Model Course7 01 PDF
Model Course7 01 PDF
Model Course7 01 PDF
7.01
MASTER AND
CHIEF MATE
2014 EDITION
Electronic edition
for 1 copy.
www.imo.org © International Maritime Organization
Model course 7.01
MASTER AND CHIEF MATE
2014 EDITION
ELECTRONIC EDITION
London, 2014
IMO PUBLICATION
Sales number: ETB701E
ISBN: 978-92-801-1581-9
IMO PUBLICATION
Sales number: TB701E
ACKNOWLEDGEMENTS
This course for Master and Chief Mate is based on material developed for IMO
by GlobalMET.
IMO wishes to express its sincere appreciation to GlobalMET for its support, expert
assistance, valuable cooperation and generous funding.
Contents
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Purpose of the model courses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Use of the model course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lesson plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Course objective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Entry standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Course intake limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Textbooks, videos and bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Computer applications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Conventions, regulations and legislation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
iii
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iv
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CONTENTS
Function 3: Controlling the Operation of the Ship and Care for Persons on
Board at the Management Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
Appendix 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
Stability Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
Loading Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
KN Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
Appendix 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
Trim Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
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CONTENTS
Foreword
Since its inception the International Maritime Organization (IMO) has recognized the
importance of human resources to the development of the maritime industry and has given
the highest priority to assisting developing countries in enhancing their maritime training
capabilities through the provision or improvement of maritime training facilities at national
and regional levels. IMO has also responded to the needs of developing countries for
postgraduate training for senior personnel in administrations, ports, shipping companies
and maritime training institutes by establishing the >orld Maritime University in Malmö,
Sweden, in 1983.
In addition, it was appreciated that a comprehensive set of short model courses in various
fields of maritime training would supplement the instruction provided by maritime academies
and allow administrators and technical specialists already employed in maritime
administrations, ports and shipping companies to improve their knowledge and skills in
certain specialized fields. With the generous assistance of the Government of Norway, IMO
developed model courses in response to these generally identified needs and now keeps
them updated through a regular revision process taking into account any amendments to
the requirements prescribed in IMO instruments and any technological developments in the
field.
These model courses may be used by any training institution and, when the requisite
financing is available, the Organization is prepared to assist developing countries in
implementing any course.
2:,2040A<
Secretary-General
vii
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INTRODUCTION
Introduction
■ Purpose of the model courses
The purpose of the IMO model courses is to assist maritime training institutes and their
teaching staff to introduce and organize new training courses and enhance existing training
material, whereby the quality and effectiveness of the training may be improved.
It is not the intention of the model course programme to present instructors with a rigid
“teaching package” which they are expected to “follow blindly”. Nor is it the intention to
substitute audio-visual or “programmed” material for the instructor’s presence. As in all
training endeavours, the knowledge, skills and dedication of the instructors are the key
components in the transfer of knowledge and skills to those being trained through IMO model
course material.
Rather, this document should be used as a guide with the course duration given as indicative
of the expected time required to cover the required outcomes. The parties may modify this
course to suit their respective training schemes.
For those following planned training schemes approved by the Administration, it is intended
that this training may form an integral part of the overall training plan and be complementary
to other studies. The training may be undertaken in progressive stages; for such candidates,
it is not appropriate to specify the duration of the learning, provided achievement of the
specified learning outcomes is properly assessed and recorded.
The educational systems and the cultural backgrounds of trainees in maritime subjects vary
considerably from country to country. For this reason, the model course material has been
designed to identify the basic entry requirements and trainee target group for each course
in universally applicable terms, and to specify clearly the technical content and levels of
knowledge and skill necessary to meet the technical intent of IMO conventions and related
recommendations.
This is the next major revision to this model course. In order to keep the training programme
up to date in future, it is essential that users provide feedback. New information will provide
better training in safety at sea and protection of the marine environment. Information,
comments and suggestions should be sent to the Head of the STCW and Human Element
Section at IMO, London.
To use the model course the instructor should review the course plan and detailed syllabus,
taking into account the information provided under the entry standards specified in the
course framework. The actual level of knowledge and skills and the prior technical education
of the trainees should be kept in mind during this review, and any areas within the detailed
syllabus which may cause difficulties because of differences between the actual trainee entry
level and that assumed by the course designer should be identified. To compensate for such
differences, the instructor is expected to delete from the course, or reduce the emphasis
on, items dealing with knowledge or skills already attained by the trainees. They should
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also identify any academic knowledge, skills or technical training which they may not have
acquired.
By analysing the detailed syllabus and the academic knowledge required to allow training in
the technical area to proceed, the instructor can design an appropriate pre-entry course or,
alternatively, insert the elements of academic knowledge required to support the technical
training elements concerned at appropriate points within the technical course.
Adjustment of the course objective, scope and content may also be necessary if in your
maritime industry the trainees completing the course are to undertake duties which differ
from the course objectives specified in the model course.
Within the course plan, the course designers have indicated their assessment of the time
that should be allotted to each area of learning. However, it must be appreciated that these
allocations are arbitrary and assume that the trainees have fully met all entry requirements
of the course. The instructor should therefore review these assessments and may need to
re-allocate the time required to achieve each specific learning objective or training outcome.
■ Lesson plans
Having adjusted the course content to suit the trainee intake and any revision of the course
objectives, the instructor should draw up lesson plans based on the detailed syllabus. Where
no adjustment has been found necessary in the learning objectives of the detailed syllabus,
the lesson plans may simply consist of the detailed syllabus with keywords or other reminders
added to assist the instructor in making his presentation of the material.
■ Presentation
The presentation of concepts and methodologies must be repeated in various ways until the
instructor is satisfied, by testing and evaluating the trainee’s performance and achievements,
that the trainee has attained each specific learning objective or training outcome. The syllabus
is laid out in learning objective format and each objective specifies a required performance
or what the trainee must be able to do as the learning or training outcome. Taken as a whole,
these objectives aim to meet the knowledge, understanding and proficiency specified in the
appropriate tables of the STCW Code.
■ Implementation
For the course to run smoothly and to be effective, considerable attention must be paid to
the availability and use of:
● properly qualified instructors
● support staff
● rooms and other spaces
● workshops and equipment
● suggested references, textbooks, technical papers, bibliography
● other reference material.
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INTRODUCTION
Thorough preparation is the key to successful implementation of the course. IMO has
produced a booklet entitled ‘Guidance on the implementation of IMO model courses’, which
deals with this aspect in greater detail.
In certain cases, the requirements for some or all of the training in a subject are covered
by another IMO model course. In these cases, the specific part of the STCW Code, which
applies, is given and the user is referred to the other model course.
■ Course objective
This model course comprises three functions at the management level. On successful
completion of the course and the requisite watchkeeping experience, officers will be prepared
for taking full responsibility for the safety of the ship, its passengers, crew and cargo. They
will be aware of their obligations under international agreements and conventions concerning
safety and the protection of the marine environment and will be prepared for taking the
practical measures necessary to meet those obligations.
In this model course, one combined course has been written for both Masters and chief
officers. The material is set out assuming that trainees have previously completed the
operational level training content required for watchkeeping officer and they have some
watchkeeping experience. This does not preclude some of the content for both levels being
run within the same training course but it is very important that trainees are familiar with the
operational level content before attempting to develop the management level competence
outlined in this model course.
The teaching schemes should be carefully scrutinized to ensure that all of the tabulated
training outcomes are covered, that repetition is avoided and that essential underpinning
knowledge at any stage has already been covered. A certain amount of duplication under
different subjects will probably occur, provided it is not excessive, the different approaches
can provide useful reinforcement of work already learned. Care should be taken to see that
items not included in the syllabus or treatment beyond the depth indicated by the objectives
have not been introduced except where necessary to meet additional requirements of the
Administration. The teaching scheme should be adjusted to take account of those matters
and the timing of any modular courses (such as training in firefighting), that are to be included.
■ Entry standards
Entrants should have successfully completed a course covering the minimum standards
required for certification as officer in charge of a navigation watch with content similar to IMO
model course 7.03, Officer in charge of a navigational watch.
Class sizes should generally be limited to not more than 24 in order to allow the instructor to
give adequate attention to individual trainees. Larger numbers may be admitted if extra staff
and tutorial periods are provided to deal with trainees on an individual basis. In addition, for
scheduling access to learning facilities and equipment, attention to strict time management is
necessary. In large classes trainees should have their own reference books, unless sufficient
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copies can be provided in a central library. Classrooms should be big enough to seat all
trainees so they can see and hear the instructor.
During practical sessions and group activities, there will be additional restraints on class size.
Where applicable, a recommendation on class size is contained in the framework for each of
the individual functions.
References to books, videos and bibliography are made in the Instructor’s Manual of the
individual subjects to aid both instructors and trainees in finding relevant information and to
help in defining the scope and depth of treatment intended.
The mention of a particular textbook does not imply that it is essential to use that book only
that it appeared to be best suited to the course at the time of its design. In many instances
there are a number of suitable books, and instructors are free to use whatever texts they
consider to be most suited to their circumstances and trainees.
Every effort has been made to quote the latest editions of the publications mentioned but
new editions are constantly being produced. Instructors should always use the latest edition
for preparing and running their courses.
Full use should be made of technical papers and other publications available from maritime
and other professional organizations. Such papers contain new developments in techniques,
equipment, design, management and opinion, and are an invaluable asset to a maritime
training establishment.
■ Computer applications
In view of the rapid growth of information technology (IT) and widespread use of computers
aboard ship, it is recommended that at the discretion of the Administration, computer
applications at an advanced level should be included in the training for Masters and
chief engineers. If this topic has not been covered during training as officer in charge of a
navigational watch, some basic training may also be required.
Particulars of the training will depend upon the computer facilities available and the needs of
the trainees. The following outline provides guidance on topics that could be included:
● The care and storage of magnetic media; use of simple utility programs for
identifying disk problems and fixes; LAN maintenance; back-up management;
virus protection.
● IT and the use of applications, for communications (email, data, etc.), the internet,
intranets and the worldwide web (www).
● The installation and set-up of multi-media applications.
● Accessing and evaluating information through the internet.
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INTRODUCTION
The use of multi-media applications can enhance learning in topics in many areas of
knowledge and prove of value to Masters and chief officers. Many of the IMO rules and
Assembly resolutions are available on CD-ROM. Up-to-date details may be found on the IMO
website at http://www.imo.org
These are constantly being revised and updated. It is essential that the up-to-date version
of these are being used and that all references to particular versions in this model course
should be taken to include all future amendments and revisions.
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■ Objective
Function 1
The syllabus covers the requirements of the STCW Code, chapter II, section A-II/2. This
functional element provides the detailed knowledge to support the training outcomes related
to Navigation at the Management Level.
This section provides the background knowledge to support the tasks, duties and
responsibilities in:
● planning a voyage and conducting navigation
● determining position and the accuracy of resultant position fix by any means
● determining and allowing for compass errors
● coordinating search and rescue operations
● establishing watchkeeping arrangements and procedures
● maintaining safe navigation through information from navigation equipment and
systems to assist command decision making
● maintaining safe navigation through the use of ECDIS and associated navigation
systems to assist command decision making
● forecasting weather and oceanographic conditions
● response to navigational emergencies
● manoeuvring and handling a ship in all conditions
● operation of remote controls of propulsion plant and engineering systems and
services.
Function 2
The syllabus covers the requirements of the STCW Code, chapter II, section AII/2. This
functional element provides the detailed knowledge to support the training outcomes related
to Cargo Handling and Stowage at the Management Level.
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This section provides the background knowledge to support the tasks, duties and
responsibilities in:
● planning safe loading, stowage, securing and care during the voyage and unloading
of cargoes
● the carriage of dangerous goods.
This includes topics such as ship trim, stability, ballasting, cargo securing, tankers and tanker
operations and carriage of dangerous, hazardous and harmful cargoes.
Function 3
The syllabus covers the requirements of the STCW Code, chapter II, section A-II/2. This
functional element provides the detailed knowledge to support the training outcomes related
to Controlling the Operation of the Ship and Care for Persons on Board at the Management
Level.
This section provides the background knowledge to support the tasks, duties and
responsibilities in:
● controlling trim, stability and stress
● monitoring and controlling compliance with legislation to ensure
– safety of life at sea
– protection of the marine environment
● maintaining safety and security of crew and passengers
● developing emergency and damage control plans
● organizing and managing the crew
● organizing and providing medical care on board.
This includes topics such as ship construction and stability, dry-docking, search and rescue,
personnel management and contingency planning.
■ Entry standards
This course is principally intended for officers for certification as Master and Chief Mate on
ships of 500 gross tonnage or more. Entrants should have successfully completed a course
covering the minimum standards required for certification as officer in charge of a navigational
watch on ships of 500 gross tonnage or more (see IMO model course 7.03, Officer in charge
of a navigational watch). In addition they should have completed approved seagoing service
as officer in charge of a navigational watch in accordance with STCW Convention, 1978, as
amended, regulation II/2, paragraph 2 prior to certification.
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■ Course certificate
■ Staff requirements
Instructors shall be qualified in the task for which training is being conducted and have
appropriate training in instructional techniques and training methods (STCW Code, section
AI/6). Depending on the complexity of the exercises set, an assistant instructor with similar
experience is desirable for certain practical exercises.
For Function 1:
COLREGS 1972 — a set of table-top models displaying proper signals or lights, a magnetic
board or a navigation light simulator
Manoeuvring — a set of models to represent ships, jetties, piers and other dock configurations,
which can be used on a table top to illustrate ship, handling techniques STCW provides for
trainees to have practical competence in ship manoeuvring. The practical components of
this may be developed and assessed on vessels in service; however, those training centres
completing the practical element of this competence within a training course will need to
provide an approved ship simulator, manned ship models or a training ship for this purpose.
