Maritime english for deck officers of operational level on ships of 500 GT

When loading dangerous goods, only compatible cargo should be loaded or stowed together.. Great care is needed to ensure that all dangerous goods are properly stowed and secured The I M

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Unit:2 BRIDGE WATCH KEEPING AT SEA

2 1.1 Principles to be observed in keeping a navigational watch

The officer in charge of the navigational of the Master’ s representative and is primarily responsible at all time for the safe navigation of the ship and for complying with the international Regulations for Preventing Collisions at sea, 1972 (COREG 72)

persons, wrecks and debris

TOPIC I: CARRIAGE OF DANGEROUS GOODS

Dangerous goods are carried in a wide variety of packages, containers and drums, each designed to handle the particular materials in the best possible way Under no circumstances should the recommended stacking or stowage height be exceeded

When loading dangerous goods, only compatible cargo should be loaded or stowed together Great care is needed to ensure that all dangerous goods are

properly stowed and secured

The I M D G Code should be adhered(dinh vao, gan vao,di lien) to particularly

as regards the correct

stowage location and the segregation(su pan biet ) of cargoes

The ship’s Officers should study how best to handle any broken package, drum, container or receptacle(chç chøa) before any damage occurs The use of salt water on some goods will cause an explosion or release of very toxic gas

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Where shade (noi tam lanh) on deck is meant to be provided, the First Mate should ensure that the awning (mais che) is not removed and is replaced as soon as possible if it is damaged

Questions:

1- What dangerous goods do you know?

2- How are dangerous goods carried to handle the particular materials in the best possible way?

3- Which cargo should be loaded or stowed together?

4- What is needed to ensure that all dangerous goods are properly stowed and secured?

5- What should the ship’s Officers study?

6- What will the use of salt water on some goods cause?

7- What on deck is meant to be provided?

8- What should the 1st Mates ensure?

TOPIC 2: RADAR

Except when the vessel is alongside the berth in port, the radar should

always be kept on STAND-BY conditions at all times This ensures that the radar

is ready for immediate use and will significantly (đáng kể)increase the operational life of the equipment Continual switching on and off will significantly reduce the life

of

the components (thành phần) within the set

The Officer of the watch should use the radar when appropriate (thich hop) and always whenever (moi khi) restricted visibility is encountered (bat gap)(or expected –

du tinh) and also in congested (chat troi)waters, bearing in mind the radar limitations (luu y den nhung gioi han cua rada) Whenever radar is used, the Officer of the watch will select an appropriate range scale, observe the display carefully and plot

effectively

The Officer of the watch should ensure that the range scales used are

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changed at sufficiently (thich dang) frequent intervals (giai lao) so that echoes (tin hieu doi) are detected (nhan biet) as early as possible and that small or weak echoes

do not escape detection (mat tin hieu)

The Officer of the watch should ensure that plotting or systematic(co he

thong,co phuong phap) analysis (phan tich/xu ly) is carried out in sufficient time and also remembering that time may be gained (thu được, lấy được, giành được, kiếm được) by reducing speed, if considered necessary.(nếu coi là cần thiết)

In clear weather, and whenever possible, the Officer of the watch should

carry out radar practice

Questions:

1- When should the radar be kept on STAND-BY conditions?

2- What is the radar ready for?

3- What will happen if continual switching on and off?

4- How should the Officer of the watch use the radar?

5- What should the Officer of the watch ensure so that echoes are detected as early as possible and that small or weak echoes do not escape detection?

6- What should the Officer of the watch carry out in In clear weather, and

whenever possible

TOPIC 3: PREPARATION OF CARGO PLAN

A carefully prepared cargo plan is a valuable (hỗ trợ quan trọng) to safe

practice and should include as much detail as possible All Officers and key

personnel (người then chốt)engaged in cargo operations should be given the

opportunity (được tạo cơ hội)to study and discuss the plan before operations

commence to ensure that they are completely familiar with it

When preparing the plan, both for loading and discharging, careful

Consideration (lưu ý) should be given to the following

- Quantities per tank, and the order of loading or discharging so as to ensure good weight distribution and therefore the minimum stress and optimum (thuận lợi nhất) trim (c ân bằng mớn mũi-l ái, sắp xếp)

