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CONSTANTA MARITIME UNIVERSITY

THE FACULTY OF NAVIGATION AND NAVAL TRANSPORT

MARITIME ENGLISH

COURSEBOOK

2

ND

YEAR 1

ST

SEMESTER

COURSE COORDINATOR:

ASIST. UNIV. DRD. IOANA RALUCA VISAN



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FORWARD

This course is designed for second year students at the Faculty of Navigation and

Naval Transport in Constanta Maritime University. The course aims to meet the basic

communication requirements as laid down in the relevant sections of the IMO

International Convention on Standards for Training, Certification and Watchkeeping for

Seafarers (STCW), 1978/95.

The course consists of 9 units which cover language work specific to the topic of

each unit and assumes an intermediate knowledge of English.

The topics cover the essentials a ship officer in a multilingual crew needs to master

in order to successfully meet the communication requirements at sea and in ports. The

course lays emphasis on the Standard Marine Communication Phrases (IMO SMCP

2002) which are introduced in each relevant context. In order to assist maritime students,

the course aims on the one hand to develop within maritime related topics, speaking,

li stening, wri ting and note-taking ski ll s and on the other hand to build up the students’

vocabulary of maritime terms and expressions.



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CONTENTS

FORWARD ........................................................................................................................ 2

CONTENTS ....................................................................................................................... 3

UNIT 1: COMMUNICATION AT SEA .......................................................................... 4

UNIT 2: STANDARD MARINE COMMUNICATIN PHRASES (SMCP) –

INTRODUCTION ............................................................................................................... 8

UNIT 3: SMCP- GLOSSARY........................................................................................... 18

UNIT 4: THE GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS)

....... ......................................................................................................................................... 30

UNIT 5: VHF COMMUNICATION – DISTRESS ........................................................ 36

UNIT 6: VHF COMMUNICATION – URGENCY & SAFETY ................................... 48

UNIT 7: SEARCH AND RESCUE ................................................................................... 57

UNIT 8: ROUTINE COMMUNICATION ...................................................................... 62

UNIT 9: VTS STANDARD PHRASES ............................................................................ 72

BIBLIOGRAPHY ................................................................................................................. 77

WEBLIOGRAPHY

...................................................................................................................................................77



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UNIT 1

COMMUNICATION AT SEA

SPEAKING

How do people communicate with each other?

Why is communication important?

How many types of communication do you know?

Describe the images above.

How is onboard communication carried out ?

From your knowledge, how do seafares communicate with other vessels or coaststations?

http://worldmaritimenews.com/wp-content/uploads/2012/03/Norway-MCP-Sees-Record-Growth-in-Mobile-Communications-at-Sea.jpg



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Why must communication at sea be effective?

All vessels, irrespective of their type, share common characteristics: theyhave to communicate with one another and establish and maintain contact with the port

authorities and the pilot stations on approaching canals and harbours. Sometimes they have to

keep in touch with the searching aircraft and helicopters taking part in rescue operations.

There are various ways of conveying information at sea. Therefore, maritime

communication comprises communication between vessels and coast-stations, intership

communication, (communication between the ship and other ships) and intraship

communication (internal communication when the vessel is berthing, casting off, leaving berth,

loading and discharging, etc.). Vessels and coast-stations can communicate by means of Radio-

Telephony, Satellite, Digital Selective Calling (DSC) and Radio-Telex. Radio signals may be

passed using radio-telegraphy and radio-telephone. When communicating over the radio the

phonetic alphabet is used so that combinations of letters can be understood by people regardless

of a poor radio signal or differences in pronunciation or native language.

Communication within the ship is done by an internal telephone system or walkie-

talkies. Communication within the ship is carried out in the crew’s native language, or in caseof mixed crews, it is carried out in English.

Communication over short distances can be made by both visual and sound signals.

Visual signals can be sent using flags of the International Code of Signals or using an Aldis

lamp for flashing messages in Morse Code, which has been phased out. There are different

coloured flags for each letter of the alphabet. Flags can also be hoisted in combinations of two,

three or four, which have a particular meaning. Sound signals are used in fog and can be made

with the ship’s siren, whistle or bell.Communication over long distances can be sent by radio. Radio telephony uses Very

High Frequency (VHF), Medium Frequency (MF) and High Frequency (HF) in order to allow

spoken messages to be passed. The VHF is used to bridge short distances, is easy to operate

and is allowed to be used in international, territorial and inland waterways. Medium Frequency

(MF) is used to communicate between stations that are not separated by a distance greater than

200 nautical miles. High Frequency (HF) is used for medium and long range radio

communication.

Voice communications at sea depend entirely on the use of language and, if they are to

be effective, it would be advisable for the participants to share a common language.

Since there are many nationalities that use VHF radio for voice communications at sea,

it was decided by the International Maritime Organization that English would be used for that purpose.

The Global Maritime Distress and Safety System (GMDSS) is part of the International

Convention concerning Safety of Life at Sea (SOLAS). Its main objective is to prevent

accidents by providing Marine Safety Information and at least minimize the consequences of

marine accidents by means of effective communication. GMDSS consists of a terrestrial and a

satellite-system. The terrestrial system (earth-system) comprises Radio-Telephony (RTF),

Digital Selective Calling (DSC), Direct Printing Telegraphy (DPT), Navigational Telex

(NAVTEX) and the Search and Rescue Radar Transponder (SART). The satellite systems

comprise Inmarsat, COSPAS/SARSAT, Emergency Position Indicating Radio Beacons

(EPIRBs) and the Status Recording-System (STAREC). GMDSS will enable a vessel to

communicate with coastal stations and other vessels at any time and under any circumstances.

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Categories of messages that can be transmitted and received are called “priorities” andthey indicate the importance of the message. There are four types of message:

1) A DISTRESS message is used to indicate that there is serious and immediate danger

for vessel, crew and passengers. A DISTRESS ALERT is also referred to as a

“MAYDAY”.

2) An URGENCY message indicates that there is serious danger for vessel , crew and passengers. This message is also referred to as a “PAN PAN” message.

3) A SAFETY message indicates that there is imminent risk for navigation. A SAFETY

message is also referred to as a “SECURITE” message.4) A ROUTINE message is transmitted to ensure safe navigation. Routine messages refer

to inter-ship communication, exchange of data in port operations, communication

between ships and Vessel Traffic Services, inshore radar stations, bridges and locks.

Any message concerning maritime communication consists of three parts: the

announcement of the message which may be followed by the acknowledgement from the

receiving station or vessel; the actual message and the ending of the message.

In maritime communication a distinction must be made between GMDSS vessels and

non-GMDSS vessels, that is, vessels that do not have to comply with the Global MaritimeDistress and Safety System. Non-GMDSS vessels include small vessels such as pleasure yachts

that are not engaged in trade, ships that are not self-propelled, but also men-of-war.

GMDSS vessels include all vessels engaged on international voyages. The difference

between the two lies merely in the way communication is initiated, for example the

announcement of a message. Non-GMDSS vessels announce a message by means of VHF

(voice-communication). GMDSS vessels announce a message by means of Digital Selective

Calling (DSC). DSC is intended to digitally announce and initiate ship/ship, ship/shore and

shore/ship radio-telephone and radio-telex calls. After the announcement has been digitally

acknowledged by the receiving station or ship, communication is usually continued on VHF.

To transmit a DSC call, a GMDSS-operator enters the required commands to address the station

or ship with which he wishes to communicate, and the priority of the call.

COMPREHENSION & VOCABULARY

1. Relying on the text above, give answers to the following questions:

1) Why is communication at sea essential?

2) What does maritime communication comprise?

3) How can vessels and coast-stations communicate?

4) Which frequency categories are used in radio telephony?5) What is the purpose of GMDSS?

6) How many systems does GMDSS consist of?

7) What does the terrestrial system comprise?

8) What does the satellite system comprise?

9) What does a Distress alert indicate and how is it referred to?

10) What does an Urgency message indicate and how is it referred to?

11) What does a Safety message refer to?

12) What does a GMDSS vessel stand for?

13) Which vessels are regarded as Non-GMDSS vessels?

14) What is the difference between GMDSS and Non-GMDSS vessels?



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2. What do the following abbreviations stand for?

A) GMDSS…………………………………………………………………………….. B) DSC…………………………………………………………………………………

C) VHF………………………………………………………………………………... D) MF…………………………………………………………………………………. E) HF………………………………………………………………………………….. F) SOLAS…………………………………………………………………………….. G) EPIRBs…………………………………………………………………………….. H) STAREC……………………………………………………………………………

I) DPT…………………………………………………………………………………

J) RTF…………………………………………………………………………………

K) NAVTEX……………………………………………...............................................

3. Fill in the blanks:

When at sea, mariners need to be able to communicate with other ships of any size or (1) ........

...... . They should also send and receive urgent maritime (2) ................ information.

Since the early 1900s sailors have communicated with other ships and people (3) ............ by

radio or, more recently, by expensive satellite (4) .............. calls. When communicating over

the (5) ................. the phonetic alphabet is used so that combinations of letters can be

understood by people (6) ................ of a poor radio signal or differences in pronunciation or

native language. For example, to (7) ................. P-I-R-A-T-E using the phonetic alphabet one

would say: Papa-India-Romeo-Alfa-Tango-Echo.

Listen to the German Coast Guard trainee and state what happened.

In your opinion, what would be the causes of communication failures at sea?

Comment upon the following statement: “Safety Communication at Sea is a

MUST ” .

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UNIT 2

THE STANDARD MARINE COMMUNICATION PHRASES (SMCP) –

INTRODUCTION

SPEAKING

Why is it important to share a common vocabulary on board ship?

What do you understand by Standard Marine Communication Phrases?

What type of information do you think these phrases cover?Do you think that a proper command of these phrases will reduce the risk of maritime

accidents?

Fill in the blanks with one appropriate word:

As navigational and safety communications from ship to (1) ................. and vice versa,

from ship to ship, and on board ship must be precise, simple and unambiguous so as to avoid

confusion and error, there is a need to (2) ................. the language used. This is of particularimportance in the light of the increasing number of (3) ................trading vessels with crews

speaking many different languages, since problems of communication may cause

misunderstandings (4) ............... to dangers to the vessel, the people on board and the

environment. In 1973, the Maritime Safety Committee agreed, at its twenty-seventh session

that where language difficulties (5) …………. a common language should be used for

navigational purposes, and that language should be English. In consequence, the Standard

Marine Navigational Vocabulary (SMNV) was developed, (6) …………. in 1977 and

amended in 1985. In 1992, the Maritime Safety Committee, at its sixtieth (7) ………… ,

instructed the Sub-Committee on Safety of Navigation to develop a more comprehensive

standardized safety language than SMNV 1985, taking into account the changing conditions

in modern (8)…………. and covering all major safety related verbal communications.

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At its sixty-eighth session in 1997, the (9) ……………. Safety Committee adopted the Draft

IMO Standard Marine Communication Phrases (SMCP) developed by the Sub-Committee

on Safety of Navigation. The draft IMO SMCP, (10) ………… international trials, was

amended at the forty-sixth session of this Sub-Committee, and was given final consideration

by the Maritime Safety Committee at its seventy-fourth session in the (11)…………. of

remarks received by the Organization. The IMO SMCP was (12)……….. by the Assemblyin November 2001 as resolution A. 918(22). Under the International Convention on

Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as (13)

…………. 1995, the ability to use and understand the IMO SMCP is required for the

certification of officers in (14) ………….. of a navigational watch on ships of 500 gross

tonnages or more.

Arrange the following sentences into paragraphs to make a meaningful text. Observe

the punctuation marks.

1.The IMO Standard Marine Communication Phrases (SMCP) has been compiled:

2. These phrases are not intended to supplant or contradict the International Regulations for

Preventing Collisions at Sea, 1972 or special local rules or recommendations made by IMO

concerning ships' routing,

3. Furthermore, the IMO SMCP, as a collection of individual phrases, should not be

regarded as any kind of technical manual providing operational instructions.

4. The IMO SMCP meets the requirements of the STCW Convention, 1978, as revised, and

of the SOLAS Convention, 1974, as revised, regarding verbal communications;

5. Use of the IMO SMCP should be made as often as possible in preference to other wording

of similar meaning; as a minimum requirement,

6. - to assist in the greater safety of navigation and of the conduct of the ship,

- to standardize the language used in communication for navigation at sea, in port

approaches, waterways and harbours, and on board vessels with multilingual crews, and

- to assist maritime training institutions in meeting the objectives mentioned above.

7. using English for the verbal interchange of intelligence among individuals of all maritime

nations on the many and varied occasions when precise meanings and translations are in

doubt, as is increasingly evident under modern conditions at sea.

8. neither are they intended to supersede the International Code of Signals, and their use in

ship’s external communications has to be in strict compliance with the relevant

radiotelephone procedures as set out in the ITU Radio Regulations.

9. moreover, the phrases cover the relevant communication safety aspects laid down in these

Conventions.

10. users should adhere as closely as possible to them in relevant situations. In this way they

are intended to become an acceptable safety language,



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Organization of the IMO SMCP

The IMO SMCP is divided into External Communication Phrases and On-board

Communication Phrases as far as its application is concerned, and into Part A and Part B as toits status within the framework of STCW 1978 as revised. Part A covers phrases applicable in

external communications, and may be regarded as the replacement of the Standard Marine

Navigational Vocabulary 1985, which is required to be used and understood under the STCW

Code, 1995, Table A-II/I. This part is enriched by essential phrases concerning ship handling

and safety of navigation to be used in on-board communications, particularly when the Pilot is

on the bridge, as required by Regulation 14(4), Chapter V, SOLAS 1974, as revised. Part B

calls attention to other on-board standard safety-related phrases which, supplementary to Part A

may also be regarded as useful for maritime English instruction.

