Deck Cadet Guide1 PDF

Donnoban Esteban Montoya V.
Alfonso Wittingham Arandia

Deck Cadet’s Basic Guide
Donnoban Esteban Montoya Velosa

Alfonso Witingham Arandia
FOREWORDS
T
his manual is found impressive as a pure hard work of a merchant shipping cadet to com-
plete his proyect. It describes a very basic and general information, all about a ship, it’s
operation, emergency procedures, equipment, shipping terms and glossary used in mer-
chant shipping industry. As this manual is prepared on board his trainning vessel “M/V
Spirit Of Singapore”, most of data is based on onboard equiment, procedures and opera-
tions.this some imformation may vary for otrer types of ships and from their operations
This manueal is intended especially for new deck cadets who has no sea services and
well expected to be supportive and helpful to their trainning programs in maiden voyage
zaw ye nay 3/O

M/V Spirit Of Singapore
Picture took by D.montoya and A. Wittingham.

M/V Spirit of Singapore
INDEX
INTRODUCTION............................................................................................................................................... 1
PART A GENERAL BASIC CONCEPT.............................................................. 2

SECTION I................................................................................................................................................. 3
Convenction.......................................................................................................................................................... 3
SECTION II............................................................................................................................................... 5
¿What is a vessel?.................................................................................................................................................. 5
STRUCTURE........................................................................................................................................................ 5
DIMENSIONS, DIRECTIONS AND LOCATIONS....................................................................................... 6
SHIP´S MEASUREMENTS AND DIMENSIONS.......................................................................................... 7
LENGTH............................................................................................................................................................... 7
WIDTH................................................................................................................................................................. 7
PARTS OF A SHIP............................................................................................................................................... 9
TYPES OF SHIPS................................................................................................................................................. 10
RORO SHIPS........................................................................................................................................................ 11
TANKERS.............................................................................................................................................................. 11
PASSENGER SHIPS............................................................................................................................................. 12
FISHING VESSEL................................................................................................................................................ 12
HIGH SPEED CRAFT......................................................................................................................................... 12
SECTION III................................................................................................................................................. 13
ORGANIZATIONAL STRUCTURE................................................................................................................. 13
DECK DEPARTMENT........................................................................................................................................ 15
ENGINE DEPARTMENT................................................................................................................................... 19
SECTION IV............................................................................................................................................. 22
NAVIGATIONAL EQUIPMENT...................................................................................................................... 22
Components.......................................................................................................................................................... 29
GMDSS (Global Maritime Distress Safety)...................................................................................................... 29
BASIC CONCEPT OF THE GMDSS................................................................................................................ 29
EPIRB (Emergency Position-Indicating Radio Beacon.................................................................................. 29
INMARSAT........................................................................................................................................................... 30
NAVTEX(Navigational Text Messages)............................................................................................................ 30
SART (Search And Rescue Transponder) ........................................................................................................ 31
SECTION V................................................................................................................................................. 32
LIFE SAVING APPLIANCE............................................................................................................................... 32
MEDICAL APLIANCE (List from international Medical Guide for Ships) NOT INCLUDED BY SOLAS........
38
SECTION VI............................................................................................................................................ 41
WHAT IS A CONTINGENCY PLAN?............................................................................................................. 41
WHAT IS A MUSTER LIST?.............................................................................................................................. 41
WHAT IS A MUSTER STATION?.................................................................................................................... 41
DRILLS.................................................................................................................................................................. 42
SECTION VII.......................................................................................................................................... 43
SHIPS OPERATIONS.......................................................................................................................................... 43
CHIPPING, SANDING AND PAINTING:...................................................................................................... 53
SECTION ix.......................................................................................................................................................... 53
SHIP MAINTENACE.......................................................................................................................................... 53
What´s chipping................................................................................................................................................... 54
Personal Protective Equipment:........................................................................................................................ 55
PART B COMUNICATION.............................................................................................. 61
SECTION I................................................................................................................................................. 62
GLOSSARY........................................................................................................................................................... 62
SECTION II............................................................................................................................................... 68
Marine Communication...................................................................................................................................... 68
GENERALITIES................................................................................................................................................... 68
SECTION III............................................................................................................................................. 75
EXTERNAL COMMUNICATION.................................................................................................................... 75
STANDARD DISTRESS MESSAGE.................................................................................................................. 75
STANDARD SAFETY MESSAGE..................................................................................................................... 76
SEARCH AND RESCUE COMMUNICATIONS........................................................................................... 77
SECTION IV............................................................................................................................................ 78
SAFETY COMMUNICATIONS........................................................................................................................ 78
WIND.................................................................................................................................................................... 78
STORM.................................................................................................................................................................. 78
PRESSURE............................................................................................................................................................ 78
SEA STATE............................................................................................................................................................ 79
VISIBILITY........................................................................................................................................................... 79
TIDES..................................................................................................................................................................... 79
ALTERATIONS.................................................................................................................................................... 79
ENVIRONMENTAL PROTECTION............................................................................................................... 80
SECTION V............................................................................................................................................... 82
TRAFFIC DATA AND PROVIDING VTS...................................................................................................... 82
VESSEL TRAFFIC SERVICES........................................................................................................................... 84
NAVIGATIONAL WARNINGS......................................................................................................................... 84
ELECTRONIC NAVIGATIONAL AIDS.......................................................................................................... 84
SECTION VI............................................................................................................................................ 89
ON-BOARD COMMUNICATION.................................................................................................................. 89
STANDARD WHEEL ORDERS........................................................................................................................ 89
STANDARD ENGINE ORDERS....................................................................................................................... 89
POSITION REPORTS......................................................................................................................................... 90
METEOROLOGICAL CONDITIONS BRIEFING......................................................................................... 92
PILOT ON THE BRIDGE................................................................................................................................... 94
PROPULSION SYSTEM:.................................................................................................................................... 94
MANOEUVRING:............................................................................................................................................... 94
RADAR:................................................................................................................................................................. 94
DRAFT:.................................................................................................................................................................. 94
ANCHORING:..................................................................................................................................................... 94
SECTION VII........................................................................................................................................... 94
TUG ASSISTANCE:............................................................................................................................................. 95
BERTHING:.......................................................................................................................................................... 95
UNBERTHING:................................................................................................................................................... 95
SECTION VIII......................................................................................................................................... 96
DURING PORT OPERATION.......................................................................................................................... 96
RECEPTIONS....................................................................................................................................................... 96
REPORTS.............................................................................................................................................................. 96
REQUESTS........................................................................................................................................................... 96
STATUS................................................................................................................................................................. 97
exercises................................................................................................................................................................. 98
INTRODUCTION
We are beginning our merchant career, a career full of effort, passion and
preparation. A seaman life is not easy, is not for everyone, it requires certain
dedication and skills earned by the experience got onboard the vessels. Despi-
te the distance with your family and people you care, you´ll find your new fami-
ly onboard, with the people that will join you in your voyage, the people you are
going to live and work with for a long time. Onboard, all is about communication,
the essence of a good job is the communication. The International Maritime
Organization in 2001 set the SMCP (Standard Marine Communication Phrases)
with the purpose of standardizing the communication onboard, the idea was
setting this convention as a requirement for the future merchant officer,
adding these regulations into the STCW (Standards of Training, Certificating
and Watchkeeping for Seafarers) as an indispensable item for every seaman.
The SMCP regulates and standardize the global communication that must
be used in every vessel, including the way to communicate ship to ship, how
to give orders and how to answer for any situation onboard. In the other
hand we have this guide, that shares a close up to the SMCP and also, with
a purpose of giving some facts and concepts very useful for you as a cadet.
This guide is conformed by two parts. Part A consists in general basic con-
cepts, facts and definitions very useful and important for a deck cadet.
Part B is based on the SMCP, making you a close up to the standard com-
munication, and to improve your skills and performance during navigation.
figure 1IMO.ORG, Standards Marine Communication Phrases, 2001.
The idea of this guide is to familiarize you as a cadet beginning this beautiful ca-
reer with the maritime competence, sharing a basic knowledge about definitions,
structures, and operations that you must learn and understand. Since your first
embarkment as a deck cadet, you will meet a lot of persons of different natio-
nalities, who will share information and knowledge with you. This guide is going
to get you closer to this world, the one you are about to get in and discover.
1
2
SECTION I
It is essential for a merchant officer to know the following definitions
T ¿What is the IMO?

he International Maritime Organization is a
specialized organism settled by the United Na-
tions, in charge of establishing rules for the se-
curity, protection and environmental behavior in
the maritime ambit. Its main function is to set
a regulatory framework for the maritime sco-
pe, on purpose of its fairness and effectiveness
to be applied internationally. This organism also
has settled a certain number of conventions
and codes, that supports the regulations sta-
blished. And now, which is the difference be-
tween a convention and a code? A convention is
an agreed set of procedures and rules connec-
ted to a specific matter. In the other hand the
code can be analyzed as part of a convention,
it provides international minimum standards re- figure 2 Dimar,2017
quired in a particular chapter of a convention.
In this section we are going to explain briefly
about some important conventions and codes.
SOLAS
The Safety of Life at Sea convention also

known as the seafarer´s bible, is the most im-
portant international treaty about ship´s safe-
ty and security. The first version was adopted
in 1914, in response to the Titanic´s catas-
trophe. This convention sets minimum stan-
dards for the ship´s construction, equipment
and utility according its security and safety.
figure 3 bluemarine
system limitaded,2017
3
MARPOL
The Maritime Pollution convention as its name
says, mainly refers to prevent the pollution
issued by the ships. This convention has the
purpose of preventing the pollution caused by
operating factors or accidents. Was adopted
in 1978 in response to many accidents occu-
rred in 1976 and 1977 to tanker vessels. This
convention sets routed rules for preventing,
Figure 4 Dimar,2017
avoiding and facing situations which a seafa-
rer can preside.
COLREG
The Collision Regulation is also one of the most
important conventions, officially adopted in
1972 for preventing and avoiding collisions. As
a deck cadet, you must have to know all about
these rules settled by this convention, and you
must follow and understand them. In this con-
vention you can find rules for every situation
that a vessel could face, obeying these rules is
mandatory.
Figure 5 Dimar,2018
STCW
The Standards of Training, Certificating and
Watchkeeping for Seafarers convention,
stablished basics prescriptions for the se-
afarer´s certification. This convention sets
minimum standards as its name says, and every
country must obey and follow them strictly.
Figure 6 Dimar,2018
ISM
Figure 7 Offshore-
Different than the previous, this one is a courses, 2018
code. The International Safety Management
code has the purpose of providing an interna-
tional standard for ship´s safe management or
operations, and also for pollution prevention.
Every company has the obligation to work ac-
cording the ISM, the company must set their
proper standards and procedures for every
operation or action of the vessel.
4
SECTION II
STRUCTURE, DIMENSIONS, DEFINITIONS AND TYPES
¿What is a vessel?
According to the COLREG, Rule 3, the word “vessel”, includes every description of water
craft, including non-displacement craft, WIG craft and seaplanes, used or capable of be-
ing used as a means of transportation on water.
In this section we are going to explain briefly about the ship´s structure, its dimen-
sions, some definitions very useful onboard and about different types of vessels.
STRUCTURE
A vessel is structured basically as in the following image:
The keel is located at the

centre line of the bottom
structure, also known as
the backbone of the ship.
This part is the beginning
of a vessel´s construction,
the first piece. Also, the
structure is conformed by
a certain number of trans-
verse and longitudinal fra-
mes, plates that supports
the hull, and its stanchion.
FIGURE 8 JHON PIPES, BOATS FOR BEGINNERS, USA 2000.

The main body of the ship below the main The interior of the ship is divided by the
outside deck is the hull. It consists of an bulkheads and decks into watertight compart-
outside covering, and an inside framework, ments. A vessel could be made virtually unsinka-
to which the hull is supported. This fra- ble if it were divided into enough small compart-
mework and plates are usually steel made, ments. However, too many compartments would
and welded. To the keel are fastened the interfere with the arrangement of mechanical
frames. The deck beams and bulkheads, equipment and the operation of the ship. Engi-
works as deck supporters and gives more ne rooms must be large enough to accommoda-
strength to the hull´s sides making them te bulky machinery. Cargo spaces must be large
more resistant to the water pressure. enough to hold large equipment and containers.
5
DIMENSIONS, DIRECTIONS AND LOCATIONS
- The vessel starts from the stern to the bow.

- The front end is the bow, moving toward the bow is going forward, if the
vessel is going forward is called going ahead.
- Facing forward, right is starboard and left is port.
- Facing toward the bow, the front left and right sections are called port bow
and starboard bow respectively.
- The central area of a vessel is called amidships.
- Right center side is called starboard beam, and left center side is called
port beam.
- The rear of a vessel is called the stern, moving in that direction is going aft,
if the vessel is going aft is called going astern.
- If you are in aft facing forward, the right and left rear sections are called
starboard quarter and left quarter respectively.
- The entire left side is called port side.
- The entire right side is called starboard side.
- A line, or anything else, running parallel to the longitudinal axis or centerline
of the vessel is said to be fore and aft and its counterpart, running from side to
side, is athwartships.
- From the centerline of the ship toward either port or starboard side is out-
board and from either side toward the centerline is inboard.
FIGURE 9 JHON PIPES, BOATS FOR BEGINNERS, USA

2000.
6
SHIP´S MEASUREMENTS AND DIMENSIONS
A ship´s size and capacity can be expressed in two different ways, linear dimensions
or tonnage. A ship´s measurement is expressed in feet and inches.
A ship has a three-dimensional structure:

- Length
- Width
- Depth
LENGTH
- LOA: The length Overall is measured from the extreme forward end of the bow to
the extreme aft end of the stern.
- LBP: The Length Between Perpendiculars is measured from the main bow perpendi-
cular member to the main stern perpendicular member.
- LWL: The Length on Load Waterline is very important factor in the complex pro-
blem of speed, friction, and resistance. Is basically the measure of the waterline.
WIDTH
BREADTH: Commonly called beam, is measured from the most outboard point on port
side to the most outboard point on starboard side, at the widest point on the ship.
7
- FREEBOARD: Is the distance from the waterline to the upper or first deck level.
- WATERLINE: Where the hull meets with the surface of the water, is called wa-
terline.
- DRAFT: Vertical distance between the waterline and the hull bottom.

- TRIM: The difference between the forward draft and the aft draft is ca-
lled trim. When the vessel is trimmed by the bow, means that the forward draft
is bigger than the aft draft and the trim is positive. If the vessel is trimmed by
stern, means that the aft draft is bigger than the forward draft, and the trim is
negative.
OTEN Maritime Studies -

Maritime Training for GPH,
Coxswain, Master, Deck Wat-
chkeeper and Marine Engine
Driver (MED) qualifications
RESERVE OF BUOYANCY: Watertight volume of a vessel above the waterline

WEIGHT
When both drafts are equal, means The word “ton” comes from the English
that the trim is zero and the ves- “tun” meaning cask or barrel. A long
sel is on even keel. Smaller vesse- ton is used in the shipping industry. The
ls usually have rake in the keel slo- metric ton is 1,000 kilograms or 2,204.6
ping from forward to aft, so when pounds. Tonnages normally refer to the
it´s floating at the designed sea long ton of 2,240 pounds. For the car-
going trim, the after draft is going go, the weight used is TEUS (Twen-
to be greater than the forward one. ty-foot Equivalent Unit) for the 20 ft
containers, and FEUS (Forty-foot Equi-
valent Unit) for the 40 ft containers
8
The light displacement, is the weight of The Gross Tonnage GT, is a nonlinear me-
the vessel excluding cargo, passengers, asure of a ship’s overall internal volume. Is
fuel, crew, ballast but the water in boilers basically the entire internal cubic capacity
to steaming level are included. The loaded of the vessel. From keel to funnel, to the
displacement is the weight of the vessel outside of the hull framing, applying a ma-
including cargo, passengers, crew, fuel, wa- thematical formula, its calculation is based
ter, stores, dunnage, and other items used on two variables; V, which is the ship´s to-
on the voyage. The deadweight is the total volume in cubic meters and K, which is a
tal lifting capacity, is the difference be- multiplier based on the ship´s volume, ac-
tween the light and loaded displacement. cording to the shape of the vessel, the bi-
gger the vessel is, the bigger the K will be.
The cargo deadweight is the capacity deter- In the other hand, the Net Tonnage is rea-
mined by obtaining from total deadweight, the ched by the gross tonnage, crew, passengers,
weight of water, fuel, dunnage, store, crew every kind of spaces and an allowance for the
passengers, and other items for voyage use. space occupied by the propelling machinery
PARTS OF A SHIP
Figure 12 TECHNICAL ENGLISH FOR NAVIGATION PAULA D.C

