Engleza UMC An 3

CONSTANTA MARITIME UNIVERSITY
FACULTATY: NAVIGATION AND NAVAL TRANSPORT

DEPARTMENT OF MATHEMATICAL SCIENCES AND HUMANITIES
STUDENTS COURSEBOOK
MARITIME ENGLISH
3
rd
YEAR
COURSE COORDINATOR:

Associ!" Pro#"ssor
CARMEN CHIREA $ UNGUREANU
CONTENTS
Navigation
Anchoring
Berthing
Leaving berth and Underway
Buoyage
Loading, Discharging & Trim
Project: Piot !eading "ossary and Practice
#a$ety
The %eather
#hi& 'otions
Beau$ort %indscae
(ce
Tides
The !ues o$ the !oad
)mergency !es&onse
Dangerous "oods
Navigation
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 multilingual crews, special attention should be paid to the internationally standardi!ed form of maritime
communication, both intership and intraship.
Manning
All vessels have one thing in common" they must be manned by #ualified crews.
$n board vessels the two main departments are the dec% department and the engine room department.
The radio department is often integrated in the dec% department.
The head of the dec% department is the first mate & or 'hief $fficer.
The 'hief (ngineer is the head of the engine room department.
$fficers are assisted by ordinary seamen and able (bodied) seamen ($) and AB)).
An *able seamen+ is experienced seafarer. He or she will often act as man-at-the-wheel (helmsman), or
loo%out.
The boatswain, or bosun, is the head of the ratings ($) and AB)).
Apprentice officers are officers in training.
,owadays many vessels are manned with General Purpose Officers & or -ulti .urpose $fficers & who have
been trained to perform the duties of the mate, engineer and radio operator together.
Duties
$f course the main responsibility of all the dec% 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 dec% department.
The first mate is responsible for ma%ing up the stowage plan, supervision of loading and discharging of the
cargo and general ship maintenance.
The second mate is responsible for the navigation e#uipment.
The third mate will often act as safety officer. He or she is responsible for the maintenance of all the safety
e#uipment on board.
The main duties of the (ngineeringofficers in the engine room department are the maintenance and
overhauling of the main engine and the auxiliaryengines.
The captain, or master, is ultimately responsible for all that goes on aboard the vessel.
/sually he has not been integrated in the watch%eeping system on the bridge. 0f he thin%s it necessary to
appear on the bridge and interfere with the wor% of the officer of the watch ($$1), or if the master is called to
the bridge by the $$1, he must clearly indicate that he will become the conning officer by saying" *0 now have
the watch+. To confirm this, the $$1 will then answer" *2ou now have the watch+.
The tas%s 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
,otices to -ariners, weather reports and navigational warnings and to maintain contact with other ships for a
safe and efficient voyage.
Watchkeeping
The 34hourperiod on board the vessel is divided into 5 shifts, or watches, as they are called.
(ach watch lasts 4 hours.
The watches are"
irst watch ( 3666 hrs3466 hrs)
!iddle watch (6666 hrs6466 hrs)
!orning watch (6466 hrs6766 hrs)
orenoon watch (6766 hrs8366 hrs)
Afternoon watch (8366 hrs8566 hrs)
"vening watch (8566 hrs3666 hrs)
The evening watch is often divided into two watches of 3 hours each to allow everyone to en9oy the evening
meal. These two watches are called the first and second dogwatch.
The :adiooperator %eeps watch four periods of two hours a day.
$ne of the 1atch%eepingsystems that is used in the dec% department aboard seagoing vessels is the *483
7+ system, whereby the first mate stands all fouro;cloc% watches, the second mate stands the twelveo;cloc%
watches and the third mate stands the eighto;cloc% watches. The captain will often 9oin the third mate, since
the third mate is usually the last e<perienced officer.
Heading, course, track and drift
By heading is understood the direction in which the vessel is
pointing. 0t is the angle between the fore-and-aft line of the
vessel and True #orth, expressed in degrees.
Heading constantly changes due to sea and wind influences
and steering errors.
By course is understood the intended sailing direction of the
vessel. 0n other words" it is the direction in which the vessel is
steered in order to reach her destination.
0t is e<pressed in degrees.
A track consists of one, or a number o f course lines along
which the navigator intends to proceed for a safe passage,
e.g. when clearing a danger.
A great circle course will form the shortest connection
between two places on the earth.
A Rhumb Line, or lo<odrome, will form a line whereby all the
angles made by the course line and the meridians are e#ual.
This implies that in (-ercator) sea charts the earth is not a
sphere, but a s#uare.
Composite sailing combines the advantages of the great
circle and the rhumb line" it will offer the shortest route, while
the vessel can %eep constant true directions. =ue to the influence of the wind and current the vessel;s
destination will not be reached without any alterations of course.
By course made good is understood the course that the ship will follow after allowing for the effects caused
by wind. ,ow the effect of current on the vessel;s path must also be corrected, resulting in a course over
ground that will lead to her destination.
Position
The vessel;s position can be determined in a number of ways,
for e<ample by means of pilotage (coastal navigation)$ cross
bearings$ a coc%ed hat$ a running fix$ dead rec%oning,
astronomical navigation or satellite.
The vessel;s position may be indicated by a latitude>longitude
& reference, or as a bearing and distance from a fi<ed point. 0n
?HF & communication and written reports the letter position
indication must always be preceded by the word bearing.
.ositions are e<pressed in degrees and minutes. =istances
are indicated by nautical miles (87@3 meters) and cables (one
tenth of a nautical mile & 87@.3 meters). Position
indicated as a bearing and distance
from a fixed point, and in Latitude/Longitude.
Pilotage (coastal navigation)
1hen sailing along the coast, compass bearings of
conspicuous ob9ects are ta%en at regular intervals.
A conspicuous ob9ect (conspic) is an ob9ect on land or at sea
that is mentioned and described in the pilot boo%. 'ross
bearings form an intersection of two bearing lines that have
been ta%en of two conspicuous ob9ects.
0f a third conspic is available, a third bearing (*chec% line+) can
be ta%en.
Because the vessel is proceeding, the two bearing lines and
the chec% line will form a triangle, called coc%ed hat.
The ship;s position is in or at the coc%ed hat.
Running fix
A *running fi<+ is made when there is only one conspicuous
ob9ect available.
0t is done by ta%ing two bearings of the same conspic at
interval. Cross bearings with cocked hat
(The angle between the two bearing lines must be & than '(
degrees))
Exaple
The first bearing is ta%en at 85.@6 hrs.
Aog reading" distance travelled B C76 nautical miles.
The second bearing is ta%en at 85.@@ hrs.
Aogreading" distance travelled B C78 nautical miles.
The difference between the first logreading and second log
reading is 8 mile.
,ow, with the aid of chart dividers, *8+ 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
Dead Reckoning
*=ead :ec%oning+ is determining (rec%oning) one;s position by deduction.
0n other words" finding one;s position by ta%ing into consideration a number of standard data"
last %nown position and time
course and speed
sea and weather condition
The e<pression *dead rec%oning+ is not spelt correctly.
*=ead+ should actually be spelt *ded+ as an abbreviation of deduced.
!stronoical "avigation
1ith astronomical navigation, or celestial navigation, observations are ta%en of celestial bodies (the sun, the
moon and stars).
1ith a se<tant the angle between a celestial body and the hori!on is measured.
,ow with the aid of the chronometer and the tables in the nautical almanac the ship;s position can be
determined.
(This way of fi<ing a position is #uiet obsolete. However, it comes with good seamanship and should never be
deleted from the maritime studies).
#atellite "avigation and Radio "avigation
0n the (*ifferential) Global Positioning +ystem a signal is
transmitted from the satellite. 1ithin the shortest possible time the
ship;s position is determined be data received from the
satellites, and shown on the GP+-display on the bridge.
Depth
The depth of water must always be determined accurately.
0n 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 %nowledge, the ris% 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 ,otice to -ariners should be studied carefully and regularly to avoid grounding due to insufficient
depths of water or an une<pected tide below the prediction.
.laces where depths are maintained by regular dredgingoperations are indicated as areas with controlling
depths. These depths are always very reliable.
The oldfashioned way of sounding (determining depth of water) is by means of the handlead.
,owadays 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+ bac% 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 wrec%s and roc%s, 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.
,ow the depth of the specific position can be determined and recorded.
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.
Helmorders (*)tarboard @D+, *.ort 86D+, *-idshipsD+, *)teadyD+ etc.) and engineroom orders (*Full aheadD+,
*=ead slow asternD+ 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.
Ai%e so"
on the stem>stern, on the starboard bow, on the port ,uarter, before the starboard beam, abaft the port beam,
etc.
=irections that indicate the position of other vessels, ob9ects or dangers with respect to our own vessel are
indicated by the words starboard, port, ahead and astern.
(*- will overta%e you on your starboard.port side/ . 0wrec% ahead of you/. etc))
However, due to technical restrictions of the radar, a ?T)operator will not always be able to determine a
vessel;s heading and course e<actly.
The e<act 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.
0nstead, ?T)operators must use *cardinals+ and *halfcardinals+ to indicate positions and directions.
Ai%e so"
0+hallow waters to the #orth of you/1
*2essels overta%ing to the +outheast of you/1
03ncharted shoal to the 4est of you/1
0Obstruction to the #orthwest of you/)
"avigation$ tasks
%) Idios
&he italici'ed (ords in the text are given )elo( in alpha)etical order*
+ind out (hat the, ean as the, appear in the text and learn the ),
heart*
Abaft the port beam =ata Forenoon watch ,egligence Time elapsed
Abbreviation =ead rec%oning Eeneral purpose
officer
$bsolete Towards
Able bodied seaman =ecrease Helmsman $btain Trac%
Afternoon watch =educe Heading $rdinary seaman transmission
Aid =eepdraught
vessel
Helmorder $verhaul Transmit
Alteration of course =egrees 0mminent .ilotage (8) Triangle
Appear =elete 0mply .ilotage (3) True north
Apprentice officer =eparture 0ncrease .ilotage (C) Tsunami
Au<iliary engine =estination 0nfluence .osition fi< /rgency
Avoid =etect 0nsufficient .roceed ?i!.
Bearing =etermine 0ntegrated .ropulsion 1eather condition
Before the starboard
beam
=imensions 0nterfere .rotruding obstacle 1iresweeping
Boatswain =irection 0nternal :atings 1rec% swept
'elestial bodies =isaster 0ntersection :egular

'haracteristics =istress Aatitude :eliable

'hart =og watch Aatter :esistance

'hart dividers =ragging anchor Aocal %nowledge :estricted waterway

'hronometer =raught Aongitude :unning fi<

'learing danger =redging Aongitudinal )hallow

'oc%ed hat =redging anchor -aintenance )hallow draft

'onning officer =ue to -anatthewheel )hoal

'onsideration (nsure -arine accident )hoaling

'ontrary to (<ecute -aster )hore based station

'ontrolling depth (<perience -ate )teering error

'ourse (<press -ention )towage plan

'ourse over ground (<ternal -erchant vessel )ufficient

'ross bearings First watch -iddle watch )urvey vessel

'urrent Fore and aft line -ishaps Tide

"otes:.
.....
..
...
....
2) Manning, duties and watchkeeping (, !2, " s#stem)

Match the description, duties and watches with the o$$icers and crew b# $illing in one letter
(%, &, C, etc)'
8 3 C 4 @ 5 F 7 G
8
6
8
8
8
3
8
C
8
4
8
@
8
5
8
F
8
7
8
G
3
6
3
8
3
3
3
C 34

(escriptions, duties and watches )$$icers and crew
! $fficer on duty
!* Head of (:
department
% 'aptain (master)
2 'argo handling supervision ! )towage .lan & First mate
* -iddle watch !+ First watch C )econd mate
Trainee
!, Helmsman
(manatthewheel)
( Third mate
+ )afety
!- Eeneral ship
maintenance
. /'hief engineer
, Afternoon watch !" -orning watch 0 / -ulti.urpose $fficer
- $verall responsibility !1 0ntegrated officer 2 / Boatswain (bosun)
" -aintenance and
overhauling
23 ,A?1,E 4 :adio operator
1 Four 3 hour periods 2! Eeneral purpose officer 5 $)
!3 Head of ratings 22 Forenoon watch 6 / AB)
!! ,avaids o>b 2* 'onning $fficer 7 / $$1
!2 =ogwatches 2 / 0ne<perienced rating L / Apprentice $fficer
*)Heading, course and track$ +ill 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
.ourse
The i HHHH. sailing direction is
e<pressed in
HHHHHHHHHHHHHHHH
HHHH.
HHHH and is the direction in which
the vessel is steered.
Rhu) line
A course line whereby all the angles
made by the HHHHHHHH and
the HHHHH. are
HHHHHHHHHH.. is called a
rhumb line, or
HHHHHHHHHHHHH.
&rack
For a safe passage, for instance when
HHHHHH. a
dangerous wrec%, the course lines along which
the
navigator intends to HH.. form the trac%.
0f no allowances are made for a wind and
current
the vessel will follow a line calledHHH..
0f allowances are made for wind and current the
vessel will follow a line calledHHHH
/) Position
0ral practice$
every number must be pronounced separately.
*point+ is pronounced as *decimal+ (3.@ B two decimal five)
be fluent in your pronunciationI every mista%e, however little, must be corrected by the phrase
*mista%eH correction+, followed by the correct position.
@8 =(E:. 3G -0,. , > 64F =(E:. @C -0, (.
8C4 =(E:. F:$- B/$2 ,H: )(, =0)TA,'( 6.5 -0A().
8@G =(E:. F:$- FAAA) A0EHT, =0)TA,'( 3.4 -0A().
4G =(E:. 7 -0,. , > 68C =(E:. @ -0,. 1
8F7 =(E: F:$- :$2AA )$?(:(0E, A0EHTH$/)(, =0)TA,'( 4.8 -0A().
3@6 =(E:. F:$- B/$2 'A 4, =0)TA,'( 8.3 -0A().
57 =(E:. 3F -0,. , > 6CG =(E:. @C -0,. (.
63@ =(E:. F:$- AA0'( B/$2, =0)TA,'( 3.@ -0A().
45 =(E:. 3G -0,. ) > 687 =(E:. @C -0,. (.
8@7 =(E:. F:$- TH( BA))/:(AA(, =0)TA,'( 8.@ -0A(.
1) Position
.ross )earings and cocked hat
2+ill in$ --*
34---------------**
!4---------------**
54---------------**
.4---------------**
D4---------------**
2+inish the sentence
A *conspic+
isHHHHHHHHHHHHHHH..
The ship;s position
isHHHHHHHHHHH..
A triangle of 3 bearing lines and 8 chec% line
is formed,
becauseHHHHHHHHHHHHHHHHH
Running +ix
2+ill in$ ******
34 ----------------
!4----------------*
54----------------*
.4----------------*
D4----------------*
A running fix is made when there is only
one
The second bearing is taen at !".#$
hrs. % . is &'( 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.
6) 0rder of events (7Running +ix8)
Indicate the order of events ), filling in !, 5, ., etc*
! 2 * + , - " 1

! ) *easure mileage by means of log)reading.
5 2 +etermine the position of the ,onspic.
. 2 -roceed of ground course.
D ) Tae first bearing.
E 2 Tae second bearing.
+ 2 +etermine the intersection .ship/s posn.0 of the parallel line with the $
nd
bearing
line.
9 2 Transfer mileage to course line.
H 2 +etermine the angle between the two bearing lines .123 degr.0.
I 2 +raw a line parallel with the !
st
bearing line through transfer)point.
:) Directions
Match the nu)ers (7expressions8) (ith the letters (7directions8)

%
%
&
&
C
C ((
.
.
0
0
2
2 44 55

!. Before the starboard
beam
#. on the port bow 4. on the port
beam
!2. on the starboard
bow
$. Astern ". starboard !3. port !'. ahead
2. on the stem (. on the port
5uarter
!!. on the
starboard
!#. on the starboard
5uarter
'. abaft the starboard
beam
&. on the stern !$. abaft the port
beam
!". before the port
beam
;) Depth and Draft$ atching
Match the reports on groundings with the causes b# $illing in %, &, C, etc'
!
!
2
2
*
*
+
+
,
,
-
-
"
"
1
1
!
!3

Reports on groundings
! / -t was the first time that we sailed these waters$ which are renowned to be dangerous$ especially if you do
not %now your way around) And indeed5 after 6 miles we went aground7/
2 / 04hen we entered the fairway$ our vessel was drawing 68 meters) Our first mate had miscalculated our 39:
and though it would suffice to pass through the channel - it didn;t7/
* / 4e had been warned about these waters and soon found out that the depths indicated in the chart were by
no means to be trusted5 we went aground/)
/ 0-n a fierce gale we were hit by an enormous wave that put us off course in the narrow fairway) 4e could not
avoid the shoals and went aground)
+ / 04e had sailed these waters many times and %new the settings of currents and times of tides by heart)
3nfortunately the <ow +lac% period lasted longer than usual$ and grounding could not be avoided/)
, / **ue to illness of the A=+ one of the ordinary sailors was appointed helmsman) 3nfortunately his "nglish was
too poor to execute the OO4;s helmorders properly) 4e hit a sandban%/)
- / 0A storm in the area had resulted in the forming of a shoal patch$ on which we went aground/)
" / 04e went aground because we had not been able to determine the depth of the fairway due to malfunction/)
1 / 04e went aground because the conning officer had miss-interpreted data on the >adar/)
!3 / 0To 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 o$ groundings
A )teering error F =ata misread
B Tide below prediction E ?essel is of deep draft
' 'harted depth unreliable H (cho sounder not functioning
= $bsolete chart and > or pilotboo% 0 Aac% of local %nowledge
( )hoaling J )eastate, swell and wind

Anchoring,
Berthing,
Leaving berth
and
Underway
%nchors and chain
A stoc%ed anchor will tip
sideways when it stri%es the
seabed, so that one flu%e will *bite the soil+. The stoc%ed anchor consists of a puddening (8), a
shan% (3), a crown (C), arms (4), flu%es (@), a stoc% (5), anchor nuts (F), breastpiece (7) and a
foreloc% (G).
The disadvantages of a stoc%ed anchor are"
it cannot be stored in the vessel;s hawse because of the stoc%I
one of its flu%es will always point upwards, which ma%es this anchor very vulnerable to being
fouled.
The stoc%less anchor consists of an anchor shac%le (8), a puddening (3), a shan% (C), flu%es (4),
arms (@) and shoulders (5).
'ontrary to the stoc%less anchor, the stoc%ed anchor cannot be stored in the vessel;s hawse.
Both flu%es will bite the seabed.
)ea going vessels are usually e#uipped with stoc%less 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 8@ fathoms each. These lengths are called *shac%les+
and are made of stud lin%s or open lin%s.