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PART A: COURSE FRAMEWORK FOR ALL FUNCTIONS
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V1 Ships’ Routeing on CD, Version 4 (2008) (IMO Code No. DC927E, ISBN 978-92-801-
70207)
V2 IMO – Safe, Secure and Efficient Shipping on Clean Oceans on DVD (2006 Edition)
(IMO Code No. V010M, ISBN 978-92-801-70023)
Available from: IMO Publishing
4 Albert Embankment
London SE1 7SR, UK
Tel: +44 20 7735 7611, Fax: 44 20 7587 3348
Internet site: http://www.imo.org
V3 Ship handling — Part 1 (Code No. 95)
V4 Ship handling — Part 2 (Code No. 129)
V5 Ship handling — Part 3 (Code No. 321)
V6 Anchoring safely (Code No. 928)
V7 Interaction (Code No. 13)
V8 Ship handling in following seas (Code No. 636)
V9 Ship handling in head seas (Code No. 661)
V10 Ship handling in restricted waters – ship squat and shallow (Code No. 697)
V11 Ship handling in restricted waters – bank effect & interaction (Code No. 748)
V12 Manoeuvring characteristics of special car carriers (Code No. 696)
V13 Manoeuvring and control characteristics of special type ships: Part 1 Focusing on the
wind pressure effect on a PCC (Code No. 9985)
V14 Manoeuvring and control characteristics of special type ships: Part 2 Anchoring and
mooring of a PCC (Code No. 9986)
V15 Working with tugs (Code No. 972)
V16 Tractor tugs (Code No. 165)
V17 Ship handling with Tractor Tugs (Code No. 359)
V18 Navigating in ICE (Code No. 927)
V19 Helicopter operations at sea (edition 2) (Code No. 704)
V20 Margins of safety (Code No. 73)
V21 Voyage planning (Code No. 758)
V22 Bridge watchkeeping (Code No. 497)
V23 Master/pilot relationship (Code No. 498)
V24 Accident prevention – the human factor (Code No. 637)
V25 Emergency procedures (Code No. 638)
V26 Navigational charts & associated publications (Code No. 639)
V27 Working with VTS (Code No. 640)
V28 Five case studies (Code No. 781)
V29 Shipping Casualty Emergency response (Code No. 467)
V30 Safer mooring (Code No. 997)
V31 Theory of mooring – edition 4 (Code No. 1104)
V32 Safe mooring practice – edition 4 (Code No. 1105)
V33 Maintenance of mooring systems – edition 4 (Code No. 1106)
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V79 Fighting pollution – preventing pollution at sea (edition 3) (Code No. 755)
V80 Good bunkering practice (edition 2) (Code No. 962)
V81 Permit to work (Code No. 621
V82 Safe gangway and ladder operations (Code No. 946)
V83 Personal safety on tankers (edition 2) (Code No. 970)
V84 Personal safety on chemical tankers (Code No. 946 (Code No. 980)
V85 Seven steps to ship stability part 1 (Code No. 622)
Seven steps to ship stability part 2 (Code No. 623)
V86 Entering into enclosed spaces (edition 2) (Code No. 682)
V87 Death in minutes – rescue techniques from confined spaces (Code No. 750)
V88 Permit to work (Code No. 621)
V89 Safe hot work procedures (Code No. 701)
V90 Waste and garbage management (Code No. 627)
V91 Medical first aid (edition 2) (Code No. 990)
V92 Hull stress monitoring (Code No. 550)
V93 Mistaken identity (Code No. 14)
V94 Survival (Code No. 681)
V95 Basic fire fighting (edition 3) (Code No. 674)
V96 Enclosed lifeboats, freefall lifeboats rescue boats (Code No. 679)
V97 STCW and flag state implementation (Code No. 629)
V98 Search techniques (Code No. 935)
V99 Security at sea (Code No. 484)
V100 Immersion suits – the difference between life and death (Code No. 947)
V101 Muster lists, drills & helicopter operations (Code No. 678)
V102 MLC 2006 (Code No. 986)
V103 Shipshape. A guide to good housekeeping part 1: on deck (Code No. 974)
V104 The shipboard management role (edition 2) (Code No. 969)
V105 Port state control – tightening the net (edition 2) (Code No. 977)
V106 Health & welfare advice for seafarers (Code No. 510)
V107 Personal hygiene (Code No. 993)
V108 Load line surveys – part 1 (Code No. 544)
V109 Safety construction survey – part 2 (Code No. 545)
V110 Safety equipment survey – part 3 (Code No. 546)
V111 Management for seafarer series (Code No. 607 – 612)
Available from: Videotel Marine International
84 Newman Street, London W1T 3EU, UK
Tel: +44(0) 20 72991800
Fax: +44(0) 207299 1818
Email: mail@videotelmail.com
URL: www.videotel.co.uk
V112 Ballast water management
V113 Emergency Response – the vital first minutes
V114 Interpreting weather at sea
V115 MARPOL. The new rules
V116 Oily water separators
12
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CHECKS SHOULD BE MADE THAT THESE ARE THE LATEST EDITIONS AVAILABLE
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R33 IMO Standard Marine Communication Phrases (IMO SMCP) (2002 Edition) (IMO Sales
No. IA987E, ISBN 978-92-801-51374)
R34 Assembly resolution A.954(23) – Proper use of VHF channels at sea
R35 Assembly resolution A.953(23) – World-wide radio navigation system
R36 Assembly resolution A.577(14) – Operational Status of Electronic Position-Fixing
Systems
R37 Assembly resolution A.615(15) – Radar Beacons and Transponders
R38 Assembly resolution A.280(VIII) – Recommendations on Performance Standards for
Gyrocompasses
R39 Assembly resolution A.382(X) – Magnetic Compasses: Carriage and Performance
Standards
R40 Assembly resolution A.384(X) – Performance Standards for Radar Reflectors
R41 Assembly resolution A.823(19) – Performance standards for automatic radar plotting
aids (ARPAs)
R42 Assembly resolution A.424(XI) – Performance Standards for Gyrocompasses
R43 Assembly resolution A.479(XII) – Performance Standards for Shipborne Receivers for
Use with Differential Omega
R44 Assembly resolution A.281(VIII) – Recommendation on general requirements for
electronic navigational aids
R45 Assembly resolution A.694(17)* – General Requirements for Shipborne Radio
Equipment Forming Part of the Global Maritime Distress and Safety System (GMDSS)
and for Electronic Navigational Aids
R46 Assembly resolution A.918(22) – IMO standard marine communication phrases
R47 Assembly resolution A.488(XII) – Use of the Standard Marine Navigational Vocabulary
R48 Assembly resolution A.429(XI) – Routeing Systems
R49 MSC.71(69) – Amendments to the General Provisions on Ships’ routeing
R50 Assembly resolution A.528(13) – Recommendation on Weather Routeing
R51 Assembly resolution A.113(V) – Revised International Code of Signals
R52 MSC.165(78) – Adoption of amendments to the general provisions on ships’ routeing
R53 International Convention on Load Lines, 1966 (2005 Edition) IMO Sales No. IB701E,
ISBN 978-92-801-41948
R54 International Maritime Dangerous Goods Code (IMDG Code), 2008 Edition
(incorporating amendment 34-08) IMO Sales No. IG200E, ISBN 978-92-801-42419
R55 International Maritime Dangerous Goods Code (IMDG Code) Supplement, 2008
Edition, IMO Sales No. IG210E, ISBN 978-92-801-42426
R56 International Maritime Solid Bulk Cargoes Code (IMSBC Code) and Supplement (2009
Edition) IMO Sales No. IE260E, ISBN 978-92-801-42396
R57 Code of Safe Practice for Ships Carrying Timber Deck Cargoes, 1991
(1992 Edition) IMO Sales No. I275E, ISBN 978-92-801-12856
R58 Assembly resolution A.489(XII) – Safe Stowage and Securing of Cargo Units and Other
Entities in Ships Other Than Cellular Container Ships
R59 Assembly resolution A.533(13) – Elements to Be Taken Into Account When
Considering the Safe Stowage and Securing of Cargo Units and Vehicles in Ships
R60 Assembly resolution A.581(14) – Guidelines for Securing Arrangements for the
Transport of Road Vehicles on Ro-Ro Ships
R61 Code of Safe Practice for Cargo Stowage and Securing (CSS Code) (2003 Edition)
IMO Sales No. IA292E, ISBN 978-92-801-51459
R62 International Code for the Safe Carriage of Grain in Bulk (International Grain Code)
(1991 edition) IMO Sales No. I240E, ISBN 978-92-801-12757
16
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PART A: COURSE FRAMEWORK FOR ALL FUNCTIONS
R63 Guidelines on the Enhanced Programme of inspections during survey of Bulk Carriers
and Oil Tankers (2008 Edition) IMO Sales No. IA265E, ISBN 978-92-801-14966
R64 Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code)
(1998 Edition) IMO Sales No. I266E, ISBN 978-92-801-14584
R65 Manual on loading and unloading of Solid Bulk cargoes for Terminal representative
(BLU Manual) (2008 Edition) IMO Sales No. I267E, ISBN 978-92-801-14928
R66 International Convention for Safe Containers (CSC), 1972 (1996 Edition) IMO Sales
No. IA282E, ISBN 978-92-801-14119
R67 Guidelines for the Transport and Handling of Limited Amounts of Hazardous and
Noxious Liquid Substances in Bulk on Offshore Support Vessels (LHNS) (2007 Edition)
IMO Sales No. I289E, ISBN 978-92-801-14874
R68 REVISED RECOMMENDATIONS ON THE SAFE TRANSPORT OF DANGEROUS
CARGOES AND RELATED ACTIVITIES IN PORT AREAS (2007 Edition) IMO Sales No.
IB290E, ISBN 978-92-801-14720
R69 Guidelines for the Preparation of the Cargo Securing Manual (1997 Edition) IMO Sales
No. I298E, ISBN 978-92-801-14416
R70 CRUDE OIL WASHING SYSTEMS (2000 Edition) IMO Sales No. IA617E, ISBN 978-
92-801-50940
R71 BALLAST WATER MANAGEMENT CONVENTION AND THE GUIDELINES FOR ITS
IMPLEMENTATION (2009 Edition) IMO Sales No. I621E, ISBN 978-92-801-15031
R72 MARPOL – How to do it, 2002 Edition. IMO Sales No. IA636E, ISBN 978-92-801 41528
R73 Pollution prevention equipment under MARPOL, 2006 Edition. IMO Sales No. IA646E,
ISBN 978-92-801-14706
R74 Manual on Oil Pollution – Section II – Contingency Planning, 1995 Edition. IMO Sales
No. IA560E, ISBN 978-92-801-13303
Manual on Oil Pollution – Section III – Salvage, 1997 Edition. IMO Sales No. IA566E,
ISBN 978-92-801-14423
Manual on Oil Pollution – Section IV – Combating Oil spills, 2005 Edition. IMO Sales
No. IA569E, ISBN 978-92-801-41771
Manual on Oil Pollution – Section V – Administrative Aspects of Oil Pollution Response,
2009 Edition. IMO Sales No. IA572E, ISBN 978-92-801-15000
Manual on Oil Pollution – Section VI – IMO Guidelines for Sampling and Identification
of Oil Spills, 1998 Edition. IMO Sales No. I578E, ISBN 978-92-801-14515
MANUAL ON CHEMICAL POLLUTION – Section 1 – Problem Assessment and
Response Arrangements (1999 Edition) IMO Sales No. IA630E, ISBN 978-92-801-
60963
MANUAL ON CHEMICAL POLLUTION – Section 2 – Search and Recovery of Packaged
Goods Lost at Sea (2007 Edition) IMO Sales No. IA633E, ISBN 978-92-801-42228
R75 United Nations Conference on the Law of the Sea, Official Records Volume II Plenary
Meetings. Geneva, 1958 (United Nations Publication Sales No. 58.VA, Vol II)
containing:
Geneva Convention of the Territorial Sea and the Contiguous Zone, 1958
Geneva Convention on the High Seas, 1958
Geneva Convention on the Continental Shelf, 1958
R76 United Nations Convention on the Law of the Sea. New York, 1983 (United Nations
Publication Sales No. E.83.V.5)
R77 IMO Assembly resolution A.671(16) – Safety Zones and Safety of Navigation Around
Offshore Installations and Structures
R78 Supplement relating to the International Convention on Load Lines, 1966 (IMO Sales
No. 705)
17
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MASTER AND CHIEF MATE
R79 IMO Assembly resolution A.760(18) 1993. Symbols related to life-saving appliances
and arrangements
R80 PROCEDURES FOR PORT STATE CONTROL (2000 Edition) IMO Sales No. IA650E,
ISBN 978-92-801-50995
R81 GUIDELINES FOR THE DEVELOPMENT OF SHIPBOARD MARINE POLLUTION
EMERGENCY PLANS (2010 Edition) IMO Sales No. IB586E, ISBN 978-92-801-15185
R82 International Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code) (2007 Edition) IMO Sales No. IC100E, ISBN 978-92-
801-42266
R83 INTERNATIONAL CODE FOR THE CONSTRUCTION AND EQUIPMENT OF SHIPS
CARRYING LIQUEFIED GASES IN BULK (IGC Code) (1993 Edition) IMO Sales No.
I104E, ISBN 978-92-801-12771
R84 INTERNATIONAL CONFERENCE ON SPECIAL TRADE PASSENGER SHIPS,1971
(1972 Edition) IMO Sales No. I727B, ISBN 978-92-801-00136
R85 WHO International Health Regulations (1969), 3rd annotated ed. (Geneva, World
Health Organization, 1983, ISBN 92-4-158007-0)
R86 INTERNATIONAL CONFERENCE ON SPACE REQUIREMENTS FOR SPECIAL TRADE
PASSENGER SHIPS, 1973 (1973 Edition) IMO Sales No. I734B, ISBN 978-92-801-
00228
R87 IMO Assembly resolution A.494(XII) – Revised Interim Scheme for Tonnage
Measurement for Certain Ships
R88 IMO Assembly resolution A.540(13) – Tonnage Measurement for Certain Ships
Relevant to the International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers, 1978
R89 IMO Assembly resolution A.541(13) – Interim Scheme for Tonnage Measurement for
Certain Ships for the Purpose of the International Convention for the Prevention of
Pollution From Ships, 1973, As Modified by the Protocol of 1978 Relating Thereto
R90 IMO Assembly resolution A.769(18) – Procedures and Arrangements for Issuing
GMDSS Certificates to Holders of Non-GMDSS Certificates
R91 INTERNATIONAL SAFETY MANAGEMENT CODE (ISM Code) AND GUIDELINES ON
IMPLEMENTATION OF THE ISM CODE (2010 Edition) IMO Sales No. IB117E, ISBN
978-92-801-51510
R92 International Life Saving Appliance Code (LSA Code) (2010 edition) IMO Sales No.
ID982E, ISBN 978-92-801-15079
R93 International Code for Fire Safety Systems (FSS Code) IMO Sales No. IA155E, ISBN
978-92-801-14812
R94 INTERNATIONAL CODE FOR APPLICATION OF FIRE TEST PROCEDURES (FTP
Code) (1998 Edition) IMO Sales No. IB844E, ISBN 978-92-801-14522
R95 GRAPHICAL SYMBOLS FOR FIRE CONTROL PLANS (2006 Edition) IMO Sales No.
IA847E, ISBN 978-92-801-42259
R96 INTERNATIONAL CODE ON INTACT STABILITY, 2008 (2009 Edition)
IMO Sales No. IB874E, ISBN 978-92-801-15062
R97 PREVENTION OF CORROSION ON BOARD SHIPS (2010 Edition)
IMO Sales No. I877M, ISBN 978-92-801-00358
R98 IMO Assembly resolution A.1001(25) 2007. Criteria for the provision of mobile satellite
communication systems in the global maritime distress and safety system (GMDSS)
R99 IMO Assembly resolution A.705(17) 2008. Amendments to resolution A.705(17) –
Promulgation of Maritime Safety Information
R100 IMO Assembly resolution A.706(17) 2008. Amendments to resolution A.706(17) –
World-Wide Navigational Warning Service
18
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PART A: COURSE FRAMEWORK FOR ALL FUNCTIONS
R101 MSC.306(87) 2010. Revised performance standards for enhanced group call (EGC)
equipment
R102 IMO/UNEP GUIDELINES ON OIL SPILL DISPERSANT APPLICATION INCLUDING
ENVIRONMENTAL CONSIDERATIONS (1995 Edition) IMO Sales No. IA575E, ISBN
978-92-801-13327
R103 MANUAL ON OIL SPILL RISK EVALUATION AND ASSESSMENT OF RESPONSE
PREPAREDNESS (2010 Edition) IMO Sales No. I579E, ISBN 978-92-801-15123
R104 ILO, Maritime Labour Convention 2006
R105 Convention on limitation of liability for maritime claims, 1976 (LLMC 1976) (IMO Sales
No. 444)
R106 Inter-Governmental Conference on the Dumping of wastes at Sea (LDC 1972) (IMO
Sales No. 532)
R107 International Convention relating to Intervention on High Seas in cases of Oil Pollution
Casualties, 1979 (Intervention) (IMO Sales No. 402)
R108 International Convention on Civil Liability for Oil Pollution Damage,1969 (CLC 1969)
R109 Intact Stability Criteria for Passenger & Cargo Ships (1987 edition) (IMO Sales No. 832)
R110 FAL.2/Circ.123/MEPC.1/Circ.769/MSC.1/Circ.1409, List of Certificates and
Documents Required to be Carried on Board
Details of distributors of IMO publications that maintain a permanent stock of all IMO
publications may be found on the IMO website at http://www.imo.org
■ Textbooks (T)
T1 Admiralty Manual of Navigation. Vol 1. London, The Stationary Office 1999 4th
impression (ISBN 0-11-772880-2)
T2 Bole, A.G. and Dineley, W.O. and Nicholls, C.E. The Navigation Control Manual. 2nd
ed. Oxford, Heinemann Professional, 1992 (ISBN 0-7506-0542-1)
T3 House, D.J. Seamanship techniques. 3rd ed. Oxford, Elsevier Butterworth-Heinemann,
2005 (ISBN 0-7506-6315-4)
T4 Derrett, D.R. Ship Stability for Masters and Mates, 6th ed. Butterworth-Heinemann,
2006 (ISBN 0-7506-6784-2)
T5 Eyres, D.J. Ship Construction, 5th ed. London, Butterworth-Heinemann, 2001 (ISBN
0-7506-4887-2)
T6 Frost, A. Practical Navigation for Second Mates. 6th ed. Glasgow, Brown, Son &
Ferguson, 1985 (ISBN 0-851 7-4397-8)
T7 Frost, A. The Principles and Practice of Navigation. 3rd ed. Glasgow, Brown, Son &
Ferguson, 1988 (ISBN 0-851 7-4443-3)
T8 Gylden, S.G. & Petterson, B. Plotting and parallel index. Constant radius turns:
Navigation in fog. 2nd ed. Ytterby (Sweden), Micronav Consultants, 1991
T9 Hensen, Capt. H. Tug Use In Port, A practical guide, 2nd ed. The Nautical Institute
(ISBN 1-8700-7739-3)
T10 Hill, C. Maritime Law, 4th ed. London, Lloyd’s of London Press, 1995 (ISBN 1-850-44-
888-4)
T11 Hooyer, H.H. The Behaviour and Handling of Ships. Cornell Maritime Press (ISBN
0-7870-33306-2)
T12 International Chamber of Shipping, Bridge Procedures Guide, 3rd ed. 1998 London.
Marisec Publications
T13 International Medical Guide for Ships. World Health Organization, 1989
19
JB-13-78 IMO TB701E Master and Chief Mate (31) - 360pp.indd 19 04/03/2014 10:03
MASTER AND CHIEF MATE
T14 International Safety Guide for Oil Tankers and Terminals. 5th ed. ICS/OCIMF. London,
Witherby & Co. Ltd, 2006 (ISBN 978-1856-092-913)
T15 Immer, J.R. Cargo Handling. Marine Education Textbooks, 1984 (ISBN 1-877977-
806-8)
T16 Kemp, J.F. and Young, P. Notes on Compass Work. 2nd ed. London, Stanford Maritime,
1972; reprinted 1987 (ISBN 0-5400-0362-X)
T17 La Dage, J. and Van Gemert, L. (Eds). Stability and Trim for the Ship’s Officer. 3rd ed.