- Anchor: A heavy steel device (of variable design) so shaped as to grip the
sea bed to hold a vessel or offshore installation in a desired position.
- Bottom: Lowest part of the hull.
- Bow: The forward end of the ship. Modifies the way the water flows around
the hull.
- Bow Thruster: Transversal propulsion device, mounted near the bow of the
ship.
- Bridge Wings: Lateral (open or enclosed) extension(s) to a vessel’s bridge to
permit direct vision beyond the hull side.
- Cell Guides: Container vessel having specially designed vertical cell guides for
the accommodation of standard size containers thereby precluding movement and
lashing.
- Cofferdams: Spaces between holds and tween decks, watertight, that in-
crease the reserve of buoyancy to the vessel.
- Double Skin: Double watertight hull construction, usually referring to hull
9
sides but may include double bottom structure.
- Engine Room: Room always under deck, in which is located the engine and all the
propulsion machinery of the vessel.
- Flat-racks: A small partial deck, built level, without curvature.
- Funnel: Used to expel boiler steam and smoke or engine exhaust.
- Hatch Cover: Opening in a deck which provides access to holds.
- Holds: The under deck is called holds. The cargo lashed under deck is in holds
- Mast: A spar or hollow steel pipe tapering smaller at the top, placed on the
center line of the ship with a slight after rake. Masts support the yards and gaffs. On
cargo vessels they support cargo booms.
- Masthead: The top part of the mast.
- Propeller: A propulsive device consisting of a boss or hub carrying radial blades,
from two to four in number. The rear or driving faces of the blades form portions of
an approximately helical surface, the axis of which as the center line of the propeller
shaft.
- Shell: The casing of a block within which the sheave revolves. Plates or frames.
- Signal Mast: Mast located in the top of the superstructure, used for receiving
signal for navigational and communication equipment.
- Shaft: Long, round, heavy forging connecting engine and propeller.
- Superstructure: Is an upward extension of an existing structure above the main
deck. In this structure are located all the crew facilities, including their cabins, mess-
room, laundry, electric rooms, and also the bridge.
In the superstructure, the decks start from the “upper deck” to the last deck in
which the bridge is located. Most of the vessels have it organized in the following
order:
i. Upper deck: Here is located the

ship´s office, changing room for the viii. Wheelhouse: Where the bridge is
crew, the captain´s office, and the ac- located.
cess for the engine room.
- Tween Decks: The lower decks on-
ii. “A” deck: Here is located the sto- board are referred as tween decks.
re, the medical care room, and the laun-
dry. TYPES OF SHIPS
iii. “B” deck: Here is located the kit-
chen, crew´s and officer’s messroom, and In the shipping sector is very impor-
an officer´s recreation room. tant to know about the different kind
of ships you can easily find and meet
iv. “C” deck: Engine crew cabins during your navigation, or your mer-
. chant career. A seafarer has to know
v. “D” deck: Deck crew cabins. how they operate, and how their regu-
lations can vary according its type. The
vi. “E” deck: Officer´s cabins. most common types are the following:
vii. “F” deck: Captain´s and Chief engi-

neer’s cabin, and electrical room.
10
FIGURE 13 SHIP OVERSEAS BLOG, SAN DIEGO, USA.
CARGO SHIPS
Generally used for transport of cargo for one place to another. Very crucial to international
trade around the world. They must have multi-deck or single-deck hull, and the cargo must be
strictly organized and lashed according the regulations stablished by the IMDG “International
Maritime Dangerous Goods code. These ships have a certain number of bays, which are sec-
tors where the containers or cargo are lashed, this cargo is located following the organization
according the “BAROTI”, for the terms “Bay”, “Row”, and “Tier”. In their operation in port
is very important to have knowledge of this terms to identify the location of each container.
RORO SHIPS
The Roll on Roll of ships, have the function

of transporting vehicles around the world.
The reason this ship is so popular is becau-
se of the security and safety for the vehi-
cles which are being transport, and they
don´t need a crane to discharge the vehi-
cles, the structure of this ship able the ve-
hicles to be discharge driving them to shore.
TANKERS FIGURE 14 SHIP OVERSEAS BLOG,

SAN DIEGO USA
This type of ship carries huge quan-

tities of liquid, such as oil, water, or
other different chemicals. Their size
can variate according the amount they
must carry. This kind of ship requi-
res strict regulations to be followed
for the security and safety onboard.
Figure 15 SHIP OVERSEAS BLOG, SAN

DIEGO, USA.
11
PASSENGER SHIPS
This type of ship officially has to ca-

rry more than 12 passengers to be ca-
lled as passenger ship. Also need to abi-
de strict safety regulations for their
passengers, and must have regulations
and procedures for any destress occu- Figure 15SHIP OVERSEAS BLOG, SAN DIE-
rred onboard. The cruises and holiday GO, USA
ships are included in this type of ships.
FISHING VESSEL
Are ships design for fishing exclusively.

There are millions of fishing vessels that
catch fishes around the world. Is very
usual to cross with one of them when you
are sailing, and is very easy to identify
them.
Figure 16 SHIP OVERSEAS BLOG, SAN DIE-

GO, USA
HIGH SPEED CRAFT
Also called “fast ferries”, mainly designed

and structured for civilian use. Hover-
crafts, catamarans and hydrofoil boats
are included in this type. This type is
faster because of the air pressure they
use and their powerful turbine propellers.
Figure 17 SHIP OVERSEAS BLOG, SAN

DIEGO, USA
12
SECTION III
ORGANIZATIONAL STRUCTURE
Owner.
The owner is the natural person – individual- or juridical entity – company or co-
llectivity of individuals- who hold the property of the vessel. In order to deter-
mine who is the owner of the ship, it is necessary to assess the vessel’s natio-
nal registry, in which it is possible to find the vessel’s owner and his/her nationality.
The owner is the person or group of persons who have the exclusive right of property over the
vessel. As a result, the shipowner will be able to dispose of his/her property and specifically, to
use and enjoy the vessel. The owner may celebrate affreightment agreements, leasing agree-
ments, purchase agreements, acquire mortgages and other encumbrances, amongst others.
Depending on the national regulation the concept of owner may be ex-
panded. In certain legislations, the owner is not only the registered ow-
ner, but as well the person who leases the ship or even, the charterer.
Charter
The shipowner in exercise of his/her exclusive rights may enter in affreightment

contracts with a third party. This contract is characterized as the agreement made
by the shipowner to transport goods or services, as well as to permit a third party to
use the capacity of the vessel. The third party with whom the shipowner agrees the
contract is named charterer.
In that sense, there are two parties in the Charter Party or Contract of Affreight-
ment:
There are two types Time Chartering: Contract in which

chartering contracts: the owner agrees to carry out voya-
Voyage Chartering: Contract in ges in a period of time agreed. In this
which the shipowner agrees to case, the quantity of time will be the
transport a quantity of goods from basis to calculate the remuneration.
a port to another. The remunera-
tion will be calculated according to
the amount of goods transported.
13
Designated Person Ashore
The structure and support for an effective Safety Management System is provided and ge-
nerated by the DPA. The ISM code requires a designated person ashore for every commer-
cial vessel over 500 GT. This person supervises the safe operation of the vessel, and ensure
a reliable relationship between the crew and the company.
Ship Manager.
The ship manager is usually the ship owner or a person hired by him to perform all the duties
for the ship such as the election of the crew, reparation of the ship, dry dock and slipway
hire, regular communication with the ship insurers and in several cases, is in charge of the
finances of the vessel.
Also, the ship manager may be in charge of determining the voyages that the shipping line
will perform, as well as all the logistic and operational responsibilities in order to allow the
vessel to execute its commercial activities. As a main obligation, the ship manager is obliged
to comply with all the regulations regarding the shipping activity locally and internationally.
Superintendent.
The superintendent is the person responsible for inspecting the vessel. This person will visit
the ship regularly in order to determine if the vessel is complying with the mechanical and ope-
rational regulations. Once the superintendent examines the ship, he will present a report in
which he will expose the conclusion reached during his assessment. The superintendent duty
will be crucial in the sense that it will define if it is necessary to perform repairs on the vessel.
The Superintendent usually can be a person designated by the Flag Sta-
te or the Port, in order to ensure the seaworthiness of the vessel.
Crew
mooring operations, and others. Is
all about team work, every person
The crew is the one that works and of the crew has their own func-
operates onboard. Organized in a hie- tion to make the vessel works fine.
rarchical structure led by the Master/
Captain, who commands everything on-
board. The chief officer organizes and
distributes the crew in their different
duties and operations onboard, like gan-
gway watches, anchor watches, look out
watches at the bridge, mooring and un-
14
DECK DEPARTMENT
The Master
Is the maximum authority, is the designated person onboard to command the en-
tire vessel, bot operationally and legally. Also, as the representative of the shi-
powner in front third parties, and is the main responsible of the functioning of
the vessel, including ship´s security, safety, work organization, crew and cargo.
Figure 18 The marine observer-2018
15
Chief Officer
Also called chief mate, responds directly to the captain. If the captain suffers any acci-
dent or inability he has to assume the role as captain and command the vessel. His main
functions basically are to supervise the lashing and cargo, stability of the vessel (ballast
tanks) and all the deck´s work organization. The chief officer usually has duty (Officer of
the Watch) at the bridge from 04:00 to 08:00 and from 16:00 to 20:00 ship´s local time.
Second Officer
The second mate, is in charge of the medical care onboard. His main functions are realizing
the voyage plan, corrections of nautical charts, check, supervise and manage all the bridge
resources. The second officer usually has duty (Officer of the Watch) from 00:00 to 04:00
and from 12:00 to 16:00 ship´s local time. In the mooring, he supervises the forward station
Figure 20The marine observer-2018
16
Third Officer
The third mate is in charge of the maintenance and functioning of the safety and fi-
refighting equipment. Has duty (Officer of the Watch) from 08:00 to 12:00 and
from 20:00 to 00:00 ship´s local time. In the mooring, he supervises the aft station
Chief Cook
The chief cook responds directly to the chief mate. Oversees the preparation of the
food. Is in charge of controlling the store´s inventory, inspects galley and equipment for
cleanliness. Also has to plan the time for serving the meals according the ship´s schedule.
Figure 22 La nacion, lorenza, en la cocina artic
17
Messman
Able Seaman
The messman works for the chief cook, is the

one that serves the table, enlists the mess- In every vessel we usually find three able
room, and assists the chief cook in the sto- seamen (AB). They are experienced sai-
re’s inspection and equipment for cleanliness lors who work on deck and respond to the
bosun. As day workers and watch stan-
ders, they also assume the role as hel-
msman. Also, they have gangway watches
and assist the mooring and unmooring.
Figure 23 Girik Iinstitute maritime stu-

dies,2017
Bosun
Figure 24 coral crew-ableseaman,2018
Bosun is in charge of the deck crew. Su-
pervised by the chief officer, has to obey Ordinary Seaman
his orders and execute them. He has to
distribute the crew in their different The OS is an apprentice that with more
works on deck, and supervise them. Is in experience can become an AB. Every ves-
charge of all the deck maintenance, and sel usually has onboard one OS. They have
operations like enlisting the pilot lat- gangway watches and assist the mooring
ter, support of the mooring, and others. and unmooring. They only work on deck,
they aren´t having any duties at the bri-
dge or assuming the role as helmsman.
Figure 26 USmerchantmarine,2018
Figure 25 123RF Igor Kardasov- 2018
18
Deck Cadet
A deck cadet is in a position and process of apprenticeship. Must of the vessels have one or two
deck cadets onboard, and must have the best disposition of working and learning. They work as
day workers and watch standers, they aren´t allowed to assume the role as helmsman because of
their few experience. They have gangway watches and also assist in the mooring and unmooring.
Figure 27 Picture taken by D. montoya
ENGINE DEPARTMENT
Chief Engineer Second Engineer
In the engine department, the chief en-

gineer is in charge of all its functio- The second engineer is the one that con-
ning. Only responds to the master. He trols all the functioning, maintenance, re-
is responsible of all the propulsion sys- parations and supervision of the engine
tem´s maintenance and supervision. machinery, including electric and electro-
nic devices of the engine control room.
Figure 28 The marine obser- Figure 29 The marine ob-

ver-2018 server-2018
19
Third Engineer
Electrician
Responds directly to the chief engineer,

works according the obligations and regu- Is in charge of all the electronic and elec-
lations stablished by the chief engineer. trical equipment and devices onboard,
Is in charge of the maintenance of the au- both in the deck department and in the
xiliary machines, fresh water pumps, ba- engine department. He responds directly
llast tanks, funnel and auxiliary propulsors. to the chief engineer. Onboard of car-
go vessels, the reefers must be inspec-
ted and checked by the electrician for
its correct functioning, also if there´s
any failure in a bridge resource or equi-
pment, the electrician is able to fix it.
Fourth Engineer
Figure 31Nauticexpo-2017
Realizes all the works assigned by the Fitter

chief engineer. In his duties, he supervi-
ses the correct functioning of the propul-
sion machinery and auxiliary machinery. The fitter is in charge of the fixing and
maintenance of any structure of the ves-
sel. He responds directly to the chief en-
gineer. He´s able to work on deck and in
the engine room, fitting and assembling
any framework, welding jobs and other
Figure 33Nauticexpo-2017
20
Oilers
Engine Cadet
As its name says, their main function The engine cadet is an apprentice in the
is to oil machinery. They work for the engine department. This person must
maintenance of all the machinery and have the disposition of working and lear-
equipment located in the engine room. ning, having duties in the engine control
room, and also works of maintenance
and cleaning in the engine machinery.
Wipers
Their main function is to clean the

engine spaces after its maintenance,
also machinery cleaning. They assist
the engineers as directed. With more
experience they can become an oiler.
Junior Electrician
Is like an electrician cadet, is an apprentice and assists the electrician in everything.
Figure 35 The marine obser-

ver-2018
21
SECTION IV
NAVIGATIONAL EQUIPMENT
Nowadays the navigational equipment is very important for safety naviga-

tion. According to the SOLAS convention, every vessel has the obligation of ha-
ving this equipment available and in order. In these resources, we can find the
GMDSS (Global Maritime Distress Safety System) equipment, also very essential.
Figure 36 Picture taken by D.montoya M/V Spirit of Singapore
BRIDGE RESOURCES:
NAVIGATIONAL LIGHTS CONTROL PANEL:
This equipment is used for controlling the na-

vigational lights. From here we can switch on
or off the forward masthead, aft masthead,
side and stern lights. In some cases when
some of these lights are not working the
control panel will give us an alarm, so we can
switch them to their backup light anyways.
Figure 37DHR Marine, Navigation lights,

2017
22
SIGNAL LIGHT CONTROL PANEL:
This equipment is used for controlling the

signal lights. Is used only for special si-
tuations such as steering, constrained by
her draught, restricted in her ability to
manoeuvre or vessel not under command
Figure 38 DHR Marine, Navigation li-

ghts,2017
OUTSIDE LIGHT CONTROL PANEL:
This equipment is used for controlling

the outside lights of the vessel. From
here we can switch on or off the accom-
modation outside lights and deck lights
Figure 39 DHR Marine, Navigation

lights, 2017
VDR REMOTE CONTROL PANEL:
The Voyage Data Recorder is a black box that records all the voyage information made
by the vessel including heading, course, position, radar screen, speed, weather condi-
tions, GMDSS communications, echo sounder, and also is a voice recorder for the brid-
ge. The purpose of this equipment is that in case of distress or any special situation that
occurred to the vessel, the true reasons and explications could be found in this VDR.
The remote-control panel is only for stopping and restarting the VDR after an incident.
Figure 40 FURUNO OPERATOR MA-

NUAL,2017
23
AIS:
The Automatic Identification System is

used to identify other vessels conditions in-
cluding their name, IMO number, call sign,
position, heading, course, speed, range, na-
vigational status, destination, ETA, dimen-
sions of the vessel, and also their drau-
ght. Only identifies if the vessel has AIS
Figure 42 Picture taken by D.montoya

GPS: (GLOBAL POSITIONING SYSTEM)
The main function of this equipment is giving

us the vessel´s position by longitude and lati-
tude. Also, it does have other functions such
as showing the course, the speed over ground,
distances from the waypoints, the estimated
time of arrival, and the distance made good
Figure 41 DHR Marine, Navigation,2015
ECHOSOUNDER AND ECHOSOUNDER TRANSDUCER:
This equipment sends sound waves that travel through the water with the speed of
sound from the keel to the sea bed, giving us the depth of water and the UKC (Un-
der Keel Clearance). In most of the vessels we may find forward, aft or aux
transducers, so you can switch one to use depending on the trim of the vessel
ECHOSOUNDER
ECHOSOUNDER TRANSDUCER
Figure 43 DHR Marine, Naviga- Figure 44 DHR Marine, Navi-

tion,2015 gation,2015
24
RADAR ARPA:
The Automatic Radar Plotting Aid is a very important navigational equipment. Every ves-
sel must have one according to the SOLAS convention, but you can find two of this in most
of vessels, Why? Because if one is out of order for any reason, you can use a backup one.
The main function of this equipment is to plot any kind of object or vessel and ob-
tain all the information given by the AIS, if the vessel doesn´t have AIS, the ra-
dar gives us itself the speed, course, range, closest point of approach, time of clo-
sest point of approach of the target detected by the electromagnetic waves sent by it.
These waves travel with the speed of light through the air and its wavelength depends in
the band we are using the radar, for X band are 3 cm and for S band 10 cm. You can choose
any of this depending on your conditions and purpose. The X band is more accurate for small
objects in a close range, but not recommended in a bad weather, in the other hand we have S
band, useful for further ranges and bad weathers. Also, you can choose more options such as:
Motions:
- True Motion: Shows the true movement of our vessel, and targets plotted.
- Relative Motion: Shows our vessel stead in one position, and targets plotted moving ac-
cording to the speed, range and course from them and ours.
Orientations:
- North Up: Shows the North up always.

