NIMASA STCW MSA cheat sheet

COLREGs Rule 5 requires a proper lookout by sight and hearing at all times; Rule 7(b) requires safe speed to be assessed against visibility, traffic density, draught, background lights and radar limitations.

Rule 19 (restricted visibility) removes the stand-on/give-way relationship: every vessel must proceed at a safe speed, and a risk of collision exists if a detected target's bearing does not appreciably change.

Rule 13: an overtaking vessel keeps clear until finally past and clear, even if the aspect later changes; Rule 14 head-on means reciprocal or near-reciprocal courses with risk of collision, both alter to starboard.

Rule 15 crossing: the vessel with the other on her own starboard side gives way; Rule 16 requires early and substantial action, Rule 17 permits the stand-on vessel to act once risk of collision is unavoidable.

STCW watchkeeping: OOW must ensure the watch is capable of maintaining a continuous lookout and must not be the sole lookout in daylight unless conditions are safe and radar is fully assessed.

Safety depth and UKC: under-keel clearance must account for squat (increases with speed squared and in shallow water), tide, swell, heel, and charted depth datum; passage plans state minimum UKC for each leg.

Position fixing: parallel indexing on radar and cross-bearing fixes should be logged at frequent intervals; electronic fixes are cross-checked against visual or radar fixes to detect GPS error.

Passage planning per STCW/IMO: appraisal, planning, execution and monitoring, with no-go areas, abort points, contingency anchorages and wheel-over positions marked on the chart and in the berth-to-berth plan.

Muster list assigns each crew member a station and duty; it must be posted before sailing and updated after crew changes, covering fire, abandon ship, man overboard and pollution response.

Abandon ship: the master gives the order; crew don lifejackets, take immersion suits where required, board lifeboats on the lee side and use the painter until clear; never enter the water unless the vessel is sinking or fire threatens.

SOLAS fire drills: at least one per month per ship, and within 24 hours of leaving port if more than 25% of crew changed; abandon-ship drill at least monthly.

Lifeboat and liferaft capacity, davit-launched liferaft boarding, and the requirement to launch at least one lifeboat with its assigned crew during a monthly drill (unless impracticable, then recorded in the log).

Fire triangle: fuel, oxygen and heat; extinguishing removes one leg. CO2 displaces oxygen (never in occupied spaces), foam blankets hydrocarbon fires, dry powder is the general-purpose agent, water cools and is unsuitable for electrical or oil fires.

Enclosed space entry: permit required, atmosphere tested for oxygen (21%), hydrocarbons, CO and H2S, continuous ventilation, standby man at the entrance, and rescue equipment positioned before entry.

Emergency radio: DSC alert on VHF Ch 70, then MAYDAY on Ch 16; for GMDSS, the distress alert is followed by the distress message with position, nature of distress and assistance required.

Personal survival: HELP position conserves heat in the water; a survival craft should be stayed with, and hypothermia risk is high for immersion in cold water; man-overboard requires immediate helm hard over to the side of the casualty, Williamson turn or Anderson turn as appropriate.

Engine-room watch handover must include: machinery condition, running hours, fuel/water/lube oil levels, bilges, alarms and any ongoing repairs or bypasses; the relieving engineer signs the log.

UMS (unattended machinery space) operation requires alarms and safety devices tested, dead-man alarm active, and the duty engineer within the required call-out time; periodic rounds are still made.

Critical parameters logged per watch: main engine rpm, fuel rack index, scavenge air pressure, exhaust temperatures, jacket cooling water temperature, lube oil pressure, and shaft power.

Bilge and oily water: bilge wells kept free of oil accumulation, oily water separator output monitored for oil content (≤15 ppm under MARPOL Annex I), and the oil record book entries match actual operations.

Fuel oil changeover: gradual temperature and viscosity adjustment, with purifier operation and settling/service tank levels monitored; rapid changeover can cause thermal stress and pump seizure.

Auxiliary systems: standby generator, emergency generator and emergency fire pump tested weekly; the emergency generator must start and take load automatically on main power failure.

Boiler and pressure vessel safety: low-water alarm, flame failure trip and safety valve testing recorded; a boiler must not be fired without confirmed water level.

Machinery space fire: fixed CO2 or foam system release requires confirmation of all personnel accounted for, closure of ventilation and fuel shut-off before release.

SOLAS Chapter I requires flag State certification and port State control inspection; a valid certificate is prima facie evidence, and the PSCO may detain for deficiencies that make the ship unseaworthy.

MARPOL has six annexes: I oil, II noxious liquid substances, III harmful packaged substances, IV sewage, V garbage, VI air pollution (with EEDI/EEXI and carbon intensity).

STCW 1978 as amended requires certificates of competency, watchkeeping certificates, rest hours (minimum 10 hours in 24 and 77 hours in 7 days) and familiarisation/training records.

MLC 2006 covers minimum age, employment agreements, hours of work/rest, repatriation, accommodation, food, medical care and complaint procedures; it applies to all ships over 500 GT on international voyages.

UNCLOS zones: internal waters, territorial sea (12 nm), contiguous zone (24 nm), exclusive economic zone (200 nm) and the high seas; innocent passage and freedom of navigation follow from these.

Collision liability: apportionment under the Collision Regulations and local law; the Hague-Visby Rules limit carrier liability for cargo, and the carrier must exercise due diligence to make the ship seaworthy before and at the beginning of the voyage.

Salvage under the 1989 Salvage Convention: no cure, no pay, with a special compensation for preventing environmental damage; LOF arbitration is the usual contract form.

