EU Boatmaster (Hungary) key terms

The European Code for Inland Waterways: a set of harmonised traffic rules adopted for inland navigation, covering signals, right of way, marking of vessels and conduct in fairways. National supplements may add or modify requirements on specific waterways.

Country-specific rules added to or deviating from CEVNI on a particular waterway, such as local speed limits, reporting points or bridge signals. A boatmaster must know which supplements apply to the waterway being navigated.

The rule determining which vessel may proceed first when courses conflict. On inland waterways it is usually fixed by vessel type and direction of travel rather than by the give-way concept used at sea, so knowing the hierarchy is essential.

Rules for vessels passing one another: which side to leave on, who signals, and who must slow or wait. Overtaking vessels normally must keep clear and indicate their intention, and meeting situations may require reducing speed or stopping.

Short and long blasts used to announce manoeuvres such as turning, overtaking or intention to pass, and as warning in restricted visibility. Inland rules prescribe specific blast patterns whose meaning a boatmaster must recognise instantly.

Visual marks shown by vessels to indicate status, such as being at anchor, aground, restricted in manoeuvrability, fishing or pushing. Lights are shown at night and in poor visibility; shapes by day. Misreading them is a common accident cause.

The international collision regulations for preventing collisions at sea, governing lookout, safe speed, risk of collision and steering rules in coastal waters. Coastal passages under a boatmaster certificate are assessed against these rules rather than CEVNI.

A speed at which a vessel can stop or take avoiding action within the distance available, given visibility, traffic, current, draught and stopping ability. It is a legal obligation, not a fixed number, and must be reduced in fog or crowded fairways.

Continuous watch by sight and hearing, and by all available means including radar and AIS, to detect other traffic and hazards in time. A proper lookout must be maintained at all times and is not replaced by instruments alone.

The part of a waterway kept clear and marked for navigation, within which vessels normally travel. Its limits, side, depth and any restrictions are shown on charts, signs and buoys, and leaving it may be prohibited or hazardous.

The system of buoys, beacons, signs and lights that marks channels, hazards, bridges and restricted areas. Inland marking differs from the IALA maritime system, so a boatmaster must read waterway signs and bank markers correctly.

The printed or electronic depiction of a waterway showing depths, widths, bridges, locks, marks and hazards. It must be current and corrected, and the boatmaster is expected to plan the passage using it before departure.

Suction and repulsion forces felt when a vessel moves close to a bank or in a narrow channel, tending to pull the bow toward the bank and push the stern away. It increases with speed and requires early correction with rudder and throttle.

The reduction of under-keel clearance caused by water flow accelerating beneath a moving vessel, stronger in shallow water. It increases with speed and block coefficient and can cause grounding, so speed must be reduced in shallow sections.

Hydrodynamic forces between vessels passing or overtaking close together, or between a vessel and a bank, causing them to be drawn together or pushed apart. Passing too fast or too close can cause collision or loss of steering.

The vertical distance between the lowest point of the hull and the waterway bed. It must remain positive at all times, allowing for squat, wave motion, cargo changes and water level fluctuations, and is a core passage-planning figure.

Draught is the depth of hull below the waterline; air draught is the height from waterline to the highest fixed point. Both must be compared with charted depth and bridge clearances, including allowance for fuel, ballast and water levels.

The ability of a vessel to return upright after being heeled, determined by centre of gravity, centre of buoyancy and freeboard. Poor stability from high or shifting cargo, or free water on deck, can lead to capsize or cargo shift.

Loss of stability caused by liquid moving freely in a partly filled tank or hold, which shifts the vessel's centre of gravity as it heels. Keeping tanks either full or empty limits this dangerous effect.

The vertical distance from the waterline to the deck edge or load line, indicating reserve buoyancy. Too little freeboard reduces stability and safety margin and may breach loading rules or certificate conditions.

Approaching and securing a vessel to a quay or bank, or releasing it, taking account of wind, current, propeller effect and mooring lines. Approach speed should be low and controlled, with a plan for aborting the manoeuvre.