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- Safe segregation (chia tách) of different parcels (lô, Bao kiện)when more than one grade (lớp, loại) of petroleum is carried

- Pipelines, pumps and valves to be used for each tank or section

- Reduction (giảm) in normal flow rates when “topping off’ (hoàn thành) or when commencing loading Particular attention is required when loading grades classed as

Static accumulators (tĩnh điện)

- Any requirement for cleaning lines and pumps which may be used for handling more than one grade

- Any requirement for isolating (đơn, co lập cach ly) sections of the cargo tank venting system when loading, particular to any possible risk if volatile vapours

entering

gas free tanks through the venting system

TOPIC 4: DUNNAGE

It is most important that only clean, dry dunnage is used, free from any

stains (dơ bẩn) from previous cargoes

Dunnage should always be laid with the first layer crossing the floor and

beams (sườn ngang)of the tanktops (đỉnh két) and tweendecks When only limited dunnage is being used, the first layer can be laid diagonally (chéo), leading towards the side to assist drainage (hỗ trợ thoát nước)

When palletized or unit load cargoes are being loaded, the dunnage used

between them should be sufficient (có khả năng) to allow forklift trucks to work without damaging them or their content

When carrying heavy cargoes, a mat (chiếu, tấm lót)of dunnage should be laid under the cargo to ensure even weight distribution over as large an area as possible

Spar(trụ) ceilings should be kept in good condition any broken spars replaced Care should be taken to ensure that cleats (cọc đầu dây)have not been bent outwards

so that they cause damage to the cargo

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TOPIC 5: TAKING OVER THE WATCH

The Officer of the watch should not hand over the watch to the relieving

Officer if he has reason to suspect that the latter is under any disability which

precludes him from carrying on his duties effectively If the Officer of the watch is in any doubt whatsoever regarding the fitness of the relieving Officer, he must inform the Master immediately The Officer of the watch must ensure that the other

members of his watch are fully capable of performing their duties, and in particular, their adjustment to night vision The relieving Officer should not take over the watch until his vision has fully adjusted to the prevailing conditions and that he is

personally satisfied regarding standing orders and other instructions of the Master relating to the navigation of the vessel Attention should be given to the following

1 The position, course, speed, and draught of the vessel

2 Prevailing and predicted tides, currents, weather, visibility and the effect

of these factors on the course and speed

3 The navigational situation, including (but not limited to) the following

(a) The operational condition of the navigational and safety equipment

being used or likely to be used during the watch,

(b) Errors of gyro and magnetic compasses, including errors of the

repeaters, compared with the master gyro compass,

(c) The presence and movement of vessels in vision or known to be in

the vicinity,(gần)

(d) conditions and hazards likely to be encountered during the watch,

(e) The possible effects of heel, trim, water density and “squat” on the

under keel clearance

information as below :

+ Course :true course ,gyro course and magnetic course

+ Weather state : direction and wind force

+ Visibility: good or poor

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+ Present traffic condition ,especially danger target

+ Navigational equipment condition

+ Average speed in watch

+ Next waypoint ,next course if necessary

+ Orders of captain if have

+ In case of , there are many ship : this ship is the most dangerous ,we should turn over first !

+ We should turn over CPA ,TCPA ,BEARING ,BCR ,BCT of target ship

+ If there are fishing boat ,we should turn over careful fishing boat is moving or

no moving there is fishing net or no

TOPIC 6: STOWAGE PLAN AND PORT ROTATION(luân chuyển)

When drawing up the cargo stowage plan, the Master and the First Mate

must ensure that the cargo can be stowed making maximum use of all cargo

handling equipment in every port

The cargo should be so distributed that the ship will always have a

Reasonable(hợp lý) trim(cân bằng), with broken stowage and stresses due to uneven

