Limba Engleza Maritima

MARITIME ENGLISH
CONSTANTA MARITIME UNIVERSITY

FACULTATY: NAVIGATION AND NAVAL TRANSPORT
DEPARTMENT OF FUNDAMENTAL SCIENCES AND
HUMANITIES
STUDENT’S COURSEBOOK
MARITIME ENGLISH
3rd YEAR
1st Semester
COURSE COORDINATOR:
DR. CARMEN CHIREA-UNGUREANU

Associate Professor
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MARITIME ENGLISH
CONTENTS PAGE
1 Navigation 4
2 Anchoring 20
3 Berthing 21
4 Leaving berth and Underway 23
5 Buoyage 29
6 Loading, Discharging & Trim 36
7 Project: Pilot Reading Glossary and Practice 41
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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MARITIME ENGLISH
UNIT 1
Navigation
1. Introduction
By navigation is understood any act or procedure that will ensure the safety of passengers and
crew, vessel and cargo during a voyage from point of departure to a destination.
This safety is greatly determined by good seamanship.
And since good seamanship refers to The Human Factor (HF), it is obvious that the influence
on safety on board vessels is largely determined by acts of the seafarers on board.
Therefore the manning of a vessel must be planned very accurately, and because most vessels
are manned with multi-lingual crews, special attention should be paid to the internationally
standardized form of maritime communication, both intership and intra-ship.
2. Manning
All vessels have one thing in common: they must be manned by qualified crews.
On board vessels the two main departments are the deck department and the engine room
department.
The radio department is often integrated in the deck department.
The head of the deck department is the first mate – or Chief Officer.
The Chief Engineer is the head of the engine room department.
Officers are assisted by ordinary seamen and able (bodied) seamen (OS and ABS).
An “able seamen” is experienced seafarer. He or she will often act as man-at-the-wheel
(helmsman), or lookout.
The boatswain, or bosun, is the head of the ratings (OS and ABS).
Apprentice officers are officers in training.
Nowadays many vessels are manned with General Purpose Officers – or Multi- Purpose
Officers – who have been trained to perform the duties of the mate, engineer and radio
operator together.
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3. Duties
Of course the main responsibility of all the deck officers on merchant vessels is navigation, i.e.
getting the vessels safely to her destination.
There are many other duties to be performed in the deck department.
The first mate is responsible for making up the stowage plan, supervision of loading and
discharging of the cargo and general ship maintenance.
The second mate is responsible for the navigation equipment.
The third mate will often act as safety officer. He or she is responsible for the maintenance of
all the safety equipment on board.
The main duties of the Engineering-officers in the engine room department are the
maintenance and overhauling of the main engine and the auxiliary-engines.
The captain, or master, is ultimately responsible for all that goes on aboard the vessel.
Usually he has not been integrated in the watch-keeping system on the bridge. If he thinks it
necessary to appear on the bridge and interfere with the work of the officer of the watch
(OOW), or if the master is called to the bridge by the OOW, he must clearly indicate that he
will become the conning officer by saying: “I now have the watch”. To confirm this, the OOW
will then answer: “You now have the watch”.
The tasks of the radio operator are to contact shore based stations and other vessels in cases
of distress, to transmit urgency messages, safety messages when there are imminent dangers
to navigation, to listen to Notices to Mariners, weather reports and navigational warnings and
to maintain contact with other ships for a safe and efficient voyage.
4. Watchkeeping
The 24-hour-period on board the vessel is divided into 6 shifts, or watches, as they are called.
Each watch lasts 4 hours.
The watches are:

First watch ( 2000 hrs-2400 hrs)
Middle watch (0000 hrs-0400 hrs)
Morning watch (0400 hrs-0800 hrs)
Forenoon watch (0800 hrs-1200 hrs)
Afternoon watch (1200 hrs-1600 hrs)
Evening watch (1600 hrs-2000 hrs)
The evening watch is often divided into two watches of 2 hours each to allow everyone to
enjoy the evening meal. These two watches are called the first and second dogwatch.
The Radio-operator keeps watch four periods of two hours a day.
One of the Watchkeeping-systems that is used in the deck department aboard sea-going
vessels is the “4-12-8” system, whereby the first mate stands all four-o’clock watches, the
second mate stands the twelve-o’clock watches and the third mate stands the eight-o’clock
watches. The captain will often join the third mate, since the third mate is usually the last
experienced officer.
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5. Heading, course, track and drift
By heading is understood the direction in which the vessel is

pointing. It is the angle between the fore-and-aft line of the
vessel and True North, expressed in degrees.
Heading constantly changes due to sea and wind influences
and steering errors.
By course is understood the intended sailing direction of the
vessel. In other words: it is the direction in which the vessel is
steered in order to reach her destination.
It is expressed in degrees.
A track consists of one, or a number o f course lines along
which the navigator intends to proceed for a safe passage,
e.g. when clearing a danger.
A great circle course will form the shortest connection
between two places on the earth.
A Rhumb Line, or loxodrome, will form a line whereby all the angles made by the course line
and the meridians are equal. This implies that in (Mercator) sea charts the earth is not a
sphere, but a square.
Composite sailing combines the advantages of the great circle and the rhumb line: it will
offer the shortest route, while the vessel can keep constant true directions. Due to the
influence of the wind and current the vessel’s destination will not be reached without any
alterations of course.
By course made good is understood the course that the ship will follow after allowing for the
effects caused by wind. Now the effect of current on the vessel’s path must also be corrected,
resulting in a course over ground that will lead to her
destination.
6. Position
The vessel’s position can be determined in a number of ways,

for example by means of pilotage (coastal navigation), cross
bearings, a cocked hat, a running fix, dead reckoning,
astronomical navigation or satellite.
The vessel’s position may be indicated by a latitude/longitude
– reference, or as a bearing and distance from a fixed point.
In VHF – communication and written reports the letter
position indication must always be preceded by the word
“bearing”.
Positions are expressed in degrees and minutes. Distances are
indicated by nautical miles (1852 meters) and cables (one
tenth of a nautical mile – 185.2 meters).
Position indicated as a bearing and distance
from a fixed point, and in Latitude/Longitude.
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7. Pilotage (coastal navigation)
When sailing along the coast, compass bearings of conspicuous objects are taken at regular
intervals.
A conspicuous object (conspic) is an object on land or at sea that is mentioned and described
in the pilot book. Cross bearings form an intersection of two bearing lines that have been
taken of two conspicuous objects.
If a third conspic is available, a third bearing (“check line”) can be taken.
Because the vessel is proceeding, the two bearing lines and the check line will form a triangle,
called cocked hat.
The ship’s position is in or at the cocked hat.
8. Running fix
A “running fix” is made when there is only one conspicuous object available.
It is done by taking two bearings of the same conspic at interval. Cross bearings with
cocked hat
(The angle between the two bearing lines must be > than 30 degrees).
Example
The first bearing is taken at 16.50 hrs.

Log reading: distance travelled = 380 nautical miles.
The second bearing is taken at 16.55 hrs.
Log-reading: distance travelled = 381 nautical miles.
The difference between the first log-reading and second log-
reading is 1 mile.
Now, with the aid of chart dividers, “1” is measured from the
chart scale at the side of the nautical chart and transferred to
the course line. The position of the ship is at the intersection
of the second bearing line with the line that runs parallel to
the first bearing line. Running fix
9. Dead Reckoning
“Dead Reckoning” is determining (reckoning) one’s position by
deduction.
In other words: finding one’s position by taking into
consideration a number of standard data:
-last known position and time
-course and speed
-sea and weather condition
The expression “dead reckoning” is not spelt correctly.
“Dead” should actually be spelt “ded” as an abbreviation of
deduced.
10. Astronomical Navigation

With astronomical navigation, or celestial navigation,
observations are taken of celestial bodies (the sun, the
moon and stars).
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With a sextant the angle between a celestial body and the horizon is measured.
Now with the aid of the chronometer and the tables in the nautical almanac the ship’s position
can be determined.
(This way of fixing a position is quiet obsolete. However, it comes with good seamanship and
should never be deleted from the maritime studies).
11. Satellite Navigation and Radio Navigation

In the (Differential) Global Positioning System a signal is transmitted from the satellite. Within
the shortest possible time the ship’s position is determined be data received from the
satellites, and shown on the GPS-display on the bridge.
12. Depth
The depth of water must always be determined accurately.
In areas where shoaling has been reported, in restricted- and
inshore waterways, in harbours and ports, and in areas of
which the navigator does not have any local knowledge, the
risk of going aground is always imminent for deep draft
vessels and very often shallow draft vessels, too.
Furthermore the navigator should always be aware of the fact
that charted depths may sometimes be unreliable and must
be increased or decreased due to sea states, swells and
winds.
Therefore Notice to Mariners should be studied carefully and
regularly to avoid grounding due to insufficient depths of
water or an unexpected tide below the prediction.
Places where depths are maintained by regular dredging-operations are indicated as areas
with controlling depths. These depths are always very reliable.
The old-fashioned way of sounding (determining depth of water) is by means of the handlead.
Nowadays the most common way to determine depth is with the aid of the echo sounder,
whereby a signal is transmitted to the seabed.
The signal “bounces” back and is received again by the echo sounder.
From the time elapsed between transmission and reception of the signal, the depth of the
water can be determined.
Protruding obstacles on the seabed, such as wrecks and rocks, are not easily detected by
signals.
Therefore the depth over a protruding obstacle is obtained by wire sweeping, whereby a cable
is swept over the seabed between two survey vessels. This routine is continued until the wire
will experience no resistance from any obstacle.
Now the depth of the specific position can be determined and recorded.
13. Directions
The terms that are used to indicate directions of proceeding are: starboard, port, ahead and
stern.
These terms are used in helmorders and engineroom orders to indicate in which direction the
vessel must be steered.
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Helmorders (“Starboard 5!”, “Port 10!”, “Midships!”, “Steady!” etc.) and engineroom orders
(“Full ahead!”, “Dead slow astern!” etc.) are given by the mate to the helmsman and must be
repeated by the latter before they are actually executed.
To indicate directions towards the vessel, e.g. when a pilot, gale or Tsunami is approaching
the vessel, the terms “on”, “before” and “abaft” are used, followed by the appropriate section
of the vessel.
Like so:
on the stem/stern, on the starboard bow, on the port quarter, before the starboard beam,
abaft the port beam, etc.
Directions that indicate the position of other vessels, objects or dangers with respect to our
own vessel are indicated by the words starboard, port, ahead and astern.
(“I will overtake you on your starboard/port side” / “wreck ahead of you”/ etc.)
However, due to technical restrictions of the radar, a VTS-operator will not always be able to
determine a vessel’s heading and course exactly.
The exact positions of two vessels with respect to each other are even more difficult to assess.
Therefore the use of the term “starboard/ port/ ahead/ astern must be avoided.
Instead, VTS-operators must use “cardinals” and “half-cardinals” to indicate positions and
directions.
Like so:
“Shallow waters to the North of you”;

“Vessels overtaking to the Southeast of you”;
“Uncharted shoal to the West of you”;
“Obstruction to the Northwest of you”.
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Self-assessment Test
Navigation: tasks
1) Idioms
The italicized words in the text are given below in alphabetical

order.
Find out what they mean as they appear in the text and learn
them by heart.
Abaft the port beam Data Forenoon watch Negligence Time elapsed
Abbreviation Dead reckoning General purpose Obsolete Towards
officer
Able bodied seaman Decrease Helmsman Obtain Track
Afternoon watch Deduce Heading Ordinary seaman transmission
Aid Deep-draught Helmorder Overhaul Transmit
vessel
Alteration of course Degrees Imminent Pilotage (1) Triangle
Appear Delete Imply Pilotage (2) True north
Apprentice officer Departure Increase Pilotage (3) Tsunami
Auxiliary engine Destination Influence Position fix Urgency
Avoid Detect Insufficient Proceed Viz.
Bearing Determine Integrated Propulsion Weather condition
Before the starboard Dimensions Interfere Protruding obstacle Wiresweeping
beam
Boatswain Direction Internal Ratings Wreck swept
Celestial bodies Disaster Intersection Regular
Characteristics Distress Latitude Reliable
Chart Dog watch Latter Resistance
Chart dividers Dragging anchor Local knowledge Restricted waterway
Chronometer Draught Longitude Running fix
Clearing danger Dredging Longitudinal Shallow
Cocked hat Dredging anchor Maintenance Shallow draft
Conning officer Due to Man-at-the-wheel Shoal
Consideration Ensure Marine accident Shoaling
Contrary to Execute Master Shore based station
Controlling depth Experience Mate Steering error
Course Express Mention Stowage plan
Course over ground External Merchant vessel Sufficient
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Cross bearings First watch Middle watch Survey vessel

Current Fore and aft line Mishaps Tide
2) Manning, duties and watchkeeping (“4, 12, 8” system)
Match the description, duties and watches with the officers and crew
by filling in one letter (A, B, C, etc).
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Progress test
Descriptions, duties and watches Officers and crew
13 - Head of ER-
1 - Officer on duty A - Captain (master)
department
2 - Cargo handling supervision 14 - Stowage Plan B - First mate
3 - Middle watch 15 - First watch C - Second mate

16 - Helmsman
4 - Trainee D - Third mate
(man-at-the-wheel)
17 - General ship
5 - Safety E -Chief engineer
maintenance
6 - Afternoon watch 18 - Morning watch F - Multi-Purpose Officer
7 - Overall responsibility 19 - Integrated officer G - Boatswain (bosun)

8 - Maintenance and
20 - NAVWNG H - Radio operator
overhauling
21 - General purpose
9 - Four 2 - hour periods I – OS
officer
10 - Head of ratings 22 - Forenoon watch J – ABS
11 - Navaids o/b 23 - Conning Officer K – OOW
12 - Dogwatches 24 - Inexperienced rating L - Apprentice Officer
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3)Heading, course and track: Fill in …

Heading
By heading is understood the

…………….in which the vessel is
pointing.
The angle between the
……………………………… and
…………….. is expressed in
…………………………………
Heading constantly changes due
to …................ ……………… of sea
and wind and ………………………
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Course
The i …………. sailing direction is

expressed in
…………………………………………………….
………… and is the direction in which
the vessel is steered.
Rhumb line
A course line whereby all the angles

made by the …………………… and the
……………. are ………………………….. is
called a rhumb line, or
………………………………….
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Track
For a safe passage, for instance

when ………………. a
dangerous wreck, the course

lines along which the
navigator intends to …….. form

the track.
If no allowances are made for a

wind and current
the vessel will follow a line

called………..
If allowances are made for wind

and current the
vessel will follow a line

called…………
3) Position
Oral practice:
-every number must be pronounced separately.
-“point” is pronounced as “decimal” (2.5 = two - decimal - five)
-be fluent in your pronunciation; every mistake, however little, must be corrected
by the phrase “mistake… correction”, followed by the correct position.
51 DEGR. 29 MIN. N / 047 DEGR. 53 MIN E.

134 DEGR. FROM BUOY NHR - SE, DISTANCE 0.6 MILES.
159 DEGR. FROM FALLS LIGHT, DISTANCE 2.4 MILES.
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49 DEGR. 8 MIN. N / 013 DEGR. 5 MIN. W

178 DEGR FROM ROYAL SOVEREIGN LIGHTHOUSE, DISTANCE 4.1 MILES.
250 DEGR. FROM BUOY CA 4, DISTANCE 1.2 MILES.
68 DEGR. 27 MIN. N / 039 DEGR. 53 MIN. E.
025 DEGR. FROM ALICE BUOY, DISTANCE 2.5 MILES.
46 DEGR. 29 MIN. S / 018 DEGR. 53 MIN. E.
158 DEGR. FROM THE BASSURELLE, DISTANCE 1.5 MILE.
4) Position
Cross bearings and cocked hat
-Fill in: …….
X=………………………………………..
A=………………………………………..
B=………………………………………..
C=………………………………………..
D=………………………………………..
-Finish the sentence

A “conspic” is………………………………………..
The ship’s position is……………………………..
A triangle of 2 bearing - lines and 1 check line
is formed,
because……………………………………………
Running Fix
-Fill in: ......
X= …………………………………………
A=………………………………………….
B=………………………………………….
C=………………………………………….
D=………………………………………….
A running fix is made when there is only

one …
The second bearing is taken at 16.52 hrs.
; ………………. is 847 miles.
The difference is ……………….. to the course
line with the aid of ………….
The position of the ship is at the …………..
of the line that runs parallel to the …………. and the second bearing
line.
5) Order of events (“Running Fix”)
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Indicate the order of events by filling in A, B, C, etc.
1 2 3 4 5 6 7 8 9
A - Measure mileage by means of log-reading.

