Kazakhstan Maritime Deck Officer cheat sheet

Mercator sailing: departure = Dlong × cos(Lat); for a composite course split at a limiting latitude before the rhumb line reaches high latitude where the scale becomes impractical.

Great-circle distance: cos D = sin Lat1·sin Lat2 + cos Lat1·cos Lat2·cos Dlong; initial course from the sine rule with the same spherical triangle.

Plane sailing is valid only for short legs or low latitudes; error grows with Dlong and latitude because it ignores convergence of meridians.

Current triangle: set is the direction toward which the current flows, drift is its speed; course to steer is found by solving the vector triangle Course/Speed vs Set/Drift.

Running fix: advance the earlier line of position along the course and speed made good, then cross with the later LOP; accuracy depends on the angle of cut and the distance run between observations.

Tidal height by rule of twelfths: total range divided into 12 parts, cumulative 1-2-3-3-2-1 over the six hours from HW to LW (or reversed); only an approximation to a standard port curve.

Radar ARPA: CPA and TCPA are computed from relative motion; a target on a steady bearing with decreasing range is on a collision course regardless of its aspect.

ECDIS safety settings: safety contour, safety depth and safety draft must be set from the ship's maximum draft plus squat and UKC; the safety contour defaults to 30 m if not set.

GNSS accuracy: HDOP/VDOP and satellite geometry degrade fixes; RAIM detects (and with enough satellites excludes) a faulty satellite; GPS alone cannot warn of a degraded signal without RAIM.

Stowage factor (SF) in m³/t = volume occupied by 1 t of cargo including broken stowage; cargo mass = bale capacity ÷ SF when the hold is filled.

Broken stowage is the void between packages and the hold structure; typical allowance 10–15% for bagged cargo and more for irregular shapes.

IMDG segregation: codes 1 (away from), 2 (separated from), 3 (separated by one compartment or hold), 4 (separated by two), X (no segregation required); the segregation table gives the numeral for each pair of classes.

Dangerous goods documents: the Dangerous Goods Declaration and the Container/Vehicle Packing Certificate are required; the shipper is responsible for classification, packing and marking.

Solid bulk cargoes: Group A cargoes may liquefy (TML, moisture content); Group B cargoes are chemically hazardous (MHB); Group C is neither liquefying nor hazardous.

Timber deck cargo requires lashings and, per the Timber Deck Cargo Code, adequate stability with an allowance for water absorption; the code is applied when the ship carries a timber load line.

Container lashing: check stacking weight limits, twistlocks and lashing rods; the ship's Cargo Securing Manual is the approved document governing arrangements.

Grain stability: the Grain Code requires an approved grain loading document and assumed heeling moments; filled compartments reduce the free surface effect of shifting grain.

Hatch covers: weathertightness is verified by ultrasonic or hose testing; the hatch cover securing arrangements and cleats must match the approved closing appliances.

Minimum safe manning is set by the flag State in a Minimum Safe Manning Document; the master must ensure watch composition meets STCW rest-hour requirements.

STCW rest hours: minimum 10 hours of rest in any 24-hour period and 77 hours in any 7-day period; rest may be divided into no more than two periods, one at least 6 hours.

ISM Code: the Safety Management System covers a safety and environmental protection policy, defined responsibilities, procedures for key shipboard operations and emergency preparedness.

Internal audit and management review are ISM requirements; non-conformities are recorded, corrective action taken, and the effectiveness verified.

Master's authority: the master has overriding authority and responsibility to make decisions with respect to safety and pollution prevention, and may request company assistance.

Fatigue management: the rest-hour records must be maintained and available for inspection; watch schedules must be posted and fit within the STCW limits.

Safety committee meetings on board should be held regularly (commonly monthly) and records kept; near-miss reporting feeds the SMS risk assessment.

Port State Control: a ship may be detained for deficiencies that make it unseaworthy; the master must be aware of the outcome of inspections and any outstanding deficiencies.

Muster list and emergency instructions must be posted; each crew member must know their station, duties and the signals for abandon ship and fire.

GM (metacentric height) = KM − KG; positive GM means stable equilibrium, negative GM means the ship is in unstable equilibrium and will lurch to a list.

GZ curve: the area under the righting lever curve represents dynamical stability; IMO intact stability criteria require GZmax ≥ 0.20 m at 30° or more, and area to 40° ≥ 0.09 m·rad.

