MARITIME ENGLISH

CONSTANTA MARITIME UNIVERSITY

FACULTATY: NAVIGATION AND NAVAL TRANSPORT
DEPARTMENT OF MATHEMATICAL SCIENCES AND
HUMANITIES

STUDENT’S COURSEBOOK
MARITIME ENGLISH
3rd YEAR
2nd semester

COURSE COORDINATOR:

DR. CARMEN CHIREA-UNGUREANU

Associate Professor

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CONTENTS PAGE

1 Unit 6: Safety 4

2 Unit 7: The Weather 6

3 Unit 8: Ship Motions 8

4 Unit 9: Beaufort Windscale 10

5 Unit 10:Ice 13

6 Unit 11: Tides 14

7 Unit 12: The Rules of the Road 15

8 Unit 13: Emergency Response 17

9 Unit 14: Dangerous Goods 20

Bibliography

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RATIONALE

The willingness of practitioners to participate regularly in updating courses is crucial

to maintaining and enhancing their professional knowledge, competencies and skills. In order
to minimise the risk of professional incompetence being cited as the cause of marine
accidents, suitable courses must be provided in a guise, which practitioners are willing to
attend, and as a prelude to devising and providing courses, it is essential to understand how
maritime professionals perceive the role of updating courses.
This course is designed primarily for Merchant Marine Seafarers (Deck ) covering the
entire minimum requirements for English language set prescribed in STCW 95. The linguistic
content for the seafarers follows a multi-syllabus approach that integrates the three language
system (grammar, vocabulary and pronunciation) with practice of the four language
communication skills ( listening, speaking, reading and writing). The content includes all the
requirement in the STCW 1995 Code regarding the tasks that seafarers are expected to be
able to carry out in English. It includes generalized maritime topics most of which are
relevant to all trainees, however, the instructor may want to adapt, extend or supplement the
maritime topics to suit the particular needs of the trainees.
The methodology of this course is based on the principles of the Communicative
Approach to language teaching. This approach meets the requirements of STCW 1995 in that
it promotes practical, communicative competence in English.

COURSE OBJECTIVES
Adequate knowledge of written and spoken English to:
- Understand charts, nautical publications, and meteorological information (deck
officers)
- Read and understand technical publications (engineer officers)
- Understand messages and communications concerning the ships safety in general.
- Communicate with other ships, coast stations and multilingual crew.
- Use and understand the IMO SMCP phrases.
- Speak and write clearly as a GMDSS operator.
- Understand the importance and usage of grammatical correct Global English
- Recognize and use good sentence construction
- Recognize and avoid common grammatical errors
- Improve communicative English
- Be your own grammar coach through the process of self-editing

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Unit 6
Safety

"Built in Spain; owned by a Norwegian; managed from Glasgow; chartered

by the French; crewed by Russians; flying a Liberian flag; carrying an American
cargo; spilling oil onto the Welsh coast".

Headline The Independent - February 22, 1996, after a crude-oil carrier was wrecked
off the coast of Wales.

Introduction
These last 2 decades accident-prevention in the nautical trade has had enormous
attention from both national and international authorities, and from ship owners and -
builders.
Especially after a few major shipping-disasters in the early nineties, inquiries into the
causes of accidents have resulted in a greater emphasis on safety in navigation.
International investigation into marine accidents has shown that some 80% of al!
maritime mishaps, accidents and disasters are caused by human failure or crew's
negligence.
The investigation has shown that the most frequent cause of marine disasters lies
with communication, or rather mis-communication, both intership, intra-ship and between
vessels and Vessel Traffic Service-stations (VTS-stations).

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When things go wrong...

Small or massive fires, flooding that will cause such a list that the vessel will capsize
and be wrecked, collisions, groundings, acts of piracy, persons overboard, injuries
and casualties, major environmental pollutions, minor damages or damages beyond
repair any mishap, incident, accident or disaster will inevitably have consequences
for the vessel and cargo, her crew and the environment. These consequences may
range from catastrophic to minor.
When there is a total loss of ship and/or cargo, loss of lives, or a widespread and
severe
environmental damage, we speak of catastrophic consequences.
When there is severe damage to ship and/or cargo, when seriously injured 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 require medical attention, or when there is significant local
damage to the environment, we speak of moderate consequences. When there is
minor damage to ship and/or cargo, when persons are suffering from minor injuries
that do not require medical attention, or when there is hardly any environmental
damage, we speak of minor consequences that are negligible.
Safety-factors
The safety of passengers and crew, ship and cargo is determined by both internal
and external factors, but most of all by the Human Factor.The internal factors (IF) that
may influence safety are: the ship's dimensions and draft, her rudder, propulsion system
and navigational instruments.The external factors (EF) are formed by weather conditions,
currents and tides, characteristics of fairways and unforeseen events. In documents the
term "Act of God" indicates that the shipowner will not be held responsible for damage
caused by natural disasters.Good seamanship refers to The Human Factor (HF) and
depends on the quality of the seafarers on board. And because most vessels have been
manned with multi-lingual crews, special attention should be paid to the introduction of the
internationally standardised form of maritime communication on every ship in the world.

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Unit 7
The Weather

Weather-conditions have a great influence on the safety during a voyage and should always
be taken into consideration in voyage-planning and when underway.
The state of the atmosphere is determined by various meteorological elements, such as
temperature, humidity, cloudiness and fog, forms of precipitation, barometric pressure, and
speed
and direction of wind. All these elements may be referred to as "the weather".

Temperature
Any change in temperature is significant in weather-forecasting. When measuring
temperatures
three different scales can be used:
- the scientifically used Kelvin-scale, also referred to as the absolute scale;
- the commonly used Celsius-scale, which measures a temperature in centigrades;
- the obsolete Fahrenheit-scale.

Humidity
Humidity refers to the amount of water vapour in the air.
Warm air is capable to contain a higher grade of moisture, or humidity, than cold air.
The maximum amount of moisture that air can hold at a specific temperature is known as
"saturation".
Most clouds are the result of a rising mass of cool air.
When the temperature of air falls, water vapour in the air will condense into droplets of ice
crystals, thus forming clouds or fog.