B - Determine the position of the Conspic.
C - Proceed of ground course.
D - Take first bearing.
E - Take second bearing.
F - Determine the intersection (ship’s posn.) of the parallel line with
the 2nd bearing line.
G - Transfer mileage to course line.
H - Determine the angle between the two bearing lines (>30 degr.).
I - Draw a line parallel with the 1st bearing line through transfer-point.
6) Directions
Match the numbers (“expressions”) with the letters

(“directions”)
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A B C D E F G H I J K L M N
A B C D E F G H I J K L M N O
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1. Before the starboard 5. on the port bow 9. on the port 13. on the starbo
beam beam bow
2. Astern 6. starboard 10. port 14. ahead
3. on the stem 7. on the port 11. on the 15. on the starbo
quarter starboard quarter
4. abaft the starboard 8. on the stern 12. abaft the port 16. before the po
beam beam beam
7) Depth and Draft: matching

Match the reports on groundings with the causes by filling in A, B, C,
etc.
1 2 3 4 5 6 7 8 9 1
1 2 3 4 5 6 7 8 9 10
Reports on groundings
1 - “It was the first time that we sailed these waters, which are renowned to be dangerous, especially if you do
not know your way around. And indeed: after 2 miles we went aground!”
2 - “When we entered the fairway, our vessel was drawing 21 meters. Our first mate had miscalculated our UKC
and though it would suffice to pass through the channel - it didn’t!”
3 - “We had been warned about these waters and soon found out that the depths indicated in the chart were by
no means to be trusted: we went aground”.
4 - “In a fierce gale we were hit by an enormous wave that put us off course in the narrow fairway. We could
not avoid the shoals and went aground.
5 - “We had sailed these waters many times and knew the settings of currents and times of tides by heart.
Unfortunately the Low Slack period lasted longer than usual, and grounding could not be avoided”.
6 - “Due to illness of the ABS one of the ordinary sailors was appointed helmsman. Unfortunately his English
was too poor to execute the OOW’s helmorders properly. We hit a sandbank”.
7 - “A storm in the area had resulted in the forming of a shoal patch, on which we went aground”.
8 - “We went aground because we had not been able to determine the depth of the fairway due to
malfunction”.
9 - “We went aground because the conning officer had miss-interpreted data on the Radar”.
10 - “To reduce expenses, the documents on the bridge had not been updated. Therefore we did not have the
correct data to proceed safely through these waters. This has resulted in the grounding of our vessel”.
Causes of groundings
A - Steering error F - Data misread
B - Tide below prediction G - Vessel is of deep draft
C - Charted depth unreliable H - Echo sounder not functioning
D - Obsolete chart and / or pilotbook I - Lack of local knowledge
E - Shoaling J - Sea-state, swell and wind
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UNIT 2
Anchoring,
Berthing,
Leaving
berth and
Underway
Anchors and chain
A stocked anchor will tip sideways when it strikes the seabed, so that one fluke
will “bite the soil”. The stocked anchor consists of a puddening (1), a shank (2), a
crown (3), arms (4), flukes (5), a stock (6), anchor nuts (7), breastpiece (8) and
a forelock (9).
The disadvantages of a stocked anchor are:
-it cannot be stored in the vessel’s hawse because of the stock;
- one of its flukes will always point upwards, which makes this anchor very
vulnerable to being fouled.
The stockless anchor consists of an anchor shackle (1), a puddening (2), a shank
(3), flukes (4), arms (5) and shoulders (6).
Contrary to the stockless anchor, the stocked anchor cannot be stored in the
vessel’s hawse.
Both flukes will bite the seabed.
Sea going vessels are usually equipped with stockless anchors : two bower
anchors, a stern anchor for maneuvering the ship when she is “dredging anchor”
and a spare anchor.
Anchor chains are made up of lengths of 15 fathoms each. These lengths are
called “shackles” and are made of stud - links or open links.
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Stud-link chain Open-link chain
The studs are for strength and prevent the cable from turning (kinking).
Chains that do not have these strengthening are called open - link chains.
The joint between two lengths of 15 fathoms is also called shackle.
It is often painted white, so that the number of shackles that are out can be
determined.
1. Anchoring
When the vessel is approaching the anchorage or her designated berth, the
anchor gear has been thoroughly checked and prepared: windlass and hinging
parts have been greased, bandbrakes tested, hawse pipe-closing plates removed,
etc.
In order to avoid any unexpected situations, it is customary to prepare both
starboard and port anchors for letting go.
Bad holding ground, such as sand and shells, will cause the anchor to drag.
Therefore information about holding ground must be looked up in the pilot book
or chart prior to letting go anchors.
When a river berth has been allocated by the VTS Station or port authority, it will
sometimes be necessary to “dredge anchor” in order to make sharp turn towards
the embankement.
The length of chain that is put out is
indicated by the number of shackles (1
shackle equals 15 fathoms). Safe
anchoring implies that a length of chain
equal to the depth of water plus two
shackles must be used.
More shackles must be put in the water:
- when the water is very deep (more
than 25 fathoms)
-in adverse weather
- when barges are passing close to the
vessel
-when the anchor chain has a low tensile strength
-when the anchor chain is leading ahead
-when the vessel is in ballasted condition.
When the anchor is holding, the anchor lights must be switched on and the
anchor ball is hoisted. The anchor position must be checked by bearings at
regular intervals.
2.Berthing (without tug assistance or thrusters)
When the vessel approaches her designated berth at minimum steerageway, the
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approach to the quay is made at the smallest possible angle.

With a heaving line the hawser is pulled from the vessel onto the embankment by line-
handlers.
The spring is fastened to a bollard, and while the engine is on half astern, the warping
drum picks up the slack (that is: pulls the line tight). To prevent the line from being
fouled, the hawser or spring is led through a fairlead.
The ship is then maneuvered along the embankment and fastened to bollards by
headlines, stern lines, breast lines and springs.
3.Leaving Berth
When leaving berth, casting off orders, engine room orders and helm orders are given
by the pilot or the master. After having started the engine, the first order is: "Stand by
for letting go!". When a line is cast off, the first order must always be: "Slack away', so
that it will become possible to handle the hawser. The next casting off order will then
be: "Heave away', which means that the line can be pulled aboard.
The sequence of casting off orders that can then be given depends on how the vessel
has been berthed, and on the prevailing weather condition and currents.
Example of casting off-sequence
1) „Single up fore and aft”!!
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2) “Let go everything fore!

Slack away headline/fore spring!
Heave away headline /
forespring!”
3) „Let go aft spring and breastline!

Slack away aft spring / breastline!
Heave away aft spring /
breastline!”
4) „Let go sternline!
Slack away sternline!
Heave away stern line!”
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….. “Propeller clear!” followed by the helm order

“Starboard fifteen!” and the engine room order
“Dead slow ahead!”
Completion of the vessel’s berthing or unberthing procedures is indicated by the phrase:

“Finished with maneuvering station”.
Underway
All the helmorders that will follow after the vessel has departed and is underway are given
to the man-at-the-wheel (helmsman). He must repeat these helmorders before he will
actually execute them.
The helmorder "Ease her” is given to reduce the amount of rudder and hold.
The helmorder "Steady” is used to reduce the swing of the vessel by giving "counter-rudder"
when she is making an alteration of course.
The helmorder "Meet her” is used to stop the swing of the vessel's head in a turn.
The order "Steady as she goes” is given when at that moment the intended course to steer
is straight ahead (for example 186 degrees).
The helmsman must report to the conning officer when the vessel is actually on this course
by saying: "steady on course 186 degrees".
The conning officer (OOW) must then repeat the helmsman's reply ("steady on course 186
degrees”).
Engineroom orders, too, must be repeated by the person operating the bridge telegraph before
they are executed.
The OOW should ensure that the orders are carried out correctly and promptly.
The engineroom orders are: Dead slow -, slow -, half -, full-, stop (-ahead or -astern).
When the vessel is fitted with twin propellers, the word "both" must be added. ("dead slow ahead
both·, "slow ahead both", "half ahead both", "full ahead both”).
For bow-or stern thrusters the orders are:
"bow thruster full / half to port/starboard";
"stern thruster full / half to port/starboard".
When operation of the engine is no longer required, the phrase “finished with engines-no
more maneuvering” is used.
23
MARITIME ENGLISH
Anchoring, berthing, leaving berth and underway: tasks
1) Idioms
The italicized words in the text are given below in alphabetical order. Find out
what they mean as they apear in the text and learn them by heart.
adverse weather dredging anchor heaving line slack away

allocate embankment helm orders slack
anchor gear engineroom orders hinging part steady
approach equal hoist steady as she goes
avoid equipped with holding ground steerage way
bandbrake execute imply Stern line
barge fairlead indicate stocked anchor
berth fasten nut stockless anchor
bollard fluke prepare strengthening
bower anchor fore-to-aft spring prevail stud-link
breastline forelock prior to tensile strength
cast off fouled puddening tight
crown grease quay vulnerable
current hawse pipe seabed warping drum
dead slow hawser shackle wharf
designated berth headline shank windlass
dragging heave way single up
2) Anchors and chains: indicate or explain
24
MARITIME ENGLISH
1) Indicate the difference in construction between the stocked anchor and the stockless
anchor.
______________________________________________________________________
______________________________________________________________________
____________________
2) The disadvantages of the stocked anchor are:

______________________________________________________________________
______________________________________________________________________
____________________
3) The advantages of the stockless anchor are:

______________________________________________________________________
______________________________________________________________________
____________________
4) Explain the function of the „stud” in a stud-link chain.

______________________________________________________________________
______________________________________________________________________
____________________
Stud-link chain
5) The meanings of the word „shackle” are:

______________________________________________________________________
______________________________________________________________________
____________________
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MARITIME ENGLISH
Progress test
3) Anchoring: matching
Study the text (“Anchoring”) and then indicate whether the Fill in :
following examples of “good seamanship” are appropriate (appr.)appr. /
or not not appr.
appropriate (not appr.) for the situation.
1) Look up holding-ground information when the vessel is underway to her

anchorage or designated berth. __________
2) Check windlass because vessel is in ballasted condition __________
3) Put more length of chain in water because tide is rising __________
4) Check windlass when the vessel is underway to her anchorage or designated
__________
berth
__________
5) Put more length of chain in water when chain is leading ahead.
6) Test bandbrake because chain is leading ahead. __________
7) Remove hawse-pipe closing plate when weather conditions are __________
deteriorating __________
8) Remove hawse-pipe closing plate when the vessel is underway to her __________
anchorage or designated berth __________
9) Put more length of chain in water because weather conditions are __________
deteriorating. __________
10) Look up holding-ground information when strength of chain is not __________
according to recommendations. __________
11) Look up holding-ground information because traffic is very busy.
__________
12) Grease anchor-gear hinging parts because chain is leading ahead.
__________
13) Put more length of chain in water because traffic is very busy
14) Prepare both anchors when the vessel is in ballasted condition. __________
4) Leaving berth
Study the text on “Leaving berth”, then write down in full the orders that match
with the sequence of casting off.
(The vessel has already been singled up fore and aft; the engineroom-order “Start
engine” has been given; the casting-off “Stand by for letting go” has been given).
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MARITIME ENGLISH
Practice 1
Sequence of casting off: E - D - C - B - A
E
__________________________________________________________
___
D
__________________________________________________________
___
C
__________________________________________________________
___
B
__________________________________________________________
___
A
__________________________________________________________
___
5) Leaving berth and underway
Indicate by means of numbers 1-30 the sequence of standard orders when the
vessel is leaving berth and underway.
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MARITIME ENGLISH
Standard casting-off orders, engineroom-orders and helmorders
14-“Half ahead; steady as she goes!” 27-“Let go sternlines!”

15-“Slack away sternlines!” 28-“Heave away fore spring!”
16-“Heave away headline!” 29-“Slack away headlines!”
17-“Let go aft spring!” 30-“Let go sternline!”
18-“Slack away sternline!”
19-“Let go headlines!”
20-“Stand by for letting go!”
21-“Single up aft!”
22-“Slack away forespring!”
23-“Let go headline!”
24-“Heave away breastline!”
25-“Starboard 15; dead slow ahead!”
26-“Single up fore!”
1 - “Slack away headline!”
2 - “Heave away sternlines!”
3 - “Slack away aft spring!”
4 - “Let go breastline!”
5 - “Full ahead!”
6 - “Midships, slow ahead!”
7 - “Stand by engines - start engines!”
8 - “Heave away headlines!”
9 - “Let go fore spring!”
10 - “Heave away aft spring!”
11 - “Slack away breastline!”
12 - “Propeller clear!”
13 - “Heave away sternlines!”
Sequence of casting off:

Single up foreward/single up aft/fore spring/aft
spring/headline/breastline/sternline/ underway.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
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MARITIME ENGLISH
Unit3
Buoyage
Buoyage systems and types of buoys
The main buoyage systems that are employed worldwide are the
Lateral buoyage system and the Cardinal buoyage system.
Buoys in the Lateral system are used to indicate the port-and
starboard sides of the fairways.
The Lateral system is subdivided into two separate systems: the
IALA-A system and IALA-B-system (IALA stands for International
Association of Aids to Navigation and Lighthouse Authorities).
Most countries in the world employ the A-system: the starboard
side of the fairway is indicated by the green-colored conical
shape, and the port side is indicated by the red-colored can-
shape. America and some Oriental countries employ the B-system: starboard is
indicated by a red-colored cone, and port is indicated by a green-colored can.
Buoys in the Cardinal system are used to indicate how to pass a danger (e.g. a wreck) in
a certain quadrant or area.
The position of the danger is indicated by North-, South-, East-and West Cardinal buoys.
They will give the navigator information regarding the vessel's position in reference to the
position of the danger. Cardinal buoys are pillar-or spar-shaped.
Special buoys indicate special features in the fairway that can be looked up in the Pilot
book. They may have any shape and are fitted with a yellow light.
Landfall marks mark safe water of sufficient depth and indicate that one approaches the
coast. They are pillar-, spar-or spherical-shaped and are fitted with a white light.
Isolated danger marks are pillar- or spar-shaped and are fitted with a white light.
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MARITIME ENGLISH
Shapes of buoys
In the buoyage systems we know can buoys, conical buoys (cones), pillar buoys, spar buoys and
spherical buoys (spheres).
The red or green colored can and conical buoys are used to indicate the sides of the fairway.
In the lateral system these shapes actually have meanings: they indicate starboard and port side.
The shapes of pillar buoys and spar buoys do not give any information. In order to assess their
meanings one must distinguish them by their topmarks (or daymarks), light characteristics or
colors. Pillar buoys and spar buoys can
be used to indicate the sides of the
fairway.
To indicate port or starboard-side, they
must be fitted with a can-shaped or conical-shaped topmark.
Spar buoys are used when navigation is hampered by ice. These buoys are not easily carried away
by ice floes in the fairway. Spherical buoys are used to indicate special features in the fairway
(special buoys) and to indicate safe water (landfall buoys).
Lights: characteristics
The lights that are used in the buoyage systems are the Fixed light. the Flashing fight, the
Occulting light and the Isophase light. These lights are indicated by the abbreviations F, FI,
Oc and Iso. Group lights are flashing-or occulting lights in which the light-intervals are
exhibited in groups that are repeated at regular intervals, for example FI(3) or Oc(2).
The Fixed light is a light that shines continuously.