Free surface effect reduces effective GM by FSC = (i × ρ_liquid) / (Δ) summed over tanks, where i is the second moment of the free surface area.

Angle of loll: a ship with negative GM lists to either side; correction is to lower KG (fill low tanks) or add weight low, never to ballast high tanks first.

List due to off-centre weight: tan θ = (w × d) / (Δ × GM), where w is the shifted weight and d the transverse distance moved.

Draft survey: displacement is corrected for trim, density and deductibles (ballast, fresh water, stores); accuracy depends on careful soundings and the hydrostatic tables.

Bilge and ballast systems: the oily water separator must not discharge more than 15 ppm oil; the 15 ppm alarm must stop discharge automatically.

Fuel oil: the changeover procedure between HFO and MDO must be gradual to avoid thermal shock and fuel pump seizures; viscosity and temperature are controlled at the settling and service tanks.

Steering gear: SOLAS requires two independent steering gear power units; emergency steering drills must be held every three months and recorded.

Sea areas: A1 within VHF coverage of a coast station (DSC Ch 70), A2 within MF coverage (2187.5 kHz DSC), A3 within Inmarsat coverage (approx. 70°N–70°S), A4 outside A1–A3 (polar regions).

DSC distress alert: on VHF Ch 70 or MF/HF 2187.5/8414.5 kHz, followed by radiotelephony on Ch 16 or 2182 kHz; the alert contains MMSI, position, nature of distress and time.

GMDSS carriage requirements depend on the sea area: VHF DSC with Ch 70, a NAVTEX receiver, an EPIRB (406 MHz), SART (9 GHz) and two-way VHF radiotelephones are typical for A1–A3.

406 MHz EPIRB: registered to the ship, transmits to the COSPAS-SARSAT system; it should float free and activate automatically, and can be activated manually.

SART: responds on 9 GHz to radar interrogation, showing 12 dots on the radar display; range is approximately 5 nautical miles from a ship's radar.

NAVTEX: receives MSI on 518 kHz (international English) and 490 kHz (national language); messages are categorised by priority (Vital, Important, Routine, Safety).

Distress, urgency and safety prefixes: MAYDAY (distress), PAN PAN (urgency), SECURITE (safety); the DSC alert is followed by the appropriate voice call.

Radio log and false alerts: a false DSC alert must be cancelled by transmitting a DSC cancellation on the same frequency; the incident must be recorded in the radio log.

GMDSS radio log must record the time and details of distress, urgency and safety communications, and the daily test of the DSC and radio equipment.

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

Beaufort scale relates wind speed to sea state; force 8 (gale) is 34–40 knots, force 10 (storm) is 48–55 knots, force 12 (hurricane) is 64 knots and above.

Tropical revolving storm: in the Northern Hemisphere winds circulate anticlockwise around the centre; the dangerous semicircle is on the right of the track (left in the Southern Hemisphere).

TRS avoidance: in the Northern Hemisphere, if the wind veers, the vessel is in the navigable semicircle; if it backs, the vessel is in the dangerous semicircle.

Fog: radiation fog forms over land at night with clear skies and light winds; advection fog forms when warm moist air moves over a cold surface, common over cold currents.

Sea breeze: daytime heating of land causes air to rise and flow onshore at the surface; the land breeze at night flows offshore.

Swell: waves generated by distant weather; swell direction indicates the direction of the generating storm, useful for locating a TRS centre.

Tide prediction: spring tides occur near new and full moon (syzygy), neap tides near the first and last quarter (quadrature); range is greatest at springs.

Ocean currents: the Gulf Stream and Kuroshio are warm western boundary currents; the Canary and Benguela currents are cold eastern boundary currents with upwelling.

Rule 5: a proper lookout by sight and hearing and by all available means must be maintained at all times; radar and AIS supplement but do not replace the visual lookout.

Rule 6 (safe speed): consider visibility, traffic density, manoeuvrability, background lights, sea state and the ship's stopping distance and turning ability.

Rule 13 (overtaking): an overtaking vessel must keep clear of the vessel being overtaken until finally past and clear; the overtaking vessel is the one approaching from more than 22.5° abaft the beam.

Rule 14 (head-on): when meeting nearly end-on, both vessels alter course to starboard and pass port to port; a risk of collision exists if the bearing is steady and range decreasing.

Rule 15 (crossing): the vessel with the other on her starboard side must keep out of the way and, if possible, avoid crossing ahead.