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Cloudiness
Clouds very often indicate an imminent change
of weather.
Rising clouds is an indication that the weather is
about to clear; lowering or thickening clouds will
indicate precipitation.
The main types of clouds are the high cirrus
clouds, the layered stratus clouds and the
huge and massivecumulus clouds. "Alto" stands for high, and "Nimbus" means rain.
The presence of cirrus clouds may be a warning for an approaching storm.
The low-hanging stratus clouds indicate unstable weather.
The altocumulus clouds may precede adverse weather.

Fog
Fog is a cloud that touches the ground.
Dense fog will reduce visibility considerably and is referred to as "thick weather".
By this is meant any type of weather-condition that will reduce visibility considerably, whether
by fog,
snow, rain, dust haze or any other circumstance.

Precipitation
Precipitation is formed when the droplets or ice crystals in clouds have become sufficiently
large to
fall to the ground.
Precipitation may take a variety of forms, for example rain, snow, drizzle, hail or sleet. Wind
Wind is the most important factor that determines the condition of the weather.
Wind is merely an amount of air that moves in a horizontal motion over the earth from
an area of high barometric pressure towards an area of low barometric pressure.
Falling barometric pressure generally indicates that a gale or storm is approaching;
rising pressure indicates the approach or continuation of fair weather.
An area of low pressure is called a cyclone. A high-pressure area is an anti-cyclone.
Because of the rotation of the earth, the circulations of winds in the northern hemisphere
tend
to be clockwise around areas of high pressure, and anti-clockwise around low-pressure
areas.

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In the southern hemisphere the directions of circulation are the opposite. Wind is always
named
after the direction it is coming from, not blowing in.
Its force is indicated by the Beaufort-scale numbers. These numbers, ranging from zero to
force 12,
refer to the wind-speed measured in nautical miles per hour.
For the navigator the wind direction and force are the most important aspects
of meteorological conditions
that are forecast in weather reports by weather stations.
Information must always include an increase or decrease in force and
any change in wind-direction.
A change of direction is usually indicated by the terms “veering" and "backing".
A veering wind changes in a clockwise direction.
A backing wind changes in anti-clockwise direction.

Weather Forecast
A weather forecast for seafarers offers a survey of weather conditions that may be expected
in certain places, sea areas and in vicinities of coastal stations within the next 24 hours. A weather
forecast is broadcast in radio bulletins and should be monitored by the navigator and transferred to
the Weather Forecast Information Sheet.

This Weather Forecast Information Sheet must be made available to all bridge-personnel and
studied regularly and closely in order to determine short-range weather conditions and
visibility.
The sheet consists of three parts:
- in the "General Synopsis" information is given about barometric pressure, position and
movement
of a depression or anti-cyclone;
- in the "Forecast for Sea Areas" information is given about wind, weather conditions and
visibility.
The presence of a gale is indicated by a "tick" in the column "gales";
- in "Reports from Coastal Stations" information is given about wind, weather conditions,
visibility
and atmospheric pressure.

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Unit 8
Ship Motions
Due to the influences of wind and sea the vessel can make three different rotating motions
and three different linear motion:

when her starboard and port sides rise and fail with the waves, the vessel is rolling

when her stem and stern rise and fall with the waves, the vessel is pitching

when her bow is pushed to starboard and then to port, the vessel is yawing

when the whole ship rises and falls back into a trough, she is heaving

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when the ship is pushed forward by the waves and sinks back
into a trough, she is surging

when the whole ship moves bodily to starboard and then to port, she is swaying

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UNIT 9
Beaufort Wind Scale

The Beaufort Wind Scale is a guide that will allow the navigator to determine what sea-
conditions he
may encounter at wind forces ranging from 0 knots to 64 > knots.

Beaufort Descriptive Mean Deep Sea Criteria

number term wind (and mean wave-height in metres in open sea)
speed
(knots)
0 Calm <1 Sea like a mirror.
1 Light 1-3 Ripples with the appearance of scales are formed, but
air without foam crests ( 0.1).
2 Light 4-6 Small wavelets. Still short but more pronounced; crests have a
breeze glassy appearance and do not break (0.2 - 0.3 m),
3 Gentle 7 - 10 Large wavelets; crests begin to break; foam of glassy
breeze appearance; perhaps scattered white horses (0.6 -1 m).
4 Moderate 11-16 Small waves, becoming longer; fairly frequent white
breeze horses (1 -1.5 m).
5 Fresh 1 Moderate waves, taking a more pronounced long form; many
breeze 7 - 21 white horses are formed (chance of some spray) (2-2.5 m).
6 Strong 22 - 27 Large waves begin to form; the white foam crests are extensive
breeze everywhere (probably some spray) (3 - 4 m).
7 Near 28 - 33 Sea heaps up and white foam from breaking waves begins to
gale be blown in streaks along the direction of the wind (4 - 5.5m).

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Beaufort Descriptive Mean Deep Sea Criteria

number term wind (and mean wave-height in metres in open sea)
speed
(knots)

8 Gale 34-40 Moderately high waves of greater length; edges of the

waves begin to break into spindrift; foam is blown in well-
marked streaks along the direction of the wind (5.5 - 7.5 m).
9 Strong 41 - 47 High waves; dense streaks of foam along the direction of the
gale wind; crests of waves begin to topple, tumble and roll over;
spray may affect visibility (7-10 m).
10 Storm 4 Very high waves with long overhanging crests; the resulting
8 - 55 foam, in great patches, is blown in dense white streaks along
the direction of the wind; on the whole, the surface of the sea
takes a white appearance; the tumbling of the sea becomes
heavy and shock-like; visibility affected (9 -12.5 m).
11 Violen 56-63 Exceptionally high waves (small and medium-sized ships might
t storm be lost to view for a time behind the waves); the sea is
completely covered with long white patches of foam lying along
the direction of the wind; everywhere the wave crests are
blown into froth; visibility affected (11.5-16m).
12 Hurric 64 and The air is filled with foam and spray; sea completely white with
ane over driving spray; visibility seriously affected (14>m).

