Introduction

Arriving in the U.S.A. — Manoeuvring

Before arriving in any US port the Captain will notify his agents of the ETA, draught and any currency, laundry or other requirements. Later, when contact has been established with the Port Pilots and Port Authorities, preparations for entry and berthing are made. This would include the rigging of the Pilot Ladder as well as derricks or cranes and other equipment that might be used.

On approaching the Pilot station, the Pilot will normally be brought. to the vessel by a Pilot Cutter, and the ship will reduce speed and manoeuvre to facilitate the Pilot's boarding of the ship. Under pilotage, the vessel will manoeuvre at the Pilot's direction through confined waters to its destination. Sometimes a berth might he unavailable or meteorological conditions or other circumstances might be unfavourable for berthing, requiring a vessel to lie at anchor until a more favourable opportunity occurs for going alongside.

After berthing there are still many formalities to go through before the ship is permitted to commence discharging her cargo. Various officials, such as Customs, Immigration and Coastguard Officers, require certain documentation to be com­pleted. An example would be the "Coastguard Declaration of Inspection^" which must he signed before discharging can commence. This document is designed as a check of anti-pollution measures and is strongly enforced by the US Coastguard. Examples of these anti-pollution measures are the sealing of the sea-valves in the pumproom by a Coastguard Officer.

When the documentation is completed and the officials have left, liaison between the ship and shore is established so that a discharge plan can be worked out. Pumping rates, back pressure levels and any other feature of discharge are discussed before discharge commences.

SCENE 5

At least 96 hours before arrival at the Pilot Station at Cape Henry, the Captain will have sent a cable' to his agents, thus:

FROM MASTER MARA.

TO^. W.M. BURGER AND PARTNERS, BALTIMORE.

E.T.A.: CAPE HENRY PILOT STATION 10.30 EST. MARCH 10th.

MAXIMUM DRAUGHT

ON ARRIVAL: 11.5 METRES.

CREW: VENEZUELAN

('ASH: (IS DOLLARS 3,000

REQUIRE:: SERVICE FOR RAY'T'HEON RADAR FAULTY VARIABLE RANGE MARKER LAUNDRY 250 BEDSHEETS,

75 TOWELS

120 PILLOW COVERINGS

DENTAL TREATMENT FOR TWO MEN.

The ETA must be confirmed 48 hours prior to actual arrival and any changes in ETA of more than one hour must be advised to agents as they become evident.

It is 06.00 on March 10th. The Captain is on the Bridge as the ship, now some thirty miles from the Pilot station, heads 340° (T) off Currituck Beach light.

Captain: (To Chief Officer) We should be seeing the Chesapeake Beacon Light soon, Jose.

Chief Officer: Yes, Sir. I^'ve marked the extreme range on the chart, although it^'ll be getting light soon and we may have some difficulty in seeing it at this range.

Captain: Yes, true. However, keep a sharp look-out for it, and see if you can identify it on the radar.

Later. The Captain is studying the chart after the Chief Officer has plotted a fix of the ship^'s position.

Captain: (To Chief Officer) Warn the Engine Room that I shall require the engines to be ready for manoeuvring in one hour^'s time.

The Chief Officer telephones the Engine Room.

Chief Officer: Good morning, Fernando. We are now twenty miles from the outer channel buoy. Please take one hour's notice of `standby'.

The ship proceeds inwards, the Chief Officer telephones the Bosun asking him to come to the Bridge.

The Bosun arrives.

Bosun: Good morning, Sir.

Chief Officer: Good morning, Luis. Take two men now and rig the Pilot ladder on the starboard side. Be sure to have a life buoy with a light attached and a heaving line ready.

Bosun: Yes, Sir. Tell me, when are we due to arrive?

Chief Officer: We should be at the Pilot Station by 08.30, possibly a little before then. There is a long way to go afterwards, so there is no need to have the crew out before the usual time.

Bosun: Fine. Shall I call the Pumpman?

Chief Officer: No. Leave him for now. I^'ll be checking the cargo temper­atures after breakfast.

The Bosun leaves, the ship proceeds inwards. (Sometime later).

Chief Officer: I can see the Chesapeake Beacon now, Sir — also the buoy three points to port.

Captain: Good, thank you. Yes, I see them too. Plot the position, please.

The Chief Officer takes bearings of Chesapeake Beacon, Currituck Beach light and the `4A' buoy. He double checks by taking radar ranges, and checks that the buoy is in the correct position. The Captain examines the fix.

Captain: Good. I'll try calling the Pilot Station soon. (Later).

Captain: (On the VHF Radio telephone) Cape Henry Pilot Station, Cape Henry Pilot Station, Cape Henry Pilot Station. This is the Venezuelan Tanker 'MARA' calling you on Channel 16. Do you receive me?

VHF: (Voice) ^"MARA^" this is the Cape Henry Pilot. Receiving you loud and clear, Captain. Go to Channel 12 please.