2.1. Basic communicative features

The IMO SMCP builds on a basic knowledge of the English language. It was drafted

intentionally in a simplified version of maritime English in order to reduce grammatical, lexical

and idiomatic varieties to a tolerable minimum, using standardized structures for the sake of its

function aspects, i.e. reducing misunderstanding in safety-related verbal communications,

thereby endeavoring to reflect present maritime English language usage on board vessels and

in ship-to-shore/ship-to-ship communications.

This means that in phrases offered for use in emergency and other situations developing

under considerable pressure of time or psychological stress, as well as in navigational warnings,

a block language is applied which uses sparingly or omits the function words the, a/an, is/are,

as done in seafaring practice. Users, however, may be flexible in this respect.

2.2. GENERAL

1 Procedure

When it is necessary to indicate that the IMO SMCP are to be used, the following message

may be sent:

"Please use IMO Standard Marine Communication Phrases."

"I will use IMO Standard Marine Communication Phrases."

2 Spelling

Spell ing of letters

When spelling is necessary, only the following spelling table should be used:3

Letter Code Letter Code

A Alfa N November

B Bravo O OscarC Charlie P Papa




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Letter Code Letter Code

D Delta Q Quebec

E Echo R Romeo

F Foxtrot S Sierra

G Golf T Tango

H Hotel U UniformI India V Victor

J Juliet W Whisky

K Kilo X X-ray

L Lima Y Yankee

M Mike Z Zulu

Spel li ng of digits and numbers

A few digits and numbers have a modified pronunciation compared to general English:

Number Spelling Pronunciation

0 zero ZEERO

1 oneWUN

2 twoTOO

3 three TREE

4 four FOWER

5 five FIFE

6 six SIX

7 seven SEVEN

8 eight AIT

9 nine NINER

1000 thousand TOUSAND

2.3.MESSAGE MARKERS

In shore-to-ship and ship-to-shore communication or radio communication in general,

the following eight Message Markers may be used:

(1) Instruction

(2) Advice

(3) Warning

(4) Information

(5) Question

(6) Answer

(7) Request

(8) Intention



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As conversations on VHF usually operate in call-and-response pairs of messages, the Seaspeak

message markers include pairs such as:

1) Question: “What is your position?” Answer : “My position is 3 miles E of Cape Midia”

-2) Instruction: “Go to berth number 5”

Instruction received : “I will go to berth number 5”

3) Advice: Please anchor, distance: two miles from Star Point

Advice Received : I will anchor, distance: two miles from Star Point.

4) Request: I require two tugs.

Request received : You require two tugs.

5) Information: The pilot is waiting near buoy number six.

Information received : The pilot is waiting near buoy number six.

6) Intention: I intend to turn to port.

Intention received : You intend to turn to port.

7) Warning : I am manoeuvring with difficulty.

Warning received : You are manoeuvring with difficulty

2.4. Ambiguous words

Some words in English have meanings depending on the context in which they appear.

Misunderstandings frequently occur, especially in VTS communications, and have produced

accidents. Such words are: the modals "may", "might", " should" and "could’. The word "can"

describes either the possibility or the capability of doing something. In the IMO SMCP the

situations where phrases using the word "can" appear make it clear whether a possibility is

referred to. In an ambiguous context, however, say, for example: "QUESTION: Do I have

permission to use the shallow draft fairway at this time?" Do not say: "Can I use the shallow

draft fairway at this time?" if you are asking for a permission. (The same applies to the word

"may").

2.5.Standard verbs

Do not use the verbs HAVE TO / WANT / MAY / M IGHT / CAN / COULD / SHOULD

Do not say: You have to alter course to port, but say: You must alter course.

Do not say: Do I have to take a pilot?, but say: Must I take a pilot?

Do not say: I want to pass ahead of you, but say: Intention: I wish to pass ahead of you.

Do not say: You may not enter the fairway, but say: Do not enter the fairway.

Do not say: May I proceed?, but say: Do I have permission to proceed?

Do not say: I might enter the fairway now, but say: Intention: I will enter the fairway.

Do not say: Can I heave up anchors?, but say: Do I have permission to heave anchors?

Do not say: You might run into danger, but say: Warning: you are running into danger!

Do not say: You could run into danger, but say: Warning: you are running into danger!Do not say: You should reduce your speed, but say: You must reduce speed.



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Shortened forms such as: I’M / YOU’RE / DON’T / I’VE must not be used. Instead, you

must use: I AM, YOU ARE, DO NOT, I HAVE

2.6.Responses

When the answer to a question is in the affirmative, say:

"Yes .... " followed by the appropriate phrase in full.

When the answer to a question is in the negative, say:

"No ..." followed by the appropriate phrase in full.

When the information requested is not immediately available, say:

"Stand by …" followed by the time interval within which the information will be available.

When the information requested cannot be obtained, say:

"No information."

When an INSTRUCTION (e.g. by a VTS Station, naval vessel or other fully authorized

personnel ) or an ADVICE is given, respond if in the affirmative:

"I will/can ... " - followed by the instruction or advice in full; and, if in the negative, respond:

"I will not/cannot ... " - followed by the instruction or advice in full.

Example: "ADVICE. Do not overtake the vessel to the North of you."

Respond: "I will not overtake the vessel to the North of me."

Responses to orders and answers to questions of special importance both in external and

on-board communication are given in wording in the phrases concerned.

2.7. Standard organizational phrases

The question "How do you read (me)?" may be answered by using the phrase “ I read you

bad”, “- poor”, “- fair”, “- good” or “-excellent”, or by a signal strength indication.

"I read you ...

bad/one signal strength one (i.e. barely perceptible)

poor/two signal strength two (i.e. weak)

fair/three signal strength three (i.e. fairly good)good/four signal strength four (i.e. good)

excellent/five signal strength five (i.e. very good)

When it is advisable to remain on a VHF Channel / frequency, say:

"Stand by on VHF Channel ... / frequency ... ."

When it is accepted to remain on the VHF channel / frequency indicated, say:

"Standing by on VHF Channel ... / frequency ... ."

When it is advisable to change to another VHF Channel / frequency, say:

"Advise (you) change to VHF Channel ... / frequency ... .""Advise(you) try VHF Channel .. / frequency... ."



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When the changing of a VHF Channel / frequency is accepted, say:

"Changing to VHF Channel ... / frequency ... ."

2.8.Corrections

When a mistake is made in a message, say:

"Mistake ..." followed by the word:

"Correction ... " plus the corrected part of the message.

Example: "My present speed is 14 knots - mistake.

Correction, my present speed is 12, one-two, knots."

2.9.Readiness

"I am/I am not ready to receive your message."

2.10. Repetition

If any part of the message is considered sufficiently important to need safeguarding, say:

"Repeat ... " - followed by the corresponding part of the message.

Example: " My draft is 12.6 repeat one-two decimal 6 metres."

"Do not overtake - repeat - do not overtake."

When a message is not properly heard, say:

"Say again (please)."

2.11. Numbers

Numbers are to be spoken in separate digits:

"One-five-zero" for 150

"Two decimal five" or

"Two point five" for 2.5

Note: Attention! When rudder angles, e.g. in wheel orders, are given, say:

"Fifteen" for 15 or

"Twenty" for 20, etc.

2.12. Positions

When latitude and longitude are used, these shall be expressed in degrees and minutes

(and decimals of a minute if necessary), North or South of the Equator and East or

West of Greenwich.

Example: "WARNING. Dangerous wreck in position 15 degrees 34 minutes North061 degrees 29 minutes West."



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When the position is related to a mark, the mark shall be a well-defined charted object. The

bearing shall be in the 360 degrees notation from true north and shall be that of the

position FROM the mark.

Example: "Your position bearing 137 degrees from Big Head lighthousedistance 2.4 nautical miles."

2.13. Bearings

The bearing of the mark or vessel concerned is the bearing in the 360 degree notation

from north (true north unless otherwise stated), except in the case of relative bearings.

Bearings may be either FROM the mark or FROM the vessel.

Example: "Pilot boat is bearing 215 degrees from you."

Note: Vessels reporting their position should always quote their bearing FROM the

mark, as described in paragraph 11.2 of this section.

Relative bearings

Relative bearings can be expressed in degrees relative to the vessel's head. More

frequently this is in relation to the port or starboard bow.

Example: "Buoy 030 degrees on your port bow."

(Relative D/F bearings are more commonly expressed in the 360 degree notation.)

2.14. Courses

Always to be expressed in 360 degree notation from north (true north unless otherwise

stated). Whether this is to TO or FROM a mark can be state

2.15. Distances

To be expressed in nautical miles or cables (tenths of a mile), the unit always to be

stated.

2.16. Speed

To be expressed in knots:

- without further notation, meaning speed through the water; or,

- "ground speed", meaning speed over the ground.



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2.17. Times

Times should be expressed in the 24 hour hours UTC notation; if local time will be

used in ports or harbours it should clearly be stated.

2.18. Geographical names

Place names used should be those on the chart or in Sailing Directions in use.

Should these not be understood, latitude and longitude should be given.

COMPREHENSION

I. Answer the following questions:

A) Why must SMCP be used in VHF conversation?

B) What is the difference between Repeat and Say again in VHF communication?

C) What does Stand by! imply in VHF- comunication?

II. In order to understand a message completely it is necessary to know its function. See

if you can identify the function of these messages in the spaces provided:

………………: Buoy number two-six is unlit.

……………....: What are my berthing instructions?

………………: No vessels are at the anchorage. ……………....: Go to berth number eight. ………………: What is your dr aught aft?

………………: Advise you keep your present course.………………: I expect to be underway within period: two hours. ………………: Please provide fire-fighting assistance.

………………: Push on my port bow.……………….: The vessel ahead of you is stopping.

III. Rewrite these sentences into the Seaspeak format:

a) Large vessel leaving. Keep clear of the approach channel.………………………………………………………………………………….

b) At what time do you expect to arrive at the harbour entrance?

…………………………………………………………………………………. c) I will attempt rescue by Breeches-buoy.

…………………………………………………………………………………. d) You did say your length was two hundred metres, didn’t you?

…………………………………………………………………………………

e) It would be better for you to pass ahead of me as I am slowing down.

…………………………………………………………………………………

f) I’m afraid that shore based radar assistance is not available. ………………………………………………………………………………….

g) Ok. Thanks for the warning. I’ll keep a look out for wreckage.



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………………………………………………………………………………….

IV. Transform the following sentences into SMCPs:

1) Fire cannot be extinguished by the vessel’s own equipment.

2) Six crewmembers have been injured.3) Three crewmembers were killed.

4) Vessel has had a collision with an unknown object.

5) Vessel is adrift.

6) Vessel is being attacked by pirates.

7) No damage has been caused to the ship and the vessel will continue her voyage.

8) Someone has fallen overboard.

9) Vessel asks for medical assistance.

10) Vessel asks for helicopter with doctor.

11) Message from RCC: helicopter is airborne and on its way.

12) The helicopter is going to use a rescue sling.

V. Spell your full name by means of using the phonetic alphabet.



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UNIT 3

SMCP- GLOSSARY

GLOSSARY

The Glossary includes a limited number of technical terms which do not appear in the text

of the IMO SMCP, but might be useful in case the content of a given standard Phrase requires

modification.

1 General terms

Abandon vessel (to) To evacuate crew and passengers from a vessel following a distress

Accommodation ladder Ladder attached to platform at vessel's side with flat steps and

handrails enabling persons to embark / disembark from water or shore

Adrift Uncontrolled movement at sea under the influence of current, tide or

wind

Air draft The height from the waterline to the highest point of the vessel

Assembly station Place on deck, in mess rooms, etc., assigned to crew and passengers

where they have to meet according to the muster list when the

corresponding alarm is released or announcement made

Backing (of wind) Shift of wind direction in an anticlockwise manner, for example from

north to west (opposite of veering)

Beach (to) To run a vessel up on a beach to prevent its sinking in deep water

Berth .1 A sea room to be kept for safety around a vessel, rock, platform,

etc.

.2 The place assigned to a vessel when anchored or lying alongside a

pier, etc.

Blast A whistle signal made by the vessel



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Blind sector An area which cannot be scanned by the ship’s radar because it isshielded by parts of the superstructure, masts, etc.

Boarding arrangements All equipment, such as pilot ladder, accommodation ladder, hoist, etc.,

necessary for a safe transfer of the pilot

Boarding speed The speed of a vessel adjusted to that of a pilot boat at which the pilot

can safely embark/disembark

Bob-cat A mini-caterpillar with push-blade used for the careful distribution of

loose goods in cargo holds of bulk carriers

Briefing Concise explanatory information to crew and/or passengers

Cable .1 Chain connecting a vessel to the anchor(s)

.2 Wire or rope primarily used for mooring a ship

.3 (Measurement) one hundred fathoms or one tenth of a nautical

mile

Capsize (to) To turn over

Cardinal buoy A seamark, i.e. a buoy, indicating the north, east, south or west, i.e. the

cardinal points/half cardinal points from a fixed point such as a wreck,

shallow water, banks, etc.

Cardinal points The four main points of the compass: north, east, south and west

Casualty Here: case of death in an accident or shipping disaster

Check (to) .1 To make sure that equipment etc. is in proper condition or that

everything is correct and safe

.2 To regulate motion of a cable, rope or wire when it is running out

too fast

Close-coupled towing A method of towing vessels through polar ice by means of icebreaking

tugs with a special stern notch suited to receive and hold the bow of

the vessel to be towed

Close up (to) To decrease the distance to the vessel ahead by increasing one’s ownspeed

Compatibility (of goods) Indicates whether different goods can be safely stowed together in one

cargo space or in an adjacent hold.