Tropical cyclones: categories and damage (Saffir/Simpson Scale)

Tropical cyclones may occur in the northern hemisphere and in the southern hemisphere.
The names by which they are known vary with the areas they originate from.
The most notorious tropical cyclones, with wind speeds of 64 knots and over, are the
Hurricane in the
North Atlantic and Eastern Pacific, the Typhoon in the Western North Pacific, the Cyclone in
the
Southwest Pacific and the Willy-Willy in the Australian Area.

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The Saffir/Simpson Scale subdivides the tropical cyclones into 5 categories according to
wind-force and corresponding damages that are caused.

Saffir/Simpson Scale
Category Wind speed Damage
one 64 - 83 knots minimal
two 84- 96 knots moderate
three 97-113 knots extensive
four 114 - 135 knots extreme
five 135 knots and over catastrophic

Sea State
By "sea" (or "seaway") is meant the waves that are formed by wind in a "generating area",
that is: the area where the waves are being formed.
Waves that have travelled out of this generating area are referred to as "swell".
Height of waves depends on the prevailing wind force, how long the wind has been blowing,
current and
fetch.Sea-state codes are used to indicate to the mariner what the sea will look like.
The codes range from 0 to 9 and correspond with a wave-height in metres.

Sea States: codes, descriptions and wave-heights

Code Sea- description Wave-height Code Sea-description Wave-height
0 Calm - glassy 0 m. 5 Rough 2.5 - 4 m.
1 Calm - rippled 0-0.1 m. 6 Very rough 4 - 6 m.
2 Smooth wavelets 0.1 - 0.5 m. 7 High 6 - 9 m.
3 Slight 0.5 - 1.25 m. 8 Very high 9 - 14 m.
4 Moderate 1.25-2.5 m. 9 Phenomenal Over 14 m.

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UNIT 10
Ice
Shipping may be impeded by all forms of ice, ranging from a total freeze-over to ice floes and
icebergs. New ice and Nilas (an elastic crust of ice) are quite soft and pliable forms of ice that will
hardly cause any damage to sea-going vessels. Care must be taken that water inlets will not become
obstructed. Young ice and first-year ice are thicker and tougher and can be recognised by their grey-
white or milky-white colour, Icebreaker assistance will often be necessary to ride up the ice and form
an opening. After one year the ice will take a greenish appearance.
When the colour of the ice is green-blue, we are dealing with old ice (2 or more years of
age), which is extremely hard and dangerous to navigation.
Pancake ice, ice cakes and icefloes are flat pieces of ice 30 cm to 20 m in diameter.
Floebergs and Floebits are massive pieces of sea ice. Growlers, Bergy bits and Icebergs are
enormous pieces of floating ice with a thickness of 10 cm to many metres. Icebergs are notorious for
their submarine ledges that may extend to great distances from their visible parts, which constitute
not more than 10% of their total volumes.

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UNIT 11
Tides

Tides are mainly caused by the gravitational pull of the moon.

This attraction-force causes the waters to swell out towards the moon in a high tide.
At the same time, on the far side of the earth, the moon's attraction is at its weakest and the
waters on
that side will swell away from the moon in an equal and opposite high tide.
Within the 24-hour-period two high tides arise, with two low tides in between them.
The sun has a gravitational effect on the earth, too. The effect of the sun's gravity on the
tides is
approximately half of that of the moon because the sun is at a far greater distance from the
earth.
Every other week, at new and full moon, when the sun and the moon are both in line with the
earth, the
two gravitational forces are added together, and exceptionally strong tides, called Spring-
tides, are
produced. In the weeks that lie in between, when the sun and the moon are at 90 degrees
to each
other,at the first and third quarters of the moon, the pull of the sun will cancel out half of
the moon's
gravitational effect, and weak tides, called Neap tides, will occur.
This theoretical pattern does not occur in every part of the world.
The shape of a continent may prevent water from flowing uninterruptedly across the surface
of the

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planet, and this has complex effects on the regularity of tides. In some places there are four
high tides
within 24 hours, while only one high tide and one low tide a day in other areas.
There are places on the ocean's surfaces where all the tidal forces cancel each other out.
In restricted areas the tides may be almost imperceptible, while in other areas enormous
ranges -
differences between high and low tides - may occur.
Tides are measured from chart datum, and levels are always given at average
(mean) heights. The Lowest Astronomical Tide (LAT) is the lowest tide that has ever been
recorded in that area. Highest high tides and lowest low tides are called Spring tides.
Highest low tides and lowest high tides are called Neap tides. When the tide is turning we
speak of Slack tide.
So, at Low Slack the tide is about to rise; at High Slack the tide is about to fall.
This latter tide is especially important to the mariner, since it is the best tide to leave and
proceed to open sea.

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UNIT 12

The Rules of the Road

The safety during a voyage is very dependent on the "conduct of vessels".

This conduct is largely determined by Good Seamanship and depends on the proper
application of the Rules of the Road, or, as they are also known, the Regulations for the
Prevention of Collisions at Sea (COLREGS). These internationally accepted rules apply to all
vessels "upon the high seas" and in all waters navigable by seagoing vessels. Special rules
that deviate from the COLREGS are allowed. However, such special rules, made up by local
authorities for roadsteads, harbours, rivers, lakes or inland waterways, must conform as
closely as possible to the Rules.
"The Rules" consists of three parts.
Part A (Rules 1, 2 and 3) is a General part
Part B (Rules 4/19) deals with Steering- and Sailing-Rules and is divided into 3
chapters:
- "Conduct of Vessels in any Condition of Visibility"
- "Conduct of Vessels in sight of one another"
- "Conduct of Vessels in Restricted Visibility".
Part C (Rules 20 / 38) is about Lights and Shapes. This latter chapter mainly deals
with the lights exhibited from vessels, and sound signals.
Part A - General

Rule 1

Application

(a) These Rules shall apply to all vessels upon the high seas and in all waters
connected therewith navigable by seagoing vessels.