Its abbreviation is F. It may be used on lateral buoys.
The Flashing light is a light with a short light interval and a long dark interval. Its
abbreviation is Fl, but in nautical charts the abbreviations of the corresponding rhythms Q
(quick) or VQ (very quick) are used.
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MARITIME ENGLISH
Flashing lights are used on lateral buoys,

cardinal buoys, special marks, landfall buoys
and isolated danger buoys. At night the
Cardinal buoy is identified by the number of
white flashes (Q or VQ). The N Cardinal
carries a continuously flashing light ("Q or
VQ"); the W Cardinal has 9 flashes ("Q9 or
VQ9"); the E Cardinal has 3 ("Q3 or VQ3"), and the S Cardinal has 6 flashes, followed by
1 long flash in order not to mistake her with the W Cardinal (Q6 + 1LFL or VQ6 + 1LFL).
The characteristic of the Occulting light is contrary

to that of the flashing light: the occulting light has a
long light interval and a short dark interval. In other
words: it is an interrupted light. Its abbreviation is
Oc.
It is used on lateral buoys, special buoys, landfall
buoys and isolated danger buoys.
The Isophase light has a light interval and a dark

interval of equal durations. Its abbreviation is ISO. It is used on lateral buoys, special
buoys, landfall buoys and isolated danger buoys.
The Alternating light (Al) is a light that shows different colors alternately, for example
AIWGR (Alternating light White/Green/Red).
The applications of the types of lights are determined by the fact whether a light is
conspicuous or not. The most conspicuous light by far is the Flashing light. Therefore it is
always used to indicate danger. The least conspicuous light is the Fixed light. Therefore it
should merely be used to illuminate an object or an area. Because of the conspicuous colors
red and green, however, a fixed light is often used in the Lateral buoyage systems.
Topmarks (Daymarks)
Buoys are not only distinguished by their shapes
and colors, but also by their topmarks (daymarks)
The shapes of these topmarks may be a can, a cone, a sphere or a cross.
Lateral pillar - or spar buoys are fitted with red or

green can-shaped or conical topmarks. When the
buoys are can- or conical shaped themselves, they
are not fitted with any topmarks.
Cardinal buoys are fitted with two black cones.

North is indicated by two cones points up;
South is indicated by two cones points down;
West is indicated by two cones point to point;
East is indicated by two cones base to base.
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MARITIME ENGLISH
The special buoy, whose meaning is indicated in the pilot book, carries a yellow cross.
The safe water buoy (landfall buoy) is fitted with a single red sphere.
The isolated danger buoy carries two black spheres.
Colors
Colors used in the buoyage systems are red, green, yellow, black and white.
The colors red and green are used in the Lateral systems.
In the IALA-A system, counting from seaward, red indicates port side and green indicates
starboard side. In the IALA-B system red indicates starboard side and green Red can buoy
and green cone: IALA-A indicates port side.
The combination of the color yellow with the color black is used in the Cardinal Buoyage
System. These buoys carry conical topmarks. The color black on the buoy is positioned in
such a way that it corresponds with the direction in which the cones are pointing. Thus
cardinal buoys can be recognized not only by their topmarks, but also by the color
combinations.
-black over yellow: North
-yellow over black: South
-yellow with a black band: West
-black with a yellow band: East.
The color red in combination with the color black is used on isolated danger marks.
These buoys are red and black horizontally striped.
The color red in combination with the color white is used to indicate safe water - e.g. in the
middle of the channel.
These buoys are the “red and white vertical stripes” landfall buoys. (RWVS- buoys)
The yellow special buoy is used to indicate special features of the fairway. Information as to
its exact meaning must be looked up in the pilot-book of that area.
Miscellaneous
Numbers on Lateral buoys are not merely used for registration, but also indicate the sides of
the fairway. Counting from seaward an even number will indicate port side.
An odd number will indicate starboard side.
In "complicated" areas, i.e. areas with many inland waterways where rivers bifurcate into
branches that also have bifurcations; it may be quite difficult to assess port- or starboard
side.
In order to facilitate navigation in these waters, the charted sailing direction is indicated by
means of an arrow,
Apart from fairways with port- and starboard sides, coastal waters may be buoyed by lateral
marks as well. The coastal side will then be indicated by a starboard buoy.
Charted direction is "clockwise around the continents".
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MARITIME ENGLISH
Buoyage: 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.
abbreviation conspicuous indicate

anti-clockwise contrary to inland waterway
application corresponding rhythm interrupt
approach determine isophase light
bifurcate distinguish landfall buoy
bifurcation duration occulting light
buoyage employ odd numbers
can exhibit pillar buoy
channel facilitate sphere
chart fairway spherical
charted direction feature subdivide
clockwise fixed light wreck
cone flashing light
conical illuminate
2) Descriptions of buoys
33
MARITIME ENGLISH
Tanker Great Yarmouth Princess - GBCH - underway from Capo Michaella to San Pedro, with a full
cargo of crude oil, passes buoy A (marking a sewer-outfall off the coast of the little fishing village
of St. Christobal).
After passing waypoint, proceeding on course 345 degrees true at 12 knots, buoy B (marking the
position of submarine pipeline) is kept at starboard side.
To avoid dangers to navigation (X1 and X2), the track leads clear between the dangerous wreck
(buoys C and D) and the shoals (buoys E and F).
The wreck is kept at starboard side. The shoals are kept at port side.
With the N Cardinal south of us, we are proceeding on course 270 degrees, speed 12 knots, until
buoy G, indicating the approach to the coast, is straight ahead. Now we make for the area N of
the isolated danger (buoy H) into the restricted waters of San Pedro Bay, where the river pilot
embarks.
We now enter the Lateral Buoyage System (IALA-B) of the River Guadaljerez
(Sb. and P. buoys I) and proceed at a speed of 5 knots towards our designated river berth.
Give a description of all the buoys mentioned
34
MARITIME ENGLISH
Buoys types shapes lights topmarks colors
A
I (Sb.)
I (P.)
35
MARITIME ENGLISH
Unit 4
Loading,
Discharging and Trim
The stowage plan
One of the most important responsibilities of the first mate is to make sure that cargo will be
properly loaded and stowed.
Whether bulk cargo, general cargo, heavy cargo, containerized cargoes or refrigerated
perishable cargo are carried, care must always be taken to ensure that a cargo will not in
any way affect the vessel's stability and jeopardize vessel, cargo and crew.
Therefore a stowage plan must be made up before the loading of the cargo commences.
Stevedoring (loading and discharging of cargo) must be done according to this stowage plan
by a shoregang. A shore gang usually consists of a foreman and stevedores (longshoremen,
as they are called in America), hatchwaymen, winchmen and a tally clerk.
The most important factors that must be taken into consideration when making a stowage plan
are:
1) The stowage factor of the cargo

This factor indicates the volume of the cargo hold occupied
by one ton of cargo and is best explained by this example:
one ton of lead will take up less space than one ton of cotton.
According to the type of cargo carried, this volume, or space,
can be defined as bale space, grain space or oil space.
By bale space is meant the volume of the cargo holds that
can be used for general cargo.
By grain space is meant the volume of the cargo holds that
can be used for dry bulk cargo.
By Oil Space is understood 98% of the total volume of the
wet bulk tanks.
The remaining 2 percent is called ullage and serves as expans/on-space to allow for an
increase of volume when a cargo of oil is heated up and will consequently expand.
2) Trim and draft
By trim is understood the transverse and longitudinal positioning of the floating vessel.
36
MARITIME ENGLISH
To maintain an even transverse balance, the cargo must be

distributed in such a way that the vessel will not make a list to
port- or starboard side.
Longitudinally, the vessel must not be trimmed in such a way that
she will be down by the head or down by the stern excessively.
Ballast water is used to improve the vessel's trim.
To ensure a safe voyage of the laden vessel, loadlines are painted on the sides of the vessel.
These loadlines indicate the depths to which the ship may be
loaded in different seasons and circumstances (tropical fresh
water, fresh water, tropical water, in summer, winter and winter
North Atlantic).
The distance between deckline and Plimsoll line indicates
Summer Freeboard.
By "Full and Down' is meant that the vessel is fully laden and is floating on her load line.
The part of the vessel that is under water is indicated by the

word "draft" (or "draught").
Due to the salinity of sea water, draft in sea water is less than
draft in fresh water because sea water has a higher specific
gravity than fresh water.
Draft is measured at the stern of the vessel, at the stem and
amidships.
When there is no difference between draft fore and draft aft

she is floating on even keel (she is well trimmed).
When draft aft is greater than draft fore she is trimmed (or "down"-) by the stern. General
safety and the engine's fuel consumption will be influenced favorably when she is slightly
trimmed by the stem.
When draft fore is greater than draft aft she is trimmed (or "down"-) by the head.
When starboard-draft is less than port-draft, or port-draft is less than starboard-draft, she
will make a list to port or starboard.
The longitudinal deformations of the vessel are indicated by the words "sagging" and
"hogging".
When draft amidships is greater than draft foreward and aft, the vessel is "sagging".
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MARITIME ENGLISH
This will occur when the vessel is in loaded condition or is in a trough between two high
waves.
When draft amidships is less than draft foreward and aft, the vessel is "hogging". This will
occur when the vessel is on top of a wave.
Properly laden vessels will suffer less from sagging and hogging effects than vessels whose
cargoes have been badly stowed.
Draft is also influenced by the speed at which the vessel is proceeding.

At a certain speed in shallow water the vessel will create a trough at both starboard- and
port sides in which she will slightly "sink down".
This phenomenon is called "squat".
3) Segregation of different cargoes

Some cargoes are notorious for causing damage to the ship and other cargo that is carried.
Sweating and intermixing of cargoes must therefore be avoided by segregating the different
types of cargoes.
-Heavy cargo should not be stowed onto light cargo
-wet cargo should not be stowed onto dry cargo
-cargoes whose qualities may be deteriorated by each other's odors should not be stowed
close together
-optional cargoes (cargoes whose destinations are unknown at the moment of loading) must
be stowed separately
-perishable cargoes should be stowed in refrigerated stowage spaces.
Material used to segregate different types of cargoes is called dunnage. It may consist of
ropes, planks, plastics, inflatables, etc.
Wood dunnage is used with bale-cargoes to raise the bales a little from the floor for
ventilation, so that sweating-water can freely flow to the bilges as quickly as possible.
When loading or discharging any type of cargo, care must be taken to follow the cargo-
handling instructions most accurately to prevent any damage.
The following instructions are most commonly used:
"fragile", "use no hooks", "stow away from boilers", "don't tip", "this side up",
"keep dry" and "handle with care".
This latter cargo-handling instruction is often followed by the specific characteristic of the
cargo item, e.g. "explosive", "flammable", "oxidizing", "harmful", "corrosive",
"poisonous" (or "toxic'), "spontaneously combustible", "dangerous when wet",
"infectious" or "radio active".
These substances, or "agents", must all be considered as Dangerous Goods".
4) The order of destinations

It would be bad seamanship if, on a voyage from Hamburg to Rotterdam and thence to
Antwerp, the cargo that has Antwerp as its destination must be discharged first in order to
be able to reach the Rotterdam-cargo.
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MARITIME ENGLISH
Cargoes
General cargo is cargo coming in boxes, crates, bags and pieces. The stowage plan will
indicate where the various cargo-items have been stowed in an ordinary general-cargo ship.
Union purchase (or "married gear') is

a method of general-cargo-handling
with two derricks and one runner in
between.
Nowadays most of the general cargo is containerized.

Containers are loaded by gantry cranes or straddle carriers (portal cranes) and stacked
on board in rows, bays and tiers.
The rows run abeam; the bays run fore to aft; the tiers are layers.
Bulk cargo is unpacked cargo of one commodity.

Wet bulk cargo, such as crude oil, edible oils, etc. is loaded and discharged by pumps.
Dry bulk cargo is loaded and discharged by cranes with grabs or by pumps.
39
MARITIME ENGLISH
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 down by the head hatch way man

adverse weather down by the stern hogging
affect draft (draught) increase
allow for dunnage influence
bale space edible oil intermixing
bilges ensure jeopardize
combustible flammable list
commence fragile load and discharge
consideration fuel consumption load line
corrosive full and down longitudinally
deformation gantry crane married gear
derrick general cargo measure
destination grain space occur
deteriorate harmful order of destinations
discharge hatch coaming perishable
refrigerated squat tally clerk
cargo
responsibilities stack thence
runner stem toxic
sagging stern trough
salinity stevedore ullage
segregate stowage plan union purchase
segregation straddle carrier voyage
shallow summer freeboard winch man
specific gravity sweating wood dunnage
40
MARITIME ENGLISH
UNIT 5
Project: Pilot Reading Glossary

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

idioms (in alphabetical order)
1) Access to the traffic separation

scheme
2) Additional aids to navigation are

displayed from the lighthouse
3) Advance notice is required for

bunkering during weekends
4) ETA must be advanced 6 hours
5) In adverse weather vessels must

seek shelter
6) The alignment of the 2 lights will

lead clear of the danger
41
MARITIME ENGLISH

7) Eddies turning anti-clockwise
8) An approaching anti-cyclone
9) Approximately
10) By prior arrangement
11) Ascertain depth
12) Tidal stream attains greatest

rate
13) A bar forms an obstruction in

the entrance
14) Barge traffic allowed
15) The basin can be reached

through a narrow fairway
16) A beacon indicates a sewer

outfall
17) Beyond the bight is a detached

reef
18) The river bifurcates into N and

W branches
19) A boat drill before departure
42
MARITIME ENGLISH

20) A tower stands bold 2 miles W

of the entrance
21) Vessels bound for Rotterdam
22) A breakwater extends 2

cables N
23) Gales now ceased
24) The current turns clockwise

and sets NE
25) Pilotage will commence 1 hour

after HW
26) Port facilities comprise
27) Pilotage is compulsory
28) Conspicuous object
29) The counter current is

rectilinear
30) Only craft of shallow draft are

allowed to enter
31) The 2 currents cease

simultaneously
43
MARITIME ENGLISH

32) Degaussing facilities
33) Deratting facilities
34) A detached reef forms a

sheltered area
35) A diaphone is sounded in thick

weather
36) The direction of counter

current liable to change
37) Directions for the approach to

Calais indicate
38) Flags and pennant are

displayed from columns
39) Dragging anchor is reported in

this area
40) Draft restrictions are in force in

this area
41) Vessels drawing more than 20

meters
42) Do not dredge anchor!
43) Due to tack of navigational

aids
44
MARITIME ENGLISH

44) Eddies are formed around the

oil rig
45) Elevation of the red brick

dome: 30ft
46) The embankment provides

mooring facilities
47) Trinity House Pilot will embark

under the lee of the breakwater,
depending on prevailing conditions
48) The emergency anchorage is

fringed by rocky ledges
49) The convoy system is not

employed
50) Fishing vessels may be

encountered off the approach to
the harbour
51) Established direction of

traffic flow
52) The estuary knows many

bifurcations
53) Vessels exceeding 200 meters

in length
54) Exemption certificate is

issued
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MARITIME ENGLISH

55) Lights are exhibited from

metal columns
56) Gales are often experienced in

this area
57) Two black cones exposed from

metal columns
58) The island extends 3 miles E
59) An extensive mudflat forms a

danger
60) The extremity of the island

offers shelter
61) Coastal features include

several windmills
62) A fire drill before departure
63) A fisherman exhibits 2 vertical

fixed lights
64) Flashing white above fixed red

lights
65) Flats form obstructions in the

approach
66) The former has not been

charted
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MARITIME ENGLISH

67) Foul ground is reported in the

anchorage
68) Several fuelling berth
69) A gale warning has been

issued
70) Groynes protect the entrance

from onshore swells
71) Gunnery in progress;
72) A hazardous shoal is situated

W of the entrance
73) Hoist the anchor ball
74) Holding ground: sand and

shells
75) It is inadvisable to hug the

land
76) An illuminated tide gauge
77) Imminent risk to navigation
78) The passage is impassable

during off-shore winds
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MARITIME ENGLISH

79) Navigation impeded by fog
80) These waters are inaccessible
81) Inland waterways
82) The issuance of exemption

certificates
83) A jetty provides shelter during

storms
84) A landfall buoy indicates safe

water
85) Landmarks are mentioned in

the pilot book
86) The latter has been charted
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MARITIME ENGLISH

87) Least depth
88) Rocky ledges form dangerous

obstructions
89) Direction of the current is

liable to change
90) Lightened vessel are allowed

to proceed
91) Local knowledge is

necessary for sailing these waters
92) A lock gives access to inland

waterways
93) Vessels are instructed to

maintain headway
94) A Martello-tower stands

conspicuous
95) Men-of-war have priority
96) A moderate swell is formed
97) A mole extends 2 cables N
49
MARITIME ENGLISH