(Vessel) constrained A vessel severely restricted by her draught in her ability to deviate

from

by her draft the course followed in relation to the available depth and width of

navigable water

Convoy A group of vessels which sail together, e.g. through a canal or ice



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Course The intended direction of movement of a vessel through the water

Course made good That course which a vessel makes good over ground, after allowing for

the effect of currents, tidal streams, and leeway caused by wind and

sea

COW Crude Oil Washing: a system of cleaning the cargo tanks by washing

them with the cargo of crude oil during discharge

CPA/TCPA Closest Point of Approach/Time to Closest Point of Approach: limit as

defined by the observer to give warning when a tracked target or

targets will close to within these limits

Crash-stop An emergency reversal operation of the main engine(s) to avoid a

collision

Damage control team A group of crew members trained for fighting flooding in the vessel

Datum .1 The most probable position of a search target at a given time2 The plane of reference to which all data as to the depth on charts are

referenced

Derelict Vessel still afloat, abandoned at sea

Destination Port for which a vessel is bound

Disabled A vessel damaged or impaired in such a manner as to be incapable of

proceeding on its voyage

Disembark (to) To go from a vessel

Distress alert (GMDSS) A radio signal from a distressed vessel automatically directed to an

MRCC giving position, identification, course and speed of the vessel

as well as the nature of distress

Distress/ Here: the verbal exchange of information on radio from ship to shore

Urgency traffic and/or ship to ship / aircraft about a distress / urgency situation as

defined in the relevant ITU Radio Regulations

Draft Depth in water at which a vessel floats

Dragging (of anchor) Moving of an anchor over the sea bottom involuntarily because it is no

longer preventing the movement of the vessel

Dredging (of anchor) Moving of an anchor over the sea bottom to control the movement of

the vessel

Drifting Being driven along by the wind, tide or current

Drop back (to) To increase the distance from the vessel ahead by reducing one's own

speed



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DSC Digital Selective Calling (in the GMDSS system)

Embark (to) To go aboard a vessel

EPIRB Emergency Position Indicating Radio Beacon

Escape route A clearly marked way in the vessel which has to be followed in case of

an emergency

Escort Attending a vessel to be available in case of need, e.g. ice-breaker,

tug, etc.

ETA Estimated Time of Arrival

ETD Estimated Time of Departure

Fathom A measure of 6 feet

Fire patrol A member of the watch going around the vessel at certain intervals so

that an outbreak of fire may be promptly detected; mandatory in

vessels carrying more than 36 passengers

Flooding Major uncontrolled flow of seawater into the vessel

Fire monitor Fixed foam/powder/water cannon shooting fire-extinguishing agents

on tank deck, manifold etc.

Foul (of anchor) Anchor has its own cable twisted around it or has fouled an

obstruction

Foul (of propeller) A line, wire, net, etc., is wound round the propeller

Full speed Highest possible speed of a vessel

Fumes Often harmful gas produced by fires, chemicals, fuel, etc.

General emergency alarm A sound signal of seven short blasts and one prolonged blast given

with the vessel´s sound system

Give way To keep out of the way of another vessel

GMDSS Global Maritime Distress and Safety System

(D) GPS (Differential) Global (satellite) Positioning System

Half cardinal points The four main points lying between the cardinal points: north east,

south east, south west and north west

Hampered vessel A vessel restricted by her ability to manoeuvre by the nature of her

work



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Hatchrails Ropes supported by stanchions around an open hatch to prevent

persons from falling into a hold

Heading The horizontal direction of the vessel's bows at a given moment

measured in degrees clockwise from north

Hoist Here: a cable used by helicopters for lifting or lowering persons in a

pick-up operation

Icing Coating of ice on an object, e.g. the mast or superstructure of a vessel

IMO Class Group of dangerous or hazardous goods, harmful substances or marine

pollutants in sea transport as classified in the International Maritime

Dangerous Goods Code (IMDG Code)

Inert (to) To reduce the oxygen in a tank by inert gas to avoid an explosive

atmosphere

Initial course Course directed by the OSC or other authorized person to be steered at

the beginning of a search

Inoperative Not functioning

Jettison (to) (of cargo) To throw goods overboard in order to lighten the vessel or improve its

stability in case of an emergency

Launch (to) To lower, e.g. lifeboats, to the water

Leaking Escape of liquids such as water, oil, etc., out of pipes, boilers, tanks,

etc., or a minor inflow of seawater into the vessel due to damage to

the hull

Leeward On or towards the sheltered side of a ship; opposite of windward

Leeway Vessel’s sideways drift leeward of the desired course

Let go (to) To set free, let loose, or cast off (of anchors, lines, etc.)

Lifeboat station Place assigned to crew and passengers to muster before being ordered

into the lifeboats

List Here: inclination of the vessel to port side or starboard side

Located In navigational warnings: Position of object confirmed

Make water (to) To have seawater flowing into the vessel due to hull damage, or

hatches awash and not properly closed

MMSI Maritime Mobile Service Identity number



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Moor (to) To secure a vessel in a particular place by means of wires or ropes

made fast to the shore, to anchors, or to anchored mooring buoys, or to

ride with both anchors down

MRCC Maritime Rescue Co-ordination Centre: land-based authority

responsiblefor promoting efficient organization of maritime search and rescue and

for

co-ordinating the conduct of search and rescue operations within a

search

and rescue region

Muster (to) To assemble crew, passengers or both in a special place for purposes

of checking

Muster list List of crew, passengers and others on board and their functions in a distress

or drill

Not under command (abbr. NUC): a vessel which through exceptional circumstances is

unable to manoeuvre as required by the COLREGs

Obstruction An object such as a wreck, net, etc., which blocks a fairway, route, etc.

Off air When the transmissions of a radio station, etc., have broken down,

been switched off or suspended

Off station (of buoys) Not in charted position

Oil clearance Oil skimming from the surface of the water

Operational Ready for immediate use

Ordnance exercise Naval firing practice

OSC On-Scene Co-ordinator: A person designed to co-ordinate search and

rescue operations within a specified area

Overflow Escape of oil or liquid from a tank because of a twofold condition as a

result of overflowing, thermal expansion, change in vessel trim or

vessel movement

Polluter A vessel emitting harmful substances into the air or spilling oil into the sea

Preventers Ropes or wires attached to derricks to prevent them from swinging

during cargo handling operations

Proceed (to) To sail or head for a certain position or to continue with the voyage

PA-system Public address system: loudspeakers in the vessel's cabins, mess

rooms, etc., and on deck through which important information can be

broadcast from a central point, mostly from the navigation bridge



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Recover (to) Here: to pick up shipwrecked persons

Refloat (to) To pull a vessel off after grounding; to set afloat again

Rendez-vous An appointment between vessels normally made on radio to meet in a

certain area or position

Reported In navigational warnings: position of object unconfirmed

Restricted area A deck, space, area, etc., in vessels where, for safety reasons, entry is

only permitted for authorized crew members

Resume (to) Here: to re-start a voyage, service or search

Retreat signal Sound, visual or other signal to a team ordering it to return to its base

Rig move The movement of an oil rig, drilling platform, etc., from one position

to another

Roll call The act of checking how many passengers and crew members are

present, e.g. at assembly stations, by reading aloud a list of their names

Safe speed That speed of a vessel allowing time for effective action to be taken

under prevailing circumstances and conditions to avoid a collision and

to be stopped within an appropriate distance

SWL Safe working load: maximum working load of lifting equipment that

should not be exceeded

Safe working pressure The maximum permissible pressure in cargo hoses

SAR Search and Rescue

SART Search and Rescue Transponder

Scene The area or location where the event, e.g. an accident, has happened

Search pattern A pattern according to which vessels and/or aircraft may conduct a

co-ordinated search (the IMOSAR offers seven search patterns)

Search speed The speed of searching vessels directed by the OSC

Seamark A navigational aid placed to act as a beacon or warning

Segregation(of goods) Separation of goods which for different reasons must not be stowed

together

Shackle .1 Length of chain cable measuring 15 fathoms

.2 U-shaped link closed with a pin used for connecting purposes



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Shifting cargo Transverse movement of cargo, especially bulk cargo, caused by rolling

or a heavy list

Slings Ropes, nets, and any other means for handling general cargoes

Speed of advance The speed at which a storm centre moves

Spill The accidental escape of oil, etc., from a vessel, container, etc., into

the sea

Spill control gear Anti-pollution equipment for combating accidental spills of oils or

chemicals

(Elongated) spreader Here: step of a pilot ladder which prevents the ladder from twisting

Stand by (to) To be in readiness or prepared to execute an order; to be readily

available

Stand clear (to) Here: to keep a boat away from the vessel

Standing orders Orders of the Master to the officer of the watch which he/she must comply

with

Stand on (to) To maintain course and speed

Station The allotted place or the duties of each person on board

Stripping Final pumping of tank’s residues

Survivor A person who continues to live in spite of being in an

extremely dangerous situation, e.g. a shipping disaster.

Take off (to) To lift off from a vessel's deck (helicopter)

Target The echo generated, e.g. by a vessel, on a radar screen

Tension winch A winch which applies tension to mooring lines to keep them tight

TEU Twenty Foot Equivalent Unit (standard container dimension)

Track The path followed, or to be followed, between one position and

another

Transit Here: the passage of a vessel through a canal, fairway, etc.

Transit speed Speed of a vessel required for passage through a canal, fairway, etc.

Transhipment (of cargo) Here: the transfer of goods from one vessel to another outside harbours

Underway Describes a vessel which is not at anchor, or made fast to the shore, or

aground



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Union purchase A method of cargo handling by combining two derricks, one of which

is fixed over the hatch, the other over the ship’s side

Unlit When the light of a buoy or a lighthouse are inoperative

hours UTC Universal Time Co-ordinated (GMT)

Variable (of winds) A wind that is constantly changing speed and direction

Veering (of winds) Clockwise change in the direction of the wind; opposite of backing

Veer out (to)(of anchors) To let out a greater length of cable

VHF Very High Frequency (30-300 MHz)

Walk out (to) (of anchors) To reverse the action of a windlass to lower the anchor until it isclear of the hawse pipe and ready for dropping

Walk back (to) To reverse the action of a windlass to ease the cable (of anchors)

Waypoint A position a vessel has to pass or at which she has to alter course

according to her voyage plan

Windward The general direction from which the wind blows; opposite of leeward

Wreck A vessel which has been destroyed, sunk or abandoned at sea

2 VTS special terms

Fairway Navigable part of a waterway

Fairway speed Mandatory speed in a fairway

ITZ Inshore Traffic Zone (of a TSS): A routing measure comprising a

designated area between the landward boundary of a TSS and the

adjacent coast

Manoeuvring speed A vessel’s reduced speed in circumstances where it may berequired to use the engines at short notice

Receiving point A mark or place at which a vessel comes under obligatory entry,

transit, or escort procedure

Reference line A line displayed on the radar screens in VTS Centres and/or electronic

sea-charts separating the fairway for inbound and outbound vessels so

that they can safely pass each other

Reporting point A mark or position at which a vessel is required to report to the local

VTS Station to establish its position



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Separation zone / line A zone or line separating the traffic lanes in which vessels are

proceeding in opposite or nearly opposite directions; or separating a

traffic lane from the adjacent sea area; or separating

traffic lanes designated for particular classes of vessels proceeding

in the same direction

Traffic clearance VTS authorization for a vessel to proceed under conditions specified

Traffic lane An area within defined limits in which one-way traffic is established

TSS Traffic Separation Scheme: a routeing measure aimed at the separation

of opposing streams of traffic by appropriate means and by the

establishment of traffic lanes

VTS Vessel Traffic Services: services designed to improve the safety and

efficiency of vessel traffic and to protect the environment

VTS area Area controlled by a VTS Centre or VTS Station

COMPREHENSION

1. Find the right answer

1. Assembly station is a

A) place assigned to officers; B) place where smaller pieces are

put together; C) place assigned to passengers that will leave the

ship; D) place where crew and passengers have to meet;2. Traffic clearance is

A) authorization for a vessel to proceed; B) very little traffic;

C) traffic in congested waters; D) foggy weather;

3. Veer out means

A) to drop the anchor chain; B) to pick the anchor up; C) to let out

a greater length of cable; D) none of them;

2. Match the terms on the left to their definitions on the right:

shackle

.1 Length ofchain cable measuring 15

fathoms

throw goods overboard

hoist ropes, nets, and any other means for handling general cargoes

derelict final pumping of tank’s residues

hatchrails a vessel which has been destroyed, sunk or abandoned at sea

list the plane of reference to which all data as to the depth on chartsare referenced

jettison a vessel still afloat, abandoned at sea

stripping a cable used by helicopters for lifting or lowering persons in a pick-up operation



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datum length of chain cable measuring 15 fathoms

slings ropes supported by stanchions around an open hatch to prevent

persons from falling into a hold

wreck inclination of the vessel to starboard side or portside

3. Make your own sentences using the terms in exercise 2 above.

4. Fill in the vessel particulars

... : ALBATROS

... Names : DAWN PRINCESS 1993, FAIRWIND

1988

... of Ship : ... Passenger

... : Happy Days Shipping Ltd (Nassau)

... : Shipping Management of Monaco

... : Bahamas

... of Registry : Nassau

Official ... : 898998

... Society : Lloyds Register of Shipping

Construction ... : Steel

... Keel Laid : 1988

... of ... : John Brown & Co. of Glasgow

Gross ... : 24,803

... : 185.4 metres

... : 24.49 metres

... : Four Pametrada steam turbines geared to

two shafts providing18,021 kW and a

service speed of 19.5 knots

... Capacity : ... fuel oil - 3068 tons

Diesel ... - 77 tons

... oil - 34 tons

... feed water - 1255 tons

... Thruster : Variable ... of 1,343 kW

... Capacity : 1295

5. Fill the gaps with a suitable word or phrase:

1. ... did you put your seaman’s book?

2. ... did you speak to the agent? Two days ago.

3. ... do you need money? To buy presents.

4. ... will they arrive at the airport? About ten o’clock. 5. ... do you keep the store room keys? In this pocket.

