of chartdividers.

The position of the ship is at the intersection.. of the line that runs parallel tothe first. and the second bearing line.

5) Order of events (Running Fix)

Indicate the order of events by fillingin A, B, C, etc.

1 2 3 4 5 6 7 8 9

b d a e g h i c f

A - Measure mileage by means of log-reading.B - Determine the position of the Conspic.

C - Proceed of ground course.D - Take first bearing.

E - Take second bearing.F - Determine the intersection (ships

posn.) of the parallel line with the 2nd

bearing line.

G - Transfer mileage to course line.H - Determine the angle between the two bearing lines (>30 degr.).

I - Draw a line parallel with the 1st bearing line through transfer-point.

6) Directions

Match the numbers (expressions) with the letters (directions)


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A

A

B

B

C

C

D

D

E

E

F

F

G

G

H

H II

1. Before the starboardbeam c

5. on the port bowL

9. on the portbeam j

13. on the starboardbow b

2. Astern o 6. starboard n 10. port p 14. ahead m

3. on the stem a 7. on the port

quarter h

11. on the

starboard d

15. on the starboard

quarter f

4. abaft the starboard

beam e

8. on the stern g 12. abaft the port

beam i

16. before the port

beam k

7) Depth and Draft: matchingMatch the reports on groundings with the causes by filling in A, B, C, etc.

1

1

2

2

3

3

4

4

5

5

6

6

7

7

8

8

9

9

1

10i

i

g

g

c

c

j

j

b

b

a

a

e

e

h

h

f

f

d

d


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Anchoring, Berthing, Leavingberth and Underway

Anchors and chain

A stocked anchor will tip sideways when it strikes the seabed, so that one fluke willbite the soil. The stocked anchor consists of a puddening (1), a shank (2), a crown(3), arms (4), flukes (5), a stock (6), anchor nuts (7), breastpiece (8) and a forelock(9).

The disadvantages of a stocked anchor are:

-it cannot be stored in the vessels hawse because of the stock;- one of its flukes will always point upwards, which makes this anchor very vulnerableto being fouled.

Reports on groundings1 - It was the first time that we sailed these waters, which are renowned to be dangerous,especially if you do not know your way around. And indeed: after 2 miles we went aground!2 - When we entered the fairway, our vessel was drawing 21 meters. Our first mate hadmiscalculated our UKC and though it would suffice to pass through the channel - it didnt!3 - We had been warned about these waters and soon found out that the depths indicated in thechart were by no means to be trusted: we went aground.4 - In a fierce gale we were hit by an enormous wave that put us off course in the narrow fairway.

We could not avoid the shoals and went aground.5 - We had sailed these waters many times and knew the settings of currents and times of tidesby heart. Unfortunately the Low Slack period lasted longer than usual, and grounding could not beavoided.6 - Due to illness of the ABS one of the ordinary sailors was appointed helmsman. Unfortunatelyhis English was too poor to execute the OOWs helmorders properly. We hit a sandbank.7 - A storm in the area had resulted in the forming of a shoal patch, on which we went aground.8 - We went aground because we had not been able to determine the depth of the fairway due tomalfunction.9 - We went aground because the conning officer had miss-interpreted data on the Radar.10 - To reduce expenses, the documents on the bridge had not been updated. Therefore we didnot have the correct data to proceed safely through these waters. This has resulted in thegrounding of our vessel.

Causes of groundingsA - Steering error F - Data misreadB - Tide below prediction G - Vessel is of deep draftC - Charted depth unreliable H - Echo sounder not functioningD - Obsolete chart and / or pilotbook I - Lack of local knowledge

E - Shoaling J - Sea-state, swell and wind


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The stockless anchor consists of an anchor shackle (1), a puddening (2), a shank (3),flukes (4), arms (5) and shoulders (6).Contrary to the stockless anchor, the stocked anchor cannot be stored in the vesselshawse.Both flukes will bite the seabed.Sea going vessels are usually equipped with stockless anchors : two bower anchors,a stern anchor for maneuvering the ship when she is dredging anchor and a spare

anchor.Anchor chains are made up of lengths of 15 fathoms each. These lengths are calledshackles and are made of stud - links or open links.

Stud-link chain Open-link chain

The studs are for strength and prevent the cable from turning (kinking).Chains that do not have these strengthening are called open - link chains.

The joint between two lengths of 15 fathoms is also called shackle.It is often painted white, so that the number of shackles that are out can bedetermined.

Anchoring

When the vessel is approaching the anchorage or her designated berth, the anchorgear has been thoroughly checked and prepared: windlass and hinging parts havebeen greased, bandbrakes tested, hawse pipe-closing plates removed, etc.In order to avoid any unexpected situations, it is customary to prepare bothstarboard and port anchors for letting go.

Bad holding ground, such as sand and shells, will cause the anchor to drag.Therefore information about holding ground must be looked up in the pilot book orchart prior to letting go anchors.When a river berth has been allocated by the VTS Station or port authority, it willsometimes be necessary to dredge anchor in order to make sharp turn towards theembankement.

The length of chain that is put out is indicated by the number ofshackles (1 shackleequals 15 fathoms). Safe anchoring implies that a length of chain equal to the depthof water plus two shackles must be used.More shackles must be put in the water:- when the water is very deep (more than 25 fathoms)-in adverse weather

- when barges are passing close to the vessel-when the anchor chain has a low tensile strength-when the anchor chain is leading ahead-when the vessel is in ballasted condition.

When the anchor is holding, the anchor lights must be switched on and the anchorball is hoisted. The anchor position must be checked by bearings at regular intervals.

Berthing (without tug assistance or thrusters)


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When the vessel approaches her designated berth at minimum steerageway, the approachto the quay is made at the smallest possible angle.With a heaving line the hawseris pulled from the vessel onto the embankment by line-handlers.

The spring is fastened to a bollard, and while the engine is on half astern, the warpingdrum picks up the slack(that is: pulls the line tight). To prevent the line from being fouled,the hawser or spring is led through a fairlead.

The ship is then maneuvered along the embankment and fastened to bollards by headlines,stern lines, breast lines and springs.

Leaving Berth

When leaving berth, casting off orders, engine room orders and helm orders are given bythe pilot or the master. After having started the engine, the first order is: "Stand by forletting go!". When a line is cast off, the first order must always be: "Slack away', so that itwill become possible to handle the hawser. The next casting off order will then be: "Heaveaway', which means that the line can be pulled aboard.

The sequence of casting off orders that can then be given depends on how the vessel has

been berthed, and on theprevailing weather condition and currents.

Example of

casting off-sequence

1) Single up fore and aft!!


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2) Let go everything fore!Slack away headline/fore spring!Heave away headline / forespring!

3) Let go aft spring and breastline!Slack away aft spring / breastline!

Heave away aft spring / breastline!


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

.. Propeller clear! followed by the helm order Starboard fifteen! and the engine room order Dead slow ahead!

Completion of the vessels berthing or unberthing procedures is indicated by the phrase:Finished with maneuvering station.

Underway

All the helmorders that will follow after the vessel has departed and is underway are givento the man-at-the-wheel (helmsman). He must repeat these helmorders before he willactually execute them.