Flag State obligations: survey and certification, casualty investigation, and reporting to IMO; the ISM Code requires a safety management system with a designated person ashore.

Archimedes: displacement equals the weight of displaced water; for a box-shaped vessel displacement = L × B × d × Cb × density of water (1.025 t/m³ for seawater).

GM = KM − KG; positive GM gives stable equilibrium, negative GM gives an unstable or lolling ship; GZ curve area under the curve is the righting energy.

Free surface effect: FSC = i × ρ / Δ where i is the second moment of area of the free surface; longitudinal subdivision reduces i and hence the loss of GM.

Load line marks: deck line, summer load line at the assigned freeboard, and seasonal marks (tropical, winter, winter North Atlantic, fresh water allowance) measured from the deck line.

Cargo securing: lashings and stack weights per the Cargo Securing Manual; the MSL of lashings and the ship's roll period determine the forces; heavy weather should be avoided where possible.

Bulk cargoes: angle of repose and liquefaction risk (Group A cargoes such as iron ore fines and nickel ore) require moisture content below the transportable moisture limit; a can test is indicative only.

Grain stability: the grain code requires a stability calculation showing the heeling moment from grain shift is less than the available righting moment, and either filled compartments or secured partly filled compartments.

Hatch covers and watertight integrity: weathertightness tested by hose or ultrasonic test; ballast water exchange and tank sequence must follow the sequence in the stability booklet to avoid excessive stress.

Annex I: any discharge of oil or oily mixture is prohibited within special areas and generally within 50 nm of land; outside special areas, discharge is permitted only when the ship is proceeding en route, the oil content is ≤15 ppm, and the ship has approved oily-water separating equipment.

Oil Record Book Part I covers machinery space operations, Part II covers cargo/ballast operations for oil tankers; entries must be signed by the officer in charge and the master.

Annex IV sewage: discharge of comminuted and disinfected sewage is permitted at more than 3 nm from land, untreated sewage at more than 12 nm, and only when proceeding en route at not less than 4 knots.

Annex V garbage: discharge of plastics is prohibited everywhere; food waste may be discharged outside 12 nm (comminuted outside 3 nm), and the garbage record book and placards are required.

Annex VI: sulphur limit is 0.50% m/m globally and 0.10% in ECAs; ships must use compliant fuel, an approved scrubber, or alternative fuel, and retain bunker delivery notes for three years.

Annex VI NOx Tier III applies to new ships in NOx ECAs; the EEDI applies to new ships and the CII rating (A–E) to existing ships over 5,000 GT, with a corrective action plan for D or E ratings.

Ballast Water Management Convention: ships must carry an approved BWM plan, a ballast water record book, and either exchange (D-1) or treatment (D-2) to the D-2 standard; the compliance date depends on the ship's IOPP renewal.

Anti-fouling: the AFS Convention prohibits organotin compounds; ships must hold an International Anti-Fouling System Certificate and record paint changes.

ISPS applies to passenger ships, cargo ships of 500 GT and above on international voyages, and port facilities serving them; each ship has a Ship Security Plan approved by the Administration.

Three security levels: Level 1 normal, Level 2 heightened, Level 3 exceptional; the level is set by the flag State or port State and the SSP prescribes additional measures for each.

The Ship Security Officer is designated by the company and is responsible for implementing the SSP, training, and security drills (at least one every three months, and within 24 hours of a 25% crew change).

Access control: restricted areas, identity checks, search of persons and baggage, and control of embarkation points; the ship must record the last 10 port calls and maintain a continuous synopsis record.

Security equipment: ship security alert system (SSAS) transmits to the Administration without alarm on board; AIS may be switched off only where the master believes it compromises safety, with notification.

Drills and exercises: security drills at least every three months, and one security exercise per calendar year; records kept and available for inspection.

Declaration of Security (DoS) is agreed between ship and port facility when the ship's security level is higher than the port's, or when required by the port State; it is retained for the period specified.

Piracy and armed robbery: BMP measures include hardening, citadels, razor wire, watchkeeping, and reporting to the MSCHOA/UKMTO; the ISPS Code does not itself address armed guards, which is a flag State decision.

Sea areas: A1 within VHF DSC coverage (about 20–30 nm), A2 within MF DSC coverage (about 100 nm), A3 within Inmarsat coverage, A4 outside A1–A3 (polar regions).

Distress frequencies: VHF Ch 16 (voice) and Ch 70 (DSC); MF 2182 kHz voice and 2187.5 kHz DSC; HF 406 MHz EPIRB (COSPAS-SARSAT) and 121.5 MHz homing.

GMDSS functional requirements: distress alerting, search and rescue coordination, on-scene communications, locating, maritime safety information (NAVTEX, SafetyNET), and general/public correspondence.

DSC distress alert includes the MMSI, nature of distress, position and time; the alert is followed by a distress message on the associated radiotelephone frequency.

NAVTEX broadcasts on 518 kHz (international) and 490 kHz (national) with navigational and meteorological warnings, and SAR information; messages are identified by a B1 station and B2 subject code.

Battery and equipment checks: daily, weekly and monthly tests of GMDSS equipment recorded in the radio log; the reserve source of energy must be capable of powering the installation for the required period.

EPIRB: float-free, automatically activated on immersion, 406 MHz to the satellite system and 121.5 MHz for homing; registration data must be current and the battery/HRU within expiry.

Radio licence and operator certificates: the ship holds a Ship Station Licence and the operators hold GOC or ROC certificates; the radio log is an official document.

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.