- Course Up: Shows the vessels course up, in our relative north.
- Head Up: Shows our course up without degree value.
25
PAPER CHARTS
Although nowadays we have ECDIS, we must know how to navigate with the naviga-
tion paper charts. It may show depths of water and heights of land, natural features of
the seabed, details of the coastline, navigational hazards, locations of natural and hu-
man-made aids to navigation, information on tides and currents, local details of the Ear-
th’s magnetic field, and human-made structures such as harbours, buildings and bridges.
Figure 46 The full wiki,-paper charts,2017

GYRO COMPASS:
The gyro compass, is a kind of gyroscope electrically powered and indicates the true north. The
main function of this equipment is to orientate the vessel according to the true north found. Is
located in the electrical room of the vessel. This equipment has some advantages over the mag-
netic compass, such as always points to the true or geographic north, and also is not affected by
the structure and material of the vessel, making a low error course and constant.
Figure 47 Marineinsight-navigationdevices,2017
26
MAGNETIC COMPASS:
The magnetic compass has the function of pointing the magnetic north. Is lo-
cated in the monkey island. Depending on where the vessel is located, the an-
gle between the magnetic and true north is called magnetic variation or decli-
nation, a fact that is very important for the deck officers during navigation.
Figure 48Marineinsight-navigationdevices,2017
COMPASS REPEATER: Figure 49 Ma-

rineinsight-na-
We can find the repeaters in the bridge, and in vigationdevi-
both wings. The repeaters receive the signal ces,2017
and retransmit from the gyro compass loca-
ted in the electric room. They all show us the
true north, and the orientation of our vessel
AUTOPILOT:
The autopilot is a device and resource very

useful during long navigations, not recom-
mended in narrow channels, or coastal navi-
gations. Consists in an automatic steering,
only needing to set a course and activate it.
Figure 50 Marineinsight-navigationdevi-
ces,2017
RUDDER ANGLE INDICATOR:

Provides the angle of the rudder.
Very important to control the rate of
turn and rudder angle of the vessel
ces,2017
27
RATE OF TURN INDICATOR:
Is a display provided in the bridge, very useful

at the moment of steering because it indica-
tes how fast the ship is turning at steady rate.
Figure 52Marineinsight-navigationdevi-
ces,2017
STEERING WHEEL:
Is the equipment which controls the di-
rection the vessel is heading. This is
also known as helm, and the person
who is handling it is called helmsman.
Figure 53 Picture taken by D.montoya M/V
Spirit of Singapore
SHIP´S HORN:
During navigation according the Collision

Regulation, you must know the situations in
which the vessel has to use this resource. This
sound signals are called “Blasts” and can be
short or prolonged, depending on the purpose.
ces,2017
ENGINE CONTROL:
This is a console which controls the functions

of the engine. For any action you take with
this equipment, you must call and inform to
the engine room for the RPM modification.

Spirit of Singapore
28
GMDSS (Global Maritime Distress Safety)
BASIC CONCEPT OF THE GMDSS
The basic concept of the GMDSS is that search and rescue authorities ashore, as well as shipping
in the immediate vicinity of the ship in distress, will be rapidly alerted to a distress incident si
that they can assist in a co-ordinated SAR ( search an rescue) operation with the minimum delay.
It consists of several systems, some of which are new, but most have been operating for
several years. The system tries to carry out the following operations: alert (including po-
sition), search and rescue coordination, location (positioning), provision of maritime in-
formation, general communications and bridge-to-bridge communications. The radio re-
quirements depend on the operation area of the vessel rather than its type or tonnage.
The system has redundant warning mechanisms and specific sources of emergency power
Figure 56 Marinegyaan,GMDSS-2015
Components
EPIRB (Emergency Position-Indicating
Radio Beacon
Sinister Location Radio Beacon) is desig-

ned to transmit to a rescue coordination
center the identification and exact posi-
tion of a ship anywhere in the world. It
is automatically activated when it comes
into contact with water in case of subsi-
dence
ces,2017
29
NAVTEX(Navigational Text Messages)
NAVTEX is an automatic direct-printing telegraph system that distributes maritime safety

notices, weather forecasts, news and other types of information similar to ships (MSI) Ma-
ritime Safety Information
Figure 58 Marinegyaan,NAVTEX-2015
INMARSAT
The network of satellites operated by Inmarsat, under the supervision of the In-
ternational Maritime Organization (IMO), is a key element of the GMDSS system.
This network provides voice or fax communication between ships or be-

tween ships and land, alert system and news, as well as data trans-
fer and telex services to rescue coordination centers. Current-
ly, a large part of the merchant fleet has email through this system.
30
SART (Search And Rescue Transponder)
The GMDSS system generally includes at

least two transponders (SART - Search And
Rescue Transponder) that are used to locate
the rescue boats.
Figure 60 Marinegyaan,GM
Figure 59 Marinegyaan,GMDSS-2015 DSS-2015
The GMDSS system divides all the seas into four navigation areas. Depending on the area
in which the ship operates, it must carry some or all of the GMDSS equipment on board.
Zone A1 It is that zone that is under the coverage of a ground station that has full
coverage in VHF LSD channel 70.
Zone A2 It is that zone that is under the coverage of a ground station that has full
coverage in MF LSD on the distress frequency of 2,187.5 Khz.
Zone A3 It is that zone from which sea areas A1 and A2 are excluded, included in the
scope of coverage of a geostationary satellite of INMARSAT, where the alert will be
continuously available. Approximately between the 70th north and the 70th south.
Zone A4 It is that zone that is not included in any of the previous zones. Currently it
would be above 70º north and below 70º south (polar zones).
31
SECTION V
According to the SOLAS (Safety of Life at Sea), every vessel requires a certain equipment
for the safety of life onboard and for firefighting. The requirement consists with the following
equipment but not limited to
LIFE SAVING APPLIANCE
LIFE JACKET
A life jacket is a sleeveless jacket

which helps you to float when you
have fallen into deep water.
Figure 61 Vikingslife- safetyblog,2016

LIFE BUOY
any of various kinds of buo-

yant device for keeping peo-
any of in
ple afloat various
an kinds of buo-
emergency
yant device for keeping people
afloat in an emergency

32
INMERSION SUIT
is a special type of waterproof dry suit

that protects the wearer from hypother-
mia from immersion in cold water, after
abandoning a sinking or capsized vessel,
especially in the open ocean.
PIROTECNIC (ROCKET PARASHOOT, SMOKE Figure 63 Vikingslife- safetyblog,2016

SIGNAL AND HAND FLARE )
Red Long range,day and night distress

signalling rocket. Designed to withstand
exceptional environmental exposure and to
perform reliably even after immersion in
water.
his pyro tech equipment is held in a compact
container with a buoyant nature so that it
can float on the water surface to signal dis-
tress situation. Mostly for use by the day,
this can indicate the position of distress
with the bright orange smoke as well as for
determining the wind direction for rescue
EMBARKATION LADDER
Embarkation ladder means the ladder

provided at survival craft embarka-
tion stations to permit safe access
to survival craft after launching.
Figure 66 Vikingslife blog,2016

33
LINE THROWING APPARATUS
A self-contained line-throwing applian-

ce consisting of a plastic case with an
end cap and 250m of line , an inte-
gral striker mechanism plus a rocket.
LIFERAFT
a type of boat that is carried on a large ship

and is used in emergencies, for example when
the ship is sinking, to take people to safety
Figure 68 Vikingslife blog,2016

LIFEBOAT
a large boat that is kept ready to go

out and save people who are in dan-
ger in the water
RESCUE BOAT
A rescue lifeboat is a boat res-

cue craft which is used to attend
a vessel in distress, or its survi-
vors, to rescue crew and passengers

34
FIRE FIGHTING APPLIANCE
FIRE STATION
Onboard, we usually find 3 fire
stations. these are conformed by
an ax, fire hose, nozzle, fire fi-
ghting outfit, EEBD, Self contai-
ned breathing apparatus and fire
extenguishers.
FIRE EXTENGUISHERS
Spirit of Singapore
A device containing water or a

special gas, powder, or foam (= a
mass of small bubbles) that is put
onto a fire to stop it from burning
Figure 72 Vikingslife- safety-

blog,2016
FIRE HOSE
A fire hose is a high-pressure hose that ca-

rries water or other fire retardant (such as
foam) to a fire to extinguish it. Outdoors,
it attaches either to a fire engine or a fire
hydrant. Indoors, it can permanently attach
to a building’s standpipe or plumbing system.

blog,2016
35
FIRE FIGHTING OUTFIT
Consists in the following things :

Breathing apparatus, water and fire
resisting clothing, safety shoes, hand
electric intinsically safe hand lamp,
fire axe, a strong fire proof line, and a
belt for carrying auxiliary equipment
SELF CONTAINED BREATHING APPARATUS Figure 74 Vikingslife- safety-

blog,2016
is a device worn by rescue workers,

firefighters, and others to provide
breathable air in an immediately dan-
gerous to life or health atmosphere
Figure 75 Vikingslife- safetyblog,2016 EEBD (Emergency Escape Breathing Devices)
Light, compact and easy to use, our Emergen-

cy Escape Breathing Devices (EEBD) are per-
fectly adapted to confined spaces, marine, in-
dustrial and Oil & Gas applications. They are
available with a duration from 10 to 20 minutes

FIRE DETECTORS AND ALARMS
Is a device fixed to the overhead of every

deck. There are heat detectors and smoke
detectors , at the momment of detection, the
device starts making a loud noise and notifies
through the system the fire´s existence.

36
FIRE PUMPS
A fire pump is a part of a fire sprinkler

system’s water supply and powe-
red by electric, diesel or steam.
The main fire pump is located in the en-
gine room, and the emergency fire pump
usually is located in forward. The main fire
pump can be turn on manually or automa-
tically, in case of fire the detectors will
notify it to the control panel and automa-
tically the fire pump will start. The fire
pump is the most important thing for the
functioning of the fire fighting system.
FIXED FIRE EXTENGUISHING SYSTEM
Fixed fire extinguishing/suppression systems are commonly used to pro-

tect areas containing valuable or critical equipment such as data pro-
cessing rooms, telecommunication switches, and process control rooms
37
MEDICAL APLIANCE (List from international Medical Guide for
Ships) NOT INCLUDED BY SOLAS
RESUCITATION EQUIPMENT
Equipment that should be available to en-

sure that a collapsed patient recovers or
remains viable until another professio-
nal can take over the patient’s care; face
mask, oxygen cylinder with flowmeter and
ambu abag for cases of respiratory co-
llapse; antihistamine tablets for hyper-
sensitivity and adrenaline for injection
in cases of anaphylaxis; aspirin tablets,
automatic blood pressure machine; por-
table pulse oximeter and automatic por-
table defibrillator for cardiac collapse.
Figure 80 Pinterest,resucitation
equipment-2013
DRESSING MATERIAL AND SUTURING

EQUIPMENT
These elements are used in cases of emergency on board, which are necessary to
be able to serve the person
Figure 81 Pinterest,resuci-
tation equipment-2013 Figure 82 pinterest,resuci-
38 tation equipment-2013
EXAMINATION AND MONITORING EQUIPMENT
This equipment i’ts used for check the

health of the person that it’s sick
Figure 83 Pinterest,resucitation
equipment-2013
EQUIPMENT FOR INJECTION, INFUSION
AND CATHETERIZATION
is used to draw blood and other opera-

tions that need to inject the person
Figure 84 Pinterest,resuci-
tation equipment-2013
ENVIRONMENTAL PROTECTION APPLIANCE
For the environment protection, every vessel must have a plan called SOPEP ( Ship Oil
Spill Protection Emergency Plan ) included in the MARPOL convention ( Maritime Pollution
SOPEP EQUIPMENT:
- AIR PUMP
- EMPTY DRUM
- ABSORVING MATERIAL (
FOAM, ABSROBENT PILLOWS, SAW
DUST)
- HOSES
- CLEANING MATERIAL (
SHOUVER, SQUEEZER, BROOM,
BUCKETS) Figure 85 Noah safety-spill sta-
tion-2015
39
Figure 86 Noah safety-spill station-2015
Figure 87 Picture SCUPPER PLUGS

taken by D.monto-
ya M/V Spirit of At the moment of any leak, to
Singapore prevent maritime pollution the
scupper plugs must be fixed. You
as a deck cadet, at the moment of
a SOPEP drill you usually will be in
charge of fixing them. These plugs
are located around all the vessel.
40
SECTION VI
PROCEDURES
WHAT IS A CONTINGENCY PLAN? WHAT IS A MUSTER STATION?
Every vessel has to follow a Contingen- Is a checkpoint in which the crew is coun-
cy Plan structured by her manager. In this ted and instructed. In case of emergency
plan we can find all the procedures and ins- or drill, all the crew must reach the Mus-
tructions in case of any kind of emergen- ter Station, with the exception of the mas-
cy situation onboard. Every vessel has her ter in the bridge allover command, and chief
own Contingency Plan, it is variable accor- engineer in the engine room supervising it.
ding to her type, structure and purpose.
Figure 100 Noah safety-emergency-2012

Figure 99 Noah safety-emergency-2012
WHAT IS A MUSTER LIST?
Each person of the crew has a designated

function for every emergency situation on-
board. These order instructions are called
Muster List, all the crew must have knowle-
dge about which is their function for any
situation and put it in practice at drills.
41
DRILLS - Fire
- Abandon Ship
- SOPEP
According to the SOLAS (Safety of - Man Over Board
Life at Sea) every vessel must be trai- - Emergency Steering
ned frequently in case of emergency. In - Blackout
the Drills we put in practice our func- - Main Engine Failure
tions according to the Muster List, in - ISPS (Security)
the following must known situations: - Life Boat Launching
ABAN
FIRE DRILL DOM
SHIP
SOPEP OB)
DRILL MAN OVERBOARD (M
NG
LAUCHI
BOAT
LIFE
TEERING
EMERGENCY S Figure 101 Noah safety-Drills-emergency-2013
42
SECTION VII
SHIPS OPERATIONS
PILOT OPERATION
Every vessel above 300 GT requires a pilot for berthing and unberthing. Also for the maneuve-
ring through a channel or river before harbor, the pilot functions are to advise master about the
course, heading and speed for safety navigation, and advise for a correct mooring and unmooring.
Steps:
PILOT LEADDER
Arrival
- With the VHF report to the harbor con-
trol or pilot station, informing ETA and asking
for pilot ladder’s instructions.
- According to the instructions, prepare
the pilot ladder.
- After the pilot boarding the vessel, he
proceeds to the bridge to give indications.
- The operation is finished when the ves-
sel is moored.
Departure
- After the cargo operation is finished,
wait for the pilot according to the agent’s
instructions.
- When pilot onboard, he proceeds to the
bridge and the vessel prepares for unmooring.
- After unmooring and vessel clear from It is used for the pilot to
berth, the vessel proceeds her way out throu- climb and acceed to the vessel.
gh the channel according the pilot’s instruc-
tions.
- During sailing through the channel, the
pilot ladder is prepared.
- After reaching the sea buoy or fairway
buoy, the pilot disembark by the pilot ladder.
43
PILOT BOAT
The principal function is trans-

porting the pilot to the ship
when the vessel is near for
entering through the channel
Figure 102 Picture taken A.Wittingham

MOORING AND UNMOORING
Making fast the vessel with the lines to the berth is called mooring. When a ves-
sel arrives to berth, the mooring is very important for any operation purpo-
se alongside, because it prevents any movement produced by many factors such
as wind, current, waves and swell that may affect the safety of any operation.
Releasing the mooring lines from the berth is called unmooring. When any ope-
ration is finished and the vessel is ready to depart, the lines must be unmoored
Figure 103 MarineDocs, Care of Mooring Lines.

44
FAIRLEAD
Any fixture such as a ring, eye, roller, etc

that guides a rope in the direction required
Figure 104 Design Principles of ships an marine structu-

re,2015
MOORING BITS
Are double bollards / posts mounted

vertically on ships to secure mooring
lines from other vessels, tug lines or
secure Fire Wires on Tankers. Bitts are
always found in pairs. It is important to
inform the pilot or tug operator of the
SWL (Safe Working Load) of the bitts
to ensure that the tug does not exceed
this force when pulling the vessel.

WINCHES M/V Spirit of Singapore
Mooring winch is a mechanical de-

vice used for securing a ship to
the berth. An equipment with this
functions, used for pulling ro-
pes or cables, play an important
role in berthing the ship ashore
Figure 106 Design Principles of

ships an marine structure,2015
45
PORT OPERATION
When the mooring is finished, the port operation start. For every type of operation,
the gangway must be prepared for the entrance of authorities and agents involved in
the operation. In the gangway must be attended all the time by one designated person
of the crew supervising the entrance for the security of the vessel, filling up the port
log books according to the ISPS (International Code for Ship’s Security and Port Facili-
ties). When the vessel has clearance from the local authorities the cargo operation can
start. During the cargo operation, an officer and designated crew must be supervising
lashing and unlashing of the loaded or discharged cargo according to the cargo plan.
Figure 107 Picture taken by D.montoya M/V Spirit of Singa-

pore
GANGWAY
The gangawy has a main function,
the access of the crew, passengers
or custom authorities to the ves-
sel. The gangway must be watched
24/7 by the seaman in duty, du-
ring the cargo operation the draft
of the vessel varies, so according
if is increasing or decreasing, you
slack or heave up the gangway.
Figure 108 Picture took by D.montoya M/V Spirit of Singapore

46
PORT LOG BOOKS
These books have the function of ma-

king all the annotations that happens in
the vessel during cargo operation. usua-
lly about which people get onboard of
the vessel, and their purpose of visit.
Also the gangway watch includes supervising
the cargo plan, filling up the bay plan made
by the chief officer, and reporting every
load and discharge during the operation.