Rule 19 (restricted visibility): reduce speed to a safe speed, have engines ready for immediate manoeuvre, and take avoiding action in ample time; no stand-on vessel in restricted visibility.

Rule 10 (traffic separation schemes): a vessel using a scheme should proceed in the appropriate traffic lane in the general direction of traffic flow; crossing is at right angles where practicable.

Rule 34 manoeuvring signals: one short blast = altering course to starboard, two = port, three = operating astern propulsion; five short and rapid blasts = doubt or danger.

STCW watchkeeping: the OOW must not leave the bridge until relieved; handover includes position, course, speed, traffic, equipment status and any standing orders.

SOLAS: chapters cover construction, subdivision and stability, fire protection, life-saving appliances, radiocommunications, navigation safety, and carriage of dangerous goods.

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

BWM Convention: ballast water must be managed to the D-2 standard; the Ballast Water Management Plan and record book are required, and the IBWMC certificate must be on board.

MLC 2006: sets minimum standards for seafarers' living and working conditions, including hours of work and rest, accommodation, food, medical care, and complaint procedures.

UNCLOS: establishes the territorial sea (12 nm), contiguous zone (24 nm), exclusive economic zone (200 nm) and the right of innocent passage.

STCW: regulates certification, training and watchkeeping; certificates of competency are issued by the flag State and must be endorsed and revalidated.

Salvage: under the 1989 Salvage Convention, the salvor has a duty to act with due care and to prevent or minimise damage to the environment; no cure, no pay is modified by special compensation.

Collision liability: under the 1910 Collision Convention, liability is apportioned by degree of fault; where fault is not ascertainable, damages may be divided equally.

Flag State and Port State: the flag State certifies and surveys, the port State inspects under regional agreements (Tokyo MOU, Paris MOU) and may detain for deficiencies.

Fire triangle: fuel, oxygen and heat; extinguishing methods are cooling, smothering, starving and chemical inhibition.

Fire classes: A solid combustibles (water, foam), B flammable liquids (foam, CO2, dry powder), C gases (dry powder, CO2), D metals (special dry powder), F cooking oils (wet chemical).

CO2 extinguishers: displace oxygen and cool; dangerous in enclosed spaces because of asphyxiation; do not use on metal fires.

Fixed CO2 system: release requires the space to be sealed, machinery stopped and all persons accounted for; the space must not be entered until ventilated and tested for oxygen.

Fire control plan: posted at the gangway and other locations, showing fire boundaries, extinguishing appliances, and access routes; it must be kept up to date.

Abandon ship: the order is given by the master only; each person proceeds to their muster station, dons a lifejacket and takes the survival craft assignment from the muster list.

Man overboard: immediately helm hard over toward the person, release the MOB marker, sound the alarm, and commence the Williamson or Anderson turn.

Enclosed space entry: requires an entry permit, atmosphere testing for oxygen (≥ 20.9% by volume), hydrocarbons and toxic gases, a standby person and rescue equipment.

Drills: abandon ship and fire drills must be held monthly (within 24 hours of leaving port if more than 25% of crew changed); records are entered in the official log book.

MARPOL Annex I: oily water discharge is permitted only when the ship is en route, outside special areas, oil content ≤ 15 ppm, and the oily water separator and 15 ppm alarm are operating.

Oil Record Book Part I records all oily water operations, sludge disposal, bilge transfers and bunkering; entries must be signed by the OOW and the master.

Annex V garbage: discharge of plastics is prohibited everywhere; food waste may be discharged outside special areas at ≥ 12 nm from land (comminuted ≥ 3 nm); special areas are more restrictive.

Annex IV sewage: discharge is permitted outside special areas when the ship has an approved treatment plant or is more than 12 nm from land with comminuted and disinfected sewage.

Annex VI: sulphur limit 0.50% m/m globally and 0.10% in ECAs; the fuel changeover must be recorded with date, time and position.

SOPEP: the Shipboard Oil Pollution Emergency Plan must be on board and include reporting procedures, contact points and response arrangements.

Garbage Record Book: required for ships of 400 GT and above, and for ships certified to carry 15 or more persons; entries cover each discharge and incineration.

Special areas under MARPOL Annex I include the Mediterranean, Baltic, Black Sea, Red Sea, Gulf, Antarctic and North West European waters; discharge rules are stricter there.

Ballast water exchange: the D-1 standard requires exchange at least 200 nm from land in water at least 200 m deep, or 50 nm and 200 m if that is not possible.