(không cân )loading kept to a minimum

When cargo has to be discharged at several ports, great care must be taken

to ensure that the cargo for one port is not stowed above cargo for delivery at a

port due to visit earlier

When a stowage plan is being drawn up by the stevedores, the ship’s officer

should always draw up its own plan of the actual loading sequence(phối hợp) In this

way

the ship’s Officers can very quickly see when over-stowing is likely to occur and

take preventive (ngăn ngừa)action

When loading cargo at intermediate ports, the ship’s Officers should ensure

that the space allotted (chia, ấn định)for each port is not exceeded(vượt quá),

otherwise there may be insufficient(thiếu) space remaining and cargo shut out at the

last port to be visited

Khi vẽ sơ đồ xếp hàng, TT cà ĐP phải đảm bảo rằng hàng hoá có thể đ-ợc xếp với

sự tận dụng tối đa thiết bị làm hnàg ở mỗi cảng

TOPIC 7: SINGLE ANCHOR PROCEDURE

The master, or pilot, should manoeuvre the vessel to the desired

(muốn)position, and take all (make) way off, so that the vessel is stopped over the ground She should be heading to the wind and/or tide, and have her anchor walked (xụng ra) back out of the hawser pipe, on the brake ready for letting go The bridge should be informed that the anchor is on the brake of windlass, or cable holder, and is ready for the order to “let go”

The engines should be operated to give stern way to the vessel The master should check overside (ngoài mạn) and see the stern wake (vệt nước cuộn), about half-way up the vessel’s length, and know that stern way (trớn lựi) is being made through the water, before giving the order to “let go” The officer in charge of the anchor party should order the brake to be taken off and allow the cable out in length along the sea bottom, and not cause it to pile up on itself

The officer in charge should start to apply the brake once enough cable has

to run out to prevent it falling on top of the anchor The procedure is to check on the cable periodically, by applying the brake, while the vessel drops astern, either under engine power or through the action of the tide, and lays (thả)the required

length

of cable

Communication from the fo’ c’ sle (forecastle) head to the bridge should be maintained by walkie-talkie, public address system, or by the ringing of the ship’s forward

Bell

Main structure: either…or… I left it either on the table or in the drawer

Thủ tục thả 1 neo

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TOPIC 8: COMPULSORY PILOTAGE

Compulsory pilotage shall be applied for all types of foreign vessels regardless

of size and Vietnamese vessels of 2000GT and over by Vietnamese pilots on entry into, departure from the port, manoeuvre in the waters of the port or in other

compulsory pilotage areas of Vietnam, and the payment of pilot fees shall be as per provisions (cac dieu khoan)of the existing(hien hanh) laws For Vietnamese vessels

of less than 2000GT, the Master may decide(quyet dinh) to request for pilotage

Based on the actual conditions, Director of the Maritime Administration of (… ) shall have the right to provide(cung cap,dua ra quyet dinh) in the seaport

regulations the non-compulsory

pilotage for foreign vessels of less than 100GT on entry into and departure from the seaport, but he shall still be responsible for maritime safety and prevention of

pilotage area shall be allowed to pilot the vessel by himself but he has to inform

in advance the Maritime Administration of (… ) accordingly (phù hợp)

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TOPIC 9: GENERAL DEFINITIONS(dinh nghia)

The term “vessel restricted in her abilities to manoeuvre” means a vessel

from which the nature of her work is restricted in her ability to manoeurve as

required by these Rules and is therefore unable to keep out of the way of another vessel

The term “vessel restricted in their ability to manoeurve” shall include but

not limit to:

(i) a vessel engaged inlaying, servicing or picking up a navigation mark,

submarine cable or pipeline;(tau dang dat, bao duong, thao doi diem hanh hai, cap ngam hoac duong ong)

(ii) a vessel engaged in dredging, surveying or underwater operations;(tau dang nao vet, trac dac hoac hoat dong duoi nuoc)

(iii) a vessel engaged in replenishment or transferring persons, provisions

or cargo while underway;(tau dang cap hoac doi nguoi, do du tru hoac hang hoa trong luc dang dien ra)

(iv) a vessel engaged in the launching or recovery of aircraft;(tau dang cho may bay cat, ha canh)

(v) a vessel engaged in mine clearance operations;(tau dang tien hanh ra pha min) (vi) a vessel engaged in a towing operation such as severely restricts the

towing vessel and her tow in their ability to deviate(chech huong) from their

course.(tau dang thuc hien lai dat nhu la cuc ky han che tau keo va tau duoc keo ma kha nang cua chung chech huong )