Security Level 1:
SECURITY LEVELS Low Risk. This is the level of threat at which
port facilities and ships will normally operate.
Security Level 2:
Medium Risk. This security level will apply
in circumstances where there is a hei-
ghtened risk of a security incident.
Security Level 3:
High Risk. This security level will apply
in circumstances where there is an ex-
ceptional risk of a security incident.
47
LASHING AND CARGO
Normally Stevedores are responsible for lashing and deslashing jobs in port. Howe-
ver, due to less port stay and constraint of time, deck crew is also responsible for
this operation.
Before arrival of the port, ship’s crew normally de-lashes the container so that time
can be saved in the port and the containers can be discharged immediately after
berthing .
The container Lashing is regularly checked by the ship’s crew so as to avoid any type
of accidents due to improper lashing .
CARGO PLAN
Towage plan for container ships
or bay plan is the plan and me-
thod in which different types
of vessels are loaded with
containers of specific stan-
dard sizes. The plans are used
to maximize the economy of
shipping and safety on board.
48
ANCHORING
Is the action of releasing the anchor from the vessel to the sea bed, to stop
the vessel in one determined position. Is used when the vessel requires wai-
ting pilot, bunkering, to avoid bad weather or when the vessel is out of service
Figure 111 Design Principles of ships an marine structu-

re,2015
CHAIN LOCKER
Chain lockers , should be treated as

an enclosed space and all precautions
for ventilation , followed by desmuc-
king to be done before inspection.
Shell plates, especially the bottom of
chain locker at the seams, and chain
pipes are to be throughly inspected ,
and as per the age , thickness measu-
rements to be carried out(part of spe-
cial survey) and renewed as necessary.
Figure 112 Design Principles of

ships an marine structure,2015
49
HAWSE PIPE
Hawse pipe and chain pipe have to

be carefully examined. Sometimes
crack, deform and heavy corrosion are
found.Hawse pipe wear at the ends ,
where the anchor chain makes con-
tact , should be built up , if grooved.
Figure 113 Marine Insight, Reser-

ved 2018
SHACKLES
Shackles are used for connecting a chain consisting

of common links only, and no end links.
This shackle has a split construction, therefore, it
can be used to connect a broken chain, irrespec-
tive of where the break has occurred. It is more
expensive than the joining shackle; dismantling this
shackle is a little difficult.
Figure 114 Marine Insight,

Reserved 2018
BUNKERING
Means to fill up the vessel’s tanks with Marine Fuel, Marine Diesel or Lubricating Oil, de-
pending of its purpose. This operation must be done by:
50
- Vessel moored at berth with a
Anchoring the vessel with a Bunker Berge Bunker Berge alongside.
alongside, also called ship to ship

blog,2016
DOCKYARD

blog,2016
Vessel moored at berth with a Bunker Truck
Figure 116Vikingslife- safetyblog,2016

Take place when a vessel has a major damage, need
major maintenance or need structure’s changes
Figure 117 cadena de suministros y logistica

2012.
This is an ordinary case of bunkering, seen

when the vessel is at port.
51
TUG OPERATION
Tug boats assist the pilot in his maneuve-

ring, pulling or pushing the vessel in forward
or aft. This operation can be done by ma-
king fast the vessel with a tug line being
pulled, or just without tug line and pushing
TOWING OPERATION
This operation is only used in case of emergen-

cy. Consist in when the vessel presents major
damages in her engine, causing her out of con-
trol. Every vessel is able to do this operation

blog,2016
52
SECTION IX
SHIP MAINTENACE
Ship´s maintenance is essential for the vessel´s long life of use. The ship must maintain her-
self in good quality and performance, that´s why she needs to be maintained and worked as
much as in dockyard as at sea to prolong the life and utility of the vessel and its machinery.
In the section before, the dockyard operation was briefly explained. In the other hand, at
sea, the maintenance onboard is made by the crew led by the bosun, who´s obeying the chief
mate´s orders. The main problem of every ship, is the rusty metal and steal, also known as the
ship´s cancer, caused by the sea salt that rusts the ship. Also, the ship has to obey the regu-
lations and standards set by the SOLAS convention for its safety and use, such as the crane
wires, gangway wires, lifeboats wires and glowing tapes, and others that must be changed and
fixed in a determined schedule. The ship´s conditions and performance, are reflected in its
crew´s hard work and maintenance that makes the ship looks better and cleaner. It´s worth
say that the crew must work on deck with their personal protective equipment, safety first.
CHIPPING, SANDING AND PAINTING:
The rust seen in the ship is caused by

the sea salt, so it is something impos-
sible to avoid. The crew can prevent
that the steel structure gets damaged
when it keeps with rust for a long time
period, that´s why the crew have to
act quickly to stop the rust, because it
starts from the surface to the internal
structure, so easily if they don´t take
care of it at time, the rust can consu-
me and break the steel structure. The
maintenance consists in chipping, san-
ding and painting. Figure 121 Ingersoll Rand Products, Power
tools, Needle and Chisel Scalers.
53
What´s chipping
The rust, old paint from ironwork, and weld spatter remove, is called chi-
pping. In your embarkments as a deck cadet, chipping will be your dai-
ly activity so is very important to familiarize with all the tools used onboard.
Figure 120 Cult of sea, Maritime knowledge base. 2017
Disc Sander (Air or Electric): Used after chipping, and before painting, for sanding the
sections being chipped.
Air Chisel (Jet needle chisel type): Used Chipping Hammer: Used during chipping,
during chipping, more comfortable than for specific or particular places
the air hummer because of its vibration.|
Figure 123Cult of sea, Maritime knowledge Figure 124 Cult of sea, Maritime knowledge
base. 2017 base. 2017
54
Scraper: Used during chipping, for taking Wire brush: For narrowed places, is a
out long rust sectors easy to scrape useful tool.
Figure 125 Cult of sea, Maritime knowled-

ge base. 2017 Figure 126 Cult of sea, Maritime knowled-
ge base. 2017
Personal Protective Equipment:
Is required and indispensable that the personal protective equipment is carried.

Chipping Goggles: For chipping tasks, is very Dust Mask: Used more for hygienic pur-
important to protect your eyes from the pose than for prevention, but is recom-
iron rust sticks that fly during using the mended to be used.
chisel.
Figure 127 Cult of sea, Maritime knowledge Figure 128 Cult of sea, Maritime knowledge
base. 2017 base. 2017
Earplugs: For noise prevention during chip- Vibration-Proofing Gloves: Devices as

ping. the air hummer with strong vibrations,
require this kind of gloves.

55
SANDING PAINTING
Means to polish the surface by rubbing or grin-
ding. Can be done manually or with mechanical
sander. After chipping with the chisel, the surfa-
ce must be sanded to proceed with the pointing.
Figure 130 La voz de Galicia S.A, News,

Ferrol. Spain.
After chipping and sanding, the location
worked through must be washed, dried
and cleaned before painting. The pain-
ting consists in 3 coats; the first primer,
second primer and top coat. The struc-
ture chipped becomes thinner, so the
Figure 131 Boats Group, advices, how to paint more coats you paint the more protec-
a ship. Barcelona. ted and rust prevented the structure
will be. The painting must be done just
after sanding, because the place san-
ded can´t remain without being painted
so long, then it gets rusted again easily.
The first and second primer, are basically

used for preventing corrosion after chi-
pping and sanding. After these two coats,
comes the final coat called the top coat.
Figure 132 JOTUN Paint Products, Tiger paints for Singapore Market.
The roller and the brush, are the

most common tools used for paintingV
Figure 133 Epic Resins Polymers for Industry. 2018
56
LUBRICATING
Figure 134 Wire Rope Lubricants, Lubrication Engineers, South Africa
For most of the machinery maintenance

the lubrication is very important for its
use. In the engine room for example, most
of the machinery has to be lubricated. On
deck, the lubrication is required in the
wire ropes, fairleads in aft and forward,
riggings, lashing bar extensions and others
for its maintenance. The wire ropes are
mostly used for mooring, towing, handling
heavy lifts and other operations. For pro- Figure 135 Cablul Romanesc- Wire Rope
longing its use, and preventing of getting Maintenance
damaged by seawater, heated temperatu-
res and inconsistent pressures, they must
be maintained by lubrication. Every ves- BRUSH: Also used for greasing.
sel includes in their plans of maintenance
the wire rope lubrication, with frequent
intervals for avoiding premature failure
during any operation, also for the lashing
bar extensions and riggings, the grease is
very important to maintain them in use.
Figure 136 PV Sullivan Supply

Co, Inc.
For greasing the fairleads, you need
to handle the grease guns:
Look at the following figure,
check out some terms and tools
used for wire ropes maintenance:
Figure 137 Picture took by Alfonso Wittingham, Onboard of the M/V Spirit of Singapore.
57
Grease Gun: Grease dispensator.
Figure 138 Ingersoll Rand R000A2-228

Grease Gun. Catalogue 2018 Figure 139Fleet Management
Limited, USA.
Grease Bucket Gun: Grease dispensator
WELDING
Figure 140 Caulfield Industrial, Pressol Ma-

nual Oil & Grease Dispensing Units
Figure 141 Manning River Steel, Aus-
The deck crew, has the responsibili- tralia, 2018
ty for maintaining and checking the
lashing material after departing from
This kind of maintenance works are
any port. Is very common that you as
done by the fitter, but you as a deck
a deck cadet have to tight the lashing
cadet must know how and why is this
bars, and then take a brush, and start
work done. Welding is a sculptural pro-
greasing all the lashing bar extensions
cess by causing fusion, on purpose of
and turnbuckles of every bay of the
joining materials, usually metals. On-
vessel, to avoid that the extension bar
board, when a metallic structure get
could get stuck. So, greasing onboard
damage or broken, the fitter has the
is also another daily activity at sea.
job of welding it. The most common
way of welding is the stick welding.
Lashing Turnbuckles attached to the
lashing eye:
58
Stick Welder:
Also known as covered electrode, basically works with an electric power source utilizing a
fixed electrode, which consists of metal powders mixed with a binding agent that help to
adhere both structures.
Figure 142 Grainger, INC. Catalogue Figure 143 Search Workshop Supplies ltd,
2018. 2018
SCHEDULE REPLACEMENTS
The wire ropes are very useful for most of the operations, and are used very often for
lifting, pulling or enlisting the gangway. That´s why they need maintenance and replace-
ment in a certain period of time. For the life boat´s wire ropes for example, the repla-
cement must be every five years, the cranes onboard that require wire ropes, and the
gangway´s wire ropes, also need replacement in the same period of time. All this replace-
ments and maintenance must be done, according to the Maintenance Plan of the vessel, in
which the crew have to follow strictly all the standards and regulations set by this plan.
This crane located in aft or forward, also called “The David”, has the function of lifting
heavy objects. Its maintenance, and wire ropes replacements must be every 5 years.
P Figure 146 Picture taken A. Wittingham.

59
The gangway needs to be maintained very often by greasing, and also in replacing its wire
ropes. Is very important because of its use, every time in port the gangway is enlisted, so
every five years the wire ropes must be replaced.
Figure 145 Marine Insight, Reserved 2018
For the life boats, the wire ropes are very

important for the supporting of them,
for the launching are also important. The
replacement is every 5 years also, and
they´re proved in the launching drills
Wolf Maritime Safety, Equipment, 2017.
In the other hand, the mooring lines are also

very important. As the wire ropes, mooring li-
nes are used very often and they must be in
good conditions for safety and utility. Moo-
ring lines are used for towing, tugs, for ber-
thing and mooring as its name says. There´s
not a time stablished or regulated for repla-
cing them, but you must have a critical eye for
checking and replacing them, because they are
indispensable and essential for the vessel. For
checking them, you must do a frequent inspec-
tion, including looking for glossy areas, discolo-
ration, inconsistent diameter and its texture.
Figure 147 Picture taken by D.Montoya. RM
SIROCO
60
61
SECTION I
GLOSSARY
In the following glossary are included technical, general and special terms according the
Standard Marine Communication Phrases.
- Abandon vessel: To evacuate crew and passengers from a vessel following a distress.
- Accommodation ladder: Ladder attached to platform at vessel’s side with flat steps and
handrails enabling persons to embark / disembark from water or shore.
- Adrift: Floating, not controlled, without a clearly determinable direction.
- Air draft: The height from the waterline to the highest point of the vessel.
- Assembly station: Place on deck, in mess rooms, etc., assigned to crew and passengers
where they have to meet according to the muster list when the corresponding alarm is relea-
sed or announcement made.
- Backing (of wind): Shift of wind direction in an anticlockwise manner, in time (opposite
of veering).
- Beach (to): To run a vessel up on a beach to prevent its sinking in deep water.
- Berth:
1: A sea room to be kept for safety around a vessel, rock, platform, etc.
2: The place assigned to a vessel when anchored or lying alongside a pier, etc.
- Blast: A sound signal made with the whistle of the vessel.
- Blind sectors : Areas which cannot be scanned by the radar of the vessel because they
are shielded by parts of its superstructure, masts, etc., or shore obstructions.
- Boarding arrangements: All equipment, such as pilot ladder, accommodation ladder,
hoist, etc., necessary for a safe transfer of the pilot.
- Boarding speed: The speed of a vessel adjusted to that of a pilot boat at which the pilot
can safely embark / disembark.
- Bob-cat: A mini-caterpillar with push-blade used for the careful distribution of loose
goods in cargo holds of bulk carriers.
- Briefing: Concise explanatory information to crew and/or passengers.
- Cable:
1: Chain, wire or rope connecting a vessel to her anchor(s).
2: (measurement),185.2 meters, or one tenth (1/10) of a nautical mile.
- Capsizing: Turning of a vessel upside down while on water.
- Cardinal buoy: A seamark, a buoy, indicating the North, East, South or West, the car-
dinal points from a fixed point, such as a wreck, shallow water, banks, etc.
- Cardinal points: The four main points of the compass, i.e. North, East, South and
West; for the purpose of the SMCP the intercardinal points, i.e. Northeast, Southeast, etc.,
are also included.
- Casualty here: Case of death in an accident or shipping disaster.
- Check (to):
1: To make sure that equipment etc. is in proper condition or that everything is correct and
safe.
2: To regulate motion of a cable, rope or wire when it is running out too fast.
62
- Close-coupled towing: A method of towing vessels through polar ice by means of ice-
breaking tugs with a special stern notch suited to receive and hold the bow of the vessel to be
towed.
- Close up (to): To decrease the distance to the vessel ahead by increasing one`s own
speed.
- Compatibility (of goods): States whether different goods can be stowed together in one
hold.
- Convoy: A group of vessels which sail together, e.g. through a canal or ice.
- Course: The intended direction of movement of a vessel through the water.
- Course made good: That course which a vessel makes good over ground, after allowing
for the effect of currents, tidal streams, and leeway caused by wind and sea
- COW (Crude Oil Washing): A system of cleaning the cargo tanks by washing them with
the cargo of crude oil during discharged.
- CPA/TCPA (Closest Point of Approach /Time to Closest Point of Approach):
Limit as defined by the observer to give warning when a tracked target or targets will close to
within these limits.
- Crash-stop: An emergency reversal operation of the main engine(s) to avoid a collision.
- Damage control team: A group of crew members trained for fighting flooding in the
vessel.
- Datum:
1. The most probable position of a search target at a given time
2. The plane of reference to which all data as to the depth on charts are referenced. Derelict
Goods or any other commodity, specifically a vessel abandoned at sea.
- Destination: Port which a vessel is bound for.
- Disabled: A vessel damaged or impaired in such a manner as to be incapable of procee-
ding on its voyage.
- Disembark (to): To go from a vessel.
- Distress alert (GMDSS): A radio signal from a distressed vessel automatically directed
to an MRCC giving position, identification, course and speed of the vessel as well as the nature
of distress.
- Distress/ here: The verbal exchange of information on radio from ship to shore Urgen-
cy traffic and/or ship to ship/ air craft about a distress / urgency situation as defined in the
relevant ITU Radio Regulations.
- Draft: The depth of water which a vessel draws
- Dragging (of anchor): Moving of an anchor over the sea bottom involuntarily because it
is no longer preventing the movement of the vessel.
- Dredging (of anchor): Moving of an anchor over the sea bottom to control the move-
ment of the vessel.
- Drifting: Floating: caused by winds and current with a determinable direction.
- Drop back (to): To increase the distance to the vessel ahead by reducing one’s own
speed.
- DSC: Digital Selective Calling (in the GMDSS system).
- Embark (to): To go aboard a vessel.
- EPIRB: Emergency Position Indicating Radio Beacon.
- Escape route: A clearly marked way in the vessel which has to be followed in case of an
emergency.
- Escort: Attending a vessel, to be available in case of need, e.g. ice-breaker, tug, etc.
- ETA: Estimated Time of Arrival.
63
- ETD: Estimated Time of Departure.
- Fairway: Navigable part of a waterway.
- Fairway speed: Mandatory speed in a fairway.
- Fire patrol: A crew member of the watch going around the vessel at certain intervals so
that an outbreak of fire may be promptly detected; mandatory in vessels carrying more than 36
passengers.
- Flooding: Major flow of seawater into the vessel.
- Fire monitor: Fixed foam/powder/water cannon shooting fire extinguishing agents on tank
deck, manifold etc.
- Foul (of anchor): Anchor has its own cable twisted around it or has fouled an obstruction.
- Foul (of propeller): A line, wire, net, etc., is wound round the propeller.
- Full speed: Highest possible speed of a vessel.
- Fume: Often harmful gas produced by fires, chemicals, fuel, etc.
- General emergency alarm: A sound signal of seven short blasts and one prolonged blast gi-
ven with the vessel´s sound system.
- GMDSS: Global Maritime Distress and Safety System
- (D) GPS: (Differential)Global (satellite) Positioning System.
- Hampered vessel: A vessel restricted by her ability to manoeuvre by the nature of her
work or her deep draft.
- Hatch rails: Ropes supported by stanchions around an open hatch to prevent persons from
falling into a hold.
- Heading: The horizontal direction the vessel’s bows at a given moment measured in de-
grees clockwise from north.
- Hoist here: A cable used by helicopters for lifting or lowering persons in a pickup operation.
- Icing: Coating of ice on an object, e.g. the mast or superstructure of a vessel.
- IMO-Class: Group of dangerous or hazardous goods, harmful substances or marine pollu-
tants in sea transport as classified in the International Maritime Dangerous Goods Code (IMDG
Code).
- Inert (to): To reduce the oxygen in an oil tank by inert gas to avoid an explosive atmosphe-
re.
- Initial course: Course directed by the OSC or other authorized person to be steered at the
beginning of a search.
- Inoperative: Not functioning.
- ITZ Inshore Traffic Zone (of a TSS): A routing measure comprising a designated area be-
tween the landward boundary of a TSS and the adjacent coast.
- Jettison (to) (of cargo): Throwing overboard of goods in order to lighten the vessel or im-
prove its stability in case of an emergency.
- Launch (to): To lower, e.g. lifeboats to the water.
- Leaking: Escape of liquids such as water, oil, etc., out of pipes, boilers, tanks, etc., or a mi-
nor inflow of seawater into the vessel due to damage to the hull.
- Leeward: The general direction to which the wind blows; opposite of windward.
- Leeway: The angular effect on the vessel’s course caused by the prevailing wind.
- Let go (to): To set free, let loose, or cast off (of anchors, lines, etc.)
- Lifeboat station: Place assigned to crew and passengers where they must gather before
being ordered into the lifeboats.
- List here: Inclination of the vessel to port side or starboard side.
- Located: In navigational warnings: Position of object confirmed.
- Make water (to): Seawater flowing into the vessel due to hull damage, or hatches awash and
64
not properly closed.
- Manoeuvring speed: A vessel’s reduced rate of speed in restricted waters such as fairways
or harbours.
- MMSI: Maritime Mobile Service Identity number.
- Moor (to): To secure a vessel in a particular place by means of wires or ropes made fast to
the shore, to anchors, or to anchored mooring buoys, or to ride with both anchors down.
- MRCC: Maritime Rescue Co-ordination Centre: Land-based authority responsible for pro-
moting efficient organization of maritime search and rescue and for coordinating the conduct of
search and rescue operations within a search and rescue region.
- Muster (to): To assemble crew, passengers or both in a special place for purposes of chec-
king
- Muster list: List of crew, passengers and all on board and their functions in a distress or
drill
- Not under command (abbr. NUC): A vessel which through exceptional circumstances is
unable to manoeuvre as required by the COLREG.
- Obstruction: An object such as a wreck, net, etc., which blocks a fairway, route, etc.
- Off air: When the transmissions of a radio station etc., have broken down, been switched
off or suspended.
- Off station (of buoys): Not in charted position.
- Oil clearance: Oil skimming from the surface of the water.
- Operational: Ready for immediate use.
- Ordnance exercise: Naval firing practice.
- OSC On-Scene Co-Ordinator: A person designed to co-ordinate search and rescue opera-
tions within a specified area.
- Overflow: Accidental escape of oil from a tank which is full because pumping was not sto-
pped in time.
- Polluter: A vessel emitting harmful substances into the air or spilling oil into the sea.
- Preventers: Ropes or wires attached to derricks to prevent them from swinging during car-
go handling operations.
- Proceed (to): To sail or head for a certain position or to continue with the voyage.
- PA-system Public address system: Loudspeakers in the vessel’s cabins, mess rooms, etc.,
and on deck through which important information can be broadcast from a central point, mostly
from the navigation bridge.
- Receiving point: A mark or place at which a vessel comes under obligatory entry, transit,
or escort procedure.
- Recover (to) Here: To pick up shipwrecked persons.
- Reference line: A fictive line displayed on the radar screens in VTS Centres and/or elec-
tronic sea-charts separating the fairway for inbound and outbound vessels so that they can safely
pass each other.
- Refloat (to): To pull a vessel off after grounding; to set afloat again.
- Rendez-vous: An appointment between vessels normally made on radio to meet in a certain
area or position.
- Reported in navigational warnings: Position of object unconfirmed.
- Reporting point: A mark or position at which a vessel is required to report to the local
VTS-Station to establish its position.
- Restricted area: A deck, space, area, etc., in vessels, where for safety reasons, entry is
only permitted for authorized crew members.
- Resume (to) here: To re-start a voyage, service or search.
65
- Retreat signal: Sound, visual or another signal to a team ordering it to return to its base
- Rig move: The movement of an oil rig, drilling platform, etc., from one position to another
- Roll call: The act of checking who of the passengers and crew members are present, e.g.
at assembly stations, by reading aloud a list of their names
- Safe speed: That speed of a vessel allowing the maximum possible time for effective ac-
tion to be taken to avoid a collision and to be stopped within an appropriate distance
- Safety load: The maximum permissible load of a deck, etc.
- Safe working pressure: The maximum permissible pressure in cargo hoses
- SAR: Search and Rescue
- Scene: The area or location where the event, e.g. an accident has happened
- Search pattern: A pattern according to which vessels and/or aircraft may conduct a coor-
dinated search (the IMOSAR offers seven search patterns).
- Search speed: The speed of searching vessels directed by the OSC
- See mark: An elevated object on land or sea serving as a guide.
- Segregation (of goods): Separation of goods which for different reasons must not be
stowed together Shackle Standard length (15 fathoms) of an anchor cable.
- Separation zone / line: A zone or line separating the traffic lanes in which vessels are pro-
ceeding in opposite or nearly opposite directions; or separating a traffic lane from the adjacent
sea area; or separating traffic lanes designated for particular classes of vessels proceeding in the
same direction.
- Shifting cargo: Transverse movement of cargo, especially bulk, caused by rolling or a heavy
list
- Slings: Ropes, nets, and any other means for handling general cargoes.
- Speed of advance: The speed at which a storm centre moves.
- Spill (to): The accidental escape of oil, etc., from a vessel, container, etc., into the sea.
- Spill control gear: Special equipment for fighting accidental oil spills at early stages.
- Spreader here: Step of a pilot ladder which prevents the ladder from twisting.
- Stand by (to): To be in readiness or prepared to execute an order; to be readily available.
- Stand clear (to) here: To keep a boat away from the vessel.
- Standing orders: Orders of the Master to the officer of the watch which s/he must com-
ply with.
- Stand on (to): To maintain course and speed.
- Station: The allotted place or the duties of each person on board.
- Stripping: Draining tanks of the remaining cargo, water, etc.
- Survivor: A person who continues to live in spite of being in an extremely dangerous situa-
tion, a shipping disaster.
- Take off (to): A helicopter lifts off from a vessel’s deck.
- Target: The echo generated e.g. by a vessel on a radar screen.
- Tension winch: A winch which applies tension to mooring lines to keep them tight.
- TEU: Twenty Foot Equivalent Unit (standard container dimension).
- Track: The path followed, or to be followed, between one position and another.
- Traffic clearance: VTS authorization for a vessel to proceed under conditions specified.
- Traffic lane: An area within defined limits in which one-way traffic is established.
- Transit here: The passage of a vessel through a canal, fairway, etc.
- Transit speed: Speed of a vessel required for the passage through a canal, fairway, etc.
- Transshipment (of cargo) here: The transfer of goods from one vessel to another outside
harbours.
- TSS Traffic Separation Scheme: A routing measure aimed at the separation of opposing
66
streams of traffic by appropriate means and by the establishment of traffic lanes.
- UKC: Under Keel Clearance, distance between the sea bed and the keel.
- Underway: A vessel which is not at anchor, or made fast to the shore, or aground.
- Union purchase: A common method of cargo handling by combining two derricks, one of
which is fixed over the quay, the other over the hatchway.
- Unlit: When the light characteristics of a buoy or a lighthouse are inoperative.
- UTC: Universal Time Co-ordinated (ex GMT).
- Variable (of winds): When a wind is permanently changing the direction from which it
blows.
- Veering (of winds): Shifting of wind direction in a manner, in time; opposite of backing.
- Veer out (to)(of anchors): To let out a greater length of cable.
- VHF: Very High Frequency (30 - 300 MHz).
- VTS-area: Area controlled by a VTS-Centre or VTS-Station.
- VTS Vessel Traffic Services: Services, designed to improve safety and efficiency of vessel
traffic and to protect the environment.
- Walk out (to) (of anchors): To reverse the action of a windlass so as to ease the cable
- Way point: A position a vessel has to pass or at which she has to alter course according to
her voyage plan.
- Windward: The general direction from which the wind blows; opposite of leeward.
- Wreck: A vessel which has been destroyed or sunk or abandoned at sea.
67
SECTION II
Marine Communication
Basing in the SMCP, the communication onboard is indispensable as required by STCW 1978,
you must express in a correct form depending the situation, such as from ship to shore,
shore to ship and ship to ship. The Standard Marine Communication Phrases (SMCP) has been
compiled
to assist in the greater safety of navigation and of the conduct of the ship, to standardize
the language used in communication for navigation at sea, in port approaches, in waterways,
harbours and onboard vessels with multilingual crews, and to assist maritime training institu-
tions in meeting the objectives mentioned above.
GENERALITIES
- Procedure: When you need to indicate that the Standards Marine Communication
Phrases are to be used, you must send the following message:
“Please use Standard Marine Communication Phrases”