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(b) Nothing in these Rules shall interfere in the operation of special rules
made by an appropriate authority for roadsteads, harbors, rivers, lakes or
inland waterways connected with the high seas and navigable by seagoing
vessels. Such special rules shall conform as closely as possible to these Rules.

(c) Nothing in these Rules shall interfere with the operation of any special
rules made by the Government of any State with respect to additional station
or signal lights or shapes or whistle signals for ships of war and vessels
proceeding under convoy, or with respect to additional station or signal lights
for fishing vessels fishing as a fleet. These additional station or signal lights
or whistle signals shall, so far as possible, be such that they cannot be
mistaken for any light, shape, or signal authorized elsewhere under these
Rules.

(d) Traffic separation schemes may be adopted by the Organization for the
purpose of these Rules.

(e) Whenever the Government concerned shall have determined that a vessel
of special construction or purpose cannot comply fully with the provisions of
any of these Rules with respect to number, position, range or arc of visibility
of lights or shapes, as well as to the disposition and characteristics of sound-
signaling appliances, such vessel shall comply with such other provisions in
regard to number, position, range or arc of visibility of lights or shapes, as
well as to the disposition and characteristics of sound-signaling appliances, as
her Government shall have determined to be the closest possible compliance
with these Rules in respect to that vessel.

Rule 2

Responsibility

(a) Nothing in these Rules shall exonerate any vessel, or the owner, master,
or crew thereof, from the consequences of any neglect to comply with these
Rules or of the neglect of any precaution which may be required by the
ordinary practice of seamen, or by the special circumstances of the case.

(b) In construing and complying with these Rules due regard shall be had to
all dangers of navigation and collision and to any special circumstances,
including the limitations of the vessels involved, which may make a departure
from these Rules necessary to avoid immediate danger.

Rule 3

General Definitions

For the purpose of these Rules, except where the context otherwise requires:

(a) The word "vessel" includes every description of watercraft, including non-
displacement craft and seaplanes, used or capable of being used as a means
of transportation on water.

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(b) The term "power driven vessel" means any vessel propelled by
machinery.

(c) The term "sailing vessel" means any vessel under sail provided that
propelling machinery, if fitted, is not being used.

(d) The term "vessel engaged in fishing" means any vessel fishing with nets,
lines, trawls, or other fishing apparatus which restrict maneuverability, but
does not include a vessel fishing with trolling lines or other fishing apparatus
which do not restrict manageability.

(e) The term "seaplane" includes any aircraft designed to maneuver on the
water.

(f) The term "vessel not under command" means a vessel which through
some exceptional circumstance is unable to maneuver as required by these
Rules and is therefore unable to keep out of the way of another vessel.

(g) The term "vessel restricted in her ability to maneuver" means a vessel
which from the nature of her work is restricted in her ability to maneuver as
required by these Rules and is therefore unable to keep out of the way of
another vessel.

The term "vessel restricted in her ability to maneuver" shall include but not
be limited to:

(i) A vessel engaged in laying, servicing, or picking up a

navigational mark, submarine cable or pipeline;

(ii) A vessel engaged in dredging, surveying or underwater

operations;

(iii) A vessel engaged in replenishment or transferring persons,

provisions or cargo while underway;

(iv) A vessel engaged in the launching or recovery of aircraft;

(v) A vessel engaged in mineclearance operations;

(vi) A vessel engaged in a towing operation such as severely

restricts the towing vessel and her tow in their ability to
deviate from their course.

(h) The term "vessel constrained by her draft" means a power driven vessel
which because of her draft in relation to the available depth and width of
navigable water is severely restricted in her ability to deviate from the course
she is following.

(i) The word "underway" means a vessel is not at anchor, or made fast to the
shore, or aground.

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(j) The words "length" and "breadth" of a vessel mean her length overall and
greatest breadth.

(k) Vessels shall be deemed to be in sight of one another only when one can
be observed visually from the other.

(l) The term "restricted visibility" means any condition in which visibility is
restricted by fog, mist, falling snow, heavy rainstorms, sandstorms and any
other similar causes.

Part B - Steering and Sailing Rules

Section I - Conduct of Vessels in any Condition of Visibility

Rule 4

Application

Rules in this section apply to any condition of visibility.

Rule 5

Look-out

Every vessel shall at all times maintain a proper look-out by sight as well as
by hearing as well as by all available means appropriate in the prevailing
circumstances and conditions so as to make a full appraisal of the situation
and of the risk of collision.

Rule 6

Safe Speed

Every vessel shall at all times proceed at a safe speed so that she can take
proper and effective action to avoid collision and be stopped within a distance
appropriate to the prevailing circumstances and conditions.

In determining a safe speed the following factors shall be among those taken
into account:

(a) By all vessels:

(i) The state of visibility;

(ii) The traffic density including concentrations of fishing

vessels or any other vessels;

(iii) The manageability of the vessel with special reference to

stopping distance and turning ability in the prevailing
conditions;

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(iv) At night the presence of background light such as from

shore lights or from back scatter from her own lights;

(v) The state of wind, sea and current, and the proximity of
navigational hazards;

(vi) The draft in relation to the available depth of water.

(b) Additionally, by vessels with operational radar:

(i) The characteristics, efficiency and limitations of the radar

equipment;

(ii) Any constrains imposed by the radar range scale in use;

(iii) The effect on radar detection of the sea state, weather

and other sources of interference;

(iv) The possibility that small vessels, ice and other floating
objects may not be detected by radar at an adequate range;

(v) The number location and movement of vessels detected by

radar;

…………………………………………………………………………………………………………………………….

Part C - Lights and Shapes

Rule 20

Application

(a)Rules in this part shall be complied with in all weathers.

(b) The Rules concerning lights shall be complied with from sunset to sunrise,
and during such times no other lights shall be exhibited, except such lights
which cannot be mistaken for the lights specified in these Rules or do not
impair their visibility or distinctive character, or interfere with the keeping of a
proper look-out.