98) Municipal port authorities
99) A narrow fairway forms the

approach to the entrance
100) High water Neaps is 4 hours

after low slack water
101) An extensive obstruction lies

off the entrance
102) Pilotage is obtained by means

of a hoist
103) Onshore sets may occur

during high slack water
104) The flood stream off the island

sets N
105) Warning: off-lying dangers;

navigation impeded
106) Pilot will embark in the offing
107) The onward passage is

shallow
108) Vessels bound in opposite

direction
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MARITIME ENGLISH

109) Overfalls and tide-rips are
formed around the drilling platform
110) Owing to the adverse weather
111) A shallow patch
112) A patent slip is situated E of

the entrance
113) Pilot must be requested by

means of flags and pendants
114) Permission required
115) Pilot launch will maintain

headway
116) Pilotage will commence within

2 hours
117) Take precautions against

piracy
118) Dredging anchor is prohibited
119) A prominent square building
120) Take precautions against

protruding parts
121) A tower stands proud 1 cable

W of the quay
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MARITIME ENGLISH

122) Recommended direction of

traffic flow
123) The recommended track
124) Pilotage must be requested 2

hours in advance
125) Entrance only for vessels of

restricted Length
126) Pilotage will be resumed
127) ETA retarded
128) A conspicuous Ro Ro ramp
129) Vessel at anchor in the roads
130) The roadstead has been

polluted by an oil-spill
131) A semi-submerged rocky

ridge extends 2 cables SE
132) The roundabout is

inaccassible for barge traffic
133) Scattered white horses are

formed during on-shore winds
52
MARITIME ENGLISH

134) A semi-submerged wreck
135) A sewer outfall is marked by

a pillar buoy
136) Vessel is of shallow draft
137) Shallow waters
138) Shoaling has been reported in

this area
139) Seek shelter against gale
140) Shifting berth only permitted

without main engine power
141) The depth over the sill has

been obtained by wiresweeping
142) When 2 vessels enter

simultaneously
143) 2 hrs after high slack water
144) The river is spanned by a

bascule bridge
145) A spire forms a conspicuous

object
146) A spit extends 2 miles north
53
MARITIME ENGLISH

147) The sides of the bank rise
steep-to
148) A stern tug must be used
149) A storm surge barrier
150) Straddle carriers are

available for handling containers
151) A submarine cable
152) The surface stream sets W
153) Pilotage suspended
154) Swells are reported in the

offing off the sandbank
155) Thence the track leads N
156) The through passage leads

between two small islands
157) A tide gauge is situated at the

entrance
158) Tidal advantage for vessels

outward: 2 hours
159) Tide bound vessels are

advised to heave anchor
54
MARITIME ENGLISH

160) Vessel is top-hampered
161) There is a difficult tow in

progress
162) This track will iead clear of the

danger
163) Traffic lane temporarily

discontinues
164) Traffic separation scheme
165) A training wall provides lee

for vessels inward
166) Pilotage compulsory, unless

otherwise stated
167) The vertical clearance of

middle span is 30 ft.
168) Disembarkation of pilot in the

vicinity of buoy CA4
169) Weather permitting
170) Width of through passage: 10

meters;
171) Depth along the embankment

has been obtained by wire-
sweeping
55
MARITIME ENGLISH
Answers to Self-assessment Test
Project: Pilot Reading
Pilots: San Francisco

Portsmouth Harbour
Malacca Strait and Singapore
Strait
Panama Canal
Europoort
Strait of Gibraltar
Dutch Antilles-Bonaire
Compare the assertions with the data in the „pilot-book” and

indicate whether they are TRUE or FALSE
56
MARITIME ENGLISH
APPROACHES TO SAN FRANCISCO BAY

General remarks
11.1
The approaches to San Francisco Bay are included in Gulf of the Farallones, which lies
between Point San Pedro (37'*35' N, 122* 3' W) and Point Reyes situated about 34 miles
NW.
The entrance of San Francisco Bay, known as The Golden Gate (para. 11.29), lies 12 miles N
of Point San Pedro.
Caution. The prominent and easily distinguished landfalls and the numerous natural and
artificial aids to navigation, make the navigation of the approaches comparatively simple in
clear weather. In thick weather, the currents render the approaches difficult and dangerous,
and strangers should either lie off and wait for clear weather, or take a pilot.
Prominent landmarks
Montara Mountain, Point San Pedro, The Farallons, Mount Tamalpais and Point Reyes, are
all prominent in clear weather, and can frequently be used to fix a vessel's position when
the lower land is shut in by fog or haze.
Mount Diablo, 1.185 m (3,890 ft) high, situated 30 miles E of The Golden Gate, and from
which a red obstruction light is exhibited, should be visible in clear weather to vessels
approaching San Francisco Bay.
In addition, South-east Farallon, Double Point, Bolinas Point, Duxbury Point, Rocky Point,
Point, Bonita and Pillar Point are good radar targets, though there are reports that these
may be difficult to identify, at 20 times, because of ghost echoes.
Chart 229
Traffic Separation. Three pairs of traffic separation lanes, indicated on the chart,
converge on San Francisco lighthouse-buoy from SSE, SW and NW, to a distance of 6 miles
from it. A Precautionary Area is enclosed by a circle of radius 6 miles centered on the
lighthouse-buoy.
Vessels not calling at San Francisco are urged to pass W of the Farallon Islands.
Winds. W or NW winds prevail on this part of the Pacific coast of America throughout the
greater part of the year.
In December and January winds are more variable and S and N winds become roughly equal
in 3° frequency to the NW winds The wind is normally strongest about 1630 and
lightest about 0600.
From May to July, inclusive, N or NW gales are frequent. S gales are not infrequent in
winter, often commencing as SE and later veering SW, and finally becoming NW. Such gales
tend to raise an ugly cross sea.
57
MARITIME ENGLISH
FARALLON ISLANDS
11.4 Farallon Islands, a group of rocky islets, extend NW for 7 miles from a position 24
miles WNW of point San Pedro.
11.18 The entrance to The Golden Gate (para. 11.29) is fronted by a bar and can be
approached through one of the three channels, Main Ship Channel, South Channel and
Bonita Channel.
Regulations. Vessels are not permitted to pass beyond a line between Mile Rocks
Lighthouse and Point Bonita until they have been identified by the U.S. Coastguard.
11.22 South Channel lies parallel with the coast S of Charts Point Lobos, at a distance
from it of about 0.75 mile; it has a feast depth of 10.4 m (34 ft) in the fairway.
This channel should not be used by large vessels.
An obstruction, over which there is a depth of 7.6 m (25 ft) lies near the S end of the
channel.
South Channel no.2 buoy (red conical, bell, red reflector) is moored on the E side of the
channel, 0.5 mile offshore, 2.5 mites S of Point Lobos.
South Channel No. 4 buoy (red, conical, bell, red reflector) is moored on the E side of the
channel, 0.75 mile offshore, 1 mile SSW of Point Lobos.
11.26 Directions for Golden Gate.

Having made the SF lighthouse-buoy, pass through Main Ship Channel with Fort Point (para.
11.30) bearing 070 degrees until Point Bonita is abeam when course may be altered to pass
under Golden Gate Bridge.
In thick weather, when the bar is breaking, strangers should stand off and wait for more
favorable conditions. For a stranger to attempt to pass through Golden Gate in such
condition is hazardous.
11.27 Supertankers and other vessels of very deep draught should arrive at the pilot station
one hour
before high water in order to cross the bar under the most favorable conditions.
Charts 591, 229
If entering by South Channel; from a position 2 miles W of Point Montara, steer for the
entrance of South Channel, passing 2 cables W of No. 2 buoy, and about 0.5 cable W of No.
4 buoy, with Point Bonita Lighthouse bearing 357 degrees; after passing Seal Rocks course
should be altered to enter the fairway of The Golden Gate, rounding Mile Rocks at a
distance of 0.25 mile.
11.29 Golden Gate is the connecting passage between the ocean and San Francisco
Bay.
The entrance is about 2 miles wide between Point Lobos and Point Bonita, but the fairway is
reduced to about 1.5 miles by Mile Rocks. The inner end of the passage is a little less than 1
mile wide, and is crossed by Golden Gate Bridge.
Golden Gate has been swept with the wire drag.
Inland rules of the road (Appendix 1) are in force within a line drawn through the
lighthouses on Mile Rocks and Point Bonita.
58
MARITIME ENGLISH
Vessels are not permitted to pass beyond a line between Mile Rocks Lighthouse and Point
Bonita until 30 they have been identified by the U.S. Coastguard.
Submarine cables, see The Mariners Handbook, are laid within an area, indicated by
pecked lines on the chart, across the seaward half of The Golden Gate.
11.32 The anchorage in Bonita Cove is close under Point Bonita, in depths of 11 m (36
ft), and is used by the pilot boats and, occasionally, by other small vessels. There are two
Government wharves and a coastguard station in the W part of the cove.
11.34 Tidal streams in Golden Gate.

The floodstreams set very nearly straight through, with a slight tendency towards the N
shore and, when strong, with heavy overfalls, both at Lime Point and Fort Point.
It causes an eddy in South Bay.
In the vicinity of Mile Rocks, the stream attains a considerable rate within a few minutes
after slack water on both flood and ebb tides.
The ebb stream has been observed to have a rate of more than 6.5 knots between Lime
Point and Fort Point, and it is set from inside the bay on the N side towards the latter point.
Pilot-Reading Practice: Approaches to San Francisco TRUE FALS

Bay; indicate whether the assertion is true or false. E
1) Golden Gate lies N of Point San Pedro and is the entrance to San
Francisco Bay.
2) Due to lack of aids to navigation the approach to San Francisco

Bay is sometimes hazardous.
3) In adverse weather pilotage is compulsory for navigators who do

not have local knowledge of the area,
4) Point Reyes may serve as a conspicuous object, even when

visibility is reduced by fog.
5) A red obstruction light is exhibited from Golden Gate.
6) Navigation in the Point-areas may be dangerous due to false

echoes.
7) San Francisco Lighthouse-buoy is situated in a precautionary area.
8) The route to San Francisco leads W of the Farallones Islands.
59
MARITIME ENGLISH
9) Southerly gales may be experienced during winter months.
10) Farallon Islands are situated 24 miles WNW of Point San Pedro
and extend 7 miles NW.
11) An obstruction is situated opposite the entrance to Golden Gate.
12) Navigation is prohibited beyond the line Mile Rock Lighthouse /

Point Bonita
13) South Channel runs parallel to the coast and is only accessible
for shallow-draught vessels.
14) The track from San Francisco Lighthouse-buoy to Golden Gate

via Point Bonita leads straight ahead.
15) The best time for very-deep-draught vessels to reach pilot

station is one hour before HW.
16) Everywhere the passage between the ocean and San Francisco
Bay has the same width.
17) Depths in Golden Gate have been obtained by wire-sweeping.
18) Rules for inland navigation must be applied inside the line
between Mile Rocks Lighthouse and Point Bonita Lighthouse.
19) Anchorage for all vessels is situated south of Point Bonita.
20) The floodstream in Golden Gate is mainly rectilinear, with a slight

deflection in northern direction.
60
MARITIME ENGLISH
PORTSMOUTH HARBOUR
Signal
Day Night Meaning
International Code pendant 3 green lights General warning that a major war vessel
over pendant 9 vertical is underway.
International Code pendant 1 green light over You should proceed with great caution
over flags "NE" 1 red light at easy speed. Warning signal that ships are
leaving the town camber (not for Isle of Wight
car ferries).
Flag "E" one red/amber Submarine entering or leaving Haslar

light Lake. All vessels are to navigate with caution
and keep clear of submarines.
International Code pendant 2 red lights, Have divers down.

over flag "A" disposed horizontally,
not less than 6 ft. apart
Directions for Portsmouth Harbor
Charts 2625, 2629, 2631

6.49
The usual times for taking vessels into or out of Portsmouth Harbor are during the first three
or four hours of the flood tide, and during the 1st, 2nd, and 5th hours of the ebb tide,
including the low water slack; at Neap tides the tidal streams are at times sufficiently weak
to admit safe navigation into or out of the harbor at all states of the tide. The flood stream
is strong between the 4th and 5th hour of the flood tide, but strongest between the 5th and
7th hours; the ebb stream is strongest between the 3rd and 4th hours of the ebb tide;
vessels should avoid entering at these times on account of the eddies. The best time for
large vessels to enter is as soon after low water as to give sufficient depth to pass Outer
Spit Light-buoy between half an hour and one hour after high water, dependent on the
berth to be taken up; if going to South Railway jetty (6.53) or Pitch House jetty, the time
should be one hour after high water.
Vessels of very deep draught should only enter the harbor at this latter flood.
61
MARITIME ENGLISH
HM ships proceed to the moorings in the harbour as directed by the Queen's Harbour
Master. Merchant vessels wishing to berth in Portsmouth Harbour should consult the
First Schedule of the Order-in-Council with reference to the Dockyard Port of Portsmouth
(see Appendix 1).
To proceed into Portsmouth Harbour from Spithead, steer between Outer Spit
Light-buoy and Horse Sand Light-buoy, with Saint Jude's Church spire in line with Southsea
Castle, bearing 003 degrees, which leads in the outer part of the dredged channel. At night
this part of the channel is indicated by the white sector of Southsea Castle Direction Light
the centre of which bears 001.5 degrees.
When N of Spit Refuge Light-buoy, and approximately 4.5 cables S of Southsea Castle, alter
course gradually NW and steer for Fort Blockhouse Flagstaff in line with a tall block of flats,
3 cables NW. At night this part of the channel is indicated by the white rector of Fort
Blockhouse Direction Light, the centre of which bears 320 degrees.
When between Nos 3 and 4 Bar Light- buoys steer for the mouth of the harbour. At night
this part of the channel indicated by the white sector of Harbour Entrance Direction Light,
situated 5 cables NNW of Fort Blockhouse, the centre of which bears 333.75 degrees. The
harbour entrance is marked on its W side by two lights disposed vertically 20 m E of the
direction light and on its E side by two fights disposed vertically on Round Tower.
Southsea Castle Direction Light and Fort Blockhouse Direction Light are exhibited by day as
well as at night.
Directions for crossing Spit Sand are given at 6.43.