Centreville, Maryland, US, Cornell Maritime Press, 1983 (ISBN 0-8703-3-297-X)
T18 MacElvrey, D.H. Shiphandling for the Mariner. 3rd ed. Centreville, Maryland, US,
Cornell Maritime Press, 1995 (ISBN 0-8703-3464-6)
T19 Morton, G.S. Tanker Operations. A Handbook for the Ship’s Officer 3rd ed., 1992
(ISBN 0-8703-3-432-8)
T20 Maritime Meteorology, 2nd ed., 1997. Thomas Reed Publications (ISBN 0-901 2-81
67-0)
T21 McGuire and White. Liquefied Gas Handling Principles on Ships and Terminals. 2nd
ed. London, Witherby, 1996 (ISBN 1-8560-9087-6)
T22 Merrifield, F.G. Ship Magnetism and The Magnetic Compass, Pergamon Press
T23 Meteorological Office, Marine Observer’s Handbook. 11th ed. (Met.0.887). London,
HMSO, 1995 (ISBN 0-1 140-0367-X)
T24 Meteorological Office, Meteorology for Mariners, 3rd ed. 8th impression. London,
HMSO, 1978 (ISBN 0-1 140-0311-4)
T25 Rowe, R.W. The Shiphandler’s Guide. The Nautical Institute. 1996 (ISBN 1-870077
35 0)
T26 Ship Captain’s Medical Guide. 1985. Department of Transport HMSO published by
HMSO
T27 Swift, Capt. A.J. Bridge Team Management – A Practical Guide. The Nautical Institute,
1993 (ISBN 1-8700-771 4-8)
T28 Taylor, D.A. Merchant Ship Construction. 3rd ed. London, Institute of Marine Engineers,
1992 (ISBN 0-9072-0646-8)
T29 Tetley, L. and Calcutt, D. Electronic Aids to Navigation: Position Fixing. 2nd ed. 1986
London, Edward Arnold, 1991 (ISBN 0-3405-4380-9)
T30 The Mariner’s Handbook (NP 100). 6th ed. Taunton (UK), Hydrographer of the
Navy,1989
T31 Thomas, O.O., Agnew, J. and Cole, K.L. Thomas’ Stowage: The Properties and
Stowage of Cargoes, 3rd ed. Glasgow, Brown, Son & Ferguson, 1996
T32 Taylor, D.A. Introduction to Marine Engineering. 2nd ed. London, Butterworth, 1990
(ISBN 0-4080-5706-8)
T33 Medical First Aid Guide for use in Accidents involving Dangerous Goods (MFAG).
5th ed. 1994 (ISBN 92-801-1 322-4)
T34 Guidelines for the Inspection and Maintenance of Double Hull Tanker Structures.
OCIMF. London, Witherby, 1995 (ISBN 1-8560-9090-9)
T35 Bulk Carriers: Guidance and information on bulk cargo loading and discharging to
reduce the likelihood of overstressing the hull structures. IACS. London 1997
T36 Code of Safe Working Practices for Merchant Seamen, London. The Stationery Office
Publications Centre, 1998 (ISBN 01 1551 8363)
T37 Holder, L.A. Training and Assessment on Board. 3rd ed. London, Witherby & Co Ltd,
2002 (ISBN 1 85609 228 3)
T38 Anwar, Capt. N. – Navigation Advanced – Mates/Masters, Witherby Seamanship
International Ltd, 2006 (ISBN 1-905331-15-0)
20
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PART A: COURSE FRAMEWORK FOR ALL FUNCTIONS
T39 Anwar, Capt. N. & Khalique, A. – Passage Planning – Practice, Witherby Seamanship
International Ltd, 2006 (ISBN 1-8560-9323-9)
T40 Cockcroft, A.N. – A guide to the collision avoidance rules. 6th ed. Oxford: Elsevier
Butterworth-Heinemann, 2004 (ISBN 0-7506-6179-8)
T41 JACKSON, L. – Reed’s instrumentation and control systems. 4th ed. London: Thomas
Reed Publications Ltd, 1992 (Reed’s Marine Engineering Series Vol. 10). (ISBN
0-947637-86-9)
T42 Maclachlan, Malcolm – The Shipmaster’s Business Companion (Book and CD), 4th
ed., 2004 (ISBN 978 1 870077 45 3)
T43 Maclachlan, Malcolm – Shipmaster’s Business Self-Examiner, 7th ed., 2009 (ISBN
978 1 906915 00 1)
T44 Rhodes, M. – Ship Stability Mates Masters, 1st ed., Witherby Seamanship International
Ltd, 2012 (ISBN 978-0-9534379-3-1)
■ Bibliography (B)
B1 ANDERSON, P. – ISM Code: A guide to the legal and insurance implications. London,
Lloyd’s of London Press (ISBN 1-859-786-21-9)
B2 ARROYO, D.W. – International maritime conventions. Deventer (Netherlands), Kluwer
Law and Taxation Publishers, 1991 (ISBN 90-6544-4408)
B3 BARRASS, C.B. – Ship stability: Notes and examples. 3rd ed. Oxford, Butterworth-
Heinemann, 2001 (ISBN 0-7506-4850-3)
B4 BAUGHEN, S. – Shipping law. London: Cavendish Publishing Ltd, 1998 (ISBN
1-85941-313-7)
B5 BENNET, H. – Law of marine insurance. 2nd ed. Oxford, Oxford University Press, 2006
(ISBN 0-19-927359-6)
B6 BIRNIE, P. & BOYLE, A.E. – International law and the environment. 2nd ed. Oxford,
Oxford University Press, 2002 (ISBN 0-19-8766553-3)
B7 Bowditch, N. – American practical navigator (Combined edition Vol. 1 & 2). Riverdale,
(MD) (USA), National Ocean Servicing, 1995
B8 Brown & Perring Ltd – Admiralty charts. London, Brown & Perrings Ltd (Various
regions, published individually)
B9 BROWN, E.D. – The International law of the sea. 2 Vols. Aldershot, Dartmouth
Publishing Co. Ltd, 1994 (ISBN 1-85521-306-0)
B10 BROWN, R.H. – Marine insurance. Vol. 1 – Principles and basic practice. 6th ed.
London, Witherby & Co. Ltd, 1999 (ISBN 1-85609-150-3)
B11 BROWN, R.H. – Marine insurance. Vol. 2 – Cargo practice. 5th ed. 1997 (ISBN 1-85609-
132-5); Vol. 3 – Hull practice. 2nd ed. 1992 (ISBN 0-948691-45-X).
B12 Brown, Son & Ferguson – Brown’s nautical almanac daily tide and tables. Glasgow:
Brown, Son & Ferguson Ltd (Annual)
B13 Brown, Son & Ferguson – Regulations for preventing collisions at sea. Revised.
Glasgow (UK), Brown, Son & Ferguson Ltd, 1995 (ISBN 0-85174-645-4)
B14 BRUBAKER, D. – Marine pollution and international law: principles and practices.
London, Belhaven Press, 1993 (ISBN 1-85293-273-2)
B15 BUNDOCK, M. – Shipping law handbook. 3rd ed. London, Lloyd’s of London Press,
2003 (ISBN 1-84311-209-4)
B16 Buyese, Capt. J. – Handling Ships in Ice. A practical guide to handling class 1A and
1AS ships. The Nautical Institute, 2007 (ISBN 1-8700-7784-2)
21
JB-13-78 IMO TB701E Master and Chief Mate (31) - 360pp.indd 21 04/03/2014 10:03
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B17 Cahill, R.A. – Collisions and their causes. 2nd ed. London, The Nautical Institute, 2002
(ISBN 1-870077-60-6; Ref: 0268)
B18 Cahill, R.A. – Disaster at sea: From the Titanic to the Exxon Valdez. London, Century
Publishing, 1990
B19 Cahill, R.A. – Strandings and their causes. 2nd ed. London, The Nautical Institute,
2002 (ISBN 1-870077-61-3 Ref: 0269)
B20 CAMINOS, H. (Ed.) – Law of the sea. Aldershot: Dartmouth Publishing Co., 2001
(ISBN 1-84014-090-9)
B21 CHEMICAL INDUSTRIES ASSOCIATION – Guidelines for shipping packaged
dangerous goods by sea. London: Chemical Industries Association, 1997 (ISBN
1-85897-062-8)
B22 CHEN, X. – Limitation of liability for maritime claims. The Hague, Kluwer Law
International, 2001 (ISBN 90-411-1598-6)
B23 CHURCHILL, R. & LOWE, A. – Law of the sea. 3rd ed. Manchester University Press,
1989 (ISBN 0-7190-4381-6)
B24 Clark, I.C. – Mooring and Anchoring Ships Vol. 1 – Principles and Practice. London,
The Nautical Institute, 2009 (ISBN 1-870077-93-4)
B25 Clark, I.C. – Ship dynamics for mariners. London, The Nautical Institute, 2005 (ISBN
1-870077-68-7)
B26 Cockroft, A.N. – Nicholl’s Seamanship and Nautical Knowledge. 26th ed. Glasgow
(UK), Brown, Son & Ferguson Ltd, 1993 (ISBN 0-85174-407-1)
B27 Collins, L. – Global Positioning System (GPS): Theory and practice. 5th ed. New York:
Springer-Verlag, 2001 (ISBN 3-211-83534-2)
B28 Cornish, M. & Ives, E. – Reed’s maritime meteorology. 3rd ed. Hampton Court (UK),
Reed (Thomas) Publications, 2009 (ISBN 0-901281-67-0)
B29 CURTIS, S. – The law of shipbuilding contracts. 3rd ed. London, Lloyd’s of London
Press, 2002
B30 DAVIES, D. – Commencement of laytime, 3rd. ed. London, Lloyd’s of London Press,
(ISBN 1-85978-196-9)
B31 DAVIES, M. & DICKEY, A. – Shipping law. 3rd ed. Sydney, Lawbook Co. 2004 (ISBN
0-455-22081-6)
B32 DAVISON, R. & SNELSON, A. – The law of towage. London, Lloyd’s of London Press,
1990 (ISBN 1-85044-347-5)
B33 DURNFORD, J.R. Technical sketching for deck and engineer officers. London, Nautical
Institute, 1996 (ISBN 1 87007734 2)
B34 EMBLETON, W. – Engineering knowledge: Instruments and control systems for deck
officers. 5th ed. Hampton Court (UK), Reed (Thomas) Publications Ltd, 1995 (ISBN
0-90128-115-8)
B35 FAIRPLAY PUBLICATIONS – Tonnage measurement of ships. 2nd ed. Coulsdon (UK),
Fairplay Publications Ltd, 1980 (ISBN 0-905045-03-3)
B36 Fifield, L.W.J. – Navigation for watchkeepers. Oxford, Heinemann Professional
Publishing, 1980 (ISBN 0-434-90564-X)
B37 FISHER, A., ECON, D. – Principles of marine insurance. London, Chartered Insurance
Institute, 1999 (ISBN 1-85369-267-0)
B38 FISHER, W. – Engineering for nautical students. Glasgow (UK), Brown, Son & Ferguson
(ISBN 0-851740-40)
B39 FOGARTY – Merchant shipping legislation. 2nd ed. London, Lloyd’s of London Press,
2004 (ISBN 1-84311-329-5)
B40 Forsberg, G. – Salvage from the sea. Glasgow, Brown, Son & Ferguson Ltd, 1977
(ISBN 0-71008698-9)
22
JB-13-78 IMO TB701E Master and Chief Mate (31) - 360pp.indd 22 04/03/2014 10:03
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B41 Frampton, R. & Uttridge, P. – Meteorology for seafarers. 3rd ed. Glasgow, Brown, Son
& Ferguson Ltd, 2008 (ISBN 978-0-85174-799-6)
B42 Gale, Capt. H – From Paper Charts to ECDIS – A practical voyage plan. The Nautical
Institute, 2009 (ISBN 1-8700-7798-9)
B43 GASKELL, N. et al – Bills of lading: Law and contracts. London, Lloyd’s of London
Press, 2000 (ISBN 1-85978-480-1)
B44 GAUCI, G. – Oil pollution at sea: Civil liability and compensation for damage. Chichester
(West Sussex): John Wiley & Sons, 1997 (ISBN 0-471-97066-2)
B45 Gibilisco, S – Meteorology Demystified, McGraw-Hill. 2006 (ISBN 0-071-48790-0)
B46 GOLD, E. – Gard handbook on marine pollution. 2nd ed. Arendal (Norway), Assurance
for engine Gard, 1997 (ISBN 82-90344-11-2)
B47 GORTON, L., HILLENIUS, P., IHRE, R., SANDERVARN, A. – Ship broking and chartering
practice. 6th ed. London, Lloyd’s of London Press, 2004 (ISBN 1-8431-322-8)
B48 GUERRERO Jr, J. – Maritime cargo insurance. London, Witherby & Co. Ltd, 2003
(ISBN 1-85609-263-1)
B49 HAZELWOOD, S.J. – P & I Clubs: Law and practice. 3rd ed. London, Lloyd’s of London
Press, 2000 (ISBN 1-85978-531-X)
B50 Hensen, Capt, H. – Ship bridge simulators: A project handbook. London, Nautical
Institute, 1999
B51 Hobbs, R.R. – Marine navigation. Piloting, celestial and electronic navigation. 3rd ed.
Annapolis (MD) (USA), Naval Institute Press, 1994 (ISBN 0-87021-294-X)
B52 HODGES, S. & HILL, C. – Principles of maritime law. London, Lloyd’s of London Press,
2001 (ISBN 1-85978-998-6)
B53 HODGES, S. – Law of marine insurance. London, Cavendish Publishing Ltd, 1996
(ISBN 1-85941-227-0)
B54 HOPKINS, F.N. – Business and law for the shipmaster. 7th ed. Glasgow (UK), Brown,
Son & Ferguson Ltd, 1989 (ISBN 0-85174537-7)
B55 House, D.J. – Anchor Practice: A Guide for Industry, London, Witherby & Co. Ltd,
2006 (ISBN 1-8560-9212-7)
B56 House, D.J. – Marine survival and rescue systems. 2nd ed. London, Witherby & Co.
Ltd, 1997 (ISBN 1-85609-127-9)
B57 House, D.J. – Navigation for masters. 3rd ed. London, Witherby & Co. Ltd, 2006 (ISBN
1-85609-271-2
B58 House, D.J. – Seamanship techniques. 3rd. ed. Oxford, Elsevier Butterworth-
Heinemann, 2005 (ISBN 0-7506-6315-4)
B59 House, D.J. – Seamanship techniques: for shipboard & maritime operations. 3rd ed.
Butterworth-Heinemann, 2004 (ISBN 0-7506-6315-1)
B60 House, D.J. – Ship Handling – Theory and practice. Butterworth-Heinemann, 2007
(ISBN 0-7506-8530-6)
B61 House, D.J. – The Command companion of seamanship techniques. Vol. 3. Oxford,
Butterworth-Heinemann, 2000 (ISBN 0-7506-4443-5)
B62 House, D.J. & Saeed, F. – The Seamanship Examiner: For STCW Certification
Examinations. Butterworth-Heinemann, 2005 (ISBN 0-7506-6701-2)
B63 House, Lloyd, Toomey & Dickin – The Ice Navigation Manual, Witherby Seamanship
International Ltd, 2009 (ISBN 1-9053-3159-8)
B64 HUDSON, N. and ALLEN, J. – Marine claims handbook. 5th ed. London, Lloyd’s of
London Press, 1996 (ISBN 1-85978-048-2)
B65 Hydrographer of the Navy – Admiralty list of radio signals. 6 Vols. Taunton (UK),
Hydrographer of the Navy, 2001
23
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B66 Hydrographer of the Navy (UK) – Admiralty manual of hydrographic surveying. Vol. 1,
1965. Taunton (UK), Hydrographer of the Navy
B67 Hydrographer of the Navy (UK) – Admiralty manual of hydrographic surveying. Vol. II,
Taunton (UK), Hydrographer of the Navy
B68 Hydrographer of the Navy (UK) – Catalogue of admiralty charts and publications 2000.
Taunton (UK), Hydrographer of the Navy, 2000
B69 Hydrographer of the Navy (UK) – Symbols and abbreviations used on admiralty charts
(Chart 5011), 2nd ed. Taunton (UK), Hydrographer of the Navy, 1998
B70 Hydrographer of the Navy (UK) – The mariner’s handbook. 7th ed. Taunton (UK),
Hydrographer of the Navy, 1999 (ISBN 0-707-71123-1)
B71 INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS) – Bulk
carriers: Guidance and information to shipowners and operators. London: IACS, 1992
B72 INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS) – Bulk
carriers: Guidelines for surveys, assessment and repair of hull structure. 3rd ed.
London: Witherby and Co. Ltd, 1995 (ISBN 1-85609-135-X)
B73 INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS) – Bulk
carriers: Handle with care. London, IACS, 1998
B74 INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS) – Bulk
carriers: Guidelines for surveys, assessment and repair of hull structure. 3rd ed.
London, Witherby & Co. Ltd, 1995 (ISBN 1-85609-135-X)
B75 INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS) – Container
ships: Guidelines for surveys, assessment and repair of hull structures. London,
Witherby & Co. Ltd, 2005 (ISBN 1-85609-296-8)
B76 INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS) – General
cargo ships: Guidelines for surveys, assessment and repair of hull structure. London,
Witherby & Co. Ltd, 1999 (ISBN 1-85609-189-9)
B77 INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS) – Guidelines
for coatings maintenance and repairs. London, Witherby & Co. Ltd, 2005 (ISBN
1-85609-308-5)
B78 INTERNATIONAL ASSOCIATION OF DRY CARGO SHIPOWNERS (INTERCARGO) –
Bulk carrier casualty report 2005, the previous ten years (1996-2005) and the trends.
London, Intercargo, 2006
B79 INTERNATIONAL ASSOCIATION OF DRY CARGO SHIPOWNERS (INTERCARGO) –
Port state control: A guide for ships involved in the dry bulk trades. London, Intercargo,
2000
B80 INTERNATIONAL ASSOCIATION OF DRY CARGO SHIPOWNERS (INTERCARGO) –
Bulk carriers: Guidelines for surveys, assessment and repair of hull structures. 2nd ed.