(c) The lights prescribed by these rules shall, if carried, also be exhibited from
sunrise to sunset in restricted visibility and may be exhibited in all other
circumstances when it is deemed necessary.

(d) The Rules concerning shapes shall be complied with by day.

(e) The lights and shapes specified in these Rules shall comply with the
provisions of Annex I to these Regulations.

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Rule 21

Definitions

(a)"Masthead light" means a white light placed over the fore and aft
centerline of the vessel showing an unbroken light over an arc of horizon of
225 degrees and so fixed as to show the light from right ahead to 22.5
degrees abaft the beam on either side of the vessel.

(b) "Sidelights" means a green light on the starboard side and a red light on
the port side each showing an unbroken light over an arc of horizon of 112.5
degrees and so fixed as to show the light from right ahead to 22.5 degrees
abaft the beam on the respective side. In a vessel of less than 20 meters in
length the sidelights may be combined in one lantern carried on the fore and
aft centerline of the vessel.

(c) "Sternlight", means a white light placed as nearly as practicable at the

stern showing an unbroken light over an arc of horizon of 135 degrees and so
fixed as to show the light 67.5 degrees from right aft on each side of the
vessel.

(d) "Towing light" means a yellow light having the same characteristics as the
"sternlight" defined in paragraph (c) of this Rule.

(e) "All round light" means a light showing an unbroken light over an arc of
horizon of 360 degrees.

(f) "Flashing light" means a light flashing at regular intervals at a frequency

of 120 flashes or more per minute.

Rule 22

Visibility of Lights

The lights prescribed in these Rules shall have an intensity as specified in

Section 8 of Annex I to these Regulations so as to be visible at the following
minimum ranges:

(a) In vessels of 50 meters or more in length:

a masthead light, 6 miles;

a sidelight, 3 miles;
a towing light, 3 miles;
a white red, green or yellow all-around light, 3 miles.

(b) In vessels of 12 meters or more in length but less than 50 meters in

length;

a masthead light, 5 miles; except that where the length of the

vessel is less than 20 meters, 3 miles;
a sidelight, 2 miles;

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a sternlight, 2 miles, A towing light, 2 miles;

a white, red, green or yellow all-round light, 2 miles.

(c) In vessels of less than 12 meters in length:

a masthead light, 2 miles;

a sidelight, 1 miles;
a towing light, 2 miles;
a white red, green or yellow all-around light, 2 miles.

(d) In inconspicuous, partly submerged vessels or objects being towed;

a white all-round light; 3 miles.

Poem: The Rules of the Road

Green to green, red to red, \

perfect safety: go ahead. \

When all three lights I see ahead,

I port my helm and show my red. \
If to my starboard red appears,
it is my duty to keep clear.
Act as judgement says is proper,
port or starboard, back or stop her!
But when upon my port is seen
a steamer's starboardlight of green,
for me there's nought to do but see
that green to port keeps clear of me.

Both in safety and in doubt

I always keep a good lookout.
In danger with no room to turn:
ease her, stop her, go astern.

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UNIT 13
Emergency Response

In case of an emergency on board of a vessel, the crew will have to respond properly
to the situation arisen.
The emergency-response of each crewmember must be aimed at life-saving,
prevention of injuries and rendering first aid, the preservation of vessel and cargo, and
avoiding environmental pollution.

1.1. Emergency-response in case of a fire.

The Chief Engineer is the head of the Fire Department; the third mate is usually the
Safety-Officer.
Together they must see to it that fire-prevention equipment, fire- detection
equipment and fire-fighting equipment are in good order. If a fire cannot be extinguished
within two minutes after it has started the fire alarm must be raised and all those on board
must be alerted. The fire plan will now come into operation.
When the fire cannot be controlled and is becoming massive, vessels in the vicinity
and coastal stations must also be alerted by a distress message on DSC/VHF, rockets, flares,
sound- and lightsignals. The General Alarm ("abandon ship") is given by means of seven
short blasts followed by one long blast on the horn.
When a fire has started, the colour and odour of the smoke will indicate what is
actually burning. By manoeuvring the ship in such a way that wind will blow from abeam,
the risk of suffocation due to toxic smoke will be reduced.

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The immediate fire-fighting actions are:

- close air vents and ventilation systems, so that the fire cannot be 'fed' with oxygen
- shut off any source of ignition to prevent explosions of gases
- close all the fire-retarding doors
- keep adjacent spaces wet while extinguishing the fire
- prepare the first aid-equipment and hand out breathing equipment.

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UNIT 14
Dangerous Goods

The symbols used to indicate the types of dangerous goods have been categorized
by means of coloured labels. The colours that are used give very important information
concerning the storage of dangerous goods.

Orange-coloured labels indicate chemicals that must be separated from flammable

liquids by an intermediate space or on deck by at least 12 meters.
Red-coloured labels indicate chemicals that must be separated from flammable
solids, spontaneously combustible agents or agents that are dangerous when wet by a

Flammable liquids Flammable solids Spontaneously Dangerous when wet

combustible agents

longitudinal space or on deck by at least 24 metres.

Green-coloured labels indicate chemicals that must be stored at a safe distance
from explosive goods.

Yellow-coloured labels indicate chemicals that may not be stored near flammable
gas, non-flammable compressed gas or toxic gas.

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Explosive goods Flammable gas Non-flammable Toxic gas

compressed gas

Emergency-response in case of spilling or leaking of dangerous goods.

When dangerous goods (chemicals) have been spilled, care must be taken to rope
off and evacuate the area as quickly as possible. By using protective clothing and a
breathing apparatus exposure to skin and eyes is prevented.
By using a waterspray the vapour coming from the dangerous substance can be
reduced.
Any source of ignition that may cause an explosion must immediately be switches
off. If without risk, the leakage is closed. Now let the leakage evaporate and scoop away the
remainder.
Goods and items that have been contaminated by the chemical substance must be
covered by tarpaulins and removed in due time.

Emergency-response in case of exposure to dangerous goods.