+tud-lin% chain Open-lin% chain
The studs are for strength and prevent the cable from turning (%in%ing).
'hains that do not have these strengthening are called open lin% chains.
The 9oint between two lengths of 8@ fathoms is also called shac%le.
0t is often painted white, so that the number of shac%les that are out can be determined.
%nchoring
1hen the vessel is approaching the anchorage or her designated berth, the anchor gear has
been thoroughly chec%ed and prepared" windlass and hinging parts have been greased,
bandbra%es tested, hawse pipeclosing plates removed, etc.
0n order to avoid any une<pected 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 loo%ed up in the pilot boo% or chart prior to
letting go anchors.
1hen a river berth has been allocated by the ?T) )tation or port authority, it will sometimes be
necessary to *dredge anchor+ in order to ma%e sharp turn towards the emban%ement.
The length of chain that is put out is indicated by the number of shac%les (8 shac%le e#uals 8@
fathoms). )afe anchoring implies that a length of chain e,ual to the depth of water plus two
shac%les must be used.
-ore shac%les must be put in the water"
when the water is very deep (more than 3@ 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.
1hen the anchor is holding, the anchor lights must be switched on and the anchor ball is hoisted.
The anchor position must be chec%ed by bearings at regular intervals.
&erthing (without tug assistance or thrusters)
1hen the vessel approaches her designated berth at minimum steerageway$ the approach to the #uay
is made at the smallest possible angle.
1ith a heaving line the hawser is pulled from the vessel onto the emban%ment by linehandlers.
The spring is fastened to a bollard$ and while the engine is on half astern, the warping drum pic%s up the
slac% (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
emban%ment and fastened to bollards by
headlines$ stern lines$ breast lines and springs)
Leaving &erth
1hen 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" K)tand by for letting
goDK. 1hen a line is cast off, the first order must
always be" ?+lac% away@$ so that it will become
possible to handle the hawser. The ne<t casting off order will then be" ?Aeave away@$ which means that
the line can be pulled aboard.
The se#uence 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)
.8ample o$ casting o$$/se9uence
!) Single up fore and aft!!
2) Let go everything fore!
Slack away headline/fore spring!
eave away headline / forespring!
!) Let go aft spring and "reastline!
Slack away aft spring / "reastline!
eave away aft spring / "reastline!
#) Let go sternline!
Slack away sternline!
eave away stern line!
B)) 0$ropeller clear! followed by the helm order
Star"oard fifteen! and the engine room order
%ead slow ahead!
'ompletion of the vessel;s berthing or unberthing procedures is indicated by the phrase"
&inished with 'aneuvering station(
:nderwa#
All the helmorders that will follow after the vessel has departed and is underway are given to the manat
thewheel (helmsman). He must repeat these helmorders before he will actually e<ecute them.
The helmorder ?"ase her/ is given to reduce the amount of rudder and hold.
The helmorder ?+teady/ is used to reduce the swing of the vessel by giving KcounterrudderK when she is
ma%ing an alteration of course.
The helmorder ?!eet her/ is used to stop the swing of the vesselLs head in a turn.
The order ?+teady as she goes/ is given when at that moment the intended course to steer is straight
ahead (for e<ample 875 degrees))
The helmsman must report to the conning officer when the vessel is actually on this course by saying"
?steady on course 875 degreesK.
The conning officer ($$1) must then repeat the helmsmanLs reply (?steady on course 875 degrees/))
(ngineroom orders, too, must be repeated by the person operating the bridge telegraph before they are
e<ecuted.
The $$1 should ensure that the orders are carried out correctly and promptly.
The engineroom orders are" %ead slow /, slow /, half /, full)* stop ()ahead or )astern))
1hen the vessel is fitted with twin propellers, the word KbothK must be added. (Kdead slow ahead bothC$ Kslow
ahead both?$ Khalf ahead both?$ Kfull ahead both/))
For bowor stern thrusters the orders are"
Kbow thruster full > half to port>starboardKI
Kstern thruster full > half to port>starboardK.
1hen operation of the engine is no longer re#uired, the phrase *$inished with engines/no more
maneuvering is used.
!nchoring, )erthing, leaving )erth and under(a,$ tasks
!) 5dioms
;he italici+ed words in the te8t are given below in alphabetical order' 0ind out what the# mean
as the# apear in the te8t and learn them b# 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
"otes$
..
..
<) !nchors and chains$ indicate or explain
8) 0ndicate the difference in construction between the stoc%ed anchor and the stoc%less anchor.
MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
MM
3) The disadvantages of the stoc%ed anchor are"
MM
C) The advantages of the stoc%less anchor are"
MM
4) (<plain the function of the Nstud+ in a studlin% chain.
MM
+tud-lin% chain
@) The meanings of the word Nshac%le+ are"
MM
*) %nchoring< matching
=tud# the te8t (%nchoring) and then indicate whether the $ollowing e8amples o$
good seamanship are appropriate (appr') or not
appropriate (not appr') $or the situation'
0ill in <
appr' >
not appr'
8) Look up holding/ground in$ormation when the vessel is underway to her
anchorage or designated berth.
3) Check windlass because vessel is in ballasted condition
C) ?ut more length o$ chain in water because tide is rising
4) Check windlass when the vessel is underway to her anchorage or designated
berth
@) ?ut more length o$ chain in water when chain is leading ahead.
5) ;est bandbrake because chain is leading ahead.
F) Remove hawse/pipe closing plate when weather conditions are
deteriorating
7) Remove hawse/pipe closing plate when the vessel is underway to her anchorage
or designated berth
G) ?ut more length o$ chain in water because weather conditions are
deteriorating.
86) Look up holding/ground in$ormation when strength of chain is not according to
recommendations.
88) Look up holding/ground in$ormation because traffic is very busy.
83) 2rease anchor/gear hinging parts because chain is leading ahead.
8C) ?ut more length o$ chain in water because traffic is very busy
84) ?repare both anchors when the vessel is in ballasted condition.
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
MMMMMMMMMM
) Leaving berth
)tudy the te<t on *Aeaving berth+, then write down in full the orders that match with the
se#uence of casting off.
(The vessel has already been singled up fore and aftI the engineroomorder *)tart engine+ has
been givenI the castingoff *)tand by for letting go+ has been given).
?ractice !
Se,uence of casting off- . ) % ) / ) 0 ) 1
. @@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@
( @@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@
C @@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@
& @@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@
% @@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@@
?ractice 2
Se,uence of casting off- 0)%)1)/).
0 2222222222222222222222222222222222222222222222222222222222222
% 2222222222222222222222222222222222222222222222222222222222222
1 2222222222222222222222222222222222222222222222222222222222222
/ 2222222222222222222222222222222222222222222222222222222222222
. 2222222222222222222222222222222222222222222222222222222222222
+) Leaving berth and underwa#
5ndicate b# means o$ numbers !/*3 the se9uence o$ standard orders when the vessel is leaving
berth and underwa#'

=tandard casting/o$$ orders, engineroom/orders and helmorders
* + ,#ac- away headine./
0 + ,1eave away sternines./
2 + ,#ac- away a$t s&ring./
3 + ,Let go breastine./
4 + ,5u ahead./
6 + ,'idshi&s, sow ahead./
7 + ,#tand by engines + start engines./
8 + ,1eave away headines./
9 + ,Let go $ore s&ring./
*: + ,1eave away a$t s&ring./
*3+,1a$ ahead; steady as she goes./
*4+,#ac- away sternines./
*6+,1eave away headine./
*7+,Let go a$t s&ring./
*8+,#ac- away sternine./
*9+,Let go headines./
0:+,#tand by $or etting go./
0*+,#inge u& a$t./
00+,#ac- away $ores&ring./
02+,Let go headine./
03+,1eave away breastine./
04+,#tarboard *4; dead sow ahead./
06+,#inge u& $ore./
07+,Let go sternines./
08+,1eave away $ore s&ring./
09+,#ac- away headines./
2:+,Let go sternine./
** + ,#ac- away breastine./
*0 + ,Pro&eer cear./
*2 + ,1eave away sternines./
=e9uence o$ casting o$$<
=ingle up $oreward>single up a$t>$ore spring>a$t spring>headline>breastline>sternline> underwa#'
8 3 C 4 @ 5 F 7 G 86 88 83 8C 84 8@

85 8F 87 8G 36 38 33 3C 34 3@ 35 3F 37 3G C6

5uo,age
5uo,age s,stes and t,pes of )uo,s
The main buoyage systems that are employed worldwide are the
Lateral buo#age s#stem and the Cardinal buo#age s#stem.
Buoys in the Lateral s#stem are used to indicate the portand
starboard sides of the fairways.
The Aateral system is subdivided into two separate systems" the
-A<A-A system and -A<A-=-system (0AAA stands for 0nternational
Association of Aids to ,avigation and Aighthouse Authorities).
-ost countries in the world employ the Asystem" the starboard side of the fairway is indicated
by the greencolored conical shape, and the port side is indicated by the redcolored can
shape. America and some $riental countries employ the Bsystem" starboard is indicated by a
redcolored cone, and port is indicated by a greencolored can.
Buoys in the Cardinal s#stem are used to indicate how to pass a danger (e.g. a wrec%) in a certain
#uadrant or area.
The position of the danger is indicated by ,orth, )outh, (astand 1est
'ardinal buoys. They will give the navigator information regarding the vesselLs
position in reference to the position of the danger. 'ardinal buoys are pillaror
sparshaped.
=pecial buo#s indicate special features in the fairway that can be loo%ed up
in the .ilot boo%. They may have any shape and are fitted with a yellow light.
Land$all marks mar% safe water of sufficient depth and indicate that one
approaches the coast. They are pillar, sparor sphericalshaped and are fitted
with a white light.
5solated danger marks are pillar or sparshaped and are fitted with a white
light.
=hapes o$ buo#s
0n the buoyage systems we %now 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.
0n 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. 0n order to assess their meanings one
must distinguish them by their topmar%s (or daymar%s), light characteristics or colors. .illar buoys and spar
buoys can be used to indicate the sides of the fairway.
To indicate port or starboardside, they must be fitted with a canshaped or conicalshaped topmar%.
)par buoys are used when navigation is hampered by ice. These buoys are not easily carried away by ice
floes in the fairway. )pherical 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 ixed light) the lashing fight$ the Occulting light
and the -sophase light) These lights are indicated by the abbreviations F, F0, $c and 0so. Eroup lights
are flashingor occulting lights in which the lightintervals are exhibited in groups that are repeated at
regular intervals, for e<ample F0(C) or $c(3).
The 0i8ed light is a light that shines continuously.
0ts abbreviation is 0. 0t may be used on lateral buoys.
The 0lashing light is a light with a short light interval and a long dar% interval. 0ts abbreviation is 0l, but
in nautical charts the abbreviations of the corresponding rhythms A (#uic%) or BA (very #uic%) are used.
Flashing lights are used on lateral buoys, cardinal buoys, special mar%s, landfall buoys and isolated
danger buoys. At night the 'ardinal buoy is identified by the number of white flashes (O or ?O). The C
Cardinal carries a continuously flashing light (KO or
?OK)I the D Cardinal has G flashes (KOG or ?OGK)I
the . Cardinal has C (KOC or ?OCK), and the =
Cardinal has 5 flashes, followed by 8 long flash in
order not to mista%e her with the 1 'ardinal (O5 P 8AFA or ?O5 P 8AFA).
The characteristic of the )cculting light is contrary to that of the flashing light" the occulting light has a
long light interval and a short dar% interval. 0n other
words" it is an interrupted light. 0ts abbreviation is
)c.
0t is used on lateral buoys, special buoys, landfall
buoys and isolated danger buoys.
The 5sophase light has a light interval and a dar%
interval of e#ual durations. 0ts abbreviation is 5=). 0t is
used on lateral buoys, special buoys, landfall buoys
and isolated danger buoys.
The %lternating light (%l) is a light that shows different colors alternately, for e<ample A01E:
(Alternating light 1hite>Ereen>:ed).
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 Fi<ed light. Therefore it should merely be used to illuminate an ob9ect
or an area. Because of the conspicuous colors red and green, however, a fi<ed light is often used in the
Aateral buoyage systems.
;opmarks ((a#marks)
Buoys are not only distinguished by their
shapes and colors, but also by their topmar%s
(daymar%s)
The shapes of these topmar%s may be a can, a
cone, a sphere or a cross.
Lateral pillar or spar buoys are fitted with red or green canshaped or conical topmar%s. 1hen the
buoys are can or conical shaped themselves, they are not fitted with any topmar%s.
Cardinal buo#s are fitted with two blac% cones.
,orth is indicated by two cones points upI
)outh is indicated by two cones points downI
1est is indicated by two cones point to pointI
(ast is indicated by two cones base to base<
The special buo#, whose meaning is indicated in the
pilot boo%, carries a yellow cross.
The sa$e water buo# (landfall buoy) is fitted with a single red sphere.
The isolated danger buo# carries two blac% spheres.
Colors
'olors used in the buoyage systems are red, green, yellow, blac% and white.
The colors red and green are used in the Lateral s#stems.
0n the 0AAAA system, counting from seaward, red indicates port side and green indicates starboard side.
0n the 0AAAB system red indicates starboard side and green :ed can buoy and green cone" 0AAAA
indicates port side.
The combination of the color yellow with the color blac% is used in the Cardinal &uo#age =#stem.
These buoys carry conical topmar%s. The color blac% 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 recogni!ed
not only by their topmar%s, but also by the color combinations.
blac% over yellow" ,orth
yellow over blac%" )outh
yellow with a blac% band" 1est
blac% with a yellow band" (ast.
The color red in combination with the color blac% is used on isolated danger marks.
These buoys are red and blac% hori!ontally striped.
The color red in combination with the color white is used to indicate sa$e water e.g. in the middle of the
channel.
These buoys are the *red and white vertical stripes+ land$all buo#s. (:1?) buoys)
The yellow special buoy is used to indicate special features of the fairway. 0nformation as to its e<act
meaning must be loo%ed up in the pilotboo% of that area.
Miscellaneous
,umbers on Aateral buoys are not merely used for registration, but also indicate the sides of the fairway.
'ounting from seaward an even number will indicate port side.
An odd number will indicate starboard side.
0n KcomplicatedK areas, i.e. areas with many inland waterways where rivers
bifurcate into branches that also have bifurcationsI it may be #uite difficult to
assess port or starboard side.
0n 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 mar%s as well. The coastal side will then be indicated by a
starboard buoy.
'harted direction is Kcloc%wise around the continentsK.
5uo,age$ tasks
!) 5dioms
;he italici+ed words in the te8t are given below in alphabetical order'
0ind out what the# mean as the# appear in the te8t and learn them b# heart'
abbreviation conspicuous indicate
anticloc%wise 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 e<hibit pillar buoy
channel facilitate sphere
chart fairway spherical
charted direction feature subdivide
cloc%wise fi<ed light wrec%
cone flashing light
conical illuminate
2) (escriptions o$ buo#s
Tan%er Ereat 2armouth .rincess EB'H underway from 'apo -ichaella to )an .edro, with a full cargo of
crude oil, passes buo# % (mar%ing a seweroutfall off the coast of the little fishing village of )t. 'hristobal).
After passing waypoint, proceeding on course C4@ degrees true at 83 %nots, buo# & (mar%ing the position of
submarine pipeline) is %ept at starboard side.
To avoid dangers to navigation (E! and E2), the trac% leads clear between the dangerous wrec%
(buo#s C and () and the shoals (buo#s . and 0)'
The wrec% is %ept at starboard side. The shoals are %ept at port side.
1ith the , 'ardinal south of us, we are proceeding on course 3F6 degrees, speed 83 %nots, until buo# 2,
indicating the approach to the coast, is straight ahead. ,ow we ma%e for the area , of the isolated danger
(buo# 4) into the restricted waters of )an .edro Bay, where the river pilot embar%s.
1e now enter the Aateral Buoyage )ystem (5%L%/&) of the :iver Euadal9ere!
(=b' and ?' buo#s 5) and proceed at a speed of @ %nots towards our designated river berth.
2ive a description o$ all the buo#s mentioned
0ndicate the t#pes o$ buo#s (Aateral>'ardinal>)pecial>Aandfall>0solated danger), the shapes they may
have (can > cone > pillar > spar > sphere), abbreviations of lights they may carry (F > >0)$ > $c > Fl O>?O
P number of flashes), topmarks F colors o$ topmarks (can>cone>sphere>cross) and colors of the buoys
(red>green>yellow>blac%>white).
&uo#s t#pes shapes lights topmarks colors
%

&

C

(

.

0

2

4

5 (=b')

5 (?')

=oading, Discharging and &ri
;he stowage plan
$ne of the most important responsibilities of the first mate is to ma%e sure that cargo will be properly
loaded and stowed.
1hether bul% cargo, general cargo, heavy cargo, containeri!ed cargoes or refrigerated perishable cargo
are carried, care must always be ta%en to ensure that a cargo will not in any way affect the vesselLs
stability and DeopardiEe vessel, cargo and crew.
Therefore a stowage plan must be made up before the loading of the cargo commences. )tevedoring
(loading and discharging of cargo) must be done according to this stowage plan by a shoregang. A
shore gang usually consists of a foreman and stevedores (longshoremen, as they are called in America),
hatchwaymen$ winchmen and a tally cler%.
The most important factors that must be ta%en into consideration when ma%ing a stowage plan are"
!) ;he stowage $actor o$ the cargo
This factor indicates the volume of the cargo hold occupied by one ton of cargo and is best e<plained by
this e<ample" one ton of lead will ta%e 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 bul% cargo.
By $il )pace is understood G7Q of the total volume of the wet bul% tan%s.
The remaining 3 percent is called ullage and serves as e<pans>onspace to allow for an increase of
volume when a cargo of oil is heated up and will conse#uently e<pand.
2) ;rim and dra$t
By trim is understood the transverse and longitudinal positioning of the floating vessel.
To maintain an even transverse balance, the cargo must be distributed in such a way that the vessel will not
ma%e a list to port or starboard side.
<ongitudinally, the vessel must not be trimmed in such a way
that she will be down by the head or down by the stern
e<cessively.
Ballast water is used to improve the vesselLs 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 ,orth Atlantic).
The distance between dec%line and .limsoll line indicates
+ummer reeboard)
By KFull and =ownL 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 KdraftK (or KdraughtK).
=ue 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.
=raft is measured at the stern of the vessel, at the stem and amidships.
1hen there is no difference between draft fore and draft aft she is
floating on even %eel (she is well trimmed).
1hen draft aft is greater than draft fore she is trimmed (or
KdownK) by the stern. Eeneral safety and the engineLs fuel
consumption will be influenced favorably when she is slightly
trimmed by the stem.
1hen draft fore is greater than draft aft she is trimmed (or KdownK) by the head.
1hen starboarddraft is less than portdraft, or portdraft is less than starboarddraft, she will ma%e a list
to port or starboard.
The longitudinal deformations of the vessel are indicated by the
words ?sagging? and ?hogging?)
1hen draft amidships is greater than draft foreward and aft, the vessel is KsaggingK.
This will occur when the vessel is in loaded condition or is in a trough between two high waves.
1hen draft amidships is less than draft foreward and aft, the vessel is KhoggingK. This will occur when
the vessel is on top of a wave.
.roperly laden vessels will suffer less from sagging and hogging
effects than vessels whose cargoes have been badly stowed.

