Egypt Maritime COC Deck cheat sheet

Great-circle distance (nm) = 60 × angular distance in degrees; use haversine: cos D = sin φ1 sin φ2 + cos φ1 cos φ2 cos Δλ.

Mercator sailing: DMP = 7915.7 × log10 tan(45° + φ/2) (minutes of latitude); tan course = DLo / DMP.

Plane sailing valid only for short legs (under ~600 nm) or low latitudes; error grows with latitude and DLo.

Mid-latitude sailing: departure = DLo × cos φm; use for legs under 1,500 nm with latitude change under 15°.

Parallel sailing: departure = DLo (minutes) × cos latitude; course is 090°T or 270°T exactly.

Speed–time–distance: distance (nm) = speed (kn) × time (h); 1 knot = 1 nm/h = 1,852 m/h.

Passage plan appraisal order: charts/publications, TSS and routing schemes, no-go areas, abort points, contingency anchorages, then berth-to-berth waypoints.

UKC policy: minimum under-keel clearance typically 10% of static draught in exposed waters, plus squat, heel and swell allowance.

Observed altitude Ho = Hs + index correction + dip − refraction ± semi-diameter + parallax; sextant dip ≈ 1.76′√(height in m).

Zenith distance ZX = 90° − Ho; intercept (altitude difference) = Ho − Hc, 'towards' if positive, 'away' if negative.

Azimuth from PZX: use sin Z = (cos δ × sin LHA) / cos h, or tabulate with ABC tables; plot intercept along the azimuth.

Meridian passage (upper): LMT of transit from almanac; latitude = ZX + declination when body bears same name as latitude, otherwise ZX − declination.

Polaris gives latitude directly: latitude ≈ altitude − a0 + a1 + a2 corrections from Polaris tables.

Longitude by chronometer: LHA = GHA (at UT) ± longitude; longitude = GHA ± LHA, east positive, west negative.

Star identification: use sidereal hour angle (SHA) and declination; GHA star = GHA Aries + SHA star.

Running fix: advance the earlier LOP along the course and distance run; accuracy degrades with time between sights.

Rule 13: any vessel overtaking is the give-way vessel until finally past and clear, regardless of power-driven or sailing status.

Rule 14 head-on: both power-driven vessels alter course to starboard and pass port-to-port.

Rule 15 crossing: vessel with the other on her own starboard side is give-way; the stand-on vessel keeps course and speed (Rule 17).

Rule 19 restricted visibility: no stand-on vessel; reduce to safe speed, and if risk of collision exists take substantial action early; avoid altering course to port for a vessel forward of the beam.

Rule 7 risk of collision: if a steady bearing and decreasing range exists, assume risk of collision; do not rely on scanty radar information.

Rule 6 safe speed factors: visibility, traffic density, manoeuvrability, stopping distance, background light, sea state and draught/UKC.

Rule 10 TSS: cross on a heading as nearly as practicable at right angles; avoid crossing traffic lanes; do not anchor in a TSS.

Rule 5 lookout: by sight and hearing and by all available means; a radar/ECDIS watch alone does not satisfy the rule.

Rule 8 action: positive, made in ample time, large enough to be readily apparent (typically 30°+ course change), avoiding successive small alterations.

GM = KM − KG; positive GM gives a righting moment GZ = GM × sin θ at small angles (up to about 10–15°).

Righting lever curve area to 30° must be ≥ 0.055 m·rad, to 40° ≥ 0.09 m·rad, and between 30° and 40° ≥ 0.03 m·rad (IS Code 2008).

Maximum GZ should occur at not less than 25°, and initial GM must be ≥ 0.15 m.

Free surface effect: FSC = i × ρ / (Δ) where i is the second moment of area of the free surface; subdivision reduces FSC by the square of the number of divisions.

Trim = (w × d) / MCTC; change of trim in cm equals trimming moment in tonne-metres divided by MCTC.

Angle of loll: unstable ship with negative GM; GZ = 0 at loll angle where GM tan θ = BM tan³ θ (wall-sided).

List vs loll: list is caused by transverse weight shift and is corrected by counter-ballast; loll is corrected by lowering G or adding bottom weight.

Draft survey: Δ = (displacement from hydrostatics at corrected mean of means) ± first and second trim corrections ± density correction.