The helmorder "Ease her is given to reduce the amount of rudder and hold.

The helmorder "Steady is used to reduce the swing of the vessel by giving "counter-rudder" when she is making an alteration of course.

The helmorder "Meet her is used to stop the swing of the vessel's head in a turn.

The order "Steady as she goesis given when at that moment the intended course to steeris straight ahead (for example 186 degrees).

The helmsman must report to the conning officerwhen the vessel is actually on this courseby saying: "steady on course 186 degrees".

The conning officer (OOW) must then repeat the helmsman's reply ("steady on course 186degrees).

Engineroom orders, too, must be repeated by the person operating the bridge telegraph before

they are executed.The OOW should ensure that the orders are carried out correctly and promptly.The engineroom orders are: Dead slow -, slow -, half-, full-, stop (-ahead or -astern). When the vessel is fitted with twin propellers, the word "both" must be added. ("dead slowahead both, "slow ahead both", "half ahead both", "full ahead both).For bow-or stern thrusters the orders are:"bow thruster full / half to port/starboard";"stern thruster full / half to port/starboard".When operation of the engine is no longer required, the phrase finished with engines-no

more maneuvering is used.


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Anchoring, berthing, leaving berth and underway: tasks

1) Idioms

The italicizedwords in the text are given below in alphabetical order. Find outwhat they mean as they apear in the text and learn them by heart.

adverse weather dredging anchor heaving line slack away

allocate embankment helm orders slack

anchor gearengineroomorders hinging part steady

approach equal hoiststeady as shegoes

avoid equipped with holding ground steerage way

bandbrake execute imply Stern line

barge fairlead indicate stocked anchorberth fasten nut stockless anchor

bollard fluke prepare strengthening

bower anchor fore-to-aft spring prevail stud-link

breastline forelock prior to tensile strength

cast off fouled puddening tight

crown grease quay vulnerable

current hawse pipe seabed warping drum

dead slow hawser shackle wharf

designated berth headline shank windlass

dragging heave way single up

Notes:

..

..


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2) Anchors and chains: indicate or explain

1) Indicate the difference in construction between the stocked anchor and the stocklessanchor.

________________________________________________________________________________________

________________________________________________________________________

2) The disadvantages of the stocked anchor are:________________________________________________________________________________________________________________________________________________________________

3) The advantages of the stockless anchor are:________________________________________________________________________________________________________________________________________________________________

4) Explain the function of the stud in a stud-link chain.________________________________________________________________________________________

________________________________________________________________________

Stud-link chain

5) The meanings of the word shackle are:________________________________________________________________________________________________________________________________________________________________


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3) Anchoring: matching

Study the text (Anchoring) and then indicate whether thefollowing examples of good seamanship are appropriate (appr.)or notappropriate (not appr.) for the situation.

Fill in :appr. /not appr.

1) Look up holding-ground information when the vessel is underway toher anchorage or designated berth.

2) Check windlass because vessel is in ballasted condition3) Put more length of chain in water because tide is rising4) Check windlass when the vessel is underway to her anchorage or

designated berth5) Put more length of chain in water when chain is leading ahead.6) Test bandbrake because chain is leading ahead.7) Remove hawse-pipe closing plate when weather conditions are

deteriorating8) Remove hawse-pipe closing plate when the vessel is underway to her

anchorage or designated berth9) Put more length of chain in water because weather conditions aredeteriorating.

10) Look up holding-ground information when strength of chain is notaccording to recommendations.

11) Look up holding-ground information because traffic is very busy.12) Grease anchor-gear hinging parts because chain is leading ahead.13) Put more length of chain in water because traffic is very busy14) Prepare both anchors when the vessel is in ballasted condition.

__________________________________________________________________________________________

________________________________________________________________________________

4) Leaving berthStudy the text on Leaving berth, then write down in full the orders that matchwith the sequence of casting off.(The vessel has already been singled up fore and aft; the engineroom-order Startengine has been given; the casting-off Stand by for letting go has been given).


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Practice 1

Sequence of casting off: E - D - C - B - A

E _____________________________________________________________

D _____________________________________________________________

C _____________________________________________________________

B _____________________________________________________________

A _____________________________________________________________

Practice 2

Sequence of casting off: B-D-A-C-E

B _____________________________________________________________

D _____________________________________________________________

A _____________________________________________________________

C _____________________________________________________________

E _____________________________________________________________

5) Leaving berth and underway

Indicate by means of numbers 1-30 the sequence of standard orders when thevessel is leaving berth and underway.

Standard casting-off orders, engineroom-orders and helmorders

1 - Slack away headline!

14-Half ahead; steady as she goes!

15-Slack away sternlines!

16-Heave away headline!

17-Let go aft spring!

18-Slack away sternline!

19-Let go headlines!

20-Stand by for letting go!

21-Single up aft!

22-Slack away forespring!

23-Let go headline!24-Heave away breastline!

25-Starboard 15; dead slow ahead!

26-Single up fore!

27-Let go sternlines!

28-Heave away fore spring!

29-Slack away headlines!

30-Let go sternline!


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2 - Heave away sternlines!

3 - Slack away aft spring!

4 - Let go breastline!

5 - Full ahead!

6 - Midships, slow ahead!

7 - Stand by engines - start engines!

8 - Heave away headlines!

9 - Let go fore spring!10 - Heave away aft spring!

11 - Slack away breastline!

12 - Propeller clear!

13 - Heave away sternlines!

Sequence of casting off:Single up foreward/single up aft/fore spring/aftspring/headline/breastline/sternline/ underway.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

16 17 18 19 20 21 22 23 24 25 26 27 28 29 30


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Buoyage

Buoyage systems and types of buoys

The main buoyage systems that are employed worldwide are the Lateral buoyage

system and the Cardinal buoyage system.Buoys in the Lateral system are used to indicate the port-and starboard sides of thefairways.

The Lateral system is subdivided into two separate systems: the IALA-A system and IALA-B-system (IALA stands for International Association of Aids toNavigation and Lighthouse Authorities).Most countries in the world employ the A-system: the starboard sideof the fairway is indicated by the green-colored conical shape, andthe port side is indicated by the red-colored can-shape. America andsome Oriental countries employ the B-system: starboard is indicatedby a red-colored cone, and port is indicated by a green-colored can.

Buoys in the Cardinal system are used to indicate how to pass adanger (e.g. a wreck) in a certain quadrant or area.

The position of the danger is indicated by North-, South-, East-andWest Cardinal buoys. They will give the navigator informationregarding the vessel's position in reference to the position of thedanger. Cardinal buoys are pillar-or spar-shaped.

Special buoys indicate special features in the fairway that can be looked up in the Pilotbook. They may have any shape and are fitted with a yellow light.Landfall marks mark safe water of sufficient depth and indicate that one approaches thecoast. They are pillar-, spar-or spherical-shaped and are fitted with a white light.Isolated danger marks are pillar- or spar-shaped and are fitted with a white light.

Shapes of buoys


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In the buoyage systems we know can buoys, conical buoys (cones), pillar buoys, spar buoys andspherical buoys (spheres).