Mercator sailing: departure = Dlong × cos(Lat); for a composite course split at a limiting latitude before the rhumb line reaches high latitude where the scale becomes impractical.

Great-circle distance: cos D = sin Lat1·sin Lat2 + cos Lat1·cos Lat2·cos Dlong; initial course from the sine rule with the same spherical triangle.

Plane sailing is valid only for short legs or low latitudes; error grows with Dlong and latitude because it ignores convergence of meridians.

Current triangle: set is the direction toward which the current flows, drift is its speed; course to steer is found by solving the vector triangle Course/Speed vs Set/Drift.

Running fix: advance the earlier line of position along the course and speed made good, then cross with the later LOP; accuracy depends on the angle of cut and the distance run between observations.

Tidal height by rule of twelfths: total range divided into 12 parts, cumulative 1-2-3-3-2-1 over the six hours from HW to LW (or reversed); only an approximation to a standard port curve.

Radar ARPA: CPA and TCPA are computed from relative motion; a target on a steady bearing with decreasing range is on a collision course regardless of its aspect.

ECDIS safety settings: safety contour, safety depth and safety draft must be set from the ship's maximum draft plus squat and UKC; the safety contour defaults to 30 m if not set.

GNSS accuracy: HDOP/VDOP and satellite geometry degrade fixes; RAIM detects (and with enough satellites excludes) a faulty satellite; GPS alone cannot warn of a degraded signal without RAIM.

Stowage factor (SF) in m³/t = volume occupied by 1 t of cargo including broken stowage; cargo mass = bale capacity ÷ SF when the hold is filled.

Broken stowage is the void between packages and the hold structure; typical allowance 10–15% for bagged cargo and more for irregular shapes.

IMDG segregation: codes 1 (away from), 2 (separated from), 3 (separated by one compartment or hold), 4 (separated by two), X (no segregation required); the segregation table gives the numeral for each pair of classes.

Dangerous goods documents: the Dangerous Goods Declaration and the Container/Vehicle Packing Certificate are required; the shipper is responsible for classification, packing and marking.

Solid bulk cargoes: Group A cargoes may liquefy (TML, moisture content); Group B cargoes are chemically hazardous (MHB); Group C is neither liquefying nor hazardous.

Timber deck cargo requires lashings and, per the Timber Deck Cargo Code, adequate stability with an allowance for water absorption; the code is applied when the ship carries a timber load line.

Container lashing: check stacking weight limits, twistlocks and lashing rods; the ship's Cargo Securing Manual is the approved document governing arrangements.

Grain stability: the Grain Code requires an approved grain loading document and assumed heeling moments; filled compartments reduce the free surface effect of shifting grain.

Hatch covers: weathertightness is verified by ultrasonic or hose testing; the hatch cover securing arrangements and cleats must match the approved closing appliances.

Minimum safe manning is set by the flag State in a Minimum Safe Manning Document; the master must ensure watch composition meets STCW rest-hour requirements.

STCW rest hours: minimum 10 hours of rest in any 24-hour period and 77 hours in any 7-day period; rest may be divided into no more than two periods, one at least 6 hours.

ISM Code: the Safety Management System covers a safety and environmental protection policy, defined responsibilities, procedures for key shipboard operations and emergency preparedness.

Internal audit and management review are ISM requirements; non-conformities are recorded, corrective action taken, and the effectiveness verified.

Master's authority: the master has overriding authority and responsibility to make decisions with respect to safety and pollution prevention, and may request company assistance.

Fatigue management: the rest-hour records must be maintained and available for inspection; watch schedules must be posted and fit within the STCW limits.

Safety committee meetings on board should be held regularly (commonly monthly) and records kept; near-miss reporting feeds the SMS risk assessment.

Port State Control: a ship may be detained for deficiencies that make it unseaworthy; the master must be aware of the outcome of inspections and any outstanding deficiencies.

Muster list and emergency instructions must be posted; each crew member must know their station, duties and the signals for abandon ship and fire.

GM (metacentric height) = KM − KG; positive GM means stable equilibrium, negative GM means the ship is in unstable equilibrium and will lurch to a list.

GZ curve: the area under the righting lever curve represents dynamical stability; IMO intact stability criteria require GZmax ≥ 0.20 m at 30° or more, and area to 40° ≥ 0.09 m·rad.