6. ... did you go to the library? To get a book.

7. ... does summer start in this country? On June 21st.

8. ... were you late today? I missed my bus.

9. ... are you going to tell them? Tomorrow night.

10. ... are you taking a course in English? I need practice.



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6. Make the best choice1. Preventers are ropes or wires attached to derricks to

prevent them from ... during cargo handling operations.

A) breaking; B) falling; C) swinging; D) moving;

2. Transhipment (of cargo) means the transfer of goods

from one vessel to another ... harbours.A) outside; B) far from; C) inside; D) big;

3. Segregation means ..a.. of goods which must not be .. b..

together.

A1) classes; A2) collection; A3) preparation; A4) separation;

B1) stored; B2) stowed; B3) put; B4) all of them;

4. Standing orders are orders of the ... to the officer of the

watch which he/she must comply with.

A) owner; B) agent; C) master; D) chief officer;

5. A MMSI has … digits. A) 8; B) 7; C) 9; D) 6;

7. Fill in the following standing orders1. Do not start any cargo operation before ship/shore or ship/ship

safety checklists … . A) have been completed; B) had been completed; C) will be

completed; D) are completed;

2. … working pressure of 7 bars.

A) Not exceed; B) Not exceeding; C) Do not exceed; D) Avoid

exceed;

3. All personnel engaged in cargo operations … wear adequate

protective equipment.

A) must; B) will; C) should; D) might;



30

UNIT 4

THE GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM

(GMDSS)

Listen to the information on the CD ROM (IMLP) and state the purpose of

GMDSS.

The Global Maritime Distress and Safety System came into force in 1999 and is

part of the International Convention concerning the Safety of Life at Sea (SOLAS).Its main objective is to prevent accidents by providing Marine Safety Information (MSI) andat least minimize the consequences of marine accidents by means of effectivecommunication.GMDSS will enable a vessel to communicate with coastal stations and other vessels at anytime and under any circumstances.

Communication according to the Global Maritime Distress and Safety System comprises:

- transmission of distress alerts to shore-based stations, including locating (homing) of thevessel in distress;

- reception of shore-to-ship alerts;

http://www.icselectronics.co.uk/sites/default/files/image_upload/image/support/kb/gmdss/GMDSSConcept-large.png





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- transmission and reception of ship-to-ship alerts;- transmission and reception of messages concerning Search and Rescue Operations and On-

Scene Communications during a SAR operation;- transmission and reception of radio-signals to indicate or determine positions;- transmission and reception of safety messages (Maritime Safety Information broadcasts);- intership-communication, by which is understood communication between vessels.

GMDSS distinguishes four sea-areas:

Sea Area 1

An area within radiotelephone-coverage of at least one VHF-coast station, in whichcontinuous VHF-DSC-alerting (channel 70) and radiotelephony services are available. Thisarea extends 30 miles off shore.

Sea Area 2

An area, excluding Sea Area Al, within radiotelephone-coverage of at least one MF-coaststation, in which continuous DSC-alerting (2187.5 kHz) and radiotelephony services areavailable. GMDSS-vessels travelling this area must carry a DSC-equipped MFradiotelephone in addition to equipment required for Sea Area A1. This area extends 200miles off shore.

Sea Area 3

An area, excluding sea areas Al and A2, within coverage of an Inmarsat geostationary satellite,in which continuous alerting is available. This area extends between 70 degrees latitude Northand 70 degrees latitude South.Ships travelling this area must either carry an Inmarsat A, B or C ship/earth station or a DSC-equipped HF radiotelephone/telex in addition to equipment required for an A1 and A2 Area.

Sea Area A4



32

The areas outside A1, A2 and A3 are A4-Sea Areas. Ships travelling these Polar Regions mustcarry a DSC-equipped HF radiotelephone/telex, in addition to equipment required for areas A1and A2. This area does not have Inmarsat-, but COSPAS-SARSAT coverage.

RADIOTELEPHONY

A VHF-transceiver (transmitter + receiver) transmits and receives radio signals. TheVHF is used to bridge short distances, is easy to operate and is allowed to be used both interritorial waters and inland waterways.

Its receiver has a "push-to-talk button". If the installation is a "simplex" radio,speaking and listening cannot be done simultaneously. When you wish to speak, you pushthe button; when you wish to listen you release it. Before changing from speaking to listening,you say "over".

If the installation is a "duplex" radiotelephone, speaking and listening can be donesimultaneously. Most coast-stations are equipped with semi-duplex installations, with whichspeaking and listening can be done simultaneously, while the receiving-end has a simplex-

installation. VHF radio-communication can bridge about 40 miles. MF- or HF radiotelephonyis used to bridge 150 miles (MF) to 2000 miles (HF).Reception of radio signals will not always be of high quality, and coverage will not

always extend to the desired areas. This may of course have consequences for the safety of thevessel and her crew. These disadvantages of communication through speech has led to theintroduction of Digital Selective Calling in maritime communication.

DIGITAL SELECTIVE CALLING

Digital Selective Calling on VHF-, MF- and HF-maritime radios is part of the GMDSS. DSCis intended to digitally announce and initiate ship/ship, ship/shore and shore/ship

radiotelephone- and radiotelex calls. After the announcement has been digitally acknowledged by the receiving station or ship, communication is usually continued on VHF. To transmit a DSC-call, a GMDSS-operator enters the required commands to address the stationor ship with which he wishes to communicate, and the priority of the call.DSC-priorities are:1 - DISTRESS2 – URGENCY3 – SAFETY4 – ROUTINE

A DSC distress-alert consists of a pre-formatted distress message and is used toannounce and initiate emergency communications with vessels and Rescue Co-ordinationCentres (RCC's). Natures of distress that can be entered into the format are: "fire/explosion","flooding", "collision", "grounding", "listing", "sinking", "disabled and adrift" and "piracy".An "undesignated distress" is an alert that has not been formatted (no indication as to the typeof distress has been given). Distress alerts are automatically addressed to all stations. A DSC-

controller is fitted with a distress-button (indicated by SOS, ALARM, EMER or DISTRESS),which allows the transmission of a distress call with minimum delay. Urgency, safety and

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33

routine calls can be addressed to all stations or ships, an individual station or ship, or a group ofstations or ships.Once the call has been composed, the CALL-button is pressed on the DSC controllerand the information is transmitted. It is recommended that DSC controllers be interfaced toGlobal Positioning System-receivers for an updating of position- and time information, which isautomatically included in the message. After an alert by DSC and the acknowledgement that

the alert has been received, communication is normally carried out by RadioTelephony(speech) or radio-telex.

MARITIME MOBILE SERVICE IDENTITY CODE

A DSC-installation on board a vessel or at a coast station has been programmed with a uniquenine-digit identification code, known as "Maritime Mobile Service Identity" (MMSI).The MMSI is sent automatically with each DSC-transmission.The first three digits of the MMSI are known as the Maritime Identification Digits (MID).The MID represents the country of registration of the vessel, or the country in which theDSC shore station is located.In the voice-transmission that may follow after the DSC-announcement and

acknowledgement, the vessel or station may be identified by the MMSI-code, whichshould then be pronounced in groups of three digits.Like so:" ............ , this is two two four ...........six eight five..............zero zero zero".

Note that in spoken communication the use of the vessel's MMSI is only appliedin Distress -, Urgency - and Safety messages.

INMARSAT

Satellite systems operated by the International Mobile SatelliteOrganisation (Inmarsat) are very important elements of the GMDSS. Inmarsatsatellites are geostationary, which means that their positions in space with respectto the earth remain the same. Communication by means of Inmarsat-satellitesextends in an area between 70 degrees latitude North and 70 degrees latitudeSouth and has been divided into 4 Inmarsat-regions:

- Atlantic Ocean Region West (AOR-W)- Atlantic Ocean Region East (AOR-E)- Indian Ocean Region (IOR)- Pacific Ocean Region (POR).

The Inmarsat-A and B installation provide ship/shore, ship/ship and shore/ship telephone,telex and high-speed data services.The Inmarsat-C provides ship/shore, shore/ship and ship/ship, store-and-forward dataand telex messaging and can send preformatted distress messages to a Rescue Co -ordination Centre.Communication by means of speech is not possible with Inmarsat-C.The Inmarsat-C SafetyNET service is a satellite-based world-wide maritime safety information

broadcast service. It works similarly to NAVTEX in areas outside NAVTEX coverage.



34

NAVTEX

NAVTEX is a component of the World Wide Navigational WarningService (WWNWS) and must be installed on GMDSS-vessels in order to be able

to receive Maritime Safety Information-messages. It is a telex-receiver that can print MSI-messages. These navigational messages are addressed "to all vessels"and contain information concerning meteorological warnings, SAR-operations andother important and urgent data.

EPIRB

An Emergency Position Indicating Radio Beacon (EPIRB) is a small radio-transmitterable to transmit VHF-distress signals. These signals are received by satellites and relayedto Rescue-Co-ordination Centres. An EPIRB will be released from the vessel-in-distress byhand, or automatically by a hydrostatic release mechanism once the beacon has beensubmerged for a few metres in case of shipwreck. It will be activated automatically and willstart to transmit a distress alert to Rescue-Co-ordination Centres via satellite, giving positionand identification of the vessel.

SEARCH AND RESCUE RADAR TRANSPONDER

The GMDSS installation aboard vessels includes two or more Search-and- Rescue RadarTransponders. A SART will be activated by the radar of a passing vessel. It will then start totransmit an alert that will create a series of dots on the PPI (Plan Position Indicator - radardisplay) of the same vessel, which will then have the means to locate the distressed raft orvessel. The detection range between SART and SAR-Unit depends on the height of the ship'sradar mast and the height of the SART in the survival craft.

COSPAS-SARSAT

COSPAS-SARSAT is an international satellite-based search and rescue system,established by Canada, France, the U.S.A. and Russia. Unlike the Inmarsat-satellites, these satellites are not geostationary, but orbit the earth on a

North/South- and South/North path, passing closely over both poles. It is theonly system that offers a means to contact distant stations. The system offers asatellite Emergency Position-Indicating Radio Beacon (EPIRB).



35

COMPREHENSION

I. Answer the following questions:

a) What is GMDSS? b) What is the aim of GMDSS?

c) What is the difference between “Simplex-“ and “Duplex” VHF?

d) What is the main difference between INMARSAT satellites andCOSPAS/SARSAT satellites?

e) What does a Navtex message generally contain?

II. Mention the communication equipment required in the GMDSS – Areas

A1, A2, A3 and A4.

A1:

A2:

A3:

A4:

III. Explain the working of an EPIRB and SART.

IV. Match the image to each of the following: DSC, NAVTEX, EPIRB.

1 2 3



36

UNIT 5

VHF COMMUNICATION: DISTRESS

SPEAKING

Look at the image above and state what happened.

What type of vessel is it?

Which message category is transmitted under this circumstance?

A distress situation is one in which a vessel, aircraft, vehicle, or person is in serious

and immediate danger and requires immediate assistance. Examples of "serious and immediate

danger" in which a mayday call would be appropriate include: fire, explosion, sinking, piracy

or any situation involving the loss of life. In order to report that they are in serious danger,

seafarers transmit distress messages to vessels and coast stations. They usually do that on VHF

channel 16. A distress message must include the following pieces of information:

Identification (ship’s name and her call sign)

The position of the vesselTime of transmission (not required)




37

The nature of distress and danger

The assistance that is required

Any other important information and requirements (e.g. number of persons on board the

vessel in distress)

Ending of the message

As communication on VHF must be precise, unambiguous and simple, the IMO SMCP(Standard Marine Communication Phrases) is often used in this respect. In all types of messages

the SMCP, must be used to reduce the risk of accidents. Under the international Convention on

Standards for Training, Certification and Watchkeeping for Seafarers (STCW) the ability to

understand and apply the Standard Marine Communication Phrases is required for the

certification of Officers of the Watch (OOW) on vessels of 500 Gross Tonnage or more.

A vessel in distress should commence the distress traffic as follows:MAYDAY

THIS IS

- the 9-digit Maritime Mobile Service Identity code (MMSI) plus

name / call sign or other identification of the vessel calling

- the position of the vessel

- the nature of distress

- the assistance required

- any other information which might facilitate rescue

-ending of the message: Over /Mayday

Example of a DISTRESS CALL and MESSAGE

Mayday Mayday MaydayThis is: Vincente - Papa Al fa Bravo Charl ie

Vincente - Papa Al fa Bravo Charl ie

Vincente - Papa Al fa Bravo Charl ie

MaydayMy position (is): latitude: three six degrees two one minutes N / longitude: zero zero nine

degrees five three minutes W. Vessel on fire.

I require fire-fighting assistance.

Number of crew on board: one eight.

Number of injured persons: three.OVER / MAYDAY



38

COMPREHENSION

1. Listen to the the distress message (IMLP CD-ROM). Try to answer the

following questions while listening:

1) Why is the vessel in distress?

2) What is the vessel’s name and her call sign?3) What is her latitude and longitude?

4) Why do you think the OOW is not able to report the position of the vessel

correctly?

5) What is the location of the vessel?

6) What kind of assistance is the distressed vessel asking for?7) Is there any communication breakdown?

2. On the basis of the information you have just listened to, discuss the causes

of communication breakdowns at sea.

3. Transform the following sentences into a VHF conversation format (SMCP

communication phrases must be used):

a) Fire has been detected in no. 3 hold. The smoke is poisonous.

b) Water is entering the ship below the waterline.

c) Vessel is heeling over 20 degrees to port side; deck cargo will be put overboard.

d) Vessel is unable to continue her voyage. Tug assistance is needed.

e) The crew are leaving vessel after the vessel has had a collision.

f) Vessel is damaged below waterline, but she is able to continue her voyage

without assistance.