“I will use Standard Marine Communication Phrases”
- For the spelling of letters and numbers, is mandatory to know how to express it.
For the numbers you must be very careful with the pronunciation.
68
- MESSAGE MARKERS: In shore to ship, and ship to shore communication or radio
communications in general, you may use the following eight message markers:
I. INSTRUCTION
II. ADVICE
III. WARNING
IV. INFORMATION
V. QUESTION
VI. ANSWER
VII. REQUEST
VIII. INTENTION
RESPONSES:
a. Affirmative response: “YES, … “, followed by the corresponding phrase in full.

b. Negative response: “NO, … “, followed by the corresponding phrase in full.
c. Not immediately available response: “STAND BY”, followed by the corresponding phra-
se when the information is available.
d. Information request not obtained: “NO INFORMATION”
e. For INSTRUCTION or ADVICE response:
Affirmative response: “I WILL/CAN…” followed by the instruction or advice in full.
Negative response: “I WILL NOT/CANNOT…” followed by the instruction or advice in full.
Example: “ADVICE. DO NOT OVERTAKE THE VESSEL NORTH EAST OF YOU”

Response: “I WILL NOT OVERTAKE THE VESSEL NORTH EAST OF ME”
SIGNALS:
a. MAYDAY: FOR ANNOUNCING A DISTRESS MESSAGE.
b. PAN – PAN: FOR ANNOUNCING AN URGENCY MESSAGE.
c. SÈCURITÈ: FOR ANNOUNCING A SAFETY MESSAGE.
69
STANDARD PHRASES
Onboard, standing in the bridge during navigation, there are many situations you can affront
with. You must know how to communicate with the other vessels you are crossing with, with
the standard organizational phrases.
AVAILABILITY:
- To start sharing any message, to be sure that the other vessel in unders-
tanding and available to receive the message, you must start with the phrase:
“HOW DO YOU READ (ME)?”
- In case the other vessel is the one with intentions of sending any message, and proceed with
the previous phrase, you must answer with the following phrases according with the situation:
“I READ YOU…
I. BAD/ONE
II. POOR/TWO
III. FAIR/THREE
IV. GOOD/FOUR
V. EXCELLENT/FIVE
- In case of ADVICE for remaining or changing a VHF channel:

For remaining:
“STAND BY ON VHF CHANNEL…/ FREQUENCY…”

“STANDING BY ON VHF CHANNEL…/FREQUENCY…”
For changing:
“ADVISE(YOU) CHANGE/TRY TO VHF CHANNEL…/ FREQUENCY…”

“CHANGING TO VHF CHANNEL…/ FREQUENCY…”
70
CORRECTIONS
When the message is wrong, and you want to rectify it, say:
“MISTAKE…” Followed by the wrong word:
“CORRECTION...” Followed by the correct word
EXAMPLE:
“MY PRESENT SPEED IS 12 KNOTS – MISTAKE. CORRECTION, MY PRESENT SPEED IS
16, ONE-SIX, KNOTS”
READINESS
In case you aren´t able to receive any message or if you do, you must report it:
“I AM/ AM NOT READY TO RECEIVE YOUR MESSAGE”
REPETITION
In case of misunderstanding or any other situation for not reading or receiving the message
right, you say:
“SAY AGAING (PLEASE)”
In case you consider your message very important to need safeguarding, say:
“REPEAT…” Followed by the corresponding situation.
EXAMPLE:
“MY DRAFT IS 12.6 REPEAT ONE-TWO DECIMAL 6 METRES”

“DO NOT OVERTAKE – REPEAT – DO NOT OVERTAKE”
NUMBERS
Numbers must be spoken separately:
“ONE-SIX-ZERO” For 160

“3 POINT/DECIMAL 8” For 3.8
EXCEPTIONS:
When rudder angles in wheel orders are given, say:
“FIFTEEN” For 15.
“TWENTY” For 20.
71
POSITIONS
When latitude and longitude are used, these shall be expressed in degrees and minutes (and
decimals of a minute if necessary), North or South of the Equator and East or West of
Greenwich.
EXAMPLE:
“WARNING. DANGEROUS WRECK IN POSITION 15 DEGREES 34 MINUTES NORTH 061

DEGREES 29 MINUTES WEST.”
When the position is related to a mark, the mark shall be a well-defined charted object. The
bearing shall be in the 360 degrees notation from true north and shall be that of the posi-
tion FROM the mark.
EXAMPLE:
“YOUR POSITION BEARING 137 DEGREES FROM BIG HEAD LIGHTHOUSE DISTANCE
2.4 NAUTICAL MILES.”
BEARINGS
Is the bearing in the 360-degree notation from true north. May be either from the mark or
from the vessel.
EXAMPLE:
“PILOT BOAT IS BEARING 215 DEGREES FROM YOU”
RELATIVE BEARINGS
Is the bearing in which the true north is referred as the vessel´s head. Frequently is in rela-
tion to the port or starboard bow.
EXAMPLE:
t
COURSES DISTANCES
Expressed in 360-degree notation from Expressed in nautical miles or cables,

true north. otherwise in kilometers or metres, the
EXAMPLE: units always to be stated.
“VESSEL COURSE IS 225, REPEAT, TWO, EXAMPLE:
TWO, FIVE” “THE BUOY IS 6 MILES FROM THE VES-
SEL”
72
SPEED
Expressed in knots only. When referring to “ground speed”, it means Speed Over Ground
(SOG).
EXAMPLE:
“MY CURRENT SPEED IS 16 KNOTS”
TIMES
Expressed in the 24-hour UTC (Coordinated Universal) notation.

EXAMPLE:
“VESSEL TIME IS 19:00 UTC”
- GEOGRAPHICAL NAME
At the moment of referring to time, you also refer to the place. Place names used should
be those on the chart or in sailing directions, if there´s not any information of the place
name, latitude and longitude should be given.
EXAMPLE:
“MY CURRENT POSITION IS 15 DEGREES 34 MINUTES NORTH 061 DEGREES 29
MINUTES WEST”
- AMBIGUOUS WORDS
You must be careful with the use of some words according on the context in which they
appear. Is very common to misunderstand them, especially in VTS communications.
The Conditionals “MAY”, “MIGHT”, “SHOULD” and “COULD”.
MAY MIGHT
Do not say: Do not say:
“MAY I ENTER THE FAIRWAY?” “I MIGHT ENTER THE FAIRWAY.”
Say: Say:
“QUESTION. DO I HAVE PERMISSION “INTENTION. I WILL ENTER THE
TO ENTER THE FAIRWAY?” FAIRWAY.”
Do not say:
“YOU MAY ENTER THE FAIRWAY.” SHOULD
Say: Do not say:
“ANSWER. YOU HAVE PERMISSION TO “YOU SHOULD ANCHOR IN ANCHORAGE
ENTER THE FAIRWAY.” B 3.”
Say:
“ADVICE. ANCHOR IN ANCHORAGE B 3.”
73
COULD
Do not say:
“YOU COULD BE RUNNING INTO DANGER.”
Say:
“WARNING. YOU ARE RUNNING INTO DANGER.”
CAN
The word “CAN” either describes the possibility or the capability of doing something. In the
SMCP the situations where phrases using the word “CAN” appear make it clear whether a
possibility is referred to. In an ambiguous context, however, say, for example:
“QUESTION. DO I HAVE PERMISSION TO USE THE SHALLOW DRAFT FAIRWAY AT

THIS TIME?”
DO NOT SAY:
“CAN I USE THE SHALLOW DRAFT FAIRWAY AT THIS TIME?”
If you ask for a permission. (the same applies to the word “MAY”)
74
SECTION III
EXTERNAL COMMUNICATION
For external communication, the standards phrases are not exempt from applying the
radiotelephone procedures.
For distress communication, the traffic always commences with stating the position of
the vessel in distress. For distress traffic, the Distress traffic controlling station or
other stations may silence the others that are interfering, by using the term:
“SEELONCE MAYDAY/DISTRESS “
STANDARD DISTRESS MESSAGE
(VHF CHANNEL 16 OR 2182 kHz)

MAYDAY (THREE TIMES)
I. Maritime Mobile Service Identity Code (MMSI) / call sign / name of the vessel
II. Position
III. Nature of distress
IV. Assistance required
V. Any other information
“MAYDAY MAYDAY MAYDAY

- THIS IS TWO-ONE-ONE-TWO-THREE-NINE-SIX-EIGHT-ZERO MOTOR VESSEL
“BIRTE” CALL SIGN DELTA ALPHA MIKE KILO
- POSITION SIX TWO DEGREES ONE ONE DECIMAL EIGHT MINUTES NORTH,
ZERO ZERO SEVEN DEGREES FOUR FOUR MINUTES EAST
- I AM ON FIRE AFTER EXPLOSION - I REQUIRE FIRE FIGHTING ASSISTANCE -

SMOKE NOT TOXIC OVER”
STANDARD URGENCY MESSAGE

(DSC URGENCY CALL, SWITCH THE TRANSMITTER TO VHF CHANNEL 16 OR FRE-
QUENCY 2182 KHZ)
PAN PAN (THREE TIMES)
I. MMSI of the vessel/ call sign / name of the vessel
II. Position of the vessel
III. Text of urgency message
“PAN-PAN PAN-PAN PAN-PAN ALL STATIONS ALL STATIONS ALL STATIONS

THIS IS TWO-ONE-ONE-TWO-THREE-NINE-SIX-EIGHT-ZERO MOTORVESSEL “BIR-
TE” CALL SIGN DELTA ALPHA MIKE KILO.
POSITION SIX TWO DEGREES ONE ONE DECIMAL EIGHT MINUTES NORTH ZERO
ZERO SEVEN DEGREES FOUR FOUR MINUTES EAST.
75
I HAVE PROBLEMS WITH ENGINES - I REQUIRE TUG ASSISTANCE, OVER”
STANDARD SAFETY MESSAGE
(DSC SAFETY CALL, SWITCH THE TRANSMITTER TO VHF CHANNEL 16 OR FRE-

QUENCY 2182 KHZ)
SECURITE (THREE TIMES)
I. All stations/ all ships/ specific geographical area/ specific station (three times)
II. This is MMSI/vessel name/ call sign
III. Text of safety message
“SECURITE SECURITE SECURITE ALL SHIPS ALL SHIPS ALL SHIPS IN AREA PE-
TER REEF
THIS IS TWO-ONE-ONE-TWO-THREE-NINE-SIX-EIGHT-ZERO MOTORVESSEL

“BIRTE” CALL SIGN DELTA ALPHA MIKE KILO
DANGEROUS WRECK LOCATED IN POSITION TWO NAUTICAL MILES SOUTH OF

PETER REEF, OVER”
SITUATIONS
After silencing if it is needed, you proceed commencing with the position of your vessel.
In case of fire, explosion, flooding, collision, grounding, sinking, disabled, adrift, danger of
capsizing, armed attack, piracy, undesignated distress, abandoning vessel or person over-
board.
CASE OF FIRE:
“I AM / MV ... ON FIRE” (AFTER EXPLOSION).
- WHERE IS THE FIRE?
“FIRE IS…”
~ ON DECK.
~ IN ENGINE-ROOM.
~ IN HOLD(S).
~ IN SUPERSTRUCTURE / ACCOMMODATION
- ARE DANGEROUS GOODS ON FIRE?
“YES, DANGEROUS GOODS ARE ON FIRE “
- IS THERE DANGER OF EXPLOSION?
“YES, DANGER OF EXPLOSION.”
- WHAT KIND OF ASSISTANCE IS REQUIRED?
“I REQUIRE / MV ... REQUIRES”
76
~ FIRE FIGHTING ASSISTANCE.
~ BREATHING APPARATUS - SMOKE IS TOXIC.
~ FOAM EXTINGUISHERS / CO2 EXTINGUISHERS.
~ FIRE PUMPS.
~ MEDICAL ASSISTANCE /
- REPORT INJURED PERSONS.
“NO PERSONS INJURED.”
CASE OF COLLISION:
“I HAVE / MV ... HAS COLLIDED “
~ WITH MV.
~ WITH UNKNOWN VESSEL / OBJECT
~ WITH ... (NAME) LIGHT VESSEL. ~ WITH SEAMARK ... (CHARTED NAME).
~ WITH ICEBERG
- REPORT DAMAGE
“I HAVE / MV … HAS DAMAGE ABOVE / BELOW WATER LINE.”