The red or green colored can and conical buoys are used to indicate the sides of the fairway.In the lateral system these shapes actually have meanings: they indicate starboard and portside.

The shapes of pillar buoys and spar buoys do not give any information. In order to assess theirmeanings one must distinguish them by their topmarks (or daymarks), light characteristics orcolors. Pillar buoys and spar buoys can be used to indicate the sides of the fairway.

To indicate port or starboard-side, they must be fitted with a can-shaped or conical-shapedtopmark.

Spar buoys are used when navigation is hampered by ice. These buoys are not easily carriedaway by ice floes in the fairway. Spherical buoys are used to indicate special features in thefairway (special buoys) and to indicate safe water (landfall buoys).

Lights: characteristicsThe lights that are used in the buoyage systems are the Fixed light. the Flashing fight, theOcculting lightand the Isophase light.These lights are indicated by the abbreviations F, FI,Oc and Iso. Group lights are flashing-or occulting lights in which the light-intervals areexhibited in groups that are repeated at regular intervals, for example FI(3) or Oc(2).

The Fixed light is a light that shines continuously.Its abbreviation is F. It may be used on lateral buoys.

The Flashing light is a light with a short light interval and a long dark interval. Itsabbreviation is Fl, but in nautical charts the abbreviations of the corresponding rhythms Q(quick) or VQ (very quick) are used.Flashing lights are used on lateral buoys,cardinal buoys, special marks, landfall buoysand isolated danger buoys. At night theCardinal buoy is identified by the number ofwhite flashes (Q or VQ). The N Cardinal carries a continuously flashing light ("Q or VQ");the W Cardinal has 9 flashes ("Q9 or VQ9"); the E Cardinal has 3 ("Q3 or VQ3"), and the SCardinal has 6 flashes, followed by 1 long

flash in order not to mistake her with the WCardinal (Q6 + 1LFL or VQ6 + 1LFL).

The characteristic of the Occulting light is contrary to that of the flashing light: theocculting light has a long light interval and a short dark interval. In other words: it is aninterrupted light. Its abbreviation is Oc.It is used on lateral buoys, special buoys, landfall buoys and isolated danger buoys.

The Isophase light has a light interval and a dark interval of equal durations. Itsabbreviation is ISO. It is used on lateral buoys, special buoys, landfall buoys and isolateddanger buoys.

The Alternating light (Al) is a light that shows different colors alternately, for exampleAIWGR (Alternating light White/Green/Red).


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The applications of the types of lights aredetermined by the fact whether a light isconspicuous or not. The mostconspicuous light by far is the Flashinglight. Therefore it is always used toindicate danger. The least conspicuouslight is the Fixed light. Therefore it should

merely be used to illuminate an object or an area. Because of the conspicuous colors redand green, however, a fixed light is often used in the Lateral buoyage systems.

Topmarks (Daymarks)

Buoys are not only distinguished by theirshapes and colors, but also by their topmarks(daymarks)

The shapes of these topmarks may be a can, a

cone, a sphere or a cross.

Lateral pillar - or spar buoys are fitted with red or green can-shaped or conical topmarks.When the buoys are can- or conical shaped themselves, they are not fitted with anytopmarks.

Cardinal buoys are fitted with two black cones.North is indicated by two cones points up;South is indicated by two cones points down;West is indicated by two cones point to point;

East is indicated by two cones base to base.

The special buoy, whose meaning is indicated in the pilot book, carries a yellow cross.The safe water buoy (landfall buoy) is fitted with a single red sphere.The isolated danger buoy carries two black spheres.

Colors

Colors used in the buoyage systems are red, green, yellow, black and white.The colors red and green are used in the Lateral systems.In the IALA-A system, counting from seaward, red indicates port side and green indicatesstarboard side. In the IALA-B system red indicates starboard side and green Red can buoyand green cone: IALA-A indicates port side.

The combination of the color yellow with the color black is used in the Cardinal BuoyageSystem. These buoys carry conical topmarks. The color black on the buoy is positioned insuch a way that it corresponds with the direction in which the cones are pointing. Thuscardinal buoys can be recognized not only by their topmarks, but also by the colorcombinations.

-black over yellow: North

-yellow over black: South-yellow with a black band: West-black with a yellow band: East.

The color red in combination with the color black is used on isolated danger marks.


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These buoys are red and black horizontally striped.

The color red in combination with the color white is used to indicate safe water - e.g. in themiddle of the channel.

These buoys are the red and white vertical stripes landfall buoys. (RWVS- buoys)

The yellow special buoy is used to indicate special features of the

fairway. Information as to its exact meaning must be looked up in thepilot-book of that area.

Miscellaneous

Numbers on Lateral buoys are not merely used for registration, but also indicate the sidesof the fairway. Counting from seaward an even number will indicate port side.

An odd number will indicate starboard side.

In "complicated" areas, i.e. areas with many inland waterways where rivers bifurcate intobranches that also have bifurcations; it may be quite difficult to assess port- or starboardside.In order to facilitate navigation in these waters, the charted sailing direction is indicated bymeans of an arrow,

Apart from fairways with port- and starboard sides, coastal waters may be buoyed bylateral marks as well. The coastal side will then be indicated by a starboard buoy.Charted direction is "clockwise around the continents".

Buoyage: tasks

1) Idioms

The italicizedwords in the text are given below in alphabetical order.Find out what they mean as they appear in the text and learn them by heart.

abbreviation conspicuous indicate

anti-clockwise contrary to inland waterwayapplication corresponding rhythm interrupt

approach determine isophase lightbifurcate distinguish landfall buoy

bifurcation duration occulting light

buoyage employ odd numberscan exhibit pillar buoy

channel facilitate sphere

chart fairway sphericalcharted direction feature subdivide

clockwise fixed light wreck

cone flashing lightconical illuminate


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2) Descriptions of buoys

Tanker Great Yarmouth Princess - GBCH - underway from Capo Michaella to San Pedro, with afull cargo of crude oil, passes buoy A (marking a sewer-outfall off the coast of the little fishing

village of St. Christobal).After passing waypoint, proceeding on course 345 degrees true at 12 knots, buoy B (markingthe position of submarine pipeline) is kept at starboard side.

To avoid dangers to navigation (X1 and X2), the track leads clear between the dangerouswreck(buoys C and D) and the shoals (buoys E and F).

The wreck is kept at starboard side. The shoals are kept at port side.With the N Cardinal south of us, we are proceeding on course 270 degrees, speed 12 knots, untilbuoy G, indicating the approach to the coast, is straight ahead. Now we make for the area N ofthe isolated danger (buoy H) into the restricted waters of San Pedro Bay, where the river pilotembarks.We now enter the Lateral Buoyage System (IALA-B) of the River Guadaljerez(Sb. and P. buoys I) and proceed at a speed of 5 knots towards our designated river berth.

Give a description of all the buoys mentioned


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Indicate the types of buoys (Lateral/Cardinal/Special/Landfall/Isolated danger), the shapesthey may have (can / cone / pillar / spar / sphere), abbreviations oflights they may carry (F/ /ISO / Oc / Fl - Q/VQ + number of flashes), topmarks + colors of topmarks(can/cone/sphere/cross) and colors of the buoys (red/green/yellow/black/white).

