EU Boatmaster (Hungary) cheat sheet

IALA Region A (Europe, incl. Hungarian Danube): entering from seaward - red (port-hand) marks to port, green (starboard-hand) marks to starboard; preferred channel marks use red/green with a topmark and the main channel colour on top.

Danube kilometre system runs upstream (km 0 at Sulina, Black Sea) to Kelheim; positions are cited as river km plus bank (left/right bank defined looking downstream).

Fairway dimensions on the Danube: minimum depth and width are published per reach in the navigation notices (Hajózási Hirdetmény); under-keel clearance must be maintained at all times, taking squat into account.

Squat (shallow water, block coefficient ~0.8): approx. 0.1–0.3 m at moderate speed, rising sharply with speed; formula estimate s = Cb·V²/100 (V in knots, s in metres) for open water, doubled in restricted channels.

Bends: approach on the outside of the curve and cut late; on the Danube the concave (outer) bank usually carries the deeper water and the faster current.

Current effects: at 1.5 m/s current a vessel making 10 km/h through water has 4.6 km/h over ground upstream and 15.4 km/h downstream - plan overtaking and bridge approaches on speed over ground.

Coastal/estuary navigation: use leading lines, sector lights and radar parallel indexing; set and drift from tidal stream must be applied as a vector to course steered.

Anchor scope in sheltered inland water: 3–5× depth; in exposed coastal water 5–7× depth; anchor bearing taken by transit or radar to confirm holding.

CEVNI applies on the Danube and other navigable inland waterways of the EU; at sea the COLREG (1972) applies - a Hungarian boatmaster must know both and the boundary point of each waterway.

Head-on meeting (CEVNI Art. 6.04): both vessels alter course to starboard and pass port-to-port; a short one-second flash of a white light or one short sound signal confirms the intention.

Overtaking: the overtaking vessel keeps clear; give-way signals are one short blast (overtake to starboard) or two short blasts (overtake to port) - the vessel being overtaken must confirm with the same signal before the manoeuvre starts.

Crossing (CEVNI 6.04): the vessel with the other on its starboard side gives way; in narrow channels the vessel following the right bank has priority over one on the left bank.

Night/day shapes: a vessel at anchor shows an all-round white light (and ball by day); a vessel aground shows the same plus two red lights vertically (three balls by day).

Blue boards/flags (CEVNI): one blue board = vessel has a dangerous cargo or is unable to manoeuvre as required; two blue boards with white flashing light = pushing convoy unable to manoeuvre - keep well clear.

COLREG Rule 13: any vessel overtaking any other is the give-way vessel until finally past and clear, regardless of vessel type.

Sound signals in restricted visibility (COLREG Rule 35): one prolonged blast every 2 min for a power-driven vessel making way; two prolonged blasts with 2 s interval for one stopped and not making way.

Pivot point for a vessel making headway lies about 1/4 of the length from the bow; when going astern it moves to about 1/4 from the stern - rudder and thruster effects act about this point.

Transverse thrust: a right-handed propeller in ahead throws wash to starboard at the stern (stern walks to starboard); in astern, the stern walks to port - used to spring off a berth.

Bank effect: the bow is repelled from a nearby bank and the stern attracted; suction increases with speed and with a narrow channel, so reduce speed when passing close to a bank.

Turning circle diameter for a typical inland motor vessel is 2–3 ship lengths; the advance is about 0.6–1.0 L and the transfer about 0.3–0.5 L.

Stability: GM = KM − KG; positive GM means stable. KB ≈ T/2, BM = I/V; for a box-shaped barge BM = B²/(12T).

Free surface effect: FSC = i·ρ/(Δ) where i is the second moment of area of the free surface; a rectangular tank of breadth b gives i = l·b³/12 - subdivision of tanks reduces FSC sharply.

Angle of loll: a vessel with negative initial GM floats at a small heel; it must not be corrected by shifting weight to the high side - lower the centre of gravity first (fill low tanks, lower weights).

Squat and interaction: in shallow or narrow water, speed reduction is the primary control; passing a moored vessel at speed can break its moorings through suction.

Four-stroke diesel firing order: cycle is intake–compression–power–exhaust over two crankshaft revolutions; a six-cylinder engine typically fires at 120° intervals (1-5-3-6-2-4).

Compression ignition needs compression ratio ~14:1–20:1 and fuel injection timed at the end of compression; a cold-start failure usually points to low compression, air in the fuel line, or a faulty injector.