“I AM / MV ... NOT UNDER COMMAND. “
“I / MV CANNOT REPAIR DAMAGE.”
“I / MV ... CAN ONLY PROCEED AT SLOW SPEED.”T
- WHAT KIND OF ASSISTANCE IS REQUIRED?
“I REQUIRE / MV ... REQUIRES / ESCORT / TUG ASSISTANCE /”
CASE OF ABANDON VESSEL:
“I / CREW OF MV ... MUST ABANDON VESSEL ... AFTER EXPLOSION / COLLISION /

GROUNDING / FLOODING / PIRACY / ARMED ATTACK / “
SEARCH AND RESCUE COMMUNICATIONS “NUMBER OF PERSONS ONBOARD…”
“NO PERSON INJURED”

For requiring assistance:
“I WILL NOT ABANDON THE VESSEL”
“I REQUIRE/ MV… REQUIRES ASSITAN-
CE” “MY EPIRB IS SWITCHED ON”
“I DID TRANSMIT A DSC ALERT”
“MY MMSI NUMBER IS…”
“MY POSITION IS…” “I WILL LAUNCH… LIFEBOAT/LIFERAFT
WITH … PERSONS”
“MY PRESENT COURSE… DEGREES, MY “NO PERSON WILL STAY ON BOARD”
SPEED… KNOTS”
77
SECTION IV
SAFETY COMMUNICATIONS
For reporting or sharing information about weather conditions, sea states, visibility or ano-
ther vessel´s activities to stablished a safety navigation, you should and must know how to
report it.
WIND
For wind direction and wind force:
“WIND DIRECTION… (CARDINAL POINTS), FORCE BEAUFORT… IN MY POSITION/IN

POSITION”
“THE WIND IN YOUR POSITION/IN POSITION… IS EXPECTED”
~ FROM DIRECTION... (CARDINAL POINTS), FORCE BEAUFORT ...
~ TO INCREASE / DECREASE.
~ VARIABLE.
STORM
For storm warnings:
“THE LATEST TROPICAL STORM WARNING IS AS FOLLOWS: TROPICAL STORM

WARNING AT ... UTC. HURRICANE... (NAME) / TROPICAL CYCLONE /TORNADO/ WI-
LLY-WILLY / TYPHOON ... (NAME) WITH CENTRAL PRESSURE OF ... MILLIBARS /
HPASCALS.”
“LOCATED IN POSITION ... PRESENT MOVEMENT... (CARDINAL POINTS) AT ...

KNOTS. WINDS OF ... KNOTS WITHIN RADIUS OF ... MILES OF CENTRE. SEAS
SMOOTH/MODERATE/ROUGH/HIGH.”
PRESSURE
For atmospheric pressures or barometric pressures:
“THE ATMOSPHERIC PRESSURE IN YOUR POSITION / IN POSITION ... IS ... MILLI-

BARS/HPASCALS.”
78
“THE BAROMETRIC CHANGE IN YOUR POSITION / IN POSITION ... IS ... MILLIBARS/
HPASCALS PER HOUR / WITHIN THE LAST... HOURS.”
For maximum winds expected in a storm area:
“MAXIMUM WINDS OF ... KNOTS ARE EXPECTED”

~ IN THE STORM AREA.
~ WITHIN A RADIUS OF ... KILOMETRES
~ IN THE SAFE / DANGEROUS SEMICIRCLE.
SEA STATE
For sea state in your position:
“THE … (SEA STATE) SEA SWELL IN MY POSITION / IN POSITION ... IS... METRES
FROM... (CARDINAL POINTS)”
Sea states: SMOOTH/MODERATE/ROUGH/HIGH SEA/ SLIGHT/MODERATE/HEAVY
For sea state expected to change:
“NO, THE SEA STATE IS NOT EXPECTED TO CHANGE (- WITHIN THE NEXT HOURS).”
“YES, A SEA / SWELL OF ... METRES FROM... (CARDINAL POINTS) IS EXPECTED (- WI-
THIN THE NEXT HOURS).”
VISIBILITY
For restricted visibility:
“VISIBILITY IN MY POSITION / IN POSITION IS ... METRES / NAUTICAL MILES”
“VISIBILITY IS RESTRICTED BY MIST / FOG / SNOW / DUST / RAIN.”
“VISIBILITY IS INCREASING / DECREASING / VARIABLE.”
“NO, VISIBILITY IS NOT EXPECTED TO CHANGE IN YOUR POSITION / IN POSITION...”
“YES, VISIBILITY IS EXPECTED TO INCREASE / DECREASE TO ... METRES / NAUTICAL
MILES IN YOUR POSITION / IN POSITION... (WITHIN THE NEXT HOURS)”
TIDES
For abnormal tides:
“THE PRESENT TIDE... IS METRES ABOVE / BELOW DATUM IN POSITION…”
“THE TIDE ... IS METRES ABOVE/BELOW PREDICTION.”
“THE TIDE IS RISING / FALLING.”
ALTERATIONS
For land or seamarks´ defects or alterations:
“… (CHARTED NAME OF LIGHT / BUOY) IN POSITION ...”

~ UNLIT / UNRELIABLE / DAMAGED / DESTROYED / OFF STATION / MISSING.
“... (CHARTED NAME OF LIGHT BUOY / BUOY) IN POSITION ... “
79
~ (TEMPORARILY) CHANGED TO... (FULL CHARACTERISTICS).
~ (TEMPORARILY) REMOVED.
~ (TEMPORARILY) DISCONTINUED.
LOCKS
“LOCK... (NAME) DEFECTIVE.”

“FOR ENTERING... (CHARTED NAME OF PLACE) USE LOCK... (NAME).”
“LOCK / BRIDGE ... (NAME) DEFECTIVE.”
“AVOID THIS AREA - NO POSSIBILITY FOR VESSELS TO TURN.”
MILITARY OPERATIONS:
“(UNNERY / ROCKET FIRING / MISSILE / TORPEDO / UNDERWATER ORDNANCE) …

EXERCISES IN AREA BOUNDED BY ... (POSITIONS) FROM ... (DATE AND TIME)
TO... (DATE AND TIME). WIDE BERTH REQUESTED (IF REQUESTED).”
“MINE CLEARING OPERATIONS FROM... (DATE TIME) TO ... (DATE AND TIME) IN
AREA BOUNDED BY ... (POSITIONS). WIDE BERTH REQUESTED. CONTACT VIA
VHF CHANNEL ... (NUMBER) (IF REQUESTED).”
FISHERY:
“SMALL FISHING BOATS IN AREA AROUND… - NAVIGATE WITH CAUTION”

“FISHING IN AREA… PROHIBITED”
ENVIRONMENTAL PROTECTION
During navigation, if you face some spillage situation with another vessel, you must re-
quest or report according the standards regulated.
For reporting during navigation:
“LOCATED OIL SPILL IN POSITION ... EXTENDING ... (LENGTH AND WIDTH IN ME-
TRES) TO ... (CARDINAL POINTS).”
“LOCATED OIL SPILL…”

~ IN YOUR WAKE.
~ IN THE WAKE OF MV ...
“LOCATED A VESSEL DUMPING CHEMICALS / WASTE / ... IN POSITION…”
80
For requesting:
“CAN YOU / MV ... STOP SPILLAGE?”

“WHAT KIND OF ASSISTANCE IS REQUIRED?”
“CAN YOU IDENTIFY THE POLLUTER?”
“WHAT IS COURSE AND SPEED OF THE POLLUTER?”
81
SECTION V
TRAFFIC DATA AND PROVIDING VTS
ROUTINE TRAFFIC DATA
Acquiring and providing this information is very important before requesting any assistance to
the Vessel Traffic Services.
- “WHAT IS THE NAME OF YOUR VESSEL AND CALL SIGN / IDENTIFICATION?”

“THE NAME OF MY VESSEL IS …, CALL SIGN ... / IDENTIFICATION ...”
- “WHAT IS YOUR FLAG STATE?”

“MY FLAG STATE IS ...”
- “WHAT IS YOUR POSITION?”

“MY POSITION IS…”
- “WHAT IS YOUR PRESENT COURSE AND SPEED?”

“MY PRESENT COURSE IS ... DEGREES, MY SPEED IS ... KNOTS.”
- “FROM WHAT DIRECTION ARE YOU APPROACHING?”

“I AM APPROACHING FROM ...”
- “WHAT IS YOUR PORT OF DESTINATION / DESTINATION?”

“MY PORT OF DESTINATION / DESTINATION IS ...”
- “WHAT WAS YOUR LAST PORT OF CALL?”

“MY LAST PORT OF CALL WAS ...”
- “WHAT IS YOUR ETA IN POSITION ...?”

“MY ETA IS ... UTC.”
- “WHAT IS YOUR ETD FROM ...?”

“MY ETD FROM ... IS ... UTC.”
- “WHAT IS YOUR DRAFT FORWARD / AFT?”

“MY DRAFT FORWARD / AFT IS ... METRES.”
- “WHAT IS YOUR PRESENT MAXIMUM DRAFT?”

“MY PRESENT MAXIMUM DRAFT IS ... METRES.”
- “WHAT IS YOUR FREEBOARD?”

“MY FREEBOARD IS ... METRES.”
82
- “WHAT IS YOUR AIR DRAFT?”
“MY AIR DRAFT IS ... METRES.”
- “ARE YOU UNDERWAY?”

“YES, I AM UNDERWAY.”
“NO, I AM NOT UNDERWAY.”
“I AM READY TO GET UNDERWAY.”
- “WHAT IS YOUR FULL SPEED / FULL MANOEUVRING SPEED?”

“MY FULL SPEED / FULL MANOEUVRING SPEED IS ... KNOTS.”
- “WHAT IS YOUR CARGO?”

“MY CARGO IS ...”
- “DO YOU CARRY ANY DANGEROUS GOODS?”

“YES, I CARRY THE FOLLOWING DANGEROUS GOODS: ... KILOGRAMMES / TONNES
IMO CLASS ...”
“NO, I DO NOT CARRY ANY DANGEROUS GOODS.”
- “DO YOU HAVE ANY DEFICIENCIES / RESTRICTIONS?”

“NO, I HAVE NO DEFICIENCIES / RESTRICTIONS.”
“YES, I HAVE THE FOLLOWING DEFICIENCIES / RESTRICTIONS: ...”
“I AM / MV ... IS CONSTRAINED BY DRAFT.”
“THE MAXIMUM PERMITTED DRAFT IS ... METRES.”
- “DO YOU HAVE ANY LIST?”
“YES, I HAVE A LIST TO PORT / STARBOARD OF ... DEGREES.”

“NO, I HAVE NO LIST.”
- “ARE YOU ON EVEN KEEL?”

“YES, I AM ON EVEN KEEL.”
“NO, I AM TRIMMED BY THE HEAD / STERN.”
83
VESSEL TRAFFIC SERVICES
During navigation for requesting any service from the VTS (VESSEL TRAFFIC SERVICES),
they will require some information to may proceed with the corresponding service. These
phrases are normally received from the shore.
NAVIGATIONAL WARNINGS
During navigation:
“UNKNOWN OBJECT(S) IN POSITION ...”

“ICE / ICEBERG(S) IN POSITION ... / AREA AROUND …”
“UNLIT DERELICT VESSEL ADRIFT IN VICINITY ... AT ... (DATE AND TIME).”
“DANGEROUS WRECK / OBSTRUCTION LOCATED IN POSITION ... MARKED BY ... (TYPE)
BUOY.”
“HAZARDOUS MINE ADRIFT IN VICINITY ... AT ... (DATE AND TIME).”
“UNCHARTED REEF / ROCK / SHOAL REPORTED IN POSITION ...”
“PIPELINE IS LEAKING GAS / OIL IN POSITION ... - WIDE BERTH REQUESTED.”
“DEPTH OF WATER NOT SUFFICIENT IN POSITION ...”
“NAVIGATION CLOSED IN AREA ...”
ELECTRONIC NAVIGATIONAL AIDS
“GPS SATELLITE ... (NUMBER) UNUSABLE FROM ... (DATE AND TIME) TO ... (DATE AND
TIME). CANCEL ONE HOUR AFTER TIME OF RESTORATION.”
“LORAN STATION ... (NAME OR NUMBER OF MASTER / SECONDARY) OFF AIR FROM ...
(DATE AND TIME) TO ... (DATE AND TIME). CANCEL ONE HOUR AFTER TIME OF RES-
TORATION.”
“RACON ... (NAME OF STATION) IN POSITION ... OFF AIR FROM... (DATE AND TIME)
TO... (DATE AND TIME). CANCEL ONE HOUR AFTER TIME OF RESTORATION.”
REQUEST AND IDENTIFICATION
- “IS SHORE BASED RADAR ASSISTANCE AVAILABLE?”

“YES, SHORE-BASED RADAR ASSISTANCE IS AVAILABLE.”
“NO, SHORE-BASED RADAR ASSISTANCE IS NOT AVAILABLE.”
- “SHORE BASED RADAR ASSISTANCE IS AVAILABLE FROM ... TO ... UTC.”
- “DO YOU REQUIRE NAVIGATIONAL ASSISTANCE TO REACH ...?”

“YES, I REQUIRE NAVIGATIONAL ASSISTANCE.”
“NO, I DO NOT REQUIRE NAVIGATIONAL ASSISTANCE”
- “WHAT IS YOUR POSITION?”

“MY POSITION IS BEARING ... DEGREES ..., DISTANCE ... KILOMETRES / NAUTICAL
MILES FROM ...”
84
- “HOW WAS YOUR POSITION OBTAINED?”
“MY POSITION WAS OBTAINED BY GPS / RADAR / CROSS-BEARING / ASTRONOMICAL
OBSERVATION / ...”
- “REPEAT YOUR POSITION FOR IDENTIFICATION.”
- “I HAVE LOCATED YOU ON MY RADAR SCREEN.”
POSITION
During navigation, for reporting your position from shore you must understand:
“YOU ARE ENTERING…”

“YOUR POSITION IS…/ BEARING... DEGREES, DISTANCE… KILOMETERS/ NAUTICAL MI-
LES FROM…”
“YOU ARE PASSING…”
~ IN THE CENTRE OF THE FAIRWAY.
~ ON / NOT ON THE RADAR REFERENCE LINE (OF THE FAIRWAY).
~ ON THE ... (CARDINAL POINTS) SIDE OF THE FAIRWAY.
“YOU ARE APPROACHING THE ... (CARDINAL POINTS) LIMIT OF THE FAIRWAY.”
“YOUR POSITION IS BUOY NUMBER ... DISTANCE ... METRES / CABLES TO THE ... (CAR-
DINAL POINTS) OF THE RADAR REFERENCE LINE”
“MV ... HAS REPORTED AT REPORTING POINT ...”
“YOU ARE GETTING CLOSER TO THE VESSEL … (CARDINAL POINTS) OF YOU”
“VESSEL ON OPPOSITE COURSE IS PASSING TO THE ... (CARDINAL POINTS) OF YOU.”
“YOU WILL MEET CROSSING TRAFFIC IN POSITION ...”
“VESSEL IS ENTERING / LEAVING THE FAIRWAY AT ...”
“BUOY ... DISTANCE ... METRES / CABLES ... (CARDINAL POINTS).”
“VESSEL … (CARDINAL POINTS) OF YOU IS…”
~ TURNING.
~ ANCHORING.
~ INCREASING / DECREASING SPEED.
~ OVERTAKING YOU.
~ NOT UNDER COMMAND.
COURSE REQUEST
You must be careful with the implications of words such as:

- TRACK
- HEADING
- COURSE MADE GOOD
“YOUR TRACK IS…”

~ PARALLEL WITH THE REFERENCE LINE.
~ DIVERGING FROM THE REFERENCE LINE.
~ CONVERGING TO THE REFERENCE LINE.
- “WHAT IS YOUR PRESENT COURSE/HEADING?”
“MY PRESENT COURSE / HEADING IS ... DEGREES”
- “YOU ARE STEERING A DANGEROUS COURSE”
85
- “COURSE TO MAKE GOOD IS ... DEGREES.”
- “VESSEL ... (CARDINAL POINTS) OF YOU IS ON SAME COURSE ... DEGREES.”
- “KEEP YOUR PRESENT COURSE”
- “HAVE YOU ALTERED COURSE”
“YES, I HAVE ALTERED COURSE - MY NEW COURSE IS ... DEGREES.”
“NO, I HAVE NOT ALTERED COURSE - MY COURSE IS ... DEGREES.”
- “YOU ARE RUNNING INTO DANGER - “
~ SHALLOW WATER ... (CARDINAL POINTS) OF YOU.

