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ENGLISH LANGUAGE AS A LIFE-SAVER AT SEA
Introduction
Seafaring is a particular profession and therefore requires specific education and training. Seamen are submitted to many specific conditions which shape their career and education. Being a seafarer requires constant improvement and knowledge check. This derives from fact that during navigation there are many risks which affect safety of crew, cargo and ship, so there is a constant imperative that everybody on board a ship works as a team. Seafarers are submitted to permanent knowledge and skill check, whether the reason more sophisticated navigational equipment or environmental protection. Senior officers need to know how to manage the crew both in routine and non-routine situations. Standard Marine Communication Phrases are introduced in 2001 and applied ever since both in routine situations and emergecy cases. Seaspeak is a restricted language due to confined environment and context. However, its role as a survival kit is of paramount importance.
Seafarer’s education is long-term process that needs to be well planed in accordance with new global trends. That is not an easy job because it requires a lot of efforts and adjustment of national legislation with international conventions. Nowadays conventions are rapidly changed in order to improve safety of navigation. Technologies development requires a need for additional education and training of seafarers. It is not easy to track all sophisticated new equipment so management of company needs to assure employees that additional education and training is in their best interest if they want to develop their career. We can not forget to mention world economy which shapes demand for seafarers.
English became lingua franca a long time ago, not because of linguistic qualitiy and/or simplicity. The global English langage agreement resulted from the military and economic power of the Great Britain. The importance of Maritime English is sometimes underestimated. By trying to encode the Maritime English world, we will look into the structure of Maritime Englishcommunication terms, phrases, sentences and texts. However, we cannot make artificial borders between Maritime and General English. These two registers intertwine and it is impossible to eliminate Maritime English from General English and vice versa.
Maritime English language
Maritime English is a specific register, therefore, it requires a specific treatment. Maritime register represents a linguistic phenomenon, which requires a multi-disciplinal approach. The opposite “tides” govern the system: creative and economical tendency.The economy or restrictedness of the maritime english is evident in the fact that the register has to be precise and unambiguous, in order to serve its purpose. The creative side of the maritime language is , on the other hand, evident in the forming of new words and meanings, combining of existing units, various metaphors, etc. There is a certain number of subregisters, such as GMDSS (Global Maritime Distress and Safety System) subregister; Deck subregister; Navigational bridge subregister; Engine department subregister. Seaspeak is a vital communication survival kit.
The importance of English language has always been emphasized, especially Standard Maritime Communication Phrases. As far as restricted aspect of Maritime English is concerned, Standard Marine Communicative Phrases are the most obvious example of the limits and rules followed in both ship-to-ship and ship-to-shore communication. The phrases substantially contribute to the safety of life at sea. On the basis of Maritime English analysis, we can conclude that it is a specific language at all levels: phonological, morphological, lexical, and syntactical level. These particularities are obvious, especially at the lexical level, which comprises maritime terminology. Additionally, lexical aspect of a language is an open system, whish is most exposed to non-linguistic factors.
The complexity of Maritime English makes it difficult for future seafarers to acquire, that is learn the language. Frstly, mother tongue maritime terms should be acquired, in order to proceed with the learning of english equivalents. In order to achieve successful communication and efficiently convey maritime massages, a number of maritime dialects have appeared. They are named restricted languages by a British linguist J.R.Firth (1890-1960). The term restricted implies a language that is used in confined environment for a specific purpose. The language is so restricted by context, and allows little linguistic variations. Such „languages“ can be wriiten or oral, and usually consist of routine standardized phrases, with conventional discourse and tipography, as well as restricted vocabulary. Maritime English as a „restricted code” has resulted from the neccessity to communicate in a confined environment-the ship. A good communication in maritime affairs is of paramount importance, especially in emergency cases. It is deteriorated by unequal knowledge of English onboard a ship with multi-lingual crew. Different background, different education and hierarchy level result in various receptive and productive knowledge of Maritime English, which lead to misunderstanding, in communication. These misunderstanding are fatal to human lives. Each and every mistake can be hazardous-both technical and lingustic. Ther are two types of failure in foreign laguage methodology - mistake (minor) and error (major). ) The distinction can be applied to Maritime English commucation with respect to the consecuences of a mistake. Consequence is a too subtle term for accidents that follow a misunderstanding in bridge-engine department, ship-ship and ship-shore communication. Material loss is not worth mentioning in comparison to one human life. Multi-national crew requires one common internationally recignized language, which complies with certain communication rules. English language has become global and, therefore maritime language number one, due to the Great Britain's economic and military power, and not because of its linguistic qualities. Spanish, German and Italian have lost the race for that prestiguous position long time ago.
