An examiner shows you a series of single-letter ICS flag signals observed from another vessel and asks their meaning. He then asks which you are most likely to encounter in practice.

A. INTERNATIONAL CODE OF SIGNALS — KEY SINGLE-LETTER FLAGS: MOST FREQUENTLY ENCOUNTERED: (A) ALPHA — "I have a diver down; keep well clear at slow speed" (rigid inflatable diving flag variant also used); (B) BRAVO — "I am taking in, or discharging, or carrying dangerous goods" (red flag, tanker loading/discharging); (G) GOLF — "I require a pilot"; (H) HOTEL — "I have a pilot on board"; (O) OSCAR — "Man overboard" (international distress); (P) PAPA — "In harbour: All persons should report on board as the vessel is about to proceed to sea. At sea: fishing vessels — My nets have come fast upon an obstruction"; (Q) QUEBEC — "My vessel is healthy and I request free pratique" (yellow flag — quarantine/health); (W) WHISKY — "I require medical assistance"; (U) UNIFORM — "You are running into danger"; (V) VICTOR — "I require assistance"; (N) NOVEMBER + (C) CHARLIE together — "NC" = Vessel in distress; (Z) ZULU — "I require a tug." PRACTICAL SIGNIFICANCE: B (Bravo/Red) on a tanker means dangerous cargo operations — keep clear. Q on arriving vessel means not yet cleared by port health. O (Oscar) means MOB — alter course to assist.

B. Single-letter ICS flags are rarely used in modern shipping. AIS and VHF have replaced flag signalling and officers only need to know the distress signal flags N and C.

C. The ICS only applies to communications between naval vessels. Merchant ships use different national flag codes that vary by flag state.

D. Flag A means "I am turning to port", Flag B means "I am turning to starboard." These are the only ICS single-letter flags required knowledge for the OOW oral exam.

A. IMO STANDARD MARINE COMMUNICATION PHRASES (SMCP 2001): The SMCP is an IMO publication (Resolution A.918(22)) providing standardised English phrases for maritime communications. LEGAL BASIS: SOLAS Chapter V, Regulation 14 requires that officers in charge of a navigational watch on ships required to carry a radio installation shall be proficient in the use of English. The SMCP provides the standardised language to fulfil this requirement. WHEN MANDATORY: (1) VHF bridge-to-bridge communications for collision avoidance; (2) Communications with Vessel Traffic Services (VTS) — initial call, position reports, intentions; (3) Distress, urgency and safety communications on Channel 16; (4) Communications with pilots during embarkation and passage; (5) Port authority and harbour control communications; (6) SAR coordination communications; (7) Communications with other vessels for manoeuvring in restricted waters. STRUCTURE OF SMCP: phrases are organised by function — external communications (VHF), internal ship communications, and safety-related phrases. Responses use standard acknowledgements: "I read you", "Stand by", "Say again", "Received". KEY PRINCIPLE: English is the working language of international maritime communications — if neither party is a native English speaker, both must use SMCP rather than their own language.

B. SMCP are voluntary guidelines produced by IMO. They are only recommended practice and SOLAS does not require their use — captains may use any language agreed between the two vessels.

C. SMCP apply only to communications with shore-based VTS. Ship-to-ship communications may use any mutually understood language including the officers' native languages.

D. SMCP are required only for passenger vessels. Cargo ship officers must be proficient in English but are not required to follow the standardised SMCP format.

A. SMCP COLLISION AVOIDANCE CALL — CORRECT APPROACH: Initial call on Ch 16 (then switch to a working channel, typically Ch 13 or 16): "Vessel bearing [bearing] from me, this is [vessel name] on VHF channel [xx], over." After contact: "I am the stand-on vessel. I intend to maintain my course and speed. Please confirm your intentions, over." OR if you are the give-way vessel: "I am the give-way vessel. I intend to alter course to starboard [or slow down] to pass astern of you. Do you agree? Over." KEY SMCP PHRASES: "I intend to alter course to starboard/port", "I am altering course to starboard/port", "I intend to stop my engines", "Please indicate your intentions." RISKS OF VHF COLLISION AVOIDANCE: (1) VHF agreements are NOT a substitute for COLREGs action — the give-way vessel must act in good time regardless of VHF exchange; (2) VHF agreements can create false confidence — the other vessel may not follow through; (3) Use call sign or vessel name to ensure you are speaking to the correct ship — "vessel ahead" is ambiguous; (4) Rule 8 requires action to be positive, taken in ample time — do not delay COLREGs action waiting for VHF response; (5) Document the exchange in the deck log.

B. Call the vessel on Ch 16 and agree to both alter to starboard. Once agreed by VHF, both vessels should proceed according to the agreement and no formal COLREGs action is needed.

C. VHF should never be used for collision avoidance — it creates legal liability by demonstrating awareness of the risk before action was taken. Use radar and take COLREGs action silently.

D. Use any language common to both bridges. SMCP only apply to VTS communications. Ship-to-ship collision avoidance VHF calls have no standardised format requirement.