Sideways and turning forces produced by the propeller, such as transverse thrust and paddle-wheel effect, which influence how a vessel turns at low speed. Understanding it allows the boatmaster to manoeuvre without a bow thruster.

Securing a vessel to shore fittings or to another vessel using lines, bollards and winches. Correct line handling, spring and breast lines, and attention to water level changes prevent drift, chafing and parting of lines.

The machinery and drive train that move the vessel, including engine, gearbox, shaft and propeller. Pre-departure checks of fuel, cooling, lubrication and controls, plus knowledge of failure symptoms, are part of the boatmaster's duties.

The rudder, hydraulic or mechanical linkage and control system that turn the vessel. Its failure is an emergency, so its operation, backup means and emergency steering procedure must be known and regularly tested.

The tanks, lines and filters supplying fuel, and the lowest internal space where water and leaks collect. Checking for leaks, water in fuel and bilge accumulation prevents fire, engine stoppage and pollution from oily water discharge.

Pre-planned actions for fire, flooding, collision, man overboard, machinery failure or abandon ship, including alarms, mustering and communication. They must be practised so crew act correctly under stress and without hesitation.

Detection, containment and extinguishing of fire using extinguishers, fixed systems and closure of openings to cut ventilation. The fire triangle, fuel classes and the choice of extinguishing agent must be understood to avoid making a fire worse.

A person falling into the water, requiring immediate helm and throttle response, marking of the position, recovery and first aid. Cold water, current and propeller danger make speed of action and a practised recovery method critical.

Lifebuoys, life jackets, immersion suits, liferafts and distress signals carried according to the vessel's certificate and crew number. Equipment must be accessible, in date and known to all on board before departure.

Immediate care for injury or illness before professional help arrives, including bleeding control, CPR, hypothermia treatment and shock management. The boatmaster is responsible for ensuring adequate supplies and trained assistance on board.

Knowledge of weather systems, wind, fog, precipitation, and of water levels, current and flood behaviour on the waterway. Forecasts and water-level reports inform decisions on departure, loading and safe speed.

Changes in the height of the waterway affecting depth, bridge clearance, current strength and bank erosion. High water may close sections or impose speed limits, while low water restricts loading and under-keel clearance.

An automatic identification and tracking system for inland vessels transmitting identity, position, course, speed and voyage data to other vessels and authorities. It supports traffic safety and must be used correctly, without replacing lookout.

Very high frequency radiotelephone used for ship-to-ship, ship-to-shore and lock or bridge communication on designated channels. Correct channel use, distress priority and standard phraseology are required, and false distress calls are prohibited.

A recognised signal indicating grave and imminent danger, such as MAYDAY by radio, red flares, or arm signals. Misuse is an offence, and any boatmaster must be able to send and recognise distress and urgency signals.

Measures to avoid discharging oil, fuel, sewage, garbage or harmful substances into water, including retention on board, correct disposal and use of reception facilities. Spills must be reported, and penalties apply for illegal discharge.

Rules for storing and landing garbage, oily residues and sewage rather than releasing them into the waterway. Segregation, labelled containers and use of shore reception stations are expected, and discharge restrictions may be absolute in protected areas.

The official document confirming that a person has met the training, examination and medical requirements to act as boatmaster for a stated category of vessel and waterway. It must be carried and produced on request.

The number and qualification of crew the vessel must carry as set by its certificate or national rules, considering size, route and automation. Sailing short-handed is a legal breach and a safety risk.

Reduced alertness and performance caused by long hours, poor sleep, noise or stress, which impairs judgement and reaction time. Working-time limits, rest planning and honest self-assessment are required to manage the risk.

The effective use of all available people, information and equipment through clear communication, briefings, workload sharing and challenge of unsafe decisions. It reduces human error, especially in emergencies and on vessels with small crews.

The physical and mental suitability of a crew member for duty, confirmed by periodic examinations such as vision and hearing tests. Valid fitness certification is a condition of the certificate and of safe performance on board.