Norway Deck Officer Class 5 cheat sheet

Meridional parts: MP = 7915.7 × log10[tan(45° + lat/2)] − 23.0 × sin(lat) (in minutes of arc); Mercator sailing uses MP difference to find course and distance.

Great-circle distance: cos D = sin φ1·sin φ2 + cos φ1·cos φ2·cos Δλ; initial course from cos C = (sin φ2 − sin φ1·cos D)/(cos φ1·sin D).

Plane sailing: departure = distance × sin course; difference of latitude = distance × cos course; use mid-latitude for short legs.

Current triangle: set = direction current flows toward; drift = speed in knots; ground speed vector = vessel-through-water vector + current vector.

Tide height by rule of twelfths: cumulative fractions of range are 1, 3, 6, 9, 11, 12 twelfths over six equal intervals from slack water.

Radar: range resolution depends on pulse length (≈ c·τ/2); bearing resolution depends on horizontal beamwidth; use parallel index for off-track clearance.

ECDIS safety settings: safety contour, safety depth, and safety deviation must be set for the actual draught; anti-grounding checks depend on correct safety contour only.

Sextant altitude corrections: index error, dip (−1.76′√height in m), refraction, semi-diameter (Sun/Moon), and parallax (Moon only) applied in that order.

GM = KM − KG; for small angles GZ = GM × sin θ; vessel is initially stable only when GM is positive.

Free surface effect: FSC = (i × ρ)/Δ where i is the free surface second moment of area; FSC reduces effective GM, not KG itself.

Angle of loll occurs when GM is negative and GZ curve starts at zero with negative initial slope; correct by lowering KG or adding water ballast to fill slack tanks.

Trim: change of trim = (w × d)/MCTC; change of draught forward and aft = change of trim × (distance from LCF to perpendicular)/L.

Load line marks: Summer, Winter (S + 1/48 of summer draught), Tropical (S − 1/48), Winter North Atlantic, Fresh Water allowance = Δ/4TPC.

Bulk carrier hold structure: double bottom, topside tanks, hopper tanks, and transverse corrugated bulkheads; side frames support shell plating.

Shear force and bending moment maxima occur where load curve crosses zero and where shear curve crosses zero respectively; still-water plus wave components are summed.

Permeability affects damage stability: engine room ≈ 85%, cargo holds ≈ 60–95% depending on cargo; floodable length curves assume a given permeability.

Buys Ballot's law (Northern Hemisphere): with back to wind, low pressure lies to the left and slightly ahead; in Southern Hemisphere it lies to the right.

Beaufort scale force relates to wind speed approximately by V (kn) ≈ 1.62 × F^1.5 for mid-range forces; sea state descriptions follow Douglas scale.

In the Northern Hemisphere, wind circulates counter-clockwise around a low and clockwise around a high; surface wind is backed and turned toward low pressure by friction.

Fog types: radiation fog forms over land on clear calm nights; advection fog forms when warm moist air moves over a cold surface and can persist with wind.

Tropical revolving storm warning signs: falling pressure, swell from a consistent direction, cirrus streaks, and a 3-hourly pressure fall of 1–2 hPa or more.

Swell travels ahead of a storm and is refracted by shoaling water; wave height in fully developed sea depends on wind speed, fetch, and duration.

Ocean currents: western boundary currents (Gulf Stream, Kuroshio) are warm, narrow, and fast; eastern boundary currents are cold, broad, and slow.

Ice: first-year ice is typically ≤ 2 m thick and saline; multi-year ice is thicker, fresher, and much harder; icebergs calve from glaciers and are mostly submerged.

Pivot point: at rest it is near midships; with headway it moves forward toward the bow (roughly 1/4 L from bow at full ahead); with sternway it moves aft.

Turning circle geometry: advance ≈ 3–4 L, transfer ≈ 1–2 L, tactical diameter ≈ 3–5 L for a typical merchant ship at full helm.

