IMO SMCP PDF

1 Position of the IMO SMCP in maritime practice. The IMO Standard Marine Communication Phrases (SMCP) has been compiled: to assist in the greater safety. The Standard Marine Communication Phrases (SMCP) is a set of key phrases in the English The SMCP were adopted by the 22nd Assembly of the IMO in November in a resolution which also promoted the wide circulation of the SMCP. Download the IMO Standard Marine Communication Phrases AUDIO. IMO’s Standard Marine Communication Phrases (SMCP) were adopted by the 22nd.

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Ga direct naar Inhoud of Menu. Bij klikken wordt een externe website met een relatieoverzicht geopend op overheid. If questions are raised regarding the content, the original version of the regulatory framework as published through the official channels prevails.

Zoeken ijo tekst Zoeken. Annex 1 Foreword Foreword As navigational and safety communications from ship to shore and vice versa, from ship to ship, and on board ship must be precise, simple and unambiguous so as to avo id confusion and error, there is a need to standardize the language used.

This is of particular importance in the light of the increasing number of internationally trading vessels with crews speaking many different languages, since problems of communication may cause misunderstandings leading to dangers to the vessel, the people on board and the environment.

(IMO) Standard Marine Communication Phrases (IMO SMCP)

Inthe Maritime Safety Committee agreed, at its twenty-seventh session that where language difficulties arise a common language should be used for navigational ssmcp, and that language should be English. Inthe Maritime Safety Committee, at its sixtieth session, instructed the Sub-Committee on Safety of Navigation to develop a more comprehensive standardized safety language than SMNVtaking into account the changing conditions in modern seafaring and covering all major safety-related verbal communications.

The draft IMO SMCP, following international trials, was amended at the forty-sixth session of this Sub-Committee, and was given final consideration by the Maritime Safety Committee at its seventy-fourth session in the light of remarks received by the Organization.

Under the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers,as revisedthe ability to use and understand the IMO SMCP is required for the certification of officers in charge of a navigational watch on ships of gross tonnage or more. Furthermore, the IMO SMCP, as a collection of individual phrases, dmcp not be regarded as any kind of technical manual providing operational instructions.

Use of the IMO SMCP should be made as often as possible in preference to other wording of similar meaning; as a minimum requirement, users should adhere as closely as possible to them in relevant situations.

In this way they are intended to become an acceptable safety language, using English for the verbal interchange of intelligence among individuals of all maritime nations on the many and varied occasions when precise meanings and translations are smp doubt, as is increasingly evident under modern conditions at sea.

This part is enriched by essential phrases concerning ship handling and safety of navigation to be used in on-board communications, particularly when the Pilot is on the bridge, as required by Regulation 14 4Chapter V, SOLASas revised. Part B calls attention to other on-board standard safety-related phrases which, supplementary to Part A may also be regarded as useful for maritime English instruction.

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However, Part A in particular should be an indispensable part of any curriculum which is designed to meet the corresponding requirements of the STCW Convention as revised. In scp, Part B offers a rich choice of situations covered by phrases well suited to meet the communication requirements of the STCW Convention as revised, which mariners are implicitly expected to satisfy.

The respective instruction should be based on practice in the maritime environment, and should be implemented through appropriate modern language teaching methods.

It was drafted intentionally in a simplified version of maritime English in order to reduce grammatical, lexical and idiomatic varieties to a tolerable minimum, using standardized structures emcp the sake of its function aspects, i. Users, however, may be flexible in this respect. Further communicative features may be summarized as follows: Do not overtake the vessel North of you.

The Nautical Institute

Correction, my present speed is 12, one-two, knots. When rudder angles, e. Dangerous wreck in position 15 degrees 34 minutes North degrees 29 minutes West.

The bearing shall be in the degrees notation from true north and shall be that of the position FROM the mark. More frequently this is in relation to the port or starboard bow.