=raft 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 Ksin% downK.
This phenomenon is called Ks,uatK.
*) =egregation o$ di$$erent cargoes
)ome cargoes are notorious for causing damage to the ship and other cargo that is carried.
+weating 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 #ualities may be deteriorated by each otherLs odors should not be stowed close together
optional cargoes (cargoes whose destinations are un%nown at the moment of loading) must be stowed
separately
perishable cargoes should be stowed in refrigerated stowage spaces.
-aterial used to segregate different types of cargoes is called dunnage. 0t may consist of ropes, plan%s,
plastics, inflatables, etc.
1ood dunnage is used with balecargoes to raise the bales a little from the floor for ventilation, so that
sweatingwater can freely flow to the bilges as #uic%ly as possible.
1hen loading or discharging any type of cargo, care must be ta%en to follow the cargohandling
instructions most accurately to prevent any damage.
The following instructions are most commonly used"
3fragile3* 3use no hooks3* 3stow away fro' "oilers3* 3don4t tip3* 3this side up3* 3keep dry3 and
3handle with care3(
This latter cargohandling instruction is often followed by the specific characteristic of the cargo item, e.g.
Ge5plosive3* 3fla''a"le3* 3o5idi+ing3* 3har'ful3* 3corrosive3* 3poisonous3 (or 3to5ic4)*
3spontaneously co'"usti"le3* 3dangerous when wet3* 3infectious3 or 3radio active3(
These substances, or KagentsK, must all be considered as =angerous EoodsK.
) ;he order o$ destinations
0t would be bad seamanship if, on a voyage from Hamburg to :otterdam and thence to Antwerp, the
cargo that has Antwerp as its destination must be discharged first in order to be able to reach the
:otterdamcargo.
Cargoes
2eneral cargo is cargo coming in bo<es, crates, bags and pieces. The stowage plan will indicate where
the various cargoitems have been stowed in an ordinary generalcargo ship.
,owadays most of the general cargo is
containeri!ed.
'ontainers are loaded by gantry cranes or
straddle carriers (portal cranes) and stac%ed
on board in rows, bays and tiers.
The rows run abeamI the bays run fore to
aftI the tiers are layers.
&ulk cargo is unpac%ed cargo of one commodity.
1et bul% cargo, such as crude oil, edible oils, etc. is loaded and discharged
by pumps.
=ry bul% cargo is loaded and discharged by cranes with grabs or by pumps.
!) 5dioms
3nion purchase (or ?married gear@) is a
method of generalcargohandling with two
derric%s and one runner in between.
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 intermi<ing
bilges ensure 9eopardi!e
combustible flammable list
commence fragile load and discharge
consideration fuel consumption load line
corrosive full and down longitudinally
deformation gantry crane married gear
derric% general cargo measure
destination grain space occur
deteriorate harmful order of destinations
discharge hatch coaming perishable
refrigerated cargo s#uat
tally cler%
responsibilities stac%
thence
runner stem
to<ic
sagging stern
trough
salinity )tevedore docher
ullage
segregate stowage plan
union purchase
segregation straddle carrier
voyage
shallow summer freeboard
winch man
specific gravity sweating
wood dunnage
Pro>ect$ Pilot Reading 9lossar,
!) 2lossar# o$ standard ?ilot/Reading ?hrases and idioms< e8plain > translate the
=tandard ?ilot/Reading ?hrases listed belowH
=tandard ?ilot/Reading ?hrases and idioms
(in alphabetical order)
.8planations > translations
8) %ccess to the traffic separation scheme
3) %dditional aids to navigation are
displayed from the lighthouse
C) %dvance notice is re#uired for
bun%ering during wee%ends
?rior notice
4) (TA must be advanced 5 hours
Must be given , h be$ore arival
@) 0n adverse weather vessels must see%
shelter
&ad Dheather
5) ;he alignment of the 3 lights will lead
clear of the danger
%ranging 2 lights in a line
F) (ddies turning anti/clockwise
Counter / Clockwise
7) An approaching anti/c#clone
4igh pressure area
1) %ppro8imatel#
%llmost , around
86)By prior arrangement
;he neccesar# arrangement
88)%scertain depth
=peci$ic , =hold be messured
83)Tidal stream attains greatest rate
Reaches 4ighest level
8C)% bar forms an obstruction in the
entrance
% pipe, a pillar ,
84)&arge tra$$ic allowed
area where barge circulation
8@)The basin can be reached through a
narrow fairway
=helter are , sea area, port are
85)% beacon indicates a sewer outfall
% light
8F)&e#ond the bight is a detached reef
87)The river bi$urcates into , and 1
branches
=plits intro branches
8G)A boat drill before departure
.8ercise , ;raining $or lowering the boat
36)A tower stands bold 3 miles 1 of the
entrance
Balient, straight
38)?essels bound $or :otterdam
4eaded to
33)A breakwater e<tends 3 cables ,
(am
3C)Eales now ceased
34)The current turns clockwise and sets
,(
starboard direction, right direction
3@).ilotage will commence 8 hour after
H1
=tart
35).ort facilities comprise
5ncludes , contain
3F).ilotage is compulsor#
obligator#
2")Conspicuous obIect
Bisible one
3G)The counter current is rectilinear
%gainst the current
C6)$nly cra$t of shallow draft are allowed
to enter
Bessels , ambarcatiune
C8)The 3 currents cease simultaneously
Dind $lows
(emacnetising , removing the
C3)(egaussing facilities magnetism
CC)(eratting facilities
Cleaning $acilities
C4)% detached reef forms a sheltered area
)pen
C@)% diaphone is sounded in thic% weather
% speci$ic noise making device used
particular# in $og weather
C5);he direction of counter current liable
to change
;he sense , wa#
CF)(irections for the approach to 'alais
indicate
;he courses , instructions
C7)Flags and pennant are displa#ed from
columns
4oisted , e8hibited
CG)(ragging anchor is reported in this area
Lose anchor , hanging anchor
46)(ra$t restrictions are in force in this area
depth
48)?essels drawing more than 36 meters
4abing the dra$t
2)(o not dredge anchorJ
(o not pull the anchor ,
4C)(ue to tac% of navigational aids
%s $or , with the contribution o$
44).ddies are formed around the oil rig
Bortices
4@).levation of the red bric% dome" C6ft
height
45)The embankment provides mooring
facilities
&ank , storing
4F)Trinity House .ilot will embark under
the lee of the brea%water, depending on
prevailing conditions
2o on bord
47)The emergenc# anchorage is fringed
by roc%y ledges
0orced anchorage
4G)The convoy system is not emplo#ed
adopted
@6)Fishing vessels may be encountered
off the approach to the harbour
Met , $ound, observed'
Come across
+!).stablished direction o$ tra$$ic $low
@3)The estuar# %nows many bifurcations
@C)?essels e8ceeding 366 meters in
length
@4).8emption certi$icate is issued
@@)Aights are e8hibited from metal
columns
@5)Eales are often e8perienced in this
area
@F)Two blac% cones e8posed from metal
columns
@7)The island e8tends C miles (
@G)An e8tensive mudflat forms a danger
56)The e8tremit# of the island offers
shelter
58)'oastal $eatures include several
windmills
53)A $ire drill before departure
5C)% $isherman e<hibits 3 vertical fi<ed
lights
54)0lashing white above fi<ed red lights
5@)0lats form obstructions in the approach
55)The $ormer has not been charted
5F)0oul ground is reported in the
anchorage
57))everal $uelling berth
5G)A gale warning has been issued
F6)2ro#nes protect the entrance from
onshore swells
F8)2unner# in progressI
F3)A haKardous shoal is situated 1 of the
entrance
FC)4oist the anchor ball
F4) 4olding ground" sand and shells
F@) 0t is inadvisable to hug the land
F5) An illuminated tide gauge
FF) 5mminent ris% to navigation
F7) The passage is impassable during off
shore winds
FG) ,avigation impeded by fog
76) These waters are inaccessible
"!) 5nland waterwa#s
73) ;he issuance of e<emption certificates
7C) % Iett# provides shelter during storms
74) A land$all buo# indicates safe water
7@) Landmarks are mentioned in the pilot
boo%
75);he latter has been charted
"-) Least depth
77) :oc%y ledges form dangerous
obstructions
7G) =irection of the current is liable to
change
G6) Lightened vessel are allowed to
proceed
G8) Local knowledge is necessary for
sailing these waters
G3) % lock gives access to inland
waterways
GC) ?essels are instructed to maintain
headwa#
G4) % Martello/tower stands conspicuous
G@) Men/o$/war have priority
G5) A moderate swell is formed
GF) A mole e<tends 3 cables ,
G7) Municipal port authorities
GG) A narrow fairway forms the approach
to the entrance
866) High water Ceaps is 4 hours after
low slac% water
868) An e<tensive obstruction lies off
the entrance
863) .ilotage is obtained by means of a
hoist
86C) $nshore sets may occur during
high slac% water
864) The flood stream o$$ the island sets
,
86@) 1arning" o$$/l#ing dangersI
navigation impeded
865) .ilot will embar% in the o$$ing
86F) The onward passage is shallow
867) ?essels bound in opposite direction
86G) )ver$alls and tiderips are formed
around the drilling platform
886) )wing to the adverse weather
888) A shallow patch
883) % patent slip is situated ( of the
entrance
88C) .ilot must be re#uested by means
of flags and pendants
884) ?ermission re#uired
88@) ?ilot launch will maintain headway
885) ?ilotage will commence within 3
hours
88F) Ta%e precautions against piracy
887) =redging anchor is prohibited
88G) A prominent s#uare building
836) Ta%e precautions against
protruding parts
838) A tower stands proud 8 cable 1 of
the #uay
833) Recommended direction o$ tra$$ic
$low
83C) The recommended trac%
834) .ilotage must be re9uested 3 hours
in advance
83@) (ntrance only for vessels of
restricted Aength
835) .ilotage will be resumed
83F) (TA retarded
837) A conspicuous Ro Ro ramp
83G) ?essel at anchor in the roads
8C6) The roadstead has been polluted
by an oilspill
8C8) A semisubmerged rock# ridge
e<tends 3 cables )(
8C3) The roundabout is inaccassible for
barge traffic
8CC) =cattered white horses are formed
during onshore winds
8C4) A semi/submerged wrec%
8C@) A sewer out$all is mar%ed by a
pillar buoy
8C5) ?essel is of shallow draft
8CF) =hallow waters
8C7) =hoaling has been reported in this
area
8CG) )ee% shelter against gale
846) =hi$ting berth only permitted
without main engine power
848) The depth over the sill has been
obtained by wire sweeping
843) 1hen 3 vessels enter
simultaneousl#
84C) 3 hrs after high slack water
844) The river is spanned by a bascule
bridge
84@) A spire forms a conspicuous ob9ect
845) A spit e<tends 3 miles north
84F) The sides of the ban% rise steep/to
847) % stern tug must be used
84G) A storm surge barrier
8@6) =traddle carriers are available for
handling containers
8@8) A submarine cable
8@3) The sur$ace stream sets 1
8@C) .ilotage suspended
8@4) =wells are reported in the offing off
the sandban%
8@@) ;hence the trac% leads ,
8@5) The through passage leads
between two small islands
8@F) A tide gauge is situated at the
entrance
8@7) ;idal advantage for vessels
outward" 3 hours
8@G) ;ide bound vessels are advised to
heave anchor
856) ?essel is top/hampered
858) There is a di$$icult tow in progress
853) This track will iead clear of the
danger
85C) ;ra$$ic lane temporarily
discontinues
!,) ;ra$$ic separation scheme
85@) A training wall provides lee for
vessels inward
855) .ilotage compulsory, unless
otherwise stated
85F) The vertical clearance of middle
span is C6 ft.
857) =isembar%ation of pilot in the
vicinit# of buoy 'A4
85G) Deather permitting
8F6) Didth of through passage" 86
metersI
8F8) =epth along the emban%ment has
been obtained by wire/sweeping
Pro>ect$ Pilot Reading
Pilots$ #an +rancisco
Portsouth Har)our
Malacca #trait and #ingapore #trait
Panaa .anal
Europoort
#trait of 9i)raltar
Dutch !ntilles25onaire
.opare the assertions (ith the data in the ?pilot2)ook8 and indicate
(hether the, are &R@E or +!=#E
%??R)%C4.= ;) =%C 0R%CC5=C) &%L
2eneral remarks
!!'!
The approaches to )an Francisco Bay are included in Eulf of the Farallones, which lies between .oint
)an .edro (CFLRC@L ,, 833R CL 1) and .oint :eyes situated about C4 miles ,1.
The entrance of )an Francisco Bay, %nown as The Eolden Eate (para. 88.3G), lies 83 miles , of .oint
)an .edro.
Caution. The prominent and easily distinguished landfalls and the numerous natural and artificial aids
to navigation, ma%e the navigation of the approaches comparatively simple in clear weather. 0n thic%
weather, the currents render the approaches difficult and dangerous, and strangers should either lie off
and wait for clear weather, or ta%e a pilot.
?rominent landmarks
-ontara -ountain, .oint )an .edro, The Farallons, -ount Tamalpais and .oint :eyes, are all
prominent in clear weather, and can fre#uently be used to fi< a vesselLs position when the lower land is
shut in by fog or ha!e.
Mount (iablo, 8.87@ m (C,7G6 ft) high, situated C6 miles ( of The Eolden Eate, and from which a red
obstruction light is e<hibited, should be visible in clear weather to vessels approaching )an Francisco
Bay.
0n addition, )outheast Farallon, =ouble .oint, Bolinas .oint, =u<bury .oint, :oc%y .oint, .oint, Bonita
and .illar .oint are good radar targets, though there are reports that these may be difficult to identify, at
36 times, because of ghost echoes.
:hart 66F
;ra$$ic =eparation. Three pairs of traffic separation lanes, indicated on the chart, converge on )an
Francisco lighthousebuoy from ))(, )1 and ,1, to a distance of 5 miles from it. A .recautionary Area
is enclosed by a circle of radius 5 miles centered on the lighthousebuoy.
?essels not calling at )an Francisco are urged to pass 1 of the Farallon 0slands.
Dinds. 1 or ,1 winds prevail on this part of the .acific coast of America throughout the greater part of
the year.
0n =ecember and January winds are more variable and ) and , winds become roughly e#ual in CS
fre#uency to the ,1 winds The wind is normally strongest about 85C6 and lightest about 6566.
From -ay to July, inclusive, , or ,1 gales are fre#uent. ) gales are not infre#uent in winter, often
commencing as )( and later veering )1, and finally becoming ,1. )uch gales tend to raise an ugly
cross sea.
0%R%LL)C 5=L%C(=
!!' 0arallon 5slands, a group of roc%y islets, e<tend ,1 for F miles from a position 34 miles 1,1 of
point )an .edro.
!!'!" The entrance to The Eolden Eate (para. 88.3G) is fronted by a bar and can be approached
through one of the three channels, -ain )hip 'hannel, )outh 'hannel and Bonita 'hannel.
Regulations. ?essels are not permitted to pass beyond a line between -ile :oc%s Aighthouse and
.oint Bonita until they have been identified by the /.). 'oastguard.
!!'22 =outh Channel lies parallel with the coast ) of 'harts .oint Aobos, at a distance from it of
about 6.F@ mileI it has a feast depth of 86.4 m (C4 ft) in the fairway.
This channel should not be used by large vessels.
An obstruction, over which there is a depth of F.5 m (3@ ft) lies near the ) end of the channel.
+outh :hannel no)6 buoy (red conical, bell, red reflector) is moored on the ( side of the channel, 6.@
mile offshore, 3.@ mites ) of .oint Aobos.
)outh 'hannel ,o. 4 buoy (red, conical, bell, red reflector) is moored on the ( side of the channel, 6.F@
mile offshore, 8 mile ))1 of .oint Aobos.
!!'2, (irections $or 2olden 2ate.
Having made the )F lighthousebuoy, pass through -ain )hip 'hannel with Fort .oint (para. 88.C6)
bearing 6F6 degrees until .oint Bonita is abeam when course may be altered to pass under Eolden
Eate Bridge.
0n thic% weather, when the bar is brea%ing, strangers should stand off and wait for more favorable
conditions. For a stranger to attempt to pass through Eolden Eate in such condition is ha!ardous.
!!'2- )upertan%ers 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.
:harts GF8$ 66F
0f entering by )outh 'hannelI from a position 3 miles 1 of .oint -ontara, steer for the entrance of )outh
'hannel, passing 3 cables 1 of ,o. 3 buoy, and about 6.@ cable 1 of ,o. 4 buoy, with .oint Bonita
Aighthouse bearing C@F degreesI after passing )eal :oc%s course should be altered to enter the fairway
of The Eolden Eate, rounding -ile :oc%s at a distance of 6.3@ mile.
!!'21 2olden 2ate is the connecting passage between the ocean and )an Francisco Bay.
The entrance is about 3 miles wide between .oint Aobos and .oint Bonita, but the fairway is reduced to
about 8.@ miles by -ile :oc%s. The inner end of the passage is a little less than 8 mile wide, and is
crossed by Eolden Eate Bridge.
Eolden Eate has been swept with the wire drag.
5nland rules o$ the road (Appendi< 8) are in force within a line drawn through the lighthouses on -ile
:oc%s and .oint Bonita.
?essels are not permitted to pass beyond a line between -ile :oc%s Aighthouse and .oint Bonita until
C6 they have been identified by the /.). 'oastguard.
=ubmarine cables, see The -ariners Handboo%, are laid within an area, indicated by pec%ed lines on
the chart, across the seaward half of The Eolden Eate.
!!'*2 ;he anchorage in Bonita 'ove is close under .oint Bonita, in depths of 88 m (C5 ft), and is
used by the pilot boats and, occasionally, by other small vessels. There are two Eovernment wharves
and a coastguard station in the 1 part of the cove.
!!'* ;idal streams in 2olden 2ate.
The floodstreams set very nearly straight through, with a slight tendency towards the , shore and, when
strong, with heavy overfalls, both at Aime .oint and Fort .oint.
0t causes an eddy in )outh Bay.
0n the vicinity of -ile :oc%s, the stream attains a considerable rate within a few minutes after slac% water
on both flood and ebb tides.
The ebb stream has been observed to have a rate of more than 5.@ %nots between Aime .oint and Fort
.oint, and it is set from inside the bay on the , side towards the latter point.
?ilot/Reading ?ractice< %pproaches to =an 0rancisco &a#H
indicate whether the assertion is true or $alse'
;R:. 0%L=
.
8) Eolden Eate lies , of .oint )an .edro and is the entrance to )an
Francisco Bay.
3) =ue to lac% of aids to navigation the approach to )an Francisco
Bay is sometimes ha!ardous.
C) 0n adverse weather pilotage is compulsory for navigators who do
not have local %nowledge of the area,
4) .oint :eyes may serve as a conspicuous ob9ect, even when
visibility is reduced by fog.
@) A red obstruction light is e<hibited from Eolden Eate.
5) ,avigation in the .ointareas may be dangerous due to false
echoes.
F) )an Francisco Aighthousebuoy is situated in a precautionary
area.
7) The route to )an Francisco leads 1 of the Farallones 0slands.
G) )outherly gales may be e<perienced during winter months.
86) Farallon 0slands are situated 34 miles 1,1 of .oint )an .edro
and e<tend F miles ,1.
88) An obstruction is situated opposite the entrance to Eolden Eate.
83) ,avigation is prohibited beyond the line -ile :oc% Aighthouse >
.oint Bonita
8C) )outh 'hannel runs parallel to the coast and is only accessible
for shallowdraught vessels.
84) The trac% from )an Francisco Aighthousebuoy to Eolden Eate
via .oint Bonita leads straight ahead.
8@) The best time for verydeepdraught vessels to reach pilot station
is one hour before H1.
85) (verywhere the passage between the ocean and )an Francisco
Bay has the same width.
8F) =epths in Eolden Eate have been obtained by wiresweeping.
87) :ules for inland navigation must be applied inside the line
between -ile :oc%s Aighthouse and .oint Bonita Aighthouse.
8G) Anchorage for all vessels is situated south of .oint Bonita.
36) The floodstream in Eolden Eate is mainly rectilinear, with a slight
deflection in northern direction.
Cotes<
MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM''
MM
MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM''
?)R;=M):;4 4%R&):R
)ignal
=ay ,ight -eaning
0nternational 'ode pendant
over pendant G
C green lights
vertical
Eeneral warning that a ma9or war vessel
is underway.
over flags K,(K
8 green light over
8 red light
2ou should proceed with great caution at
easy speed. 1arning signal that ships are
leaving the town camber (not for 0sle of 1ight
car ferries).
Flag K(K one red>amber
light
)ubmarine entering or leaving Haslar
Aa%e. All vessels are to navigate with caution
and %eep clear of submarines.
over flag KAK
3 red lights,
disposed hori!ontally,
not less than 5 ft. apart
Have divers down.
(irections $or ?ortsmouth 4arbor
'harts 353@, 353G, 35C8
,'1
The usual times for ta%ing vessels into or out of .ortsmouth Harbor are during the first three or four
hours of the flood tide, and during the 8st, 3nd, and @th hours of the ebb tide, including the low water
slac%I at ,eap tides the tidal streams are at times sufficiently wea% 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 @th hour of the flood
tide, but strongest between the @th and Fth hoursI the ebb stream is strongest between the Crd and 4th
hours of the ebb tideI vessels should avoid entering at these times on account of the eddies. ;he best
time $or large vessels to enter is as soon after low water as to give sufficient depth to pass $uter )pit
Aightbuoy between half an hour and one hour after high water, dependent on the berth to be ta%en upI if
going to )outh :ailway 9etty (5.@C) or .itch House 9etty, the time should be one hour after high water.
Bessels o$ ver# deep draught should only enter the harbor at this latter flood.
4M ships proceed to the moorings in the harbour as directed by the OueenLs Harbour -aster.
Merchant vessels wishing to berth in .ortsmouth Harbour should consult the First )chedule of the
$rderin'ouncil with reference to the =oc%yard .ort of .ortsmouth (see Appendi< 8).
;o proceed into ?ortsmouth 4arbour from )pithead, steer between $uter )pit Aightbuoy and
Horse )and Aightbuoy, with )aint JudeLs 'hurch spire in line with )outhsea 'astle, bearing 66C
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 )outhsea 'astle =irection Aight the centre of which bears 668.@
degrees.
1hen , of )pit :efuge Aightbuoy, and appro<imately 4.@ cables ) of )outhsea 'astle, alter course
gradually ,1 and steer for Fort Bloc%house Flagstaff in line with a tall bloc% of flats, C cables ,1. At
night this part of the channel is indicated by the white rector of Fort Bloc%house =irection Aight, the
centre of which bears C36 degrees.
1hen between ,os C and 4 Bar Aight buoys steer for the mouth of the harbour. At night this part of the
channel indicated by the white sector of Harbour (ntrance =irection Aight, situated @ cables ,,1 of Fort
Bloc%house, the centre of which bears CCC.F@ degrees. The harbour entrance is mar%ed on its 1 side by
two lights disposed vertically 36 m ( of the direction light and on its ( side by two lights disposed
vertically on :ound Tower.
)outhsea 'astle =irection Aight and Fort Bloc%house =irection Aight are e<hibited by day as well as at
night.
=irections for crossing )pit )and are given at 5.4C.
Caution' There is usually much congestion of traffic near the harbour entrance, especially during the
summer months. )pecial care should be ta%en when in the vicinity of Fort Bloc%house.
4arbour area
,'+!
The entrance to .ortsmouth Harbour is about 88 cables wide, and there is deep water in the fairway
between Fort Bloc%house (@6R 4F.4L ,, 8R 65.FL 1) and :ound Tower. 1ithin the entrance this width,
between the @ m contours on either side, is maintained for about C cables, thereafter the general width is
about 3 cables for a further 6.F@ mile, with irregular depths in the fairway of G m to 83 m.
Farther , the harbour widens out and merges into Fareham Aa%e and .ortchester Aa%e, off which
branch several smaller la%esI at high water the mudban%s bordering these la%es are covered to form one
large e<panse of water.
These la%es and many other channels and cree%s in the upper part of the harbour are mar%ed by many
beacons, dolphins, posts and piles. The piles are mar%ed as follows"
.ort side of navigable channels" :edI
)tarboard side of navigable channels" EreenI
)urvey piles" :ed, blac% and white in bands.
?ort regulations
)ee Appendi< 8.
)pecial regulations are enforced with reference to the carriage of e<plosives, carbide of calcium, and
petroleum in the =oc%yard .ort of .ortsmouth.
4arbour $og routine'
)peed limits within the =oc%yard .ort of .ortsmouth are"