When a person has been exposed to dangerous goods a physician must be sent for
at once and first aid must be practised. Clothes that have been contaminated by the
substance must be removed carefully.
Eyes that have been exposed must be flushed with luke-warm low-pressure running
water for at least 15 minutes.
Skin that has been exposed will show injuries by frostbite that must be thawed and
dressed with bandage.
In case of inhalation the patient must be removed into fresh air; very often oxygen
or artificial respiration will have to be given.
In case of ingestion of certain chemical substances patients are not allowed to
vomit.

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Self-assessment Test

Safety: tasks

1) Idioms

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

abeam avoid contaminated clothes

adjacent space backing wind crew's negligence

adverse weather bergy bit current

air vent beyond repair cyclone

alert breathing equipment decrease

anti-clockwise cancel out dense fog

anticyclone casualty determine

appearance chart datum dimensions

application chemical agent distress

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apply to circumstance draft restrictions

approximately clockwise dress (for a wound)

arise cloudiness drizzle

artificial respiration COLREGS droplet

attraction-force combustible dust

average consequence edge

emergency response gravitation moderate

environmental hemisphere moisture

pollution

evaporate humidity navigable

exposure ice floe neap tide

extend imminent obsolete

extinguish impede obstructed

fetch injury occur

fire detection inquiry odorless

fire prevention intermediate space opposite

flammable latter overhanging crest

flare ledge oxygen

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flooding level physician

foam crest liquid precede

fog local precipitation

forecast longitudinal space preservation

frostbite lukewarm prevailing wind

froth massive fire proper

gale mean propulsion system

reduced visibility severe damage swell

remainder slack water tarpaulin

render first aid solid thaw

responsible source of ignition thick weather

restricted area spindrift toxic smoke

ripples spray vapour

roadstead spring tide veering wind

saturation storm vicinity

scattered white horses streaks of foam vomit

scientific subdivide

seaway suffocation

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2) The Weather

Fill in: temperature, humidity, cloudiness, fog, precipitation or wind.

1- A change of ____________ in a clockwise direction is indicated by the word

"veering".

2 - _____________ is announced by a lowering or thickening cloudiness.

3 - A change in _______________ is the most significant aspect in weather

forecasting.

4 - Saturation refers to the maximum amount of _______in air at a specific

temperature.

5 - Circulation of _________ is anti-clockwise around low pressure areas in the

Northern

Hemisphere.

6 - An imminent change of weather is often indicated by

________________________ .

7 - The amount of air that moves from one area to the other is referred to as

__________ .

8 - ________________ can be measured in three different scales.

9 - ___________ is a result of a rising mass of cool air.

10 - Adverse weather may be preceded by altocumulus ______________________

11 - A decrease of _____________: of air will result in the forming of clouds or

________ .

12 - ___________________ -speed is measured in nautical miles per hour.

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13 - The amount of water vapour that is in the air is referred to as

_________________ .

14 - When a cloud touches the ground we speak of _______________________.

15 - _____________ is formed when droplets have become large enough to fall to

the ground.

3) Weather Forecast: abbreviations (learn by heart)

The abbreviations used in the General Synopsis are:

L = depression (low pressure area, also referred to as "cyclonic")
H = high pressure area (anti-cyclone)
T = trough of low pressure
R = ridge of high pressure
W = warm front
C = cold front
O = occluded front

The abbreviations used in the Forecast for Sea Areas and Reports from Coastal
Stations are:

b = blue sky m/f = mist follwed by fog

c = cloudy d = drizzle
bc = partly cloudy sky tlr = thunderstorm (thuder, lightning and rain)
o = overcast sky h = hail
r = rain g = gale
R = heavy rain G = heavy gale
s = snow q = squalls
r/s =rain followed by snow Q = heavy squalls
rs = sleet z = dust haze
m = mist var. = winds variable
f = fog CALM = wind force zero
F = heavy fog

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A gale is indicated by a tick (√) in the column „gales”. A slash (/) indicates a change.
The use of a capital letter, for example F, or R – will indicate an intensification of
that specific weather condition.

Visibility may be indicated by:

p = poor
m = moderate
g = good
vg = very good

The Barometric Pressure is indicated by:

= steady
/ = rising or rising rapidly
\ = falling or falling rapidly

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4) The weather forecast: fill in...

Weather Synopsis

1)
A depression of nine hundred seventy-six millibars, which was positioned at fifty-two
degrees North, three degrees East, is expected to move North and to be centred over the
Northwest of Scotland by midnight tonight.

System Present Position Movement Forecast At

Position

2)
An anti-cyclone of a thousand and thirty-eight millibars, which was positioned over
Ireland, is expected to move north-east and to be centred over the Hebrides by midnight
tonight.

System Present Position Movement Forecast At

Position

Forecast for Sea Areas

1) Viking:
wind northwesterly force five, increasing northerly force six to seven, rain, poor visibility.

Sea Area Gales Wind; Now Weather Visibility

/ Later
Viking /

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2) North Utsire:
wind northerly force six, increasing northerly force eight to nine, overcast sky, moderate
to good visibility.

Sea Area Gales Wind: Now Weather Visibility

/ Later
North Utsire /

3) South Utsire:
wind north-westerly force seven, decreasing westerly force five to six, partly cloudy sky,
good visibility.

Sea Area Gales Wind: Now Weather Visibility

/ Later
South Utsire /

4) Forties:
wind becoming southwesterly force three to four, periods of drizzle and light rain, good to
poor visibiiity.

Sea Area Gales Wind: Now Weather Visibility

/ Later
Forties /

5) Fisher:
wind northerly force eight, increasing northwesterly force eight to nine, heavy rain, poor
visibility.

Sea Area Gales Wind: Now Weather Visibility

/ Later
Fisher /

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6) German Bight:
wind west force six, veering northwesterly force eight, overcast sky, moderate visibility.

Sea Area Gales Wind: Now Weather Visibility

/ Later
German Bight /

7) Humber:
wind northwesterly force four, backing southwesterly force three to four, rain followed by
snow, poor visibility.

Sea Area Gales Wind: Now Weather Visibility

/ Later
Humber /

8) Thames:
wind variable, becoming easterly force three, partly cloudy sky, good visibility.