London, Witherby & Co. Ltd, 2002 (ISBN 1-85609-223-2)
B81 INTERNATIONAL ASSOCIATION OF INDEPENDENT TANKER OWNERS (INTERTANKO)
– A guide to crude oil washing and cargo heating criteria. Oslo, Intertanko, 2004
B82 INTERNATIONAL ASSOCIATION OF INDEPENDENT TANKER OWNERS
(INTERTANKO) – A guide for correct entries in the Oil Record Book (Part I – Machinery
space operations). Revised edition. Oslo, Intertanko, 2006
B83 INTERNATIONAL ASSOCIATION OF INDEPENDENT TANKER OWNERS (INTERTANKO)
– A guide for vetting inspections. 3rd ed. Oslo: Intertanko, 1997
B84 INTERNATIONAL ASSOCIATION OF INDEPENDENT TANKER OWNERS
(INTERTANKO) – A Guide to International Environmental Management Systems (EMS).
Oslo: Intertanko, 2002
24
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PART A: COURSE FRAMEWORK FOR ALL FUNCTIONS
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PART A: COURSE FRAMEWORK FOR ALL FUNCTIONS
B127 Lloyd’s of London Press – Lloyd’s Nautical Yearbook, 2000. LLP Professional
Publishing, 1999 (ISBN 1-85978-540-9)
B128 LLOYD’S REGISTER OF SHIPPING – Bulk carriers – The safety issues. London:
Lloyd’s Register of Shipping, 1991
B129 LLOYD’S REGISTER OF SHIPPING – Bulk carriers: An update (January 1996). London:
Lloyd’s Register of Shipping, 1996
B130 LLOYD’S REGISTER OF SHIPPING – Bulk carriers: Guidance to operators on the
inspection of cargo holds. London: Lloyd’s Register of Shipping, 1991
B131 LLOYD’S REGISTER OF SHIPPING – Lloyd’s register and the Standard. A master’s
guide to hatch cover maintenance. London, Witherby & Co. Ltd, 2002 (ISBN 1-85609-
232-1)
B132 LUDDEKE, C. & JOHNSON, A. – The Hamburg Rules. 2nd ed. London, Lloyd’s of
London Press, 1995 (ISBN 1-85044-84-1)
B133 LUX, J. (Ed). – Classification societies. London, Lloyd’s of London Press, 1993 (ISBN
1-85044-491-9)
B134 M Notices – Consolidated list to August 1996. 3 Vols. (ISBN 0-11-551853-3)
B135 MANDARAKA-SHEPPARD, A. – Modern admiralty law. London, Cavendish Publishing
Ltd, 2001 (ISBN 1-85941-531-8)
B136 Maritime And Coastal Agency – Code of safe working practice for merchant seamen.
London, HMSO, 1998 (ISBN 0-11-551836-3)
B137 MEESON, N. – Admiralty jurisdiction and practice. 3rd ed. London, LLP Professional
Publishing, 2003 (ISBN 1-84311-271-X)
B138 Meteorological Office, The marine Observer’s Handbook. 11th ed. (Met.0.,887).
London, HMSO, 1996 (ISBN 0-1140-0367-X)
B139 Ministry Of Defence (UK) – Admiralty manual of navigation. Vol. 1 – General navigation,
1986. London, HMSO
B140 Ministry Of Defence (UK) – Admiralty manual of navigation. Vol. 2 – Ocean navigation,
1973. London, HMSO
B141 Ministry Of Defence (UK) – Admiralty manual of navigation. Vol. 3 – Radio aids, etc.
1987. London, HMSO
B142 Moore, D.A. – International light, shape and sound signals. 2nd ed. Oxford, Butterworth-
Heinemann, 1982 (ISBN 0-434-913-103)
B143 Morgans Technical Books – Seaman’s guide to the rule of the road. 6th ed. Morgans
Technical Books Ltd, 1995 (ISBN 0-948254-00-9)
B144 NAUTICAL INSTITUTE – Improving ship operational design. London, The Nautical
Institute, 1998
B145 NAUTICAL INSTITUTE – Master’s role in collecting evidence. London, Nautical
Institute, 1989 (ISBN 1-870077-05-9)
B146 NAUTICAL INSTITUTE – Safe operation of bulk carriers. London, Nautical Institute,
1991
B147 NAUTICAL INSTITUTE – Seaworthiness: The Marine and the Maritime Law Series
No. 3. London, Nautical Institute, 1992
B148 NAUTICAL INSTITUTE – Signing bills of lading. London, Nautical Institute, 1992
B149 NAUTICAL INSTITUTE – Unsafe berths and ports. London, Nautical Institute, 1992
B150 Norris, Dr. A. – Radar and AIS-Vol. 1 Integrated Bridge Systems. The Nautical Institute,
2008 (ISBN 1-8700-7795-8)
B151 Norris, Dr. A. – Integrated Bridge Systems, Vol. 2 ECDIS and Positioning. The Nautical
Institute, 2010 (ISBN 1-9069-1511-3)
27
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MASTER AND CHIEF MATE
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PART A: COURSE FRAMEWORK FOR ALL FUNCTIONS
B168 Owen, P. – High speed craft: A practical guide for deck officers. London, The Nautical
Institute, 1995 (ISBN 1-870077-22-9)
B169 OZCAYIR, Z.O. – Liability for oil pollution and collisions. London, Lloyd’s of London
Press (ISBN 1-85978-179-9)
B170 PAMBORIDES, G.P. – International shipping law: Legislation and enforcement. The
Hague: Kluwer Law International, 1999 (ISBN 90-411-1193-X)
B171 PAYNE & IVAMY – Marine insurance. 4th ed. Sevenoaks (UK), Butterworth & Co. Ltd,
1985 (ISBN 0-406-25313-7)
B172 Peacock, Lt Cmdr A. – Astro Navigation – Admiralty Manual of Navigation Vol. 2, 2004
(ISBN 1-8700-7765-1)
B173 Peacock, Lt Cmdr A. – The Principles of Navigation – The Admiralty Manual of
Navigation Vol. 1, 10th ed. 2008 (ISBN 1-8700-7790-3)
B174 PHILIPS, N., CRAIG, N. – Merchant shipping act 1995 – Annotated guide. 2nd ed.
London, Lloyd’s of London Press, 2001 (IBSN 1-8597-8563-8)
B175 POLAND, S., ROOTH, T. – Gard handbook on P & I insurance. 4th ed. Arendal (Norway),
Assuranceforeningen Gard, 1996 (ISBN 82-90344-16-3)
B176 RAINEY, S. – The Law of tug and tow. 2nd ed. London, Lloyd’s of London Press, 2002
(ISBN 1-84311.169.1)
B177 Reed (Thomas) Publication Ltd – Reed marine distance tables. 7th ed. Hampton Court
(UK). Reed (Thomas) Publication Ltd, 1992 (ISBN 0-947637-27-3)
B178 REYNOLDS, M. – Arbitration. London, Lloyd’s of London Press, 1995 (ISBN 1-85044-
550-8)
B179 RHIDIAN THOMAS, D. (Ed.) – Modern law of marine insurance. Vol. 1. London, Lloyd’s
of London Press, 1996 (ISBN 1-85978-033-4)
B180 RHIDIAN THOMAS, D. (Ed.) – Modern law of marine insurance. Vol. 2. London Lloyd’s
of London Press, 2002 (ISBN 1-84311-120-9)
B181 RICHARDSON, J. – The Hague and Hague-Visby rules. 4th ed. London: Lloyd’s of
London Press, 1999 (Lloyd’s Practical Shipping Guides) (ISBN 1-85978-180-2)
B182 ROGERS, P., et al – Coal: Carriage by sea. 2nd ed. London, Lloyd’s of London Press,
1997 (ISBN 1-85978-108-X)
B183 Rose, F. – Marine Insurance: law and practice. Informa, 2004 (ISBN 1-8431-1247-7)
B184 ROSES, F. – General average: Law and practice. London, Lloyd’s of London Press,
1997 (ISBN 1-85978-158-6)
B185 SANDS, P. – Principles of international environmental law. 2nd ed. Cambridge,
Cambridge University Press, 2003 (ISBN 0-521-81794-3)
B186 SCHOENBAUM, T.J. – Admiralty and maritime law. 3rd ed. St. Paul (Minn.) (USA),
West Publishing Co., 2001 (ISBN 0-314-02711-4)
B187 SCHOFIELD, J. – Laytime and demurrage. 5th ed. London, Lloyd’s of London Press,
2005 (ISBN 1-84311-419-4)
B188 Society Of International Gas Tanker And Terminal Operators (SIGTTO) – A guide for
passage planning for the transit of the Straits of Malacca and Singapore for vessels
of draughts of less than 12 metres London, Witherby & Co. Ltd, 2000 (ISBN 1-85609-
195-3)
B189 SOCIETY OF INTERNATIONAL GAS TANKER AND TERMINAL OPERATORS (SIGTTO)
– Crew safety standards and training for LNG carriers: Essential best practices for the
industry. London, Witherby & Co. Ltd, 2003 (ISBN 1-85609-257-7)
B190 SOCIETY OF INTERNATIONAL GAS TANKER AND TERMINAL OPERATORS (SIGTTO)
– Liquefied gas fire hazard management. London, Witherby & Co. Ltd, 2004 (ISBN
1-85609-265-8)
29
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PART A: COURSE FRAMEWORK FOR ALL FUNCTIONS
B214 Williamson, P.R. – Ship manoeuvring principles and pilotage. London: Witherby & Co.
Ltd, 2001 (ISBN 1-85609-210-0)
B215 WITHERBY & CO. LTD – Condition evaluation and maintenance of tanker structures.
London, Witherby & Co. Ltd, 1992 (ISBN 1-85609-039-6)
B216 WITHERBY SEAMANSHIP INTERNATIONAL – Chemical tankers: A pocket safety
guide. London, Witherbys Publishing Ltd, 2006 (ISBN – 1-85609-324-7)
B217 WITHERBY SEAMANSHIP INTERNATIONAL – LNG: Operational practice. London,
Witherbys Publishing Ltd, 2006 (ISBN – 1-85609-321-7)
B218 Witherby Seamanship International Ltd – Macneil’s Seamanship Examiner MATES/
MASTERS Pocket Book, 2010 (ISBN 9781856094146)
B219 Witherby Seamanship International Ltd – Macneil’s Seamanship Examiner COLREGS
Pocket Book, 2010 (ISBN 9781 856094122)
B220 Witherby Seamanship International Ltd – Passage Planning Guide – English Channel
and Dover Strait, 2010 (ISBN 1-9053-3194-0)
B221 Witherby Seamanship International Ltd – Passage Planning Guide – Malacca &
Singapore Straits 2nd ed., 2010 (ISBN 1905331940)
B222 Witherby Seamanship International Ltd – Regulatory Primer for Mates & Masters
Covering Current and New Regulations, 2010 (ISBN 9781856094207)
B223 World Meteorological Organization (WMO) – Handbook on marine meteorological
services. Geneva, WMO, 1991
B224 World Meteorological Organization (WMO) – Manual on marine meteorological
services. 2 Vols. Geneva, WMO, 1990
B225 Jeffery, R. (2007) Leadership Throughout. London: The Nautical Institute
B226 Bass, B.M. (1990) Bass and Stodgill’s Handbook of Leadership. Third Edition. London:
The Free Press
B227 Carnegie, Dale (1936 rev 1981) How to Win Friends and Influence People. Random
House
B228 Drucker, P.F. (1968) The Practice of Management. London. William Heinemann
B229 Drucker, P.F. (2003) The New Realities. New Brunswick, NJ. Transaction Publishers
B230 Drucker, P.F. (2004) The Daily Drucker: 365 Day of Insight and Motivation for Getting
the Right Things Done. Harper
B231 Goleman, D. (1996) Emotional Intelligence: Why It Can Matter More Than IQ. London,
Bloomsbury
B232 Grint, K. (2005) Leadership: Limits and Possibilities. Basingstoke, Palgrave Macmillan
B233 Handy, C.B. (1993) Understanding Organisations. London, Penguin
B234 Hart, D. (1994) Authentic Assessment: A Handbook for Educators, Menlo Park, CA;
Addison Wesley. Excerpted from Classroom Teacher’s Survival Guide
B235 Jones, S. & Glosling, J. Nelson’s Way: Leadership Lessons from the Great Commander.
London; Nicholas Brealey
B236 Kotter, J. (1990) A Force for Change: How Leadership Differs from Management. New
York, The Free Press
B237 Moon, J.A. (2002) Reflection in Learning and Development. London, Kogan Page
B238 Maritime & Coastguard Agency (MCA) UK (2010) The Human Element: A Guide to the
Human Behaviour in the Shipping Industry. London, The Stationery Office
B239 Reason, J. (1990) Human Error. New York, Cambridge University Press
B240 Reason, J. (1997) Managing the risks of organizational accidents. Aldershot, Ashgate
B241 Senge, P.M. (1994) The Fifth Discipline. New York, Doubleday Business
B242 B18 Western, S. (2008) Leadership: A Critical Test. London, Sage
B243 Sidney Dekker (2007) Just Culture: Balancing Safety and Accountability. Aldershot,
Ashgate
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MASTER AND CHIEF MATE
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Master and Chief Mate
Function 1:
Navigation at the Management Level
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Licensed to Batumi Maritime Academy for 1 copy. © IMO
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PART A: COURSE FRAMEWORK FOR ALL FUNCTIONS
INDEX
Page
35
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MASTER AND CHIEF MATE
Development of a detailed timetable depends on the level of skills of the officers entering the
course and the amount of revision work of basic principles that may be required.
Preparation and planning constitute an important factor which makes a major contribution to
the effective presentation of any course of instruction.
■ Lectures
As far as possible, lectures should be presented within a familiar context and should make
use of practical examples. They should be well illustrated with diagrams, photographs and
charts where appropriate, and be related to matter learned during seagoing time.
■ Course outline
The tables that follow list the competencies and areas of knowledge, understanding and
proficiency, together with the estimated total hours required for lectures and practical
exercises. Teaching staff should note that timings are suggestions only and should be adapted
to suit individual groups of trainees depending on their experience, ability, equipment and
staff available for training.