Buoys types shapes lights topmarks colors

A

B

C

D

E

F

G

H

I (Sb.)

I (P.)


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Loading, Discharging and Trim

The stowage plan

One of the most important responsibilities of the first mate is to make sure that cargo willbe properly loaded and stowed.Whether bulk cargo, general cargo, heavy cargo, containerized cargoes or refrigeratedperishable cargo are carried, care must always be taken to ensure that a cargo will not inany way affect the vessel's stability andjeopardize vessel, cargo and crew.

Therefore a stowage plan must be made up before the loading of the cargo commences.Stevedoring (loading and discharging of cargo) must be done according to this stowageplan by a shoregang. A shore gang usually consists of a foreman and stevedores(longshoremen, as they are called in America), hatchwaymen, winchmen and a tally clerk.

The most important factors that must be taken into consideration when making a stowage plan

are:

1) The stowage factor of the cargoThis factor indicates the volume of the cargo hold occupied by one ton of cargo and is bestexplained by this example: one ton of lead will take up less space than one ton of cotton.According to the type of cargo carried, this volume, or space, can be defined as bale space,grain space or oil space.By bale space is meant the volume of the cargo holds that can be used for general cargo.By grain space is meant the volume of the cargo holds that can be used for dry bulk cargo.By Oil Space is understood 98% of the total volume of the wet bulk tanks.

The remaining 2 percent is called ullage and serves as expans/on-space to allow for anincrease of volume when a cargo of oil is heated up and will consequently expand.

2) Trim and draft

By trim is understood the transverse and longitudinalpositioning of the floating vessel.

To maintain an even transverse balance, the cargomust be distributed in such a way that the vessel willnot make a listto port- or starboard side.Longitudinally, the vessel must not be trimmed insuch a way that she will be down by the head or downby the stern excessively.

Ballast water is used to improve the vessel's trim.To ensure a safe voyage of the ladenvessel, loadlinesare painted on the sides of the vessel. These loadlinesindicate the depths to which the ship may be loadedin different seasons and circumstances (tropical freshwater, fresh water, tropical water, in summer, winter and winter North Atlantic).

The distance between deckline and Plimsoll line indicates Summer Freeboard.By "Full and Down' is meant that the vessel is fully laden and is floating on her load line.

The part of the vessel that is under water is indicated by the word "draft" (or "draught").Due to the salinityof sea water, draft in sea water is less than draft in fresh water because seawater has a higher specific gravitythan fresh water.

Draft is measured at the stern of the vessel, at the stem and amidships.


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When there is no difference between draft fore and draftaft she is floating on even keel (she is well trimmed).

When draft aft is greater than draft fore she is trimmed(or "down"-) by the stern. General safety and theengine's fuel consumption will be influenced favorablywhen she is slightly trimmed by the stem.

When draft fore is greater than draft aft she is trimmed (or"down"-) by the head.

When starboard-draft is less than port-draft, or port-draft is less than starboard-draft, she will make a list toport or starboard.

The longitudinal deformations of the vessel areindicated by the words "sagging" and "hogging".

When draft amidships is greater than draft foreward and aft,the vessel is "sagging".

This will occur when the vessel is in loaded condition or is ina trough between two high waves.When draft amidships is less than draft foreward and aft,the vessel is "hogging". This will occurwhen the vessel is ontop of a wave.Properly laden vessels will suffer less from sagging andhogging effects than vessels whose cargoes have been badly stowed.Draft is also influenced by the speed at which the vessel is proceeding.At a certain speed in shallow water the vessel will create a trough at both starboard- and

port sides in which she will slightly "sink down".This phenomenon is called "squat".

3) Segregation of different cargoesSome cargoes are notorious for causing damage to the ship and other cargo that is carried.Sweating and intermixing of cargoes must therefore be avoided by segregating thedifferent types of cargoes.-Heavy cargo should not be stowed onto light cargo-wet cargo should not be stowed onto dry cargo-cargoes whose qualities may be deteriorated by each other's odors should not be stowedclose together

-optional cargoes (cargoes whose destinations are unknown at the moment of loading)must be stowed separately-perishable cargoes should be stowed in refrigerated stowage spaces.

Material used to segregate different types of cargoes is called dunnage. It may consist ofropes, planks, plastics, inflatables, etc.


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Wood dunnage is used with bale-cargoes to raise the bales a little from the floor forventilation, so that sweating-water can freely flow to the bilges as quickly as possible.

When loading or discharging any type of cargo, care must be taken to follow the cargo-handling instructions most accurately to prevent any damage.

The following instructions are most commonly used:"fragile", "use no hooks", "stow away from boilers", "don't tip", "this side up",

"keep dry" and "handle with care".This latter cargo-handling instruction is often followed by the specific characteristic of thecargo item, e.g. "explosive", "flammable", "oxidizing", "harmful", "corrosive","poisonous" (or "toxic'), "spontaneously combustible", "dangerous when wet","infectious" or"radio active".

These substances, or "agents", must all be considered as Dangerous Goods".

4) The order of destinationsIt would be bad seamanship if, on a voyage from Hamburg to Rotterdam and thence toAntwerp, the cargo that has Antwerp as its destination must be discharged first in order tobe able to reach the Rotterdam-cargo.

CargoesGeneral cargo is cargo coming in boxes, crates, bags andpieces. The stowage plan will indicate where the various cargo-items have been stowed in an ordinary general-cargo ship.

Nowadays most of the general cargo iscontainerized.Containers are loaded by gantrycranes or straddle carriers (portal cranes) and stackedon board in rows, bays and tiers.

The rows run abeam; the bays run fore to aft; the tiers are layers.

Bulk cargo is unpacked cargo of one commodity.Wet bulk cargo, such as crude oil, edible oils, etc. is loaded and discharged by pumps.

Dry bulk cargo is loaded and discharged by cranes with grabs or by pumps.

1) Idioms

Union purchase (or"married gear') is amethod of general-cargo-handling with two

derricks and one runnerin between.