Sea Area Gales Wind: Now Weather Visibility

/ Later
Thames /

9) Portland:
wind northeast force three to four, becoming northerly force six, thunderstorm, moderate visibility.
Sea Area Gales Wind: Now Weather Visibility
/ Later
Portland /

10) Biscay:
wind westerly force six, increasing force eight to nine, heavy squalls, good visibility.

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Sea Area Gales Wind: Now Weather Visibility

/ Later
Biscay /

11)
Finisterre:
wind increasing westerly force three to four, rain turning to drizzle with mist, poor visibility.
Sea Area Gales Wind: Now Weather Visibility
/ Later
Finisterre /

12) Irish
Sea:
calm, wind increasing westerly force three to four, sleet, good to
poor visibility.
Sea Area Gales Wind: Now / Later Weather Visibility
Irish Sea /

Reports from Coastal Stations

1) Wick:
wind west force two, overcast sky, fifteen miles, a thousand and fifteen millibars, rising.

Coastal Wind direction Wind Weather Visibility Barometer Tendency

Station force
Wick

2) St. Abb's Head:

wind west force five, blue sky, three miles, nine hundred ninety-two millibars, falling.
Coastal Wind direction Wind Weather Visibility Barometer Tendency
Station force
St. Abb's
Head

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3) Dowsing:
calm, partly cloudy sky, twelve miles, a thousand and twenty-two millibars, steady.

Coastal Wind direction Wind Weather Visibility Barometer Tendency

Station force
Dowsing

4) Galloper:
wind southeasterly force four, sleet followed by snow, three miles, nine hundred eighty-eight m
rising.
Coastal Wind direction Wind Weather Visibility Barometer Tendency
Station force
Galloper

5) Portland Bill:
wind northerly force five, rain followed by heavy snow, one mile, nine hundred ninety-six millibars,
rising rapidly.

Coastal Wind Wind Weather Visibility Barometer Tendency

Station direction force
Portland Bill

6) Scilly:
wind northwesterly force nine, gale, six miles, nine hundred eighty-nine millibars, falling rapidly.

Coastal Wind Wind Weather Visibility Barometer Tendency

Station direction force
Scilly

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7) Valentia:
wind south force three, partly cloudy sky, six miles, a thousand and sixteen millibars, steady.

Coastal Wind Wind Weather Visibility Barometer Tendency

Station direction force
Valentia

8) Ronaldsway:
wind southwest force six, rain followed by thunderstorm, seven miles, nine hundred
seventy-nine millibars, falling rapidly.

Coastal Wind Wind Weather Visibility Barometer Tendency

Station direction force
Ronaldsway

9) Prestwick:
calm, rain during the first few hours of the day, four miles, a thousand and thirteen
millibars, rising.

Coastal Wind Wind Weather Visibility Barometer Tendency

Station direction force
Prestwick

10) Tiree:
wind variable, heavy fog, 1 mile, a thousand and twenty-three millibars, steady.

Coastal Wind Wind Weather Visibility Barometer Tendency

Station direction force
Tiree

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6 ) The weather forecast: reading-practice

7) Sea State, Ice and Tides

Finish the sentence or fill in

1 - By "a generating area" is understood: _________________________________________

_____________________________________________________________________________

2 - By "swell" is understood: ____________________________________________________

_____________________________________________________________________________

3 - The four factors that determine height of waves are: _____________________________

_____________________________________________________________________________

4 - The characteristics of New Ice and Nilas Ice are: _________________________________

_____________________________________________________________________________

5 - The characteristics of Young Ice and first-year ice are: ____________________________

_____________________________________________________________________________

6 - The characteristics of old ice are: ______________________________________________

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_____________________________________________________________________________

7 - Icebergs are very notorious for their ___________________________________________

_____________________________________________________________________________

8 - Tides are caused by __________ forces that cause the waters to __________________ out
on one side of the earth and, simultaneously, to _______________ away on the other side of
the earth. When all these forces are added together, a ____________________ tide will arise;
when the pull of the sun cancels out half of the moon's pull, ________________ tide wili arise.
Tides are always measured from _____________________ datum; levels are always stated at
____________________, or mean heights.
When tide is turning we speak of ____________________ tide.

Progress test

Project: safety

Study the text ("Introduction to safety") and then indicate whether the following
incidents, accidents and disasters have been caused by "H.F" (Human Factors) and/or
"I.F." (Internal Factors) and/or "E.F." (External Factors).
Indicate the gravity of the consequences to ship and/or cargo, crew and
environment with the terms Minor, Moderate, Major or Catastrophic.

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Causes and consequences of incidents, accidents H.F./I.F./E.F Minor

and disasters or Moderate
(communication /acts by crewmembers /negligence/ combination Major
breakdown / "Acts of God"/circumstances, etc.). Catastrophic

1. Vessel has collided with a whale. Vessel suffered hardly any damage; no
personal injuries.

2. Vessel has collided with a container that was

jettisoned by a vessel-in-distress. There was no
experienced lookout on the bridge. Severe damage;
two crewmembers were seriously injured.

3. Vessel capsized and sank due to a miscalculation in

the stowage plan. No survivors found.

4. A fire broke out when dangerous goods started to

shift during a strong gale (Bft. 9 - Sea State-code
7). Severe environmental pollution was caused
in the area.

Causes and consequences of incidents, accidents H.F./I.F./E.F Minor

and disasters or Moderate
(communication /acts by crewmembers /negligence/ combination Major
breakdown / "Acts of God"/circumstances, etc.). Catastrophic

5. Vessel became unmanoeuvrable due to abnormal

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 MARITIME ENGLISH

engine coolant temperatures caused by leaking

cylinder-head gasket. Vessel went aground – hull
moderately damaged.

6. Vessel that transmitted an urgency-alert was

Wrecked because the VHF-audio signal on the only
vessel that was able to comply was not
operational.

7. Vessel collided with a vessel on opposite course

because the SMCP were not used during
intership communication. Significant damage to
both vessels and the environment has been caused
.

