The topic of the dissertation is the supplementation of the existing IMO SMCPs with the commands necessary for manoeuvring under tug assistance. For this purpose a number of English language commands have been developed which allow safe manoeuvring of tug assisted vessels in all ports and countries.
The dissertation shows the most important international and national (for Germany) legal provisions according to which the captain of the vessel to be piloted and the Bridgeteam have to be informed at all times about the commands given by the pilot to the assisting tugboats or their captains via VHF radio communication.
Finally, the conclusion elaborates on the need for a common command language and demonstrates the need for the insertion of these commands in the appropriate place in the SMCPs.
The Maritime Safety Committee of the International Maritime Organization (IMO) decided in 1973 to use the English language in shipping for communication. In 1977 the Standard Marine Navigational Vocabulary (SMNV – IMO Resolution A380.(10)) was developed and adopted, and in 1985 amended.
After a period of application, the IMO Standard Marine Communication Phrases - SMCPs -were implemented in international law with the adoption of IMO Resolution A1.918(22) by the 22nd Assembly in November 2001. Today, the SMCPs are used in the shipping industry and are the basis for the training of nautical officers in accordance with the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW).
According to the International Convention for the Safety of Life at Sea - SOLAS, a common language shall be used on ships to which the Code applies. This is particularly true about the master's responsibility and authority to make decisions, e.g. with regard to manoeuvring with tugs.
As there are no uniform commands for manoeuvring under tug assistance in the SMCPs, these commands are given in the respective national language or in a non-uniform working language. This circumstance prevents the master from being able to understand the communication between pilots and the assisting tugboat captain at any time and, if necessary, from intervening accordingly.
Table of Contents
1. Introduction
2. Critical review of the literature and publications
3. German Pilotage System and the Law
3.1 Minimum requirements for an apprentice according to the German law
4.2 Definition of the term manoeuvring elements
4.3 The use of manoeuvring elements
4.4 The working language and the obligations of the shipmaster, bridge team, and pilot
4.5 The general duty of the pilot to give advice, and the supervision by the
shipmaster and ship's officers
4.6 Pilot’s carrying out the pilotage with the assistance of tugs
4.7. Use of VHF radiotelephony for transmission of commands on the bridge in German (or any other language)
5. Discussion of manoeuvring terminology
6. Proposals: Command-language for manoeuvring ships under tug assistance,
6.1 The vessel
6.2. Towing direction
6.3. Use of tug names
6.4. Communication between the vessel and the tugs
6.5. Standard Engine Orders for the assisting tug
6.6. Tug commands/illustrated
6.6.1. Make fast tug!
6.6.2. Let go!
6.6.3. Slack away line!
6.6.4. Shorten the line!
6.6.5. Slack line!
6.6.6. Pull / Lift!
6.6.7. Pull through!
6.6.8. Follow!
6.6.9. Slow down!
6.6.10. Stop!
6.6.11. Stand by!
6.6.12. Attention!
6.6.13. Lay back alongside!
6.6.14. Push!
6.6.15. Clearance?
7. Manoeuvring with tugs – Examples and Commands
7.1. Departure
7.2. Departure with two tugs
7.3. Turning
7.4. Berthing manoeuvre
8. Conclusion
Research Objectives and Themes
The dissertation aims to enhance the existing International Maritime Organization (IMO) Standard Marine Communication Phrases (SMCP) by introducing a standardized set of English commands specifically for manoeuvring vessels under tugboat assistance. The primary research goal is to bridge the communication gap between the pilot, the master of the vessel, and the tugboat operators, thereby ensuring safe and efficient harbour operations regardless of local language variations.
- Analysis of the legal frameworks governing pilotage and command communication.
- Critical review of existing literature and current communication practices in international ports.
- Development of a comprehensive, illustrated proposal for a uniform command language.
- Evaluation of the impact of language barriers on ship safety and human factors during port approaches.
Excerpt from the Book
6.1 The vessel
Commands to the assisting tug shall be given clockwise.
The vessel is the centre of the manoeuvre. For this reason, the vessel shall be the centre of all the orders regarding the direction.
Bow of the vessel is 12 o’clock.
Stern of the vessel is 6 o’clock.
Starboard beam is 3 o’clock.
Port beam is 9 o’clock.
All the assisting tugs are working according to this system.