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The italicizedwords 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 down by the head hatch way manadverse weather down by the stern hoggingaffect draft (draught) increaseallow for dunnage influence

bale space edible oil intermixingbilges ensure jeopardizecombustible flammable listcommence fragile load and dischargeconsideration fuel consumption load linecorrosive full and down longitudinallydeformation gantry crane married gearderrick general cargo measuredestination grain space occurdeteriorate harmful order of destinationsdischarge hatch coaming perishable

refrigerated

cargo

squat tally clerk

responsibilities stack thencerunner stem toxicsagging stern troughsalinity stevedore ullagesegregate stowage plan union purchasesegregation straddle carrier voyageshallow summer freeboard winch manspecific gravity sweating wood dunnage

Project: Pilot Reading Glossary

1) Glossary of standard Pilot-Reading Phrases and idioms: explain /translate the Standard Pilot-Reading Phrases listed below;

Standard Pilot-Reading Phrases andidioms (in alphabetical order)

Explanations / translations

1) Access to the traffic separationscheme


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2) Additional aids to navigation aredisplayed from the lighthouse

3) Advance notice is required forbunkering during weekends

4) ETA must be advanced 6 hours

5) In adverseweather vessels mustseek shelter

6) The alignment of the 2 lights willlead clear of the danger

7) Eddies turning anti-clockwise

8) An approaching anti-cyclone

9) Approximately

10) By prior arrangement

11) Ascertain depth

12) Tidal stream attains greatest

rate

13) A bar forms an obstruction inthe entrance

14) Barge traffic allowed

15) The basin can be reached

through a narrow fairway

16) A beacon indicates a seweroutfall


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17) Beyond the bight is a detachedreef

18) The river bifurcates into N andW branches

19) A boat drill before departure

20) A tower stands bold 2 miles Wof the entrance

21) Vessels bound for Rotterdam

22) A breakwater extends 2 cablesN

23) Gales now ceased

24) The current turns clockwiseand sets NE

25) Pilotage will commence 1 hourafter HW

26) Port facilities comprise

27) Pilotage is compulsory

28) Conspicuous object

29) The counter current is

rectilinear

30) Only craft of shallow draft areallowed to enter


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31) The 2 currents ceasesimultaneously

32) Degaussing facilities

33) Deratting facilities

34) A detached reef forms asheltered area

35) A diaphone is sounded in thickweather

36) The direction of countercurrent liable to change

37) Directions for the approach to

Calais indicate

38) Flags and pennant aredisplayed from columns

39) Dragging anchor is reported inthis area

40) Draft restrictions are in force inthis area

41) Vessels drawing more than 20meters

42) Do not dredge anchor!

43) Due to tack of navigational aids

44) Eddies are formed around the


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oil rig

45) Elevation of the red brickdome: 30ft

46) The embankment providesmooring facilities

47) Trinity House Pilot will embarkunder the lee of the breakwater,depending on prevailing conditions

48) The emergency anchorage isfringed by rocky ledges

49) The convoy system is notemployed

50) Fishing vessels may beencountered off the approach tothe harbour

51) Established direction oftraffic flow

52) The estuary knows manybifurcations

53) Vessels exceeding 200 metersin length

54) Exemption certificate isissued

55) Lights are exhibited from metalcolumns

56) Gales are often experienced inthis area


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57) Two black cones exposed frommetal columns

58) The island extends 3 miles E

59) An extensive mudflat forms adanger

60) The extremity of the islandoffers shelter

61) Coastal features includeseveral windmills

62) A fire drill before departure

63) A fisherman exhibits 2 verticalfixed lights

64) Flashing white above fixed redlights

65) Flats form obstructions in theapproach

66) The former has not been

charted

67) Foul ground is reported in theanchorage

68) Several fuelling berth

69) A gale warning has beenissued

70) Groynes protect the entrancefrom onshore swells


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71) Gunnery in progress;

72) A hazardous shoal is situatedW of the entrance

73) Hoist the anchor ball

74) Holdingground: sand andshells

75) It is inadvisable to hug theland

76) An illuminated tide gauge

77) Imminent risk to navigation

78) The passage is impassableduring off-shore winds

79) Navigation impeded by fog

80) These waters are inaccessible

81) Inland waterways

82) The issuance of exemptioncertificates

83) A jetty provides shelter duringstorms


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84) A landfall buoy indicates safewater

85) Landmarks are mentioned inthe pilot book

86) The latter has been charted

87) Least depth

88) Rocky ledges form dangerousobstructions

89) Direction of the current isliable to change

90) Lightened vessel are allowed

to proceed

91) Local knowledge is necessaryfor sailing these waters

92) A lock gives access to inlandwaterways

93) Vessels are instructed tomaintain headway


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94) A Martello-tower standsconspicuous

95) Men-of-war have priority

96) A moderate swell is formed

97) A mole extends 2 cables N

98) Municipal port authorities

99) A narrow fairway forms theapproach to the entrance

100) High water Neaps is 4 hoursafter low slack water

101) An extensive obstruction liesoff the entrance

102) Pilotage is obtained by meansof a hoist

103) Onshore sets may occur duringhigh slack water

104) The flood stream offthe islandsets N

105) Warning: off-lying dangers;navigation impeded

106) Pilot will embark in the offing

107) The onward passage is


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shallow

108) Vessels bound in oppositedirection

109) Overfalls and tide-rips areformed around the drilling platform

110) Owing to the adverse weather

111) A shallow patch

112) A patent slip is situated E ofthe entrance

113) Pilot must be requested bymeans of flags and pendants

114) Permission required

115) Pilot launch will maintainheadway

116) Pilotage will commence within2 hours

117) Take precautions againstpiracy

118) Dredging anchor is prohibited

119) A prominent square building

120) Take precautions againstprotruding parts

121) A tower stands proud 1 cable W


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of the quay

122) Recommended direction oftraffic flow

123) The recommended track

124) Pilotage must be requested 2hours in advance

125) Entrance only for vessels of

restricted Length

126) Pilotage will be resumed

127) ETA retarded

128) A conspicuous Ro Ro ramp

129) Vessel at anchor in the roads

130) The roadstead has beenpolluted by an oil-spill

131) A semi-submerged rocky ridgeextends 2 cables SE

132) The roundabout isinaccassible for barge traffic

133) Scattered white horses areformed during on-shore winds

134) A semi-submerged wreck

135) A sewer outfall is marked bya pillar buoy


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136) Vessel is ofshallow draft

137) Shallow waters

138) Shoaling has been reported inthis area

139) Seek shelter against gale

140) Shifting berth only permittedwithout main engine power

141) The depth over the sill hasbeen obtained by wire- sweeping

142) When 2 vessels entersimultaneously

143) 2 hrs after high slackwater

144) The river is spanned by abascule bridge

145) A spire forms a conspicuousobject

146) A spit extends 2 miles north

147) The sides of the bank risesteep-to

148) A stern tug must be used

149) A storm surge barrier

150) Straddle carriers are


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available for handling containers

151) A submarine cable

152) The surface stream sets W

153) Pilotage suspended

154) Swells are reported in theoffing off the sandbank

155) Thence the track leads N

156) The through passage leadsbetween two small islands

157) A tide gauge is situated at theentrance

158) Tidal advantage for vesselsoutward: 2 hours

159) Tide bound vessels areadvised to heave anchor

160) Vessel is top-hampered

161) There is a difficult tow inprogress

162) This trackwill iead clear of thedanger

163) Traffic lane temporarilydiscontinues

164) Traffic separation scheme


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165) A training wall provides leefor vessels inward

166) Pilotage compulsory, unlessotherwise stated

167) The vertical clearance ofmiddle span is 30 ft.