~ SUBMERGED WRECK ... (CARDINAL POINTS) OF YOU.
~ FOG BANK ... (CARDINAL POINTS) OF YOU.
~ RISK OF COLLISION (WITH A VESSEL BEARING ... DEGREES, DISTANCE ... KILOME-
TRES / NAUTICAL MILES).
~ BRIDGE IS DEFECTIVE / ...
“MY NEW COURSE IS … DEGREES”
PILOTAGE REQUEST
For requesting:
“MUST I TAKE PILOT?”

- “YES, YOU MUST TAKE PILOT”
- “WHAT IS YOUR ETA AT … PILOT STATION IN LOCAL TIME?”

“MY ETA AT … PILOT STATION IS … HOURS LOCAL TIME”
“MY POSITION IS…”
- “WHAT IS YOUR DISTANCE FROM … PILOT STATION?”

“MY DISTANCE FROM... PILOT STATION IS … NAUTICAL MILES”
“IN WHAT POSITION CAN I TAKE THE PILOT?”

- “TAKE THE PILOT AT… PILOT STATION NEAR… AT … HOURS LOCAL TIME”
- “THE PILOT BOAT IS COMING TO YOU”
- “WHAT IS YOUR FREEBOARD?”

“MY FREEBOARD IS … METRES”
- “CHANGE TO VHF CHANNEL… FOR PILOT TRANSFER”
“STAND BY ON VHF CHANNEL… UNTIL PILOT TRANSFER IS COMPLETE”
- “YOU HAVE PERMISION TO PTOCEED BY YOURSELF”
- “FOLLO THE PILOT BOAT INWARD WHERE THE PILOT WILL EMBARK”
Embarking and disembarking pilot:
“STAND BY PILOT LADDER.”

“RIG THE PILOT LADDER ON PORT SIDE / STARBOARD SIDE ... METRES ABOVE WATER.”
“THE PILOT LADDER IS RIGGED ON PORT SIDE / STARBOARD SIDE.”
“PILOT TRANSFER COMPLETE”
86
“PILOT ONBOARD”
In case something wrong with the pilot ladder:
- “YOU MUST RIG ANOTHER PILOT LADDER”

“THE PILOT LADDER IS UNSAFE.”
- “WHAT IS WRONG WITH THE PILOT LADDER?”
“THE PILOT LADDER…”
~ HAS BROKEN / LOOSE STEPS.
~ HAS BROKEN SPREADERS.
~ HAS SPREADERS TOO SHORT.
~ IS TOO FAR AFT / FORWARD.
- “MOVE THE PILOT LADDER…”

~ ... METRES AFT / FORWARD.
~ CLEAR OF DISCHARGE.
- “RIG THE ACCOMMODATION LADDER IN COMBINATION WITH THE PILOT LAD-
DER.”
- “RIG THE PILOT LADDER ALONGSIDE HOIST.”
- “PUT LIGHTS ON AT THE PILOT LADDER.”
- “MAN ROPES ARE REQUIRED / NOT REQUIRED.”
- “HAVE A HEAVING LINE READY AT THE PILOT LADDER.”
- “CORRECT THE LIST OF THE VESSEL.”
- “MAKE A LEE ON YOUR PORT SIDE / STARBOARD SIDE.”
- “STEER ... DEGREES TO MAKE A LEE.”
- “KEEP THE SEA ON YOUR PORT QUARTER / STARBOARD QUARTER.”
- “MAKE A BOARDING SPEED OF ... KNOTS.”
- “STOP ENGINE(S) UNTIL PILOT BOAT IS CLEAR.”
- “PUT HELM HARD TO PORT / STARBOARD.”
- “ALTER COURSE TO … (CARDINAL POINTS) - THE PILOT BOAT CANNOT CLEAR THE
VESSEL.”
- “PUT ENGINE(S) AHEAD / ASTERN.”
- “EMBARKATION IS NOT POSSIBLE.”
- “BOARDING ARRANGEMENTS DO NOT COMPLY WITH SOLAS
“VESSEL IS NOT SUITED FOR THE PILOT LADDER.”
TUG REQUEST
“MUST I TAKE TUG(S)”

- “YES, YOU MUST TAKE … TUGS”
- “NO, YOU NEED NOT TAKE TUGS”
“HOW MANY TUGS MUST I TAKE?”

- “YOU MUST TAKE … TUGS ACCORDING PORT REGULATIONS”
“IN WHAT POSITION WILL THE TUGS MEET ME?

- “THE TUGS WILL MEET YOU IN POSITION… AT … UTC”
87
“MAY I USE THE TOWING LINES OF MY VESSEL?”
- “YES, YOU MUST USE THE TOWING LINES”
ANCHORING REQUEST
- “YOU MUST ANCHOR”

~ AT ... UTC.
~ UNTIL THE PILOT ARRIVES.
~ IN A DIFFERENT POSITION.
~ CLEAR OF FAIRWAY.
- “Do not anchor in position ...”
“I WILL ANCHOR IN POSITION…”
- “ANCHORING IS PROHIBITED”
- “YOU MUST HEAVE UP ANCHOR”
- “YOU ARE AT ANCHOR IN A WRONG POSITION”
- “YOU HAVE PERMISSION TO ANCHOR (AT ... UTC)”
~ IN POSITION ...
~ UNTIL THE PILOT ARRIVES.
~ UNTIL THE TUGS ARRIVE.
~ UNTIL SUFFICIENT WATER.
- “ARE YOU DRAGGING / DREDGING ANCHOR?”
“YES, I AM DRAGGING/DREDGING ANCHOR”
“NO, I AM NOT DRAGGING/DREDGING ANCHOR”
- “DO NOT DREDGE ANCHOR”
ARRIVAL, BERTHING AND DEPARTURE REQUEST
- “YOUR ORDERS ARE TO BERTH ON…”

- “YOUR ORDERS ARE CHANGED TO PROCEED TO…”
- “PROCEED TO… FOR ORDERS”
- “YOU HAVE PERMISSION TO ENTER/PROCEED AT… UTC”
- “VESSEL IS TURNING/MANOEUVERING IN POSITION…”
- “MV… “
~ WILL TURN IN POSITION ...
~ WILL LEAVE ... AT ... UTC.
~ IS LEAVING ...
~ HAS LEFT ...
~ ENTERED FAIRWAY IN POSITION
- “YOUR BERTH IS NOT CLEAR (UNTIL ... UTC)”
- “YOU WILL BERTH / DOCK AT ... UTC.”
- “BE READY TO GET UNDERWAY.”
“I AM READY TO GET UNDERWAY”
- “ARE YOU UNDERWAY?”
“YES, I AM UNDERWAY”
“NO, I AM NOT UNDERWAY”
- “MOVE AHEAD/ASTERN … METRES”
- “YOUR VESSEL IS IN POSITION – MAKE FAST”
88
SECTION VI
ON-BOARD COMMUNICATION
At the bridge, every order and answer must be repeated. At the moment of steering, the hel-
msman and the officer of the watch must order and respond in an immediately way.
STANDARD WHEEL ORDERS
“MIDSHIPS” – Rudder to be held in the fore and aft position.

“PORT / STARBOARD FIVE” - 5° of port / starboard rudder to be held.
“PORT / STARBOARD TEN” - 10° of port / starboard rudder to be held.
“PORT / STARBOARD FIFTEEN” - 15° of port / starboard rudder to be held.
“PORT / STARBOARD TWENTY” - 20° of port / starboard rudder to be held.
“PORT / STARBOARD TWENTY-FIVE” - 25° of port / starboard rudder to be held.
“HARD -A- PORT/STARBOARD” - Rudder to be held fully over to port / starboard.
“NOTHING TO PORT/STARBOARD” - Rudder to be held fully over to port / starboard.
“MEET HER” - Check the swing of the vessel´s head in a turn.
“STEADY” - Reduce swing as rapidly as possible.
“EASY TO FIVE/TEN/FIFTEEN/TWENTY” - Reduce amount of rudder to 5°/10°/15°/20° and
hold.
“STEADY AS SHE GOES” - Steer a steady course on the compass heading indicated at the
time of the order. The helmsman is to repeat the order and call out the compass heading on
receiving the order. When the vessel is steady on that heading, the helmsman is to call out:
“STEADY ON ...”
“KEEP THE BUOY/MARK/BEACON/… ON PORT SIDE/ STARBOARD SIDE”
“REPORT IF SHE DOES NOT ANSWER THE WEEL”
“FINISHED WITH WHEEL, NO MORE STEERING”
When the officer of the watch gives the order to the helmsman, the helmsman must repeat
the order given and respond when it is executed. For example:
OOW:
- “PORT, STEER ZERO EIGHT ZERO” (Course to be steered 080°)

HELMSMAN:
- “PORT, STEER ZERO EIGHT ZERO” (Repeat the order to confirm the order)
- “STEADY ON ZERO EIGHT ZERO” (When the vessel is steady on the course ordered)
STANDARD ENGINE ORDERS
The bridge telegraphs operators must repeat any engine order given, and the officer of the
watch must ensure that the order is executed correctly.
Orders:
1. “(PORT / STARBOARD ENGINES) FULL AHEAD / ASTERN “
2. “(PORT / STARBOARD ENGINES) HALF AHEAD / ASTERN “
89
3. “(PORT / STARBOARD ENGINES) SLOW AHEAD / ASTERN “
4. “(PORT / STARBOARD ENGINES) DEAD SLOW AHEAD / ASTERN “
5. “STOP (PORT/STARBOARD) ENGINES”
6. “EMERGENCY FULL AHEAD/ ASTERN”
7. “STAND BY ENGINE”
8. “FINISHED WITH ENGINES- NO MORE MANEUVERING”
There are some vessels with twin propellers. In these cases, the word “both” must be used
when you refer to both engines. For example:
“FULL AHEAD BOTH”

“FULL AHEAD STARBOARD”
When bow thrusters are used:
9. “BOW THRUSTER FULL/HALF TO PORT/STARBOARD”

10. “STERN THRUSTER FULL/HALF TO PORT/STARBOARD”
11. “BOW/STERN THRUSTER STOP”
POSITION REPORTS
During the watch, communication on the bridge also has its standards. For reporting to the
officer any information as the current position of the vessel, draft, movements and traffic
situation you must say:
For position:
“THE PRESENT POSITION IS…”
- “LATITUDE.... LONGITUDE…”
- “BEARING… DEGREES, DISTANCE… KILOMETRES/NAUTICAL MILES.
- “BUOY… (CHARTED NAME)”
- “BETWEEN… AND …”
- “WAY POINT / REPOSTING POINT…”
“ETA AT … (POSITION) IS … UTC”

“WE ARE ENTERING AREA…”
“WE ARE LEAVING AREA…”
For movements:
“TRUE COURSE / GYRO COMPASS COURSE / MAGNETIC COMPASS COURSE IS … DE-

GREES”
“GYRO COMPASS ERROR IS… DEGREES EAST/WEST”
“SPEED OVER GROUND/ THROUGH WATER IS … KNOTS.
90
“THE COURSE BOARD IS WRITTEN UP”
“THE NEXT CHART IS WITHIN … HOURS”
For draft:
“DRAFT FORWARD/AFT IS … METRES”

“PRESENT MAXIMUM DRAFT IS … METRES”
“UNDER KEEL CLEARANCE IS … METRES”
For traffic situations:
“A VESSEL IS …”
- “OVERTAKING… (CARDINAL POINTS) OF US”
- “ON OPPOSITE COURSE”
- “PASSING ON PORT SIDE/ STARBOARD SIDE”
“A VESSEL IS CROSSING FROM PORT SIDE”
“WE…”
- “NEED NOT GIVE AWAY”
- “WILL STAND ON”
- “WILL ALYER COURSE TO GIVE AWAY”
- “HAVE ALTERED COURSE TO GIVE AWAY”
“A VESSEL WILL PASS… KILOMETRES/NAUTICAL MILES AHEAD/STERN”

“A VESSEL … (CARDINAL POINTS) OF US IS ON THE SAME COURSE”
“THERE ARE FISHING BOATS IN THE AREA”
“THERE ARE NO DANGEROUS TARGETS IN THE AREA”
For navigational aids and equipment status briefing:
“PORT SIDE/STARBOARD SIDE RADAR IS AT … MILES RANGE SCALE”

“THE RADAR IS…”
- “RELATIVE HEAD UP/NOTH UP/ COURSE UP

- “TRUE MOTION NORTH UP/COURSE UP
“GPS IS/ IS NOT IN OPERATION”

“I CHANGE TO MANUAL/AUTOMATIC STEERING AT… UTC”
“NAVIGATIONAL LIGHTS ARE SWITCHED ON/OFF”
Radiocommunications briefing:
“INMARSAT… (TYPE OF SYSTEM) IS OPERATIONAL”

“VHF DSC CHANNEL 70 IS SWITCHED ON”
“NAVTEX IS SWITCHED ON”
91
“FOLLOWING WAS RECEIVED AT … UTC”
“THE PILOT STATION / VTS STATION REQUIRES…”
- “FLAG STATE”
- “CALL SIGN /IDENTIFICATION”
- “DRAFT”
- “GROSS TONNAGE”
- “LENGTH OVERALL”
- “KIND OF CARGO”
- “ETA AT… UTC”
METEOROLOGICAL CONDITIONS BRIEFING
“THE DIRECTION OF THE CURRENT WILL CHANGE IN … HOURS”
“FOG/MIST/DUST/RAIN/SNOW… IS IN THE AREA”
“AUTOMATIC FOG SIGNAL IS SWITCHED ON”
“THE WIND IS … (CARDINAL POINTS) DORCE BEAUFORT…”
“THE SEA STATE IS EXPECTED TO CHANGE WITHIN… HOURS”
“VISIBILITY IS REDUCED BY FOG IN THE AREA”
“NEXT WEATHER REPORT IS AT … UTC”
“ATMOSPHERIC PRESSURE IS … MILLIBARS/HPASCAL”
Standing orders and bridge organization briefing:
“STANDING ORDERS FOR THE PERIOD FROM … TO … UTC ARE…”

“READ AND SIGN THE STANDING ORDERS”
“EVERYTHING IS IN ORDER”
“THE FOLLOWING WAS STATED…”
“THE HELMSMAN IS STANDING BY”
“CALL THE MASTER AT … UTC IN POSITION …”
92
For trim, list and stability:
“THE VESSEL IS ON EVEN KEEL”

“THERE IR NO LIST”
“DECK CARGO WAS RESTOWED TO CORRECT THE LIST”
“PRESENT STABILITY IS GOOD/POOR”
“(NUMBER)… DOUBLE BOTTOM TANKS WERE FILLED TO IMPROVE THE STABILITY”
93
SECTION VII
PILOT ON THE BRIDGE
When pilot is onboard at the bridge, he will require some information about propulsion system,
manoeuvring, radar, draft and air draft, anchoring, tug assistance, and for berthing and unber-
thing. Examples of this requirements such as:
PROPULSION SYSTEM:
- “IS THE ENGINE A DIESEL OR A TURBINE?”

“THE ENGINE IS…”
- “HOW LONG DOES IT TAKE TO CHANGE THE ENGINES FROM AHEAD TO STERN?”
“IT TAKES… SECONDS TO CHANGE ENGINES”
MANOEUVRING:
- “I REQUIRE THE PILOT CARD”
- “WHAT IR THE DIAMETER OF THE TURNING CIRCLE”
“THE DIAMETER OF THE TURNING CIRCLE IS… METRES”
- “HOW LONG DOES IT TAKE TO CHANGE FROM HARD -A- PORT TO HARD -A- STAR-
BOARD?”
“IT TAKES… SECONDS…”
RADAR:
- “IS THE RADAR OPERATIONAL?”
“YES, THE RADAR IS OPERATIONAL”
DRAFT:
- “WHAT IS YOUR PRESENT MAXIMUN DRAFT?”