IMDG segregation codes: away from (1), separated from (2), separated by a complete compartment or hold (3), separated longitudinally by an intervening complete compartment (4).

IMDG class list: 1 explosives, 2 gases, 3 flammable liquids, 4 flammable solids, 5 oxidizers/peroxides, 6 toxic/infectious, 7 radioactive, 8 corrosives, 9 miscellaneous.

Stowage factor (SF) = volume in m³ per tonne; broken stowage reduces the usable volume, typically 5–25% depending on shape.

Deadweight = displacement − lightship; cargo deadweight = DWT − bunkers − stores − fresh water − ballast − constants.

Grain: heeling moments from the Grain Code must not exceed the maximum permissible heeling moment from the grain loading booklet; filled compartments reduce heeling.

Container lashing: check stack weight limits, MSL of twistlocks and lashing rods, and stack density for the stow position.

Timber deck cargo: lashings and stanchions per the Timber Deck Cargo Code; maximum height and securing intervals are prescribed.

Dangerous goods documentation: multimodal DG form plus container/vehicle packing certificate; the shipper declares UN number, proper shipping name, class, packing group.

Collision bulkhead: located not less than 0.05L and normally not more than 0.08L from the forward perpendicular (SOLAS II-1).

Double bottom height: at least B/20 or 760 mm, whichever is greater, and not less than 600 mm at the bilge.

Load line marks: S, W, T, F and tropical/seasonal variants; the deck line is 300 mm × 25 mm, and the ring is 300 mm outside diameter, 25 mm thick.

Freeboard = distance from the freeboard deck to the summer load line; assigning authority is the flag administration or recognised organisation.

Watertight subdivision: damage stability must satisfy the probabilistic index A ≥ R for the ship length under SOLAS II-1 Part B-1.

Corrosion allowances: typical tanker scantling diminution limits are 75–80% of as-built thickness; exceeding limits requires renewal.

Bulkhead and deck openings: watertight doors must be operable locally and from the bridge with position indication; drill requirements apply.

Hull stress monitoring: shear force and bending moment limits are in the loading manual; hogging = deck in tension, sagging = deck in compression.

Buys Ballot's law: in the Northern Hemisphere, with your back to the wind, low pressure is to your left (reversed in the Southern Hemisphere).

Beaufort scale: force 8 = gale (34–40 kn), force 10 = storm (48–55 kn), force 12 = hurricane (≥64 kn).

Swell travels in great circles from its generating area; its direction is refracted by shoaling water and can be forecast from a wave chart.

Tropical revolving storm: winds circulate counter-clockwise in the Northern Hemisphere; the dangerous semicircle is the one to the right of the track.

Storm avoidance in the Northern Hemisphere dangerous semicircle: steer to bring the wind on the starboard bow and make way to the open sea.

Fog formation: radiation fog over land at night with clear skies and light wind; advection fog when warm moist air moves over a cold surface (common over the Grand Banks).

Sea state: significant wave height is the mean of the highest one-third of waves; fully developed sea height scales with wind speed squared.

Currents: the Gulf Stream and Kuroshio are western boundary currents; the Agulhas current off South Africa sets SW at up to 5 kn near the coast.

GMDSS sea areas: A1 within VHF DSC range of a coast station, A2 within MF DSC range, A3 within Inmarsat coverage, A4 outside all.

DSC distress alert: VHF channel 70, MF 2187.5 kHz, HF on 4207.5, 6312, 8414.5, 12577, 16804.5 kHz; follow with voice on VHF 16 or MF 2182 kHz.

Mayday = distress; Pan-Pan = urgency; Sécurité = safety; Mayday Relay used when another station relays a distress.

EPIRB: 406 MHz Cospas-Sarsat, registered to the vessel, float-free, transmitting GNSS position; battery and HRU renewal dates must be tracked.

SART: 9 GHz, range about 5–8 nm from a ship's radar at 1.5 m height; shows 12 dots on the radar display.

NAVTEX: 518 kHz international English, 490 kHz national, 4209.5 kHz; reception range about 200–400 nm.

Morse single-letter signals: A = I have a diver down, B = loading/discharging dangerous cargo, G = I require a pilot, U = you are running into danger.