Caution. There is usually much congestion of traffic near the harbour entrance, especially
during the summer months. Special care should be taken when in the vicinity of Fort
Blockhouse.
Harbour area
6.51
The entrance to Portsmouth Harbour is about 11 cables wide, and there is deep water in the
fairway between Fort Blockhouse (50* 47.4' N, 1* 06.7' W) and Round Tower. Within the
entrance this width, between the 5 m contours on either side, is maintained for about 3
cables, thereafter the general width is about 2 cables for a further 0.75 mile, with irregular
depths in the fairway of 9 m to 12 m.
Farther N the harbour widens out and merges into Fareham Lake and Portchester Lake, off
which branch several smaller lakes; at high water the mudbanks bordering these lakes are
covered to form one large expanse of water.
These lakes and many other channels and creeks in the upper part of the harbour are
marked by many beacons, dolphins, posts and piles. The piles are marked as follows:
Port side of navigable channels: Red;
Starboard side of navigable channels: Green;
Survey piles: Red, black and white in bands.
Port regulations
See Appendix 1.
Special regulations are enforced with reference to the carriage of explosives, carbide of
calcium, and petroleum in the Dockyard Port of Portsmouth.
Harbour fog routine.
Speed limits within the Dockyard Port of Portsmouth are:
Within 0.5 mile of the shore: 10 knots;
Within 0.5 mile of any HM ships: 12 knots;
Within Portsmouth Harbour: 10 knots.
62
MARITIME ENGLISH
Anchorage is prohibited in many areas indicated in the chart on account of numerous

submarine cables which cross the harbour; some of the latter are marked by beacons and
dolphins and notice-boards.
Tidal streams
6.52
In the narrowest part of the entrance to Portsmouth Harbour the flood stream runs in two
periods, in the second of which the greatest rate is attained; the ebb stream, unlike the
stream close outside the entrance, runs in one period only, the rate in the first hour
increasing rather slowly, after which it increases rapidly and is stronger than the flood
stream. The stream runs as follows:
Interval from HW Portsmouth (Dover) Direction Max rate knots

+ 0515 (+0530) Flood stream begins -
- 0500 (- 0445) Flood 1
- 0400 (- 0345) Flood 0.5
- 0130 (- 0115) Flood 3,25
+ 0025 (+0040) Ebb stream begins -
+ 0300 (+0315) Ebb 5 (or more).
Between the entrance and The Point, 1.5 cables N, the streams do not change appreciably,
though there is some small decrease in the rates, especially that of the ebb stream.
Above The Point the times at which the streams begin become gradually, but very slightly,
later, and the rates decrease considerably; farther N the rate of the ebb stream decreases
more rapidly than the rate of the flood stream, and N of Portsmouth Harbour Railway
Station the rate of the flood stream is a little greater than the rate of the ebb stream.
The flood stream runs NW, and the ebb stream SE, across the entrance to Haslar Lake.
There is little stream in Haslar Lake, except near Haslar Bridge, or in Cold Harbour, and in
Weevil Lake.
Eddies are to he expected on both sides of the harbour entrance, and off the piers and
jetties on both sides of the harbour, when the streams are running strongly. There is a
strong anti-clockwise SE-going eddy across the entrance of Haslar Lake at all stages of the
flood except at - 0400 Portsmouth.(- 0345 Dover).
There are dangerous clockwise eddies off South Railway jetty, with a set on to the jetty,
between - 0245 to +0100 Portsmouth (-0230 to +0115 Dover).
Chart 2631
Above North Corner jetty the flood stream divides and runs into Fountain Lake, Portchester
Lake and Fareham Lake; the flood streams in Portchester Lake and Fareham Lake also
divide and run up the various subsidiary channels; the ebb streams from all the channels
meet in the main channel above North Corner jetty, that from Portchester Lake being
particularly marked.
63
MARITIME ENGLISH
The streams are very weak in Fountain Lake and do not exceed about 0.5 knot at Springs in
a mid-channel position N of North Corner jetty, or 0.25 knot at Springs between North Wall
and Whale Island. The rates of the streams decrease rapidly as Portchester Lake and
Fareham Lake are ascended. The ebb stream begins off Portchester Castle about + 0035
Portsmouth (+0050 Dover), and off the town at
Fareham about + 0025 Portsmouth (+ 0040 Dover); the ebb stream ceases at both places
about + 0500 Portsmouth (+ 0515 Dover), after which the stream is probably slack for
some 3 hours or more before the flood stream begins.
For details of the tidal stream within the harbour see tidal stream tables on the chart.
Pilot-Reading Practice: Portsmouth Harbour; TRUE FALSE

indicate whether the assertion is true or false
1) A man-of-war proceeding through Portsmouth Harbour is indicated
by three vertical green lights.
2) The "E-flag" indicates that navigation is prohibited due to a sub-
marine vessel underway.
3) Red lights, or a pendant and flag, indicates that divers are at work.
4) Vessels are permitted to enter Portsmouth Harbour at low slack.
5) Eddies are formed during the entire low-tide period.
6) Entering-time for vessels of very deep draft is 1 hour after HW.
7) The leading line formed by St. Jude's Church spire and Southsea
Castle leads to a dredged fairway.
8) Spit Refuge-Light buoy lies N of Southsea Castle.
9) Harbour Entrance Direction Light lies half-a-mile from Forth
Blockhouse.
10) Lights displayed from Round Tower, Southsea Castle and Fort
Blockhouse can only be used as nightmarks.
11) Inside the harbour entrance irregular depths have been reported.
12) In the North part of the harbour the port- and starboard sides of the
fairway are indicated by red, green and white lights.
13) Special regulations for vessels carrying dangerous goods are
applied in the Dockyard Port.
14) Inside Portsmouth Harbour the maximum speed at which a vessel
is allowed to proceed is 10 knots.
15) In many places in Portsmouth Harbour anchoring is not allowed,
because there are many uncharted and unmarked shoals.
16) -0115 hrs. Dover: floodstream ceases
17) N of Portsmouth Harbour Railway Station floodstreams and
ebbstreams are of equal in strength.
18) -0400 Portsmouth: an eddy (turning anti-clockwise) sets SE across
the entrance to Hasfar Lake.
19) -0230 to +0115 Dover: dangerous eddies are formed off South
Railway Jetty.
20) Information about the tidal stream in the harbour has been
tabulated in the chart.
64
MARITIME ENGLISH
MALACCA STRAIT AND SINGAPORE STRAIT
General information
Area limits and definition
Charts 830, 1355

2.2
Malacca Strait is defined as the area lying between the W coasts of Thailand and Malaysia
on the NE, and the coast of Sumatera on the SW between the following limits:
On the NW:
A line from Ujung Baka (Pedropunt) (5*40'N, 95*26' E), the NW extremity of Sumatera, to:
Laem Phra Chao (7*45'N, 98'*18'E), the S extremity of Ko Phukit, Thailand.
On the SE:
A line fromTanjung Piai (1*16' N, 103* 3 1' E), the S extremity of Malaysia, to:
Pulau lyu Kecil (1*1 1' N, 103* 2 1' E), thence to: Pulau Karimum Kecil,
thence to:
Tanjung Kedabu (1* 06' N, 102* 59' E).
Traffic Separation Schemes have been established off One Fathom Bank and in the
NW approach to Singapore Strait. There is no routeing system between these two schemes.
The latter leads into a further scheme in Singapore strait and thence to South China Sea in
.vicinity of Horsburgh Light.
For outline of traffic separation schemes, see 2.25.
For approaches NW of Sumatera, see 2.41.
For passage off NE coast of Sumatera, see 2.45.
For central passage through NW part of Malacca Strait, see 2.57.
Depths
2.6
Depths within the straits are irregular and there are many areas of sandwaves. See 2.8 for
critical areas. Depths in the main shipping channel vary from over 73 m (4.0 fm) to less than
25 m (14 fm). Through Routes are constricted by local topography. Channels are further
constricted by sandbanks and controlling depths are liable to change.
Draughts of many vessels using Malacca Strait and Singapore Strait closely approach the
controlling depths, and the factors affecting changes of draught are critical.
Banks
2.7
Dangerous banks composed of sand, restrict navigation especially in the following areas:
Both lanes of One Fathom Bank Traffic Separation;
Fair Channel Bank NW of the Traffic Separation Scheme at the NW approach to Singapore
Strait (2.92)
Controlling depth Position

In both lanes of the separation scheme at One Fathom Bank
23 m (Caution: see 2.64 for unmarked shoal depths in the TSS at
65
MARITIME ENGLISH
One Fathom bank).
Hazards
2.10
Tidal streams are strong and are influenced by monsoon currents. See 2.28.
Risck of collision appreciable due to:
Heavy traffic using the through routes
Frequent crossing traffic; See 2.12.
Local fishing craft with nets; these may be encountered anywhere in Singapore Strait.
Navigational aids are often unreliable, especially in Indonesian waters.
2.12
Warning: Mariners are warned that local traffic, which could be unaware of the
internationally agreed regulations and practices of seafarers, may be encountered in or near
the traffic separation schemes, and should take any precautions which may be required by
the ordinary practice of seamen or by special circumstances of the case.
2.13
Piracy: See 1.56 regarding attacks by pirates in the vicinity of Philip Channel.
Pilotage
2.14
Pilots for through passage of Malacca Strait and Singapore Strait are not yet available
(1987).
Rules in Malacca Strait and Singapore Strait

2.23
Rule 8: VLCCs and deep draught vessels navigating in the Straits of Malacca and Singapore
are advised to participate in the existing voluntary ships' reporting system. Under this
system such vessels broadcast, eight hours before entering the Straits/traffic separation
schemes, navigational warnings, giving names, deadweight tonnage, draught, speed and
times of passing One Fathom Bank Lighthouse, Raffles Lighthouse and Horsburgh
Lighthouse. Difficult and unwieldy tows also broadcast similar warnings giving:
the type, length, speed of tows and times of passing the three above-mentioned areas.
Rule 9: All vessels navigating in the Straits of Malacca and Singapore are requested to
report by radio to the nearest shore authority any damage or malfunction of the aids to
navigation in the Straits, or any aids out of position in the Straits.
Tidal heights
2.26a
The tidal range varies with the locality in Malacca Strait and Singapore Strait (7.25) as
follows (see also Chart 5084):
Vicinity of One Fathom Bank 3.7 m
Off Melaka (2* 12' N, 102* 14' E) 1.8 m
Off Pulau Iyu Kecil (1* 11’ N, 103* 21’ E) 2.6 m
Vicinity of Horsburgh Light 1.6 m
66
MARITIME ENGLISH
Between Melaka and Pulau lyu Kecil the range is greater on the coast of Sumatera than on
the Malaysian side.
Sea and swell

2.30
Sea: In Malacca Strait the sea is almost invariably smooth or slight, though squalls may
raise moderate or rough seas for short periods.
Rough seas may be encountered from May to September on about 5 per cent of occasions
in the N approach to Malacca Strait.
Climate and weather

2.32
Malacca Strait lies within the equatorial region of low atmospheric pressure and has a typical
tropical climate.
Typhoons are not experienced. Gales are infrequent. The climate of the region is
monotonous and the daily changes are more pronounced than the seasonal variations.
Temperature is almost uniform. Waterspouts are rather common in Malacca Strait.
For weather reports in English see Singapore Radio in Admiralty List of Radio Signals Vol. 4.
Winds
2.33
Monsoons: The predominant winds over the Malacca Strait area are the monsoon winds.
The NE Monsoon begins in November and reaches maximum strength and steadiness in
January and ceases by the end of March. The normal strength is 5 to 10 knots, but may
reach 20 to 25 knots for short periods in the N part of Malacca Strait.
The SW Monsoon prevails from May to September and reaches maximum steadiness in July
and August. The average strength in Malacca Strait is about 10 knots, while speeds of 15 to
20 knots are quite common in the N approaches.
Principal marks
2.43
Major lights
Pulau Rondo is a conspicuous object and is formed by several mountain peaks.
Pulau Rondo Light (as above)
Breueh (Menara Suar Guapeu) Light (50*45'N, 95* 03' E) (3.1 5) at the N extremity of Pulau
Breueh
le Meule (Ujung Tapagajah) Light (5*54'N, 95* 20' E) (3.15) near the NE extremity of Pulau
We.
Klah Light (5*53'N, 95* 18'E) (3.18) in Teluk Sabang
Directions
2.54
From the vicinity of 5* 25' N, 97* 35' E, the track leads ESE then SE clear of dangers outside
the 40 m depth contour, passing:
NE of dangerous wreck (5*05'N, 97*47'E), thence:
NE of Gosong Peureulak (4*56'N, 97*53'E) (4.17), thence:
NE of Ujung Peureulak (4*53'N, 97*54'E) (4.18), thence:
NE of Ujung Tamiang (4* 25' N, 97* 17* E) (4.52), thence :
NE of dangerous wreck (4*' 00' N, 98* 57' E) lying 4 miles NW of Gosong Deli (3*54,N,
98*57'E), thence:
67
MARITIME ENGLISH
NE of Gosong Berhala (Berhala Bank) (3*55'N, 96* 26' E) with a least charted depth of 11
m;
An 18 m patch lies 5 miles N of Gosong Berhala. The water is discolored over these shoals
during the strength of the tidal streams and there are occasional tide-rips. For additional
information see 4.175. Thence:
SW of Pulau Jarak, thence:
NE of dangerous wreck (3*35'N, 99*56'E) (reported 1968); thence:
SW of an obstruction (3*06'N, 100*36E), thence:
NE of Pulau-pulau Aruha.
Anchorage off Pulau Berhala

There is anchorage on the ridge extending SE from Pulau Berhala in a depth of 16 m, with
the summit of island bearing 302 degrees distant 3.75 cables offshore. A prohibited area
exists within 3 miles radius of Pulau Berhala.
Landing can be made on 2 small beaches on the S side of the island; the E beach affords
the best landing.
Anchorage on Gosong Berhala

2.56
Gosong Berhala (3*55'N, 96*26'E) (2.54) provides good anchorage over sand and mud.
Tidal streams
2.65 The streams in the vicinity of One Fathom Bank Traffic Separation Scheme set as
follows:
At position (2*51'N,100*52'E),8 miles WSW of One Fathom Bank.
Interval from high water

Kuala Batu Pahat Remarks
-0300 NW-going stream begins.

-0010 NW-going stream maximum, spring rate 2 knots.
+0300 Slack.
+ 0310 SE-going stream begins.
+ 0505 SE going stream maximum, spring rate 2 knots.
-0315 Slack.
At Position (2*40'N, 101*10'E) 17 miles SE of One Fathom Bank:
Interval from high water

Kuala Batu Pahat Remarks
- 0030 NW-going stream begins.

+0230 NW-going stream maximum, spring rate 2 knots.
+ 0530 Slack
+ 0545 SE-going stream begins.
-0400 SE-going stream maximum, spring rate 2 knots.
- 0045 Slack
68
MARITIME ENGLISH
2.66
The flow is influenced by the prevailing NW-going current which has a rate of 0.75 knot, but
this varies considerably. At neaps the SE resultant flow may be very weak. See 1.152 for
general remarks. For tidal heights, see 2.26 and Chart 5084.
Pilot-Reading Practice: Malacca Strait and Singapore Strait - TRUE FALSE

through routeing; indicate whether the assertion is true or false.
1) In line, the extremities of Sumatera and Ko Phukit form the NW-limit

of Malacca Strait.
2) Traffic Separation Schemes are situated off One Fathom Bank, in the
approach to Singapore Strait and between these two schemes.
3) The Traffic Separation Scheme off One Fathom Bank leads into a
second system for vessels bound for South China Sea.
4) Depths in the two straits are irregular; under keel clearance of any
vessel will always be sufficient.
5) A restricted area lies NW of the Traffic Separation Scheme leading to

Singapore Strait.
6) Unmarked shallow waters lie in the Traffic Separation Scheme near

One Fathom Bank.
7) It is strongly recommended always to use the aids to navigation in

the Indonesian waters.
8) Local traffic and piracy form dangers to navigation in these waters.
9) Pilotage is compulsory in both Straits.
10) Reporting of specifications by Very Large Crude Carriers is

compulsory 8 hours before entering the Straits.
11) Vessels are requested to report any damage to navigational aids to

the authorities.
12) Tidal range between Malakka and Pulau lyu Kecil is always the
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MARITIME ENGLISH
same everywhere along the coast.
13) Squalls may cause turbulent seas in Malacca Strait.
14) Gales are not experienced in Malakka Strait.
15) At the end of March the NE Monsoon ceases and the SW Monsoon
commences.
16) Pulau Rondo is a landmark; a light is exhibited from it.
17) Tide-rips are formed half-a-mile N of Gosong Berhala.
18) Best anchorage can be found off the east-beach of Pulau Berhala.
19) Rate of spring-tide at One Fathom Bank is constant.
20) Neap tide causes a weak current that sets SE.
PANAMA CANAL AND NORTH APPROACH
The Panama Canal crosses the Isthmus of Panama in a general SE direction from the
Atlantic Ocean to the Pacific Ocean for a distance of 45.02 sea miles (83.33 km). The former
Canal Zone, a strip of land 10 miles wide, ceased to exist in October, 1979 when the
Republic of Panama shared control of the canal with the USA.
From 31st December, 1999, the Canal Area and its revenues have been administered solely
by the USA. Ports of entry for the canal are Cristobal (9* 21' N, 79* 55' W) in Limon Bay,
on the Atlantic, and Balboa on the Pacific (see South America Pilot Volume III).
The canal is largely made possible by Gatun Lake watershed and Chagres River, lying near
the middle of the isthmus.
The maximum size commercial vessel which may transit the canal on a regular basis is
length overall 274.3 m (900 ft), except passenger and container ships which are allowed up
to 289.5 m (950 ft): maximum beam is 32.3 m (106 ft), but 32.6 m (107 ft) may be allowed
by prior arrangement.
Maximum permitted draught, in 1983, for vessels proceeding through the canal was
11.7 m (38.5 ft), depending on bilge information (Tropical fresh water of Gatun Lake,
density 0.9944 g/cm3 at 85 degr. F).
Notice of ETA
A vessel bound for the Panama Canal is required to report to the Navigation Division of the
Panama Canal Commission through the Canal Coast Radio Station (call sign HPN60)
giving at least 72 hours' notice of ETA (see Admiralty List of Radio Signals, Volume 1 part 2).
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MARITIME ENGLISH
Contact with the Port Captain at Cristobal can be made by VHF (channel 12) through the
Canal Signal Station on Pier No6 at Cristobal.
Vessels approaching the canal from the Atlantic must report 12 hours before arrival at
Cristobal any change of 1 hour or more in their ETA.
Identification
No vessel may approach within 1 mile of the entrance between the breakwaters at Limon
Bay without having been identified to the Canal Signal Station on Pier No 6 at Cristobal,
communicating by VHF (channel 12).
Vessels allowed to be without VHF may identify themselves by the International Code of
light.
Tonnage certificate
Vessels arriving without a current Panama Canal Tonnage certificate may be subject to delay
for admeasurements by the Canal Authorities. If a certificate has been obtained at a
port outside the Canal Area, the measurements will be checked by the Boarding Officer on
arrival, It is advisable for the master to be present when the vessel is being measured.
Pilotage 11.13
Pilotage is compulsory for the whole of the Panama Canal, including the port of Cristobal,
with certain exemptions listed in canal regulations.
Boarding: Vessels are boarded either on arrival just inside the breakwaters or at an
anchorage; if requiring to be met outside the breakwaters, they should remain there and
make a signal to that effect. Extend of pilotage. Pilots leave out-going vessels in Limon
Bay after passing "Mole" Light-buoy, moored 1.75 cables W of the head of Cristobal hole,
and when the vessel is steadied.
LIMON BAY AND APPROACH
General information
Charts 3111, 1300
Limon Bay is entered between Margarita Point and Toro Point, which is low and wooded
3.5 miles WSW: it includes the ports of Cristobal and Colon, both of which are under the
jurisdiction of the Republic of Panama.
Two breakwaters protect the bay from N. East Breakwater extends W from Margarita
Point and West Breakwater extends ENE from Toro Point; the passage between the heads of
the breakwaters is 594 m wide.
Landmarks
First sighted, when approaching Limon Bay, will be the flare (conspicuous), visible up to 20
miles at the oil refinery at Puerto Bahia Las Minas
Other useful marks

