Your 180 GT coastal cargo vessel is anchored overnight in an exposed position. As the officer on anchor watch, what must you monitor and what action do you take if the anchor drags?

A. Anchor watch responsibilities: (1) Take GPS/visual fixes at regular intervals (every 15-30 minutes minimum, more frequently in deteriorating conditions) — compare against a plotted "anchor circle" drawn at the drop position with radius equal to the cable scope plus ship's length; (2) Monitor the bearing of the anchor by transiting the anchor cable forward and taking the bearing of the hawsepipe direction; (3) Monitor weather and tide changes — deterioration means re-evaluate scope and holding; (4) Monitor wind direction and strength — anchor may drag if wind increases or backs/veers significantly; (5) Keep main engines ready to manoeuvre at defined notice. If anchor drags: (a) call the master IMMEDIATELY; (b) increase engine readiness — heave up the anchor or let go the second anchor; (c) sound anchor alarm (if fitted); (d) update GPS track to assess rate of drag; (e) if dragging towards a hazard, use engines to arrest the drag.

B. Take GPS fixes every 2 hours. Modern GPS anchor alarms make continuous monitoring unnecessary — set the alarm radius and monitor only when the alarm sounds.

C. An anchor watch is only required when the Master is off watch. During daylight hours, the officer on watch can perform normal navigation duties and only checks the anchor position hourly.

D. If the anchor drags, immediately heave up the anchor and proceed to sea. Re-anchoring in the original position is always safer than attempting to hold with engines.

A. STCW Regulation II/3 OOW Near-Coastal certificate permits: watchkeeping officer duties on ships of less than 500 GT engaged on near-coastal voyages only. Near-coastal: defined by the flag state — in the UK (MCA), near-coastal means voyages within the sea area defined in Merchant Shipping Notice MSN 1861 (MCA-defined near-coastal waters including UK coastal waters, and areas agreed with specific flag states). Limitations: (1) The certificate is NOT valid for unlimited oceans voyages; (2) NOT valid on ships 500 GT or above; (3) The holder cannot act as OOW on international voyages beyond the near-coastal limit without holding STCW II/1 (OOW Unlimited); (4) Near-coastal OOW in STCW covers the STCW II/3 competencies which are the same functional areas as II/1 but assessed at the operational level appropriate to near-coastal operations and vessels under 500 GT.

B. An OOW < 500 GT Near-Coastal certificate permits watchkeeping on any vessel under 500 GT in any sea area worldwide, including oceanic passages.

C. The near-coastal certificate is valid for all vessels where the Master holds an unlimited Master certificate. The OOW certificate limitations are overridden by the Master's qualifications.

D. STCW II/3 applies only in territorial waters (12nm). Beyond 12nm, an OOW NC certificate is not valid and a full STCW II/1 certificate is required.

A. Tidal stream planning: (1) Extract tidal stream data from the relevant tidal stream atlas or chart tables — timing referenced to HW at the nearest standard port; (2) Calculate the tidal stream vectors for each hour of the passage (direction and rate vary through the tidal cycle); (3) Vector triangle method: plot course to steer (CTS) to achieve the desired track made good — add own ship speed vector and tidal vector to calculate the heading required to maintain the track; (4) At 3.5 knots tidal stream vs 9 knots own speed, the cross-tide component at 90° would require approximately 23° of course correction; (5) Calculate ETAs using speed made good along track (not ship speed); (6) Identify timing of fair vs foul tide — plan departure to favour the fair tide for the main channel crossing; (7) Check for minimum depth at tidal gates — arrive at the gate when sufficient water depth exists.

B. Apply the tidal stream as a compass correction. Add 3.5 knots to own speed when the tide is following, subtract when the tide is foul.

C. Tidal streams only matter in the last mile of a channel approach. Plan the open sea passage on the gyro course and apply tidal correction manually on final approach.

D. At 9 knots, tidal streams below 4 knots have negligible effect on track. No tidal correction is required until tidal stream exceeds own ship speed.