36
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FUNCTION 1 – PART B1: COURSE OUTLINE
Course outline
Total hours
Total hours for each
Knowledge, understanding and proficiency for each subject area
topic of Required
performance
Competence:
1.1 PLAN A VOYAGE AND CONDUCT NAVIGATION
1.1.1 VOYAGE PLANNING AND NAVIGATION FOR ALL CONDITIONS
.1 Voyage planning for all conditions by acceptable methods of 24
plotting ocean tracks
.2 Navigation and monitoring of the voyage 12
.3 Logbooks and voyage records 2 38
1.1.2 ROUTEING IN ACCORDANCE WITH THE GENERAL
PROVISIONS ON SHIP’S ROUTEING
.1 Routeing 12 12
1.1.3 REPORTING IN ACCORDANCE WITH THE GENERAL
PRINCIPLES FOR SHIP REPORTING SYSTEMS AND WITH VTS
PROCEDURES
.1 Ship reporting systems 1 1
1.2 DETERMINE POSITION AND THE ACCURACY OF RESULTANT
POSITION FIX BY ANY MEANS
1.2.1 POSITION DETERMINATION IN ALL CONDITIONS
.1 Celestial navigation 10
.2 Terrestrial observations, including the ability to use 16
appropriate charts, notices to mariners and other
publications to assess the accuracy of the resulting fix
.3 Modern electronic navigational aids with specific knowledge 20 46
of their operating principles, limitations, sources of error,
detection of misrepresentation of information and methods
of correction to obtain accurate position fixing
1.3 DETERMINE AND ALLOW FOR COMPASS ERRORS
1.3.1 PRINCIPLES OF THE MAGNETIC COMPASS
.1 Parts of the magnetic compass and their function 3
.2 Errors of the magnetic compass and their correction 27 30
1.3.2 PRINCIPLES AND ERRORS OF GYROCOMPASSES
.1 Principles of gyrocompasses 3
.2 Gyrocompass errors and corrections 7 10
1.3.3 SYSTEMS UNDER THE CONTROL OF THE MASTER GYRO
AND THE OPERATION AND CARE OF THE MAIN TYPES OF
GYROCOMPASS
.1 Systems under the control of the master gyro and the 2 2
operation and care of the main types of gyrocompass
37
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MASTER AND CHIEF MATE
Total hours
Total hours for each
Knowledge, understanding and proficiency for each subject area
topic of Required
performance
1.4 COORDINATE SEARCH AND RESCUE OPERATIONS
See IMO model course 1.08 and STCW reg. I/12
1.5 ESTABLISH WATCHKEEPING ARRANGEMENTS AND
PROCEDURES
1.5.1 INTERNATIONAL REGULATIONS FOR PREVENTING
COLLISIONS AT SEA
.1 Thorough knowledge of content, application and intent of 30 30
the International Regulations for Preventing Collisions at
Sea, 1972, as amended
1.5.2 PRINCIPLES TO BE OBSERVED IN KEEPING A NAVIGATIONAL
WATCH
.1 Thorough knowledge of the content, application and intent 12 12
of the principles to be observed in keeping a navigational
watch at a management level
1.5.3 BRIDGE WATCHKEEPING EQUIPMENT AND SYSTEMS
.1 Knowledge of voyage data recorders (VDR) and bridge 6 6
navigational watchkeeping alarm systems (BNWAS)
1.6 MAINTAIN SAFE NAVIGATION THROUGH THE USE OF
INFORMATION FROM NAVIGATION EQUIPMENT AND
SYSTEMS TO ASSIST COMMAND DECISION MAKING
See IMO model courses 1.08, 1.22, 1.27, 1.34 and STCW reg. I/12 60
1.7 MAINTAIN SAFE NAVIGATION THROUGH THE USE OF ECDIS
AND ASSOCIATED NAVIGATION SYSTEMS TO ASSIST
COMMAND DECISION MAKING
See IMO model courses 1.27 in association with 1.08 and 1.22 40
1.8 FORECAST WEATHER AND OCEANOGRAPHIC CONDITIONS
1.8.1 SYNOPTIC CHARTS AND WEATHER FORECASTING
.1 Synoptic and prognostic charts and forecasts from any 6
source
.2 Range of information available through fax transmission, 3
internet and email
.3 Weather forecasting 15 24
1.8.2 CHARACTERISTICS OF VARIOUS WEATHER SYSTEMS
.1 Tropical revolving storms (TRS) 8
.2 Main types of floating ice, their origins and movements 2
.3 Guiding principles relating to the safety of navigation in the 2
vicinity of ice
.4 Conditions leading to ice accretion on ship’s 2 14
superstructures, dangers and remedies available
38
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FUNCTION 1 – PART B1: COURSE OUTLINE
Total hours
Total hours for each
Knowledge, understanding and proficiency for each subject area
topic of Required
performance
1.8.3 OCEAN CURRENT SYSTEMS
.1 Surface water circulation of the ocean and principal 3
adjoining seas
.2 Principle of voyage planning with respect to weather 2
conditions and wave height
.3 Formation of sea waves and swell waves 2 7
1.8.4 CALCULATION OF TIDAL CONDITIONS
.1 Ability to calculate tidal conditions 6 6
1.8.5 APPROPRIATE NAUTICAL PUBLICATIONS ON TIDES AND
CURRENTS
.1 Nautical publications on tides and currents and information 3 3
which can be obtained via internet and email
1.9 RESPOND TO NAVIGATIONAL EMERGENCIES
1.9.1 PRECAUTIONS WHEN BEACHING A SHIP
.1 Precautions when beaching a ship 2 2
1.9.2 ACTION TO BE TAKEN IF GROUNDING IS IMMINENT AND
AFTER GROUNDING
.1 Action to be taken if grounding is imminent and after 2 2
grounding
1.9.3 REFLOATING A GROUNDED SHIP WITH AND WITHOUT
ASSISTANCE
.1 Refloating a grounded ship with and without assistance 1 1
1.9.4 ACTION TO BE TAKEN IF COLLISION IS IMMINENT AND
FOLLOWING A COLLISION OR IMPAIRMENT OF THE
WATERTIGHT INTEGRITY OF THE HULL BY ANY CAUSE
.1 Action to be taken if collision is imminent and following a 2 2
collision or impairment of the watertight integrity of the hull
by any cause
1.9.5 ASSESSMENT OF DAMAGE CONTROL
.1 Assessment of damage control 1 1
1.9.6 EMERGENCY STEERING
.1 Emergency steering 1 1
1.9.7 EMERGENCY TOWING ARRANGEMENTS AND TOWING
PROCEDURES
.1 Emergency towing arrangements and towing procedure 2 2
39
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MASTER AND CHIEF MATE
Total hours
Total hours for each
Knowledge, understanding and proficiency for each subject area
topic of Required
performance
1.10 MANOEUVRE AND HANDLE A SHIP IN ALL CONDITIONS
(Also refer to IMO model course 1.22, Ship simulator and bridge
teamwork and STCW reg. I/12)
1.10.1 MANOEUVRING AND HANDLING A SHIP IN ALL CONDITIONS
.1 Approaching pilot stations and embarking or disembarking 4
pilots, with due regard to weather, tide, head reach and
stopping distances
.2 Handling ship in rivers, estuaries and restricted waters, 10
having regard to the effects of current, wind and restricted
water on helm response
.3 Application of constant rate of turn techniques 3
.4 Manoeuvring in shallow water including the reduction in 2
under-keel clearance caused by squat, rolling and pitching
.5 Interaction between passing ships and between own ship 2
and nearby banks (canal effect)
.6 Berthing and unberthing under various conditions of wind, 20
tide and current with and without tugs
.7 Ship and tug interaction 3
.8 Use of propulsion and manoeuvring systems including 4
different types of rudder
.9 Types of anchor; choice of anchorage; anchoring with one 6
or two anchors in limited anchorages and factors involved in
determining the length of anchor cable to be used
.10 Procedures for anchoring in deep water and in shallow water 1
.11 Dragging anchor; clearing fouled anchors 1
.12 Dry-docking, both with and without damage 4
.13 Management and handling ships in heavy weather including 6
assisting a ship or aircraft in distress; towing operations;
means of keeping an unmanageable ship out of a sea
trough, lessening lee drift and use of oil
.14 Precautions in manoeuvring to launch rescue boats and 2
survival craft in bad weather
.15 Methods of taking on board survivors from rescue boats and 1
survival craft
.16 Ability to determine the manoeuvring and propulsion 3
characteristics of common types of ships, with special
reference to stopping distances and turning circles at
various draughts and speeds
.17 Importance of navigating at reduced speed to avoid damage 1
caused due to own ship’s bow and stern waves
.18 Practical measures to be taken when navigating in or near 4
ice or in conditions of ice accumulation on board
.19 Use of, and manoeuvring in and near traffic separation 4 81
schemes and in vessel traffic service (VTS) areas
40
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FUNCTION 1 – PART B1: COURSE OUTLINE
Total hours
Total hours for each
Knowledge, understanding and proficiency for each subject area
topic of Required
performance
1.11 GENERAL KNOWLEDGE OF REMOTE CONTROLS OF
PROPULSION PLANT AND ENGINEERING SYSTEMS AND
SERVICES
1.11.1 OPERATING PRINCIPLES OF MARINE POWER PLANTS 25 25
1.11.2 SHIPS’ AUXILIARY MACHINERY 25 25
1.11.3 GENERAL KNOWLEDGE OF MARINE ENGINEERING SYSTEMS
.1 Marine engineering terms and fuel consumption 4
.2 Arrangements necessary for appropriate and effective 2
engineering watches to be maintained for the purpose of
safety under normal circumstances and UMS operations
.3 Arrangements necessary to ensure a safe engineering watch 2 8
is maintained when carrying dangerous cargo
Total for Function 1: Navigation at the Management Level 451 hours
Teaching staff and Administrations should note that the hours for lectures and exercises are
suggestions only as regards sequence and length of time allocated to each objective. These
factors may be adapted by lecturers to suit individual groups of trainees depending on their
experience, ability, equipment and staff available for teaching.
41
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MASTER AND CHIEF MATE
In order to assist the instructor, references are shown to indicate IMO references and
publications, textbooks and teaching aids that instructors may wish to use in preparing and
presenting their lessons.
The material listed in the course framework has been used to structure the detailed teaching
syllabus; in particular,
● Teaching aids (indicated by A)
● IMO references (indicated by R)
● Textbooks (indicated by T) and
● Bibliography (indicated by B)
The information on each table is systematically organized in the following way. The line
at the head of the table describes the FUNCTION with which the training is concerned.
A function means a group of tasks, duties and responsibilities as specified in the STCW
Code. It describes related activities which make up a professional discipline or traditional
departmental responsibility on board.*
The header of the first column denotes the COMPETENCE concerned. Each function
comprises a number of competences. For example, Function 1, Navigation at the Management
Level, comprises a total of eleven COMPETENCES. Each competence is uniquely and
consistently numbered in this model course.
*
Morrison, W.S.G. Competent crews = safer ships. Malmo, WMU Press, 1997 (ISBN 91-973372-0-X)
42
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FUNCTION 1 – PART C1: DETAILED TEACHING SYLLABUS
The first is Plan a Voyage and Conduct Navigation. It is numbered 1.1, that is the first
competence in Function 1. The term competence should be understood as the application of
knowledge, understanding, proficiency, skills, experience for an individual to perform a task,
duty or responsibility on board in a safe, efficient and timely manner.
Shown next is the required TRAINING OUTCOME. The training outcomes are the areas of
knowledge, understanding and proficiency in which the trainee must be able to demonstrate
knowledge and understanding. Each COMPETENCE comprises a number of training
outcomes. For example, the competence Plan a Voyage and Conduct Navigation comprises
a total of seven training outcomes. The first is in VOYAGE PLANNING AND NAVIGATION
FOR ALL CONDITIONS. Each training outcome is uniquely and consistently numbered in
this model course. That concerned with Voyage Planning and Navigation for all Conditions
is uniquely numbered 1.1.1. For clarity, training outcomes are printed in black on grey, for
example TRAINING OUTCOME.
Following each numbered area of required performance there is a list of activities that the
trainee should complete and which collectively specify the standard of competence that
the trainee must meet. These are for the guidance of teachers and instructors in designing
lessons, lectures, tests and exercises for use in the teaching process. For example, under
the topic 1.1.1.2 Navigation Planning for all Conditions, to meet the Required performance,
the trainee should be able to:
● plan navigation in restricted waters by day, using terrestrial observations…
● plan navigation in restricted waters by night…
● plan navigation in restricted visibility…
and so on.
IMO references (Rx) are listed in the column to the right hand side. Teaching aids (Ax), videos
and CBTs (Vx), textbooks (Tx) and bibliography (Bx) relevant to the training outcome and
required performances are placed immediately following the TRAINING OUTCOME title.
It is not intended that lessons are organized to follow the sequence of required performances
listed in the Tables. The Syllabus Tables are organized to match with the competence in the
STCW Code, table A-II/2. Lessons and teaching should follow college practices. It is not
necessary, for example, for celestial navigation to be studied before tides. What is necessary
is that all the material is covered and that teaching is effective to allow trainees to meet the
standard of the required performance.
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IMO
COMPETENCE 1.1 Plan a Voyage and Conduct Navigation
Reference
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FUNCTION 1 – PART C1: DETAILED TEACHING SYLLABUS
IMO
COMPETENCE 1.1 Plan a Voyage and Conduct Navigation
Reference
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IMO
COMPETENCE 1.1 Plan a Voyage and Conduct Navigation
Reference
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FUNCTION 1 – PART C1: DETAILED TEACHING SYLLABUS
IMO
COMPETENCE 1.1 Plan a Voyage and Conduct Navigation
Reference
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1.3 Modern electronic navigational aids with specific knowledge of R1, R5, R36,
their operating principles, limitations, sources of error, detection of R44, R45,
misrepresentation of information and methods of correction to obtain
accurate position fixing (20 hours)
Note that trainees must be familiar with the principles, operation, limitations and
errors of the electronic navigation aids covered in IMO model course 7.03 before
completing these performance requirements. These aids include Loran C, eLoran,
GNSS including GPS and augmented satellite systems, Echo Sounders and Speed
Measurement systems. This knowledge is considered so fundamental for much of
the management level content within this course that there is merit in reviewing the
operational level content quickly before covering the additional elements required
at management level. The learning time has been reduced for many elements on
the basis that trainees will be reviewing rather than learning much of this content at
this level. It may be necessary for some trainees to refresh their knowledge of such
techniques before undertaking this management level content
– ensures that the most appropriate electronic systems and electronic navigation
aids are used for position monitoring in any area given the information the
system may provide and the limitations, errors and accuracy of the available
system
– verifies that each electronic navigation aid used is set up and operated
effectively
– provides guidance and support to cadets and watchkeeping officers in the
correct set-up and use of electronic navigation aids
– assesses the accuracy of position monitoring using electronic navigation aids
– ensures that the vessel position is determined at appropriate frequencies and
monitored continuously using the most appropriate electronic navigation aids
available and this is cross checked with terrestrial or celestial observations
where these are possible
1.4 Integrated Navigation system (INS) and Integrated Bridge system (IBS)
– briefly describe that Integrated Navigation system (INS) ‘supports safety of
navigation by evaluating inputs from several independent and different sensors,
combining them to provide information giving timely warnings of potential
dangers and degradation of integrity of this information’
– evaluate the three categories of INS as defined by IMO, namely:
– INS(A), which as a minimum provides the information of position, speed,
heading and time, each clearly marked with an indication of integrity
– INS(B), which automatically, continually and graphically indicates the ship’s
position, speed and heading and, where available, depth in relation to the
planned route as well as to known and detected hazards
– INS(C), which provides means to automatically control heading, track or
speed and monitor the performance and status of these controls
– states that Integrity monitoring is an intrinsic function of the INS and that in the
INS the integrity of information is verified by comparison of the data derived
from two or more sources if available
– states that in Integrity monitoring by the INS, the integrity is verified before
essential information is displayed or used and information with doubtful
integrity should be clearly marked by the INS and not used for automatic
control systems
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IMO
COMPETENCE 1.3 Determine and Allow for Compass Errors
Reference
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IMO
COMPETENCE 1.3 Determine and Allow for Compass Errors
Reference
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IMO
COMPETENCE 1.3 Determine and Allow for Compass Errors
Reference
– describes how the deviation associated with the coefficient induced B varies
with magnetic latitude
– explains why the deviation due to permanent magnetism should be
compensated by permanent magnets and deviation due to induced magnetism
by spherical soft iron correctors, where possible
– describes the causes of heeling error and how it varies with heel, course and
magnetic latitude
– describes the correction of heeling error and why the correction does not
remain effective with change of magnetic latitude
– defines the constants lambda 1 and lambda 2
– defines the constant mu
– explains how the soft iron spheres increase the mean directive force towards
magnetic north and that the value of lambda with the spheres in place is called
the ship’s multiplier
– describes the vertical force instrument and its use in correcting heeling error
– describes methods of obtaining a table of deviations
– analyses a table of deviations to obtain approximate coefficients
– states that anything which could affect the deviation of the compass should be
stowed in its seagoing position before correcting it
– explains the adjustment of the compass by the analysis and/or tentative
methods and obtains a table of residual deviations
(Administrations shall determine whether trainees should be capable
of adjusting the compass themselves or whether they require only the
competence to supervise the adjustment of the compass by a licensed
compass adjuster)
– states the order in which corrections should be made and explains why they
are made in that order
– describes how heeling error may produce an unsteady compass on certain
headings after a large change of magnetic latitude and how to deal with it
– explains why a large coefficient B may appear after a large change of magnetic
latitude and how to correct it
– describes how subpermanent magnetism gives rise to retentive error
– states that deviations may be affected by cargo of a magnetic nature, the
use of electromagnets for cargo handling, or repairs involving hammering or
welding of steelwork in the vicinity of the compass
– defines the magnetic moment of a bar magnet as the product of the pole
strength and the length of the magnet
– states that, for a suspended magnet vibrating in a magnetic field, T2 is
proportional to 1/H, where T is the period of vibration and H is the field strength
– explains how the relative strengths of two fields may be found
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IMO
COMPETENCE 1.3 Determine and Allow for Compass Errors
Reference
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COMPETENCE 1.3 Determine and Allow for Compass Errors
Reference
– explains that the method used in the above objective is not applicable for
compasses without liquid ballistic control since course and speed error is fully
corrected for all headings
– explains that errors are limited by damping the pendulum and limiting the
applied torque for large deflections of the pendulum
– states that the sensitive element of a gyrocompass is made such that its
moment of inertia about any axis is the same, thus preventing any tendency to
turn when swinging pendulously as a result of rolling or pitching
– describes the effect of rolling on a liquid ballistic for various ship’s headings
– explains why the movement of the liquid causes an error except on the cardinal
headings
– explains how intercardinal rolling error is reduced to negligible proportions
– states that intercardinal rolling error does not occur in compasses having no
gravitational control attachments to the gyroscope
– states that errors caused by acceleration of the compass during rolling and
pitching can be reduced by sitting the master compass low down, near the
rotational centre of the ship
– outlines the performance standards for gyrocompasses
1.3.3 SYSTEMS UNDER THE CONTROL OF THE MASTER GYRO AND THE
OPERATION AND CARE OF THE MAIN TYPES OF GYROCOMPASS
Textbooks/Bibliography: T34, T59
Teaching aids: A1, A29, A31
Required performance:
3.1 Systems under the control of the master gyro and the operation and care of R1
the main types of gyrocompass in use at sea (2 hours)
– defines the main systems under the control of the master gyro
– defines the main types of gyrocompass in use at sea
– refers to manufacturers’ manuals to determine necessary maintenance tasks
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IMO
COMPETENCE 1.4 Coordinate Search and Rescue
Reference
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Required performance:
Note that trainees must be familiar with the content and application of the Principles
of Keeping a Safe Navigational Watch from IMO model course 7.03. This knowledge is
considered so fundamental for much of the management level content within this course
that there is merit in reviewing the operational level content quickly before covering the
additional elements required at management level. The learning time has been reduced for
many elements on the basis that trainees will be reviewing rather than learning much of this
content at this level. It may be necessary for some trainees to refresh their knowledge of
such techniques before undertaking this management level content
2.1 Thorough knowledge of the content, application and intent of the principles to
be observed in keeping a navigational watch (12 hours)
– determines appropriate watchkeeping arrangements that are adequate
for maintaining safe watchkeeping, taking into account the prevailing
circumstances and conditions
– determines the appropriate composition of the watch for differing situations
– determines and posts watch schedules that ensure that rest periods are
observed and that watchkeepers are fit for duty for operational conditions
– ensures that the responsibilities and expected actions of the Master when in
charge of the navigational watch and the officer of the watch at other times are
consistent with the Principles outlined in the STCW Code and that these are
clearly understood by these officers, including:
– calling the Master
– expectation of action until the Master formally takes control of the watch
– physical presence on the bridge
– maintaining an effective lookout
– not undertaking any duties that interfere with watchkeeping
– determining if there is risk of collision and the correct application of Colreg
– monitoring and adjusting the vessel position in a accordance with the
voyage plan
– knowing the handling characteristics of their ship, including its stopping
distances
– using the helm, engines and sound signalling apparatus
– familiarization and operational use of all bridge equipment, charts, and
publications
– checks and tests
– actions expected when encountering restricted visibility or distress
situations
– actions when pilots are embarked
– actions when there is any doubt
– prepares standing orders for watchkeeping at anchor or under way
– ensures that an appropriate lookout is maintained at all times
– states that watch schedules must be posted and accessible
– states the contents of the STCW Code, section A-VIII/2, part 4-1 Principles to
be observed in keeping a navigational watch
– states that watch duties should be so arranged to comply with rest periods
prescribed in the STCW Code, chapter VIII Standards regarding watchkeeping,
section A-VIII/1 Fitness for duty
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– states that the officer in charge of the navigational watch is the Master’s
representative and is primarily responsible at all times for the safe navigation
of the ship and for complying with the International Regulations for Preventing
Collisions at Sea, 1972, as amended.