1ithin 6.@ mile of the shore" 86 %notsI
1ithin 6.@ mile of any H- ships" 83 %notsI
1ithin .ortsmouth Harbour" 86 %nots.
%nchorage is prohibited in many areas indicated in the chart on account of numerous submarine
cables which cross the harbourI some of the latter are mar%ed by beacons and dolphins and notice
boards.
;idal streams
,'+2
0n the narrowest part of the entrance to .ortsmouth Harbour the flood stream runs in two periods, in the
second of which the greatest rate is attainedI the ebb stream, unli%e 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"
-nterval from A4 Portsmouth (*over) *irection !ax rate %nots
P 6@8@ (P6@C6) Flood stream begins
6@66 ( 644@) Flood 8
6466 ( 6C4@) Flood 6.@
68C6 ( 688@) Flood C,3@
P 663@ (P6646) (bb stream begins
P 6C66 (P6C8@) (bb @ (or more).
Between the entrance and The .oint, 8.@ cables ,, the streams do not change appreciably, though there
is some small decrease in the rates, especially that of the ebb stream.
Above The .oint the times at which the streams begin become gradually, but very slightly, later, and the
rates decrease considerablyI farther , the rate of the ebb stream decreases more rapidly than the rate
of the flood stream, and , of .ortsmouth Harbour :ailway )tation the rate of the flood stream is a little
greater than the rate of the ebb stream.
The flood stream runs ,1, and the ebb stream )(, across the entrance to Haslar Aa%e. There is little
stream in Haslar Aa%e, e<cept near Haslar Bridge, or in 'old Harbour, and in 1eevil Aa%e.
.ddies are to he e<pected on both sides of the harbour entrance, and off the piers and 9etties on both
sides of the harbour, when the streams are running strongly. There is a strong anticloc%wise )(going
eddy across the entrance of Haslar Aa%e at all stages of the flood e<cept at 6466 .ortsmouth.( 6C4@
=over).
There are dangerous cloc%wise eddies off )outh :ailway 9etty, with a set on to the 9etty, between 634@
to P6866 .ortsmouth (63C6 to P688@ =over).
:hart 6H'8
Above ,orth 'orner 9etty the flood stream divides and runs into Fountain Aa%e, .ortchester Aa%e and
Fareham Aa%eI the flood streams in .ortchester Aa%e and Fareham Aa%e also divide and run up the
various subsidiary channelsI the ebb streams from all the channels meet in the main channel above
,orth 'orner 9etty, that from .ortchester Aa%e being particularly mar%ed.
The streams are very wea% in Fountain Aa%e and do not e<ceed about 6.@ %not at )prings in a mid
channel position , of ,orth 'orner 9etty, or 6.3@ %not at )prings between ,orth 1all and 1hale 0sland.
The rates of the streams decrease rapidly as .ortchester Aa%e and Fareham Aa%e are ascended. The
ebb stream begins off .ortchester 'astle about P 66C@ .ortsmouth (P66@6 =over), and off the town at
Fareham about P 663@ .ortsmouth (P 6646 =over)I the ebb stream ceases at both places about P 6@66
.ortsmouth (P 6@8@ =over), after which the stream is probably slac% for some C hours or more before
the flood stream begins.
For details of the tidal stream within the harbour see tidal stream tables on the chart.
?ilot/Reading ?ractice< ?ortsmouth 4arbourH indicate
whether the assertion is true or $alse
;R:. 0%L=.
*= A man+o$+war &roceeding through Portsmouth 1arbour is indicated
by three vertica green ights<
>
0= The ?)+$ag? indicates that navigation is &rohibited due to a sub+
marine vesse underway<
>
2= !ed ights, or a &endant and $ag, indicates that divers are at wor-< >
3= @esses are &ermitted to enter Portsmouth 1arbour at ow sac-< >
4= )ddies are $ormed during the entire ow+tide &eriod< >
6= )ntering+time $or vesses o$ very dee& dra$t is * hour a$ter 1%< >
7= The eading ine $ormed by #t< AudeBs Church s&ire and #outhsea
Caste eads to a dredged $airway<
>
8= #&it !e$uge+Light buoy ies N o$ #outhsea Caste< >
?ilot/Reading ?ractice< ?ortsmouth 4arbourH indicate
whether the assertion is true or $alse
;R:. 0%L=.
9= 1arbour )ntrance Direction Light ies ha$+a+mie $rom 5orth
Boc-house<
>
*:= Lights dis&ayed $rom !ound Tower, #outhsea Caste and 5ort
Boc-house can ony be used as nightmar-s<
>
**= (nside the harbour entrance irreguar de&ths have been re&orted< >
*0= (n the North &art o$ the harbour the &ort+ and starboard sides o$ the
$airway are indicated by red, green and white ights<
>
*2= #&ecia reguations $or vesses carrying dangerous goods are
a&&ied in the Doc-yard Port<
>
*3= (nside Portsmouth 1arbour the ma>imum s&eed at which a vesse
is aowed to &roceed is *: -nots<
D>
*4= (n many &aces in Portsmouth 1arbour anchoring is not aowed,
because there are many uncharted and unmar-ed shoas<
>
*6= +:**4 hrs< Dover: $oodstream ceases >
*7= N o$ Portsmouth 1arbour !aiway #tation $oodstreams and
ebbstreams are o$ eEua in strength<
>
*8= +:3:: Portsmouth: an eddy Fturning anti+coc-wise= sets #) across
the entrance to 1as$ar La-e<
>
*9= +:02: to G:**4 Dover: dangerous eddies are $ormed o$$ #outh
!aiway Aetty<
>
0:= (n$ormation about the tida stream in the harbour has been
tabuated in the chart<
>
Cotes<
M%L%CC% =;R%5; %C( =5C2%?)R. =;R%5;
2eneral in$ormation
%rea limits and de$inition
'harts 7C6, 8C@@
2'2
-alacca )trait is defined as the area lying between the 1 coasts of Thailand and -alaysia on the ,(,
and the coast of )umatera on the )1 between the following limits"
$n the ,1"
A line from /9ung Ba%a (.edropunt) (@R46L,, G@R35L (), the ,1 e<tremity of )umatera, to"
Aaem .hra 'hao (FR4@L,, G7LR87L(), the ) e<tremity of To .hu%it, Thailand.
$n the )("
A line fromTan9ung .iai (8R85L ,, 86CR C 8L (), the ) e<tremity of -alaysia, to"
.ulau lyu Tecil (8R8 8L ,, 86CR 3 8L (), thence to" .ulau Tarimum Tecil,
thence to"
Tan9ung Tedabu (8R 65L ,, 863R @GL ().
;ra$$ic =eparation =chemes have been established off $ne Fathom Ban% and in the ,1 approach
to )ingapore )trait. There is no routeing system between these two schemes. The latter leads into a
further scheme in )ingapore strait and thence to )outh 'hina )ea in .vicinity of Horsburgh Aight.
For outline of traffic separation schemes, see 3.3@.
For approaches ,1 of )umatera, see 3.48.
For passage off ,( coast of )umatera, see 3.4@.
For central passage through ,1 part of -alacca )trait, see 3.@F.
(epths
2',
(epths within the straits are irregular and there are many areas of sandwaves. )ee 3.7 for critical
areas. =epths in the main shipping channel vary from over FC m (4.6 fm) to less than 3@ m (84 fm).
;hrough Routes are constricted by local topography. 'hannels are further constricted by sandban%s
and controlling depths are liable to change.
(raughts of many vessels using -alacca )trait and )ingapore )trait closely approach the controlling
depths, and the factors affecting changes of draught are critical.
Ban%s
3.F
=angerous ban%s composed of sand, restrict navigation especially in the following areas" Both lanes of
$ne Fathom Ban% Traffic )eparationI
Fair 'hannel Ban% ,1 of the Traffic )eparation )cheme at the ,1 approach to )ingapore )trait (3.G3)
:ontrolling depth Position
3C m
0n both lanes of the separation scheme at $ne Fathom Ban%
('aution" see 3.54 for unmar%ed shoal depths in the T)) at
$ne Fathom ban%).
4aKards
2'!3
Tidal streams are strong and are influenced by monsoon currents. )ee 3.37.
:isc% of collision appreciable due to"
Heavy traffic using the through routes
Fre#uent crossing trafficI )ee 3.83.
Aocal fishing craft with netsI these may be encountered anywhere in )ingapore )trait.
Cavigational aids are often unreliable, especially in 0ndonesian waters<
2'!2
Darning" -ariners 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 ta%e any precautions which may be re#uired by the ordinary practice of seamen or by special
circumstances of the case.
2'!*
?irac#" )ee 8.@5 regarding attac%s by pirates in the vicinity of .hilip 'hannel.
?ilotage
2'!
.ilots for through passage of -alacca )trait and )ingapore )trait are not yet available (8G7F).
Rules in Malacca =trait and =ingapore =trait
2'2*
Rule "" ?A''s and deep draught vessels navigating in the )traits of -alacca and )ingapore are
advised to participate in the e<isting voluntary shipsL reporting system. /nder this system such vessels
broadcast, eight hours before entering the )traits>traffic separation schemes, navigational warnings,
giving names, deadweight tonnage, draught, speed and times of passing $ne Fathom Ban% Aighthouse,
:affles Aighthouse and Horsburgh Aighthouse. =ifficult and unwieldy tows also broadcast similar
warnings giving"
the type, length, speed of tows and times of passing the three abovementioned areas.
Rule 1" All vessels navigating in the )traits of -alacca and )ingapore are re#uested to report by radio to
the nearest shore authority any damage or malfunction of the aids to navigation in the )traits, or any
aids out of position in the )traits.
;idal heights
2'2,a
The tidal range varies with the locality in -alacca )trait and )ingapore )trait (F.3@) as follows (see also
'hart @674)"
?icinity of $ne Fathom Ban% C.F m
$ff -ela%a (3R 83L ,, 863R 84L () 8.7 m
$ff .ulau 0yu Tecil (8R 88; ,, 86CR 38; () 3.5 m
?icinity of Horsburgh Aight 8.5 m
Between -ela%a and .ulau lyu Tecil the range is greater on the coast of )umatera than on the
-alaysian side.
=ea and swell
2'*3
=ea" 0n -alacca )trait the sea is almost invariably smooth or slight, though s#ualls may raise moderate
or rough seas for short periods.
:ough seas may be encountered from -ay to )eptember on about @ per cent of occasions in the ,
approach to -alacca )trait.
Climate and weather
2'*2
-alacca )trait lies within the e#uatorial region of low atmospheric pressure and has a typical tropical
climate.
Typhoons are not e<perienced. Eales are infre#uent. The climate of the region is monotonous and the
daily changes are more pronounced than the seasonal variations. Temperature is almost uniform.
1aterspouts are rather common in -alacca )trait.
For weather reports in (nglish see )ingapore :adio in Admiralty Aist of :adio )ignals ?ol. 4.
Dinds
2'**
Monsoons" The predominant winds over the -alacca )trait area are the monsoon winds.
The ,( -onsoon begins in ,ovember and reaches ma<imum strength and steadiness in January and
ceases by the end of -arch. The normal strength is @ to 86 %nots, but may reach 36 to 3@ %nots for short
periods in the , part of -alacca )trait.
The )1 -onsoon prevails from -ay to )eptember and reaches ma<imum steadiness in July and
August. The average strength in -alacca )trait is about 86 %nots, while speeds of 8@ to 36 %nots are
#uite common in the , approaches.
?rincipal marks
2'*
MaIor lights
.ulau :ondo is a conspicuous ob9ect and is formed by several mountain pea%s.
.ulau :ondo Aight (as above)
Breueh (-enara )uar Euapeu) Aight (@6R4@L,, G@R 6CL () (C.8 @) at the , e<tremity of .ulau Breueh
le -eule (/9ung Tapaga9ah) Aight (@R@4L,, G@R 36L () (C.8@) near the ,( e<tremity of .ulau 1e.
Tlah Aight (@R@CL,, G@R 87L() (C.87) in Telu% )abang
(irections
2'+
From the vicinity of @R 3@L ,, GFR C@L (, the trac% leads ()( then )( clear of dangers outside the 46 m
depth contour, passing"
,( of dangerous wrec% (@R6@L,, GFR4FL(), thence"
,( of Eosong .eureula% (4R@5L,, GFR@CL() (4.8F), thence"
,( of /9ung .eureula% (4R@CL,, GFR@4L() (4.87), thence"
,( of /9ung Tamiang (4R 3@L ,, GFR 8FR () (4.@3), thence "
,( of dangerous wrec% (4RL 66L ,, G7R @FL () lying 4 miles ,1 of Eosong =eli (CR@4,,, G7R@FL(), thence"
,( of Eosong Berhala (Berhala Ban%) (CR@@L,, G5R 35L () with a least charted depth of 88 mI
An 87 m patch lies @ miles , of Eosong Berhala. The water is discolored over these shoals during the
strength of the tidal streams and there are occasional tiderips. For additional information see 4.8F@.
Thence"
)1 of .ulau Jara%, thence"
,( of dangerous wrec% (CRC@L,, GGR@5L() (reported 8G57)I thence"
)1 of an obstruction (CR65L,, 866RC5(), thence"
,( of .ulaupulau Aruha.
%nchorage o$$ ?ulau &erhala
There is anchorage on the ridge e<tending )( from .ulau Berhala in a depth of 85 m, with the summit of
island bearing C63 degrees distant C.F@ cables offshore. A prohibited area e<ists within C miles radius of
.ulau Berhala.
Landing can be made on 3 small beaches on the ) side of the islandI the ( beach affords the best
landing.
%nchorage on 2osong &erhala
2'+,
Eosong Berhala (CR@@L,, G5R35L() (3.@4) provides good anchorage over sand and mud.
;idal streams
2',+ ;he streams in the vicinity of $ne Fathom Ban% Traffic )eparation )cheme set as follows"
At position (3R@8L,,866R@3L(),7 miles 1)1 of $ne Fathom Ban%.
-nterval from high water
9uala =atu Pahat >emar%s
6C66 ,1going stream begins.
6686 ,1going stream ma<imum, spring rate 3 %nots.
P6C66 )lac%.
P 6C86 )(going stream begins.
P 6@6@ )( going stream ma<imum, spring rate 3 %nots.
6C8@ )lac%.
At .osition (3R46L,, 868R86L() 8F miles )( of $ne Fathom Ban%"
-nterval from high water
9uala =atu Pahat >emar%s
66C6 ,1going stream begins.
P63C6 ,1going stream ma<imum, spring rate 3 %nots.
P 6@C6 )lac%
P 6@4@ )(going stream begins.
6466 )(going stream ma<imum, spring rate 3 %nots.
664@ )lac%
2',,
The flow is influenced by the prevailing ,1going current which has a rate of 6.F@ %not, but this varies
considerably. At neaps the )( resultant flow may be very wea%. )ee 8.8@3 for general remar%s. For tidal
heights, see 3.35 and 'hart @674.
?ilot/Reading ?ractice< Malacca =trait and =ingapore =trait
/through routeingH indicate whether the assertion is true or $alse'
;R:. 0%L=.
8) 0n line, the e<tremities of )umatera and To .hu%it form the ,1limit
of -alacca )trait.
<
3) Traffic )eparation )chemes are situated off $ne Fathom Ban%, in the
approach to )ingapore )trait and between these two schemes.
<
C) The Traffic )eparation )cheme off $ne Fathom Ban% leads into a
second system for vessels bound for )outh 'hina )ea.
<
4) =epths in the two straits are irregularI under %eel clearance of any
vessel will always be sufficient.
<
@) A restricted area lies ,1 of the Traffic )eparation )cheme leading to
)ingapore )trait.
<
5) /nmar%ed shallow waters lie in the Traffic )eparation )cheme near
$ne Fathom Ban%.
<
F) 0t is strongly recommended always to use the aids to navigation in
the 0ndonesian waters.
<
7) Aocal traffic and piracy form dangers to navigation in these waters. <
G) .ilotage is compulsory in both )traits. <
86) :eporting of specifications by ?ery Aarge 'rude 'arriers is
compulsory 7 hours before entering the )traits.
<
88) ?essels are re#uested to report any damage to navigational aids to
the authorities.
<
83) Tidal range between -ala%%a and .ulau lyu Tecil is always the
same everywhere along the coast.
<
8C) )#ualls may cause turbulent seas in -alacca )trait. <
84) Eales are not e<perienced in -ala%%a )trait. <
8@) At the end of -arch the ,( -onsoon ceases and the )1 -onsoon
commences.
<
85) .ulau :ondo is a landmar%I a light is e<hibited from it. <
8F) Tiderips are formed halfamile , of Eosong Berhala. <
87) Best anchorage can be found off the eastbeach of .ulau Berhala. <
8G) :ate of springtide at $ne Fathom Ban% is constant. <
36) ,eap tide causes a wea% current that sets )(. <
Cotes"
HHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHH
HHHHHHHHHHHHHHHHHH.
?%C%M% C%C%L %C( C)R;4 %??R)%C4
The .anama 'anal crosses the 0sthmus of .anama in a general )( direction from the Atlantic $cean to
the .acific $cean for a distance of 4@.63 sea miles (7C.CC %m). The former 'anal Uone, a strip of land
86 miles wide, ceased to e<ist in $ctober, 8GFG when the :epublic of .anama shared control of the
canal with the /)A.
From C8st =ecember, 8GGG, the 'anal Area and its revenues have been administered solely by the
/)A. ?orts o$ entr# for the canal are 'ristobal (GR 38L ,, FGR @@L 1) in Aimon Bay, on the Atlantic, and
Balboa on the .acific (see )outh America .ilot ?olume 000).
The canal is largely made possible by Eatun Aa%e watershed and 'hagres :iver, lying near the middle
of the isthmus.
;he ma8imum siKe commercial vessel which may transit the canal on a regular basis is length overall
3F4.C m (G66 ft), e<cept passenger and container ships which are allowed up to 37G.@ m (G@6 ft)"
ma<imum beam is C3.C m (865 ft), but C3.5 m (86F ft) may be allowed by prior arrangement.
Ma8imum permitted draught, in 8G7C, for vessels proceeding through the canal was 88.F m (C7.@
ft), depending on bilge information (Tropical fresh water of Eatun Aa%e, density 6.GG44 g>cmC at 7@ degr.
F).
Cotice o$ .;%
A vessel bound for the .anama 'anal is re#uired to report to the ,avigation =ivision of the .anama
'anal 'ommission through the 'anal 'oast :adio )tation (call sign H.,56) giving at least F3 hoursL
notice of (TA (see Admiralty Aist of :adio )ignals, ?olume 8 part 3).
'ontact with the .ort 'aptain at 'ristobal can be made by ?HF (channel 83) through the 'anal )ignal
)tation on .ier ,o5 at 'ristobal.
?essels approaching the canal from the Atlantic must report 83 hours before arrival at 'ristobal any
change of 8 hour or more in their (TA.
5denti$ication
,o vessel may approach within 8 mile of the entrance between the brea%waters at Aimon Bay without
having been identified to the 'anal )ignal )tation on .ier ,o 5 at 'ristobal, communicating by ?HF
(channel 83).
?essels allowed to be without ?HF may identify themselves by the 0nternational 'ode of light.
;onnage certi$icate
?essels arriving without a current .anama 'anal Tonnage certificate may be sub9ect to delay for
admeasurements by the 'anal Authorities. 0f a certificate has been obtained at a port outside the 'anal
Area, the measurements will be chec%ed by the Boarding $fficer on arrival, 0t is advisable for the master
to be present when the vessel is being measured.
?ilotage !!'!*
.ilotage is compulsory for the whole of the .anama 'anal, including the port of 'ristobal, with certain
e<emptions listed in canal regulations.
&oarding" ?essels are boarded either on arrival 9ust inside the brea%waters or at an anchorageI if
re#uiring to be met outside the brea%waters, they should remain there and ma%e a signal to that effect.
.8tend o$ pilotage. .ilots leave outgoing vessels in Aimon Bay after passing K-oleK Aightbuoy,
moored 8.F@ cables 1 of the head of 'ristobal hole, and when the vessel is steadied.
L5M)C &%L %C( %??R)%C4
2eneral in$ormation
:harts '888$ 8'((
Limon &a# is entered between -argarita .oint and Toro .oint, which is low and wooded C.@ miles
1)1" it includes the ports of 'ristobal and 'olon, both of which are under the 9urisdiction of the
:epublic of .anama.
;wo breakwaters protect the bay from ,. (ast Brea%water e<tends 1 from -argarita .oint and 1est
Brea%water e<tends (,( from Toro .ointI the passage between the heads of the brea%waters is @G4 m
wide.
Landmarks
First sighted, when approaching Aimon Bay, will be the flare (conspicuous), visible up to 36 miles at the
oil refinery at .uerto Bahia Aas -inas
)ther use$ul marks
:adio mast, 865 m high and e<hibiting obstruction lights, on the 1 side of -an!anillo 0sland. Aarge hotel
standing at the ,1 end of -an!anillo 0sland 4 cables ,,1 of the radio mast. 1ater towers at 'oco
)olo 0.@ miles (,( of the radio mast.
(ast Brea%water Aight (grey metal tower with green hori!ontal framewor% on seaward side) close inside
the head of this brea%water
1est Brea%water Aight (red daymar% on metal framewor% towerI radar reflector) close inside the head of
this brea%water
(irections $or approaching Limon &a#
:harts 8'(($ 86FF
?essels should ma%e for KAK Aightbuoy (conicalI blac% and white stripes" occulting white @ seconds.,
whistle), moored C miles , of (ast Brea%water Aight, regardless of direction of approach, and pass 1 of
this lightbuoy.
1hen using coastal routes from either direction, vessels should give the coast a wide berthI if coming
from ,( they should pass at least C miles ,1 of Aos Farallones.
The (ast and 1est Brea%water Aights have been reported to give good radar responses at distances up
to 86 miles.
Three leading lights, standing near Eatun Aoc%s and in line bearing 876.3@ degrees, lead between the
heads of the brea%waters and through the middle of the dredged channel into the .anama 'anal. Front
light (4R 8F.5L ,, FGR @@.4L1).
-iddle light (conical concrete towerI 3C m in height) @.@ cables from the front lightI
:ear light (conical concrete tower, 84 m in height) 8.3@ miles from the front lightI
A speed of 83 %nots must not be e<ceeded when entering Aimon Bay.
(redged areas
% dredged channel leads ) from between the heads of the brea%waters to the .anama 'analI it is
maintained to a least width of 8@3 m and a depth of 83.7 m (43 ft). The channel is mar%ed, in
accordance with the standard /nited )tates )ystem, by lightbuoys and lightbeacons which are odd
numbered on the ( side and evennumbered on the 1 side.
%nchorage areas
'hart C888 88.87
Anchorage areas, controlled by the .anama 'anal 'ommission, are designated according to the si!e
and draught of vessels. The general increase in traffic through the canal re#uires the use of all available
anchorage space. The holding ground is good, especially inside the brea%waters.
?rohibited anchorages
!!'!1
Anchorage is prohibited as follows"
$n or near the a<is of the dredged channel, within an area e<tending 8.@ cables 1 from the dredged
channel and 8.@ cables , and ) of ,o 3 AightbuoyI
1ithin an area between the ( side of the dredged channel and the 1 limit of 'olon HarbourI
Anywhere in the 'anal Area e<cept in a designated anchorage or in an emergency.
4arbour
!!'2*
Cristobal 4arbour consists of a dredged area entered between the head of 'ristobal -ole and ,o C
Aightbuoy, 8 mile ))1I in its ) part is Anchorage Area F, mar%ed by light buoys. 0n 8G73 the least
depth in the dredged area was 83.3 m (46 ft),
0rench Canal, the ( part of the harbour, is entered ( of the head of .ier ,o 85I the limits of the dredged
area in this arm are mar%ed by a buoy, moored on the ( side of its entrance, thence by lightbeacons.
Caution" submarine cables are laid across the harbour ,1 from .ier ,o 85 and across French 'anal
6.3@ mile )( of the head of this pier.
The loc%s and their approach walls are in duplicate, so that vessels may pass in opposite or in the same
direction simultaneously. The loc% gates, valves and fender chains are electrically operated from a
central control station" electric locomotives, %nown as KmulesK, run on trac%s on both sides of a loc%,
hauling a vessel through on steel towing wires and holding it in position.
(irections
!!'*,
A vessel should always %eep as nearly as possible in midchannel in the 8@3.4 m wide reaches, and
should favor a midchannel course in the 34C.7 m reaches. 0n the C64.7 m reaches the leading lines
should always be followed.
.assing on a bend is not permittedI a vessel with the conve< side of the canal on the port hand has right
of way
?assage through the canal
Marine ;ra$$ic Control )$$iceI the scheduling of all shiptransits is the responsibility of the -arine
Traffic 'ontrol office at Balboa. The canal is operated on a 34hour basis. Being a loc% 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.
.riority 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 46
dispatched from 'ristobal at 6566 and the last at about 8566. 0n order to transit the canal on the day of
arrival vessels must reach the inner part of Aimon Bay, abreast 'ristobal, not later than 8466. .assenger
vessels are given preference.
?ery large vessels, tan%ers, and vessels carrying dangerous cargoes, are dispatched at the discretion of
the .ort 'aptainI normally, they are not allowed to proceed unless they can clear Eaillard 'ut before
nightfall.
The movement of vessels in Eaillard 'ut is regulated by the 'hief ,avigation =ivision through -arine
Traffic 'ontrol.
)ther in$ormation
Tugs, of which 5 are based at 'ristobal, 5 at Balbao, and 4 at Eamboa, are needed for the largest
vessels in Eaillard 'ut and in the approaches to loc%s. The .anama 'anal 'ommission reserves the
right to assign a tug to any vessel when conditions ma%e it advisable.
;ra$$ic and lock signals for the canals are given in Title C@, 'ode of Federal :egulations.
;ra$$ic capacit#
The canal can handle about 47 loc%ing a day, which may include a greater number of vessels as 3 or