Radio mast, 106 m high and exhibiting obstruction lights, on the W side of Manzanillo
Island. Large hotel standing at the NW end of Manzanillo Island 4 cables NNW of the radio
mast. Water towers at Coco Solo I.5 miles ENE of the radio mast.
East Breakwater Light (grey metal tower with green horizontal framework on seaward side)
close inside the head of this breakwater
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MARITIME ENGLISH
West Breakwater Light (red daymark on metal framework tower; radar reflector) close inside
the head of this breakwater
Directions for approaching Limon Bay

Charts 1300, 1299
Vessels should make for "A" Light-buoy (conical; black and white stripes: occulting white 5
seconds., whistle), moored 3 miles N of East Breakwater Light, regardless of direction of
approach, and pass W of this light-buoy.
When using coastal routes from either direction, vessels should give the coast a wide berth;
if coming from NE they should pass at least 3 miles NW of Los Farallones.
The East and West Breakwater Lights have been reported to give good radar responses at
distances up to 10 miles.
Three leading lights, standing near Gatun Locks and in line bearing 180.25 degrees, lead
between the heads of the breakwaters and through the middle of the dredged channel into
the Panama Canal. Front light (4* 17.6' N, 79* 55.4'W).
Middle light (conical concrete tower; 23 m in height) 5.5 cables from the front light;
Rear light (conical concrete tower, 14 m in height) 1.25 miles from the front light;
A speed of 12 knots must not be exceeded when entering Limon Bay.
Dredged areas
A dredged channel leads S from between the heads of the breakwaters to the Panama
Canal; it is maintained to a least width of 152 m and a depth of 12.8 m (42 ft). The channel
is marked, in accordance with the standard United States System, by light-buoys and light-
beacons which are odd-numbered on the E side and even-numbered on the W side.
Anchorage areas
Chart 3111 11.18
Anchorage areas, controlled by the Panama Canal Commission, are designated according to
the size and draught of vessels. The general increase in traffic through the canal requires
the use of all available anchorage space. The holding ground is good, especially inside the
breakwaters.
Prohibited anchorages
11.19
Anchorage is prohibited as follows:
On or near the axis of the dredged channel, within an area extending 1.5 cables W from the
dredged channel and 1.5 cables N and S of No 2 Light-buoy;
Within an area between the E side of the dredged channel and the W limit of Colon
Harbour;
Anywhere in the Canal Area except in a designated anchorage or in an emergency.
Harbour
11.23
Cristobal Harbour consists of a dredged area entered between the head of Cristobal Mole
and No 3 Light-buoy, 1 mile SSW; in its S part is Anchorage Area F, marked by light-
buoys. In 1982 the least depth in the dredged area was 12.2 m (40 ft),
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MARITIME ENGLISH
French Canal, the E part of the harbour, is entered E of the head of Pier No 16; the limits
of the dredged area in this arm are marked by a buoy, moored on the E side of its entrance,
thence by light-beacons.
Caution: submarine cables are laid across the harbour NW from Pier No 16 and across
French Canal 0.25 mile SE of the head of this pier.
The locks and their approach walls are in duplicate, so that vessels may pass in opposite or
in the same direction simultaneously. The lock gates, valves and fender chains are
electrically operated from a central control station: electric locomotives, known as "mules",
run on tracks on both sides of a lock, hauling a vessel through on steel towing wires and
holding it in position.
Directions
11.36
A vessel should always keep as nearly as possible in mid-channel in the 152.4 m wide
reaches, and should favor a mid-channel course in the 243.8 m reaches. In the 304.8 m
reaches the leading lines should always be followed.
Passing on a bend is not permitted; a vessel with the convex side of the canal on the port
hand has right of way
Passage through the canal

Marine Traffic Control Office; the scheduling of all ship-transits is the responsibility of
the Marine Traffic Control office at Balboa. The canal is operated on a 24-hour basis. Being a
lock- type canal, the convoy system is not employed.
The canal authorities may dispatch vessels in any order and at any time they may see fit.
Priority of arrival at a terminal does not give any vessel the right to pass through the canal
ahead of another vessel which may arrive later, although order of arrival will be a
consideration in determining the order of passage.
Arrival off the canal entrance should be timed early in the morning or forenoon, as the first
vessel is 40 dispatched from Cristobal at 0600 and the last at about 1600. In order to
transit the canal on the day of arrival vessels must reach the inner part of Limon Bay,
abreast Cristobal, not later than 1400. Passenger vessels are given preference.
Very large vessels, tankers, and vessels carrying dangerous cargoes, are dispatched at the
discretion of the Port Captain; normally, they are not allowed to proceed unless they can
clear Gaillard Cut before nightfall.
The movement of vessels in Gaillard Cut is regulated by the Chief Navigation Division
through Marine Traffic Control.
Other information
Tugs, of which 6 are based at Cristobal, 6 at Balbao, and 4 at Gamboa, are needed for the
largest vessels in Gaillard Cut and in the approaches to locks. The Panama Canal
Commission reserves the right to assign a tug to any vessel when conditions make it
advisable.
Traffic and lock signals for the canals are given in Title 35, Code of Federal Regulations.
Traffic capacity
The canal can handle about 48 locking a day, which may include a greater number of
vessels as 2 or more small vessels can be locked through in one chamber.
Transit booking system.
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MARITIME ENGLISH
In order to provide improved service and to increase canal efficiency, a transit booking
system has been implemented on a voluntary basis, enabling a limited number of vessels to
have a more timely transit on payment of a special charge.
Other regulations
Vessels carrying dangerous cargoes should report at least 24 hours before transit
stating that all dangerous cargo alarms, safety and shutdown devices, including fire-fighting
systems, have been tested and are in good working order.
Hawsers, lines and fenders should be ready for passage through the locks before a
vessel begins transit of the canal; both anchors should be ready for letting go, and at least 1
boat should be ready to be lowered for handling lines.
Deck cargo on vessels in transit may protrude, on one side only, up to 4.6 m; the
maximum beam including protrusions must not exceed 25.9 m.
A steering light must be fitted to vessels more than 100 m in length, at or near the stem;
it should be a fixed blue light, clearly visible from the bridge along a vessel's centerline, but
not visible from ahead.
Radio
All vessels of 300 tons or more, or 100 tons or more if carrying passengers, within the Canal
Area must be equipped with VHF RT and able to communicate on the following channels:
Channel 12, 156.600 MHz, for continuous watch until the pilot is embarked. Channel 13,
156.650 MHz, for all navigational communication during transit of the canal Channel 16,
156.800MHz, for distress, urgency, safety, and contact with agents or other commercial
businesses.
Pilot-Reading Practice: Panama Canal and North TRUE FALSE

Approach; indicate whether the assertion is true or false.
1) The distance between Cristobal and Balboa is approximately
83 kilometers.
2) Only vessels that do not exceed 274.3 meters in length and
32.5 meters in breadth are allowed to enter the canal.
3) Vessels wishing to enter the canal from the Atlantic Ocean-
side must report to Cristobal 12 hours in advance.
4) Limon Bay may only be entered by vessels that have
identified themselves through VHF.
5} Tonnage Certificates are only valid if they have been issued
by the Panama Canal Authorities.
6) Pilot embarkation is inside or outside the breakwaters or
when the vessel is at anchor.
7) Pilots will disembark beyond Mole Light buoy.
8) When approaching Limon Bay six conspicuous objects are
available.
9) All the approaches to Limon Bay lead along the coast and
along Los Farallones.
10) A leading line, formed by 3 lights, leads through a dredged
channel (depth: 12.8 meters) into the Panama Canal.
11) Anchoring in the Panama Canal is prohibited at all times.
12) Anchorage can be obtained in the south part of Cristobal
Harbour.
13) The Panama Canal locks are capable of allowing vessels to
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MARITIME ENGLISH
pass in opposite directions at the same time.
14) When proceeding through the Canal the track always leads
through mid-channel.
15) It is possible for vessels to pass the Canal in convoy.
16) The order of departure through the Canal is determined by
the order of arrival at the beginning of the Canal.
17) Transit through the Canal is possible 24 hours a day.
18) Vessels carrying dangerous cargoes are not allowed to pass
Gaillard Cut at night.
19) Under certain circumstances the use of tug-boats by large
vessels is compulsory.
20) During transit through the Canal, protruding obstacles from
the vessel are not allowed.
EUROPOORT (INCLUDING MAASVLAKTE)

Chart 132
General description
18.90
Europoort is entered on the S side of Maasmond {51 "59'N, 4*04'E), 1 mile W of Hook of
Holland, through Calandkanaal.
Europoort is a deep sea harbour designed to accommodate very large vessels, and for the
storage and transshipment of oil, ore, coal and grain.
At Maasvlakte (51* 58'N, 4* 03'E), W of Europoort, Maasvlakte Oil Terminal and Delta
Container Terminal are situated in 8th Petroleumhaven and a coal / ore terminal is situated
in Mississippi haven on the S side of Maasvlakte.
Beerkanaal divides Europoort from Maasvlakte. The terminals at Maasvlakte are entered
from it.
18.91 15
Depths
The maximum permitted draught in Maasmond, Calandkanaal, as far as kilometer post
1030 and Beerkanaal is 22 rn (72 ft) at HW and 20.1 rn (66 ft) at LW.
Movement within Europoort

18.93
Due to its geographical position Europoort is not a suitable area to wait for another berth
situated in the rest of the port, since the onward passage has to be made through the single
entrance, thence via Maasmond or the North Sea, which is expensive.
Shifting berth within Europoort / Maasvlakte without main engine power is only permitted
with special permission.
Lightened vessels proceeding to Botlek

18.94
For limiting vessels and draught restrictions for vessels bound for Botlek (51'53'.5 N, 4' 18'.5
E), which have lightened at Europoort / Maasvlakte, see 18.107. Permission is required
before proceeding into Nieuwe Waterweg from Calandkanaal and the reverse for deep draft
vessels.
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MARITIME ENGLISH
Prohibited anchoring
18.103
Anchoring is prohibited:
Within 10 m of the embankments;
within 250 m of the entrance to Maassluis;
at places where it is so indicated by warning boards;
near submarine cables and pipelines, and tunnels.
Tidal streams
Movement
18.105
Tidal streams at the entrance to Nieuwe Waterweg set as follows:
Interval from HW
Hook of Holland Dover Surface stream Remarks
-0100 +0205 Flood stream attains greatest rate.
+0200 +0505 Flood stream begins to decrease
+0500 - 0420 Ebb stream attains greatest rate.
HW -0320 Ebb stream begins to decrease.
The sub-surface stream is stronger than the surface stream and about 7 m below the
surface may attain a rate as much as 5.5 knots.
The sub-surface stream may run as follows:
Interval from HW
Hook of Holland Dover Surface stream Remarks
- 0500 -0155 Flood stream begins, while ebb stream is still
running on the surface.
- 0200 +0105 Flood stream attains greatest rate, only about
1 hour before the flood begins on the surface,
but it soon decreases.
Wind effect
18.106
The wind and state of the river have great effect on the streams at the entrance to Nieuwe
Waterweg. With strong E winds when the upper rivers are in flood, there may be no flood
stream in the entrance at neaps; farther in, though there is flood stream, both its rate and
its duration are decreased. Under normal circumstances the average surface and sub-
surface rate in Nieuwe Waterweg is about 2.5 knots for both flood and ebb.
For tidal streams farther up-river in Nieuwe Waterweg, see 18.112a, 18.121, 18.128 and
18.138a.
Traffic signals
18.113a
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MARITIME ENGLISH
The following traffic signals are exhibited from Maassluis Radar Tower (51* 55'.1 N, 4* 14'.8
E).The signals in category 1 or 2 may be shown separately: if shown together those in
category 1 will be above those in category 2.
Category 1
Signal Meaning
Light flashing white Visibility less than 4000 m at some point in Nieuwe Waterweg.
Light fixed white Pilotage service for Maasmond suspended for small vessels due to weather.
18.114
Category 2
Signal Meaning
Lights flashing white Traffic prohibited in Nieuwe Waterweg above Maassluis.
above fixed white
Lights fixed white above Traffic prohibited in Nieuwe Waterweg below Maassluis.
flashing white
2 lights flashing white Obstruction, very large vessel or difficult tow above Maassluis.
vertical
2 lights fixed white vertical Obstruction, very large vessel or difficult tow below Maassluis.
18.115
Limiting dimensions. Vessels up to 270 m in length and maximum draught of 13.4 m can
enter Botlek. Under certain conditions, and with prior written approval of the Harbour
Authority, vessels up to 13.7m (45 ft) can be accepted.
Vessels exceeding 270 m in length and drawing 13.5m may have to lighten at Europoort /
Maasvlakte. See 18.94.
Entering times. As a rule times are as follows:
Draught (salt water) Remarks
10mto11.3m(33 to 37 ft) Any time, except between -430 and HW Rotterdam.
11.6 m to 11.9 m (38, 39 ft) At slack LW or -HW, depending on the prevailing conditions.
11.9 m to 13.5 m (39 to 44 At slack HW.

ft)
Vessels with a length over 200 m can only enter at slack water.
Vessels which have lightened in Europoort / Maasvlakte (18.95) should arrive at Botlek
entrance at about 1 hour after HW Hook of Holland.
3rd Petroleumhaven 18.116
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MARITIME ENGLISH
3rd Petroleumhaven is situated on the S side of the entrance to Botlek. The basin extends S
for 6 cables and branches WSW and SSE.The basin serves the oil and chemical industries.
The controlling depth is 11.7 m (38 ft).
Vessels up to maximum draught of 12.2 m (40 ft) can enter 3rd Petroleumhaven at HW, but
if tidebound within, a draught of 10 m (33 ft) is necessary.
Geulhaven or Nieuwe Lichterhaven, with a curved E wall, lies close within the entrance to
3rd Petroleumhaven.
Tidal stream
18.121
The tidal stream off Vlaardingen (51* 54' N, 4* 21' E) sets as follows:
Interval from HW Remarks