Fatigue risk factors: long tours, irregular hours, excessive paperwork, noise and vibration; the ISM Code requires reporting of near misses and non-conformities.

Medical first aid: DRABC (danger, response, airway, breathing, circulation); CPR at 30 compressions to 2 breaths for adults, with AED use as soon as available.

Hypothermia: handle the casualty gently, remove wet clothing, insulate and rewarm slowly; do not give alcohol, and do not rub the limbs; immersion in cold water causes rapid heat loss.

Burns: cool with clean water for at least 10 minutes, do not remove adherent clothing, and cover with a sterile non-adherent dressing; chemical burns require copious irrigation.

Medical chest and radio medical advice: the ship must carry the medical stores per flag requirements and contact a radio medical advice service (e.g. TMAS) before administering prescription drugs.

Survival craft: rationing of water (about 0.5 litre per person per day in temperate conditions), protection from sun and spray, and use of the survival craft's canopy and thermal protective aids.

Man overboard and recovery: sound the alarm, throw a lifebuoy with light and smoke, manoeuvre to return, and use the recovery equipment; the casualty should be recovered horizontally to reduce cold-water shock.

Rule 6 safe speed: factors include visibility, traffic density, manoeuvrability, background lights, state of wind/sea/current, and radar range performance; no fixed speed is prescribed.

Rule 8 action to avoid collision must be positive, made in ample time, and large enough to be readily apparent to a vessel observing by radar; a succession of small alterations is not acceptable.

Rule 10 traffic separation schemes: vessels must proceed in the general direction of traffic flow, avoid crossing lanes where possible, and not anchor within the scheme or its separation zone.

Tidal calculations: standard port tidal predictions are adjusted for secondary ports by time and height differences; height of tide = charted height + tidal height, with the chart datum as reference.

Course and speed: speed made good = distance / time; set and drift are applied as a vector to course and speed through the water to obtain course and speed over ground.

Radar plotting: relative motion plots give CPA and TCPA; a target with a steady bearing and decreasing range indicates risk of collision; ARPA requires inputs of own ship's course and speed.

Electronic navigation: ECDIS requires type-approved charts, route checking, and a fallback arrangement; GPS positions should be verified against a second system or visual fixes.

Watchkeeping records: the bridge log book records courses, speeds, positions, weather, and all significant events; the OOW must call the master when in doubt.

Fire classes: A (solid), B (flammable liquid), C (gas), D (metal), E (electrical), F (cooking oil); the extinguishing agent must match the class, and water must never be used on electrical or oil fires.

Fixed fire-fighting systems: CO2 for machinery spaces and cargo holds (release only after personnel are accounted for), foam for tankers, water spray/drencher for special category spaces.

Fire control plan: posted at the gangway and in accommodation; it shows fire zones, extinguishing appliances, ventilation controls, and escape routes.

Emergency generator and emergency fire pump: tested weekly; the emergency fire pump must be capable of delivering the required pressure at the required number of hydrants.

Lifejackets and immersion suits: one lifejacket per person plus spare, and immersion suits for all crew where the ship operates in cold water; the suits are inspected monthly.

Abandon ship signals: one short blast followed by one long blast on the whistle and general alarm; the order to abandon ship is given only by the master.

First aid at sea: the medical guide and radio medical advice are the primary references; the master has authority to deviate for medical emergencies and must report to the company.

Pollution emergency: SOPEP/SMPEP procedures include stopping the source, containment with booms, notification to the port State and flag State, and recording all actions.

Main engine manoeuvring: the bridge telegraph orders are repeated and logged; the engine room must acknowledge and execute, and the OOW confirms the propeller pitch/rpm response.

Standby periods: engine room manned and ready for immediate manoeuvring before arrival/departure, in restricted visibility, and in congested waters; the master and chief engineer are informed.

Cooling water and lube oil: temperatures and pressures are maintained within limits; a sudden rise in jacket water temperature may indicate a cracked liner, air lock or failing pump.

Fuel system: settling and service tanks, purifiers and filters; water in fuel causes injection problems, and the fuel oil viscosity must be correct for the engine at the current load.

Steering gear: SOLAS requires two independent steering gear power units, a changeover procedure, and steering gear drills at least every three months; emergency steering is practised from the steering flat.

Alarm and monitoring systems: the UMS alarm system must be tested and the dead-man alarm operational; alarms are recorded and investigated, not simply reset.

Bunkering: a pre-bunkering checklist, agreed communication, tank soundings, and a competent person in charge; overflow tanks and scuppers are plugged before transfer.

Pollution prevention in the engine room: drip trays under fuel equipment, bilge alarms, and no discharge of oily water except through the oily water separator with the 15 ppm alarm functioning.

Port State Control: inspection follows the IMO PSC procedures; clear grounds include missing certificates, deficiencies in log books, and observable defects; detention is reported to the flag State and to IMO.

ISM Code: the company must have a safety management system, a designated person ashore, documented procedures, and internal audits; the DOC and SMC are the certificates.

ISPS Code: the International Ship Security Certificate is issued after verification of the SSP; the ship must maintain a continuous synopsis record and a ship security alert system.

STCW certificates: the Certificate of Competency is issued by the flag State, and a Certificate of Equivalent Competency may be issued by the port State for foreign officers; endorsement is required.

MARPOL Annex I: the IOPP certificate and the oil record book are the key documents; the 15 ppm alarm and automatic stopping device are required for oily water separators.

Maritime Labour Convention: the Declaration of Maritime Labour Compliance Parts I and II, the maritime labour certificate, and the complaint procedure are inspected by PSC.