As we have already mentioned, Maritime English should be precise, and one cannot emphesize enough the importance of accuracy in the maritime register. Therefore, the restrictedness of the register is also of paramount importance, due to the fact that standardized communication is vital in ship-ship and ship-shore communication. We can even conclude that the safety of life at sea depends on the restricted, that is standardizad aspect of maritime register. In other words, successful communication in maritime traffic is impossible without using Standard Marine Communication Phrases, which were introduced by IMO in 2001. Seaspeak is not possible without the standardized phrases and communication rules.
The registers comprise of different subregisters, which represent other more narrow aspects of the profession. These subdialects indicate different types of job and activity, as well as different use of language. However the borders among these subregisters are not strict ones. Therefore, the Master can use a variety of registers or subregisters, which he/she realizes in various situations, using the language for different purposes. The register that the Master uses from the navigational bridge in relation to the Chief Officer on the bow and Second Officer on the stern, while manouevring (anchoring, berthing), and with the rest of the crew in the engine department, differ from the registers that the Master uses in communication while completing prt formalities (Customs, Immigartion, Police, Ship's Agent).
It is obvious that we, by means of the languge realize the existing rules of the system. However, we primarily do things, that is carry out an action. Depending on the situation, a sentence is understood as an invitation, complaint or order. That fact comprises the pracmatic aspect of the language. Even laymen know that Mayday designates a ship in distress, but there are also markers such as pan-pan and securite, which is sent not only when security is endangered but also in case of heavy weather or as a navigational warning. The distress messages are repeated three times and are of paramount importance. Special message markers are used,such as: Question, Instruction, Advice, Warning, Intention, and each marker has its own answer to a particular message as follows: Answer, Instruction-received, Advice-requested. Each and every phrases has its own rules and define the type of message, which follows. There is no question tags and rising intonation. There are also markers for taking the word, checking or correcting the message.
Standard Maritime Communicaton Phrases were introduced by IMO as recommended phrases, which are used for ship-to-ship and onboard communication. Modern shipping has recently become more sophisticated, and bigger and faster ships are exposed to different threats. Therefore, DSC/VHF, which allows a direct ship-to-shore communication, and IMARSAT additionally extends the satelite communication to ships. Maritime English must be precise and unambiguous. However, is it possible to achieve a successful communication among multi-lingual crew members? A good communication in Maritime Affairs is vital, especially in cases of emergency. It is deteriorated by unequal Maritime English knowledge of multi-national crew. Different background, different education and hierarchy level result in various receptive and productive knowledge of Maritime. English, which lead to misunderstanding, in communication. These misunderstanding are fatal to human lives.
The SMCP builds on a basic knowledge of the English language. The Standard Marine Communication Phrases (SMCP) has been compiled:
- to assist in the greater safety of navigation and of the conduct of the ship,
- to standardize the language used in communication for navigation at sea, and
- to assist maritime training institutions in meeting the objectives mentioned above
It was drafted on purpose in a simplified version of Maritime English to reduce grammatical, lexical and idiomatic varieties to a tolerable minimum, using standardized structures for the sake of its function aspects, i.e. diminishing misunderstanding in safety related verbal communications, thereby endeavouring to reflect present Maritime English language usage on board vessels and in ship-to-shore/ship-to-ship communications. This means, in phrases offered for use in emergency and other situations developing under considerable pressure of time or psychological stress as wells as in navigational warnings, a block language was applied which sparingly uses, or frequently omits, the function words the, a/an, is/are as done in seafaring practice. Users, however, may be flexible in this respect. Further communicative features may be summarized as follows:
- avoiding synonyms
- avoiding contracted forms
- providing fully worded answers to "yes/no"-questions and basic alternative answers to sentence questions
- providing one phrase for one event, and
- structuring the corresponding phrases after the principle: identical invariable plus variable.