– states that officers in charge of the navigational watch under the Master’s
general direction are responsible for navigating the ship safely during their
periods of duty, when they should be physically present on the navigating
bridge or in a directly associated location such as the chartroom or bridge
control room at all times
– states that the Master, chief engineer officer and officer in charge of watch
duties should maintain a proper watch, making the most effective use of the
resources available, such as information, installations/equipment and other
personnel
– states that the lookout must be able to give full attention to the keeping of a
proper lookout and that no other duties should be undertaken or assigned
which could interfere with that task
– states that the duties of the lookout and helmsperson are separate and that the
helmsperson should not be considered to be the lookout while steering, except
in small ships where an unobstructed all-round view is provided at the steering
position and there is no impairment of night vision or other impediment to the
keeping of a proper lookout
– lists all factors to be considered to decide if the officer in charge of the
navigational watch can be the sole lookout in daylight
– lists all relevant factors to be taken into account by the Master in determining
that the composition of the navigational watch is adequate to ensure that a
proper lookout can continuously be maintained, including those described in
the STCW Code
– outlines all factors to be taken into account when deciding the composition of
the watch on the bridge, which may include appropriately qualified ratings
– states that the officer in charge of the navigational watch should:
1. keep the watch on the bridge;
2. in no circumstances leave the bridge until properly relieved; and
3. continue to be responsible for the safe navigation of the ship, despite the
presence of the Master on the bridge, until informed specifically that the
Master has assumed that responsibility and this is mutually understood
– states that the officer in charge of the navigational watch should not be
assigned or undertake any duties which will interfere with the safe navigation of
the ship
– states that in cases of need, the officer in charge of the navigational watch
should not hesitate to use the helm, engines and sound signalling apparatus.
However, timely notice of intended variations of engine speed should be
given where possible or effective use should be made of UMS engine controls
provided on the bridge in accordance with the applicable procedures
– states that the officers of the navigational watch should know the handling
characteristics of their ship, including its stopping distances, and should
appreciate that other ships may have different handling characteristics
– states that the officer in charge of the navigational watch should make sure
that a proper lookout is maintained at all times
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– states that in a ship with a separate chartroom, the officer in charge of the
navigational watch may visit the chartroom, when essential, for a short period
for the necessary performance of navigational duties, but should first ensure
that it is safe to do so and that proper lookout is maintained
– lists all the checks that should be carried out during the navigational watch by
the officer in charge of the navigational watch
– states that the officers of the navigational watch should be thoroughly
familiar with the use of all electronic navigational aids carried, including
their capabilities and limitations, and should use each of these aids when
appropriate and should bear in mind that the echo-sounder is a valuable
navigational aid
– states that whenever restricted visibility is encountered or expected, the officer
in charge of the navigational watch should use the radar, and at all times in
congested waters, having due regard to its limitations
– lists all the circumstances when the officer in charge of the navigational watch
should notify the Master immediately, which are:
1. if restricted visibility is encountered or expected;
2. if the traffic conditions or the movements of other ships are causing
concern;
3. if difficulty is experienced in maintaining course;
4. on failure to sight land, or a navigation mark or to obtain soundings by the
expected time;
5. if, unexpectedly, land or a navigation mark is sighted or a change in
soundings occurs;
6. on breakdown of the engines, propulsion machinery remote control,
steering gear or any essential navigational equipment, alarm or indicator;
7. if the radio equipment malfunctions;
8. in heavy weather, if in any doubt about the possibility of weather damage;
9. if the ship meets any hazard to navigation, such as ice or a derelict; and
10. in any other emergency or if in any doubt
– states that the officer in charge of the navigational watch should not hesitate
to take immediate action for the safety of the ship, where circumstances
so require, despite notifying the Master immediately in the circumstances
considered important for his presence on the bridge
– states that the officer in charge of the navigational watch should give
watchkeeping personnel all appropriate instructions and information which will
ensure the keeping of a safe watch, including a proper lookout
– states that in clear weather the officer in charge of the navigational watch
should take frequent and accurate compass bearings of approaching ships as
a means of early detection of risk of collision and should bear in mind that such
risk may sometimes exist even when an appreciable bearing change is evident,
particularly when approaching a very large ship or a tow or when approaching
a ship at close range
– states that the officer in charge of the navigational watch should also take early
and positive action in compliance with the applicable International Regulations
for Preventing Collisions at Sea, 1972, as amended and subsequently check
that such action is having the desired effect
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FUNCTION 1 – PART C1: DETAILED TEACHING SYLLABUS
– lists and states the data items recorded in the VDR and S-VDR, which are:
– date and time
– ship’s position
– ship’s speed
– bridge audio
– communications audio
– radar data, post-display selection (or, for S-VDR only, AIS data if radar
data is not available) in addition to the above data sets, a VDR should also
record:
– depth under the keel
– status of all mandatory bridge alarms
– rudder order and rudder position
– engine orders and engine response (rev/min or pitch), including any
transverse-thrusters
– status of hull openings
– status of watertight doors and fire doors
– wind speed and direction
– explains the data output interface of VDR and S-VDR, that they provide an
interface for downloading the stored data and playback the information to
an external computer. This interface is compatible with an internationally
recognized format, such as Ethernet, USB, FireWire, or equivalent
– describes the software for data downloading and playback
– states that the shipowner, in all circumstances and at all times, owns the VDR
and its information
– explains that in the event of an accident the owner of the ship makes
all decoding instructions available as necessary to recover the recorded
information and maintains the same
– explains the recovery and relevant information of VDR and S-VDR
– explains the custody, read-out and access to the VDR and S-VDR information
– describes the limitations of the receivers
Bridge navigational watch alarm system (BNWAS)
– explains that the carriage requirement of bridge navigational watch alarm
system (BNWAS) is set out by SOLAS, chapter V/19 and the requirements will
be mandatory for new ships and phased in for existing ships
– states when BNWAS must be fitted to existing ships
– explains that the purpose of BNWAS is to monitor bridge activity and detect
operator disability, which could lead to marine accidents
– explains that this purpose is achieved by a series of indications and alarms to
alert first the OOW and, if he/she is not responding, then to alert the Master or
another qualified OOW
– explains that the system monitors the awareness of the officer-on-watch
(OOW) and automatically alerts the Master or other qualified OOW if for any
reason the OOW becomes incapable of performing watch duties
– explains that additionally, the BNWAS may provide the OOW with a means of
calling for immediate assistance if required
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– explains that the BNWAS should be operational whenever the ship’s heading or
track control system is engaged, unless inhibited by the Master
– explains that the system has the following operational modes: Automatic,
Manual On and Manual Off
– lists and explains the operational sequence of indications and alarms:
– once operational, the alarm system remains dormant for a period of
between 3 and 12 min (Td – selected dormant period)
– at the end of this dormant period, the alarm system initiates a visual
indication on the bridge
– if not reset, the BNWAS additionally sounds a first stage audible alarm on
the bridge 15 sec after the visual indication is initiated
– if not reset, the BNWAS additionally sounds a second stage remote audible
alarm in the back-up officer’s and /or Master’s location 15 sec after the first
stage audible alarm is initiated
– if not reset, the BNWAS additionally sounds a third stage remote alarm at
locations of further crew members capable of taking corrective actions 90
seconds after the second stage remote audible alarm is initiated
– in vessels other than passenger vessels, the second or third stage remote
audible alarms may sound in all the above locations at the same time. If the
second stage audible alarm is sounded in this way, the third stage alarm
may be omitted
– states that in larger vessels, the delay between the second stage and third
stage may be set to a longer value on installation, up to a maximum of 3 min,
to allow sufficient time for back-up officer and /or Master to reach the bridge
– lists and explains the resetting function of the BNWAS, which are as follows:
– it is not possible to initiate the reset or cancel any audible alarm from any
device, equipment or system not physically located in areas of the bridge
providing proper lookout
– the reset function does, by a single operator action, cancel the visual
indication and all audible alarms and initiate a further dormant period. If the
reset function is activated before the end of the dormant period, the period
is re-initiated to run for its full duration from the time of reset
– to initiate the reset function, an input representing a single operator action
by the OOW is required. This input may be generated by reset devices
forming an integral part of the BNWAS or by external inputs from other
equipment capable of registering physical activity and mental alertness of
the OOW
– a continuous activation of any reset device does not prolong the dormant
period or cause a suppression of the sequence of indications and alarms
– explains that the emergency call facility may be provided on the bridge to
immediately activate the second, and subsequently third stage, remote audible
alarms by means of an “Emergency Call” push button or similar
– explains that the means of selecting the operational mode and the duration of
the dormant period (Td) is security protected so that access to these controls
should be restricted to the master only
– describes the limitation of the system
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2.2 Main types of floating ice, their origins and movements (2 hours) R1
– explains the formation of icebergs from floating glacier tongues and from ice
shelves, and the characteristics of each
– discusses the formation of sea ice
– defines ice tongue, ice shelf
– defines pack ice and fast ice
– discusses the normal seasons and probable tracks of North Atlantic bergs from
origin to decay
– defines the outer limits of the area in which icebergs may be encountered in the
North Atlantic
– discusses the normal and extreme limits of iceberg travel in the southern
oceans during summer and winter
– explains the reasons for the decay of icebergs
– describes the areas affected by sea ice in regions frequented by shipping
– discusses the seasonal development and recession of sea ice on the coastlines
of the northern oceans, and in the latitude of the normal trade routes
2.3 Guiding principles relating to the safety of navigation in ice (2 hours) R1, R2 ch. V
– states the signs which may indicate the proximity of ice on clear days and
nights
– defines the ranges at which observers may expect to detect ice visually in
varying conditions of visibility, see T61
– discusses the limitations of radar as a means of detecting ice
– states the precautions to be taken when navigating near ice, and when ice is
suspected in the vicinity
2.4 Conditions leading to ice accretion on ship’s superstructures, dangers and R1
the remedies available (2 hours)
– describes the factors which may give rise to ice accretion
– describes the use of data in the Mariner’s Handbook, for estimating the rate of
ice accretion
– evaluates the methods of avoiding or reducing ice accretion
– explains the reports to be made under international conventions when ice is
encountered
– lists the information to be given in radio messages reporting dangerous ice
– states the iceberg nomenclature in use by the International Ice Patrol
– lists the information to be given in radio messages reporting conditions leading
to severe ice accretion on ship’s superstructures
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MASTER AND CHIEF MATE
– selects and uses data from Ocean Passages for the World
– explains the role of wind in wave formation
– explains the importance of wind force in wave formation
– explains the importance of duration of wind causing waves
– explains the importance of fetch in the growth of waves
– uses Dorrenstein’s nomogram for forecasting significant wave heights
– states the relationship between sea waves and swell waves
– explains the decay of swell waves as they travel from the area of origin
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– evaluates qualitatively the effect of persistent winds on tide levels and tidal
times
– evaluates qualitatively the effect of abrupt changes of weather conditions on
tidal levels
– describes seismic waves, their origin and areas of prevalence
– demonstrates use of computer program to obtain tidal information
– explains briefly the use of harmonic constant method of tidal prediction
– explains the reliability of tidal predictions (awareness of the factors influencing
the accuracy and reliability of predictions (e.g. local weather conditions,
flooding, local area knowledge, etc.)