Salvage and general average: general average requires a sacrifice for the common safety; the York-Antwerp Rules govern adjustment, and the average bond is signed by cargo interests.

Limitation of liability: the 1976 LLMC as amended by the 1996 Protocol sets limits by tonnage for claims including pollution and wreck removal, with separate limits for passenger claims.

Ship dimensions: length overall, length between perpendiculars, beam, depth and draught; the block coefficient Cb = volume of displacement / (L × B × d).

Transverse stability: KB, BM = I/V, KM = KB + BM, and KG from the inclining experiment; the intact stability criteria include an area under the GZ curve of at least 0.055 m·rad to 30° and a maximum GZ at 30° or more.

Longitudinal strength: still water bending moment and shear force are checked against the loading manual; hogging and sagging depend on the distribution of weight and buoyancy.

Damage stability: the vessel must survive specified compartments flooded; cross-flooding arrangements and watertight doors are part of the damage control plan.

Cargo stowage: heavy cargo low and evenly distributed, avoiding excessive deck load; the stack weight and lashing MSL must be within the Cargo Securing Manual.

Dangerous goods: IMDG Code classes 1–9, segregation requirements, and the dangerous goods manifest and stowage plan; the document of compliance is required for the ship.

Container lashing: twist locks, lashing rods and bridge fittings; the lashing plan follows the CSM, and containers must be checked for damage and correct weight (verified gross mass).

Ballast water and stability: ballast operations must follow the ballast water management plan and the loadicator; deballasting before loading can reduce GM and cause a list.

MARPOL Annex I special areas include the Mediterranean, Baltic, Black Sea, Red Sea, Gulf, North Sea, Antarctic and others; within them, oily water discharge is prohibited except under specific conditions.

Annex II: noxious liquid substances are categorised X, Y, Z and OS; discharge is controlled by the P&A Manual and the cargo record book, with prewash requirements for category X.

Annex III: harmful substances in packaged form follow the IMDG Code; the ship must carry a document identifying the substances and their stowage.

Annex IV: sewage treatment plants must be type-approved; the discharge of untreated sewage is prohibited within 12 nm of land, and comminuted/disinfected sewage within 3 nm.

Annex V: garbage categories and the garbage management plan; placards in the working language of the crew and the garbage record book are required for ships of 400 GT and above.

Annex VI: the IAPP certificate, the sulphur record book, and the fuel oil changeover procedure; the ECA sulphur limit is 0.10% and the global limit 0.50%.

Environmental emergencies: the SOPEP and SMPEP contain the reporting procedures and contact lists; the ship must report any pollution incident to the nearest coastal State without delay.

Ship recycling: the Hong Kong Convention requires an Inventory of Hazardous Materials and a ship recycling plan; the IHM is maintained throughout the ship's life.

Ship Security Plan contents: access control, restricted areas, cargo handling, delivery of stores, and response to security threats; the SSP is confidential and not subject to inspection except by authorised officials.

Security levels: the level is set by the flag State or port State; the ship must implement the additional measures in the SSP for Level 2 and 3 and record the change.

Ship Security Officer duties: training, drills, reporting to the company security officer, and liaison with the port facility security officer.

Access control measures: identity verification, search, screening, and control of the ship's embarkation points; records of persons boarding are kept.

SSAS: a covert alert to the Administration; it must be tested in accordance with the flag State requirements and the test recorded.

Security drills and exercises: drills at least every three months and an exercise at least once per calendar year; the records are kept on board.

Piracy: the ISPS Code does not apply to piracy; BMP measures, citadels, and reporting to MSCHOA/UKMTO are the standard response, with the master's authority to deviate.

Stowaways and smuggling: search procedures, the stowaway record, and reporting to the port State; the ship must not allow unauthorised persons on board.

GMDSS equipment carriage depends on sea area: A1 requires VHF DSC and NAVTEX; A2 adds MF/HF DSC; A3 adds Inmarsat; A4 requires HF for all distress and safety communications.

Distress alert priorities: distress, urgency (PAN PAN), safety (SECURITE), and routine; the DSC alert uses the distress format with the MMSI and nature of distress.

MMSI: a nine-digit number with the MID (Maritime Identification Digits) identifying the flag State; the MMSI is programmed into the DSC and AIS equipment.

AIS: class A for SOLAS ships, transmitting identity, position, course, speed and destination; AIS can be switched off only where the master believes it compromises safety.

NAVTEX: 518 kHz international, 490 kHz national, 4209.5 kHz for some services; the receiver should be set to the appropriate stations and message types.

Reserve source of energy: must be capable of operating the GMDSS equipment for the required period (typically 1 hour for VHF and 6 hours for MF/HF, depending on the installation) and tested regularly.

Radio log and tests: daily, weekly and monthly tests of DSC, EPIRB and batteries are recorded; the radio log is retained for inspection.

Radio medical advice: the ship may request medical advice by radiotelephone or satellite; the request is made through a coast station or a dedicated medical service.

STCW rest hours: minimum 10 hours of rest in 24 hours and 77 hours in 7 days, with the rest divided into no more than two periods, one of at least 6 hours; watch schedules are posted.

Fatigue: the OOW must be fit for duty; alcohol limits are set by the flag State (commonly 0.05% BAC or 0.25 mg/l breath), and drug and alcohol testing may be required after casualties.

Medical first aid: the DRABC approach, CPR at 30:2 for adults, and the recovery position for an unconscious but breathing casualty; the AED is used as soon as available.

Hypothermia and cold water: immersion causes rapid heat loss; the HELP position and huddling conserve heat; rewarming is gradual and the casualty is handled gently.