Free surface effect reduces effective GM by FSC = (i × ρ_liquid) / (Δ) summed over tanks, where i is the second moment of the free surface area.

Angle of loll: a ship with negative GM lists to either side; correction is to lower KG (fill low tanks) or add weight low, never to ballast high tanks first.

List due to off-centre weight: tan θ = (w × d) / (Δ × GM), where w is the shifted weight and d the transverse distance moved.

Draft survey: displacement is corrected for trim, density and deductibles (ballast, fresh water, stores); accuracy depends on careful soundings and the hydrostatic tables.

Bilge and ballast systems: the oily water separator must not discharge more than 15 ppm oil; the 15 ppm alarm must stop discharge automatically.

Fuel oil: the changeover procedure between HFO and MDO must be gradual to avoid thermal shock and fuel pump seizures; viscosity and temperature are controlled at the settling and service tanks.

Steering gear: SOLAS requires two independent steering gear power units; emergency steering drills must be held every three months and recorded.

Sea areas: A1 within VHF coverage of a coast station (DSC Ch 70), A2 within MF coverage (2187.5 kHz DSC), A3 within Inmarsat coverage (approx. 70°N–70°S), A4 outside A1–A3 (polar regions).

DSC distress alert: on VHF Ch 70 or MF/HF 2187.5/8414.5 kHz, followed by radiotelephony on Ch 16 or 2182 kHz; the alert contains MMSI, position, nature of distress and time.

GMDSS carriage requirements depend on the sea area: VHF DSC with Ch 70, a NAVTEX receiver, an EPIRB (406 MHz), SART (9 GHz) and two-way VHF radiotelephones are typical for A1–A3.

406 MHz EPIRB: registered to the ship, transmits to the COSPAS-SARSAT system; it should float free and activate automatically, and can be activated manually.

SART: responds on 9 GHz to radar interrogation, showing 12 dots on the radar display; range is approximately 5 nautical miles from a ship's radar.

NAVTEX: receives MSI on 518 kHz (international English) and 490 kHz (national language); messages are categorised by priority (Vital, Important, Routine, Safety).

Distress, urgency and safety prefixes: MAYDAY (distress), PAN PAN (urgency), SECURITE (safety); the DSC alert is followed by the appropriate voice call.

Radio log and false alerts: a false DSC alert must be cancelled by transmitting a DSC cancellation on the same frequency; the incident must be recorded in the radio log.

GMDSS radio log must record the time and details of distress, urgency and safety communications, and the daily test of the DSC and radio equipment.

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

Beaufort scale relates wind speed to sea state; force 8 (gale) is 34–40 knots, force 10 (storm) is 48–55 knots, force 12 (hurricane) is 64 knots and above.

Tropical revolving storm: in the Northern Hemisphere winds circulate anticlockwise around the centre; the dangerous semicircle is on the right of the track (left in the Southern Hemisphere).

TRS avoidance: in the Northern Hemisphere, if the wind veers, the vessel is in the navigable semicircle; if it backs, the vessel is in the dangerous semicircle.

Fog: radiation fog forms over land at night with clear skies and light winds; advection fog forms when warm moist air moves over a cold surface, common over cold currents.

Sea breeze: daytime heating of land causes air to rise and flow onshore at the surface; the land breeze at night flows offshore.

Swell: waves generated by distant weather; swell direction indicates the direction of the generating storm, useful for locating a TRS centre.

Tide prediction: spring tides occur near new and full moon (syzygy), neap tides near the first and last quarter (quadrature); range is greatest at springs.

Ocean currents: the Gulf Stream and Kuroshio are warm western boundary currents; the Canary and Benguela currents are cold eastern boundary currents with upwelling.

Rule 5: a proper lookout by sight and hearing and by all available means must be maintained at all times; radar and AIS supplement but do not replace the visual lookout.

Rule 6 (safe speed): consider visibility, traffic density, manoeuvrability, background lights, sea state and the ship's stopping distance and turning ability.

Rule 13 (overtaking): an overtaking vessel must keep clear of the vessel being overtaken until finally past and clear; the overtaking vessel is the one approaching from more than 22.5° abaft the beam.

Rule 14 (head-on): when meeting nearly end-on, both vessels alter course to starboard and pass port to port; a risk of collision exists if the bearing is steady and range decreasing.

Rule 15 (crossing): the vessel with the other on her starboard side must keep out of the way and, if possible, avoid crossing ahead.