more small vessels can be loc%ed through in one chamber.
;ransit booking s#stem.
0n order to provide improved service and to increase canal efficiency, a transit boo%ing 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.
)ther regulations
Bessels carr#ing dangerous cargoes should report at least 34 hours before transit stating that all
dangerous cargo alarms, safety and shutdown devices, including firefighting systems, have been tested
and are in good wor%ing order.
4awsers, lines and $enders should be ready for passage through the loc%s before a vessel begins
transit of the canalI both anchors should be ready for letting go, and at least 8 boat should be ready to
be lowered for handling lines.
(eck cargo on vessels in transit may protrude, on one side only, up to 4.5 mI the ma<imum beam
including protrusions must not e<ceed 3@.G m.
% steering light must be fitted to vessels more than 866 m in length, at or near the stemI it should be a
fi<ed blue light, clearly visible from the bridge along a vesselLs centerline, but not visible from ahead.
Radio
All vessels of C66 tons or more, or 866 tons or more if carrying passengers, within the 'anal Area must
be e#uipped with ?HF :T and able to communicate on the following channels"
'hannel 83, 8@5.566 -H!, for continuous watch until the pilot is embar%ed. 'hannel 8C, 8@5.5@6 -H!,
for all navigational communication during transit of the canal 'hannel 85, 8@5.766-H!, for distress,
urgency, safety, and contact with agents or other commercial businesses.
?ilot/Reading ?ractice< ?anama Canal and Corth %pproachH
;R:. 0%L=.
8) The distance between 'ristobal and Balboa is appro<imately
7C %ilometers.
<
3) $nly vessels that do not e<ceed 3F4.C meters in length and
C3.@ meters in breadth are allowed to enter the canal.
<
C) ?essels wishing to enter the canal from the Atlantic $cean
side must report to 'ristobal 83 hours in advance.
<
4) Aimon Bay may only be entered by vessels that have
identified themselves through ?HF.
<
@V Tonnage 'ertificates are only valid if they have been issued
by the .anama 'anal Authorities.
<
5) .ilot embar%ation is inside or outside the brea%waters or
when the vessel is at anchor.
<
F) .ilots will disembar% beyond -ole Aight buoy. <
7) 1hen approaching Aimon Bay si< conspicuous ob9ects are
available.
<
G) All the approaches to Aimon Bay lead along the coast and
along Aos Farallones.
<
86) A leading line, formed by C lights, leads through a dredged
channel (depth" 83.7 meters) into the .anama 'anal.
<
88) Anchoring in the .anama 'anal is prohibited at all times. <
83) Anchorage can be obtained in the south part of 'ristobal
Harbour.
<
8C) The .anama 'anal loc%s are capable of allowing vessels to
pass in opposite directions at the same time.
<
84) 1hen proceeding through the 'anal the trac% always leads
through midchannel.
<
8@) 0t is possible for vessels to pass the 'anal in convoy. <
85) The order of departure through the 'anal is determined by
the order of arrival at the beginning of the 'anal.
<
8F) Transit through the 'anal is possible 34 hours a day. <
87) ?essels carrying dangerous cargoes are not allowed to pass
Eaillard 'ut at night.
<
8G) /nder certain circumstances the use of tugboats by large
vessels is compulsory.
<
36) =uring transit through the 'anal, protruding obstacles from
the vessel are not allowed.
<
C);.=<
HHHHHHHHHHHHHHHHHH..
HHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHHH..
.:R)?))R; (5CCL:(5C2 M%%=BL%7;.)
:hart 8'6
2eneral description
!"'13
(uropoort is entered on the ) side of -aasmond W@8 K@GL,, 4R64L(), 8 mile 1 of Hoo% of Holland,
through 'aland%anaal.
(uropoort is a deep sea harbour designed to accommodate very large vessels, and for the storage and
transshipment of oil, ore, coal and grain.
At -aasvla%te (@8R @7L,, 4R 6CL(), 1 of (uropoort, -aasvla%te $il Terminal and =elta 'ontainer
Terminal are situated in 7th .etroleumhaven and a coal > ore terminal is situated in -ississippi haven on
the ) side of -aasvla%te.
Beer%anaal divides (uropoort from -aasvla%te. The terminals at -aasvla%te are entered from it.
!"'1! !+
(epths
;he ma8imum permitted draught in -aasmond, 'aland%anaal, as far as %ilometer post 86C6 and
Beer%anaal is 33 rn (F3 ft) at H1 and 36.8 rn (55 ft) at A1.
Movement within .uropoort
!"'1*
=ue to its geographical position (uropoort is not a suitable area to wait for another berth situated in the
rest of the port, since the onward passage has to be made through the single entrance, thence via
-aasmond or the ,orth )ea, which is e<pensive.
)hifting berth within (uropoort > -aasvla%te without main engine power is only permitted with special
permission.
Lightened vessels proceeding to &otlek
!"'1
For limiting vessels and draught restrictions for vessels bound for Botle% (@8L@CL.@ ,, 4L 87L.@ (), which
have lightened at (uropoort > -aasvla%te, see 87.86F. .ermission is re#uired before proceeding into
,ieuwe 1aterweg from 'aland%anaal and the reverse for deep draft vessels.
?rohibited anchoring
!"'!3*
Anchoring is prohibited"
1ithin 86 m of the emban%mentsI
within 3@6 m of the entrance to -aassluisI
at places where it is so indicated by warning boardsI
near submarine cables and pipelines, and tunnels.
;idal streams
Movement
!"'!3+
;idal streams at the entrance to ,ieuwe 1aterweg set as follows"
-nterval from A4
Aoo% of Aolland *over +urface stream >emar%s
6866 P636@ Flood stream attains greatest rate.
P6366 P6@6@ Flood stream begins to decrease
P6@66 6436 (bb stream attains greatest rate.
H1 6C36 (bb stream begins to decrease.
The subsurface stream is stronger than the surface stream and about F m below the surface may attain
a rate as much as @.@ %nots.
;he sub/sur$ace stream may run as follows"
-nterval from A4
Aoo% of Aolland *over +urface stream >emar%s
6@66 68@@ Flood stream begins, while ebb stream is still
running on the surface.
6366 P686@ Flood stream attains greatest rate, only about
8 hour before the flood begins on the surface,
but it soon decreases.
Dind e$$ect
!"'!3,
The wind and state of the river have great effect on the streams at the entrance to ,ieuwe 1aterweg.
1ith strong ( winds when the upper rivers are in flood, there may be no flood stream in the entrance at
neapsI farther in, though there is flood stream, both its rate and its duration are decreased. /nder
normal circumstances the average surface and subsurface rate in ,ieuwe 1aterweg is about 3.@ %nots
for both flood and ebb.
For tidal streams farther upriver in ,ieuwe 1aterweg, see 87.883a, 87.838, 87.837 and 87.8C7a.
;ra$$ic signals
!"'!!*a
The following traffic signals are e<hibited from -aassluis :adar Tower (@8R @@L.8 ,, 4R 84L.7 ().The
signals in category 8 or 3 may be shown separately" if shown together those in category 8 will be above
those in category 3.
:ategory 8
+ignal !eaning
Aight flashing white
Aight fi<ed white
?isibility less than 4666 m at some point in ,ieuwe 1aterweg.
.ilotage service for -aasmond suspended for small vessels due to weather.
!"'!!
'ategory 3
+ignal
!eaning
Aights flashing white
above fi<ed white
Aights fi<ed white above
flashing white
3 lights flashing white
vertical
3 lights fi<ed white vertical
Traffic prohibited in ,ieuwe 1aterweg above -aassluis.
Traffic prohibited in ,ieuwe 1aterweg below -aassluis.
$bstruction, very large vessel or difficult tow above -aassluis.
$bstruction, very large vessel or difficult tow below -aassluis.
!"'!!+
Limiting dimensions. ?essels up to 3F6 m in length and ma<imum draught of 8C.4 m can enter Botle%.
/nder certain conditions, and with prior written approval of the Harbour Authority, vessels up to 8C.Fm
(4@ ft) can be accepted.
?essels e<ceeding 3F6 m in length and drawing 8C.@m may have to lighten at (uropoort > -aasvla%te.
)ee 87.G4.
.ntering times. As a rule times are as follows:
*raught (salt water) >emar%s
86mto88.Cm(CC to CF ft)
88.5 m to 88.G m (C7, CG ft)
88.G m to 8C.@ m (CG to 44 ft)
Any time, e<cept between 4C6 and H1 :otterdam.
At slac% A1 or H1, depending on the prevailing conditions.
At slac% H1.
?essels with a length over 366 m can only enter at slac% water.
?essels which have lightened in (uropoort > -aasvla%te (87.G@) should arrive at Botle% entrance at
about 8 hour after H1 Hoo% of Holland.
*rd ?etroleumhaven !"'!!,
Crd .etroleumhaven is situated on the ) side of the entrance to Botle%. The basin e<tends ) for 5 cables
and branches 1)1 and ))(.The basin serves the oil and chemical industries.
The controlling depth is 88.F m (C7 ft).
?essels up to ma<imum draught of 83.3 m (46 ft) can enter Crd .etroleumhaven at H1, but if tidebound
within, a draught of 86 m (CC ft) is necessary.
2eulhaven or ,ieuwe Aichterhaven, with a curved ( wall, lies close within the entrance to Crd
.etroleumhaven.
;idal stream
!"'!2!
;he tidal stream o$$ Blaardingen (@8R @4L ,, 4R 38L () sets as follows"
-nterval from A4
Aoo% of Aolland
>emar%s
6366
P 634@
Flood stream begins. -ean rate 3,F@ %nots.
(bb stream begins. -ean rate 3,@ %nots.
The surface and subsurface streams begin simultaneously.
!"'!21
The various basins of .ort of :otterdam are in open connection with the river, unless otherwise stated.
Both ban%s of the river ( of )chiedam have wharves suitable for seagoing vessels.
&ridges
!"'!*+
Dillemsbrug. The middle span of 1illemsbrug has a vertical clearance of 86 m and the three spans of
the railway bridge close 1 have a vertical clearance of 7 m.
5lluminated tide gauges indicating the height of the central span above water level are situated" Below
bridge
At the )1 entrance point to :i9nhaven on the ) ban%.
Above bridge
$pposite .ersoonhaven on the , ban%.
;ra$$ic regulations
Regulations !"'!+2
All seagoing vessels with length e<ceeding 8C@ m and beam e<ceeding 8F.@ m must obtain permission
to proceed through $ude -aas. This must be re#uested"
34 hours before entering $ude -aas,
or 34 hours before leaving or shifting berth,
from" :i9%shavendienst H$' (Harbour 'oordination 'entre). The message stating"
?esselLs name and call sign
,ationality
Aength and beam (in meters)
Ert and draught
,ature and #uantity of cargo
First port of call and berth (for inwardbound vessels) or harbour and berth (for vessels leaving or shifting
berth)
(TA on $ude or -aas or (T= from berth
,ame of agent
/nder normal circumstances permission will not be granted for vessels longer than 8F@ m and beam
e<ceeding 3C m.
&ridge signals
!"'!+1
The following fi<ed light signals are e<hibited on each side of the opening at Botle%brug and
)pi9%enisserbrug to control throughpassage"
+ignal
Port side +tarboard side !eaning
: : Throughpassage and throughpassage below bridge
prohibited
prohibited.
E E .ermission to proceed will be given shortly.
prohibited.
: : The bridge is not being operated.
"'!,3
0n addition to the throughpassage permitted signal E E, the following additional fi<ed 2ellow light
signals may be e<hibited from the middle of the opening in use"
+ignal !eaning
2
22
Throughpassage below bridge permitted, also for oncoming traffic. Through
passage below bridge permitted, but prohibited for oncoming traffic.
?ilotage
?ilots should be obtained as follows"
Approach from , /muiden .ilot )tation (see ,orth )ea ((ast) .ilot).
Approach from ) Hoo% of Holland .ilot )tation. )ee 87.4.4.
:e#uests for pilots should be made at least 4 hours in advance of arrival at the boarding position via
'oast :adio )tation.
1hen outwardbound the pilot should be re#uested from the Harbour -asterLs $ffice at least 5 hours
before sailing.
;ra$$ic separation
The )( limit of the ,bound traffic lane of -aas ,orth Traffic )eparation )cheme , of -aasgeul is
mar%ed by -,C Aightbuoy (For directions see 87.35).
)$$shore dangers
A shoal, with depths of less than 88 m over it, e<tends C.@ miles ,,1 of Hoo% of Holland. 0t is mar%ed
by" 0ndusban% , Aightbuoy.
A wreck, swept to 5.@ m and mar%ed by a lightbuoy, lies @ miles ,,1 of Hoo% of Holland and an
outlying shoal with a depth of G.@ m over it lies @ miles , of the same point.
% submarine pipeline e<tends ,1 from the coast close ) of )cheveningen Harbour.
?ilot/Reading ?ractice< .uropoort (including Maasvlakte)H
;R:. 0%L=.
8) =elta 'ontainer Terminal is accessible via Beer%anaal. <
3) ?essels e<ceeding a draught of 33 meters can enter
-aasmond as far as %mpost 86C6.
<
C) )hifting berth with the assistance of tugs only i.e. without
main engine propulsion is not allowed.
<
4) =eepdraught vessels are allowed to proceed from
'aland%anaal into ,ieuwe 1aterweg after authori!ation.
<
@) Anchoring is prohibited close along the emban%ment. <
5) H1 :otterdam" the ebb stream ceases. <
F) Tidal stream in ,ieuwe 1aterweg decreases during strong
east winds, but will last longer.
<
7) An obstruction or difficult tow in progress is indicated by three
vertical lights.
<
G) $nly vessels of draught that do not e<ceed 8C.F meters are
allowed to enter Botle%.
<
86) ?essels with draughts of between 88.5 and 88.G meters may
enter Botle%, depending on prevailing conditions.
<
88) Third .etroleumhaven e<tends @66 meters south and <
;R:. 0%L=.
bifurcates into 1)1 and ))( branches.
83) )urface and subsurface stream off ?laardingen both
commence at the same time.
<
8C) All the basins are in open connection with the sea. <
84) Through passage of the middle span of 1illemsbrug has a
height of 86 meters.
<
;R:. 0%L=.
8@) $utwardbound vessels longer than 8C@ meters and
e<ceeding a beam of 8F.@ meters must have advance permission to
proceed through $ude -aas.
<
85) :ed lights above a green light, e<hibited from Botle%brug"
through passage is closed.
<
8F) Two yellow lights displayed from Botle%brug indicate that
through passage for all vessels is allowed.
<
87) .ilot service must be re#uested at least 4 hours prior to
arrival at the entrance of Botle%.
<
8G) =irections concerning the Traffic )eparation )cheme of
-aas ,orth can be found in chapter 87.35
<
36) The offshore dangers in the vicinity of Hoo% of Holland are
3 shoals, a wrec% and a pipeline.
<
Cotes<
HHHHHHHH.
HHHHHHHH.
HHHHHHHH.
HHHHHHHH.
HHHHHHHH.
HHHHHHHH.
=;R%5; )0 25&R%L;%R
:hart 8I6
(escription and dangers
,'!
The )trait of Eibraltar, the Freturn Herculcum of the ancients, and the Babe!Ua%a% of the Arabs,
derives its present name from Jebel Tari%, a name which was given to -onte 'alpe by Tari%benUayde,
when he landed in )pain in F8 6 A=. 0t is bounded on the , by the coast of )pain between 'abo
Trafalgar
(C5LR8? ,, 5R 63L 8@L) and (uropa .oint, and on the ) by the coast of -orocco between 'abo (spartel
and 'eutaI its general direction is ( and 1, and its least width F.F@ miles between .unta $liveros,
situated C miles (,( of Tarifa, on the ,, and .unta 'ires on the ). Both sides of the strait are
mountainous. )idi -usa on the ) side attaining a height of 7C7 m and Eitano on the , side of 7C6 m.
(angers which should be noted by ships on passage through the strait areI Banco de Hoyo and Banco
de Trafalgar, shoals in the 1 approach to the strait e<tending 8@ miles 1)1 from 'abo Trafalgar, and
Aos 'abe!os and ad9acent shoals which lie up to C.F@ miles ) of .unta .aloma (C5R64L ,, @R4CL 1)
(5.38).
The shores of the narrows are steepto and clear of dangers with the e<ception of Aa .erla and Aas
Ba9as, shoals lying 8.F@ miles ) of .unta 'arnero (C5R 6@L ,, @R3 @L1), (5.C4).
Currents and tidal streams
,'*
)trong currents and tidal streams may be e<perienced in the strait. The ma<imum rates of surface flow
in each direction which may be e<pected are about 3 %nots in the 1going direction and about 4.F %nots
in the (going direction. The ma<imum rate of surface current is about 3 %nots in an (going direction.
The ma<imum rates of tidal streams are about C %nots in the 1going direction and about 3.F %nots in
the (going direction.
For further details of the currents, see 8.866 and 8.868.
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 appro<imate only. 0n the middle
of the strait the (going stream commences about the time of high water Eibraltar and the 1going
stream 5 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 pec%ed lines on the chart.
0n the central area of the narrower, ( part of the strait, between the meridians of Tarifa and (uropa
.oint, the rate at springs is from 3 to 3.@ %nots in each direction. The rate at springs decreases 1 in the
central area, to about 8.F@ %nots ) of .unta 'amarinal and one %not ) of 'abo Trafalgar. The rate at
springs increases from the central area towards the coast on both sides, attaining a rate of about C %nots
in each direction close inshore and probably more off the salient points and less in the bays between
them.
0n the central area the tidal streams set in the direction of the a<is of the strait, but near the land they
follow the direction of the coast.
;idal 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 streamsI certain areas in which tidal races
or overfalls usually occur are indicated in the chart, Tidal races also occur off most of the salient 46
points on each side of the strait and eddies probably form under the points and in the bays between
them.
)$$shore dangers
,'!3
Ba9o Aceitera, with a depth of 8.3 m over it, lies at the outer end of a dangerous roc%y ridge which
e<tends 8.F@ miles )1 of 'abo Trafalgar. )everal roc%s lie on the ridge, including Ba9o .iles with a
depth of 4.6 m over it.
,o vessel should attempt to cross the ridge as there is a tide race across it which e<tends as far as Ba9o
Aceitera (C5R 86K ,, 5R 64L 1). ?essels coasting should give 'abo Trafalgar a berth of at least C miles.
?lacer de Meca, a roc%y shoal covered with a thin layer of sand, lies C.3@ miles 1 of 'abo Trafalgar. 0t
has a least depth of 5.6 m situated near its )( end. The sea brea%s over this shoal in heavy weather. A
85 m patch lies F miles 1 of 'abo Trafalgar.
Torre 'astilobo (@.G7), in line with the easternmost of a line of prominent windmills ( of 'onil, bearing
about C56 degr., leads between .lacer de -eca and Ba9o Aceitera.
&anco del 4o#o, a sandy ban% with depths of from 85 m to 33 m over it, e<tends for 4.@ miles in an (
1 direction 84 miles 1)1 of 'abo Trafalgar.
The least depth of 85 m lies near the 1 end. This ban% should be avoided in heavy weather as the sea
is apt to brea% over it.
&anco de ;ra$algar, a shoal composed of stones with a depth of 88 m over it, lies @ miles )1 of 'abo
Trafalgar. There are overfalls on the shoal and it is inadvisable to pass over this shoal in heavy weatherI
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 84
m to 87 rn over them.
Between 'abo Trafalgar and Arrecife de 'anaveral, which dries and e<tends 3.@ cables offshore 8.3@
miles (, there is a bight with a sandy beach. The 1 part of this beach is %nown as (l ?aradero, and at
its ( end is the village of 'anos de -eca, which can be distinguished by a white Euardia 'ivil station.
$ff the village, and sheltered by Arrecife de 'anaveral, is a cove where there is a good landing place.
%nchorage
,'!!
%nchorage, with shelter from winds from between ,1 and ,(, can be obtained in convenient depths
outside Arrecife de 'anaveralI the nature of the bottom should be first ascertained, as it is roc%y in
places. There is good holding ground, in depths of from 84 m to 8F m with Torre de -eca bearing 6C6
degrees and Torre del Ta9o bearing 6G6 degrees.
(irections $or ?uerto de;ari$a
,'*3
Approaching from ( in moderate ( weather, it is best to pass to the 1 of the meridian of the entrance
and then turn towards it, passing as close as possible to the head of =i#ue del )agrado 'ora!on (C5R66L
,, @R C5L 1), but bearing in mind that the ingoing tidal stream sets on to it.
0t is not advisable to attempt the entrance in hard ( weather, as due to the narrowness of the entrance
the strong wind could blow a vessel onto the head of the 1 brea%water.
1ith 1 weather there is no difficulty as the coast affords a lee.
To enter in moderate )1 weather the approach should be the same as for ( weather. 0n hard )1
weather the entrance should not be attempted e<cept in cases of e<treme urgencyI the approach should
then be made from ( heading towards the middle of 0sla de Tarifa leaving the eddies and brea%ers
always to landward, until, when close inshore, the vessel can turn to enter the port.
,'3
;idal streams. 0n Eibraltar Bay the tidal streams off (uropa .oint are more or less rotary, changing from
( going to )1going, through ), between 4 and @ hours after high water at Eibraltar, and from )1
going to ( going, also through ), between one hour before and half an hour after high water at
Eibraltar.
Across the entrance to Eibraltar Bay the tidal streams probably run much as off the )panish shore of the
)trait of Eibraltar, with the 1)1going stream beginning at C hours after, and the opposite stream
beginning C hours before high water at Eibraltar.
$bservations of the tidal streams in the bay itself are very incomplete but indicate the following"
1hen the 1going flow enters the bay round (uropa point it divides, one branch setting 0- off the ( side
of the bay and the other continuing 1)1 towards .unta 'arnero" off this point the flow again divides,
one branch continuing 1 off the )panish shore of the )trait of Eibraltar and the other setting 1,1 into
(nsenada de Eetares and , off the 1 side of Eibraltar Bay. The ,going flows off both shores of the
bay meet at its head and form a ) going flow in the middle of the bay. The , going flow is stronger off
the 1 side of the bay than off the ( sideI it begins off .unta 'arnero, at 3 hours, in (nsenada de
Eetares at C hours, and off Algeciras at 4 hours afler high water at Eibraltar.
1hen the (going flow enters the bay round .unta 'amera it sets ,,( to the head of the bay where it
divides, one branch turning ( and running ) off the ( side of the bay, and the other turning 1 and
running ) off its 1 side.
,'-
%nchorage should be obtained when possible in the shelter of =i#ue ,orte, which e<tends , from 0sla
?erde. Failing this, there is good anchorage, in depths of about C6 m, , of the port and ) of the parallel
of the cemetery 8C.@ cables ,1 of 0sla ?erde, which can be easily recogni!ed by its white wall and
chapel, on top of a cliff.
This anchorage, however, is not safe during Aevantes and should be abandoned as soon as there are
86 signs that one is imminent. ?essels should then anchor in the ,( part of the bay.
,'"
?ilotage is compulsory for vessels of over @6 tons. ?essels re#uiring a pilot should hoist the usual signal
when about 3 miles off the port. The pilot launches are painted blac% or grey with the letter . in white on
the bows. They hoist a blue flag with a white . on it by day, or show a #uic%flashing light by night, when
approaching an incoming vessel.
0n ( gales the pilot launch awaits vessels under the lee of the head of =i#ue ,orte. ?essels should
ma%e for the entrance when she hoists the pilot flag.
.ntering 2ibraltar 4arbour
(irections
,',-
?essels other than H- ships may not enter Admiralty 1aters without permission. 0f proceeding to the
-ercantile .ort they will normally be piloted by a Bay pilot, and if to any other part of the Admiralty
Harbour, by an Admiralty Harbour .ilot.
?essels, other than large ships, proceeding into Eibraltar Harbour and intending to secure alongside
)outh -ole, should enter by the ) entrance, approaching well from the ,.
)hips going alongside =etached -ole or securing to the mooring buoys abreast of it, or ,orth -ole, and
large ships proceeding to )outh -ole or buoys should, if possible, enter the harbour by the H entrance,
and the best approach is made by standing ,, and turning )( when about half a mile ,1 of K(K Head
on the ,1 angle of ,orth -ole.
?ort radio
,'-!
The estimated time of arrival of a vessel should be sent 34 hours in advance.
The Admiralty )ignal )tation on 1indmill Hill (call sign K1indyK) maintains a listening watch on ?HF
channels 85 and 7, the latter being the wor%ing fre#uency for the ,aval .ort.
Eibraltar .ort :adio maintains listening watch on ?HF channels 85 and 83, the latter being the wor%ing
fre#uency of the 'ommercial .ort.