Burns and scalds: cool with clean water for at least 10 minutes, cover with a sterile non-adherent dressing, and do not apply ointments or remove adherent clothing.

Fractures and bleeding: immobilise the limb, control bleeding with direct pressure and a dressing, and treat for shock by keeping the casualty warm and lying down.

Survival at sea: ration water (about 0.5 litre per person per day), protect from sun and spray, and use the survival craft's canopy and thermal protective aids.

Man overboard: sound the alarm, throw a lifebuoy with light and smoke, manoeuvre to return, and recover the casualty horizontally to reduce cold-water shock.

COLREGs Rule 5: lookout by sight and hearing and by all available means; Rule 7 risk of collision assessment; Rule 8 action to avoid collision.

Rule 19 restricted visibility: no stand-on vessel; safe speed, and if a close-quarters situation develops, the vessel must take action to avoid collision.

Passage planning: appraisal, planning, execution and monitoring, with no-go areas, abort points and contingency anchorages marked on the chart and in the plan.

Position fixing: cross-bearings, radar ranges, and parallel indexing; electronic fixes are cross-checked against visual or radar fixes to detect GPS error.

Tides and currents: standard port predictions adjusted for secondary ports; height of tide = charted height + tidal height, referenced to chart datum.

Speed and distance: speed made good = distance / time; set and drift are applied as a vector to course and speed through the water to obtain course and speed over ground.

Radar plotting: relative motion plots give CPA and TCPA; a steady bearing with decreasing range indicates risk of collision; ARPA requires own ship's course and speed.

Watchkeeping records: the bridge log book records courses, speeds, positions, weather and significant events; the OOW must call the master when in doubt.

Muster list: assigns each crew member a station and duty; posted before sailing and updated after crew changes; covers fire, abandon ship, man overboard and pollution response.

Fire drills: at least one per month per ship, and within 24 hours of leaving port if more than 25% of the crew changed; abandon-ship drill at least monthly.

Fire triangle: fuel, oxygen and heat; extinguishing removes one leg; CO2 displaces oxygen, foam blankets hydrocarbon fires, dry powder is general purpose, water cools.

Enclosed space entry: permit required, atmosphere tested for oxygen (21%), hydrocarbons, CO and H2S, continuous ventilation, standby man at the entrance, and rescue equipment positioned.

Abandon ship: the master gives the order; crew don lifejackets and immersion suits, board lifeboats on the lee side, and use the painter until clear.

Emergency radio: DSC alert on VHF Ch 70, then MAYDAY on Ch 16; the distress message includes position, nature of distress and assistance required.

Personal survival: HELP position conserves heat; stay with the survival craft; hypothermia risk is high in cold water; man-overboard requires immediate helm hard over to the side of the casualty.

Pollution emergency: SOPEP/SMPEP procedures include stopping the source, containment with booms, notification to the port State and flag State, and recording all actions.

Engine-room watch handover: machinery condition, running hours, fuel/water/lube oil levels, bilges, alarms and ongoing repairs; the relieving engineer signs the log.

UMS operation: alarms and safety devices tested, dead-man alarm active, and the duty engineer within the required call-out time; periodic rounds are still made.

Critical parameters: main engine rpm, fuel rack index, scavenge air pressure, exhaust temperatures, jacket cooling water temperature, lube oil pressure and shaft power.

Bilge and oily water: bilge wells kept free of oil accumulation, oily water separator output monitored for oil content (≤15 ppm under MARPOL Annex I), and the oil record book entries match actual operations.

Fuel oil changeover: gradual temperature and viscosity adjustment, with purifier operation and settling/service tank levels monitored; rapid changeover can cause thermal stress and pump seizure.

Auxiliary systems: standby generator, emergency generator and emergency fire pump tested weekly; the emergency generator must start and take load automatically on main power failure.

Boiler safety: low-water alarm, flame failure trip and safety valve testing recorded; a boiler must not be fired without confirmed water level.

Machinery space fire: fixed CO2 or foam system release requires confirmation of all personnel accounted for, closure of ventilation and fuel shut-off before release.

SOLAS Chapter I: flag State certification and port State control inspection; a valid certificate is prima facie evidence, and the PSCO may detain for deficiencies that make the ship unseaworthy.

MARPOL annexes: I oil, II noxious liquid substances, III harmful packaged substances, IV sewage, V garbage, VI air pollution (with EEDI/EEXI and carbon intensity).

STCW: certificates of competency, watchkeeping certificates, rest hours (minimum 10 hours in 24 and 77 hours in 7 days) and familiarisation/training records.

MLC 2006: minimum age, employment agreements, hours of work/rest, repatriation, accommodation, food, medical care and complaint procedures; applies to ships over 500 GT on international voyages.

UNCLOS zones: internal waters, territorial sea (12 nm), contiguous zone (24 nm), exclusive economic zone (200 nm) and the high seas; innocent passage and freedom of navigation follow.

Collision liability: apportionment under the Collision Regulations and local law; the Hague-Visby Rules limit carrier liability for cargo, and the carrier must exercise due diligence to make the ship seaworthy.

Salvage under the 1989 Salvage Convention: no cure, no pay, with special compensation for preventing environmental damage; LOF arbitration is the usual contract form.

Flag State obligations: survey and certification, casualty investigation and reporting to IMO; the ISM Code requires a safety management system with a designated person ashore.

Archimedes: displacement equals the weight of displaced water; for a box-shaped vessel displacement = L × B × d × Cb × density of water (1.025 t/m³ for seawater).

