The Seafarer's Language Course

ACKNOWLEDGEMENTS

This course was created by Conrad Languages Ltd. It is hoped that it will help meet the long felt need for an English Language Course that contains relevant job related materials.

I would like to take this opportunity of thanking all those who have given their invaluable assistance and advice, especially the Marine Operation Services Department, Shell International, London and British Petroleum, London.

A special mention is also due to the members of the Conrad Research Department and to all those whose help has proved a valuable source of encouragement.

Copies of this programme can be obtained from Fairplay Publicat Ions Ltd, 52 Southwark Street, London SE1 1UJ or direct from Conrad Languages Ltd, 53/55 Theobald's Road, London WC1, England.

Printed in Great Britain by Page Bros (Norwich) Ltd, Mile ('ross Lune, Norwich, Norfolk NR6 6SA.

INTRODUCTION TO THE PROGRAMME

This programme is intended for seafarers whose mother tongue is not English, but who need to communicate in that language. English is becoming the most extensively used language of the sea, being that generally used in intership communications and navigational/meteorological warnings. There is a definite need for an international language at sea, and it is the already widespread use of English which makes it the most practical choice.

This programme has been written by seafarers for seafarers. Common aspects of a seafarers life are described, in which frequent use of marine terminology and jargon is included. It is intended that the dialogues in conjunction with the audio cassettes should provide a realistic and practical framework for a seafarer's learning of English.

The course has been designed in such a way as to describe, scene by scene, various situations that occur during the voyage of an oil tanker from Punta Cardon Venezuela to Piney Point, U.S.A.

Each scene contains dialogues and descriptive passages followed by extracts from the Standard Marine Navigational Vocabulary related to that particular scene. In some cases, documents, check lists and forms have also been included. In order for the material to he fully exploited various language exercises are given. These, together with the dialogues can also be found on the cassettes. The pack contains check lists of Bridge Procedures which can be a useful guide, and should be used as a key to projects set at the end of various scenes.

SHIPS OF THE SEA

There are many types of sea-going vessels other than oil tankers and tankers themselves can be divided into various categories: gas tankers--liquified petroleum gas, LPG or natural gas, LNG; obos—oil--bulk oil, which some-times carry oil and sometimes carry bulk such as grain, feeding stuffs or ore. Ships that ply the sea also include general cargo ships either of the break bulk or dry bulk type; roll-on roll-off (known as ro/ros, container ships; reefer ships and barge carriers. There are passenger ships ranging from large ocean going liners to small cabin cruisers, private yachts, and of course, the vast range of military warships of different types and tonnage.

CONTENTS

INTRODUCTION

Leaving Cardon Scene 1 Loading Page 1

Scene 2 Preparations for the Voyage Page 7

Scene 3 Un-berthing and Departure Page 13

Scene 4 Fire on Board! Page 21

Scene 5 Arriving in the US — Manoeuvring Page 31

Scene 6 Pilotage Exchanges Page 39

Scene 7 Anchoring Page 47

Scene 8 Mooring operations Page 53

Scene 9 Oil Pollution Prevention Measures Page 63

Scene 10 Engine Breakdown Page 67

Finale Return Voyage Page 73

Glossary Page 74

Bridge Procedures Page 85

INTRODUCTION Leaving Chardon Loading

On completion of loading it is important that all ullages, specific gravities and temperatures of the cargo are checked in order to calculate the quantity of cargo loaded, and compare this figure with that provided by the shore installations.

Preparations for departure include planning the voyage. The Navigator, together with the Captain, ensures that all charts to be used have been corrected and are up-to-date in respect of Navigational and Meteorological warnings. The distance and course to, and the estimated time of arrival (E.T.A.) at the ship's destination are calculated.

SCENE 1

The "Mara" is alongside at Punta Cardon loading a Fuel Oil cargo for the U.S. It is 0930. The Captain telephones the Chief Officer, and asks him to come to his office. The Chief Officer arrives, and the two proceed to discuss the cargo loading and preparations for leaving port.

Captain: Good Morning, Jose. When do you expect to complete loading?

Chief Officer: I think everything will be finished by 1300, Sir. All the Fuel Oil 55444 is now loaded and we are receiving the 55322 at two thousand tons per hour with about 5000^'tons yet to load.

Captain: Good. I^'ll leave you to warn the Engine Room and do the usual crew check. Meanwhile, I'll see to it that tugs and a Pilot are available when we are ready to sail. Tell me, how are the cargo temperatures?

Chief Officer: The loaded temperatures for both grades are averaging about 130°F. The heating coils are of course in operation. I^'ve checked the temperatures of those tanks loaded in the early hours of this morning and they are perfectly all right.

Captain: Well, thank you Jose. I think that is all for now. On your way down, ask the Second Officer to come and see me, and please keep me advised of any changes in the loading rate.

Chief Officer: Yes, Sir. Actually, I think the Second Officer is on the Bridge.

Captain: In that case, don't bother. I'll go up and see him.

The Captain leaves his office and goes up to the Bridge where he meets the Second Officer in the chart room.

Captain: Good morning, Pablo. I^'d like to go over the charts and navigation warnings for the voyage.

The Second Officer, who has been working on the charts which will be needed for the forthcoming voyage, places a large folio of charts on the table in front of the Captain. With the officer looking on, the Captain carefully examines each one in turn. He checks the courses that have been drawn for the voyage from Cardon around the Paraguana Peninsula northwards to the Mona Passage and from there to Cape Henry.

Captain: Yes. I think this all looks very satisfactory, but I would like you to mark on the chart the arcs of extreme range for Mona Island Light and Aquila Point Light. We are sure of being at the Mona Passage after dusk tomorrow. Also, I would like you to work out the steaming time from here to a position abeam of Mona Island Light at 14.25 knots.

Second Officer: Yes, in fact I have already worked out the steaming times for that leg at 14.0, 14.25 and 14.5 knots. I've written them on this chit for you.

Captain: Oh, good. Thank you. Now, let me see the navigation Warnings.

Second Officer: Here they are. I don^'t think there is anything that will affect us this trip. The Aquila Point Light which was working at reduced power a few days ago, is now back to full strength.

The Captain carefully checks through the sheaf of navigation warnings, and nodding agreement that none of them will affect the ship^'s intended voyage, thanks the Second Officer and leaves the Bridge.