Vessels reporting their position should always quote their bearing FROM the mark, as described in paragraph Should these not be understood, latitude and longitude should be given. Misundersta ndings frequently occur, especially in VTS communications, and have produced accidents.

Do I have permission to enter the fairway? You have permission to enter the fairway. I will enter the fairway. Anchor in anchorage B 3. You are running into danger. In an ambiguous context, however, say, for example: Do I have permission to use the shallow draft fairway at this time? The same applies to the word “may”. In all cases the radiotelephone procedures as set out in the ITU Radio Regulations have to be observed.

Boarding arrangements – All equipment, such as pilot ladder, accommodation ladder, hoist, etc. Kmo points – The four main points of the compass: Vessel constrained – A vessel severely restricted by her draught in her ability to deviate from by her draft the course followed in relation to the available depth and imp of navigable water Convoy – A group of vessels which sail together, e. Foul of anchor – Anchor has its own cable twisted around it or has fouled an imoo Foul of propeller – A line, wire, net, etc.

Lifeboat station – Place assigned to crew and passengers to iko before being ordered into the lifeboats List Here – inclination of the vessel to port side or starboard side Located – In navigational warnings: Position of object confirmed Make water to – To have seawater flowing into the vessel due to hull damage, or hatches awash and not properly closed MMSI – Maritime Mobile Service Identity number Moor to – To secure a vessel in a particular place by means of wires or ropes made fast to the shore, to anchors, or to anchored mooring buoys, or to ride with both anchors down MRCC – Maritime Rescue Co-ordination Centre: Off air – When the transmissions of a radio station, etc.

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A person designed to co-ordinate search and smvp operations within a specified area Overflow – Escape of oil or liquid from a tank because of a twofold condition as a result of overflowing, thermal expansion, change in vessel trim or vessel movement Polluter – A vessel emitting harmful substances into the air or spilling oil into the sea Preventers – Ropes or wires attached to derricks to smdp them from swinging during cargo handling operations Proceed to – To sail smmcp head for a certain position or to continue with the voyage PA-system – Public address system: Take imi to – To lift off from a vessel’s deck helicopter Target – The echo generated, e.

Transit speed – Speed of a vessel required for passage through a canal, fairway, etc. The use of Standard Phrases in vessels’ external communications does not in any way exempt from application of the radiotelephone procedures as set out in the ITU Radio Regulations. Yes, dangerous goods are on fire. No, dangerous goods are not on fire. Yes, danger of explosion.

No danger of explosion. Yes, fire is under control. No, fire is not under control. Uncharted rocks in position Do not jettison IMO -Class cargo! My MMSI number is. Number of persons on board: I smmcp not abandon vessel. I will abandon vessel at Yes, I transmitted a DSC alert.

Yes, I transmitted a DSC alert by mistake. No person will stay on board. No dangers to navigation. ETA at distress position within Yes, I can proceed to distress position.

Standard Marine Communication Phrases – Wikipedia

No, I cannot proceed to distress position. My ETA at distress position within The smccp of search is negative. Yes, I can pick up survivors. No, I cannot pick up survivors. Yes, I require medical assistance.

No, I do not require medical assistance. Yes, I have doctor on board. No, I have no doctor on board. Yes, I can make rendezvous in position at No, I cannot make rendezvous. An urgency traffic always has to commence with io the position of the calling vessel if it is not included in the DSC alert.

IMO Standard Marine Communication Phrases ( SMCP )2005 Edition

Standing by on VHF Channel Yes, I can proceed without assistance. No, I cannot proceed without assistance. The latest tropical storm warning is as follows: Tropical storm warning at Further information on VHF Channel No, the sea state is not expected to change within the next hours. Visibility is expected to be variable between No ice located in position Yes, the depth of water is sufficient in position No, the depth of water is not sufficient in position The depth of water is Only for major fog signal stations.

Cancel one hour after time of restoration. Wide berth requested if requested. Contact via VHF Channel Avoid passing to leeward.

Avoid this area – no possibility for vessels to turn.

Contact via VHF channel