GM = KM − KG; positive GM gives stable equilibrium, negative GM gives an unstable or lolling ship; the area under the GZ curve is the righting energy.

Free surface effect: FSC = i × ρ / Δ where i is the second moment of area of the free surface; longitudinal subdivision reduces i and hence the loss of GM.

Load line marks: deck line, summer load line at the assigned freeboard, and seasonal marks (tropical, winter, winter North Atlantic, fresh water allowance) measured from the deck line.

Cargo securing: lashings and stack weights per the Cargo Securing Manual; the MSL of lashings and the ship's roll period determine the forces.

Bulk cargoes: angle of repose and liquefaction risk (Group A cargoes such as iron ore fines and nickel ore) require moisture content below the transportable moisture limit.

Grain stability: the grain code requires a stability calculation showing the heeling moment from grain shift is less than the available righting moment.

Hatch covers and watertight integrity: weathertightness tested by hose or ultrasonic test; ballast water exchange and tank sequence must follow the stability booklet.

Annex I: any discharge of oil or oily mixture is prohibited within special areas and generally within 50 nm of land; outside special areas, discharge is permitted only when proceeding en route, oil content ≤15 ppm, and approved oily-water separating equipment is fitted.

Oil Record Book Part I covers machinery space operations, Part II covers cargo/ballast operations for oil tankers; entries must be signed by the officer in charge and the master.

Annex IV sewage: comminuted and disinfected sewage may be discharged at more than 3 nm from land, untreated sewage at more than 12 nm, and only when proceeding en route at not less than 4 knots.

Annex V garbage: discharge of plastics is prohibited everywhere; food waste may be discharged outside 12 nm (comminuted outside 3 nm), and the garbage record book and placards are required.

Annex VI: sulphur limit is 0.50% m/m globally and 0.10% in ECAs; ships must use compliant fuel, an approved scrubber, or alternative fuel, and retain bunker delivery notes for three years.

Annex VI NOx Tier III applies to new ships in NOx ECAs; the EEDI applies to new ships and the CII rating (A–E) to existing ships over 5,000 GT, with a corrective action plan for D or E ratings.

Ballast Water Management Convention: ships must carry an approved BWM plan, a ballast water record book, and either exchange (D-1) or treatment (D-2) to the D-2 standard.

Anti-fouling: the AFS Convention prohibits organotin compounds; ships must hold an International Anti-Fouling System Certificate and record paint changes.

ISPS applies to passenger ships, cargo ships of 500 GT and above on international voyages, and port facilities serving them; each ship has a Ship Security Plan approved by the Administration.

Three security levels: Level 1 normal, Level 2 heightened, Level 3 exceptional; the level is set by the flag State or port State and the SSP prescribes additional measures for each.

The Ship Security Officer is designated by the company and is responsible for implementing the SSP, training, and security drills (at least one every three months, and within 24 hours of a 25% crew change).

Access control: restricted areas, identity checks, search of persons and baggage, and control of embarkation points; the ship must record the last 10 port calls and maintain a continuous synopsis record.

Security equipment: the ship security alert system (SSAS) transmits to the Administration without alarm on board; AIS may be switched off only where the master believes it compromises safety, with notification.

Drills and exercises: security drills at least every three months, and one security exercise per calendar year; records kept and available for inspection.

Declaration of Security (DoS) is agreed between ship and port facility when the ship's security level is higher than the port's, or when required by the port State.

Piracy and armed robbery: BMP measures include hardening, citadels, razor wire, watchkeeping, and reporting to MSCHOA/UKMTO; the ISPS Code does not itself address armed guards.

Sea areas: A1 within VHF DSC coverage (about 20–30 nm), A2 within MF DSC coverage (about 100 nm), A3 within Inmarsat coverage, A4 outside A1–A3 (polar regions).

Distress frequencies: VHF Ch 16 (voice) and Ch 70 (DSC); MF 2182 kHz voice and 2187.5 kHz DSC; HF 406 MHz EPIRB (COSPAS-SARSAT) and 121.5 MHz homing.

GMDSS functional requirements: distress alerting, search and rescue coordination, on-scene communications, locating, maritime safety information (NAVTEX, SafetyNET), and general/public correspondence.

DSC distress alert includes the MMSI, nature of distress, position and time; the alert is followed by a distress message on the associated radiotelephone frequency.

NAVTEX broadcasts on 518 kHz (international) and 490 kHz (national) with navigational and meteorological warnings, and SAR information; messages are identified by a B1 station and B2 subject code.

Battery and equipment checks: daily, weekly and monthly tests of GMDSS equipment recorded in the radio log; the reserve source of energy must be capable of powering the installation for the required period.

EPIRB: float-free, automatically activated on immersion, 406 MHz to the satellite system and 121.5 MHz for homing; registration data must be current and the battery/HRU within expiry.

Radio licence and operator certificates: the ship holds a Ship Station Licence and the operators hold GOC or ROC certificates; the radio log is an official document.

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.

Fatigue risk factors: long tours, irregular hours, excessive paperwork, noise and vibration; the ISM Code requires reporting of near misses and non-conformities.

Medical first aid: DRABC (danger, response, airway, breathing, circulation); CPR at 30 compressions to 2 breaths for adults, with AED use as soon as available.

Hypothermia: handle the casualty gently, remove wet clothing, insulate and rewarm slowly; do not give alcohol, and do not rub the limbs; immersion in cold water causes rapid heat loss.

Burns: cool with clean water for at least 10 minutes, do not remove adherent clothing, and cover with a sterile non-adherent dressing; chemical burns require copious irrigation.