168) Disembarkation of pilot in thevicinity of buoy CA4

169) Weather permitting

170) Width of through passage: 10meters;

171) Depth along the embankmenthas been obtained by wire-sweeping

Project: Pilot Reading

Pilots: San FranciscoPortsmouth HarbourMalacca Strait and Singapore StraitPanama CanalEuropoort

Strait of GibraltarDutch Antilles-Bonaire


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Compare the assertions with the data in the pilot-book and indicate

whether they are TRUE or FALSE

APPROACHES TO SAN FRANCISCO BAYGeneral remarks

11.1

The approaches to San Francisco Bay are included in Gulf of the Farallones, which liesbetween Point San Pedro (37'*35' N, 122* 3' W) and Point Reyes situated about 34 milesNW.

The entrance of San Francisco Bay, known as The Golden Gate (para. 11.29), lies 12 milesN of Point San Pedro.

Caution. The prominent and easily distinguished landfalls and the numerous natural andartificial aids to navigation, make the navigation of the approaches comparatively simple inclear weather. In thick weather, the currents render the approaches difficult anddangerous, and strangers should either lie off and wait for clear weather, or take a pilot.

Prominent landmarks

Montara Mountain, Point San Pedro, The Farallons, Mount Tamalpais and Point Reyes, areall prominent in clear weather, and can frequently be used to fix a vessel's position whenthe lower land is shut in by fog or haze.Mount Diablo, 1.185 m (3,890 ft) high, situated 30 miles E of The Golden Gate, and from

which a red obstruction light is exhibited, should be visible in clear weather to vesselsapproaching San Francisco Bay.In addition, South-east Farallon, Double Point, Bolinas Point, Duxbury Point, Rocky Point,Point, Bonita and Pillar Point are good radar targets, though there are reports that thesemay be difficult to identify, at 20 times, because of ghost echoes.Chart 229


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Traffic Separation. Three pairs of traffic separation lanes, indicated on the chart,converge on San Francisco lighthouse-buoy from SSE, SW and NW, to a distance of 6 milesfrom it. A Precautionary Area is enclosed by a circle of radius 6 miles centered on thelighthouse-buoy.Vessels not calling at San Francisco are urged to pass W of the Farallon Islands.

Winds. W or NW winds prevail on this part of the Pacific coast of America throughout the

greater part of the year.In December and January winds are more variable and S and N winds become roughlyequal in 3 frequency to the NW winds The wind is normally strongest about 1630 andlightest about 0600.From May to July, inclusive, N or NW gales are frequent. S gales are not infrequent inwinter, often commencing as SE and later veering SW, and finally becoming NW. Such galestend to raise an ugly cross sea.

FARALLON ISLANDS

11.4 Farallon Islands, a group of rocky islets, extend NW for 7 miles from a position 24miles WNW of point San Pedro.

11.18 The entrance to The Golden Gate (para. 11.29) is fronted by a bar and can beapproached through one of the three channels, Main Ship Channel, South Channel andBonita Channel.

Regulations. Vessels are not permitted to pass beyond a line between Mile RocksLighthouse and Point Bonita until they have been identified by the U.S. Coastguard.

11.22 South Channel lies parallel with the coast S of Charts Point Lobos, at a distancefrom it of about 0.75 mile; it has a feast depth of 10.4 m (34 ft) in the fairway.

This channel should not be used by large vessels.An obstruction, over which there is a depth of 7.6 m (25 ft) lies near the S end of thechannel.

South Channel no.2 buoy (red conical, bell, red reflector) is moored on the E side of thechannel, 0.5 mile offshore, 2.5 mites S of Point Lobos.South Channel No. 4 buoy (red, conical, bell, red reflector) is moored on the E side of thechannel, 0.75 mile offshore, 1 mile SSW of Point Lobos.

11.26 Directions for Golden Gate.Having made the SF lighthouse-buoy, pass through Main Ship Channel with Fort Point (para.

11.30) bearing 070 degrees until Point Bonita is abeam when course may be altered to passunder Golden Gate Bridge.In thick weather, when the bar is breaking, strangers should stand off and wait for morefavorable conditions. For a stranger to attempt to pass through Golden Gate in suchcondition is hazardous.

11.27 Supertankers and other vessels of very deep draught should arrive at the pilotstation one hourbefore high water in order to cross the bar under the most favorable conditions.Charts 591, 229If entering by South Channel; from a position 2 miles W of Point Montara, steer for theentrance of South Channel, passing 2 cables W of No. 2 buoy, and about 0.5 cable W of No.

4 buoy, with Point Bonita Lighthouse bearing 357 degrees; after passing Seal Rocks courseshould be altered to enter the fairway of The Golden Gate, rounding Mile Rocks at adistance of 0.25 mile.


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11.29 Golden Gate is the connecting passage between the ocean and San FranciscoBay.

The entrance is about 2 miles wide between Point Lobos and Point Bonita, but the fairway isreduced to about 1.5 miles by Mile Rocks. The inner end of the passage is a little less than1 mile wide, and is crossed by Golden Gate Bridge.Golden Gate has been swept with the wire drag.

Inland rules of the road (Appendix 1) are in force within a line drawn through thelighthouses on Mile Rocks and Point Bonita.Vessels are not permitted to pass beyond a line between Mile Rocks Lighthouse and PointBonita until 30 they have been identified by the U.S. Coastguard.Submarine cables, see The Mariners Handbook, are laid within an area, indicated bypecked lines on the chart, across the seaward half of The Golden Gate.

11.32 The anchorage in Bonita Cove is close under Point Bonita, in depths of 11 m (36ft), and is used by the pilot boats and, occasionally, by other small vessels. There are twoGovernment wharves and a coastguard station in the W part of the cove.

11.34 Tidal streams in Golden Gate.The floodstreams set very nearly straight through, with a slight tendency towards the Nshore and, when strong, with heavy overfalls, both at Lime Point and Fort Point.It causes an eddy in South Bay.In the vicinity of Mile Rocks, the stream attains a considerable rate within a few minutesafter slack water on both flood and ebb tides.

The ebb stream has been observed to have a rate of more than 6.5 knots between LimePoint and Fort Point, and it is set from inside the bay on the N side towards the latter point.

Pilot-Reading Practice: Approaches to SanFrancisco Bay; indicate whether the assertion is true orfalse.

TRUE FALSE

1) Golden Gate lies N of Point San Pedro and is the entranceto San Francisco Bay.

2) Due to lack of aids to navigation the approach to SanFrancisco Bay is sometimes hazardous.

3) In adverse weather pilotage is compulsory for navigatorswho do not have local knowledge of the area,

4) Point Reyes may serve as a conspicuous object, evenwhen visibility is reduced by fog.

5) A red obstruction light is exhibited from Golden Gate.


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6) Navigation in the Point-areas may be dangerous due tofalse echoes.

7) San Francisco Lighthouse-buoy is situated in aprecautionary area.

8) The route to San Francisco leads W of the FarallonesIslands.

9) Southerly gales may be experienced during wintermonths.

10) Farallon Islands are situated 24 miles WNW of Point SanPedro and extend 7 miles NW.

11) An obstruction is situated opposite the entrance toGolden Gate.

12) Navigation is prohibited beyond the line Mile RockLighthouse / Point Bonita

13) South Channel runs parallel to the coast and is onlyaccessible for shallow-draught vessels.

14) The track from San Francisco Lighthouse-buoy to GoldenGate via Point Bonita leads straight ahead.