Bank effect: in a narrow channel the bow is repelled from the nearer bank and the stern is attracted; squat increases with speed squared and in shallow water.

Squat: block coefficient and under-keel clearance govern magnitude; in shallow water the ship trims by the head in most cases and draught increases by up to 1–2 m at high speed.

Stopping distances: crash stop from full ahead typically takes 8–15 ship lengths and several minutes; use engine telegraph records for records of manoeuvres.

Tug use: pull versus push, indirect towing, and the pivot point of the tug-tow combination determine effectiveness; bow tugs are most effective for turning.

Mooring: Mediterranean mooring, running moor, and Baltic moor are standard; spring lines control fore-and-aft movement, breast lines control athwartships movement.

Anchor work: scope ≈ 5–7 × depth for chain in normal conditions; veering chain increases holding power; dragging detected by transit bearings and GPS track.

Rule 13: overtaking vessel keeps out of the way; overtaking exists if approaching from more than 22.5° abaft the beam of the other vessel's stern.

Rule 14: head-on situation exists when two power-driven vessels meet on reciprocal or nearly reciprocal courses with risk of collision; both alter course to starboard.

Rule 15: crossing - the vessel with the other on her own starboard side keeps out of the way; the give-way vessel should avoid crossing ahead if possible.

Rule 19 (restricted visibility): no stand-on vessel; all vessels proceed at safe speed and take avoiding action in ample time; radar-only avoidance should favor a substantial alteration.

Rule 6 safe speed: consider visibility, traffic density, manoeuvrability, background light, sea state, and stopping distance and turning ability.

Rule 10 traffic separation: through traffic in the appropriate lane, avoid crossing lanes, and cross at right angles when necessary; inshore traffic zone is not a lane.

Rule 5 lookout: proper lookout by sight and hearing and by all available means including radar and AIS, maintained at all times.

Watchkeeping (STCW): bridge watch composition must include a qualified OOW; lookouts are additional to the OOW and must not be given duties that impair their lookout function.

SOLAS chapters: II-1 construction, II-2 fire protection, III life-saving, IV radio, V safety of navigation, VI cargoes, VII dangerous goods, IX ISM, XI special measures.

MARPOL Annexes: I oil, II NLS, III harmful substances in packaged form, IV sewage, V garbage, VI air pollution; Annex VI limits SOx to 0.50% globally and 0.10% in ECAs.

STCW 2010 Manila Amendments: rest hours minimum 10 h in 24 h and 77 h in 7 days; watch schedules must not impair fitness for duty.

COLREGs are part of the 1972 Convention; the 1982 UNCLOS defines territorial sea (12 nm), contiguous zone (24 nm), EEZ (200 nm), and innocent passage.

ISM Code: Safety Management System, Document of Compliance for the company, Safety Management Certificate for the ship; internal audits within 12 months.

ISPS Code: ship security plan, Ship Security Officer, security levels 1–3; Declaration of Security when required between ship and port facility.

MLC 2006: minimum age 16 (18 for night work/hazardous), seafarer employment agreement, hours of work and rest, repatriation, and complaint procedures.

Salvage Convention 1989: no cure no pay is replaced by a reward based on saved value plus special compensation for environmental threat (Article 14).

Draft survey: displacement = displacement at surveyed draught corrected for trim, density, and deductibles (ballast, fresh water, stores, constant); accuracy ≈ 0.5% of displacement.

Bulk cargo liquefaction: Group A cargoes (e.g., iron ore fines, nickel ore) may liquefy if moisture content exceeds the transportable moisture limit (TML); certificate required.

Grain Code: heeling moments from grain shift must be calculated; the vessel must meet assumed heeling angle and residual stability criteria, or use bundling/shifting boards.

IMDG Code: segregation table 1 (away from), 2 (separated from), 3 (separated by one compartment), 4 (separated by two compartments), X (no general segregation).

Container lashing: stack weight limits, lashing rods, twistlocks, and the CSS Code; verify GM and stack weights against the lashing plan.