Hook of Holland
-0200 Flood stream begins. Mean rate 2,75 knots.
+ 0245 Ebb stream begins. Mean rate 2,5 knots.
The surface and sub-surface streams begin simultaneously.
18.129
The various basins of Port of Rotterdam are in open connection with the river, unless
otherwise stated. Both banks of the river E of Schiedam have wharves suitable for sea-going
vessels.
Bridges
18.135
Willemsbrug. The middle span of Willemsbrug has a vertical clearance of 10 m and the
three spans of the railway bridge close W have a vertical clearance of 8 m.
Illuminated tide gauges indicating the height of the central span above water level are
situated: Below bridge
At the SW entrance point to Rijnhaven on the S bank.
Above bridge
Opposite Persoonhaven on the N bank.
Traffic regulations
Regulations 18.152
All sea-going vessels with length exceeding 135 m and beam exceeding 17.5 m must obtain
permission to proceed through Oude Maas. This must be requested:
24 hours before entering Oude Maas,
or 24 hours before leaving or shifting berth,
from: Rijkshavendienst HOC (Harbour Co-ordination Centre). The message stating:
Vessel's name and call sign
Nationality
Length and beam (in meters)
Grt and draught
Nature and quantity of cargo
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MARITIME ENGLISH
First port of call and berth (for inward-bound vessels) or harbour and berth (for vessels
leaving or shifting berth)
ETA on Oude or Maas or ETD from berth
Name of agent
Under normal circumstances permission will not be granted for vessels longer than 175 m
and beam exceeding 23 m.
Bridge signals
18.159
The following fixed light signals are exhibited on each side of the opening at Botlekbrug and
Spijkenisserbrug to control through-passage:
Signal
Port side Starboard side Meaning
R R Through-passage and through-passage below bridge
prohibited
prohibited.
G G Permission to proceed will be given shortly.
prohibited.
R R The bridge is not being operated.
8.160
In addition to the through-passage permitted signal G - G, the following additional fixed
Yellow light signals may be exhibited from the middle of the opening in use:
Signal Meaning
Y Through-passage below bridge permitted, also for oncoming traffic. Through-
Y-Y passage below bridge permitted, but prohibited for oncoming traffic.
Pilotage
Pilots should be obtained as follows:
Approach from N Umuiden Pilot Station (see North Sea (East) Pilot).
Approach from S Hook of Holland Pilot Station. See 18.4.4.
Requests for pilots should be made at least 4 hours in advance of arrival at the boarding
position via Coast Radio Station.
When outward-bound the pilot should be requested from the Harbour Master's Office at
least 6 hours before sailing.
Traffic separation
The SE limit of the N-bound traffic lane of Maas North Traffic Separation Scheme N of
Maasgeul is marked by MN3 Light-buoy (For directions see 18.26).
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MARITIME ENGLISH
Offshore dangers
A shoal, with depths of less than 11 m over it, extends 3.5 miles NNW of Hook of Holland.
It is marked by: Indusbank N Light-buoy.
A wreck, swept to 6.5 m and marked by a light-buoy, lies 5 miles NNW of Hook of Holland
and an outlying shoal with a depth of 9.5 m over it lies 5 miles N of the same point.
A submarine pipeline extends NW from the coast close S of Scheveningen Harbour.
Pilot-Reading Practice: Europoort (including Maasvlakte); TRUE FALSE

indicate whether the assertion is true or false.
1) Delta Container Terminal is accessible via Beerkanaal.
2) Vessels exceeding a draught of 22 meters can enter

Maasmond as far as km-post 1030.
3) Shifting berth with the assistance of tugs only - i.e. without

main engine propulsion - is not allowed.
4) Deep-draught vessels are allowed to proceed from

Calandkanaal into Nieuwe Waterweg after authorization.
5) Anchoring is prohibited close along the embankment.
6) HW Rotterdam: the ebb stream ceases.
7) Tidal stream in Nieuwe Waterweg decreases during strong

east winds, but will last longer.
8) An obstruction or difficult tow in progress is indicated by

three vertical lights.
9) Only vessels of draught that do not exceed 13.7 meters are

allowed to enter Botlek.
10) Vessels with draughts of between 11.6 and 11.9 meters

may enter Botlek, depending on prevailing conditions.
11) Third Petroleumhaven extends 500 meters south and

bifurcates into WSW and SSE branches.
12) Surface- and subsurface stream off Vlaardingen both

commence at the same time.
13) All the basins are in open connection with the sea.
14) Through passage of the middle span of Willemsbrug has a

height of 10 meters.
TRUE FALSE
Pilot-Reading Practice: Europoort (including Maasvlakte);
indicate whether the assertion is true or false.
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MARITIME ENGLISH
15) Outward-bound vessels longer than 135 meters and

exceeding a beam of 17.5 meters must have advance permission to
proceed through Oude Maas.
16) Red lights above a green light, exhibited from Botlekbrug:

through passage is closed.
17) Two yellow lights displayed from Botlekbrug indicate that

through passage for all vessels is allowed.
18) Pilot service must be requested at least 4 hours prior to

arrival at the entrance of Botlek.
19) Directions concerning the Traffic Separation Scheme of

Maas North can be found in chapter 18.26
20) The off-shore dangers in the vicinity of Hook of Holland are

2 shoals, a wreck and a pipeline.
STRAIT OF GIBRALTAR
Chart 142
Description and dangers
6.1
The Strait of Gibraltar, the Freturn Herculcum of the ancients, and the Bab-ez-Zakak of the
Arabs, derives its present name from Jebel Tarik, a name which was given to Monte Calpe
by Tarik-ben-Zayde, when he landed in Spain in 71 0 AD. It is bounded on the N by the
coast of Spain between Cabo Trafalgar
(36'*1V N, 6* 02' 15') and Europa Point, and on the S by the coast of Morocco between
Cabo Espartel and Ceuta; its general direction is E and W, and its least width 7.75 miles
between Punta Oliveros, situated 3 miles ENE of Tarifa, on the N, and Punta Cires on the S.
Both sides of the strait are mountainous. Sidi Musa on the S side attaining a height of 838 m
and Gitano on the N side of 830 m.
Dangers which should be noted by ships on passage through the strait are; Banco de Hoyo
and Banco de Trafalgar, shoals in the W approach to the strait extending 15 miles WSW
from Cabo Trafalgar, and Los Cabezos and adjacent shoals which lie up to 3.75 miles S of
Punta Paloma (36*04' N, 5*43' W) (6.21).
The shores of the narrows are steep-to and clear of dangers with the exception of La Perla
and Las Bajas, shoals lying 1.75 miles S of Punta Carnero (36* 05' N, 5*2 5'W), (6.34).
Currents and tidal streams

6.3
Strong currents and tidal streams may be experienced in the strait. The maximum rates of
surface flow in each direction which may be expected are about 2 knots in the W-going
direction and about 4.7 knots in the E-going direction. The maximum rate of surface current
is about 2 knots in an E-going direction. The maximum rates of tidal streams are about 3
knots in the W-going direction and about 2.7 knots in the E-going direction.
For further details of the currents, see 1.100 and 1.101.
All the data regarding tidal streams depend on insufficient observations and, though
probably fairly correct in a general sense, the results obtained should be considered as
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MARITIME ENGLISH
approximate only. In the middle of the strait the E-going stream commences about the time
of high water Gibraltar and the W-going stream 6 hours later. The times at which these
streams commence become earlier rapidly as the shores of the strait are approached on
either side, as indicated by pecked lines on the chart.
In the central area of the narrower, E part of the strait, between the meridians of Tarifa and
Europa Point, the rate at springs is from 2 to 2.5 knots in each direction. The rate at springs
decreases W in the central area, to about 1.75 knots S of Punta Camarinal and one knot S of
Cabo Trafalgar. The rate at springs increases from the central area towards the coast on
both sides, attaining a rate of about 3 knots in each direction close inshore and probably
more off the salient points and less in the bays between them.
In the central area the tidal streams set in the direction of the axis of the strait, but near the
land they follow the direction of the coast.
Tidal races or overfalls may occur in deep water in the strait, but the areas in which they
occur vary with the relative directions and rates of the currents and of the tidal streams;
certain areas in which tidal races or overfalls usually occur are indicated in the chart, Tidal
races also occur off most of the salient 40 points on each side of the strait and eddies
probably form under the points and in the bays between them.
Offshore dangers
6.10
Bajo Aceitera, with a depth of 1.2 m over it, lies at the outer end of a dangerous rocky ridge
which extends 1.75 miles SW of Cabo Trafalgar. Several rocks lie on the ridge, including
Bajo Piles with a depth of 4.0 m over it.
No vessel should attempt to cross the ridge as there is a tide race across it which extends as
far as Bajo Aceitera (36* 10" N, 6* 04' W). Vessels coasting should give Cabo Trafalgar a
berth of at least 3 miles.
Placer de Meca, a rocky shoal covered with a thin layer of sand, lies 3.25 miles W of Cabo
Trafalgar. It has a least depth of 6.0 m situated near its SE end. The sea breaks over this
shoal in heavy weather. A 16 m patch lies 7 miles W of Cabo Trafalgar.
Torre Castilobo (5.98), in line with the easternmost of a line of prominent windmills E of
Conil, bearing
about 360 degr., leads between Placer de Meca and Bajo Aceitera.
Banco del Hoyo, a sandy bank with depths of from 16 m to 22 m over it, extends for 4.5
miles in an E-W direction 14 miles WSW of Cabo Trafalgar.
The least depth of 16 m lies near the W end. This bank should be avoided in heavy weather
as the sea is apt to break over it.
Banco de Trafalgar, a shoal composed of stones with a depth of 11 m over it, lies 5 miles
SW of Cabo Trafalgar. There are overfalls on the shoal and it is inadvisable to pass over this
shoal in heavy weather; at such times the water in the vicinity is of a yellowish colour.
Between Banco del Hoyo and Banco de Trafalgar there are a number of patches with depths
of from 14 m to 18 rn over them.
Between Cabo Trafalgar and Arrecife de Canaveral, which dries and extends 2.5 cables
offshore 1.25 miles E, there is a bight with a sandy beach. The W part of this beach is
known as El Varadero, and at its E end is the village of Canos de Meca, which can be
distinguished by a white Guardia Civil station. Off the village, and sheltered by Arrecife de
Canaveral, is a cove where there is a good landing place.
82
MARITIME ENGLISH
Anchorage
6.11
Anchorage, with shelter from winds from between NW and NE, can be obtained in
convenient depths outside Arrecife de Canaveral; the nature of the bottom should be first
ascertained, as it is rocky in places. There is good holding ground, in depths of from
14 m to 17 m with Torre de Meca bearing 030 degrees and Torre del Tajo bearing 090
degrees.
Directions for Puerto deTarifa

6.30
Approaching from E in moderate E weather, it is best to pass to the W of the meridian of the
entrance and then turn towards it, passing as close as possible to the head of Dique del
Sagrado Corazon (36*00' N, 5* 36' W), but bearing in mind that the in-going tidal stream
sets on to it.
It is not advisable to attempt the entrance in hard E weather, as due to the narrowness of
the entrance the strong wind could blow a vessel onto the head of the W breakwater.
With W weather there is no difficulty as the coast affords a lee.
To enter in moderate SW weather the approach should be the same as for E weather. In
hard SW weather the entrance should not be attempted except in cases of extreme urgency;
the approach should then be made from E heading towards the middle of Isla de Tarifa
leaving the eddies and breakers always to landward, until, when close inshore, the vessel
can turn to enter the port.
6.40
Tidal streams. In Gibraltar Bay the tidal streams off Europa Point are more or less rotary,
changing from E- going to SW-going, through S, between 4 and 5 hours after high water at
Gibraltar, and from SW-going to E- going, also through S, between one hour before and half
an hour after high water at Gibraltar.
Across the entrance to Gibraltar Bay the tidal streams probably run much as off the Spanish
shore of the Strait of Gibraltar, with the WSW-going stream beginning at 3 hours after, and
the opposite stream beginning 3 hours before high water at Gibraltar.
Observations of the tidal streams in the bay itself are very incomplete but indicate the
following:
When the W-going flow enters the bay round Europa point it divides, one branch setting IM
off the E side of the bay and the other continuing WSW towards Punta Carnero: off this
point the flow again divides, one branch continuing W off the Spanish shore of the Strait of
Gibraltar and the other setting WNW into Ensenada de Getares and N off the W side of
Gibraltar Bay. The N-going flows off both shores of the bay meet at its head and form a S -
going flow in the middle of the bay. The N- going flow is stronger off the W side of the bay
than off the E side; it begins off Punta Carnero, at 2 hours, in Ensenada de Getares at 3
hours, and off Algeciras at 4 hours afler high water at Gibraltar.
When the E-going flow enters the bay round Punta Camera it sets NNE to the head of the
bay where it divides, one branch turning E and running S off the E side of the bay, and the
other turning W and running S off its W side.
6.47
Anchorage should be obtained when possible in the shelter of Dique -Norte, which extends
N from Isla
Verde. Failing this, there is good anchorage, in depths of about 30 m, N of the port and S of
the parallel of the cemetery 13.5 cables NW of Isla Verde, which can be easily recognized by
its white wall and chapel, on top of a cliff.
83
MARITIME ENGLISH
This anchorage, however, is not safe during Levantes and should be abandoned as soon as
there are 10 signs that one is imminent. Vessels should then anchor in the NE part of
the bay.
6.48
Pilotage is compulsory for vessels of over 50 tons. Vessels requiring a pilot should hoist the
usual signal when about 2 miles off the port. The pilot launches are painted black or grey
with the letter P in white on the bows. They hoist a blue flag with a white P on it by day, or
show a quick-flashing light by night, when approaching an incoming vessel.
In E gales the pilot launch awaits vessels under the lee of the head of Dique -Norte. Vessels
should make for the entrance when she hoists the pilot flag.
Entering Gibraltar Harbour
Directions
6.67
Vessels other than HM ships may not enter Admiralty Waters without permission. If
proceeding to the Mercantile Port they will normally be piloted by a Bay pilot, and if to any
other part of the Admiralty Harbour, by an Admiralty Harbour Pilot.
Vessels, other than large ships, proceeding into Gibraltar Harbour and intending to secure
alongside South Mole, should enter by the S entrance, approaching well from the N.
Ships going alongside Detached Mole or securing to the mooring buoys abreast of it, or
North Mole, and large ships proceeding to South Mole or buoys should, if possible, enter the
harbour by the H entrance, and the best approach is made by standing N, and turning SE
when about half a mile NW of "E" Head on the NW angle of North Mole.
Port radio
6.71
The estimated time of arrival of a vessel should be sent 24 hours in advance.
The Admiralty Signal Station on Windmill Hill (call sign "Windy") maintains a listening watch
on VHF channels 16 and 8, the latter being the working frequency for the Naval Port.
Gibraltar Port Radio maintains listening watch on VHF channels 16 and 12, the latter being
the working frequency of the Commercial Port.
Gibraltar-east side
Coastal features
6.76
The E side of Gibraltar is steep and inaccessible. Passage Point and The Monkeys Alameda,
on which there are some tanks, lie 2 cables and 1 mile respectively, N of Great Europa.
A large rain-water catchment, 1.5 miles N of the same point is very prominent. The village
of Catalan is situated on the shores of Catalan Bay close N of the above-water catchment. A
conspicuous white hotel stands on St Abbs Head at its S end.
A concrete jetty tor the use of naval vessels, 87 m long and 10 m wide, with a depth of
about 5.5 m at its head, is situated 1 mile N of Great Europa Point. It is reported that a
current always sets S off the head of the jetty at a rate of about 1 knot.
A light-float (yellow, two white quick-flashing aero lights disposed horizontally) is moored 5
cables E of
the E-end of the aircraft runway; two yellow light-buoys are moored 5 and 12 cables
respectively E of the light-float.
The tight-float and light-buoys mark the approach to the runway,
84
MARITIME ENGLISH
No 6 Light-buoy is moored in the vicinity of the W of the Yellow light-buoys above and No 7
Light-buoy is moored 3 cables SE of (he E one. These light-buoys mark the limits of the air
space claimed by the Spanish government and have no navigational significance (6.41).
Tangier Harbour
Arrival information
6.90
Signals. There is a signal station at the head of the inner harbour with which vessels can
communicate by means of the International Code of Signals. A red flag displayed from the
flagstaff indicates that the port is open; a Yellow flag indicates that the port is closed and
communication with the anchorage suspended; a blue flag indicates communication is
possible but difficult.
6.91
Pilotage is compulsory for merchant ships of over 500 tons entering, leaving, or shifting
berth. Vessels arriving at night should anchor in the outer roadstead where they will be
boarded by the pilot after 0600. Vessels intending to call at Tangier are recommended to
communicate beforehand with the port authorities for berthing directions.
Pilot-Reading Practice: Strait of Gibraltar; indicate whether TRUE FALSE

the assertion is true or false.
1) The average width of Gibraltar Strait is 7.75 miles.
2) Banco de Hoyo and Banco de Trafalgar lie in the west approach to
the Strait and extend 15 miles towards the Spanish side.
3) 6 hours after HW Gibraltar: west current in the middle of the Strait
commences.
4) Rate of current at spring tide is weakest south of Punta Carminal.
5) Tidal races are formed on both sides of the Strait.
6) The water over Bajo Piles is unnavigable because it has a depth of
only 4 meters.
7) The leading line formed by the mills east of Conil leads clear
between Placer de Meca and Bajo Aceitera.
8) in adverse weather the sandbank 14 miles WSW of Cabo Trafalgar
forms a danger to navigation.
9) Landing is possible at Cahos de Meca.
10) The area outside Arrecife de Canaveral offers good shelter and
holding ground.
11) When approaching from the east, with moderate SW winds, the
port of Puerto de Tarifa must only be made in distress situations.
12) 30 minutes after HW Gibraltar: tidal stream off Europa Point sets
east
13) 3 hours before HW Gibraltar: ENE current commences.
14) The WSW current is divided into three separate branches off Punta
Canero.
15) The areas N of Isla Verde, M of the port, NW of Isla Verde and NE
of the bay form safe anchorages at all times.
16) By day pilotage is requested by means of pilot flag; at night a quic
flashing light is used.
17) Small vessels bound for South Mole must enter Gibraltar through
the south-entrance; large vessels must use the north-entrance.
18) Merchant vessels must report their ETA's 24 hours in advance on
VHF-channels 16, 12 or 8.
19) Passage Point, on the east-side of Gibraltar, lies approximately
85
MARITIME ENGLISH
2200 metres N of Great Europa Point.