Since the maritime language is further subdivided into registers and subregisters, we can make a distinction between maritime language and maritime languages. The complexity of the nautical register makes learning, that is acquisition very difficult. One should firstly learn maritime terms in his own mother tongue and then move onto the maritime English world.
Standard Phrases Application of Message Markers
Some words in English have meanings depending on the context in which they appear. Misunderstandings frequently occur, especially in VTS communications, and have produced accidents. Such words are: the conditionals "may", "might", "should" and "could".
Examples:
Do not say: "May I enter the fairway?"Say: "QUESTION. Do I have permission to enter the fairway?"Do not say: "You may enter the fairway."Say: "ANSWER. You have permission to enter the fairway."Do not say: "You could be running into danger."Say: "WARNING. You are running into danger."
In order to especially facilitate shore-to-ship and ship-to-shore communication or when one of the Standard Marine Communication Phrases will not fit the meaning desired, one of the following eight message markers may be used to increase the probability of the purpose of the message being properly understood. The message marker is the word pronounced before the message to signal and introduce the purpose and content of the message to be communicated.The following eight message markers are recommended: QUESTION, ANSWER, INFORMATION, REQUEST, ADVICE, INSTRUCTION, WARNING, INTENTION.
Examples: “QUESTION What is your present maximum draft?”
“ANSWER My present maximum draft is zero seven meters.”
"REQUEST. I require two tugs."
"INFORMATION. MV Starlight will overtake to the West of you ."
"ADVICE. (Advise you) stand by on VHF Channel six nine."
Maritime accidents causes and consequences due to English language defficiency
Different surveys indicate that human error is in 80% of accidents the main cause of accidents. For example, human error is identified as a cause of the following facts:
- 84 - 88 % of maritime accidents involving tankpomorskih nesreća tankers[1],
- 79% of maritime accidents involving tug grounding[2],
- 89 – 96 % of collisions[3],
- 75 % of fire and explosion on board[4].
The fact is that not solely one human error caused the accidents, but a chain of crew members mistakes in the ship's organization, as well as negligence of shippers, who play an important role for the safety of life at sea. The maritime accidents results indicate that, not only ship's crew, but also shore workers play an important role in the organization of management safety system of a shipping company. Most researchers have come to the conclusion that modern technology, reliable ship' systems play a minor role, and that the safety substantially depends on human factor. As far as causes are concerned, maritime accidents are the following:
- Accidental Act of God cause. Perils of the seas include strong storms, which cause various damages both to the ship and to the cargo.
- Mechanical failure can be the cause of an accident. This type of maritime accident occur as a consequence of a series of circumstances, and not as a result of human factor. Equipment deterioration and irregular maintenance are the main causes of this type of accidents.
- Maritime accidents caused by human factor, that is negligence are numerous. Such errors include: the negligence of the Master, Officers, crew members, Pilot, tug crew, etc. This type of accidents implies also equipment failure which is caused by the human factor, that is negligence.
- Deliberate maritime accidents are caused on purpose, such as stranding of a ship in order to compensate the loss.
As far as consequences are concerned, maritime accidents can be very serious and serious.
Very serious accident involves the total loss of the ship, death and pollution from the ship.
Serious accident implies fire, explosion, collision, grounding, heavy weather damage, etc. The accident involves: mechanical failure, super-structural damage, unseaworthiness of the ship, which requires tug service.[5]
Conclusion
The use of the 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 their wording 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 in doubt, increasingly evident under modern conditions at sea. The accompanying CD/Cassette is designed to familiarize users with the pronunciation of the phrases. The SMCP should be taught and learnt selectively, according to the users` specific needs rather than completely. The respective instruction should be based on practice in the maritime environment and be implemented through appropriate modern language teaching methods. The SMCP contributed to better communication and better understanding between seamen, so that the human error factor in ship to ship and ship to shore communication is decreased.