Cooling: raw-water cooled systems use a heat exchanger; a rise in cooling water temperature with normal load usually means fouled heat exchanger, blocked strainer, or a slipping/failed raw-water pump impeller.

Lubrication: low oil pressure at idle with normal pressure at speed suggests worn bearings or a faulty relief valve; oil pressure must never be allowed to fall below the maker's minimum at operating temperature.

Battery/electrical: 24 V DC is standard on inland vessels; a battery isolator must be open before working on the alternator or starter circuit; check electrolyte level and terminal corrosion at each watch.

Steering: hydraulic ram steering with two independent pumps; loss of one pump leaves reduced but usable response - test both pumps before entering a lock or bridge approach.

Bilge and fire pumps: the bilge system must have a working non-return valve; the emergency fire pump must be capable of delivering at least two jets at the required pressure.

Pre-departure engine checks: fuel level and water in fuel separator, cooling water level, oil level, belt tension, and no visible leaks; record in the engine log.

Fire classes: A = solid combustibles (water, foam), B = flammable liquids (foam, CO2, dry powder - never water jet), C = gases (shut off supply, dry powder), D = metals (special powder), F = cooking oils (wet chemical).

Engine-room fire: stop fuel supply, shut down ventilation, release fixed CO2 only after confirming all personnel are out and the space is sealed - CO2 is lethal in an occupied space.

Man overboard: shout 'man overboard', throw a lifebuoy, helm to the side of the casualty (to swing the stern away), mark the position, and approach into wind and current for a lee-side recovery.

Abandon ship: don lifejacket, take warm clothing, launch the survival craft, stay with the vessel as long as it is safe, and take the portable VHF and EPIRB if available.

Lifejacket checks: cylinder weight, auto-inflation cartridge date, oral inflation valve, retro-reflective tape, and light battery - inspect monthly and record in the logbook.

Collision: stop, render assistance, exchange vessel identity and port of registry, and report to the competent authority; failure to render assistance is a criminal offence.

Fire extinguisher PASS: Pull the pin, Aim at the base of the fire, Squeeze the handle, Sweep side to side; a 9 kg dry-powder extinguisher discharges in about 10–15 seconds.

Emergency reporting: MAYDAY (distress, immediate danger), PAN-PAN (urgency), SÉCURITÉ (safety) - on VHF channel 16, then move to a working channel.

Beaufort scale: F4 = 11–16 kn (moderate breeze, small waves), F6 = 22–27 kn (strong breeze, whitecaps), F8 = 34–40 kn (gale) - wind speed in knots ≈ 2 × (Beaufort number)² for a rough estimate.

Pressure: standard sea-level pressure 1013.25 hPa; a fall of more than 1 hPa per hour indicates a rapidly deepening low and deteriorating conditions.

Wind circulates anticlockwise around a low and clockwise around a high in the Northern Hemisphere; buoys rule (veer with a passing low in the N hemisphere) helps confirm the track.

Fog: radiation fog forms on clear, calm nights over water; advection fog forms when warm moist air moves over cold water - reduce speed to the minimum at which the vessel can be stopped within the visible distance.

Danube hydrology: high water (árvíz) raises current and reduces under-keel clearance; ice (jég) closes navigation; low water exposes shoals and reduces load capacity - check the daily hydro-meteorological service (OVF/Hydroinfo) before departure.

Thunderstorms: squall lines can bring 40+ kn gusts; secure loose gear, reduce speed, and head into the wind at low speed to reduce rolling and structural stress.

Tide/coastal: rule of twelfths - in a 6-hour tide, 1/12 of the range flows in the first hour, 2/12 in the second, 3/12 in the third, then 3/12, 2/12, 1/12.

Local wind names on the Danube: the 'kosava' (cold, gusty SE wind) and 'bora' can affect the lower Danube and coastal approaches; treat with caution for mooring and lock entry.

VHF channel 16 is the distress, safety and calling channel; channel 10 is commonly used for inland ship-to-ship and lock/bridge working in Europe; channel 70 is DSC only - never voice.

MAYDAY call: 'MAYDAY MAYDAY MAYDAY, this is [name, callsign, MMSI], position, nature of distress, assistance required, number of persons on board, over.'

Inland AIS (Inland AIS, per EU/UNECE standards) transmits vessel identity, position, course, speed, and blue-board/convoy status; it supplements but does not replace radar and visual lookout.