Rule 19 (restricted visibility): reduce speed to a safe speed, have engines ready for immediate manoeuvre, and take avoiding action in ample time; no stand-on vessel in restricted visibility.

Rule 10 (traffic separation schemes): a vessel using a scheme should proceed in the appropriate traffic lane in the general direction of traffic flow; crossing is at right angles where practicable.

Rule 34 manoeuvring signals: one short blast = altering course to starboard, two = port, three = operating astern propulsion; five short and rapid blasts = doubt or danger.

STCW watchkeeping: the OOW must not leave the bridge until relieved; handover includes position, course, speed, traffic, equipment status and any standing orders.

SOLAS: chapters cover construction, subdivision and stability, fire protection, life-saving appliances, radiocommunications, navigation safety, and carriage of dangerous goods.

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

BWM Convention: ballast water must be managed to the D-2 standard; the Ballast Water Management Plan and record book are required, and the IBWMC certificate must be on board.

MLC 2006: sets minimum standards for seafarers' living and working conditions, including hours of work and rest, accommodation, food, medical care, and complaint procedures.

UNCLOS: establishes the territorial sea (12 nm), contiguous zone (24 nm), exclusive economic zone (200 nm) and the right of innocent passage.

STCW: regulates certification, training and watchkeeping; certificates of competency are issued by the flag State and must be endorsed and revalidated.

Salvage: under the 1989 Salvage Convention, the salvor has a duty to act with due care and to prevent or minimise damage to the environment; no cure, no pay is modified by special compensation.

Collision liability: under the 1910 Collision Convention, liability is apportioned by degree of fault; where fault is not ascertainable, damages may be divided equally.

Flag State and Port State: the flag State certifies and surveys, the port State inspects under regional agreements (Tokyo MOU, Paris MOU) and may detain for deficiencies.

Fire triangle: fuel, oxygen and heat; extinguishing methods are cooling, smothering, starving and chemical inhibition.

Fire classes: A solid combustibles (water, foam), B flammable liquids (foam, CO2, dry powder), C gases (dry powder, CO2), D metals (special dry powder), F cooking oils (wet chemical).

CO2 extinguishers: displace oxygen and cool; dangerous in enclosed spaces because of asphyxiation; do not use on metal fires.

Fixed CO2 system: release requires the space to be sealed, machinery stopped and all persons accounted for; the space must not be entered until ventilated and tested for oxygen.

Fire control plan: posted at the gangway and other locations, showing fire boundaries, extinguishing appliances, and access routes; it must be kept up to date.

Abandon ship: the order is given by the master only; each person proceeds to their muster station, dons a lifejacket and takes the survival craft assignment from the muster list.

Man overboard: immediately helm hard over toward the person, release the MOB marker, sound the alarm, and commence the Williamson or Anderson turn.

Enclosed space entry: requires an entry permit, atmosphere testing for oxygen (≥ 20.9% by volume), hydrocarbons and toxic gases, a standby person and rescue equipment.

Drills: abandon ship and fire drills must be held monthly (within 24 hours of leaving port if more than 25% of crew changed); records are entered in the official log book.

MARPOL Annex I: oily water discharge is permitted only when the ship is en route, outside special areas, oil content ≤ 15 ppm, and the oily water separator and 15 ppm alarm are operating.

Oil Record Book Part I records all oily water operations, sludge disposal, bilge transfers and bunkering; entries must be signed by the OOW and the master.

Annex V garbage: discharge of plastics is prohibited everywhere; food waste may be discharged outside special areas at ≥ 12 nm from land (comminuted ≥ 3 nm); special areas are more restrictive.

Annex IV sewage: discharge is permitted outside special areas when the ship has an approved treatment plant or is more than 12 nm from land with comminuted and disinfected sewage.

Annex VI: sulphur limit 0.50% m/m globally and 0.10% in ECAs; the fuel changeover must be recorded with date, time and position.

SOPEP: the Shipboard Oil Pollution Emergency Plan must be on board and include reporting procedures, contact points and response arrangements.

Garbage Record Book: required for ships of 400 GT and above, and for ships certified to carry 15 or more persons; entries cover each discharge and incineration.

Special areas under MARPOL Annex I include the Mediterranean, Baltic, Black Sea, Red Sea, Gulf, Antarctic and North West European waters; discharge rules are stricter there.

Ballast water exchange: the D-1 standard requires exchange at least 200 nm from land in water at least 200 m deep, or 50 nm and 200 m if that is not possible.