4. According to the following data, draw up a distress messages:

a) MV Pearl Head (call sign VRSE) is on fire. Her position is 38 degr. 10 min N / 018

degr. 10 min E. Fire has been located in the engine room and in No. 2 hold. The vessel

is sinking and the crew are abandoning her. Crew consists of 18 members, 8 of whom

have been injured – one crewmember was killed. Pearl Head is going to put two lifeboats

in the water.

b) MV Seaborne (call sign DKEL) is on fire. Her position is 69 degr. 29 min. N / 042 degr.

18 min. E. Fire is detected in the engine room and in the superstructure. Fire cannot be

extinguished by vessel’s own equipment. There is danger that the vessel will explode.

Crew consists of 17 members, 6 of whom were injured and 3 killed.




39

5. Fill in the blanks with an appropriate word:

Reefer ship Antigone Z with Russian crew (1)..........is anchored off Shetland, the North

Sea, after running into engineering problems in (2)........... water, said the British Maritime and

Coastguard Agency.

The vessel with 10 people aboard was bound (3).............Klaipeda in Lithuania and hadengineering problems in north-westerly winds of occasionally (4)...............6 to 7 with 3 metre,

rough seas. The ship suffered an 8 degree (5)................ after 30 to 40 pallets of frozen fish

moved in poor weather and the crew trying to fix a problem with the ship's fuel pump.

"We are keeping a close eye on the vessel and they have indicated that it will take about 24

hours to (6)..........out their problems on board," Katrina Hampson, Duty Watch Manager said.

6. Arrange the following statements to form meaningful paragraphs:

Sea routes are getting busier.......................................................................................................

Technology advancement has helped large ships to sail at amazing speeds.

But with an increase in traffic and speed, ....................................................................................We all have heard about the historic accident of..........................................................................

It was a ship to..............................................................................................................................

Ship collision is a kind of marine accident that............................................................................

Collision can also be defined as the change..................................................................................

Ship collision is considered to be the worst of..............................................................................

Ship collision cases can be a ship to ship......................................................................................

The sea route traffic has increased by .........................................................................................

This has led to an increase in the probability of ships confronting collision.

Also, higher the velocity,..............................................................................................................

If the ship has high tonnage and is heavily loaded, ...................................................................

Maritime Ship collisions have been the reason for many major sea accidents in the past,........................

...........................marine accidents as it leads to extreme adverse effects on human and marine

life.

..........................the collision of the ship Titanic to an Iceberg.

..........................the effects of collision can be more drastic in nature.

..........................greater the damage caused to the ship.

..........................the risk of accidents has also increased drastically.

..........................leaps and bounds and there has also been a sharp increase in the speed levels.

..........................results from a ship crashing into a still or floating object.

..........................day by day as the number of sailing ships is continuously increasing.

..........................floating object type of collision.

...........................in structural properties of a ship as a result of an impact with a solid structure.

...........................ship to floating object, ship to submarine or ship to still structure collisions.

...........................apart from other accidents such as ship grounding.

7. Find the right order (one has been done for you).

This is 700710720 -

Mayday -

Dolphin. Alpha-Bravo-Charlie-Delta –

The object ripped two holes in the hull plating just below the ER.

http://www.brighthub.com/engineering/marine/articles/27962.aspx








40

Towing is impossible while the ER remains flooded.

Hit an uncharted object, leaking – (4)

Require ‘Emergency Response Bag’ of magnetic patches and

divers.

Position 59 deg 00 min North 020 deg 05 min East –

8. Fill in the missing words.Mayday

This is 123123123 m/v C. Diver, ... sign Sierra-India-November-

Whisky. I ... assistance. A ... has just broken ... in engine ... Over.

C. Diver, this is m/v Wanderer. Message not .... Say ..., over.

Wanderer, this is C. Diver. ...: I am on ... in engine .... I ...

assistance. Over.

C. Diver, this is Wanderer. ...: What ... of assistance is required?

Over

Wanderer, this is C. Diver. I require foam .... ... hurry, fire is not

under .... Over.C. Diver, I am twenty miles behind you. Intention: I am ... to get

closer and ... a boat with the required .... Over.

9. Make sentences from the words in brackets.

a. (day, during, not to attack, pirates, usually, the)

b. (OOW, to receive, reports, every, weather, the, day)?

c. (vessels, to require, in, assistance, distress, always)

d. (not to jettison, dangerous, cargo, warning)!

e. (you, to do, thing, every, the, same, day)?

f. (the, rare, captain, meat, to enjoy)

10. Which is right?

Mayday

This is Fireball. I am (A. in fire; B. firing; C. on fire; D. making a

fire) in the (A. berth; B. living; C. accommodation; D. lounge).

My position is 75º two miles south (A. for; B. of; C. off; D. from) Euro Point. I (A. solicit; B. require; C. need; D. request) help.

Over.

Fireball, this is Gibraltar Station. Message received. Salvagevessel Hercules will (A. go; B. head; C. proceed to; D. set off)

you. Please contact (A. she; B. him; C. he; D. her) on channel 14.

Out.

11. Match the definitions with the underlined words.

(1) scheduled; (4) payable;

(2) expected to arrive; (5) the necessary;

(3) supposed to arrive; (6) at a suitable time in the future;

a. The baby is due in three weeks. b. Payment is due in 30 days.



41

c. The pilot is due at midnight.

d. You will receive notification of the results in due course.

e. He was found to have been sailing without due care and

attention.

f. He is due any minute.

12. Ask questions whose answers are the underlined words.

The Rambo was an oil tanker hired to carry oil and other commodities. It was carrying 650

tons of diesel and kerosene to a port off the Joy peninsula when it was attacked. At least five

explosive-laden rebel boats took part in the attack, and their crews consisted of both men and

women. On board the oil tanker was a cadet. He noticed that the watch officers were unable to

make a decision, so he asked permission to contact the rebels on VHF. Ten minutes later, the

visitors sailed away.

13. A virus has corrupted the following message. Read it carefully and make the

necessary corrections. over

Mayday Mayday

This is 70071072,

tanker Anne Tony,

call sign Alpha-November-December-Echo

collision with iceberg

require immediate assistance, singing

position: five miles from Cleopatra Lighthouse, Lebanon

14. Fill in the missing words, and then make up the distress message sent by the

captain when the fire was detected.

A fire … (started) on board Holy Grail, a … (ship that doesn’t carry liquid cargo) in the portof Camelot. Fortunately, it was extinguished before any vital installations were … (impaired). The fire was caused by a … (error) of one of the workers … (engaged) in the … (examine

thoroughly for repair or revision) of the vessel. … (no more than) a third of the ... (hands)died.

DISTRESS TRAFFIC CONTINUED: Further Procedures (Received Mayday / Mayday

Relay / Silence Mayday)



42

“Received Mayday”

When a vessel has received a Distress Alert from a distressed vessel, the radio operator

must wait and remain stand-by for a few minutes until acknowledgement from RCC has beenreceived. Any ship receiving a distress alert acknowledgement must transmit a “RECEIVEDMAYDAY” on VHF to the distressed vessel, in order to let the distressed vessel know that thealert was received.

Procedure and Structure

MAYDAY



43

-Name of the distressed vessel (3 x, her call sign uttered once)

- Identification of the vessel receiving the distress message (3x, call sign one time)

- Ending of the message (RECEIVED MAYDAY)

“RECEIVED MAYDAY” MV Ocean Queen – IRSL to distressed vessel Pearl Head

MAYDAY

Pearl Head

Pearl Head

Pearl Head – Victor Romeo Sierra Echo

This is Ocean Queen

Ocean Queen

Ocean Queen- India Romeo Sierra Lima

RECEIVED MAYDAY

“Received Mayday” (supplementary)

A vessel that has transmitted a “Received Mayday” must transmit a supplementary “ReceivedMayday” if she is “able to comply” – that is: within short range of the distressed vessel-giving

her identification, position and speed, her ETA at the distressed vessel and any other

important information.

Procedure and structure of a Supplementary Received Mayday

MAYDAY

- Name of the distressed vessel (3x, her call sign uttered once)

- Identification of the vessel able to comply (3x, call sign once)

- position, speed, ETA at the distressed vessel

-any other relevant data

-ending of the message

“RECEIVED MAYDAY” (supplementary) from MV Ocean Queen – IRSL on VHF

MAYDAYPearl Head

Pearl Head

Pearl Head – Victor Romeo Sierra Echo

This is Ocean Queen

Ocean Queen

Ocean Queen- India Romeo Sierra Lima

Information:

My position: bearing zero four five degrees from distress position – distance three

miles.

My course: zero three five degrees; my speed: one two knots.

ETA distress position is within two five minutes.OVER



44

“Mayday Relay”

If a vessel has noticed that a vessel in distress is not able to transmit a Distress Alert, she must

transmit a Distress Alert Relay (“Mayday Relay”) to the Rescue Co-ordination Centre or coaststation.

Procedure and Structure of a Mayday Relay

-Mayday Relay (3x)

-name of the coast station (3x)

- identification of the vessel transmitting a Mayday Relay (3x, call sign once)

- Mayday

- position of the vessel in distress

- any other relevant information

-ending of a message (MAYDAY REALY)

“MAYDAY RELAY” from MV Ocean Queen – IRSL

MAYDAY RELAY – MAYDAY RELAY – MAYDAY RELAY

Aveiro Radio - Aveiro Radio - Aveiro Radio

This is Ocean Queen

Ocean Queen

Ocean Queen – India Romeo Sierra Lima

MAYDAY

Vessel in position three eight degrees one zero minutes north / zero one eight degrees one

zero minutes East is on fire.

MAYDAY RELAY

“Silence Mayday”

When a Search and Rescue operation is in progress, the RCC or On-Scene Coordinator (OSC)

will instruct other vessels in the vicinity to keep radio-silence, unless they have messages aboutthe accident. Radio silence is imposed to other vessels by the phrase “Silence Mayday”.

Procedure and Structure of Silence Mayday

- Mayday

- All Stations (3x)

- identification of the coast station transmitting a silence mayday (1 time)

- time of transmission


SILENCE MAYDAY from Aveiro Radio to all ships on VHF



45

MAYDAY

ALL STATIONS – ALL STATIONS – ALL STATIONS

This is Aveiro Radio.

Time: one three one five hours UTC –

SILENCE MAYDAY

“Silence Fini”

The ending of SAR radio-communication after a SAR operation has been completed is

indicated with the phrase “Silence Fini”.

Procedure and structure

-Mayday

- All stations (3x)

-coast station’s identification-time of transmission

-name and call sign of the vessel in distress uttered once


Silence Fini from Aveiro Radio to all ships on VHF

MAYDAY

All stations- all stations – all stations-

This is Aveiro Radio.

Time: one four three zero hours UTC.

Pearl Head – Victor Romeo Sierra Echo-

SILENCE FINI

COMPREHENSION

Listen to the CD-ROM and answer the questions:

When is a received mayday transmitted?

When is a supplementary received mayday transmitted?

When must a Mayday Relay be transmitted?

Who transmits a Silence Fini message?

I.Role Play:




46

a) You are the distressed vessel “Anticosti – TSUR” in pos. 45 degrees 56 min. N /

015 degr. 28 min. W. You have collided with an unknown object. Vessel is sinking.

There are 18 crewmembers on board, three of whom have been injured. You

transmit a Distress Alert on VHF.

b) MV Seaborne- PWCV, position bearing 049 degrees from the distressed vessel, at

a distance of 4 miles, her course is 036 degrees and speed 11 knots. She reports that

she has received the distress alert from MV Anticosti – TSUR and informs that she

will arrive at the scene in 30 minutes.

c) MV Seaborne- PWCV, transmits a Distress Alert Relay to Gibraltar Strait

Information Centre when catching sight of a sinking vessel. The distressed vessel’s position is 28 degrees 14 minutes North, 019 degrees 10 minutes east.

d) At 0450 hours UTC, Gibraltar Strait Information Centre instructs all vessels in the

vicinity to keep radio silence if they do not have messages about the vessel indistress.

e) At 0550 hours UTC, Gibraltar Strait Information Centre announces all ships that the

SAR operation has been completed.

II. Give answers to the following questions:

a) When and by whom must a Received Mayday be transmitted? b) When must a Mayday Relay be transmitted?

c) When will a Silence Mayday be transmitted?

d) When will a Silence Fini be transmitted?

e) Why must the SMCP be used in VHF conversation?

f) What is the difference between Repeat and Say again in VHF communication?

g) What does Stand by imply in VHF communication?

III. Transform the following statements into SMCPs:

1) SRU Vendor will be the on-scene coordinator.

2) Vendor displays an orange flag and two red vertical lights.

3) SRU is underway to distress position to render assistance. Her position is 60 degr. 29 min.

S/ 030 degr. 53 min. E., her course is 135 degrees, her speed is 12 knots. ETA within 1 hour.

4) Request all ships to assist with search for missing person and report any result to On-scene

Coordinator.

5) Weather in distress position: wind SW 3; visibility is moderate; the sea is smooth; current

2.5 knots to SW.

6) End of SAR operations. The search for missing person is stopped; no one was found

Distress Communication



47

a) NO 1. You are the vessel “Emma Maersk – OYGR2” in pos. 53 degrees 23 min. N /024 degr. 13 min. W. Your vessel was attacked by Somali pirates with rocket propelled

grenades. Vessel is on fire. There are 25 crewmembers on board, three of whom are

injured and four have been taken hostages. You ask for assistance on VHF.

b) NO.2. MV Jupiter- JGES, position bearing 024 degrees from you, at a distance of 3

miles, her course is 038 degrees and speed 16 knots. She reports that she has received

your distress alert and informs that she will arrive at the scene in 40 minutes.

c) NO.3. MV Jupiter- JGES, transmits a Distress Alert Relay to Nova Bossa Radio. The

position of Emma Maersk is 31 degrees 12 minutes North, 027 degrees 13 minutes West.

d) NO.4. At 0350 hours UTC, Nova Bossa Radio instructs all vessels in the vicinity to

keep radio silence if they do not have messages about the vessel in distress.

e) NO.5. At 0655 hours UTC, Nova Bossa Radio announces all ships that the SAR

operation has been completed.