15) The best time for very-deep-draught vessels to reachpilot station is one hour before HW.

16) Everywhere the passage between the ocean and SanFrancisco Bay has the same width.

17) Depths in Golden Gate have been obtained by wire-sweeping.

18) Rules for inland navigation must be applied inside the

line between Mile Rocks Lighthouse and Point Bonita

Lighthouse.

19) Anchorage for all vessels is situated south of Point

Bonita.


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20) The floodstream in Golden Gate is mainly rectilinear,

with a slight deflection in northern direction.

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

..

PORTSMOUTH HARBOUR

Signal

Day Night Meaning

International Code

pendant over pendant 9

3 green lights

vertical

General warning that a major war

vessel is underway.

International Code

pendant over flags "NE"

1 green light

over 1 red light

You should proceed with great

caution at easy speed. Warning signal

that ships are leaving the town camber

(not for Isle of Wight car ferries).


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Flag "E" one red/amber

light

Submarine entering or leaving

Haslar Lake. All vessels are to navigate

with caution and keep clear of

submarines.

International Code

pendant over flag "A"

2 red lights,

disposed horizontally,

not less than 6 ft.

apart

Have divers down.

Directions for Portsmouth HarborCharts 2625, 2629, 26316.49

The usual times for taking vessels into or out of Portsmouth Harbor are during the firstthree or four hours of the flood tide, and during the 1st, 2nd, and 5th hours of the ebb tide,including the low water slack; at Neap tides the tidal streams are at times sufficiently weakto admit safe navigation into or out of the harbor at all states of the tide. The flood streamis strong between the 4th and 5th hour of the flood tide, but strongest between the 5th and7th hours; the ebb stream is strongest between the 3rd and 4th hours of the ebb tide;vessels should avoid entering at these times on account of the eddies. The best timefor large vessels to enter is as soon after low water as to give sufficient depth to passOuter Spit Light-buoy between half an hour and one hour after high water, dependent onthe berth to be taken up; if going to South Railway jetty (6.53) or Pitch House jetty, thetime should be one hour after high water.Vessels of very deep draught should only enter the harbor at this latter flood.

HM ships proceed to the moorings in the harbour as directed by the Queen's HarbourMaster. Merchant vessels wishing to berth in Portsmouth Harbour should consult theFirst Schedule of the Order-in-Council with reference to the Dockyard Port of Portsmouth(see Appendix 1).To proceed into Portsmouth Harbour from Spithead, steer between Outer SpitLight-buoy and Horse Sand Light-buoy, with Saint Jude's Church spire in line with Southsea

Castle, bearing 003 degrees, which leads in the outer part of the dredged channel. At nightthis part of the channel is indicated by the white sector of Southsea Castle Direction Lightthe centre of which bears 001.5 degrees.When N of Spit Refuge Light-buoy, and approximately 4.5 cables S of Southsea Castle, altercourse gradually NW and steer for Fort Blockhouse Flagstaff in line with a tall block of flats,3 cables NW. At night this part of the channel is indicated by the white rector of FortBlockhouse Direction Light, the centre of which bears 320 degrees.When between Nos 3 and 4 Bar Light- buoys steer for the mouth of the harbour. At nightthis part of the channel indicated by the white sector of Harbour Entrance Direction Light,situated 5 cables NNW of Fort Blockhouse, the centre of which bears 333.75 degrees. Theharbour entrance is marked on its W side by two lights disposed vertically 20 m E of thedirection light and on its E side by two fights disposed vertically on Round Tower.Southsea Castle Direction Light and Fort Blockhouse Direction Light are exhibited by day aswell as at night.

Directions for crossing Spit Sand are given at 6.43.


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Caution. There is usually much congestion of traffic near the harbour entrance, especiallyduring the summer months. Special care should be taken when in the vicinity of FortBlockhouse.

Harbour area6.51

The entrance to Portsmouth Harbour is about 11 cables wide, and there is deep water in

the fairway between Fort Blockhouse (50* 47.4' N, 1* 06.7' W) and Round Tower. Within theentrance this width, between the 5 m contours on either side, is maintained for about 3cables, thereafter the general width is about 2 cables for a further 0.75 mile, with irregulardepths in the fairway of 9 m to 12 m.Farther N the harbour widens out and merges into Fareham Lake and Portchester Lake, offwhich branch several smaller lakes; at high water the mudbanks bordering these lakes arecovered to form one large expanse of water.

These lakes and many other channels and creeks in the upper part of the harbour aremarked by many beacons, dolphins, posts and piles. The piles are marked as follows:Port side of navigable channels: Red;Starboard side of navigable channels: Green;Survey piles: Red, black and white in bands.

Port regulationsSee Appendix 1.Special regulations are enforced with reference to the carriage of explosives, carbide ofcalcium, and petroleum in the Dockyard Port of Portsmouth.Harbour fog routine.Speed limits within the Dockyard Port of Portsmouth are:Within 0.5 mile of the shore: 10 knots;Within 0.5 mile of any HM ships: 12 knots;Within Portsmouth Harbour: 10 knots.

Anchorage is prohibited in many areas indicated in the chart on account of numerous

submarine cables which cross the harbour; some of the latter are marked by beacons anddolphins and notice-boards.

Tidal streams6.52In the narrowest part of the entrance to Portsmouth Harbour the flood stream runs in twoperiods, in the second of which the greatest rate is attained; the ebb stream, unlike thestream close outside the entrance, runs in one period only, the rate in the first hourincreasing rather slowly, after which it increases rapidly and is stronger than the floodstream. The stream runs as follows:

Interval from HW Portsmouth

(Dover)

Direction Max rate knots

+ 0515 (+0530) Flood stream begins -

- 0500 (- 0445) Flood 1

- 0400 (- 0345) Flood 0.5

- 0130 (- 0115) Flood 3,25+ 0025 (+0040) Ebb stream begins -

+ 0300 (+0315) Ebb 5 (or more).


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Between the entrance and The Point, 1.5 cables N, the streams do not change appreciably,though there is some small decrease in the rates, especially that of the ebb stream.Above The Point the times at which the streams begin become gradually, but very slightly,later, and the rates decrease considerably; farther N the rate of the ebb stream decreasesmore rapidly than the rate of the flood stream, and N of Portsmouth Harbour RailwayStation the rate of the flood stream is a little greater than the rate of the ebb stream.

The flood stream runs NW, and the ebb stream SE, across the entrance to Haslar Lake.There is little stream in Haslar Lake, except near Haslar Bridge, or in Cold Harbour, and inWeevil Lake.Eddies are to he expected on both sides of the harbour entrance, and off the piers and

jetties on both sides of the harbour, when the streams are running strongly. There is astrong anti-clockwise SE-going eddy across the entrance of Haslar Lake at all stages of theflood except at - 0400 Portsmouth.(- 0345 Dover).

There are dangerous clockwise eddies off South Railway jetty, with a set on to the jetty,between - 0245 to +0100 Portsmouth (-0230 to +0115 Dover).