The term “vessel constrained(cuong buc) by her draft” means a power-driven

vessel which because of her draught in relation to the available depth of water is severely restricted in her ability to deviate from the course is following.(nghia la mot tau may co mon lien quan den do sau nuoc bi rat han che doi voi kha nang bi chech huong di)

The word “underway” means that a vessel is not at anchor, or made fast to

the shore, or aground (tu “dang hanh trinh” nghia la tau khong neo, khong buoc ben hoac nam can)

The words “length” and “breadth” of a vessel mean her length overall and

greatest breadth

Vessels shall be deemed(cho lla) to be in sight(trong tam nhin) of one another only when one can be observed visually (thi giac)from the other

The term “restricted visibility” means any condition in which visibility is

restricted by fog, mist, falling snow, heavy rainstorms, sandstorrns or any other

similar causes

TOPIC 10: ENGLISH LANGUAGE REQUIREMENTS

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The revised Convention includes vessel references to expanded English

language requirements for seafarers(cong uoc sua doi bao gom nhung de xuat tau bien mo rong nhung yeu cau tieng anh cho nguoi di bien)

1 Officers of the navigational watch will require knowledge of written and

spoken English adequate(du,day du,tuong ung,thich dang) to understand charts,

2 Officers of the navigational watch required to comply with standards of

competence for GMDSS radio operators and obtain GOC certificates will

require a knowledge of English, both written and spoken, for the communication of information relevant to the safety of life at sea

3 Engine watchkeepers will be required to demonstrate(chung minh,giai thich) ability adequate to interpret(giai thich,lam sang to,hieu) engineering publications written in English and to speak clearly and comprehensibly(co the hieu,linh hoi,nhan thuc,bao ham) when making communications needed to perform engineering

duties

4 Recommendatory (khuyen cao)guidance in Part B of the STCW Code

concerning basic training for seafarers with designated(bo nhiem,phan cong) safety

or pollution prevention duties suggests(de nghi,de xuat) that flag states should

consider ensuring that seafarers have an ability

to use at least an elementary(so dang) English vocabulary with an emphasis on

nautical

terms and situations

TOPIC 11: ENTRY INTO ENCLOSED SPACES

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Paying attention to the fact that enclosed spaces have high risk of accidents due to lack of oxygen or toxic gases, the safety officer shall take every necessary measure before entering

1- Definitions

“Enclosed spaces” means holds, cargo tanks, pump room, chain lockers,

cofferdams(gieng kin), double bottom tanks, ballast tanks, resting boilers, and other similar(giong nhau,tuong tu) enclosed spaces which have been isolated for some time from open air

Accordingly, it does not include living quarters and engine rooms that are

constantly(luon luon,lien tuc) ventilated

2- General precautions

The crew should be aware that atmosphere in enclosed spaces may be

dangerous to human body because of lack(thieu,khong co) of oxygen or presence of flammable or

toxic gases

The crew should not enter enclosed spaces without permission of the

master or the safety officer

The safety officer shall ensure that the space is suitable for working and

carry out oxygen content measurement, flammable and toxic gas detection

according to Provisions in Measurement of oxygen content

TOPIC 12: CARGO WORK-Làm hàng

It is the duty of the fist mate of the cargo officer, as he is sometimes called, to see that the goods are properly loaded, stowed and discharged from the

ship

Làm hàng là nhiệm vụ của thuyền phó hai(?)của sỹ quan hàng hoá nh- đôi khi anh ta vẫn đ-ợc gọi nh- vậy để thấy rằng hàng hoá đ-ợc chất, xếp và dỡ khỏi tàu một cách hợp lý

Practically, the job is carned out by a stevedoring company which details a boss or chief stevedore and several stevedore gangs for the ship Each gang usually consists of a foreman, a hatchman, two or three winchmen and eight or

In the course(tien trinh) of loading and discharging the fist mate has to deal with(bàn bạc) the boss stevedore, the foreman and ordinary stevedores He must explain and instruct them as to how the goods should be stowed, dunnaged and, if necessary,lashed or secured from shifting