Draw up messages according to each corresponding piece of information:

NO.1. MV Ventulus (MMSI-Code 913 172 000 – call sign RAKP-) with reduced

manoeuvrability due to problems with main engine – requests tug assistance and advises all

vessels to keep clear. Her position is 32 degr. 16 min. N / 004 degr. 32 min. E.

NO. 2. MV Seaborne (call sign TKML) transmits a message on VHF. Her position is 14 degr.

29 min. N /032 degr. 18 min. E. Her engine room and bridge are on fire. Crew are abandoning

ship. There are 26 members on board. Four of them have been injured and two were killed.

Two lifeboats have been launched.

NO. 3. MV Kubal (MMSI - Code 268 643 000 – call sign BBLA), in position bearing 125

degrees from Boyle Light, distance 3 miles, time: May 15 at 1440 UTC, reports that there is nolight on Buoy AL -3 in position 130 degrees from Boyle Light, distance 2 miles.

NO. 4. MV Antigona (call sign BCSE) is on fire. Her position is 18 degr. 10 min N /028 degr.

20 min E. Fire has been located in the engine room and in No. 2 hold. The vessel is sinking and

the crew are abandoning her. Crew consists of 18 members, 8 of whom have been injured – one

crewmember was killed. Antigona is going to put two lifeboats in the water.

NO. 5. MV Borno (call sign ANLI) is on fire. Her position is 29 degr. 19 min. N / 042 degr. 17

min. E. Fire is detected in the engine room and in the superstructure. Fire cannot be extinguished

by vessel’s own equipment. There is danger that the vessel will explode. Crew consists of 20

members, 6 of whom were injured and 3 killed.

UNIT 6

VHF COMMUNICATION: URGENCY & SAFETY



48

SPEAKING

Describe the images below.

Which image indicates that there is serious danger for vessel and crew?

Which image indicates that there is imminent risk for navigation?

12

In radiotelephone communications, a call of three repetitions of pan-pan is used to

signify that there is an urgency on board a boat, ship, aircraft, or other vehicle but that, for the

time being at least, there is no immediate danger to anyone's life or to the vessel itself. This is

referred to as a state of urgency. This is distinct from a Mayday call, which means that there is

imminent danger to life or to the continued viability of the vessel itself.

Thus, "pan-pan" informs potential rescuers (including emergency services and other

craft in the area) that a safety problem exists whereas "Mayday" will call upon them to drop all

other activities and immediately initiate a rescue attempt.

Procedure and structureExample of an Urgency Message on VHF:

Announcement and message on VHF by “MV Garland GFCC”

FORMAT:Address and Identify:

http://en.wikipedia.org/wiki/Radiotelephone

http://en.wikipedia.org/wiki/Boat

http://en.wikipedia.org/wiki/Ship

http://en.wikipedia.org/wiki/Aircraft

http://en.wikipedia.org/wiki/Vehicle

http://en.wikipedia.org/wiki/Mayday_(distress_signal)

http://en.wikipedia.org/wiki/Mayday_(distress_signal)

http://en.wikipedia.org/wiki/Vehicle

http://en.wikipedia.org/wiki/Aircraft

http://en.wikipedia.org/wiki/Ship

http://en.wikipedia.org/wiki/Boat

http://en.wikipedia.org/wiki/Radiotelephone



49

PAN PAN (3x)

ALL STATIONS (3X)

This is MV ....../call sign (3x)

Spoken Message: - the position of the vessel

- time of transmission (not required)

- nature of danger and relevant data- any other important information and requirements

- THE ENDING OF THE MESSAGE

TRANSMISSION:

Address PAN PAN- PAN PAN- PAN PAN

and

ALL STATIONS, ALL STATIONS, ALL STATIONS

Identify:

This is MV Garland – Golf Foxtrot Charlie Charlie

MV Garland – Golf Foxtrot Charlie CharlieMV Garland – Golf Foxtrot Charlie Charlie

Spoken Message:

My position five six degrees one eight minutes N/ zero

degrees three seven minutes E.

I am manoeuvring with difficulty. I have problems

with main engine.

I require tug assistance.

Advice: all ships keep clear.

OVER.

Procedure and structure of an Urgency Message (MMSI included)

After the transmission of a DSC Urgency Call switch the transmitter to VHF Channel 16 or

frequency 2182 kHz (if not automatically controlled) and commence the urgency traffic as

follows:

PAN PAN (repeated three times)

ALL STATIONS (repeated three times)

THIS IS

- the 9-digit MMSI of the vessel plus name / call sign or other identification- the position of the vessel

- the text of the urgency message

- the ending of the message.

PAN PAN PAN PAN, PAN PAN

ALL STATIONS ALL STATIONS ALL STATIONS

THIS IS TWO-ONE-ONE-TWO-THREE-NINE-SIX-EIGHT-ZERO

MOTORVESSEL "BIRTE" CALL SIGN DELTA ALPHA MIKE KILO

POSITION SIX TWO DEGREES ONE ONE DECIMAL EIGHT MINUTES NORTH

ZERO ZERO SEVEN DEGREES FOUR FOUR MINUTES EASTI HAVE PROBLEMS WITH ENGINES



50

I REQUIRE TUG ASSISTANCE

OVER.

Examples of standard phrases used in Urgency Traffic

An urgency traffic always has to commence with stating the position of the calling vessel if it isnot included in the DSC alert.

Technical failure 1. I am / MV ... not under command.

2. What problems do you have / does MV ... have?

I have / MV ... has problems with engine(s) / steering gear / propeller / ... .

3. I am / MV ...is manoeuvring with difficulty.

4. Keep clear of me / MV ... .

5. Navigate with caution.

6. I require / MV ... requires tug assistance / escort / ... .

7. I try / MV ... tries to proceed without assistance.

8. Stand by on VHF Channel ... / frequency ... .9. Standing by on VHF Channel ... / frequency ... .

Cargo

1. I have / MV has ... lost dangerous goods of IMO-Class ... in position ... .

2. Containers / barrels / drums / bags / ... with dangerous goods

of IMO-Class ... adrift near position ... .

3. I am / MV ... is spilling

~ dangerous goods of IMO-Class ... in position ...

~ crude oil / ... in position ... .

4. I require / MV… requires oil clearance assistance - danger of pollution.

5. I am / MV ... is dangerous source of radiation

Ice damage 1. I have / MV ... has damage above / below waterline.

2. What kind of assistance is required?

I require / MV ... requires

~ tug assistance.

~ ice-breaker assistance / escort / ... .

3. I have / MV ... has stability problems due to heavy icing.

4. Can you proceed without assistance?

Yes, I can proceed without assistance.

No, I cannot proceed without assistance.

SAFETY

Safety – to be used when the message contains an important navigational and meteorological

warning.

Procedure and structureExample of a Safety Message on VHF:



51

Announcement and message on VHF by “MV Explorer GBUT”

FORMAT:

Address and Identify:

SECURITE (3X)

ALL STATIONS/SHIPS (3X)

This is M.V. ........./call sign (3X)

Spoken Message: - the position of the vessel

- time of transmission according to UTC

- nature of imminent risk for navigation and relevant data

- any other important information and requirements.

TRANSMISSION:

Address SECURITE SECURITE SECURITEand ALL STATIONS, ALL STATIONS, ALL STATIONS

Identify: This is MV Explorer – Golf Bravo Uniform Tango

MV Explorer – Golf Bravo Uniform Tango

MV Explorer – Golf Bravo Uniform Tango

Spoken Message:

My position bearing two five nine degrees from Falls

Light, distance one decimal five miles.

Time: April twenty – one three four five hrs. UTC.

Information:

Buoy Foxtrot Lima – one in position two five nine

degrees from Falls Light, distance two miles, missing.

OUT

Procedure and structure of a Safety Message (MMSI included)

After the transmission of a DSC Safety Call switch the transmitter to VHF Channel 16 or

frequency 2182 kHz (if not automatically controlled) and transmit the safety message as

follows:

SÉCURITÉ (repeated three times) ALL STATIONS (or all ships in a specific geographical area, or to a specific station)

(repeated three times)

THIS IS

- the 9-digit MMSI of the vessel plus name / call sign or other identification

- the text of the safety message.

SÉCURITÉ SÉCURITÉ SÉCURITÉ

ALL SHIPS ALL SHIPS ALL SHIPS IN AREA PETER REEF

THIS IS TWO-ONE-ONE-TWO-THREE-NINE-SIX-EIGHT-ZEROMOTORVESSEL "BIRTE" CALL SIGN DELTA ALPHA MIKE KILO



52

DANGEROUS WRECK LOCATED IN POSITION TWO NAUTICAL MILES

SOUTH OF PETER REEF

OUT

Examples of standard phrases used in Safety Communications

A. Meteorological and hydrological conditions I. Winds, storms, tropical storms, sea state

1. What is wind direction and force in your position / in position ... ?

Wind direction ...(cardinal points/half cardinal points), force Beaufort ... in my

position / in position ... .

2. What wind is expected in my position / in position ... ?

The wind in your position / in position ... is expected

~ from direction... (cardinal points/half cardinal points), forceBeaufort ... .

~ to increase / decrease.

~ variable.

3. What is the latest gale / storm warning?

The latest gale / storm warning is as follows:

Gale / storm warning. Winds at ... hours UTC in area ... (met.area) from direction

...(cardinal points/half cardinal points) and force Beaufort ...

backing/veering to ... (cardinal points/half cardinal points).

4. What is the latest tropical storm warning?

The latest tropical storm warning is as follows:

Tropical storm warning at ... hours UTC. Hurricane... (name) / tropical cyclone / tornado /

willy-willy / typhoon ... (name) with central pressure of ... millibars / hectopascals located in

position ... Present movement... (cardinal points/half cardinal points) at ... knots. Winds of ...

knots within radius of ... miles of centre. Seas smooth/moderate/rough/high. Further

information on VHF Channel ... / frequency ... .

5. What is the atmospheric pressure in your position / in position ... ?

The atmospheric pressure in my position / in position ... is ...

millibars/hectopascals.

6. What is the barometric change in your position / in position ... ?

The barometric change in my position / in position ...is ... millibars / hectopascals per hour / within the last ... hours.

The barometer is steady / dropping (rapidly) / rising (rapidly).

7. What maximum winds are expected in the storm area?

Maximum winds of ... knots are expected

~ in the storm area.

~ within a radius of ... kilometres / miles of the centre.

~ in the safe / dangerous semicircle.

8. What is sea state in your position / in position ... ?



53

The smooth/moderate/rough/high sea - slight/moderate/heavy swell in my position

/ in position ... is ... metres from... (cardinal points/half cardinal

points).

9. Is the sea state expected to change (within the next hours)?

No, the sea state is not expected to change (within the next hours).Yes, a sea / swell of ... metres from ... (cardinal points/half cardinal points)

is expected (- within the next hours).

10. A tsunami / an abnormal wave is expected by ... hours UTC.

II. Restricted visibility

1. What is visibility in your position / in position ... ?

Visibility in my position / in position is ... metres / nautical miles

Visibility is restricted by mist / fog / snow / dust / rain.

Visibility is increasing / decreasing / variable.

2. Is visibility expected to change in my position / in position ... (within the nexthours)?

No, visibility is not expected to change in your position / in position... (within the

next hours).

Yes, visibility is expected to increase / decrease to ... metres / nautical miles in

your position / in position ... (within the next hours).

Visibility is expected to be variable between ... metres / nautical miles in your

position / in position ... (within the next hours).

III. Ice1. What is the latest ice information?

Ice warning. Ice / iceberg(s) located in position ... / reported in area around ...

No ice located in position ... / reported in area around ... .

2. What ice situation is expected in my position / area around ... ?

Ice situation is

~ not expected to change in your position / area around ... .

~ expected to improve / deteriorate in your position / area around ... .

Thickness of ice is expected to increase / decrease in your position / area around ... .

3. Navigation is dangerous in area around ... due to floating ice / pack ice / iceberg(s).

4. Navigation in area around ... is only possible

~ for high-powered vessels of strong construction .

~ with ice-breaker assistance.5. Area around ... temporarily closed for navigation.

6. Danger of icing in area around ... .

IV. Abnormal tides

1. The present tide is … metres above / below datum in position ... . 2. The tide ... is metres above/below prediction.

3. The tide is rising / falling.

4. Wait until high / low water.

5. Abnormally high / low tides are expected in position ... at about ... hours UTC /

within ... hours.6. Is the depth of water sufficient in position ... ?



54

Yes, the depth of water is sufficient in position ... .

No, the depth of water is not sufficient in position ... .

The depth of water is ... metres in position ... .

7. My draft ... is metres - can I enter / pass ... (charted name of place)?

Yes, you can enter / pass … (charted name of place).

No, you cannot enter / pass… (charted name of place) - wait until ... hoursUTC.

8. The charted depth of water is increased / decreased by ... metres due to sea state /

winds.

B. Navigational warnings involving:

Land- or seamarks Defects

...( charted name of light / buoy) in position ...

~ unlit / unreliable / damaged / destroyed / off station / missing.

Alterations

2 ... ( charted name of lightbuoy / buoy) in position ...~ (temporarily) changed to ...(full characteristics).

~ (temporarily) removed.

~ (temporarily) discontinued.

New and moved

3. ...( charted name of light / buoy) ...(full characteristics)

~ established in position ... .

~ re-established in position ... .

~ moved ... kilometres / nautical miles in ... (direction) to position ... .

4. (Note: Only for major fog signal stations).

Fog signal ...( charted name of light / buoy) in position ... inoperative.

