Other words and expressions
deep draught route – глубоководный путь
guard – береговая охрана
hazardous to small craft – опасный для малых судов
need to be avoided – необходимо избегать
the sea rises rapidly – волнение быстро усиливается
to avoid the overfalls – избегать сулои
to keep well clear – держаться в стороне
to navigate close inshore – идти в непосредственной близости от берега
to take precautions – предпринимать меры предосторожности
Phrases to remember
1. as found necessary как найдут необходимым
2. the existence and positions нельзя полагаться на наличие и
of buoys cannot be relied on местоположение буев
3. the shape and position of these banks очертание и местоположение
этих
are liable to change банок подвергаются изменению
4. no reliable position can be obtained достоверное местоположение не
by sounding может быть получено промером
глубин (лотом)
5
.
great caution should be exercised;необходимо
проявлять
большую
care should be taken осторожность
6. precautionary area район повышенного внимания
7. the head should be given a berth этот мыс следует обходить
8. account should be taken необходимо проявлять внимание
Memorize the translation of the following sentences:
Dredging is frequently in progress. Дноуглубление производится часто.
It is prudent not to leave the harbour. Благоразумно не покидать гавань.
The wind tends to back S. Ветер имеет тенденцию заходит к югу
против часовой стрелки.
If a vessel is unable to make the port. Если судно не может войти в порт.
Large vessels should avoid passing Большие суда должны избегать
one another in theStraight. расхождения друг с другом в проливе.
Local cross currents may cause Местные пересекающие течения могут
difficulties to large or deep draught доставлять трудности большим
vessels. или глубоководным судам.
Vessels are requested not to remain Суда просят не оставаться в районе in the area any longer than is strictly дольше, чем это необходимо, necessary, particularly in poor особенно при плохой видимости.
visibility.
Pipelines are not always buried, Трубопроводы не всегда скрыты в
their presence may reduce грунте, их наличие может умень-
the charted depth by as much as 2m шить указанную на карте глубину
на 2 м.
Frequent accidents are caused by Частые аварии вызваны тем, что
the failure to appreciate the effect не учитывается воздействие
of the wind upon the tidal streams. ветра на приливные течения.
TEXT
In poor visibility vessels unsure of their position should remain to seaward of the 30 m depth contour between Outer Owers (50º 40' N,0º 41'W ), 5 miles SE of Selsey Bill and Beachy Head. This precaution keeps vessels well clear of Owers. Outer Owers and the shoals off Bognor Regis are described in the Channel Pilot.
Winkle Island, a hard bank of stones and shells lies to the E and N of the training wall beacon. The bank is liable to change and small craft to the E of the entrance should keep S of the line of bearing 090º from the beacon. The tidal stream sets W over the training wall from 2 hours before to 4 hours after HW and is particularly strong off East Pierhead while the in-going stream is running. It is advisable to wait for a clear channel before entering the harbour.
If a vessel is unable to make one of the ports in the Baie de Somme before HW, then it is recommended to proceed at once to seaward of the banks. Anchoring in the shelter of a bank or point is not safe because the holding ground among these shifting sands is poor.
Hovercraft follow the direct track between the hoverport and CA2 Light-buoy (N cardinal) (51º 00'·9N, 1º 48'·9E ), 3½ miles NW of the hoverport. In strong winds from the S to W this track may be altered to run between the hoverport and CA4 Light-buoy(W cardinal ) (50º58'·9N, 1º45'·2E ), but remaining N of the buoyed approach channel.
A heavy sea breaks over Middelkerte Bank and Oostende Bank during N gales and alters the depth and position of the shoal patches.
Vessels are warned not to anchor within the area of foul ground (51º26'N, 3º08'E) in mid-channel SE of Vlissingen, which is encumbered with wrecks.
With strong sustained W winds there is a heavy ground swell over Kucerens and in W gales the sea breaks over the shoal in places. Even a slight wind, when it is against the tide, causes a confused sea to rise quickly.
Within this stretch of the channel, even light winds can cause a rough sea, particularly when the wind is against the tidal stream. The sea moderates quickly further offshore.
The bend in the channel off Bath is reported to be difficult for long and deep draught vessels, especially if opposing traffic is met.
Vessels bound for the locks take their tugs off Noord Ballastplaat Light-beacon and cross the fairway between the light-beacon and Plaat can Doel. рPas van Rilland is subject to considerable change due to constant silting of Plaat van Saeftinge on the NW side and Ballastplaat to the SE. It is kept at depth by dredging.
Vessels navigating in the area prohibited for anchoring and fishing are requested not to remain in the area any longer than is strictly necessary, particularly in poor visibility.
Local knowledge is required for the passage through East Swin, which is only suitable for small craft. There are a number of wrecks and obstructions SW of Maplin Spit, which are shown on the chart.
There are numerous posts for military purposes on Maplin Sands. Obstructions to navigation and beacons of no navigational significance, some exhibiting lights at night, may also be encountered.
The buoys marking the channel through East Swale are shifted as necessary to mark changes in the channel, which should not be attempted at night.
The outer part of the route passes through areas of changing depths and allowance should be made for the possibility that depths may be less than charted.
The dredged channel on the S edge of Sunken Buxey is only 60 m wide and continually used by commercial shipping. Vessels should ensure that the channel is clear before entering.
Small craft, yacht and fishing boats are often present in great numbers on the N side of Sea Reach between Shoebury Ness and Canvey Island.
Due to erosion of the river bed in the vicinity of the piers of Tower Bridge, vessels are warned against anchoring within 45 m of these piers.
Account should be taken of the proximity of vessels using the NE-going deep draught route NW of Sandettie Bank to vessels using the SW-going lane of the Dover Strait TSS. Overtaking in the vicinity of Sandettie Bank is not recommended.
Breskens is liable to silting and dredging takes place in the spring and autumn, but prior to dredging depths in Oosthaven may be up to 2 m less than charted. The Harbour Master should be consulted for the latest information on depth.
The buoyage on the approaches changes frequently and should be considered as reflecting the current state of the channel.
Depths are irregular in places and soundings give little guidance. There is no reason to stand close inshore as the coast is straight and the strength of the tidal stream does not diminish close inshore.
NE gales cause a heavy scend in the harbour and it is not possible to enter in strong SE winds. On these occasions the leading lights are extinguished.
Four cross – Channel submarine cables, buried to 1·5 m, converge to land 2 cables W of Copt Point. Vessels are warned not to anchor or trawl in their vicinity and on no account cut them should they be fouled in any way.
A vessel proceeding with the out-going stream S through Tolmie Channel and intending to pass through Sarah Passage, may, when the stream is on the port quarter be set towards Hazard Rock. It is therefore recommended that S bound vessels, when proceeding with the out-going stream, should proceed W of Jane Island and pass through Jane Passage using Jane Island as a traffic separation barrier.
It has been reported that all navigational aids in Georgian waters may be unreliable and that navigational aids in Georgian and Ukrainian waters may be different from those charted and described in nautical publications. Mariners should exercise extreme caution in the identification of navigational aids.
With strong onshore winds or during gales a heavy swell is experienced in the roadstead causing vessels to roll and sheer heavily. The swell continues after the storm has passed. In recent years three vessels have dragged their anchors during gales and have been driven onto the breakwater, where the vessels have sunk with resultant loss of life.
The position of the bar varies and depths on it range between 1 and 2 m. When there is a lot of water in the river a slight wind from N will raise a considerable sea on the bar, which is then dangerous.
Weed growing from the bottom is very abundant and attains great length by mid summer. It is liable to foul propellers.