20) Pilotage is compulsory for large vessels shifting berth in Tangiers
harbour.
DUTCH ANTILLES-BONAIRE
BONAIRE COAST
East and north-east coasts
Chart 703
Aspect
7.34
Lacre Punt, the S extremity of Bonaire, is a low rocky spit terminating in a sand and coral
reef about 33
miles W of Ave de Sotavento (7.24). Two pillars stand within 1/4 mile NW of the point.
Between Lacre Punt and the NE extremity of Bonaire, near Boca Spelonk 12 miles N, the low
and
relatively flat coast is broken by a number of lagoons.
Lac, the largest lagoon, has a narrow entrance between reefs 4.5 miles N of Lacre Punt; it
is only suitable for small craft, and local knowledge is necessary.
Boca Washikemba is a small cove 9.25 miles NNE of Lacre Punt; about 0.5 mile NNW of
this cove is the entrance to a small lagoon, which extends about 0.5 mile inland.
The NE coast of Bonaire, extending 12.5 miles WNW from Boca Spelonk, is indented in
places by coves, the largest of which is Boca Olivia (Oliva)
Boca Onima, a small cove, and Playa Chikitoe, a small beach, lie about 2.25 and 4.75
miles, respectively, WNW of Boca Olivia. Boca Cocolishi is another small cove 1.25 miles ESE
of the N extremity of Bonaire.
Brandaris, which is 240 m (787 ft) high, resembles Sint Christoffelberg on Curacao from
the offing.
Navigational lights
7.35
Willemstoren Light (white round stone tower, red stripes, 21 m in height) standing 0.75 mile
ENE of Lacre Punt.
Boca Spelonk Light (white round stone tower 21 m in height) standing 0.5 mile S of the
NE extremity of Bonaire.
Ceru Bentana Light (grey square stone tower 10 m in height) standing 8 cables ESE of
the N extremity of Bonaire.
KRALENDIJK
Arrival information
Pilotage and tugs

7.40
Pilotage is compulsory and a 24-hour service is available.
86
MARITIME ENGLISH
Requests for a pilot, giving ETA 72, 48 and 24 hours in advance, should be sent through
Curacao Coast Radio Station (7.80); see Admiralty List of Radio Signals, Volume 6 part 2.
The pilot embarks 1 mile SW of the light (white square stone tower) standing on the fort at
Kralendijk. The pilot boat displays a blue flag with the letter "L" and exhibits 2 lights (red
over white) at night. Tugs, if required, should be ordered in advance through the ship's
agent.
Berthing Anchorages
7.41
Small vessels can anchor close offshore in Rede Kralendijk in a depth of about 35 m (19
fm).
Larger vessels should approach cautiously with lowered anchor. As the coastal bank is
steep-to and narrow, considerable skill is required to avoid getting too close inshore or bring
up too short and risk dragging the anchor into deep water. A large hawser should be laid
out to an old gun or anchor placed near the fort for hauling a vessel with care into an
anchor berth.
The anchorages are dangerous during onshore winds and vessels should be prepared to
leave at short notice. Strong SW winds, making the roadstead unsafe, may occur in
September, October and early November.
GOTO OIL TERMINAL

Arrival information
7.45
Pilotage is compulsory; a 24-hour service is operated.
Requests for pilotage, giving a vessel's ETA 72, 48 and 24 hours in advance, should be sent
through Curacao Coast Radio Station (7.80) to the vessel's agent who will at once relay the
information to the terminal management; see Admiralty List of Radio Signals, Volume 6
part 2. Draught of the vessel, fore and aft, should be included in the messages.
Communication by VHF RT should begin within a radius of 30 miles or more of the
terminal, calling on channel 16 (156.800 mHz); when contact has been established, working
should be shifted to channel 13 (156.650 mHz) which includes communication with tugs and
mooring launches.
DUTCH ANTILLES - CURACAO

Natural conditions
Currents
7.52
In the vicinity of Curacao, the currents are generally W-going and set strongly round the
points. Along the SW coast the current may attain rates from 2 to 3 knots.
A weaker current may occasionally set E against the prevailing wind and create a short
choppy sea which breaks on the shore even when the wind is light.
Winds and weather
7.53
The prevailing winds blow from either ENE or ESE with an average strength of force 4.
Hurricanes are of rare occurrence. The last hurricane passed over Curacao in September,
87
MARITIME ENGLISH
1877. The average temperature is 27.8 C. The wet season, with an annual rainfall of 570
mm, lasts from mid-October to mid-February. Visual storm warnings: See 1.45.
Directions for approaching Curacao from the north

7.58
First sighted will be the summit of Sint Christ offelberg (7.56) standing 4 miles SSE of
Noordpunt, the N extremity of Curacao. Noordpunt may be approached with safety as the
current sets away from it.
Directions for approaching Curacao from the east

7.62
Approach from E. The first features sighted will be the light on Klein Curacao (7.61) or the
summit of Santa Barbara (7.60), a prominent landmark 12 miles WNW.
The passage between Klein Curacao and Punt Kanon is clear and deep; with lights on both
sides; it can
be navigated at night. Punt Kanon should be given a wide berth as the current sets towards
it.
The S side of Curacao can be passed at a distance of 1 to 2 miles. It is requested that
vessels proceed at a moderate speed when within 3 miles of this coast to avoid damage on
the beaches.
Directions for entering Fuik Baai (Continued from 7.62)

When a considerable distance from the narrow entrance the effects of current and wind
should be determined, as they are of great importance for an approaching vessel.
From a position SSW of the harbour, Newport Leading Beacons in line bearing 027.5 degr.
lead through the entrance channel in a depth of 7.9 m (26 ft):
Front mark (red cross on red and white beacon, 7 m in height) standing 0.5 cable NW of a
mast.
Rear mark (red triangle on red and white beacon, 10 m in height).
This alignment keeps:
W of 2 buoys, moored close off the E side of the channel, and:
E of a buoy, moored close to the W entrance point; thence immediately after clearing the
entrance channel, a vessel is turned E on the starboard anchor and berthed heading SE at
the phosphate loading wharf.
Smart handling of a vessel is essential as there is very little room in the harbour; the vessel
should be adequately ballasted to ensure safe maneuvering.
A following swell at the entrance sometimes makes entry difficult.
APPROACH TO WILLEMSTAD
General information
Charts 1412, plan of Sint Anna Baas and Schottegat;

702, Curacao
7.75
The coast in the approach to Willemstad is steep-to and clear of offshore dangers; depths
are too great for anchoring.
88
MARITIME ENGLISH
Current 7.78
Off the entrance to Sint Anna Baai, the current is almost always W-going with a rate usually
less than 1 knot, which it exceeds for a total of 47 days of the year. The current can attain
2.5 knots for short periods. Only rarely are large vessels delayed by the current, but it
should be taken into account. A counter-current setting E can occur when the W- going
current is strong.
There is no current in Sint Anna Baai.
Current meters are attached to a light (black post), standing near the E entrance point of
Sint Anna Baai, and to a light (bracket on the inner wall of Waterfort) 1.25 cables N; the
latter light is visible only from within Sint Anna Baai.
Signals for shipping at Willemstad
Signals from Fort Nassau Signal Station

7.85
No. By day (a) /At night (b) Signification

1 (a) black ball at half mast 1 or more vessels may leave
(b) white light
2 (a) black ball at masthead bridge will be opened for 1 or more out-going vessel
(b) 2 red lights
3 (a) black ball over red flag bridge is open for 1 or more out-going vessels
at masthead
(b) red light over white light
No. By day (a) /At night (b) Signification

4 (a) red flag at masthead the last out-going vessel is entering Anna Baai
(b) red light and the next vessel may no longer do so
(shown until the last vessel
has passed the bridge)
5 (a) red flag and black cone the last out-going vessel has passed Nieuwe Werf
(b) red light over 2 white lights and the bridge will remain open for 1 or more in-coming
vessels,
6 (a) black cone the bridge, if closed, will be opened for 1 or more
89
MARITIME ENGLISH
(b) red light over 2 white lights in-coming vessels; if the bridge is already open for
out-going vessels, the last vessel has passed the bridge
7 (a) green flag and black cone the bridge is open for 1 or more incoming vessels
(b) green light over white light
8 (a) green flag the last incoming vessel has passed the buoy and
(b) green light (shown until the the next vessel may no longer enter
last vessel either leaves Sint
Anna Baai or is moored in Sint
Anna Baai, or obstructs the
harbour)
9 (a) red flag over green flag the harbour is obstructed by a vessel maneuvering
(b) red light over green light
Signals shown by vessels

7.87
No. By day (a)/At night (b) Signification
1 (a) black ball at masthead a change of berth is requested
(b) white light over red light
(signal is followed by long blast
on siren; it may only be given
if
signals on Fort Nassau indicate
that harbour is clear
2 2 long blasts on whistle or a pilot is requested at once
siren
3 3 long blasts on whistle or the bridge is requested to be opened
siren
No. By day (a)/At night (b) Signification

4 4 long blasts on whistle or the maneuver of the vessel is held up temporarily
siren
5 10 short blasts on whistle or there is FIRE on board
siren
6 a long, a short, and a long permission is requested to obstruct traffic in
blast
on the whistle or siren St. Anna Baai
7 1 long and 3 short blasts on vessel is now clear of St Anna Baai after obstruction
the
whistle
90
MARITIME ENGLISH
8 a long, 2 short, and a long a tug is requested.

blast
on the whistle or siren:
9 3 short and 1 long blast on the vessel is blocking St Anna Baai, or is unmanageable
whistle in Schottegat due to unforeseen circumstances
Additional night signal

Vessels entering or leaving harbour must not use sound signals between 2200 and 0600 in
Sint Anna Baai S of Nieuwe Werf The following signal should be used:
Two red lights, disposed vertically, to request permission for the vessels to obstruct
temporarily the navigation of Sint Anna Baai. By extinguishing this signal when leaving
harbour, the vessel requests the bridge to be opened; or when entering harbour or shifting
berth, the vessel indicates that Sint Anna Baai is again clear.
To avoid confusion, vessels are prohibited from using any sound signals, other than those
given above, except those necessary for safe navigation.
Pilot-Reading Practice: Dutch Antilles - Bonaire; indicate TRUE FALSE

whether the assertion is true or false.
1) Between the south- and northeast extremities of Bonaire the coast
is flat.
2) Boca Washikemba extends 5 cables inshore.
3) Willemstoren Light, Boca Spelonk Light and Ceru Bentana lie N of
Bonaire.
4) Pilotage is compulsory for Kralendijk. Pilot service must be
requested 72, 48 and 24 hours in advance.
5) At night the pilot tender exhibits 2 vertical lights.
6) The VHF-working channel for GOTO Oil Terminal is channel 13.
7) An east-current, running with the wind, may occur in the vicinity of
Curacao.
8) Klein Curacao must be kept at a safe distance due to an onshore
current.
9) Directions for the approach to Fuik Baai indicate that manoeuvring
with anchor dredging is necessary after having passed the entrance.
10) Anchoring is not possible in the approach to Willemstad due to
off-shore dangers.
11) Large vessels may be delayed by currents running in St. Anna
Baai.
12) The lights at the east entrance to St. Anna Baai and at Waterfort
are clearly visible from St. Anna Baai.
13) A black ball, or a black ball over a red flag displayed from Fort
Nassau Signal Station indicates: bridge open for all vessels.
14) A black cone, displayed from Fort Nassau, is a signal for inward-
bound traffic.
15) A red flag over a green flag, shown from Fort Nassau, indicates
that navigation in the harbour is impeded.
91
MARITIME ENGLISH
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
92

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MARITIME ENGLISH

CONSTANTA MARITIME UNIVERSITY

DR. CARMEN CHIREA-UNGUREANU

4 Leaving berth and Underway 23

6 Loading, Discharging & Trim 36

7 Project: Pilot Reading Glossary and Practice 41

The willingness of practitioners to participate regularly in updating courses is

The watches are:

5. Heading, course, track and drift

By heading is understood the direction in which the vessel is

The vessel’s position can be determined in a number of ways,

7. Pilotage (coastal navigation)

The first bearing is taken at 16.50 hrs.

10. Astronomical Navigation

11. Satellite Navigation and Radio Navigation

“Shallow waters to the North of you”;

The italicized words in the text are given below in alphabetical

Cross bearings First watch Middle watch Survey vessel

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

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

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

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

11 - Navaids o/b 23 - Conning Officer K – OOW

12 - Dogwatches 24 - Inexperienced rating L - Apprentice Officer

3)Heading, course and track: Fill in …

By heading is understood the

The i …………. sailing direction is

A course line whereby all the angles

For a safe passage, for instance

dangerous wreck, the course

navigator intends to …….. form

If no allowances are made for a

the vessel will follow a line

If allowances are made for wind

vessel will follow a line

51 DEGR. 29 MIN. N / 047 DEGR. 53 MIN E.

49 DEGR. 8 MIN. N / 013 DEGR. 5 MIN. W

-Finish the sentence

A running fix is made when there is only

5) Order of events (“Running Fix”)

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

A - Measure mileage by means of log-reading.

Match the numbers (“expressions”) with the letters

7) Depth and Draft: matching

Stud-link chain Open-link chain

2.Berthing (without tug assistance or thrusters)

approach to the quay is made at the smallest possible angle.

Example of casting off-sequence

1) „Single up fore and aft”!!

2) “Let go everything fore!

3) „Let go aft spring and breastline!

….. “Propeller clear!” followed by the helm order

Completion of the vessel’s berthing or unberthing procedures is indicated by the phrase:

Anchoring, berthing, leaving berth and underway: tasks

adverse weather dredging anchor heaving line slack away

2) Anchors and chains: indicate or explain

2) The disadvantages of the stocked anchor are:

3) The advantages of the stockless anchor are:

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

5) The meanings of the word „shackle” are:

1) Look up holding-ground information when the vessel is underway to her

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

5) Leaving berth and underway

Standard casting-off orders, engineroom-orders and helmorders