Drifting objects Superbuoy / mine / unlit derelict vessel / ... (number) container(s) adrift in vicinity

...(position) at ...(date and time if known).

Electronic navigational aids

1.GPS/GLONASS Satellite ...(number) unusable from ... (date and time) to ...(date and

time).Cancel one hour after time of restoration.

2. LORAN station ...(name or number of master / secondary) off air from ...(date and

time) to... (date and time). Cancel one hour after time of restoration.3. RACON/RAMARK/ERICON ... (name of station) in position ... off air from ...(date

and time) to... (date and time). Cancel one hour after time of restoration.

Sea bottom characteristics, wrecks

Use REPORTED when position is unconfirmed, and use LOCATED when position has

been confirmed by survey or other means

1.Uncharted reef / rock / shoal / dangerous wreck / obstruction

reported / located in position ... .

2.Dangerous wreck in position... marked by ... (type) buoy ...(distance inkilometres/nautical miles ) ...(direction).



55

COMPREHENSION

I. Look at these statements and decide whether Distress, Ur gency, or Safety proceduresshould be used:

a) 100 miles southwest of Landsend engine broken down.

Require tug assistance. .......................................

b) From Harbourmaster Falmouth yacht Belinda overdue on voyage

c) from Cromer to Falmouth left Cromer 10th March report any

sightings to Loyds London. ........................................

d) Diving operations in progress at nine north platform ship movement

within a radius of 500 metres prohibited until further notice. ........................................

e) Ship holed in engine room. Sinking. Requests immediate

assistance. .........................................f) Gale warning southwest gale force winds imminent in sea

Areas Dover Thames. .........................................

g) 52.30 North 16.20 West fire in number two hold ships in vicinity please stand by. .......

II. For each piece of information in a, b and c, draw up a message:

a) “MV Empress” requires tug assistance

MV Empress (MMSI-Code 286 172 000 – call sign ZAKP-) with reduced manoeuvrability due

to problems with main engine – requests tug assistance and advises all vessels to keep clear. Her

position is 59 degr. 25 min. N / 000 degr. 52 min. E.

b) “MV Nordic Star” reports that a buoy is unlit

MV Nordic Star (MMSI - Code 668 743 000 – call sign GBLA), in position bearing 145 degrees

from Boyle Light, distance 3 miles, time: May 13 at 1340 UTC, reports that there is no light on

Buoy AL -2 in position 140 degrees from Boyle Light, distance 2.5 miles.

c) MV Seaborne reports a fire on board

MV Seaborne (call sign DKEL – MMSI Code 235 786 000) transmits a message on VHF. Her

position is 24 degr. 29 min. N / 042 degr. 18 min. E. Her engine room and bridge are on fire.Crew are abandoning ship. There are 26 members on board. Four of them have been injured

and two were killed. Two lifeboats have been launched.

III. Transform the following statements into standard phrases:

a) Vessel is unmanoeuvrable due to problems with main engine.

b) Other traffic in the vicinity is asked to keep clear.

c) Vesssel is losing dangerous substance (IMO – class 6).

d) There is immediate risk of pollution.

e) We are performing dangerous operation is posn. 69 degr. 29 min. N / 042 degr. 53 min. E.Traffic is requested to keep distance from us.



56

Visibility is reduced due to fog.

UNIT 7



57

SEARCH AND RESCUE

Listen to the CD-ROM (IMLP) and write down the conversation between the two

ships.

What is the purpose of SAR organizations?

Describe the images below and try to guess what might have happened.

SAR-organizations have been established in territorial- and high-seas areas

to perform co-ordination and render services in cases of distress. These services are provided

within a Search and Rescue Region (SRR), which is associated with a Rescue-Co-ordination

Centre (RCC). When a SAR operation is started, a SAR Mission Co-ordinator (SMC) at the

Rescue Co-ordination Centre will guide the operation until rescue has been effected or it has

become apparent that further efforts will be hopeless.

The SMC will designate a vessel in the vicinity of the distressed vessel or aircraft that

participates in the search as the On-Scene Coordinator (OSC) until a Search and Rescue Unit

(SAR-vessel) is available at the spot. The OSC must co-ordinate on-scene activities and must

ensure that reliable communications are maintained. Vessels that are able to render assistance

because they are in the vicinity of the distressed unit are "able to comply" and must

transmit a "Received Mayday" as soon as they have received a DSC-acknowledgement

from a coast station.

SITUATION REPORT (SITREP)


http://www.google.ro/imgres?q=vessel+in+distress&hl=ro&biw=1280&bih=577&gbv=2&tbm=isch&tbnid=7ForohJiK3f_7M:&imgrefurl=http://nfsl.navy.mil.ph/&docid=wbYsG7_npxv0UM&imgurl=http://nfsl.navy.mil.ph/images/Navy%252520responds%252520to%252520craft%252520in%252520distress.jpg&w=500&h=350&ei=UivNT4fNFoLotQa68YnABg&zoom=1&iact=hc&vpx=250&vpy=210&dur=68&hovh=188&hovw=268&tx=139&ty=94&sig=115216491994612148675&page=2&tbnh=122&tbnw=163&start=18&ndsp=24&ved=1t:429,r:13,s:18,i:136




58

A situation report (SITREP) is transmitted by the Rescue Co-ordination

Centre (RCC) and On-Scene-Co-ordinator (OSC) to all vessels and other stations as soon as

details of the incident or accident have become clear enough to indicate SAR involvement.

A SITREP is transmitted by the OSC to keep the SAR Mission Co-ordinator (SMC)

informed of on-scene mission progress and conditions. A SITREP is also transmitted by an

assisting vessels and helicopters to inform the OSC. The short-form SITREP is used to provide

the earliest notice of an emergency.

Short-form SITREP (earliest notice of emergency) by San Juan Rescue Co-ordination

Centre on Sept. 12 15.20 hrs. Identity of casualty: Dutch ore-carrier Pacific Star - Papa Kilo

Delta Echo of 85,000 GT - owned by Jansen-Shipping Netherlands), on fire in posn. 21 degr. 0

min. S / 068 degr. 16 min. W. (Search & Rescue-Region Brazil), underway from Sao Paulo to

Cape Town; number of crew: 12. Fire-fighting assistance is required.

- Priority (distress / urgency) Distress

- Date and Time September 12

Time: 1520 hrs UTC

- From RCC San Huan Rescue Coordination Centre

- To All vessels in vicinty of position

21 degr. 0 min S / 068 degr. 16 min W

- SAR SITREP number 1

- Identity of casulaty Pacific Star - PKDE

(name, call sign, Flagstate) Dutch registration

- Position (latitude / Longitude) In position 21 degr 16 min W

- Situation: Message Distress

Date and time September 12 at 1520 hrs UTC

Nature of distress Pacific Star is on fire

- Number of persons at risk 12

- Assistance that is required Fire fighting assistance and SAR

- Co-ordinating Centre San Juan Rescue CoordinationCentre.

The full form SITREP transmitted by RCC is used to pass amplifying or updating

information during a SAR operation. Additional operation must include:

- Detailed description of the vessel

- On scene weather conditions

- Actions already taken

- Search area, as planned by RCC.




59

Full-form SITREP transmitted by SAR-vessel "Vendor" to inform the RCC on Sept. 12 1610

hrs. Helicopter- and oil-clearance assistance are required. Fire fighting started - 5

crewmembers from lifeboat taken o/b Vendor; number of injured persons: 3.

ZJRU and BCHH are able to comply. Weather good with NW winds 3 to 4 B. - overcast

with good visibility - Sea State 4 (moderate). Contact with helicopter-station soon; VHF Ch.

67.

- Priority (distress / urgency) Distress

-From Search and Rescue Unit Vendor

Time: 1520 hrs UTC

- To San Huan Rescue Coordination Centre

- SAR SITREP 2

- Identity and casualty Pacific Star- PKDE Dutch Registration

- Position (Latitude /longitude) 21 degr. 0 min S / 068 degr. 16 min W

- Description of Emergency Pacific Star on fire

- Situation: Message Distress

Date and time September 12 at 1610 hrs UTC

Nature of distress fire

- Number of persons at risk 12

- Assistance that is required Helicopter assistance/ oil clearnace

assistance

- Co-ordinating Centre San Juan Rescue Coordination Centre.

- Description of casualty ore carrier of 85,000 GT, owned by

Jansen-Shipping Netherlands / underway

from Sao Paolo to Cape Town

- On-scene weather Wind NW Beaufort force 3/4b – overcast

good visibility

Sea state: code 4 (moderate)

- Initial actions take: Fire fighting started / 5 crewmembers

Taken on board from a life boat

- Search area Brazil SRR

- Coordinating instructions OSC: SRU Vendor / vessels complying:

ZJRU and BCHH / Communication on

channel 67

- Future plans Will establish contact with helicopterstation asap

- Additional information and conclusion Number of injured persons on board: 3.

COMPREHENSION



60

I. Choose one suitable word:

Small or.............(1) massive/ enormous/ great fire s, flooding that will cause such a(n)

...........(2) inclination/ bending/ list that the vessel will capsize and be wrecked, collisions,groundings, acts of piracy, persons overboard, .................(3) inquiries/ injuries/infirmities and

casualties, major environmental pollutions, minor damages or damages beyond repair any

................(4) occurrence/misfortune/mishap, accident or disaster will inevitably have

consequences for the vessel and cargo, her crew and the environment. These consequences may

range from catastrophic to ......................(5) minimal/minor/minimum.

When there is a total loss of ship and/or cargo, loss of lives, or a ....................(6)

widespread/widened/disseminated and severe environmental damage, we speak of catastrophic

consequences. When there is severe damage to ship and/or cargo, when seriously...............(7)

wounded / injured / hurt persons require hospitalisation, or when there is severe environmental

damage, we speak of major consequences.

When there is significant damage to ship and/or cargo, when injured persons ...............(8)need/requests/require medical attention, or when there is significant local damage to theenvironment, we speak of moderate consequences.

II. Project: Transmit by VHF or in written form the bold assignment:

Role Play:

- Role A: Distressed vessel: Bulgarian Container-carrier Pearl Head – VRSE of 85,000 GT-

Owner: Kandinsk-Shipping Varna-Bulgaria, underway from Sao Paulo to Norfolk-

USA., on fire in pos. 36 degr 49 min N/ 075 degr.25 min W. Date: Sept 28

- Role B: RCC Norfolk Radio (Search & Rescue-Region USA)

- Role C: MV Seaborne- IRSL (able to comply)

- Role D: MV Empress- ZAKP (able to comply)

- Role E: Search and Rescue Unit (SRU) Vendor

1- MV Pearl Head transmits a MAYDAY on VHF.

2- RCC Norfolk Radio transmits a written message by Inmarsat to indicate to all vessels

in vicinity to report to Pearl Head. Time: Sept. 28 1250 hrs. UTC.

3- Seaborne transmits a Received Mayday on VHF.

4- Empress transmits a received Mayday on VHF.

5- Seaborne transmits a Supplementary Received Mayday

6- Empress transmits a Supplemenatry Received Mayday. 7- A NAVTEX message is transmitted to all vessels: Search & Rescue Unit Vendor will

act as On-scene Coordinator and must start SAR operations. SRU-Vendor is aleardy in

Pearl Head’s vicinity and proceeds towards her position. RCC transmits a Silence Fini at 1300 hrs UTC.

8- SRU Vendor Tranmits a written short-form SITREP by Inmarsat to RCC-Norfolk

radio (SAR-Region USA).

9- SRU Vendor has reached Pearl Head and transmits a VHF message to all vessels at

1310 hrs. UTC.

10- Seaborne transmits a VHF message to all vessels at 13.15 hrs UTC.

She reports that she is in distressed position and has taken on board 10 survivors from

one lifeboat. There are 2 persons with injuries and they need hospitalization. She willassist with fire-fighting operation.



61

11- Empress transmits a VHF message to all vessels at 13.20 hrs. UTC.

She reports that she is in distressed position and has taken on board 8 survivors from

one lifeboat. There are 4 persons with injuries.

III. Fill in thre balnks with one suitable word:

1. I will .................cargo to stop listing.

2. MV Christina ..........tug assistance.

3. Keep ..........lookout and report to the Master.

4. They are ............... radar search.

5. What is the result of the search? The result of search is positive. ......vessel in

position 018 degr.21 min. N, 23 degr. 12 min. S.

6. I will proceed to pick up the survivors. .............. lifeboats.

7. In smooth water and when sailing straight ahead the ship is usually at ...... keel.

8. …….ground is reported in the anchorage.

9. By ..... draft is understood the distance from the water line to the highest point of the

vessel.

10. Please check the ..........gear before commencing cargo operations.

11. The surface of the cargo is constantly made equal by special pumps in

……circumstances.12. The pilot will ……. the ship that has requested pilotage.

13. The pilot …….is waiting for the incoming vessel.

14. M V Ulysses ………sail last week.

15. During the voyage they met with ……..swell.

16. Sailing in …….waters requires avoiding crossing vessels.

17. The ship was deviated from the course by the …….cur rents.

18. The master asked the bosun to ……..the chain.19. The shore …..are prepared to load the ship.

20. Five minutes ago we received a gale …….. .

UNIT 8



62

ROUTINE COMMUNICATION

As it was mentioned in UNIT 1, a Routine Message is transmitted to ensure safe

navigation. Routine communication comprises intership communication, exchange of data in port

operations, communication between vessels and VTS-stations, inshore radar stations, pilot

stations, bridges and locks.

A non-GMDSS vessel announces a routine message on the VHF by addressing the receiving

station or ship, after which she identifies herself by giving name and call sign.

This method is called "Address and Identify". The receiving station will then acknowledge the

reception of the announcement by using the same method.

If conditions for establishing contact are unknown or expected to be bad, the addressing

and identification must be done three times.

("Holly Radio - Holly Radio - Holly Radio - this is MV Christina Papa Kilo Alfa Hotel - MV

Christina Papa Kilo Alfa Hotel - MV Christina Papa Kilo Alfa Hotel").