2ibraltar/east side
Coastal $eatures
,'-,
The ( side of Eibraltar is steep and inaccessible. .assage .oint and The -on%eys Alameda, on which
there are some tan%s, lie 3 cables and 8 mile respectively, , of Ereat (uropa.
A large rainwater catchment, 8.@ miles , of the same point is very prominent. The village of 'atalan is
situated on the shores of 'atalan Bay close , of the abovewater catchment. A conspicuous white hotel
stands on )t Abbs Head at its ) end.
A concrete 9etty tor the use of naval vessels, 7F m long and 86 m wide, with a depth of about @.@ m at its
head, is situated 8 mile , of Ereat (uropa .oint. 0t is reported that a current always sets ) off the head
of the 9etty at a rate of about 8 %not.
A lightfloat (yellow, two white #uic%flashing aero lights disposed hori!ontally) is moored @ cables ( of
the (end of the aircraft runwayI two yellow lightbuoys are moored @ and 83 cables respectively ( of the
lightfloat.
The tightfloat and lightbuoys mar% the approach to the runway,
,o 5 Aightbuoy is moored in the vicinity of the 1 of the 2ellow lightbuoys above and ,o F Aightbuoy is
moored C cables )( of (he ( one. These lightbuoys mar% the limits of the air space claimed by the
)panish government and have no navigational significance (5.48).
;angier 4arbour
%rrival in$ormation
,'13
=ignals' There is a signal station at the head of the inner harbour with which vessels can communicate
by means of the 0nternational 'ode of )ignals. A red flag displayed from the flagstaff indicates that the
port is openI a 2ellow flag indicates that the port is closed and communication with the anchorage
suspendedI a blue flag indicates communication is possible but difficult.
,'1!
?ilotage is compulsory for merchant ships of over @66 tons entering, leaving, or shifting berth. ?essels
arriving at night should anchor in the outer roadstead where they will be boarded by the pilot after 6566.
?essels intending to call at Tangier are recommended to communicate beforehand with the port
authorities for berthing directions.
?ilot/Reading ?ractice< =trait o$ 2ibraltarH indicate whether the
assertion is true or $alse'
;R:. 0%L=.
8) The average width of Eibraltar )trait is F.F@ miles.
3) Banco de Hoyo and Banco de Trafalgar lie in the west approach to
the )trait and e<tend 8@ miles towards the )panish side.
C) 5 hours after H1 Eibraltar" west current in the middle of the )trait
commences.
4) :ate of current at spring tide is wea%est south of .unta 'arminal.
@) Tidal races are formed on both sides of the )trait.
5) The water over Ba9o .iles is unnavigable because it has a depth of
only 4 meters.
F) The leading line formed by the mills east of 'onil leads clear
between .lacer de -eca and Ba9o Aceitera.
7) in adverse weather the sandban% 84 miles 1)1 of 'abo Trafalgar
forms a danger to navigation.
G) Aanding is possible at 'ahos de -eca.
86) The area outside Arrecife de 'anaveral offers good shelter and
holding ground.
88) 1hen approaching from the east, with moderate )1 winds, the
port of .uerto de Tarifa must only be made in distress situations.
83) C6 minutes after H1 Eibraltar" tidal stream off (uropa .oint sets
east
8C) C hours before H1 Eibraltar" (,( current commences.
84) The 1)1 current is divided into three separate branches off .unta
'anero.
8@) The areas , of 0sla ?erde, - of the port, ,1 of 0sla ?erde and ,(
of the bay form safe anchorages at all times.
85) By day pilotage is re#uested by means of pilot flagI at night a #uic
flashing light is used.
8F) )mall vessels bound for )outh -ole must enter Eibraltar through
the southentranceI large vessels must use the northentrance.
87) -erchant vessels must report their (TALs 34 hours in advance on
?HFchannels 85, 83 or 7.
8G) .assage .oint, on the eastside of Eibraltar, lies appro<imately
3366 metres , of Ereat (uropa .oint.
36) .ilotage is compulsory for large vessels shifting berth in Tangiers
harbour.
(:;C4 %C;5LL.=/&)C%5R.
&)C%5R. C)%=;
.ast and north/east coasts
:hart J('
%spect
-'*
Aacre .unt, the ) e<tremity of Bonaire, is a low roc%y spit terminating in a sand and coral reef about CC
miles 1 of Ave de )otavento (F.34). Two pillars stand within 8>4 mile ,1 of the point.
Between Aacre .unt and the ,( e<tremity of Bonaire, near Boca )pelon% 83 miles ,, the low and
relatively flat coast is bro%en by a number of lagoons.
Lac, the largest lagoon, has a narrow entrance between reefs 4.@ miles , of Aacre .untI it is only
suitable for small craft, and local %nowledge is necessary.
&oca Dashikemba is a small cove G.3@ miles ,,( of Aacre .untI about 6.@ mile ,,1 of this cove is
the entrance to a small lagoon, which e<tends about 6.@ mile inland.
The ,( coast of Bonaire, e<tending 83.@ miles 1,1 from Boca )pelon%, is indented in places by
coves, the largest of which is Boca $livia ($liva)
&oca )nima, a small cove, and .laya 'hi%itoe, a small beach, lie about 3.3@ and 4.F@ miles,
respectively, 1,1 of Boca $livia. Boca 'ocolishi is another small cove 8.3@ miles ()( of the ,
e<tremity of Bonaire.
&randaris, which is 346 m (F7F ft) high, resembles )int 'hristoffelberg on 'uracao from the offing.
Cavigational lights
-'*+
1illemstoren Aight (white round stone tower, red stripes, 38 m in height) standing 6.F@ mile (,( of
Aacre .unt.
&oca =pelonk Light (white round stone tower 38 m in height) standing 6.@ mile ) of the ,( e<tremity of
Bonaire.
Ceru &entana Light (grey s#uare stone tower 86 m in height) standing 7 cables ()( of the , e<tremity
of Bonaire.
7R%L.C(567
%rrival in$ormation
?ilotage and tugs
F.46
.ilotage is compulsory and a 34hour service is available.
:e#uests for a pilot, giving (TA F3, 47 and 34 hours in advance, should be sent through 'uracao 'oast
:adio )tation (F.76)I see Admiralty Aist of :adio )ignals, ?olume 5 part 3.
The pilot embar%s 8 mile )1 of the light (white s#uare stone tower) standing on the fort at Tralendi9%.
The pilot boat displays a blue flag with the letter KAK and e<hibits 3 lights (red over white) at night. ;ugs,
if re#uired, should be ordered in advance through the shipLs agent.
&erthing %nchorages
-'!
=mall vessels can anchor close offshore in :ede Tralendi9% in a depth of about C@ m (8G fm).
Larger vessels should approach cautiously with lowered anchor. As the coastal ban% is steepto and
narrow, considerable s%ill is re#uired to avoid getting too close inshore or bring up too short and ris%
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. )trong )1 winds, ma%ing the roadstead unsafe, may occur in )eptember, $ctober and early
,ovember.
2);) )5L ;.RM5C%L
%rrival in$ormation
-'+
?ilotage is compulsoryI a 34hour service is operated.
:e#uests for pilotage, giving a vesselLs (TA F3, 47 and 34 hours in advance, should be sent through
'uracao 'oast :adio )tation (F.76) to the vesselLs agent who will at once relay the information to the
terminal managementI see Admiralty Aist of :adio )ignals, ?olume 5 part 3. =raught of the vessel, fore
and aft, should be included in the messages.
Communication b# B40 R; should begin within a radius of C6 miles or more of the terminal, calling on
channel 85 (8@5.766 mH!)I when contact has been established, wor%ing should be shifted to channel 8C
(8@5.5@6 mH!) which includes communication with tugs and mooring launches.
(:;C4 %C;5LL.= / C:R%C%)
Catural conditions
Currents
-'+2
0n the vicinity of 'uracao, the currents are generally 1going and set strongly round the points. Along
the )1 coast the current may attain rates from 3 to C %nots.
A wea%er current may occasionally set ( against the prevailing wind and create a short choppy sea
which brea%s on the shore even when the wind is light.
Dinds and weather
-'+*
The prevailing winds blow from either (,( or ()( with an average strength of force 4. Hurricanes are of
rare occurrence. The last hurricane passed over 'uracao in )eptember, 87FF. The average temperature
is 3F.7 '. The wet season, with an annual rainfall of @F6 mm, lasts from mid$ctober to midFebruary.
?isual storm warnings" )ee 8.4@.
(irections $or approaching Curacao $rom the north
-'+"
First sighted will be the summit of )int 'hrist offelberg (F.@5) standing 4 miles ))( of ,oordpunt, the ,
e<tremity of 'uracao. ,oordpunt may be approached with safety as the current sets away from it.
(irections $or approaching Curacao $rom the east
-',2
%pproach $rom .. The first features sighted will be the light on Tlein 'uracao (F.58) or the summit of
)anta Barbara (F.56), a prominent landmar% 83 miles 1,1.
;he passage between Tlein 'uracao and .unt Tanon is clear and deepI with lights on both sidesI it can
be navigated at night. .unt Tanon should be given a wide berth as the current sets towards it.
The ) side of 'uracao can be passed at a distance of 8 to 3 miles. 0t is re#uested that vessels proceed
at a moderate speed when within C miles of this coast to avoid damage on the beaches.
(irections $or entering 0uik &aai (Continued $rom -',2)
1hen a considerable distance from the narrow entrance the effects of current and wind should be
determined, as they are of great importance for an approaching vessel.
From a position ))1 of the harbour, ,ewport Aeading Beacons in line bearing 63F.@ degr. lead through
the entrance channel in a depth of F.G m (35 ft)"
Front mar% (red cross on red and white beacon, F m in height) standing 6.@ cable ,1 of a mast.
:ear mar% (red triangle on red and white beacon, 86 m in height).
This alignment %eeps"
1 of 3 buoys, moored close off the ( side of the channel, and"
( of a buoy, moored close to the 1 entrance pointI thence immediately after clearing the entrance
channel, a vessel is turned ( on the starboard anchor and berthed heading )( at the phosphate loading
wharf.
)mart handling of a vessel is essential as there is very little room in the harbourI the vessel should be
ade#uately ballasted to ensure safe maneuvering.
A following swell at the entrance sometimes ma%es entry difficult.
%??R)%C4 ;) D5LL.M=;%(
2eneral in$ormation
:harts 8I86$ plan of +int Anna =aas and +chottegat1
J(6$ :uracao
-'-+
The coast in the approach to 1illemstad is steepto and clear of offshore dangersI depths are too great
for anchoring.
Current -'-"
$ff the entrance to )int Anna Baai, the current is almost always 1going with a rate usually less than 8
%not, which it e<ceeds for a total of 4F days of the year. The current can attain 3.@ %nots for short
periods. $nly rarely are large vessels delayed by the current, but it should be ta%en into account. A
countercurrent setting ( can occur when the 1 going current is strong.
There is no current in )int Anna Baai.
Current meters are attached to a light (blac% post), standing near the ( entrance point of )int Anna
Baai, and to a light (brac%et on the inner wall of 1aterfort) 8.3@ cables ,I the latter light is visible only
from within )int Anna Baai.
=ignals $or shipping at Dillemstad
=ignals $rom 0ort Cassau =ignal =tation
-'"+
#o) =y day (a) .At night (b) +ignification
8 (a) blac% ball at half mast 8 or more vessels may leave
(b) white light
3 (a) blac% ball at masthead bridge will be opened for 8 or more outgoing vessel
(b) 3 red lights
C (a) blac% ball over red flag bridge is open for 8 or more outgoing vessels
at masthead
(b) red light over white light
#o) =y day (a) .At night (b) +ignification
4 (a) red flag at masthead the last outgoing vessel is entering Anna Baai
(b) red light and the ne<t vessel may no longer do so
(shown until the last vessel
has passed the bridge)
@ (a) red flag and blac% cone the last outgoing vessel has passed ,ieuwe 1erf
(b) red light over 3 white lights and the bridge will remain open for 8 or more incoming
vessels,
5 (a) blac% cone the bridge, if closed, will be opened for 8 or more
(b) red light over 3 white lights incoming vesselsI if the bridge is already open for
outgoing vessels, the last vessel has passed the bridge
F (a) green flag and blac% cone the bridge is open for 8 or more incoming vessels
(b) green light over white light
7 (a) green flag the last incoming vessel has passed the buoy and
(b) green light (shown until the the ne<t vessel may no longer enter
last vessel either leaves )int
Anna Baai or is moored in )int
Anna Baai, or obstructs the
harbour)
G (a) red flag over green flag the harbour is obstructed by a vessel maneuvering
(b) red light over green light
=ignals shown b# vessels
-'"-
#o) =y day (a).At night (b) +ignification
8 (a) blac% ball at masthead a change of berth is re#uested
(b) white light over red light
(signal is followed by long blast
on sirenI it may only be given if
signals on Fort ,assau
indicate
that harbour is clear
3 3 long blasts on whistle or a pilot is re#uested at once
siren
C C long blasts on whistle or
siren
the bridge is re#uested to be opened
#o) =y day (a).At night (b) +ignification
4 4 long blasts on whistle or
siren
the maneuver of the vessel is held up temporarily
@ 86 short blasts on whistle or
siren
there is F0:( on board
5 a long, a short, and a long
blast
permission is re#uested to obstruct traffic in
on the whistle or siren )t. Anna Baai
F 8 long and C short blasts on
the
vessel is now clear of )t Anna Baai after obstruction
whistle
7 a long, 3 short, and a long
blast
a tug is re#uested.
on the whistle or siren"
G C short and 8 long blast on the vessel is bloc%ing )t Anna Baai, or is unmanageable
whistle in )chottegat due to unforeseen circumstances
%dditional night signal
?essels entering or leaving harbour must not use sound signals between 3366 and 6566 in )int Anna
Baai ) of ,ieuwe 1erf The following signal should be used"
Two red lights, disposed vertically, to re#uest permission for the vessels to obstruct temporarily the
navigation of )int Anna Baai. By e<tinguishing this signal when leaving harbour, the vessel re#uests the
bridge to be openedI or when entering harbour or shifting berth, the vessel indicates that )int Anna Baai
is again clear.
To avoid confusion, vessels are prohibited from using any sound signals, other than those given above,
e<cept those necessary for safe navigation.
?ilot/Reading ?ractice< (utch %ntilles / &onaireH indicate whether
the assertion is true or $alse'
;R:. 0%L=.
8) Between the south and northeast e<tremities of Bonaire the coast
is flat.
3) Boca 1ashi%emba e<tends @ cables inshore.
C) 1illemstoren Aight, Boca )pelon% Aight and 'eru Bentana lie , of
Bonaire.
4) .ilotage is compulsory for Tralendi9%. .ilot service must be
re#uested F3, 47 and 34 hours in advance.
@) At night the pilot tender e<hibits 3 vertical lights.
5) The ?HFwor%ing channel for E$T$ $il Terminal is channel 8C.
F) An eastcurrent, running with the wind, may occur in the vicinity of
'uracao.
7) Tlein 'uracao must be %ept at a safe distance due to an onshore
current.
G) =irections for the approach to Fui% Baai indicate that manoeuvring
with anchor dredging is necessary after having passed the entrance.
86) Anchoring is not possible in the approach to 1illemstad due to off
shore dangers.
88) Aarge vessels may be delayed by currents running in )t. Anna
Baai.
83) The lights at the east entrance to )t. Anna Baai and at 1aterfort
are clearly visible from )t. Anna Baai.
8C) A blac% ball, or a blac% ball over a red flag displayed from Fort
,assau )ignal )tation indicates" bridge open for all vessels.
84) A blac% cone, displayed from Fort ,assau, is a signal for inward
bound traffic.
8@) A red flag over a green flag, shown from Fort ,assau, indicates
that navigation in the harbour is impeded.
(utch %ntilles / &onaire (continued) ;R:. 0%L=.
85) .ermission to shift berth is re#uested by means of two lights white
over red.
8F) Three blasts Wlongshortlong) is used to re#uest permission to
carry out a manoeuvre that will obstruct traffic in )t. Anna Baai.
87) At night the ma%ing of sound signals is prohibited in )t. Anna Baai.
8G) Three short blasts, followed by one long blast, may indicate that a
vessel is not under command.
36) :e#uest to open the bridge is made by 3 vertical red lights.
,otes"
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=a$et#
30uilt in Spain6 owned "y a 7orwegian6 'anaged fro' 8lasgow6 chartered "y the &rench6
crewed "y 9ussians6 flying a Li"erian flag6 carrying an 1'erican cargo6 spilling oil onto the
:elsh coast3(
Aeadline The -ndependent - ebruary 66$ 8FFH$ after a crude-oil carrier was wrec%ed off the
coast of 4ales)
5ntroduction
These last 3 decades accidentprevention in the nautical trade has had enormous attention from
both national and international authorities, and from ship owners and builders.
(specially after a few ma9or shippingdisasters in the early nineties, in,uiries into the causes of
accidents have resulted in a greater emphasis on safety in navigation.
0nternational investigation into marine accidents has shown that some 76Q of alD maritime
mishaps, accidents and disasters are caused by human failure or crew@s negligence.
The investigation has shown that the most fre#uent cause of marine disasters lies with
communication, or rather miscommunication, both intership, intraship and between vessels and ?essel
Traffic )ervicestations (?T)stations).
Dhen things go wrong'''
)mall or massive fires, flooding that will cause such a list that the vessel will capsi!e and be
wrec%ed, collisions, groundings, acts of piracy, persons overboard, inDuries and casualties, ma9or
environmental pollutions, minor damages or damages beyond repair any mishap, incident,
accident or disaster will inevitably have conse,uences for the vessel and cargo, her crew and the
environment. These conse#uences may range from catastrophic to minor.
1hen there is a total loss of ship and>or cargo, loss of lives, or a widespread and severe
environmental damage, we spea% of catastrophic conse9uences.
1hen there is severe damage to ship and>or cargo, when seriously in9ured persons re#uire
hospitalisation, or when there is severe environmental damage, we spea% of maIor
conse9uences. 1hen there is significant damage to ship and>or cargo, when in9ured persons
re#uire medical attention, or when there is significant local damage to the environment, we spea%
of moderate conse9uences. 1hen there is minor damage to ship and>or cargo, when persons
are suffering from minor in9uries that do not re#uire medical attention, or when there is hardly any
environmental damage, we spea% of minor conse9uences that are negligible.
=a$et#/$actors
The safety of passengers and crew, ship and cargo is determined by both internal and e<ternal
factors, but most of all by the Human Factor.The internal $actors (50) that may influence safety are" the
shipLs dimensions and draft, her rudder, propulsion system and navigational instruments.The e8ternal
$actors (.0) are formed by weather conditions, currents and tides, characteristics of fairways and
unforeseen events. 0n documents the term KAct of EodK indicates that the shipowner will not be held
responsible for damage caused by natural disasters.Eood seamanship refers to ;he 4uman 0actor
(40) and depends on the #uality of the seafarers on board. And because most vessels have been
manned with multilingual crews, special attention should be paid to the introduction of the internationally
standardised form of maritime communication on every ship in the world.
;he Deather
1eatherconditions have a great influence on the safety during a voyage and should always be ta%en into
consideration in voyageplanning and when underway.
The state of the atmosphere is determined by various meteorological elements, such as
temperature, humidity, cloudiness and fog, forms of precipitation, barometric pressure, and speed
and direction of wind. All these elements may be referred to as Kthe weatherK.
;emperature
Any change in temperature is significant in weatherforecasting. 1hen measuring temperatures
three different scales can be used"
the scientifically used Telvinscale, also referred to as the absolute scaleI
the commonly used 'elsiusscale, which measures a temperature in centigradesI
the obsolete Fahrenheitscale.
4umidit#
Humidity refers to the amount of water vapour in the air.
1arm air is capable to contain a higher grade of moisture, or humidity, than cold air.
The ma<imum amount of moisture that air can hold at a specific temperature is %nown as KsaturationK.
-ost clouds are the result of a rising mass of cool air.
1hen the temperature of air falls, water vapour in the air will condense into droplets of ice crystals, thus
forming clouds or fog.
Cloudiness
'louds very often indicate an imminent change of weather.
:ising clouds is an indication that the weather is about to
clearI lowering or thic%ening clouds will indicate precipitation.
The main types of clouds are the high cirrus clouds, the
layered stratus clouds and the
huge and massivecumulus clouds. KAltoK stands for high,
and K,imbusK means rain.
The presence of cirrus clouds may be a warning for an
approaching storm.
The lowhanging stratus clouds indicate unstable weather.
The altocumulus clouds may precede adverse weather.
0og
Fog is a cloud that touches the ground.
*ense fog will reduce visibility considerably and is referred to as Kthic% weatherK.
By this is meant any type of weathercondition that will reduce visibility considerably, whether by fog,
snow, rain, dust ha!e or any other circumstance.
?recipitation
.recipitation is formed when the droplets or ice crystals in clouds have become sufficiently large to
fall to the ground.
.recipitation may ta%e a variety of forms, for e<ample rain, snow, driEEle, hail or sleet. 1ind
1ind is the most important factor that determines the condition of the weather.
1ind is merely an amount of air that moves in a hori!ontal motion over the earth from
an area of high barometric pressure towards an area of low barometric pressure.
Falling barometric pressure generally indicates that a gale or storm is approachingI
rising pressure indicates the approach or continuation of fair weather.
An area of low pressure is called a cyclone. A highpressure area is an anti-cyclone.
Because of the rotation of the earth, the circulations of winds in the northern hemisphere tend
to be cloc%wise around areas of high pressure, and anti-cloc%wise around lowpressure areas.
0n the southern hemisphere the directions of circulation are the opposite. 1ind is always named
after the direction it is coming from, not blowing in.
0ts force is indicated by the Beaufortscale numbers. These numbers, ranging from !ero to force 83,
refer to the windspeed measured in nautical miles per hour.
For the navigator the wind direction and force are the most important aspects
of meteorological conditions
that are forecast in weather reports by weather stations.
0nformation must always include an increase or decrease in force and
any change in winddirection.
A change of direction is usually indicated by the terms *veeringK and Kbac%ingK.
A veering wind changes in a cloc%wise direction.
A bac%ing wind changes in anticloc%wise direction.
Deather 0orecast
A weather forecast for seafarers offers a survey of weather conditions that may be
e<pected in certain places, sea areas and in vicinities of coastal stations within the ne<t 34
hours. A weather forecast is broadcast in radio bulletins and should be monitored by the navigator and
transferred to the Deather 0orecast 5n$ormation =heet.
This 1eather Forecast 0nformation )heet must be made available to all bridge
personnel and
studied regularly and closely in order to determine shortrange weather conditions and visibility.
The sheet consists of three parts"
in the K2eneral =#nopsisK information is given about barometric pressure, position and movement
of a depression or anticycloneI
in the K0orecast $or =ea %reasK information is given about wind, weather conditions and visibility.
The presence of a gale is indicated by a Ktic%K in the column KgalesKI
in KReports $rom Coastal =tationsK information is given about wind, weather conditions, visibility
and atmospheric pressure.
=hip Motions
=ue to the influences of wind and sea the vessel can ma%e three different rotating motions
and three different linear motion"