8. Vessel went aground due to unreliable charted data

(uncharted shoal).There was hardly any damage
to the ship.

9. Vessel was abandoned when dangerous goods caught fire after a "Both-
to-Blame Collision". Environmental pollution enormous!

10. Chief Engineer mortally injured after explosion

caused by a malfunction of a relief valve.

11. Vessel severely damaged in a collision with a

submerged part of a Bergy bit. There was no lookout.

12. Collision with a coaster that did not comply with

Traffic regulations (violation of COLREGS-part B:

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 MARITIME ENGLISH

"Conduct of vessels in restricted visibility").

Hardly any damage.

13. Person overboard during heavy squall. Sea State-code 6.

The M.O.B.-boat was launched, but search was stopped
after 2 hours.

14. Significant damage to engine because

seawater-inlets were obstructed by Nilas-ice.

15. Six injured crewmembers due to act of piracy.

All six have been hospitalized.Part of cargo stolen.

16. Vessel not under command due to loss of rudder

collided with with submarine rock.
Vessel damaged beyond repair.

17. Vessel went aground and suffered significant damage

because lights exhibited from fisherman were
mistaken for leading lights on the pier.
Fisherman was not complying with COLREGS-part C.

18. Two casualties due to slack in one of the hawsers.

19. Bosun got severely injured while engaging the

anchor winch.

20. Vessel went aground and caused a small slick of

oil; South-Cardinal buoy was mistaken for a
West-Cardinal buoy.

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21. Lack of engine-power due to insufficient

combustion-air caused by excessive exhaust
backpressure. Vessel became unmanageable
and was wrecked.

Causes and consequences of incidents, accidents and H.F./1.F./E.F Catastrophic;

or
disasters combination Major;
Moderate;
Minor.

22. Cargo severely damaged by sweating-water.

23. Engine breakdown caused by crew's negligence,

resulting in grounding, whereby rudder was
slightly damaged. Jury rudder was installed.
Voyage continued.

24. Major pollution of the environment caused by

contents of sludge tank.

25. Vessel on fire after miscalculation of ullage in

HFO-bunkertank. Total loss of cargo and an enormous
environmental pollution.

26. Vessel not under command due to leaking

steering-engine cylinders has caused significant
damage when she dredged anchor.

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27. Vessel has a list to port due to improper

stowage. Part of cargo considered to have
become worthless.

28. Vessel is down by the head at 7 Bft due to

ballast-pump-malfunction. Full deck cargo
jettisoned and considered to be lost.

29. Dense fog, in which vessel has collided

with a semi-submerged wreck inspite of
experienced lookout. Vessel has suffered
severe damage below waterline.

30. Full cargo has deteriorated; ETA-Botlek had to

Be retarded two days due to fog (restricted
visibility of <100).

31. Eight containers have been jettisoned

(considered to be lost), because risk of
grounding became imminent due to
unexpected shoaling.

32. Sea-going tug has lost her tow due to Tsunami.

Very extensive slick of oil has polluted the area.

33. All occupants of life raft could not be rescued;

SART was inoperative due to low batteries.

Minor

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 MARITIME ENGLISH

Causes and consequences of incidents, accidents and H.F./I.F./E.F Moderate

or
disasters combination Major
Catastrophic

34. Vessel suffered minor damage after

proceeding through an area while gunnery
was in progress.

35. A fisherman was wrecked after colliding with a

bulkcarrier whose conning officer had not complied with the Regulations
for the Prevention of Collisions at Sea.

36. Vessel went aground because her draft exceeded

18 metres. Significant damage was caused
to bottom-plating, rudder and propeller.

37. Vessel collided with a fisherman because her

bridge was left unattended. Not a single
crewmember on board the fisherman has
survived.

38. Vessel with a top-hamper of 36 ft. has collided with a

bascule road bridge with a vertical
clearance of 34 ft. Severe damage was caused
to ship and bridge.

39. Vessel disabled after collision in dense fog

with tanker Vermont due to radar-malfunction.
Severe environmental pollution was caused.

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40. Cargo significantly damaged because hatches

had not been properly secured.

41. ETA retarded due to suspended pilotage,

resulting in severe deterioration of part of
the cargo.

42. Engine idle for 24 hours due to improper

(too low) lube oil viscosity grade. Full cargo of fruit
considered lost.

43. Vessel is not permitted to enter port because

of lack of exemption certificate for carrying
dangerous goods. Delay: 2 days. Minor part
of refrigerated cargo deteriorated

44. Arrival of vessel delayed by category-3 hurricane,

Hardly any damage to ship.

45. Vessel went aground due to

miscommunication witha VTS-Station.
Vessel came afloat by herself at HW.
Hardly any damage.

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BIBLIOGRAPHY:
1. Kluijven, van, P. The International Maritime Language Programme. An
English Cours for Students at Maritime Colleges and for on-board
training: Presentations, Texts, Tasks and Projects (2nd ed.). - SMCP
included. CD-ROM Alkmaar, Alk & Heijnen Publishers, 2005
2. Logie, Vivers, Nisbet Marlins Study Pack 2. Edinburgh, Marlins,
1998 , (ISBN 09531748 1 6)
3. Pritchard, B. Maritime English 1. Udine, Del Bianco Editore, 1999, (ISBN
953 0 30303 3)
4. Dokkum, van, K. Ship Knowledge. 2nd edition. Enkhiuzen, Dokmar,
2005 (ISBN 90-806330-6-2)
5. Chirea -Ungureanu, C, English Grammar-Exercises and Quizzes, Editura
Fundaţiei “Andrei Şaguna”, Constanţa, 2006, ISBN (10) 973-732-034-4
6. Chirea -Ungureanu, C. English Grammar in Use- Exercises and Quizzes
with Answer key, Editura Nautica, Constanta, 2010, ISBN 978-606-8105-
14-7
7. Chirea -Ungureanu, C. „ Developing English Communication and
Understandimg Skills on Board Ship”, Editura Crizon, Constanta, 2013,
ISBN 978-606-8476-09-4

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