Medical chest and radio medical advice: the ship must carry the medical stores per flag requirements and contact a radio medical advice service before administering prescription drugs.

Survival craft: rationing of water (about 0.5 litre per person per day in temperate conditions), protection from sun and spray, and use of the survival craft's canopy and thermal protective aids.

Man overboard and recovery: sound the alarm, throw a lifebuoy with light and smoke, manoeuvre to return, and use the recovery equipment; recover the casualty horizontally to reduce cold-water shock.

Rule 6 safe speed: factors include visibility, traffic density, manoeuvrability, background lights, state of wind/sea/current, and radar range performance; no fixed speed is prescribed.

Rule 8 action to avoid collision must be positive, made in ample time, and large enough to be readily apparent to a vessel observing by radar; a succession of small alterations is not acceptable.

Rule 10 traffic separation schemes: vessels must proceed in the general direction of traffic flow, avoid crossing lanes where possible, and not anchor within the scheme or its separation zone.

Tidal calculations: standard port tidal predictions are adjusted for secondary ports by time and height differences; height of tide = charted height + tidal height, with the chart datum as reference.

Course and speed: speed made good = distance / time; set and drift are applied as a vector to course and speed through the water to obtain course and speed over ground.

Radar plotting: relative motion plots give CPA and TCPA; a target with a steady bearing and decreasing range indicates risk of collision; ARPA requires inputs of own ship's course and speed.

Electronic navigation: ECDIS requires type-approved charts, route checking, and a fallback arrangement; GPS positions should be verified against a second system or visual fixes.

Watchkeeping records: the bridge log book records courses, speeds, positions, weather, and all significant events; the OOW must call the master when in doubt.

Fire classes: A (solid), B (flammable liquid), C (gas), D (metal), E (electrical), F (cooking oil); the extinguishing agent must match the class, and water must never be used on electrical or oil fires.

Fixed fire-fighting systems: CO2 for machinery spaces and cargo holds (release only after personnel are accounted for), foam for tankers, water spray/drencher for special category spaces.

Fire control plan: posted at the gangway and in accommodation; it shows fire zones, extinguishing appliances, ventilation controls, and escape routes.

Emergency generator and emergency fire pump: tested weekly; the emergency fire pump must be capable of delivering the required pressure at the required number of hydrants.

Lifejackets and immersion suits: one lifejacket per person plus spare, and immersion suits for all crew where the ship operates in cold water; the suits are inspected monthly.

Abandon ship signals: one short blast followed by one long blast on the whistle and general alarm; the order to abandon ship is given only by the master.

First aid at sea: the medical guide and radio medical advice are the primary references; the master has authority to deviate for medical emergencies and must report to the company.

Pollution emergency: SOPEP/SMPEP procedures include stopping the source, containment with booms, notification to the port State and flag State, and recording all actions.

Main engine manoeuvring: the bridge telegraph orders are repeated and logged; the engine room must acknowledge and execute, and the OOW confirms the propeller pitch/rpm response.

Standby periods: engine room manned and ready for immediate manoeuvring before arrival/departure, in restricted visibility, and in congested waters; the master and chief engineer are informed.

Cooling water and lube oil: temperatures and pressures are maintained within limits; a sudden rise in jacket water temperature may indicate a cracked liner, air lock or failing pump.

Fuel system: settling and service tanks, purifiers and filters; water in fuel causes injection problems, and the fuel oil viscosity must be correct for the engine at the current load.

Steering gear: SOLAS requires two independent steering gear power units, a changeover procedure, and steering gear drills at least every three months; emergency steering is practised from the steering flat.

Alarm and monitoring systems: the UMS alarm system must be tested and the dead-man alarm operational; alarms are recorded and investigated, not simply reset.

Bunkering: a pre-bunkering checklist, agreed communication, tank soundings, and a competent person in charge; overflow tanks and scuppers are plugged before transfer.

Pollution prevention in the engine room: drip trays under fuel equipment, bilge alarms, and no discharge of oily water except through the oily water separator with the 15 ppm alarm functioning.

Port State Control: inspection follows the IMO PSC procedures; clear grounds include missing certificates, deficiencies in log books, and observable defects; detention is reported to the flag State and to IMO.

ISM Code: the company must have a safety management system, a designated person ashore, documented procedures, and internal audits; the DOC and SMC are the certificates.

ISPS Code: the International Ship Security Certificate is issued after verification of the SSP; the ship must maintain a continuous synopsis record and a ship security alert system.

STCW certificates: the Certificate of Competency is issued by the flag State, and a Certificate of Equivalent Competency may be issued by the port State for foreign officers; endorsement is required.

MARPOL Annex I: the IOPP certificate and the oil record book are the key documents; the 15 ppm alarm and automatic stopping device are required for oily water separators.

Maritime Labour Convention: the Declaration of Maritime Labour Compliance Parts I and II, the maritime labour certificate, and the complaint procedure are inspected by PSC.

Salvage and general average: general average requires a sacrifice for the common safety; the York-Antwerp Rules govern adjustment, and the average bond is signed by cargo interests.

Limitation of liability: the 1976 LLMC as amended by the 1996 Protocol sets limits by tonnage for claims including pollution and wreck removal, with separate limits for passenger claims.

Ship dimensions: length overall, length between perpendiculars, beam, depth and draught; the block coefficient Cb = volume of displacement / (L × B × d).

Transverse stability: KB, BM = I/V, KM = KB + BM, and KG from the inclining experiment; intact stability criteria include an area under the GZ curve of at least 0.055 m·rad to 30° and a maximum GZ at 30° or more.