Trong tiến trình xếp dỡ, phó hai phải bàn bạc với xếp (đốc công) xếp dỡ, máng tr-ởng và công nhân bốc xếp Anh ta phải giảng giải, h-ớng dẫn họ cách hàng hoá đ-ợc xếp, chèn lót và nếu cần thì cách ly, chằng buộc, cố định để khỏi xê dịch

The fist mate is also to see that the goods are not damaged through careless handling and that each lot is separated from one another

Phó hai cũng phải thấy những hàng hoá không bị hỏng hóc do bất cẩn khi xếp và trên cơ sở đó mỗi lô hàng phải đ-ợc chia tách nhau Packed goods must be received on board only in sound packing Before loading, the fist mate is to examine on shore the goods to be shipped If the packing is damaged or not adequate, the goods should be rejected(khong chap thuan,loai bo) and not

accepted for shipment unless the packing is reconditioned In some cases, such goods may be, however, accepted for shipment on condition that the shipper

agrees to the clause “Shipped in damaged condition”, which must be endorsed(xac nhan,chung thuc chat luong) on

the bills of lading

Những hàng hoá đóng gói phải đựơc nhận trên(lên) boong chỉ trong tình trạng bao gói không bị hỏng, phó hai phải kiểm tra trên bờ những hàng hoá sẽ xếp lên tàu Nếu bao kiện bị hỏng hoặc không thoả đáng, hàng hoá phải đ-ợc loại bỏ và không chấp nhận cho xếp lên tàu trừ khi bao gói đ-ợc sửa lại Trong một số tr-ờng hợp, những hàng hoá có tình trạng nh- vậy có thể vẫn đ-ợc chấp nhận cho xếp hàng song phải với điều kiện là chủ hàng phải thoả thuận với điều khoản “xếp hàng trong tình trạng hỏng”, điều đó phải đ-ợc xác nhận trong vận đơn

The fist mate is also under duty to take all necessary precautions to protect the crew and stevedores from any injuries and casualties(thuong vong) when handling the cargo

Phó hai cũng có nhiệm vụ áp dụng mọi đề phòng cần thiết để bảo vệ

thuyền viên và công nhân bốc xếp không bị th-ơng vong khi làm hàng

TOPIC 13: DISPOSAL OF GARBAGE OUTSIDE SPECIAL AREAS-vứt bỏ rác bên ngoài những vùng đặc biệt (R3-Marpol)

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Subject to the provisions of regulation 4, 5 and 6 of this Annex

Đối t-ợng áp dụng với những điều khoản của quy định 4, 5 và 6 của phụ lục này (a) The disposal into the sea of all plastics, including but not limited to

synthetic(tong hop) ropes, synthetic fishing nets and plastics garbage bags, is

prohibited,

(b) The disposal into the sea of the following garbage shall be made as far as

practicable from the nearest land but in any case is prohibited if the distance

from the nearest land is less than

i) 25 nautical miles for dunnage, lining and packing materials which will float,

ii) 12 nautical miles for food wastes and all other garbage including paper

products, rags, glass, metal, bottles, crockery and similar refuse,

(c) Disposal into the sea of garbage specified in subparagraph (b) (ii) of this

regulation may be permitted when it has passed through a comminuter or

grinder and made as far as practicable from the nearest land but in any case is

prohibited if the distance from the nearest land is less than 3 nautical miles

Such comminuted or ground garbage shall be capable of passing through a

screen with openings no greater than 25 millimeters

d) When the garbage is mixed with other discharges having different disposal or discharge requirements the more stringent requirements shall apply

Annex V (garbage): SPECIAL AREAS: Baltic Sea,

Mediterranean Sea, Black Sea, Red

Sea, Gulfs area, North Sea,

Antarctic, Wider Caribbean region

TOPIC 14: PORT STATE CONTROL INSPECTIONS-Thanh tra cảng vụ

Port state control inspections are carried out under the authority(cơ quan có thẩm quyền) of international conventions And they are carried out to ensure that foreign flag ships have current documents and certificates showing a vessel’s

compliance with relevant conventions, that the hull and machinery are fit for their