“MY PRESENT MAXIMUN DRAFT IS … METRES”
ANCHORING:
- “STAND BY PORT/STARBOARD/ BOTH ANCHOR(S) FOR LETTING GO”

- “WALK OUT THE ANCHOR”
- “PUT… SHACKLES IN THE WATER”
- “SLACK OUT THE CABLE(S)”
“THE ANCHOR POSITION IS BEARING… DEGREES, DISTANCE… KILOMETRES/NAUTICAL

MILES”
- “CHECK THE ANCHOR POSITION EVERY… MINUTES”
- “HEAVE UP PORT/STARBOARD/BOTH CABLE(S)”
94
- “STOP HEAVING”
“… SHACKLES ARE LEFT (TO COME IN)”
“THE ANCHOR IS CLEAR OF THE WATER/HOME/FOUL/ SECURED”
TUG ASSISTANCE:
- “WE WILL TAKE… TUGS”

- “THE TUG(S) WILL PUSH/PULL”
- “WE USE THE TOWING LINES OF YOUR VESSEL”
- “STAND BY FOR MAKING FAST THE TUG(S)”
- “MAKE FAST THE TUG(S)”
- “KEEP CLEAR OF TOWING LINE(S)”
- “LET GO THE TUG”
BERTHING:
“WE WILL BERTH PORT SIDE/STARBOARD SIDE ALONGSIDE”
“HAVE THE HEAVING LINES READY FORWARD AND AFT”
“WE ARE IN POSITION”
“MAKE FAST FORE AND AFT”
“FINISHED MAOEUVRING STATIONS”
UNBERTHING:
- “STAND BY ENGINE”
- “ARE YOU READY TO GET UNDERWAY”
“YES, WE ARE READY TO GET UNDERWAY”

- “STAND BY FOR LETTING GO”
- “SLACK AWAY” (HEAD/STERNLINE, BREASTLINE, FORE/AFT SPRING)
- “HOLD ON” (HEAD/STERNLINE, BREASTLINE, FORE/AFT SPRING)
- “HEAVE ON” (HEAD/STERNLINE, BREASTLINE, FORE/AFT SPRING)
- “LET GO” (HEAD/STERN LINE, BREAST LINE, FORE/AFT SPRING)
“FINISHED WITH MANOEUVRING STATIONS”
95
SECTION VIII
DURING PORT OPERATION
During the gangway watch, you must receive all the visitors and also take care of the gangway. You
must express in a correct way during this watch, because people coming into the vessel may ask
you for some information required for their purpose, such as cargo information, crew information
and vessel´s information.
For receiving visitors, according to the ISPS (INTERNATIONAL SHIP AND PORT FACILITY
SECURITY) you must ask them for their identification, and purpose of visit. After this, you must
report the duty officer and record it on the Port Log Books. Also, you must know how to report,
record and respond to the cargo operation information given by the crew supervising it according
the bay plan.
RECEPTIONS
For receiving any visitor such as a new crewmember, custom authorities, agents or planners you
must ask them:
“CAN YOU SHOW ME YOUR IDENTIFICATION PLEASE?”

“WHICH IS THE PURPOSE OF THE VISIT?”
“DO YOU NEED TO TALK WITH THE CHIEF OFFICER?”
REPORTS
For reporting to the duty officer:
“AGENT/ CUSTOM AUTHORITIES ONBOARD”

“STEVEDORE/ PLANNER ONBOARD”
“AGENT PROCEEDS TO THE SHIP’S OFFICE”
REQUESTS
Usually the stevedore or planner asks some information:
- “WHICH IS THE POSITION OF THE GEAR BOX?”

“THE GEAR BOX IS ON … (BAY/ROW/TIER)”
- “REEFERS ON BAY… ARE ALREADY CHECKED?”

“YES, REEFERS ON BAY… ARE ALREADY CHECKED”
“I WILL ASK THE DUTY OFFICER”
- “PLEASE UNPLUG REEFERS ON BAY…”

“REEFERS ON BAY… ALREADY UNPLUGGED”
During loading or discharging, your crew mates will report by VHF the bay loading or discharging,
96
you must respond to the message and record it in the bay plan and operation book.
- “BAY TWENTY-FOUR ON DECK START LOADING”

“BAY TWENTY-FOUR ON DECK START LOADING”
- “BAY THIRTY-EIGHT IN HOLD START DISCHARGING”

“BAY THRTY-EIGHT IN HOLD START DISCHARGING”
If you don´t understand, you may request for repeating the message:
- “BAY FOURTEEN ON DECK FINISH LOADING”

“I DID NOT READ THE LAST ONE. CAN YOU REPEAT PLEASE?”
- “BAY ONE-FOUR ON DECK FINISH LOADING”

“BAY ONE-FOUR ON DECK FINISH LOADING”
STATUS
For reporting cargo operation status:
“CARGO OPERATION FINISHED AT … UTC”

“CARGO OPERATION STANDED BY”
“CARGO OPERATION WILL CONTINUE AT… UTC”
“CARGO OPERATION STARTED”
97
EXERCISES
EXERCISE 1.
Do this quiz to test your knowledge of ship’s motion
1)When the wind hits a ship amidships which of these vessels turns towards the wind?
a) tug
b) tanker
c) yacht
2)What do the words axial and transverse describe?
a) rudders
b) sails
c) propellers
3)Which of these is pitch?
a) bow up, stern down

b) port up starboard down
c) whole ship up and down
4)Waves from astern make a ship speed up and slow down. ¿is is called:
a) yawing
b) heaving
c) surging
5) Rolling is caused by:
a) waves from abeam

b) wind from astern
c) ship moving against the current
98
VOCABULARY
EXERCISE 2. Use these words to name the parts of the ship (a–h) and name any other
parts you know.
stern
keel
rudder
bows
davit
container
bridge
propeller
EXERCISE 3. Write these words onto the correct places in the diagram:
port side starboard side dead astern abaft after end

forward end
EXERCISE 4. Match the words on the le with denitions on the right.
bows towards the front

stern opening in the deck
port side right side
starboard side a projection below the hull
aft living area
forward command station
hull machine to move heavy things
keel point that is most forward
bridge kitchen
hatch way the rear
galley towards the rear
windlass body of a ship
quarters le side
99
EXERCISE 5. Each of these sentences has an error. Find the error and correct it.
Example: Go forward towards a bows.
Go forward towards the bows
1)¿e windlass are a of the bridge.
___________________________________________________________________
2)Crews quarters are in the port side.
___________________________________________________________________
3)Help I out in the galley please.
___________________________________________________________________
4)Go through the hatchway and into the deck.
___________________________________________________________________
5)Report you to the bridge now.
___________________________________________________________________
6)We paint and scrape a hull of this ship.
___________________________________________________________________
7)¿e propeller are broken.
___________________________________________________________________
8)Some keel hit the rocks.
___________________________________________________________________
9)Clean the ship from a bows to a stern.
___________________________________________________________________
10)¿ere is a hole in the starboard sides of the hull.
___________________________________________________________________
EXERCISE 6 Match the job with the description.
sailor responsible for food

Master
technical expert
Second Engineer
helps maintain engines
Purser
safety ocer who does the 8–12 watch
third Officer
learner
Marine Oiler
the captain of a ship
Ordinary Seaman
oficer in charge of accounts
Electrician
supervises engine department
Cook
100
EXERCISE 7 Put the jobs in the list into these ship’s departments.
Deck department Engineering department Steward’s department
EXERCISE 8 Write sentences which describe the work of:

a) an able seaman, b) a pilot
a)___________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_________________________________________________________________
b)___________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_________________________________________________________________
ESTRUCTURES
Present Tenses
EXERCISE 9 Say which sentences are in the Simple Present and which sentences are in
the Present Continuous.
1) I am travelling at three knots.

2) We sail from Dover to Calais every day.
3) the Second Engineer supervises the
engine room.
4) We’re leaving harbour now.
EXERCISE 10 Say which of the above sentences are about:
1) facts that are true at any time

2) things that are happening now
3) repeated actions
4) things that happen for a limited time
101
TABLE OF FIGURES
figure 1IMO.ORG, Standards Marine Communication Phrases, 2001.........................................1
figure 3 bluemarine system limitaded,2017.................................................................................... 2
figure 2 Dimar,2017.............................................................................................................................. 2
Figure 6 Dimar,2018.............................................................................................................................. 3
Figure 4 Dimar,2017............................................................................................................................. 3
Figure 5 Dimar,2018............................................................................................................................. 3
Figure 7 Offshorecourses, 2018....................................................................................................... 3
FIGURE 8 JHON PIPES, BOATS FOR BEGINNERS, USA 2000............................................. 4
FIGURE 9 JHON PIPES, BOATS FOR BEGINNERS, USA 2000............................................. 5
FIGURE 10 JHON PIPES, BOATS FOR BEGINNERS, USA 2000........................................... 6
FIGURE 11 JHON PIPES, BOATS FOR BEGINNERS, USA 2000............................................ 7
Figure 12 TECHNICAL ENGLISH FOR NAVIGATION PAULA D.C........................................ 8
FIGURE 13 SHIP OVERSEAS BLOG, SAN DIEGO, USA...........................................................10
Figure 15 SHIP OVERSEAS BLOG, SAN DIEGO, USA................................................................10
FIGURE 14 SHIP OVERSEAS BLOG, SAN DIEGO USA............................................................10
Figure 16 SHIP OVERSEAS BLOG, SAN DIEGO, USA...............................................................11
Figure 17 SHIP OVERSEAS BLOG, SAN DIEGO, USA...............................................................11
Figure 15SHIP OVERSEAS BLOG, SAN DIEGO, USA................................................................11
Figure 18 The marine observer-2018................................................................................................14
Figure 19 The marine observer-2018...............................................................................................15
Figure 20The marine observer-2018................................................................................................15
Figure 22 La nacion, lorenza, en la cocina artic..............................................................................16
Figure 21 The marine observer-2018...............................................................................................16
Figure 23 Girik Iinstitute maritime studies,2017..........................................................................17
Figure 25 123RF Igor Kardasov- 2018..............................................................................................17
Figure 24 coral crew-ableseaman,2018.............................................................................................17
Figure 26 USmerchantmarine,2018...................................................................................................17
Figure 27 Picture taken by D. montoya............................................................................................18
Figure 30The marine observer-2018................................................................................................19
Figure 31Nauticexpo-2017..................................................................................................................19
Figure 33Nauticexpo-2017.................................................................................................................19
Figure 35 The marine observer-2018............................................................................................. 20
Figure 34The marine observer-2018............................................................................................... 20
Figure 36 Picture taken by D.montoya M/V Spirit of Singapore.............................................21
Figure 37DHR Marine, Navigation lights, 2017.............................................................................21
Figure 38 DHR Marine, Navigation lights,2017.............................................................................. 22
Figure 40 FURUNO OPERATOR MANUAL,2017.......................................................................... 22
Figure 39 DHR Marine, Navigation lights, 2017............................................................................ 22
Figure 41 DHR Marine, Navigation,2015.......................................................................................... 23
Figure 43 DHR Marine, Navigation,2015 ........................................................................................ 23
Figure 42 Picture taken by D.montoya M/V Spirit of Singapore............................................ 23
Figure 44 DHR Marine, Navigation,2015 ........................................................................................ 23
Figure 45 Picture taken by D.montoya M/V Spirit of Singapore............................................. 24
Figure 47 Marineinsight-navigationdevices,2017.......................................................................... 25
102
Figure 46 The full wiki,-paper charts,2017................................................................................. 25
Figure 50 Marineinsight-navigationdevices,2017....................................................................... 26
Figure 48Marineinsight-navigationdevices,2017........................................................................ 26
Figure 51 Marineinsight-navigationdevices,2017........................................................................ 26
Figure 53 Picture taken by D.montoya M/V Spirit of Singapore.......................................... 27
Figure 55 Picture taken by D.montoya M/V Spirit of Singapore......................................... 27
Figure 52Marineinsight-navigationdevices,2017........................................................................ 27
Figure 56 Marinegyaan,GMDSS-2015........................................................................................... 28
Figure 58 Marinegyaan,NAVTEX-2015......................................................................................... 29
Figure 59 Marinegyaan,GMDSS-2015........................................................................................... 30
Figure 60 Marinegyaan,GM DSS-2015.......................................................................................... 30
Figure 61 Vikingslife- safetyblog,2016.........................................................................................31
Figure 62 Vikingslife- safetyblog,2016........................................................................................31
Figure 64 Vikingslife- safetyblog,2016........................................................................................ 32
Figure 66 Vikingslife blog,2016...................................................................................................... 32
Figure 68 Vikingslife blog,2016...................................................................................................... 33
Figure 81 Pinterest,resucitation equipment-2013...................................................................... 37
Figure 80 Pinterest,resucitation equipment-2013..................................................................... 37
Figure 82 pinterest,resucitation equipment-2013..................................................................... 37
Figure 83 Pinterest,resucitation equipment-2013..................................................................... 38
Figure 84 Pinterest,resucitation equipment-2013.................................................................... 38
Figure 85 Noah safety-spill station-2015.................................................................................... 38
Figure 87 Picture taken by D.montoya M/V Spirit of Singapore......................................... 39
Figure 86 Noah safety-spill station-2015................................................................................... 39
Figure 99 Noah safety-emergency-2012...................................................................................... 40
Figure 100 Noah safety-emergency-2012.................................................................................... 40
Figure 101 Noah safety-Drills-emergency-2013..........................................................................41
Figure 102 Picture taken A.Wittingham M/V Spirit of Singapore....................................... 43
Figure 103 MarineDocs, Care of Mooring Lines.......................................................................... 43
Figure 104 Design Principles of ships an marine structure,2015........................................... 44
Figure 106 Design Principles of ships an marine structure,2015........................................... 44
Figure 105 Picture taken by D.montoya M/V Spirit of Singapore...................................... 44
Figure 107 Picture taken by D.montoya M/V Spirit of Singapore....................................... 45
103
Figure 108 Picture took by D.montoya M/V Spirit of Singapore............................................. 45
Figure 110 Picture taken by D.montoya M/V Spirit of Singapore........................................... 47
Figure 112 Design Principles of ships an marine structure,2015............................................... 48
Figure 111 Design Principles of ships an marine structure,2015................................................ 48
Figure 114 Marine Insight, Reserved 2018..................................................................................... 49
Figure 113 Marine Insight, Reserved 2018..................................................................................... 49
Figure 117 cadena de suministros y logistica 2012........................................................................ 50
Figure 115 Vikingslife- safetyblog,2016.......................................................................................... 50
Figure 116 Vikingslife- safetyblog,2016.......................................................................................... 50
Figure 118 Vikingslife- safetyblog,2016...........................................................................................51
Figure 119 Vikingslife- safetyblog,2016...........................................................................................51
Figure 121 Ingersoll Rand Products, Power tools, Needle and Chisel Scalers........................ 54
Figure 123Cult of sea, Maritime knowledge base. 2017............................................................... 55
Figure 120 Cult of sea, Maritime knowledge base. 2017............................................................. 55
Figure 132 JOTUN Paint Products, Tiger paints for Singapore Market................................. 57
Figure 133 Epic Resins Polymers for Industry. 2018................................................................... 57
Figure 134 Wire Rope Lubricants, Lubrication Engineers, South Africa................................ 58
Figure 137 Picture took by Alfonso Wittingham, Onboard of the M/V Spirit of Singapore. 58
Figure 135 Cablul Romanesc- Wire Rope Maintenance................................................................. 58
Figure 136 PV Sullivan Supply Co, Inc.............................................................................................. 58
Figure 138 Ingersoll Rand R000A2-228 Grease Gun. Catalogue 2018..................................... 59
Figure 140 Caulfield Industrial, Pressol Manual Oil & Grease Dispensing Units.................... 59
Figure 139Fleet Management Limited, USA................................................................................... 59
Figure 141 Manning River Steel, Australia, 2018........................................................................... 59
Figure 142 Grainger, INC. Catalogue 2018...................................................................................... 60
P Figure 146 Picture taken A. Wittingham. M/V Spirit of Singapore..................................... 60
Figure 143 Search Workshop Supplies ltd, 2018.......................................................................... 60
Figure 145 Marine Insight, Reserved 2018......................................................................................61
Wolf Maritime Safety, Equipment, 2017..........................................................................................61
Figure 147 Picture taken by D.Montoya. RM SIROCO..................................................................61
104

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Donnoban Esteban Montoya V.

Alfonso Wittingham Arandia

Donnoban Esteban Montoya Velosa

zaw ye nay 3/O

Picture took by D.montoya and A. Wittingham.

PART A GENERAL BASIC CONCEPT.............................................................. 2

figure 1IMO.ORG, Standards Marine Communication Phrases, 2001.

T ¿What is the IMO?

The Safety of Life at Sea convention also

A vessel is structured basically as in the following image:

The keel is located at the

FIGURE 8 JHON PIPES, BOATS FOR BEGINNERS, USA 2000.

- The vessel starts from the stern to the bow.

FIGURE 9 JHON PIPES, BOATS FOR BEGINNERS, USA

A ship has a three-dimensional structure:

FIGURE 10 JHON PIPES, BOATS FOR BEGINNERS, USA 2000.

FIGURE 11 JHON PIPES, BOATS FOR BEGINNERS, USA 2000.

OTEN Maritime Studies -

RESERVE OF BUOYANCY: Watertight volume of a vessel above the waterline

Figure 12 TECHNICAL ENGLISH FOR NAVIGATION PAULA D.C

i. Upper deck: Here is located the

vii. “F” deck: Captain´s and Chief engi-

The Roll on Roll of ships, have the function

TANKERS FIGURE 14 SHIP OVERSEAS BLOG,

This type of ship carries huge quan-

Figure 15 SHIP OVERSEAS BLOG, SAN

This type of ship officially has to ca-

Are ships design for fishing exclusively.

Figure 16 SHIP OVERSEAS BLOG, SAN DIE-

Also called “fast ferries”, mainly designed

Figure 17 SHIP OVERSEAS BLOG, SAN

The shipowner in exercise of his/her exclusive rights may enter in affreightment

There are two types Time Chartering: Contract in which

Figure 18 The marine observer-2018

Figure 19 The marine observer-2018

Figure 20The marine observer-2018

Figure 21 The marine observer-2018

Figure 22 La nacion, lorenza, en la cocina artic

The messman works for the chief cook, is the

Figure 23 Girik Iinstitute maritime stu-

Figure 27 Picture taken by D. montoya

Chief Engineer Second Engineer

In the engine department, the chief en-

Figure 28 The marine obser- Figure 29 The marine ob-

Responds directly to the chief engineer,

Figure 30The marine observer-2018

Realizes all the works assigned by the Fitter

Figure 32 The marine observer-2018

Their main function is to clean the

Figure 34The marine observer-2018

Figure 35 The marine obser-

Nowadays the navigational equipment is very important for safety naviga-

Figure 36 Picture taken by D.montoya M/V Spirit of Singapore

NAVIGATIONAL LIGHTS CONTROL PANEL:

This equipment is used for controlling the na-

Figure 37DHR Marine, Navigation lights,

This equipment is used for controlling the

Figure 38 DHR Marine, Navigation li-

This equipment is used for controlling

Figure 39 DHR Marine, Navigation

Figure 40 FURUNO OPERATOR MA-

The Automatic Identification System is