Advantage: The system is easy to understand for ASD and other modern tugs.
Summary of Chapters
1. Introduction: Outlines the necessity of a standardized English command language in shipping to facilitate effective bridge management and enhance safety.
2. Critical review of the literature and publications: Examines existing proposals and studies regarding tug communication, highlighting the prevalence of non-standardized local practices.
3. German Pilotage System and the Law: Details the regulatory framework of German pilot brotherhoods and the legal requirements for apprentice pilots.
4.2 Definition of the term manoeuvring elements: Provides a technical definition of the equipment and craft used to assist in the controlled movement of vessels.
4.3 The use of manoeuvring elements: Discusses the shifting role of pilots in bridge technology and the legal implications of operating shipboard equipment.
4.4 The working language and the obligations of the shipmaster, bridge team, and pilot: Addresses the SOLAS requirements for a common working language and the ongoing responsibility of the master despite the pilot's presence.
4.5 The general duty of the pilot to give advice, and the supervision by the shipmaster and ship's officers: Highlights the master-pilot information exchange and the duty of the bridge team to support and monitor the pilot's actions.
4.6 Pilot’s carrying out the pilotage with the assistance of tugs: Explains how tugs are utilized for manoeuvring assistance in narrow waters and the procedural scope of such operations.
4.7. Use of VHF radiotelephony for transmission of commands on the bridge in German (or any other language): Argues that bridge communication must remain in English to enable the bridge team to maintain oversight.
5. Discussion of manoeuvring terminology: Analyses the risks associated with the disparate and often cryptic local dialects used in various port operations.
6. Proposals: Command-language for manoeuvring ships under tug assistance: Introduces the core structural proposal for a standardized, clock-based command system for tug operations.
7. Manoeuvring with tugs – Examples and Commands: Offers practical application scenarios for the proposed commands during departure, turning, and berthing manoeuvres.
8. Conclusion: Summarizes the need for urgent action by international bodies to formalize these commands within the SMCP to ensure safer maritime trade.
Keywords
Standard Marine Communication Phrases, SMCP, Tugboat Assistance, Bridge Management, Pilotage, Maritime Safety, Shipmaster, Communication Language, Manoeuvring Elements, VHF Radio, SOLAS, Nautical Communication, Harbour Pilotage, Port Safety, Standardisation
Frequently Asked Questions
What is the core subject of this dissertation?
The dissertation focuses on the urgent need to standardize the language used for communication between pilots, shipmasters, and tugboat operators during harbour manoeuvres to ensure safer navigation.
What are the primary themes discussed in the work?
Key themes include legal frameworks for pilotage, the impact of language barriers on safety, current communication deficits in ports, and the development of a standardized, universal command vocabulary.
What is the main objective of the author?
The primary objective is to propose a new, formal set of standard commands to be included in the IMO's Standard Marine Communication Phrases (SMCP) to reduce errors caused by ambiguity.
Which scientific methods were employed for this research?
The research relies on legal analysis, critical review of existing industry literature, and the proposal of a practical system based on established mariner terminology and industry operational standards.
Does the work cover the entire maritime industry?
The study uses the German pilotage system as a primary case study while addressing the broader implications for international maritime safety standards.
What are the fundamental keywords for this work?
The most important keywords include SMCP, Tugboat assistance, Bridge management, Pilotage, Maritime safety, and Standardised commands.
How does the author address the naming problem of tugs?
The author references systems, such as Peter Liley's model, which propose identifying tugs based on their position relative to the ship's hull rather than ambiguous nicknames to prevent misunderstandings.
Why is the "clock system" proposed for tug commands?
The clock system establishes the vessel at the center of the manoeuvre, providing an objective, intuitive 360-degree reference frame that is easy for all parties to interpret instantly.
What is the legal argument regarding the master's authority?
The author argues that the shipmaster remains ultimately responsible for the ship's safety; therefore, he must be able to understand all communication effectively to exercise his authority to intervene.
What is the conclusion regarding professional resistance?
The author concludes that institutional resistance to changing local language practices is more tied to protective professional habits than actual, objective evidence, and that international intervention is required.
- Quote paper
- Matthias Meyer (Author), 2020, Standardisation of the Command Language during Manoeuvring under (Tug-)Assistance, Munich, GRIN Verlag, https://www.grin.com/document/1364337