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IMO
COMPETENCE 1.9 Respond to Navigational Emergencies
Reference
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FUNCTION 1 – PART C1: DETAILED TEACHING SYLLABUS
IMO
COMPETENCE 1.9 Respond to Navigational Emergencies
Reference
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IMO
COMPETENCE 1.9 Respond to Navigational Emergencies
Reference
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IMO
COMPETENCE 1.9 Respond to Navigational Emergencies
Reference
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IMO
COMPETENCE 1.9 Respond to Navigational Emergencies
Reference
– explains why the wire is usually shackled to the anchor cable of the tow
– describes the preparations made by the disabled ship
– states that the towing wire should be protected from chafing at fairleads
– states that wires and cables should be inspected frequently and the nip
freshened if any sign of wear or chafe is found
– describes how to take the weight of the tow
– explains how the towing speed should be decided
– describes how to disconnect the tow on arrival at the destination
– describes the emergency towing arrangements for all tankers of not less than
20,000dwt
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IMO
COMPETENCE 1.10 Manoeuvre and Handle a Ship in all Conditions
Reference
TRAINING OUTCOME:
Demonstrates a knowledge and understanding of: STCW Code
table A-II/2
1.10.1 MANOEUVRING AND HANDLING A SHIP IN ALL CONDITIONS
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COMPETENCE 1.10 Manoeuvre and Handle a Ship in all Conditions
Reference
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IMO
COMPETENCE 1.10 Manoeuvre and Handle a Ship in all Conditions
Reference
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COMPETENCE 1.10 Manoeuvre and Handle a Ship in all Conditions
Reference
– describes how a constant rate turn is effective in helping a vessel maintain its
planned trail
– plans turns using constant rate of turn techniques
– performs turns using constant rate of turn techniques*
1.4 Manoeuvring in shallow water including the reduction in under-keel clearance R1
caused by squat, rolling and pitching (2 hours)
– describes the effect of squat on under-keel clearance, trim and vessel
manoeuvring characteristics
– describes the changes in dynamic under-keel clearance when manoeuvres are
conducted in shallow water in conjunction with turning or the effects of sea and
swell
– describes the use of the kick-ahead to control the speed and direction of the
vessel
– explains how a ship will respond to helm before increasing speed when using a
kick-ahead
– identifies the danger of taking a sheer in shallow water and what corrective
action can be taken
– describes how tugs can be used to assist in maintaining slow speed control
– describes how anchors can be used to assist in manoeuvring a vessel in
shallow water
– plans manoeuvres to be conducted in shallow water with and without the
effects of sea and swell
– performs manoeuvres in shallow water*
1.5 Interaction between passing ships and between own ship and nearby banks R1
(canal effect) (2 hours)
– explains and describes the interaction between ship and shore
– explains and describes the interaction between ships when meeting end-on
– explains and describes the interaction between ships in an overtaking situation
– explains the particular dangers of interaction when working close by other craft
such as tugs
– describes the pattern of pressure changes round the hull of a moving ship
– explains the interaction between a ship and nearby banks (bank cushion and
bank suction)
– describes the interaction between passing ships
– describes how to pass or overtake another ship safely in a narrow channel
– explains that shoal patches may give rise to bank cushion or suction, resulting
in an unexpected sheer
– explains the possible effects on squat, trim and vessel manoeuvring
characteristics with different blockage factors and speeds
– plans manoeuvres where ship to ship and ship to topography interaction are
anticipated
– performs manoeuvres where ship to ship and ship to topography interaction
are experienced*
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FUNCTION 1 – PART C1: DETAILED TEACHING SYLLABUS
IMO
COMPETENCE 1.10 Manoeuvre and Handle a Ship in all Conditions
Reference
1.6 Berthing and unberthing under various conditions of wind, tide and current R1
with and without tugs (20* hours)
– describes the effects of right- and left-handed propellers on manoeuvring
– describes the use of twin screws for manoeuvring
– explains the advantages and disadvantages of controllable-pitch propellers
with regard to ship handling
– describes the use of lateral thrusters
– states that lateral thrusters cease to be effective above a certain speed, which
has to be determined by trial
– describes, with reference to ship type and trim, the likely effect of wind on a
ship when moving ahead or astern and when stopped
– explains how an anchor or anchors may be used to assist in manoeuvring
– describes the use of anchors for stopping in an emergency
– describes the different ways in which tugs may be made fast and used
– explains fully how to use engine, helm, tugs, anchors and mooring lines to
berth and unberth under various conditions of wind and tide at:
– river berths
– piers
– locks
– enclosed docks
– a single buoy
– two buoys
– multibuoy berths
– Mediterranean moorings
– describes the mooring lines to be used, their leads and methods of securing at
the berths listed above
– explains that when wind blows against a ship, a force acts almost in the
opposite direction to the relative wind direction and the magnitude is
proportional to the square of the relative velocity of the wind
– states that knowing the magnitude of the wind force and how it affects the ship
is of great importance during berthing/unberthing
– explains that the knowledge of above mentioned magnitude, will assist the
Master to:
– decide whether the available tugs have sufficient power to hold the ship
against a crosswind or to move the ship against a crosswind
– decide whether the thrusters have the necessary power to manoeuvre the
ship safely under the prevailing wind conditions
– determine the effect of a longitudinal wind in respect of its effect on the
ship’s stopping distance
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COMPETENCE 1.10 Manoeuvre and Handle a Ship in all Conditions
Reference
– explains that the wind force in tonnes may, with a certain approximation, be
expressed by the formula:
K (wind) = k × A × V2
where K = wind force in tonnes
k = constant depending on the ship and direction of the wind (as an
average figure for k, the following constants can be used: k = 0.52 × 10-4
(for a beam wind) and k = 0.39 × 10-4 (for a longitudinal wind)
A = windage area in square metres
V = relative velocity of the wind in m/sec
– explains that normally tugs cannot hold a ship against a cross current, as the
power, which is necessary for such an operation, is enormous
– explains that the force (K) required to oppose a cross current in deep waters
might be determined approximately by the formula:
K = kdeep × L × d × V2 (where K = current force in tonnes, k = constant,
0.033 for deep water, L = vessel length in metres, d = vessel draft in metres
and V = current speed in m/sec)
– explains that the force (K) required to oppose a cross current in shallow waters
might be determined approximately by the formula:
K = 0.033 × f × L × d × V2 (where K = current force in tonnes, 0.033 is the
constant, f = the shallow water constant modifier derived from a graph,
L = vessel length in metres, d = vessel draft in metres and V = current
speed in m/sec)
– plans manoeuvres to berth and unberth in varying environmental conditions
and with and without tugs
– performs manoeuvres to berth and unberth in varying environmental conditions
and with and without tugs*
1.7 Ship and Tug interaction (3 hours) R1
– describes the type of tug, i.e. conventional single or twin-screw tugs fitted or
not fitted with nozzles, tractor type tugs and the ASD (azimuth stern drive) tugs
– describes the main difference resulting from the location of tug’s propulsion
and towing point
– explains the dangers related to ship–tug interaction
– explains the dangers for relatively small tugs when compared with the size of
assisted ships in relation to interaction phenomenon
– states the special attention to be paid by the Master on the condition of own
vessel, i.e. ships in ballast condition or for ships having particular overhanging
stern, found generally on large container vessels, the danger of interaction
which is created and the danger of damages that can be caused to the tug’s
hull and superstructure, during the ship–tug cooperation
– explains the tug bow-cushion effect
– explains the risk during the ship–tug cooperation of the tug getting sucked
under the bow of the ship with risk of capsizing, and the importance of
immediate action required by the tug master, by the application of rudder and
the use of available power to go full astern, to avoid above
– explains why tractor type tugs are generally found to be less vulnerable in the
above mentioned situation
– explains ‘girting’ and the dangers associated with it
– explains the dangers of ships high speed during ship–tug cooperation
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IMO
COMPETENCE 1.10 Manoeuvre and Handle a Ship in all Conditions
Reference
– describes the meaning of ‘gob rope’, and how its use on conventional tugs can
improve the situation of ‘girting’
– explains how the use of such ‘gob rope’ limits the manoeuvrability of the
towing tug
– explains the precaution needed to be exercised for the tug’s safety, while using
the tugs, in respect to:
– the visibility of ship’s bulbous bow
– short towlines
– excessive forward speed of the ship or sudden changes in a ship’s heading
and speed
– experience and the ability of the crew in releasing tug’s towline, when
needed
– underestimating wind and current forces
– information exchange pilot–shipmaster–tug captain
– operating bow-to-bow
– explains the importance of keeping the ship’s speed and heading constant
when passing or taking a towline
– explains the knowledge necessary for a Master when ordering the number and
total bollard pull of tugs
– explains the important criteria of ships’ loading conditions when planning for
the number of tugs and the tug position along the hull
– describes the effectiveness of tug(s), during ship–tug cooperation, in relation
to pivot point, leverage, and tendency of the ship to swing in a particular
direction, in the following conditions:
– when the ship is stopped and making no way through the water (dead in
the water)
– when the ship is making headway
– when the ship is making sternway
– plans manoeuvres involving tugs to minimize adverse interaction effects and
optimize tug efficiency
– performs manoeuvres involving tugs to minimize adverse interaction effects
and optimize tug efficiency*
1.8 Use of propulsion and manoeuvring systems including various types of rudder R1
(4* hours)
– describes various types of rudders, including:
– Flap rudder (commonly known as the “Becker rudder”)
– Rotor rudder (commonly known as the “Jastram rudder”)
– T-shaped rudder (commonly known as the “Single Schilling rudder”)
– Twin Schilling rudders and explains their advantages with regard to ship
handling
– describes how the use of bow-thrust can be used to assist in manoeuvring
– describes how the use of stern-thrust can be used to assist in manoeuvring
– describes the use of high-lift rudder systems to improve ship manoeuvrability
– describes the use of dynamically positioned vessels and their control systems
– describes the use of rudder cycling to reduce head reach in an emergency
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Reference
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IMO
COMPETENCE 1.10 Manoeuvre and Handle a Ship in all Conditions
Reference
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Reference
– describes the methods of observing the frequency of wave beating and the
formula with which it can be calculated (for ships less than 250m in length and
for ships whose length exceeds 250m)
– defines rolling period and synchronous rolling
– explains how synchronous rolling can be avoided by an alteration of speed or
course to change the period of encounter
– describes synchronous pitching and how to prevent it
– explains that parametric rolling is caused due to changes in parameters of
stability which are: Displacement W (constant), Righting lever GZ (variable),
W x GZ = righting moment
– explains that parametric roll motions with large and dangerous roll amplitudes
in waves are due to the variation of stability between the position on the wave
crest and the position in the wave trough
– explains that among the measures which the vessel can take to avoid
parametric rolling and synchronous rolling are ensuring that the vessel has
adequate intact stability and that the course and speed of the ship should be
selected in a way to avoid conditions for which the encounter period is
– close to the ship roll period or
– the encounter period is close to one half of the ship roll period
– describes how excessive speed into head seas can cause severe panting and
slamming stresses
– states that excessive slamming may be almost unnoticed on the bridge of a
very large ship
– explains that heavy pitching also gives rise to high longitudinal stresses, racing
of the propeller and the shipping of water
– defines ‘pooping’ and describes the conditions in which it may occur
– defines ‘broaching-to’ and describes the conditions in which it may occur
– explains that a reduction in speed combined with an alteration of course can
reduce the danger of broaching-to and of being pooped
– describes how to turn a ship in heavy seas
– states that a ship may be hove-to with the wind on the bow or on the quarter or
stopped
– describes the circumstances in which each of the methods above may be used
– describes methods of turning a disabled ship’s head to keep it out of a sea
trough and of lessening lee drift
– explains that a ship may drift at an angle to the downwind direction and that its
direction of drift will depend upon which side it has the wind
– describes how to use oil to reduce breaking seas when hove-to and when
manoeuvring in heavy seas
– describes actions to prevent a ship being driven on to a lee shore
– describes how to assist a ship or aircraft in distress
– describes towing operations
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IMO
COMPETENCE 1.10 Manoeuvre and Handle a Ship in all Conditions
Reference
1.14 Precautions in manoeuvring to launch rescue boats and survival craft in bad R1, section
weather (2 hours) A-VI/2
– explains how to make a lee for launching/recovering rescue and survival craft
– describes the effect of speed and the effect of flowlines around the vessel
– plans manoeuvres to enable launching and recovery of rescue and survival
craft
– performs manoeuvres to enable launching and recovery of rescue and survival
craft*
1.15 Methods of taking on board survivors from rescue boats and survival craft R1
(1 hour)
– describes the methods of manoeuvring the ship and the precautions needed to
take on board survivors from rescue boats and survival craft
1.16 Ability to determine the manoeuvring and propulsion characteristics of R1, R2 ch. V
common types of ships, with special reference to stopping distances and reg. 23, R17,
turning circles at various draughts and speeds (3 hours) R18
– explains the IMO recommendations for ship manoeuvrability, which are:
1. Standards for Ship Manoeuvrability, adopted by resolution MSC.137(76) on
4 December 2002
2. explanatory Notes to the Standards for Ship Manoeuvrability, adopted by
MSC/Circ.1053 on 16 December 2002
3. provision and Display of Manoeuvring Information on Board Ships, adopted
by resolution A.601(15) on 19 November 1987
– states in particular to IMO’s recommendation, with respect to the turning R1
ability of the ship, that the advance should not exceed 4.5 ship lengths and section B-V/a
the tactical diameter should not exceed 5 ship lengths in the turning circle
manoeuvre
– states in particular to IMO’s recommendation, with respect to the stopping
ability of the ship, that the track reach in the full astern stopping test should
not exceed 15 ship lengths and also keeping in mind, as guided by the
recommendation, that this value may be modified by the Administration where
ships of large displacement make this criterion impracticable but in no case
exceed 20 ship lengths
– states that opportunity should be taken to check and supplement the
information in the ship’s manoeuvring booklet for intermediate draughts and for
various weather conditions
– states that turning circles in shallow water at various manoeuvring speeds
should be recorded when possible
– states that details of an accelerated turn in shallow water should be obtained
– explains how trials of stopping ability under various conditions should be
recorded
– states that the effect of wind on the behaviour of the ship should be recorded,
in particular:
– the drifting behaviour when stopped
– the speed at which steerage is lost in various conditions of loading and
wind
– the behaviour of the ship when making sternway
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Reference
– states why the minimum operating revolutions of the engine and the resulting
speed should be checked
– states that any details of manoeuvring behaviour which would be useful to a
pilot or future Master should be recorded
– states that STCW Code section B-V/a recommends additional training for
Masters and Chief Mates of large ships and ships with unusual manoeuvring
characteristics
1.17 Importance of navigating at reduced speed to avoid damage caused by own R1
ship’s bow and stern waves (1 hour)
– explains damage to shore due to excessive bow waves and stern waves
– explains the effects of passing ships on ships moored alongside
– states the precautions that should be taken by ships alongside to minimize the
effect of passing traffic
1.18 Navigating in or near ice; practical measures to be taken when navigating in R1, R9, R19
or near ice or in conditions of ice accumulation on board (4 hours)
– states that all possible information about ice located on or in the vicinity of the
intended track should be obtained
– states that information is available from:
– daily bulletins of the International Ice Patrol in the North Atlantic
– ice warnings from countries where ice is a regular problem
– Hydrographic Office ice charts
– pilot books
– facsimile ice charts
– warnings from other ships in the vicinity
– defines the following terms used in ice warnings: R2
– solid ice
– soft ice
– drift ice
– pack ice
– growler
– iceberg
– states the Master’s obligation to report dangerous ice or sub-freezing air
temperatures associated with gale-force winds causing severe ice accretion on
superstructures
– states that, when ice is reported on or near the course, the Master of every
ship is bound to proceed at a moderate speed or to alter course so as to go
well clear of the danger zone
– explains that radar may not detect small icebergs and growlers
– states that navigation marks may be removed without warning in coastal areas
threatened by ice
– states that no attempt should be made to enter a region of thick ice in a ship
not specially strengthened for navigation in ice
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IMO
COMPETENCE 1.10 Manoeuvre and Handle a Ship in all Conditions
Reference
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TRAINING OUTCOMES:
STCW Code
Demonstrates a knowledge and understanding of: table A-II/2
1.11.1 OPERATING PRINCIPLES OF MARINE POWER PLANTS
1.11.2 SHIPS’ AUXILIARY MACHINERY
1.11.3 GENERAL KNOWLEDGE OF MARINE ENGINEERING TERMS
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1
Administrations may wish to provide specialized training in bridge control systems for personnel who are to
serve on higher technology ships fitted with complex bridge control systems.
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– explains that, for fuel economy, the actual speed at any stage of a voyage
should be as near as practicable to the required average speed
– explains how the condition of the hull affects the fuel coefficient and the fuel
consumption
– explains that keeping the leading edges and tips of propeller blades dressed
and polished improves propeller efficiency and reduces fuel consumption
3.2 Arrangements necessary for appropriate and effective engineering watches
to be maintained for the purpose of safety under normal circumstances and
UMS operations (2 hours)
– explains briefly the general engine room safety that should be observed at all
given times
– describes the main dangers and sources of risk in an engine room
– explains the importance and implementation of risk assessment and risk
management in an engine room
– describes the safe systems of work and permits to work that should be
observed in an engine room
– explains the types and importance of wearing personal protective equipment
(PPE) while working in an engine room
– describes the arrangements necessary for appropriate and effective
engineering watches to be maintained for the purpose of safety under normal
circumstances and UMS operations
3.3 Arrangements necessary to ensure a safe engineering watch is maintained
when carrying dangerous cargo (2 hours)
– describes the arrangements necessary to ensure a safe engineering watch is
maintained when carrying dangerous cargo
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This function covers the theoretical knowledge, understanding and proficiency for the safe
navigation of a ship in coastal waters and in the open ocean.
On completion of training for this function, the officer should possess a thorough understanding
and capability in navigation. This together with knowledge gained in other areas, will enable
the officer to carry out passages independently in a proper and safe manner and to be able
to solve those problems that may arise during a voyage.
The officer will be able to fix positions and analyse in a practical way the quality of the fix,
make great circle calculations, read tide tables and predict times and heights of tides at
different ports worldwide.
Officers will be thoroughly conversant with the content, application and intent of the
International Regulations for Preventing Collisions at Sea (COLREG 1972), as amended.
The interpretations arising from court decisions should be used when teaching these rules.
They will be able to apply them correctly in all situations as Master of a ship.
Officers will be able to arrange and monitor the keeping of a safe navigational watch at sea
and an effective deck watch in port taking account of the standards regarding watchkeeping
in the STCW code, chapter VIII. They will have a knowledge of all modern navigational aids,
enabling them to navigate safely in all parts of the world. They will have specific knowledge of
operating principles, limitations, sources of error, detection of misrepresentation of information
and methods of correction to obtain accurate position fixing. Officers will appreciate the
danger of exclusive reliance on information gained from instruments and the necessity for
calibration and frequent checking of the instruments.
On completion of the function, officers will be able to identify the various parts of the magnetic
compass and explain their functions. They will understand the reasons for the change of
compass deviation with time and position and the need for routine checking of the ship’s
deviation. They will also be able to produce and analyse a deviation table. Officers will have
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a knowledge and understanding of gyrocompass errors and will be able to evaluate possible
errors and appreciate the limitations of the instrument.
This knowledge will, as part of the training programme as a whole, enable the trainee to take
into account climatic conditions, the weather prognosis, ocean currents and information on
the presence of ice, for the safe operation of the ship.
The officer will understand and interpret a synoptic chart, predict area weather, have a
knowledge of the characteristics of various weather systems and ocean current systems and
be able to use all appropriate navigational publications.
Officers will also be aware of all of the factors affecting the manoeuvring and handling
of ships. They will be able to plan berthing or anchoring procedures, taking account of
prevailing conditions of wind and tide and their own ship’s characteristics, and to make use
of assisting tugs when necessary. They will, after having gained seagoing experience or
training on a ship-handling simulator, also be able to handle a ship so as to minimize the risk
of damage or stranding resulting from heavy weather. Officers will be aware of the dangers
to be encountered when navigating in ice or conditions of ice accumulation on board and the
precautions to take for the safety of the ship and crew.
Officers will know the procedures to use in VHF communications and be able to use
radiotelephones, particularly with respect to distress, urgency, safety and navigational
messages. They will also know the procedures for emergency distress signals by
radiotelegraphy, as prescribed in the Radio Regulations, and will be able to send a distress
call by using an automatic keying device and the emergency transmitter.
First of all, the officers should be well acquainted with publications which supply appropriate
information for voyage planning. The officers should plan navigation after analysing and
evaluating current legislations (if applicable) with regard to Passage and Voyage Planning
and as per the requirements of International Maritime Organization resolution A.893.
Intelligent use of the information, together with professional ability and watchfulness, leads
to a successful voyage. Proper safe working procedures are very important and should be
stressed. Instructors will find T12 a valuable source of reference.
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This content builds on the passage planning elements of IMO model course 7.03 and is
intended to ensure that management level officers can effectively plan voyages from berth to
berth in accordance with guidance on passage planning and that they can manage passage
planning tasks performed by operational level officers. Additional learning time may be
required for trainees who have not retained competence in the operational level tasks.
The importance of preparing oneself and the vessel before setting off on a sea passage
is irrefutable, especially on a coastal passage where the sheer number and proximity of
hazards can quickly spell disaster for the unprepared. Navigation planning should be carried
out after utilizing the principles of passage planning to make a complete appraisal of a
proposed passage also taking into account restricted waters, while en route, in conjunction
and utilizing Navigational charts, Admiralty Routeing charts, Ocean Passages for the World,
Admiralty Sailing Directions, Tide tables to appraise a proposed ocean passage and a coastal
or pilotage passage. Appropriate strategies and contingency plans should also be used in
order to deal with various factors, as mentioned in the detailed teaching syllabus.
On board ship, various conditions need to be watched and taken care of. In a nautical
context this means navigation, including watchkeeping, weather, ship handling, handling
of cargo, condition of ship as to stability, trim, stress, etc., personnel management and
communications, which are the most important subjects. Proper and effective keeping of
logbooks is important as a record of the various circumstances. Special emphasis should
be placed on conditions involving maritime shipping legislation and other regulations and on
keeping logbooks in normal circumstances.