IAMSAR: three volumes - Volume I organization, Volume II mission coordination, Volume III mobile facilities.

SOLAS Chapter I: certificates (Safety Construction, Safety Equipment, Safety Radio) are valid for a maximum of 5 years with surveys at 12-month intervals.

MARPOL Annexes: I oil, II noxious liquid, III harmful packaged, IV sewage, V garbage, VI air pollution; Annex VI sets the 0.50% global sulphur cap (0.10% in ECAs).

UNCLOS: territorial sea 12 nm, contiguous zone 24 nm, EEZ 200 nm, and the right of innocent passage through the territorial sea.

COLREG Rule 2: nothing in the rules exonerates the owner, master or crew from the consequences of neglect of any precaution required by ordinary practice of seamen.

Hague-Visby Rules: carrier's obligations include seaworthiness, care of cargo, and a package/weight limitation (666.67 SDR per package or 2 SDR per kg).

Bill of lading: a receipt for goods, evidence of the contract of carriage, and a document of title; a clean B/L states goods received in apparent good order.

Salvage: under the 1989 Salvage Convention, the reward is based on the value saved, danger, and skill used; no cure, no pay, with a special compensation for environmental protection.

Flag State versus Port State: the flag administers certificates; a port State may detain a ship for deficiencies under the IMO PSC procedures.

Muster list must show the assembly station, duties in an emergency, and the substitutes for key persons who may become disabled.

Fire drills and abandon-ship drills: at least once a month for each crew member; drills must be recorded in the official logbook.

Lifeboat launching: each lifeboat launched with its assigned crew at least once every 3 months, and a free-fall launch at least every 6 months where practicable.

Lifejackets: one per person plus additional for watchkeepers at the bridge and engine room; immersion suits for each person on board.

MARPOL Annex V: discharge of plastics is prohibited anywhere; food waste discharge is restricted within 3 nm and 12 nm of land according to treatment.

Oil Record Book Part I: machinery space operations, entries made without delay, retained on board and available for inspection.

SOPEP: shipboard oil pollution emergency plan, mandatory for ships of 400 GT and above, with coastal state notification procedures.

Garbage Record Book required for ships of 400 GT and above, and for every ship certified to carry 15 or more persons.

Fire triangle: fuel, oxygen and heat; extinguishing by starvation, smothering, cooling or chemical inhibition.

Fire classes: A carbonaceous (water), B flammable liquid (foam/CO2), C gas (shut off and cool), D metal (dry powder), F cooking oil (wet chemical).

Fixed CO2 release: seal the space, shut down ventilation, account for all persons, and do not re-enter until the space is ventilated and tested for oxygen.

Abandon ship sequence: Mayday with position and persons on board, launch survival craft, clear the ship's side, stream the sea anchor, and stay near the position.

Man overboard: hard-a-starboard or hard-a-port turn to return, Williamson turn for immediate return, Anderson turn for a faster return in restricted waters.

Flooding response: locate the breach, close watertight doors and flaps, counter-flood to control list, and monitor GM and shear force.

Grounding: sound all tanks and bilges, check under-keel and tide, avoid running engines if the bottom may be damaged, and notify the coastal state.

Collision: assess damage, exchange vessel details, render assistance as required by SOLAS V/33, and record all actions in the log.

IAMSAR search patterns: expanding square (SS) for a small search area, sector search (VS) for a datum with a short time delay, parallel sweep for large areas.

Track spacing S = sweep width W × coverage factor f; a coverage factor of 1.0 gives a probability of detection of about 0.63.

Datum: the most probable position of the person or craft in distress; update it with drift from wind and current.

Leeway drift: use the search object's leeway factor (e.g. liferaft, person in water) applied to wind speed for the drift vector.

On-scene coordinator (OSC) is normally the first vessel to arrive; the SAR mission coordinator (SMC) is at the rescue coordination centre.

Distress relay: acknowledge a distress alert only if it is not acknowledged by a coast station or another ship, then relay to the RCC.

Helicopter evacuation: hoist area clear of obstructions, ship's head to wind or as directed, and use a steady course and speed.

SAR communications: VHF 16 plus DSC, 121.5 MHz for aviation, and 9 GHz SART for locating the craft on radar.