You are the OOW and the vessel is due to sail from Liverpool docks at 0600. It is now 0500. What bridge preparation checks do you complete before departure?

A. PRE-DEPARTURE bridge checks (OOW): (1) NAVIGATION EQUIPMENT: test and confirm operational — radar (both if two fitted, plot test trace), ECDIS (route loaded, charts updated, alarms set), GPS/GNSS (position confirmed, accuracy confirmed), echo sounder (zero offset set, mode set for depth range of departure area), AIS (vessel data correct, voyage data updated: destination, ETA, crew/persons aboard), magnetic compass (deviation card current, compare with GPS heading at sailing), gyrocompass (error checked against magnetic, transmission to all repeaters confirmed), auto-pilot (tested in heading and track modes), VHF radios (all channels operational — Ch 16 watch confirmed, Ch 12 Mersey Radio/Liverpool VTS), ARPA (acquisition test); (2) BRIDGE PREPARATION: departure route on ECDIS/paper chart, pilot card prepared, bridge checklist completed and signed, watch handover arrangement confirmed, night adaptation (reduce bridge lighting if night departure), binoculars ready; (3) ENGINE: check standby status with engine room — confirm engine available for immediate manoeuvre; test telegraph; (4) MOORINGS STATUS: communicate with fore and aft stations — confirm lines ready for singling; (5) STABILITY: confirm sailing stability calculation signed by master.

B. Bridge preparation for departure only requires the ECDIS route to be loaded and the pilot to be on the bridge. All other checks are done while underway.

C. The pilot is responsible for all bridge preparation before departure. The OOW's role begins once the vessel is in open water.

D. Pre-departure checks are only required for ocean passages. For coastal and port-to-port voyages, standard equipment operation is assumed.

A. OOW pilot boarding responsibilities: (1) PREPARE: ensure pilot boarding station is rigged correctly — pilot ladder complies with SOLAS V/23: secured to strong points, spreaders fitted if freeboard exceeds 9m, man-ropes rigged, deck lighting on, lifebuoy with light and line ready at the boarding position, officer present at the ladder foot; (2) COMMUNICATE: confirm ETA and pilot boarding position with the pilot station via VHF; confirm pilot ladder or combination ladder (helicopter?); (3) NIGHT PREPARATIONS: illuminate the ship's side at the pilot ladder; ensure the bridge has the pilot card prepared (vessel particulars, draught, GM, LOA, beam, manoeuvring data); (4) WHEN PILOT BOARDS: inform master immediately; note time of boarding in the deck log; pilot takes the conn — master retains command; OOW assists with communications (VHF Ch 12/16, calling tugs, relaying helm/engine orders), maintaining deck log, monitoring position on ECDIS/radar; (5) MASTER'S AUTHORITY: SOLAS V/34 — the pilot's presence does not relieve the master of responsibility for the safety of the vessel. If the pilot gives an order the OOW or master believes is unsafe, it must be challenged immediately.

B. Once the pilot boards, the OOW's role is complete. The pilot takes full legal responsibility and the OOW should leave the bridge until berthing is complete.

C. Pilot boarding is the bosun's responsibility. The OOW should remain on the bridge and not visit the pilot boarding station.

D. Once a compulsory pilot is aboard, the master's authority transfers to the pilot. The OOW should follow the pilot's orders as they would the master's.

A. ANCHORING procedure: (1) ANCHORAGE SELECTION: consult the chart, pilot book, and port authority instructions — identify designated anchorage areas; check charted depth (aim for 15-30m in most commercial anchoring); check seabed type (mud or sand preferred — better holding than rock); calculate swinging room (vessel length + scope × depth = minimum clear radius); check for nearby obstructions, pipelines, cables; confirm wind and tidal stream direction for the approach; (2) APPROACH: approach slowly, heading into the tidal stream (or wind if stream is negligible) to maintain steerage with minimum speed; stop the vessel when the bow anchor is over the intended dropping position; (3) LET GO: master's order — walk back the anchor to the surface, then let go; allow the vessel to drift/move astern slowly; pay out scope as the vessel moves back — ideally 5-7 × depth (or as instructed); (4) BEARING CROSS: take two or three compass bearings on fixed charted objects as the anchor runs out; this is the anchor bearing — the vessel's position when the anchor was dropped; monitor for dragging by comparing cross bearings or ECDIS position; (5) LOG: record time, position, depth, scope of cable, holding ground, and weather in the deck log.

B. Anchor in the shallowest water available to reduce cable scope needed. Shallow anchoring is always preferred as it reduces scope requirement.

C. Let go the anchor from full sea speed and allow the chain to run out freely — this buries the anchor deeper and provides better holding.

D. AIS tracking provides sufficient position monitoring when anchored. No fixed bearing cross checks are needed if the AIS position shows you are stationary.