AIS data must be verified: a wrongly set ship type or dimensions, or a wrong navigational status, misleads other traffic and VTS - check the AIS at every watch change.

Sound signals (CEVNI): one short = I am altering to starboard; two short = to port; three short = engines going astern; four short = I cannot manoeuvre; rapid flashing = danger of collision.

Flags/shapes: a black ball = at anchor; a black cylinder = constrained by draft; two black balls = not under command; a cone point-down = sailing vessel under power.

DSC distress alert: press the red button under the flap for 5 seconds; the alert carries the MMSI and nature of distress; follow with a voice MAYDAY on channel 16.

Radio log: record time, station, channel, and content of distress, urgency and safety traffic; keep the log available for inspection.

MARPOL Annex I: oily water discharge is prohibited in inland waters and within special areas; bilge water must be retained on board and delivered to a reception facility, with the receipt kept on file.

MARPOL Annex IV (sewage): discharge is prohibited in inland waterways; sewage must be held in a holding tank and pumped out at a reception station - the record book must be kept.

MARPOL Annex V (garbage): no garbage overboard anywhere in inland waters; garbage is segregated (food, plastic, paper, hazardous) and landed ashore; a garbage record book is required for vessels over 400 GT or certified to carry 15+ persons.

Annex VI (air): sulphur content of marine fuel in EU inland waters and at berth is limited to 0.10%; fuel changeover must be recorded in the logbook.

Spill response: stop the source, raise the alarm, contain with booms/absorbents, notify the authority (in Hungary the disaster management and the navigation authority), and record the event and the actions taken.

Anti-fouling and hull cleaning: no hull cleaning in the water that releases paint or biocides; use approved facilities.

Ballast water: exchange or treatment per the BWM Convention before discharge; record in the ballast water record book.

Environmental liability: the polluter pays; a master who fails to report a spill commits an offence and may lose the certificate.

Hungarian boatmaster certificates: 'hajóvezetői' (boatmaster) and 'hajózási szakember' levels, issued by the competent transport authority (ÉKM/KKM); the licence states the waters and vessel categories covered.

CEVNI certificate (International Certificate for Operators of Pleasure Craft, ICC) is required for pleasure craft on inland waterways; for commercial inland navigation the EU crew directive (2017/2397) sets the minimum qualification and the boatmaster's certificate.

Required documents on board: certificate of registry, tonnage certificate, boatmaster's licence, crew list, insurance certificate, radio licence, and the inland navigation certificate (if applicable).

Crewing: minimum crew depends on vessel length, tonnage and route; the manning certificate states the required number and qualifications - sailing short-handed is an offence.

Watchkeeping: a proper lookout must be maintained at all times; on inland vessels the helm may be unattended only briefly and only when safe, and never in a lock, bridge or narrow channel.

Accident reporting: a collision, grounding, injury or pollution must be reported to the competent authority without delay; the master keeps the logbook and a written report.

Insurance: compulsory third-party liability insurance for inland vessels; the certificate must be on board and the cover must match the vessel's certified tonnage.

Logbook: entries must be made in ink, in chronological order, without erasure; corrections are made by a single line and initials, and the log is kept for the period required by national law.

Medical fitness: a valid medical certificate is required for boatmasters and crew; eyesight, hearing and colour vision standards apply, and the certificate has a maximum validity (often 2 years, 1 year above a certain age).

Fatigue: the human body has a circadian low around 02:00–06:00 and 14:00–16:00 - risk of microsleep is highest then; planned rest before night watches reduces it.

Watchkeeping hours: the EU crew directive limits working time and requires minimum rest (at least 10 hours rest in any 24-hour period, of which 6 hours uninterrupted) - record rest hours.

Hypothermia: cold-water immersion below 15 °C causes rapid loss of dexterity and judgement; treat with gradual rewarming, no alcohol, and no rubbing of extremities.

Drowning/CPR: start chest compressions at 100–120 per minute, depth 5–6 cm, ratio 30:2 with rescue breaths; use an AED as soon as it is available.

Crew resource management: closed-loop communication (order - repeat back - confirm), a speak-up culture, and a clear challenge-and-response for safety-critical instructions.

Alcohol and drugs: a blood alcohol limit applies to boatmasters (in Hungary 0.00‰ for professional operation); testing can be ordered after an accident.

Stress and decision-making: fatigue, noise and vibration degrade judgement; a structured checklist and a second pair of eyes on bridge and lock approaches reduce error.