When conditions are good, the best way to establish contact is to address once, and identify

twice ("Halifax Radio, this is this is MV Christina, MV Christina Papa Kilo Alfa Hotel"). After

first contact has been established, addressing and identification is done only once.

Example of a Routine Message on VHF by NQN-GMDSS WES,

Announcement on VHF by MV Christina – PKAH (non- GMDSS vessel) calling Holly

Radio; acknowledgement by Holly Radio

Address Holly Radio - Holly Radio - Holly Radio

and

Identify: This is MV Christina (Papa Kilo Alfa Hotel)

MV Christina (Papa Kilo Alfa Hotel)

MV Christina (Papa Kilo Alfa Hotel)

On VHF-channel one three;

How do you read me? OVER

Address: Christina

Christina

and Christina Papa Kilo Alfa Hotel

Identify: This is Holly Radio

Holly Radio

Holly Radio

I read you signal strength four –

................................................

OVER




63

Calling unknown vessel

If a message must be transmitted to a vessel whose name and call sign are unknown, the

address must be made to all vessels, followed by the address to the unknown vessel by

indicating her position.

Announcement of the message is allowed on channel 16.

On GMDSS-vessels the MMSI-code of an unknown vessel can be read from the radar display

with the Automatic Identification System (AIS).

After the announcement has been acknowledged, communication will be continued on a VHF-

channel that is chosen by the receiving station or vessel.

Urgent Message

In case of an urgent message (note: not an Urgency message!) the phrase How do you read me?

will be left out. Instead, the actual message will follow immediately after identification.

Urgent Routi ne message on VHF: MV Christina – PKAH to unknown vessel in pos. 2 cables

S of Boyle Light to indicate that Christina is at anchor and unknown vessel is on a collision

course. She must alter her course to starboard side.

Address: All vessels, all vessels, all vessels.

and

Identify: This is MV Christina

MV Christina

MV Christina Papa Kilo Alfa Hotel.

Message: Information: I am at anchor in the middle of the fairway.

Warning: you are steering a dangerous course;

Advice: you must alter course to starboard;

Repeat: you must alter course to starboard.

OVER

GMDSS – vessels announce a routine message through Digital Selective Calling (DSC). After

the DSC acknowledgement has been received, the conversation will continue on a VHF-channel

that is chosen by the receiving station or vessel.

Procedure and structure.

Example of a Routine Message on VHF by GMDSS VESSEL.



64

Message after DSC-announcement by MV Cathar – IRSL and acknowledgement by Holly

Radio. MV cathar wishes to know whether she requires pilotage.

Message

Holly Radio,

This is Cathar – India Romeo Sierra Lima.

Question: Must I take a pilot?

OVER

Cathar- India Romeo Sierra Lima,

This is Holly Radio.

Answer: no, pilotage not compulsory.

OUT

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).

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

POSREP

Alpha

Bravo

Charlie

- Vessel's name + Call Sign

- Day of month + t ime (UTC/Local/Zone)

- Position: latitude + longitude- Position: as a bearing and distance from a fixed point



65

Delta

MAREP

EchoFoxtrot

Golf

Hotel

India

Juliet

Kilo

Lima

Mike

NovemberOscar

Papa

Quebec

Romeo

Sierra

Tango

Uniform

Victor

Whiskey

X-Ray

YankeeZulu

- True course- Speed (in knots)

- Last port of departure

- Time and point of entry info the system

- Destination + ETA

- Deep-sea or local pilot

on board

- Time of exit from the system

- Intended track

- VHF-channels guarded

- Time of next report

- Draft

- Cargo (type and quantity)

- Any deficiencies or limitations

- Any pollutants or dangerous goods o/b

- Weather conditions

- Ship's representative or owner

- Size and type of vessel

- Medical personnel

- Number of persons o/b

- Any other useful information

- Request to relay rep ort to other system- End of report.

Listening skills: Recording of a coastal radio station (CD ROM, Plucinska 2004).

SHIP REPORTING SYSTEMS - EXAMPLES

Example1



66

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 andGeographical Position for Submitting Reports

The International Maritime Organisation (IMO) adopted theMANDATORY 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.

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 inthe 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



67

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 onreaching 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) Palau 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.

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 navigationin 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 andSouthern 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 notcomply 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).



68

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 andFrench 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 alsorequired to report.

Inshore Traffic Zones

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 trafficzones. 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.


1. 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 SolitarySeagull – 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 VHFchannels guarded are 20 and 24.



69

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

ALFA

BRAVOCHARLY

DELTA

ECHO

FOXTROT

GOLF

HOTEL

INDIA

JULIETT

KILO

LIMAMIKE

NOVEMBER

OSCAR

PAPA

QUEBEC

ROMEO

SIERRA

TANGO

UNIFORM

VICTOR

WHISKEYYANKEE

ZULU

After you have made your MAREP/POSREP report read it slowly and aloud and record it.

15. Four sententces in the text below consist of jumbled words or parts. Rewrite these

sentences by putting the words or parts separated by the slash (/) in the right order:

At 1645 hours the Master took over the con of the ship advising the OOW.put steering

ship was on The hand. At the same time the engine speed was reduced from full sea speed

to full ahead on the telegraph setting. End of passage was recorded at 1654 hours as the

ship altered course and steadied onto a heading of 327 degrees, the approach course to the

pilot boarding area south of Hanko No.6 buoy. that the ship / Hanko No.1 beacon abeam

/ was passing / the OOW / At the same time / advised the pilot stati on . The Pilot advised

the ship that due to the weather conditions he would board the “City of Sunderland” to thenorth 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 fr om 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



70

reduced to less than a mile in the snow showers. The OOW’s last duty was to mark thecourse recorder for arrival at Hanko before leaving the bridge.

16. Supply the missing words:

- helm - order - steady - course - turning - ship - steady as she goes - deflection

- watch - steering

Altering the courseIf 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 says5.__________ . 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.__________.

17. 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.

While drifting without power she came into contact with an unlit 10.__________ .

There has been a 11.__________ between a Liberian tanker and a Japanese

container vessel in position 225° six miles off Fishaven Point. Stand by to render

12.__________.

What is your heading? Over.F.S.I.S., I shall stand by to render assistance. My 13.__________ is 030°. Over.



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UNIT 9



72

VTS STANDARD PHRASES

What is the purpose of VTS?

What is VTS designed for?

What is the purpose of the traffic image?

A vessel traffic service (VTS) is a marine traffic monitoring systemestablished by harbour or port authorities, similar to air traffic control for aircraft. Typical VTS

systems use radar, closed-circuit television (CCTV), VHF radiotelephony and automatic

identification system to keep track of vessel movements and provide navigational safety in alimited geographical area.

A service implemented by a competent authority, VTS is designed to improve the safety

and efficiency of navigation, safety of life at sea and the protection of the marine environment.

VTS is governed by SOLAS Chapter V Regulation 12 together with the Guidelines for Vessel

Traffic Services [IMO Resolution A.857(20)] adopted by the International Maritime

Organization on 27 November 1997.

The VTS traffic image is compiled and collected by means of advanced sensors such as radar,

AIS, direction finding, CCTV and VHF or other co-operative systems and services. A modern

VTS integrates all of the information in to a single operator working environment for ease of

use and in order to allow for effective traffic organization and communication.

Operator Working Position from Helsinki, Finland, VTS covering the area fromEmäsalo to Inkoo. The image shows a typical state-of-the-art integrated operator working

position. In areas that are covered with VTS there are certain procedures for vessels to follow

such as Area Procedures, Sector Areas, Arrival and Departure Reports, Approach Procedures,

Pilotage Procedures and many more. Each of the above procedures are named with respect to

the area that they serve. For example in Norway, Oslofjord the Area Procedures are called

"OSL1" and "OSL3" and in Netherlands, Rotterdam, Maas Approach and Maas Entrance are

called "RTM2" and "RTM6" respectively.

A VTS should always have a comprehensive traffic image, which means that all factors

influencing the traffic as well as information about all participating vessels and their intentions

should be readily available. By means of the traffic image, situations that are developing can

be evaluated and responded upon. The data evaluation depends to a great extent on the qualityof the data that is collected and the ability of the operator to combine this with an actual or

http://en.wikipedia.org/wiki/Air_traffic_control

http://en.wikipedia.org/wiki/Radar

http://en.wikipedia.org/wiki/Closed-circuit_television

http://en.wikipedia.org/wiki/VHF

http://en.wikipedia.org/wiki/Automatic_identification_system


http://en.wikipedia.org/wiki/International_Convention_for_the_Safety_of_Life_at_Sea

http://en.wikipedia.org/wiki/International_Maritime_Organization


http://en.wikipedia.org/wiki/Automatic_Identification_System

http://en.wikipedia.org/wiki/Helsinki

http://en.wikipedia.org/wiki/Finland

http://en.wikipedia.org/wiki/Em%C3%A4salo


http://en.wikipedia.org/wiki/Inkoo

http://en.wikipedia.org/wiki/File:VTS-Hki-emasalo-ows.jpg


http://en.wikipedia.org/wiki/Inkoo


http://en.wikipedia.org/wiki/Finland

http://en.wikipedia.org/wiki/Helsinki

http://en.wikipedia.org/wiki/Automatic_Identification_System



http://en.wikipedia.org/wiki/International_Convention_for_the_Safety_of_Life_at_Sea



http://en.wikipedia.org/wiki/VHF

http://en.wikipedia.org/wiki/Closed-circuit_television

http://en.wikipedia.org/wiki/Radar

http://en.wikipedia.org/wiki/Air_traffic_control



73

developing situation. The data dissemination process exists of conveying the conclusions of the

operator.

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 ... .

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).

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.



74

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 inf ormation

Route ... /Traffic Lane ... suspended.

Route ... /Traffic Lane ... discontinued.

Route ... /Traffic Lane ... diverted.


1. 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?



75

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.

2. Read the story and do the two tasks.

A gang of 13 pirates, armed with knives and swords, attacked your ship off the coast of

southern Nigeria. The pirates retreated after failing to get on board. The ship was empty and

the freeboard was about 12 feet. No injuries or damage to the vessel were reported.

Task 1: Five minutes after, you report to Tiger VTS about the

pirates’ attack. VTS may ask questions if you do not give enough

or relevant details that are needed for compiling a report to the

Coast Guard.

( Actors: Capt. of m/v Dragon and Tiger VTS operator)

Task 2: two weeks later you are in a pub retelling the bloodcurdling

adventures off the Nigerian coast. Although you left the pub on all fours, you do remember

the story. Will you share it?

(You may use the following words and phrases: bare hands, paint balls, bow and arrows,

kung-fu, etc).

3. Fill in the blanks with an appropriate word:

Vessel traffic services - VTS - are shore-side (1) ............ which range from the provision of

simple information messages to ships, such as position of other traffic or meterological hazard

(2) ..........., to extensive management of traffic within a port or waterway.

Generally, ships entering a VTS (3) ............ report to the authorities, usually by radio, and

may be (4) ............. by the VTS control centre. Ships must keep (5) ................ on a specific

frequency for navigational or other warnings, while they may be contacted directly by the VTS

(6) ..................... if there is risk of an incident or, in areas where traffic flow is regulated, to be



76

given advice on when to proceed. SOLAS Chapter V (Safety of Navigation) states that

governments may establish VTS when, in their opinion, the (7) ............... of traffic or the degree

of risk justifies such services.

4. Correct the following VTS standard phrases by supplying the required word:

a) Dangerous mine adrift.

b) Large berth required.

c) Hindered vessel in position 12 degr, 34 min. N / 014 degr. 23 min E.

d) What is your present track?

e) Have you swapped course?

f) You must rise anchor.

g) You are allowed to anchor at 1530 hrs UTC.

h) Large vessel is leaving the fairway- stand clear of the fairway approach

i) Your course is deviating from the radar reference lane.

BIBLIOGRAPHY



Blakey, T.N. English For Maritime Studies. 2nd ed. Hemel Hempstead, Prentice Hall

International (UK) Ltd, 1987 (ISBN 0 13 281379 3)

Carter, Hughes & McCarthy: 2000. Exploring Grammar in Context with Answers.

Cambridge: Cambridge University Press. (Upper-intermediate to advance)

Eastwood J. 2001. 9 th impression. Oxford Practice Grammar. Oxford: OxfordUniversity

Press. (Intermediate to upper-intermediate).

Georgescu, M., Outboard Communications, Editura Nautica, Constanta, 2010, (ISBN 978-

606-8105-13-0).

Murphy, J. 2004. 3 Rdedition. English Grammar in Use. Cambridge, Cambridge University

Press. (Intermediate to upper-intermediate).

Nettle, M. and Hopkins, D. 2003. Developing Grammar in Context. Grammar reference and

practice Cambridge University Press. (Intermediate)

1974 SOLAS Convention, as amended, chapter IV on Radiocommunications.

Radio Regulations, Appendix 18, Table of Transmitting Frequencies in the VHF

Maritime Mobile Band.

Resolution A. 918(22) on IMO Standard Marine Communication Phrases (SMCP).

Standard Marine Communication Phrases. 2001.London: IMO

Swan M. 1997. Second edition. Practical English Usage. Oxford: OxfordUniversity Press.

(Intermediate to advance).

Van Kluijven, P. C. 2003.The International Maritime Language Programme.(IMLP)

CD- ROM. Alkmaar: Alk & Heijnen Publishers. Maritime English CD-ROM

CD-ROM: VHF Messages

WEBLIOGRAPHYhttp://www.atrexx.com/maritime-vsat/maritime-vsat-applications/

http://www.fotopedia.com/items/flickr-6077667504 http://www warshipsifr com/LegacySite/burningShip html

http://www.atrexx.com/maritime-vsat/maritime-vsat-applications/


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