Longitudinal strength: still water bending moment and shear force are checked against the loading manual; hogging and sagging depend on the distribution of weight and buoyancy.

Damage stability: the vessel must survive specified compartments flooded; cross-flooding arrangements and watertight doors are part of the damage control plan.

Cargo stowage: heavy cargo low and evenly distributed, avoiding excessive deck load; the stack weight and lashing MSL must be within the Cargo Securing Manual.

Dangerous goods: IMDG Code classes 1–9, segregation requirements, and the dangerous goods manifest and stowage plan; the document of compliance is required for the ship.

Container lashing: twist locks, lashing rods and bridge fittings; the lashing plan follows the CSM, and containers must be checked for damage and correct weight (verified gross mass).

Ballast water and stability: ballast operations must follow the ballast water management plan and the loadicator; deballasting before loading can reduce GM and cause a list.

MARPOL Annex I special areas include the Mediterranean, Baltic, Black Sea, Red Sea, Gulf, North Sea, Antarctic and others; within them, oily water discharge is prohibited except under specific conditions.

Annex II: noxious liquid substances are categorised X, Y, Z and OS; discharge is controlled by the P&A Manual and the cargo record book, with prewash requirements for category X.

Annex III: harmful substances in packaged form follow the IMDG Code; the ship must carry a document identifying the substances and their stowage.

Annex IV: sewage treatment plants must be type-approved; the discharge of untreated sewage is prohibited within 12 nm of land, and comminuted/disinfected sewage within 3 nm.

Annex V: garbage categories and the garbage management plan; placards in the working language of the crew and the garbage record book are required for ships of 400 GT and above.

Annex VI: the IAPP certificate, the sulphur record book, and the fuel oil changeover procedure; the ECA sulphur limit is 0.10% and the global limit 0.50%.

Environmental emergencies: the SOPEP and SMPEP contain the reporting procedures and contact lists; the ship must report any pollution incident to the nearest coastal State without delay.

Ship recycling: the Hong Kong Convention requires an Inventory of Hazardous Materials and a ship recycling plan; the IHM is maintained throughout the ship's life.

Ship Security Plan contents: access control, restricted areas, cargo handling, delivery of stores, and response to security threats; the SSP is confidential and not subject to inspection except by authorised officials.

Security levels: the level is set by the flag State or port State; the ship must implement the additional measures in the SSP for Level 2 and 3 and record the change.

Ship Security Officer duties: training, drills, reporting to the company security officer, and liaison with the port facility security officer.

Access control measures: identity verification, search, screening, and control of the ship's embarkation points; records of persons boarding are kept.

SSAS: a covert alert to the Administration; it must be tested in accordance with the flag State requirements and the test recorded.

Security drills and exercises: drills at least every three months and an exercise at least once per calendar year; the records are kept on board.

Piracy: the ISPS Code does not apply to piracy; BMP measures, citadels, and reporting to MSCHOA/UKMTO are the standard response, with the master's authority to deviate.

Stowaways and smuggling: search procedures, the stowaway record, and reporting to the port State; the ship must not allow unauthorised persons on board.

GMDSS equipment carriage depends on sea area: A1 requires VHF DSC and NAVTEX; A2 adds MF/HF DSC; A3 adds Inmarsat; A4 requires HF for all distress and safety communications.

Distress alert priorities: distress, urgency (PAN PAN), safety (SECURITE), and routine; the DSC alert uses the distress format with the MMSI and nature of distress.

MMSI: a nine-digit number with the MID (Maritime Identification Digits) identifying the flag State; the MMSI is programmed into the DSC and AIS equipment.

AIS: class A for SOLAS ships, transmitting identity, position, course, speed and destination; AIS can be switched off only where the master believes it compromises safety.

NAVTEX: 518 kHz international, 490 kHz national, 4209.5 kHz for some services; the receiver should be set to the appropriate stations and message types.

Reserve source of energy: must be capable of operating the GMDSS equipment for the required period and tested regularly.

Radio log and tests: daily, weekly and monthly tests of DSC, EPIRB and batteries are recorded; the radio log is retained for inspection.

Radio medical advice: the ship may request medical advice by radiotelephone or satellite; the request is made through a coast station or a dedicated medical service.

STCW rest hours: minimum 10 hours of rest in 24 hours and 77 hours in 7 days, with the rest divided into no more than two periods, one of at least 6 hours; watch schedules are posted.

Fatigue: the OOW must be fit for duty; alcohol limits are set by the flag State (commonly 0.05% BAC or 0.25 mg/l breath), and drug and alcohol testing may be required after casualties.

Medical first aid: the DRABC approach, CPR at 30:2 for adults, and the recovery position for an unconscious but breathing casualty; the AED is used as soon as available.

Hypothermia and cold water: immersion causes rapid heat loss; the HELP position and huddling conserve heat; rewarming is gradual and the casualty is handled gently.

Burns and scalds: cool with clean water for at least 10 minutes, cover with a sterile non-adherent dressing, and do not apply ointments or remove adherent clothing.

Fractures and bleeding: immobilise the limb, control bleeding with direct pressure and a dressing, and treat for shock by keeping the casualty warm and lying down.

Survival at sea: ration water (about 0.5 litre per person per day), protect from sun and spray, and use the survival craft's canopy and thermal protective aids.

Man overboard: sound the alarm, throw a lifebuoy with light and smoke, manoeuvre to return, and recover the casualty horizontally to reduce cold-water shock.