Captain: Going down to Channel 12, Cape Henry. Cape Henry Pilot Station, this is the `MARA' on Channel 12. How do you receive me?

VHF: (Voice) "MARA" this is Cape Henry Pilot. I have you loud and clear, Captain. What is your ETA at Cape Henry and what is your maximum draught?

Captain: I will be at your station at 08.30 local time. My maximum draught is 11.5 metres. I am now 10 miles south east of the 'CB' buoy. My speed is 14.0 knots. I will have my Pilot ladder rigged on the starboard side.

VHF: (Voice) OK, Captain. We have that. Your ETA Cape Henry is 08.30. Your draught is 11.5 metres and the ladder is on the starboard side. Please tell me if your ETA changes. That^'s all Captain. We'll be on 16. This is Cape Henry Pilot, Cape Henry Pilot off.

As the ship approaches the port the Captain begins to slow down.

Captain: Half Ahead.

Chief Officer: Half Ahead, Sir. (A little later).

Captain: Slow Ahead, Starboard 5.

These orders are repeated by the Chief Officer and Helmsman, and with a series of such exchanges the Captain manoeuvres the ship to rendezvous with the Pilot cutter. The Pilot boards. He is met by an officer and is conducted to the Bridge.

Pilot: Good morning, Captain.

Captain: Good morning, Pilot. Well I am on slow ahead, steering 310°(T). There is no gyro error and the maximum draught is 11.5 metres.

Pilot- OK, Captain, that^'s fine. 1'd like to _go through a few details with you if I may, please. First, can you show me your ship^'s manoeuvring data and general particulars.

The Captain produces for the Pilot details of the ship's turning circles and stopping distances; the speed/rpm table, maximum length, breadth and draughts fore and aft. The two then discuss the pilotage, with the Pilot all the while giving helm and engine orders as he manoeuvres the ship towards the Chesapeake Channel.

STANDARD MARINE NAVIGATIONAL VOCABULARY Manoeuvring

The use of these messages does not relieve vessels of their obligations to comply with local bye-laws and the International Regulations for Preventing Collisions at Sea.

I am altering my course to port/starboard. I am maintaining my course and speed. I am going astern.

I am not making way through the water. What are your intentions?

Keep well clear of me.

I wish to overtake ( ).

Do not overtake ( ).

Ship astern/vessel wishes to overtake Ion your port/starboard side).

You may overtake ( ).

Vessel nearing an obscured area ( ) approaching vessels please acknowledge.

I am not under command.

I am a hampered vessel (because ).

I am manoeuvring with difficulty. Keep clear of me. Advise you alter course to port/starboard.

I will alter course to port/starboard.

I cannot alter course to port/starboard.

Advise you stop engines.

I will stop engines.

Do not pass ahead/astern of me.

Do not pass on my port/starboard side.

//Vessel will overtake ( ).

Advise you pass ahead/astern of me/vessel

I will pass ahead/astern of you/vessel

Wait for to cross ahead of you.

I will wait for to cross ahead of me.

Advise you pass North/South/East/West of vessel/mark.

I will pass North/South/East/West of vessel/mark.

Wait for to clear ( mark/position) before entering fairway/getting underway/eaving berth.

I will wait for to clear ( mark/position) before entering fairway/getting underway/leaving berth.

continued

STANDARD MARINE NAVIGATIONAL VOCABULARY continued

Draught and Height

What is your draught?

My draught is

What is your draught forward/aft?

My draught forward/aft is

Vessel

Vessel is of deep draught.

Do you have any list?

I have a list to port/starboard of degrees.

Maximum permitted draught is

What is your freeboard?

My freeboard is

What is your height?

My height is

Note 1: When necessary it must he specified whether salt or fresh water

draught is given.

Note 2: Height is the highest point of the vessel^'s structure above the

waterline.

FUNCTIONAL PRACTICE Requesting and giving information.

Notice how the Captain in the dialogue requests information about the arrival of the tanker.

'Tell me, when are we due to arrive?^"

There are various ways of obtaining information.

1. Direct question forms using question words. WHEN are we due to arrive?

WHAT is our ETA?

WHO is on the Bridge?

2. A direct question form preceded by a CLAUSE (usually a polite form). Could you tell me/when we are to arrive?

Would you mind telling me/what our arrival time is?

Do you know/what time we arrive? etc.

3. Question Tag forms. We^'re due to arrive at 08.30, aren^'t we'? The cable has been sent to the agent, hasn't it?

4. Laconic question forms. Draft? (rising inflection) = What^'s your draft? Visibility? = What is the visibility at

Make questions from the prompts given, using (1) direct question forms (2) clause question forms.

How far/from/Pilot station? What/maximum draught? What/ETA?

Which side/pilot ladder rigged? What range scale/using?

Where/come from?

What was/last port of call? Which hospital/he/taken to? When/berth be clear?

Who/been taken sick?

Now answer the questions above and add question tags. e.g. Answer. We're thirty miles from the Pilot station, aren't we?