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

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

when her bow is pushed to starboard and then to port, the vessel is #awing
when the whole ship rises and falls bac% into a trough, she is heaving

when the ship is pushed forward by the waves and sin%s bac%
into a trough, she is surging

when the whole ship moves bodily to starboard and then to port, she is swa#ing
&eau$ort Dind =cale

The Beaufort 1ind )cale is a guide that will allow the navigator to determine what seaconditions he
may encounter at wind forces ranging from 6 %nots to 54 X %nots.
&eau$ort
number
(escriptive term Mean
wind
speed
(knots)
(eep =ea Criteria
(and mean wave/height in metres in open sea)
6 'alm Y8 )ea li%e a mirror.
8 Aight air 8 C :ipples with the appearance of scales are formed, but
&eau$ort
number
(escriptive term Mean
wind
speed
(knots)
(eep =ea Criteria
(and mean wave/height in metres in open sea)
without foam crests ( 6.8).
3 Aight bree!e 4 5 )mall wavelets. )till short but more pronouncedI crests have
a glassy appearance and do not brea% (6.3 6.C m),
C Eentle bree!e F 86 Aarge waveletsI crests begin to brea%I foam of glassy
appearanceI perhaps scattered white horses (6.5 8 m).
4 -oderate bree!e 8885 )mall waves, becoming longerI fairly fre#uent white
horses (8 8.@ m).
@ Fresh bree!e 8F
38
-oderate waves, ta%ing a more pronounced long formI many
white horses are formed (chance of some spray) (33.@ m).
5 )trong bree!e 33 3F Aarge waves begin to formI the white foam crests are
e<tensive everywhere (probably some spray) (C 4 m).
F ,ear gale 37 CC )ea heaps up and white foam from brea%ing waves begins to
be blown in strea%s along the direction of the wind (4 @.@m).
7 Eale C446 -oderately high waves of greater lengthI edges of the
waves begin to brea% into spindriftI foam is blown in well
mar%ed strea%s along the direction of the wind (@.@ F.@ m).
G )trong gale 48 4F High wavesI dense strea%s of foam along the direction of the
windI crests of waves begin to topple, tumble and roll overI
spray may affect visibility (F86 m).
86 )torm 47
@@
?ery high waves with long overhanging crestsI the resulting
foam, in great patches, is blown in dense white strea%s along
the direction of the windI on the whole, the surface of the sea
ta%es a white appearanceI the tumbling of the sea becomes
heavy and shoc%li%eI visibility affected (G 83.@ m).
88 ?iolent storm @55C (<ceptionally high waves (small and mediumsi!ed ships
might be lost to view for a time behind the waves)I the sea is
completely covered with long white patches of foam lying
along the direction of the windI everywhere the wave crests
are blown into frothI visibility affected (88.@85m).
83 Hurricane 54 and
over
The air is filled with foam and sprayI sea completely white
with driving sprayI visibility seriously affected (84Xm).
;ropical c#clones< categories and damage (=a$$ir>=impson =cale)
Tropical cyclones may occur in the northern hemisphere and in the southern hemisphere.
The names by which they are %nown vary with the areas they originate from.
The most notorious tropical cyclones, with wind speeds of 54 %nots and over, are the Hurricane in the
,orth Atlantic and (astern .acific, the Typhoon in the 1estern ,orth .acific, the 'yclone in the
)outhwest .acific and the 1illy1illy in the Australian Area.
The )affir>)impson )cale subdivides the tropical cyclones into @ categories according to
windforce and corresponding damages that are caused.
=a$$ir>=impson =cale
Categor# Dind speed (amage
one 54 7C %nots minimal
two 74 G5 %nots moderate
three GF88C %nots e<tensive
$our 884 8C@ %nots e<treme
$ive 8C@ %nots and over catastrophic
=ea =tate
By KseaK (or KseawayK) is meant the waves that are formed by wind in a Kgenerating areaK,
that is" the area where the waves are being formed.
1aves that have travelled out of this generating area are referred to as KswellK.
Height of waves depends on the prevailing wind force, how long the wind has been blowing, current and
fetch))eastate codes are used to indicate to the mariner what the sea will loo% li%e.
The codes range from 6 to G and correspond with a waveheight in metres.
=ea =tates< codes, descriptions and wave/heights
Code =ea/ description Dave/height Code =ea/description Dave/height
3 'alm glassy 6 m. + :ough 3.@ 4 m.
! 'alm rippled 66.8 m. , ?ery rough 4 5 m.
2 )mooth wavelets 6.8 6.@ m. - High 5 G m.
* )light 6.@ 8.3@ m. " ?ery high G 84 m.
-oderate 8.3@3.@ m. 1 .henomenal $ver 84 m.
5ce
)hipping may be impeded by all forms of ice, ranging from a total free!eover to ice floes and icebergs.
,ew ice and ,ilas (an elastic crust of ice) are #uite soft and pliable forms of ice that will hardly cause any
damage to seagoing vessels. 'are must be ta%en that water inlets will not become obstructed. 2oung ice and
firstyear ice are thic%er and tougher and can be recognised by their greywhite or mil%ywhite colour, 0cebrea%er
assistance will often be necessary to ride up the ice and form an opening. After one year the ice will ta%e a
greenish appearance.
1hen the colour of the ice is greenblue, we are dealing with old ice (3 or more years of age), which is
e<tremely hard and dangerous to navigation.
.anca%e ice, ice ca%es and icefloes are flat pieces of ice C6 cm to 36 m in diameter.
Floebergs and Floebits are massive pieces of sea ice. Erowlers, =ergy bits and 0cebergs are enormous
pieces of floating ice with a thic%ness of 86 cm to many metres. 0cebergs are notorious for their submarine ledges
that may extend to great distances from their visible parts, which constitute not more than 86Q of their total
volumes.
;ides
Tides are mainly caused by the gravitational pull of the moon.
This attraction-force causes the waters to swell out towards the moon in a high tide.
At the same time, on the far side of the earth, the moonLs attraction is at its wea%est and the waters on
that side will swell away from the moon in an e#ual and opposite high tide.
1ithin the 34hourperiod two high tides arise, with two low tides in between them.
The sun has a gravitational effect on the earth, too. The effect of the sunLs gravity on the tides is
approximately half of that of the moon because the sun is at a far greater distance from the earth.
(very other wee%, at new and full moon, when the sun and the moon are both in line with the earth, the
two gravitational forces are added together, and e<ceptionally strong tides, called +pring-tides, are
produced. 0n the wee%s that lie in between, when the sun and the moon are at G6 degrees to each
other,at the first and third #uarters of the moon, the pull of the sun will cancel out half of the moonLs
gravitational effect, and wea% tides, called #eap tides, will occur.
This theoretical pattern does not occur in every part of the world.
The shape of a continent may prevent water from flowing uninterruptedly across the surface of the
planet, and this has comple< effects on the regularity of tides. 0n some places there are four high tides
within 34 hours, while only one high tide and one low tide a day in other areas.
There are places on the oceanLs surfaces where all the tidal forces cancel each other out.
0n restricted areas the tides may be almost imperceptible, while in other areas enormous ranges
differences between high and low tides may occur.
Tides are measured from chart datum, and levels are always given at average (mean)
heights. The Aowest Astronomical Tide (AAT) is the lowest tide that has ever been recorded in that
area. Highest high tides and lowest low tides are called )pring tides. Highest low tides and lowest high
tides are called ,eap tides. 1hen the tide is turning we spea% of +lac% tide.
)o, at Aow )lac% the tide is about to riseI at High )lac% the tide is about to fall.
This latter tide is especially important to the mariner, since it is the best tide to leave and proceed to
open sea.
;he Rules o$ the Road
The safety during a voyage is very dependent on the Kconduct of vesselsK.
This conduct is largely determined by Eood )eamanship and depends on the proper application of the
:ules of the :oad, or, as they are also %nown, the :egulations for the .revention of 'ollisions at )ea
('$A:(E)). These internationally accepted rules apply to all vessels Kupon the high seasK and in all
waters navigable by seagoing vessels. )pecial rules that deviate from the '$A:(E) are allowed.
However, such special rules, made up by local authorities for roadsteads, harbours, rivers, la%es or
inland waterways, must conform as closely as possible to the :ules.
KThe :ulesK consists of three parts.
?art % (:ules 8, 3 and C) is a Eeneral part
?art & (:ules 4>8G) deals with )teering and )ailing:ules and is divided into C chapters"
K:onduct of 2essels in any :ondition of 2isibilityK
K:onduct of 2essels in sight of one anotherK
K:onduct of 2essels in >estricted 2isibilityK.
?art C (:ules 36 > C7) is about Aights and )hapes. This latter chapter mainly deals with the lights
e<hibited from vessels, and sound signals.
.mergenc# Response
0n case of an emergency on board of a vessel, the crew will have to respond properly to the
situation arisen.
Po"%: T&" R'("s o# !&" Rod
Green to green, red to red, \
perfect safety go ahead. \
!hen a"" three "ights # see ahead,
# port my he"m and show my red. \
#f to my starboard red appears,
it is my duty to keep c"ear.
$ct as %udgement says is proper,
port or starboard, back or stop her&
'ut when upon my port is seen
a steamer(s starboard"ight of green,
for me there(s nought to do but see
that green to port keeps c"ear of me.
'oth in safety and in doubt
# a"ways keep a good "ookout.
#n danger with no room to turn
ease her, stop her, go astern.