Dangerous goods: Class 1 explosives, 2 gases, 3 flammable liquids, 4 flammable solids, 5 oxidizers, 6 toxic/infectious, 7 radioactive, 8 corrosives, 9 miscellaneous.

Timber deck cargo: securing per TDC Code; lashings and uprights must be capable of withstanding expected forces; check stability for ice accretion in winter.

Reefer cargo: pre-cool holds, verify set points, and monitor return air temperature; stowage must not block airflow to the return air grilles.

Two-stroke slow-speed diesel: uniflow scavenging, exhaust valve, crosshead, and turbocharging; typical specific fuel consumption ≈ 160–180 g/kWh.

Four-stroke medium-speed engines drive most auxiliary generators; they use trunk pistons and inlet/exhaust valves.

Oily water separator: 15 ppm alarm and automatic stopping device required under MARPOL Annex I; discharge only through the OWS with the oil record book entry.

Ballast water management: D-1 exchange (sequential or flow-through, ≥ 95% volumetric exchange or 200% flow-through) or D-2 treatment standard; BWM Convention in force.

Boiler and steam systems: safety valves, water level controls, and low-water trip; feedwater treatment prevents scale and corrosion.

Steering gear: SOLAS requires two independent power units; changeover within 45 s; emergency steering drills every 3 months.

PMS and planned maintenance: classification society surveys, condition monitoring, and spare parts management under ISM.

Fuel oil: viscosity and pour point determine settling and service tank temperatures; sulphur limits require compliant fuel or an approved scrubber.

GMDSS: Sea Area A1 (VHF DSC, 20–30 nm), A2 (MF DSC), A3 (Inmarsat/HF), A4 (HF only); distress alerting via DSC, Inmarsat, or EPIRB.

DSC distress alert: VHF channel 70 or MF/HF distress frequency; include MMSI, position, nature of distress, and acknowledgement by coast station.

Lifeboat launching: muster, secure hatches, check plugs, release gripes, lower to embarkation deck, board, release falls, and clear the ship's side.

Firefighting: fire triangle (fuel, oxygen, heat); use CO2 for electrical and engine room fires, foam for oil, water for Class A; boundary cooling limits spread.

Abandon ship: distress signal, EPIRB activation, SART on the bridge, life rafts, and survival craft; stay with the vessel as long as it is safe.

Man overboard: immediate helm to swing stern away, release lifebuoy with light/smoke, sound three long blasts, and commence Williamson turn.

Drills required by SOLAS: abandon ship and fire drills monthly (within 24 h of leaving port if more than 25% of crew changed); enclosed space entry drills every 2 months.

Medical: MEDEVAC request via MRCC; use the International Medical Guide for Ships and TMAS advice; record in the official logbook.

SMCP standard phrases: "Mayday" for distress, "Pan Pan" for urgency, "Securite" for safety; use the phonetic alphabet and standard marine vocabulary.

Distress call structure: Mayday ×3, this is [ship name] ×3, MMSI/call sign, position, nature of distress, assistance required, number of persons on board.

Bridge communications: repeat back orders, use closed-loop communication, and confirm helm and engine orders verbally (e.g., "Midships", "Steady as she goes").

VHF channel use: Ch 16 distress/safety/calling, Ch 13 bridge-to-bridge, Ch 06 ship-to-ship, Ch 70 DSC only (no voice); Ch 09 and 72 for port operations in some areas.

Position reporting: latitude and longitude in degrees, minutes, and decimals; use UTC and state datum; report course and speed over ground.

Standard helm orders: "Port ten", "Starboard ten", "Midships", "Meet her", "Steady", "Steady as she goes"; report actual heading after steady.

GMDSS communications: use correct priority (distress, urgency, safety, routine) and follow the DSC acknowledgement and relay procedures.

Logbook entries: date/time UTC, position, course, speed, weather, and events; entries must be factual, legible, and signed by the OOW.