Chart 2631Above North Corner jetty the flood stream divides and runs into Fountain Lake, Portchester

Lake and Fareham Lake; the flood streams in Portchester Lake and Fareham Lake alsodivide and run up the various subsidiary channels; the ebb streams from all the channelsmeet in the main channel above North Corner jetty, that from Portchester Lake beingparticularly marked.

The streams are very weak in Fountain Lake and do not exceed about 0.5 knot at Springs ina mid-channel position N of North Corner jetty, or 0.25 knot at Springs between North Walland Whale Island. The rates of the streams decrease rapidly as Portchester Lake andFareham Lake are ascended. The ebb stream begins off Portchester Castle about + 0035Portsmouth (+0050 Dover), and off the town atFareham about + 0025 Portsmouth (+ 0040 Dover); the ebb stream ceases at both placesabout + 0500 Portsmouth (+ 0515 Dover), after which the stream is probably slack for

some 3 hours or more before the flood stream begins.For details of the tidal stream within the harbour see tidal stream tables on the chart.

Pilot-Reading Practice: Portsmouth Harbour;indicate whether the assertion is true or false

TRUE FALSE

1) A man-of-war proceeding through Portsmouth Harbour is indicated

by three vertical green lights.

2) The "E-flag" indicates that navigation is prohibited due to a sub-

marine vessel underway.

3) Red lights, or a pendant and flag, indicates that divers are at work.

4) Vessels are permitted to enter Portsmouth Harbour at low slack.

5) Eddies are formed during the entire low-tide period.

6) Entering-time for vessels of very deep draft is 1 hour after HW.

7) The leading line formed by St. Jude's Church spire and Southsea

Castle leads to a dredged fairway.

8) Spit Refuge-Light buoy lies N of Southsea Castle.

9) Harbour Entrance Direction Light lies half-a-mile from Forth

Blockhouse.

10) Lights displayed from Round Tower, Southsea Castle and Fort

Blockhouse can only be used as nightmarks.

11) Inside the harbour entrance irregular depths have been reported.

12) In the North part of the harbour the port- and starboard sides of the

fairway are indicated by red, green and white lights.13) Special regulations for vessels carrying dangerous goods are

applied in the Dockyard Port.

14) Inside Portsmouth Harbour the maximum speed at which a vessel

is allowed to proceed is 10 knots.


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Pilot-Reading Practice: Portsmouth Harbour;indicate whether the assertion is true or false

TRUE FALSE

15) In many places in Portsmouth Harbour anchoring is not allowed,

because there are many uncharted and unmarked shoals.

16) -0115 hrs. Dover: floodstream ceases

17) N of Portsmouth Harbour Railway Station floodstreams and

ebbstreams are of equal in strength.

18) -0400 Portsmouth: an eddy (turning anti-clockwise) sets SE acrossthe entrance to Hasfar Lake.

19) -0230 to +0115 Dover: dangerous eddies are formed off South

Railway Jetty.

20) Information about the tidal stream in the harbour has been

tabulated in the chart.

Notes:

MALACCA STRAIT AND SINGAPORE STRAIT

General information

Area limits and definition

Charts 830, 13552.2Malacca Strait is defined as the area lying between the W coasts of Thailand and Malaysiaon the NE, and the coast of Sumatera on the SW between the following limits:

On the NW:A line from Ujung Baka (Pedropunt) (5*40'N, 95*26' E), the NW extremity of Sumatera, to:Laem Phra Chao (7*45'N, 98'*18'E), the S extremity of Ko Phukit, Thailand.On the SE:A line fromTanjung Piai (1*16' N, 103* 3 1' E), the S extremity of Malaysia, to:


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Pulau lyu Kecil (1*1 1' N, 103* 2 1' E), thence to: Pulau Karimum Kecil,thence to:

Tanjung Kedabu (1* 06' N, 102* 59' E).

Traffic Separation Schemes have been established off One Fathom Bank and in theNW approach to Singapore Strait. There is no routeing system between these two schemes.

The latter leads into a further scheme in Singapore strait and thence to South China Sea

in .vicinity of Horsburgh Light.For outline of traffic separation schemes, see 2.25.For approaches NW of Sumatera, see 2.41.For passage off NE coast of Sumatera, see 2.45.For central passage through NW part of Malacca Strait, see 2.57.

Depths2.6Depths within the straits are irregular and there are many areas of sandwaves. See 2.8 forcritical areas. Depths in the main shipping channel vary from over 73 m (4.0 fm) to less

than 25 m (14 fm). Through Routes are constricted by local topography. Channels arefurther constricted by sandbanks and controlling depths are liable to change.Draughts of many vessels using Malacca Strait and Singapore Strait closely approach thecontrolling depths, and the factors affecting changes of draught are critical.

Banks2.7Dangerous banks composed of sand, restrict navigation especially in the following areas:Both lanes of One Fathom Bank Traffic Separation;Fair Channel Bank NW of the Traffic Separation Scheme at the NW approach to SingaporeStrait (2.92)

Controlling depth Position

23 m

In both lanes of the separation scheme at One

Fathom Bank

(Caution: see 2.64 for unmarked shoal depths in the

TSS at One Fathom bank).

Hazards2.10

Tidal streams are strong and are influenced by monsoon currents. See 2.28.Risck of collision appreciable due to:Heavy traffic using the through routesFrequent crossing traffic; See 2.12.Local fishing craft with nets; these may be encountered anywhere in Singapore Strait.Navigational aids are often unreliable, especially in Indonesian waters.

2.12Warning: Mariners are warned that local traffic, which could be unaware of theinternationally agreed regulations and practices of seafarers, may be encountered in ornear the traffic separation schemes, and should take any precautions which may berequired by the ordinary practice of seamen or by special circumstances of the case.


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2.13Piracy: See 1.56 regarding attacks by pirates in the vicinity of Philip Channel.

Pilotage2.14Pilots for through passage of Malacca Strait and Singapore Strait are not yet available(1987).

Rules in Malacca Strait and Singapore Strait2.23Rule 8: VLCCs and deep draught vessels navigating in the Straits of Malacca andSingapore are advised to participate in the existing voluntary ships' reporting system.Under this system such vessels broadcast, eight hours before entering the Straits/trafficseparation schemes, navigational warnings, giving names, deadweight tonnage, draught,speed and times of passing One Fathom Bank Lighthouse, Raffles Lighthouse andHorsburgh Lighthouse. Difficult and unwieldy tows also broadcast similar warnings giving:the type, length, speed of tows and times of passing the three above-mentioned areas.

Rule 9: All vessels navigating in the Straits of Malacca and Singapore are requested toreport by radio to the nearest shore authority any damage or malfunction of the aids tonavigation in the Straits, or any aids out of position in the Straits.

Tidal heights2.26a

The tidal range varies with the locality in Malacca Strait and Singapore Strait (7.25) asfollows (see also Chart 5084):Vicinity of One Fathom Bank 3.7 mOff Melaka (2* 12' N, 102* 14' E) 1.8 mOff Pulau Iyu Kecil (1* 11 N, 103* 21 E) 2.6 mVicinity of Horsburgh Light 1.6 m

Between Melaka and Pulau lyu Kecil the range is greater

engleza curs iii nav.doc

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