The emergency-response of each crewmember must be aimed at lifesaving, prevention of
inDuries and rendering first aid, the preservation of vessel and cargo, and avoiding environmental
pollution)
.mergenc#/response in case o$ a $ire'
The 'hief (ngineer is the head of the Fire =epartmentI the third mate is usually the )afety
$fficer.
Together they must see to it that fire-prevention e,uipment, fire- detection e#uipment and fire
fighting e#uipment are in good order. 0f a fire cannot be extinguished within two minutes after it has
started the fire alarm must be raised and all those on board must be alerted. The fire plan will now come
into operation.
1hen the fire cannot be controlled and is becoming massive, vessels in the vicinity and coastal
stations must also be alerted by a distress message on =)'>?HF, roc%ets, flares, sound and
lightsignals. The Eeneral Alarm (Kabandon shipK) is given by means of seven short blasts followed by
one long blast on the horn.
1hen a fire has started, the colour and odour of the smo%e will indicate what is actually burning.
By manoeuvring the ship in such a way that wind will blow from abeam, the ris% of suffocation due to
toxic smo%e will be reduced.
The immediate firefighting actions are"
close air vents and ventilation systems, so that the fire cannot be LfedL with oxygen
shut off any source of ignition to prevent e<plosions of gases
close all the fire-retarding doors
%eep adDacent spaces wet while e<tinguishing the fire
prepare the first aide#uipment and hand out breathing e,uipment.
(angerous 2oods
The symbols used to indicate the types of dangerous goods have been categori!ed by means of
coloured labels. The colours that are used give very important information concerning the storage of
dangerous goods.
)range/coloured labels indicate chemicals that must be separated from flammable li,uids by an
intermediate space or on dec% by at least 83 meters.
Red/coloured labels indicate chemicals that must be separated from flammable solids,
spontaneously combustible agents or agents that are dangerous when wet by a longitudinal space or on
dec% by at least 34 metres.
2reen/coloured labels indicate chemicals that must be stored at a safe distance from e<plosive
goods.
Lellow/coloured labels indicate chemicals that may not be stored near flammable gas, non
flammable compressed gas or toxic gas.
.mergenc#/response in case o$ spilling or leaking o$ dangerous goods'
1hen dangerous goods (chemicals) have been spilled, care must be ta%en to rope off and
evacuate the area as #uic%ly as possible. By using protective clothing and a breathing apparatus
exposure to s%in and eyes is prevented.
By using a waterspray the vapour coming from the dangerous substance can be reduced.
Any source of ignition that may cause an e<plosion must immediately be switches off. 0f without
ris%, the lea%age is closed. ,ow let the lea%age evaporate and scoop away the remainder.
Eoods and items that have been contaminated by the chemical substance must be covered by
tarpaulins and removed in due time.
.mergenc#/response in case o$ e8posure to dangerous goods'
Flammable
liquids
Flammable
solids
Spontaneou
sly
combustible
agents
Dangerous
when wet
Explosive goods Flammable gas Non-flammable oxic
gas
compressed gas
1hen a person has been exposed to dangerous goods a physician must be sent for at once and
first aid must be practised. 'lothes that have been contaminated by the substance must be removed
carefully.
.#es that have been e<posed must be flushed with lu%e-warm lowpressure running water for at
least 8@ minutes.
=kin that has been e<posed will show in9uries by frostbite that must be thawed and dressed with
bandage.
0n case of inhalation the patient must be removed into fresh airI very often o<ygen or artificial
respiration will have to be given.
0n case of ingestion of certain chemical substances patients are not allowed to vomit.
=a$et#< tasks
!) 5dioms
abeam avoid contaminated clothes
ad9acent space bac%ing wind crewLs negligence
adverse weather bergy bit current
air vent beyond repair cyclone
alert breathing e#uipment decrease
anticloc%wise cancel out dense fog
anticyclone casualty determine
appearance chart datum dimensions
application chemical agent distress
apply to circumstance draft restrictions
appro<imately cloc%wise dress (for a wound)
arise cloudiness dri!!le
artificial respiration '$A:(E) droplet
attractionforce combustible dust
average conse#uence edge
emergency response gravitation moderate
environmental
pollution
hemisphere moisture
evaporate humidity navigable
e<posure ice floe neap tide
e<tend imminent obsolete
e<tinguish impede obstructed
fetch in9ury occur
fire detection in#uiry odorless
fire prevention intermediate space opposite
flammable latter overhanging crest
flare ledge o<ygen
flooding level physician
foam crest li#uid precede
fog local precipitation
forecast longitudinal space preservation
frostbite lu%ewarm prevailing wind
froth massive fire proper
gale mean propulsion system
reduced visibiity severe damage swe
remainder sac- water tar&auin
render $irst aid soid thaw
res&onsibe source o$ ignition thic- weather
restricted area s&indri$t to>ic smo-e
ri&&es s&ray va&our
roadstead s&ring tide veering wind
saturation storm vicinity
scattered white horses strea-s o$ $oam vomit
scienti$ic subdivide
seaway su$$ocation
Cotes<
MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
2) ;he Deather
0ill in< te'perature* hu'idity* cloudiness* fog* precipitation or wind'
!/ A change of MMMMMMMMMMMM in a cloc%wise direction is indicated by the word KveeringK.
2 / MMMMMMMMMMMMM is announced by a lowering or thic%ening cloudiness.
* / A change in MMMMMMMMMMMMMMM is the most significant aspect in weather forecasting.
/ )aturation refers to the ma<imum amount of MMMMMMMin air at a specific temperature.
+ / 'irculation of MMMMMMMMM is anticloc%wise around low pressure areas in the ,orthern
Hemisphere.
, / An imminent change of weather is often indicated by MMMMMMMMMMMMMMMMMMMMMMMM .
- / The amount of air that moves from one area to the other is referred to as MMMMMMMMMM .
" / MMMMMMMMMMMMMMMM can be measured in three different scales.
1 / @@@@@@@@@@@ is a result of a rising mass of cool air.
!3 / Adverse weather may be preceded by altocumulus MMMMMMMMMMMMMMMMMMMMMM .
!! / A decrease of MMMMMMMMMMMMM" of air will result in the forming of clouds or MMMMMMMM .
!2 / MMMMMMMMMMMMMMMMMMM speed is measured in nautical miles per hour.
!* / The amount of water vapour that is in the air is referred to as MMMMMMMMMMMMMMMMM .
! / 1hen a cloud touches the ground we spea% of MMMMMMMMMMMMMMMMMMMMMMM.
!+ / MMMMMMMMMMMMM is formed when droplets have become large enough to fall to the ground.
3) *"!&"r For"cs!: ++r",i!io-s .learn by heart)
The abbreviations used in the 8eneral Synopsis are"
L N depression (low pressure area, also referred to as KcyclonicK)
4 N high pressure area (anticyclone)
; N trough of low pressure
R N ridge of high pressure
D N warm front
C N cold front
) N occluded front
The abbreviations used in the &orecast for Sea 1reas and 9eports fro' /oastal Stations are"
b N blue s%y m>$ N mist follwed by fog
c N cloudy d B dri!!le
bc N partly cloudy s%y tlr N thunderstorm (thuder, lightning and rain)
o N overcast s%y h N hail
r N rain g N gale
R N heavy rain 2 N heavy gale
s N snow 9 N s#ualls
r>s Nrain followed by snow A N heavy s#ualls
rs N sleet K N dust ha!e
m N mist var' N winds variable
$ N fog C%LM N wind force !ero
0 N heavy fog
A gale is indicated by a tic% (O) in the column Ngales+. A slash (>) indicates a change.
The use of a capital letter, for e<ample 0, or R & will indicate an intensification of that specific
weather condition.
?isibility may be indicated by"
p N poor
m B moderate
g B good
vg B very good
The Barometric
.ressure is indicated by"
B steady
> B rising or rising
rapidly
Z B falling or
falling rapidly
) ;he weather $orecast< $ill in'''
Deather =#nopsis
8)
A depression of nine hundred seventysi< millibars, which was positioned at fiftytwo degrees ,orth,
three degrees (ast, is e<pected to move ,orth and to be centred over the ,orthwest of )cotland by midnight
tonight.
=#stem ?resent ?osition Movement 0orecast
?osition
%t
3)
An anticyclone of a thousand and thirtyeight millibars, which was positioned over 0reland, is
e<pected to move northeast and to be centred over the Hebrides by midnight tonight.
=#stem ?resent ?osition Movement 0orecast
?osition
%t
0orecast $or =ea %reas
!) Biking<
wind northwesterly force five, increasing northerly force si< to seven, rain, poor visibility.
=ea %rea 2ales DindH Cow
> Later
Deather Bisibilit#
?i%ing >
2) Corth :tsire<
wind northerly force si<, increasing northerly force eight to nine, overcast s%y, moderate to good
visibility.
=ea %rea 2ales Dind< Cow
> Later
Deather Bisibilit#
,orth /tsire >
*) =outh :tsire<
wind northwesterly force seven, decreasing westerly force five to si<, partly cloudy s%y, good
visibility.
> Later
Deather Bisibilit#
)outh /tsire >
) 0orties<
wind becoming southwesterly force three to four, periods of dri!!le and light rain, good to poor
visibiiity.
> Later
Deather Bisibilit#
Forties >
+) 0isher<
wind northerly force eight, increasing northwesterly force eight to nine, heavy rain, poor visibility.
> Later
Deather Bisibilit#
Fisher >
,) 2erman &ight<
wind west force si<, veering northwesterly force eight, overcast s%y, moderate visibility.
> Later
Deather Bisibilit#
Eerman Bight >
-) 4umber<
wind northwesterly force four, bac%ing southwesterly force three to four, rain followed by snow, poor
visibility.
> Later
Deather Bisibilit#
Humber >
") ;hames<
wind variable, becoming easterly force three, partly cloudy s%y, good visibility.
> Later
Deather Bisibilit#
Thames >
1) ?ortland<
wind northeast force three to four, becoming northerly force si<, thunderstorm, moderate visibility.
> Later
Deather Bisibilit#
.ortland >
!3) &isca#<
wind westerly force si<, increasing force eight to nine, heavy s#ualls, good visibility.
> Later
Deather Bisibilit#
Biscay >
!!)
0inisterre<
wind increasing westerly force three to four, rain turning to dri!!le with mist, poor visibility.
> Later
Deather Bisibilit#
Finisterre >
!2) 5rish
=ea<
calm, wind increasing westerly force three to four, sleet, good to
poor visibility.
=ea %rea 2ales Dind< Cow > Later Deather Bisibilit#
0rish )ea >
Reports $rom Coastal =tations
!) Dick<
wind west force two, overcast s%y, fifteen miles, a thousand and fifteen millibars, rising.
Coastal
=tation
Dind direction Dind
$orce
Deather Bisibilit# &arometer ;endenc#
1ic%
2) =t' %bbPs 4ead<
wind west force five, blue s%y, three miles, nine hundred ninetytwo millibars, falling.
Coastal
=tation
Dind direction Dind
$orce
)t. AbbLs
Head
*) (owsing<
calm, partly cloudy s%y, twelve miles, a thousand and twentytwo millibars, steady.
Coastal
=tation
Dind direction Dind
$orce
=owsing
) 2alloper<
wind southeasterly force four, sleet followed by snow, three miles, nine hundred eightyeight millibars, rising.
Coastal
=tation
Dind direction Dind
$orce
Ealloper
+) ?ortland &ill<
wind northerly force five, rain followed by heavy snow, one mile, nine hundred ninetysi< millibars,
rising rapidly.
Coastal Dind Dind Deather Bisibilit# &arometer ;endenc#
=tation direction $orce
.ortland Bill
,) =cill#<
wind northwesterly force nine, gale, si< miles, nine hundred eightynine millibars, falling rapidly.
)cilly
-) Balentia<
wind south force three, partly cloudy s%y, si< miles, a thousand and si<teen millibars, steady.
?alentia
") Ronaldswa#<
wind southwest force si<, rain followed by thunderstorm, seven miles, nine hundred seventynine
millibars, falling rapidly.
:onaldsway
1) ?restwick<
calm, rain during the first few hours of the day, four miles, a thousand and thirteen millibars,
rising.
.restwic%
!3) ;iree<
wind variable, heavy fog, 8 mile, a thousand and twentythree millibars, steady.
Tiree
, ) ;he weather $orecast< reading/practice
-) =ea =tate, 5ce and ;ides
0inish the sentence or $ill in
! / By Ka generating areaK is understood" MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
2 / By KswellK is understood" MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
* / The four factors that determine height of waves are" MMMMMMMMMMMMMMMMMMMMMMMMMMMMM
/ The characteristics of ,ew 0ce and ,ilas 0ce are" MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
+ / The characteristics of 2oung 0ce and firstyear ice are" MMMMMMMMMMMMMMMMMMMMMMMMMMMM
, / The characteristics of old ice are" MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
- / 0cebergs are very notorious for their MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
" / Tides are caused by MMMMMMMMMM forces that cause the waters to MMMMMMMMMMMMMMMMMM out
on one side of the earth and, simultaneously, to MMMMMMMMMMMMMMM away on the other side of
the earth. 1hen all these forces are added together, a MMMMMMMMMMMMMMMMMMMM tide will ariseI
when the pull of the sun cancels out half of the moonLs pull, MMMMMMMMMMMMMMMM tide wili arise.
Tides are always measured from MMMMMMMMMMMMMMMMMMMMM datumI levels are always stated at
MMMMMMMMMMMMMMMMMMMM, or mean heights.
1hen tide is turning we spea% of MMMMMMMMMMMMMMMMMMMM tide.
?roIect< sa$et#
)tudy the te<t (K0ntroduction to safetyK) and then indicate whether the following incidents,
accidents and disasters have been caused by KH.FK (Human Factors) and>or K0.F.K (0nternal Factors)
and>or K(.F.K ((<ternal Factors).
0ndicate the gravity of the conse#uences to ship and>or cargo, crew and environment with the
terms -inor, -oderate, -a9or or 'atastrophic.
Causes and conse9uences o$ incidents, accidents
and disasters
(co''unication /acts "y crew'e'"ers /negligence/
"reakdown / 31cts of 8od3/circu'stances* etc()(
4'0'>5'0'>.'0
or
combination
Minor
Moderate
MaIor
Catastrophic
8. ?essel has collided with a whale. ?essel suffered hardly any damageI
no personal in9uries.
3. ?essel has collided with a container that was
9ettisoned by a vesselindistress. There was no
e<perienced loo%out on the bridge. )evere damageI
two crewmembers were seriously in9ured.
C. ?essel capsi!ed and san% due to a miscalculation in
the stowage plan. ,o survivors found.
4. A fire bro%e out when dangerous goods started to
shift during a strong gale (Bft. G )ea )tatecode
F). )evere environmental pollution was caused
in the area.
Causes and conse9uences o$ incidents, accidents
and disasters
(co''unication /acts "y crew'e'"ers /negligence/
"reakdown / 31cts of 8od3/circu'stances* etc()(
4'0'>5'0'>.'0
or
combination
Minor
Moderate
MaIor
Catastrophic
@. ?essel became unmanoeuvrable due to abnormal
engine coolant temperatures caused by lea%ing
cylinderhead gas%et. ?essel went aground & hull
moderately damaged.
5. ?essel that transmitted an urgencyalert was
1rec%ed because the ?HFaudio signal on the only
vessel that was able to comply was not
operational.
F. ?essel collided with a vessel on opposite course
because the )-'. were not used during
intership communication. )ignificant damage to
both vessels and the environment has been caused
.
7. ?essel went aground due to unreliable charted data
(uncharted shoal).There was hardly any damage
to the ship.
G. ?essel was abandoned when dangerous goods caught fire after a
KBothtoBlame 'ollisionK. (nvironmental pollution enormousD
86. 'hief (ngineer mortally in9ured after e<plosion
caused by a malfunction of a relief valve.
88. ?essel severely damaged in a collision with a
submerged part of a Bergy bit. There was no loo%out.
83. 'ollision with a coaster that did not comply with
Traffic regulations (violation of '$A:(E)part B"
K'onduct of vessels in restricted visibilityK).
Hardly any damage.
8C. .erson overboard during heavy s#uall. )ea )tatecode 5.
The -.$.B.boat was launched, but search was stopped
after 3 hours.
84. )ignificant damage to engine because
seawaterinlets were obstructed by ,ilasice.
8@. )i< in9ured crewmembers due to act of piracy.
All si< have been hospitali!ed..art of cargo stolen.
85. ?essel not under command due to loss of rudder
collided with with submarine roc%.
?essel damaged beyond repair.
8F. ?essel went aground and suffered significant damage
because lights e<hibited from fisherman were
mista%en for leading lights on the pier.
Fisherman was not complying with '$A:(E)part '.
87. Two casualties due to slac% in one of the hawsers.
8G. Bosun got severely in9ured while engaging the
anchor winch.
36. ?essel went aground and caused a small slic% of
oilI )outh'ardinal buoy was mista%en for a
1est'ardinal buoy.
38. Aac% of enginepower due to insufficient
combustionair caused by e<cessive e<haust
bac%pressure. ?essel became unmanageable
and was wrec%ed.
Causes and conse9uences o$ incidents, accidents and
disasters
4'0'>!'0'>.'0 or
combination
CatastrophicH
MaIorH
ModerateH
Minor'
33. 'argo severely damaged by sweatingwater.
3C. (ngine brea%down caused by crewLs negligence,
resulting in grounding, whereby rudder was
slightly damaged. Jury rudder was installed.
?oyage continued.
34. -a9or pollution of the environment caused by
contents of sludge tan%.
3@. ?essel on fire after miscalculation of ullage in
HF$bun%ertan%. Total loss of cargo and an enormous
environmental pollution.
35. ?essel not under command due to lea%ing
steeringengine cylinders has caused significant
damage when she dredged anchor.
3F. ?essel has a list to port due to improper
stowage. .art of cargo considered to have
become worthless.
37. ?essel is down by the head at F Bft due to
ballastpumpmalfunction. Full dec% cargo
9ettisoned and considered to be lost.
3G. =ense fog, in which vessel has collided
with a semisubmerged wrec% inspite of
e<perienced loo%out. ?essel has suffered
severe damage below waterline.
C6. Full cargo has deterioratedI (TABotle% had to
Be retarded two days due to fog (restricted
visibility of Y866).
C8. (ight containers have been 9ettisoned
(considered to be lost), because ris% of
grounding became imminent due to
une<pected shoaling.
C3. )eagoing tug has lost her tow due to Tsunami.
?ery e<tensive slic% of oil has polluted the area.
CC. All occupants of life raft could not be rescuedI
)A:T was inoperative due to low batteries.
Causes and conse9uences o$ incidents, accidents and
disasters
4'0'>5'0'>.'0 or
combination
Minor
Moderate
MaIor
Catastrophic
C4. ?essel suffered minor damage after
proceeding through an area while gunnery
was in progress.
C@. A fisherman was wrec%ed after colliding with a
bul%carrier whose conning officer had not complied with the :egulations
for the .revention of 'ollisions at )ea.
C5. ?essel went aground because her draft e<ceeded
87 metres. )ignificant damage was caused
to bottomplating, rudder and propeller.
CF. ?essel collided with a fisherman because her
bridge was left unattended. ,ot a single
crewmember on board the fisherman has
survived.
C7. ?essel with a tophamper of C5 ft. has collided with a
bascule road bridge with a vertical
clearance of C4 ft. )evere damage was caused
to ship and bridge.
CG. ?essel disabled after collision in dense fog
with tan%er ?ermont due to radarmalfunction.
)evere environmental pollution was caused.
46. 'argo significantly damaged because hatches
had not been properly secured.
48. (TA retarded due to suspended pilotage,
resulting in severe deterioration of part of
the cargo.
43. (ngine idle for 34 hours due to improper
(too low) lube oil viscosity grade. Full cargo of fruit
considered lost.
4C. ?essel is not permitted to enter port because
of lac% of e<emption certificate for carrying
dangerous goods. =elay" 3 days. -inor part
of refrigerated cargo deteriorated
44. Arrival of vessel delayed by categoryC hurricane,
Hardly any damage to ship.
4@. ?essel went aground due to
miscommunication witha ?T))tation.
?essel came afloat by herself at H1.
Hardly any damage.
Cotes<
MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM
MMMMMMMMMMMMMMM

Engleza UMC An 3

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Engleza UMC An 3

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CONSTANTA MARITIME UNIVERSITY

FACULTATY: NAVIGATION AND NAVAL TRANSPORT

2) Manning, duties and watchkeeping (, !2, " s#stem)

Heading constantly changes due

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