This content builds on the routeing and passage planning elements of IMO model course 7.03
and is intended to ensure that management level officers can effectively plan voyages from
berth to berth in accordance with guidance on passage planning and that they can manage
passage planning tasks performed by operational level officers. This knowledge is considered
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so fundamental for much of the management level content within this course that there is merit
in reviewing the operational level content quickly before covering the additional elements
required at management level. The learning time has been reduced for many elements on
the basis that trainees will be reviewing rather than learning much of this content at this level.
Additional learning time may be required for trainees who have not retained competence in
the operational level tasks.
The procedures for weather routeing by a shore-based service should be covered in this
topic.
On-board routeing can be carried out by the Master if the ship is equipped with a facsimile
receiver and is in a region for which the necessary prognostic charts are available. The internet
and email facility can also be used in order to obtain charts from various sources providing
these facilities. This topic should be taught in conjunction with the voyage planning.
Ocean voyage
Because traffic concentrations are low and navigational hazards are relatively few on an
ocean crossing, the main data to be appraised are environmental, such as seasonal prevailing
weather, local and actual weather, ocean currents, tides, ice, etc. In addition, data of the
ship’s characteristics, cargo and navigational/operational data need to be taken into account.
The main reason for selection of alternative routes is one of safety and economics. Route
selection is to some extent regulated by insurance restrictions, load line zones, IMO routeings
and similar regulations.
A thorough analysis of all of the conditions relevant to passage planning should be covered
in this subject area. Such an analysis may start with calculating distances of possible tracks
and then evaluating weather conditions, current, characteristics of the ship and of its cargo,
regulations, etc. Very often the “best” route is not the shortest.
Instructors should note that reference R3 contains full information on ship’s routeing and
reporting.
Planning of navigation should be carried in accordance to the ship’s routeing as these systems
contribute to safety of life at sea, safety and efficiency of navigation and/or protection of
the marine environment. The instructor should also refer to MSC/Circ.1060 Guidance Note
on the Preparation of Proposals on Ships’ Routeing Systems and Ship Reporting Systems,
especially while appraising and preparing a coastal Navigation plan while teaching this topic.
They should also note that the measures mentioned on the ship’s routeing, that are described
or defined in parts A and H of this publication are individually described in parts B (traffic
separation schemes), C (deep-water routes), D (areas to be avoided), E (other routeing
measures, such as recommended tracks, two-way routes and recommended directions
of traffic flow), F (the rules and recommendations on navigation that are associated with
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particular traffic areas and straits), G (mandatory ship reporting systems, mandatory routeing
systems and mandatory no anchoring areas) and H (archipelagic sea lanes).
This content builds on the position determination elements of IMO model course 7.03 and is
intended to ensure that management level officers ensure that effective position monitoring
occurs during the voyage, watchkeeping officers are encouraged to use the most appropriate
position fixing systems available and that the accuracy of the position monitoring is evaluated.
The content assumes that trainees have retained their competence in the techniques required
for operational level certification. This knowledge is considered so fundamental for much of
the management level content within this course that there is merit in reviewing the operational
level content quickly before covering the additional elements required at management level.
The learning time has been reduced for many elements on the basis that trainees will be
reviewing rather than learning much of this content at this level. Additional learning time may
be required for trainees who have not retained competence in the operational level tasks.
The main objective of this subject area is that management level officers retain the ability
to use celestial and terrestrial based techniques and to ensure that watchkeeping officers
monitor the position effectively at all times.
The main objective of this subject area is that the trainee shall retain the knowledge and
ability in position fixing by using all celestial bodies.
To compute the altitude of the celestial body, three methods are available:
● the cosine formula and a pocket calculator
● the haversine formula
● pre-computed altitude and azimuth tables.
Which of these should be chosen is optional. After having introduced these methods, it is
recommended to select one of them and specialize on that particular method. These days
with universal access to inexpensive pocket calculators, the first method may be preferable.
The Longitude by chronometer method to obtain the longitude (a position line) should be
carried out before the body is on the observer’s meridian.
The Marcq St. Hilaire method (also known as Intercept method) for obtaining a position line is
universal and can be utilized for any celestial body in any direction, the body in the meridian
included.
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The Latitude by Meridian Altitude method should be used when the body is on the observer’s
meridian after applying the true zenith distance to the declination of the celestial body in
order to obtain the observer’s latitude.
The officers should also be able to obtain the corrections from pole star tables in the nautical
almanac and apply them to the altitude of Polaris to find the latitude of the observer.
Finally the officers should be able to find the position of the observer at the time of the final
observation, given two or more position lines with the courses and distances run between
the observations.
This subject area is intended to ensure that the trainee retains appropriate sufficient knowledge
and ability in:
1) sailing calculations, using the Mercator formula
2) great circle and composite great circle calculation
3) simple analysis of errors that may occur in position fixing
4) correct usage of appropriate charts, notices to mariners and other publications to
assess the accuracy of the resulting fix
5) correct usage of chart catalogue and correcting of charts using information from
notices to mariners
The analysis of errors is a very important task. As far as mathematical knowledge permits,
statistical methods may be used. A more practical approach to the problem may be more
fruitful. The trainees’ ability to make critical judgements and to adopt a critical attitude should
be encouraged. In particular, the understanding of possible errors, limitations of accuracy
and the need for repeated observations must be stressed.
Calculation of the course, distance and intermediate positions should be practised by working
a sufficient number of exercises. The choice of formulae and the method of calculation are
optional. In the case of a pocket calculator being chosen, which these days is a natural
choice, use of the cosine formula for the distance and of the cotangent formula for the course
is convenient. The cotangent formula cannot be used close to the equator, where the great
circle method is of little or no benefit. Except for this restriction, the formulae can be used in
any position.
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Despite great circle sailing having the advantage over Mercator sailing, for a shorter distance,
the method has certain disadvantages. In some cases, use of the method may lead to a
latitude which is too high, and composite sailing has to be used. The latitude of vertex is
important and if there are restrictions pertaining to weather or commercial aspects, composite
sailing has to be used. Composite exercises, including various observation methods, dead
reckoning and great circle sailing, should be a part of the learning process.
Discussion of routes and the analysis of the optimum track may start in this subject area and
continue in the subject area of voyage planning.
At the level of the training for Chief Mate and Master there are two main areas of emphasis
in this subject. First, there should be a review of principles, more thorough consideration of
the limitations of the systems, of the instruments and of the presentation of information than
for the watchkeeping officer. Secondly, emphasis should be put on procedures for setting
up the instruments, on sources of errors, detection of wrong information and on the use of
corrections and estimation of accuracy.
New modern electronic aids have been added since the previous edition of the book, as
many more are in operational use and the officers should be familiar with these electronic
navigational aids.
Loran C is covered in IMO model course 7.03, Officer in charge of a navigational watch –
Operational level. Now overtaken by enhanced Loran (eLoran), little background knowledge
is required to reinforce the knowledge gained previously, especially as it will benefit in
understanding eLoran as Integrated GPS/DGPS/eLoran systems are already in use.
Enhanced Loran (eLoran): The officers should know that eLoran is an independent, dissimilar,
complement to Global Navigation Satellite Systems (GNSS). Its operation limitation should
also be covered.
Differential GPS (DGPS): The trainees should be able to explain the principle of the DGPS
and its use, including the two working methods.
Global Navigation Satellite System (GLONASS): The instructors should explain the principle
on which GLONASS works and the advantage of the receiver capable of operating both
GLONASS and GPS. Combined GPS/GLONASS receiver equipment utilizes a global datum
based on the Soviet Geocentric Coordinate System 1990 (SGS 90).
Galileo: The instructor should explain that Galileo is the European satellite navigation system,
designed as a wholly civil system, operated under public control and is a 2nd generation
Global Navigation Satellite System (GNSS).
Integrated Navigation system (INS) and Integrated Bridge system (IBS): Integrated
Navigation system (INS) ‘supports safety of navigation by evaluating inputs from several
independent and different sensors, combining them to provide information giving timely
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warnings of potential dangers and degradation of integrity of this information’. The three
categories of INS namely (A), (B) and (C) should be explained to the officers.
The Integrated Bridge systems (IBS) is ‘a combination of systems which are interconnected
in order to allow centralized access to sensor information or command/control workstations,
with the aim of increasing safe and efficient ship’s management by suitably qualified
personnel’. IBS recommendations apply to a system performing two or more operations,
namely: passage execution; communication; machinery control; loading, discharging and
cargo control; and safety and security. The instructors should explain the limitations of these
systems clearly to the officers.
Exercises in the use and calibration of instruments are suitable for group activities.
The officers should be able to identify the various parts of the magnetic compass and explain
their functions and to explain the principles of the magnetic compass including a knowledge
of the cause and correction of errors. Resolution A.382(X) details the performance standards
for magnetic compasses and resolution MSC.86(70), annex 2 for Transmitting magnetic
heading devices.
The practical correction of the compass should be undertaken during training where
Administrations continue to permit Masters to undertake compass adjustment but an
understanding only of the process is sufficient where compass correction must only be
performed by a licensed compass adjuster.
Although the magnetic compass is mainly used only as a stand-by for the gyrocompass, its
errors should be regularly checked and recorded.
The instructor should remind trainees that the meridian-seeking property and damping
both depend upon detection and measurement of the tilt of the spin axis of the gyroscope
resulting from the earth’s rotation. That applies equally to compasses controlled by liquid-
ballistic attachments and those controlled by electrical signals to torque motors. Any tilt, other
than that resulting from the earth’s rotation, and any apparent tilt resulting from horizontal
acceleration of the compass is a source of error.
The errors and the methods of correcting or limiting them should be treated non-mathematically.
The various errors may be referred to the performance standards for gyrocompasses to give
trainees an indication of the limits of the accuracy that can be expected.
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See IMO model course 1.08 Radar navigation – management level and STCW reg. l/12
Instructors should note that the International Aeronautical and Maritime Search and Rescue
Manual, R31 published jointly by IMO and the International Civil Aviation Organization (ICAO)
in three volumes provides guidelines for a common approach to organizing and providing
SAR services.
Volume Ill, Mobile Facilities, is intended to be carried aboard rescue units, aircraft and vessels
to help with performance of a search, rescue or on-scene coordination function, and with
aspects of SAR that pertain to their own emergencies.
This section will be dealt with mainly by question-and-answer sessions, using models,
magnetic boards and computer or simulator based real-time situations. Trainees should
already be thoroughly familiar with COLREGS and their application, so these sessions will be
for the purposes of revision and consolidation. The response “call the Master” will, of course,
no longer be available to them.
The attention of trainees should be drawn to collision cases and court judgements when
discussing their answers and the actions they propose.
When dealing with the use of and manoeuvring in traffic separation schemes, particular
attention should be drawn to the proper use of inshore traffic zones where they exist.
Exercises should involve planning passages during which it would be necessary to join or to
leave lanes, including cases which involve crossing the other lane.
The use of radar for collision avoidance in restricted visibility is covered in IMO model course
1.08, Radar navigation, but some attention should be paid to the posting of lookouts, the
proper use of sound signals, and the actions to take on hearing the fog signal of another ship
and other matters which do not lend themselves to simulation.
This is based on ensuring that the requirements of STCW regulations and recommendations
are complied with. The regulations are contained in the STCW Code, section A-VIII/2. The
emphasis should be on the officer demonstrating that they have the ability to establish and
monitor watchkeeping practice that is consistent with the principles in practice rather than a
simple recall of the principles.
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The references provide examples of stranding which became the subject of official
investigations. In most cases, a failure to keep an adequate navigational watch caused or
contributed to the accident. A criticism made in a number of cases was the absence of
Master’s standing or special orders and the lack of any routine regarding effective navigational
and watchkeeping procedures, such as the planning of passages in confined waters and the
checking of courses and positions on the chart. In other cases there was uncertainty about
calling the Master and confusion about who was conning the ship after the Master had come
to the bridge.
In recent years, bridge equipment that has become a mandatory requirement and which is not
strictly an electronic navigation aid has been introduced. It is important that this equipment is
considered within the management of the watchkeeping practice on board ship.
Automatic Identification System (AIS): The international requirement for the carriage AIS
as ship-borne navigational equipment on vessels is detailed within chapter V (Safety of
Navigation) regulation 19, of the revised SOLAS Convention. The information received from
the AIS is displayed on an electronic chart, computer display or compatible radar and the
information received can help situational awareness as well as assist in collision avoidance.
The reasons why AIS should not be used as an aid for collision avoidance should be
emphasized to the officers.
Long Range Identification and Tracking (LRIT): The purpose of LRIT is to improve maritime
safety, security and assist in search and rescue (SAR) operation. The officers should have the
knowledge that the data transmitted from the LRIT, which ships are required to transmit LRIT
messages. There is no interface between LRIT and AIS. AIS is a broadcast system and data
derived through LRIT will be available only to the parties entitled to receive such information;
regulatory provisions will include safeguards concerning the confidentiality of data.
SOLAS contracting Governments will be entitled to receive information about ships navigating
within a distance not exceeding 1000 nautical miles off their coast.
Voyage Data Recorder (VDR) and Simplified Voyage Data Recorder (S-VDR): The purpose of
a voyage data recorder (VDR) and Simplified Voyage Data Recorder (S-VDR) is to maintain
and store, in a secure and retrievable form, information concerning the position, movement,
physical status, command and control of a vessel over the period leading up to and following
an incident having an impact thereon. The officers should know that the information contained
in a VDR and S-VDR is made available to both the Administration and the shipowner and
this information is for use during any subsequent investigation to identify the cause(s) of
the incident. The equipment is so designed that, as far as is practical, it is not possible to
tamper with the selection of data being input to the equipment, the data itself nor that which
has already been recorded and any attempt to interfere with the integrity of the data or the
recording is recorded. The various data items recorded in the VDR and S-VDR should be
explained to the officers. The officers should know that the shipowner, in all circumstances
and at all times, owns the VDR and its information and in the event of an accident the owner
of the ship makes all decoding instructions available as necessary to recover the recorded
information and maintains the same.
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Bridge Navigational Watch Alarm System (BNWAS): The carriage requirement of Bridge
Navigational Watch Alarm System (BNWAS) is set out by SOLAS chapter V/19 and the
requirements will be mandatory for new ships and phased-in for existing ships. The instructors
should explain the purpose of BNWAS is to monitor bridge activity and detect operator
disability, which could lead to marine accidents and this purpose is achieved by a series of
indications and alarms to alert first the OOW and, if he/she is not responding, then to alert
the Master or another qualified OOW. The system monitors the awareness of the officer-on-
watch (OOW) and automatically alerts the Master or other qualified OOW if for any reason the
OOW becomes incapable of performing watch duties. The officers should be able to list and
explain the operational sequence of indications and alarms of the system.
Officers should be fully conversant with the limitations of all the equipment.
See IMO model courses 1.08, Radar navigation – management level, 1.22, Ship simulator and
bridge teamwork, 1.27, Operational use of electronic chart display and information systems
(ECDIS) and STCW reg. 1/12
This competence requires the trainee to develop the practical ability to use the information from
a range of navigation equipment and systems and to make sound command level decisions
using this information. Trainees should undertake a range of activities from relatively simple
to complex that involve both navigation and anti-collision situations in real time. Appropriate
simulators and/or training ships allow realistic situations to be created and the competence
of the trainee to be assessed with some validity.
See IMO model course 1.27, Operational use of electronic chart display and information
systems (ECDIS) and STCW reg. I/12
The emphasis at management level should be on the trainee utilizing ECDIS and AIS effectively
within watchkeeping practice in the typically complex situations where the Master is required
to take charge of the bridge watchkeeping. There should also be an emphasis on ensuring
that watchkeeping officers set up, maintain and utilize this equipment appropriately and
understand the limitations of the systems.
Weather forecasting
The emphasis should be on identifying sources of and obtaining synoptic information and
then utilizing this information and the meteorological knowledge gained at operational level
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to be able to forecast the weather conditions that the vessel is anticipated to experience in
the future.
If a facsimile receiver, internet and email facility is available, receiving and interpreting the
weather chart of the day should be part of the training process.
Climatology
Trainees should have a general idea of the climate of the oceans and the seasonal changes
to be expected. The Mariner’s Handbook (T30) contains world climatic charts.
The instructor should make use of drawings of the structure of a tropical storm, graphical
representations of temperature, pressure and wind speed, satellite pictures and charts
showing actual storm tracks.
Trainees should be fully conversant with the means of avoiding tropical storms, where to find
details of radio storm warnings and the information which should be transmitted if the Master
has good reason to believe that a tropical storm is developing or exists in the neighbourhood.
Ice
There is little coverage of ice in the operational level model course. Trainees therefore need to
understand the formation and characteristics of different types of ice and to learn appropriate
strategies for navigating the vessel in or near ice. The use of visual aids such as videos and
photographs will enhance the ability of trainees to differentiate ice and to relate the learning
content to real situations.
Trainees should know where information on ice reports can be found and understand the
terms and descriptions used in them. The Marine Observer’s Handbook (T23) and The
Mariner’s Handbook (T30) contain the Ice Nomenclature drawn up by the World Meteorological
Organization.
Trainees should also recognize the conditions which may give rise to severe accumulation of
ice on the ship.
Ocean currents
Trainees should possess sufficient knowledge of ocean currents and sources of information
on currents to enable them to select an optimal route for a sea passage and season. As an
aid to the instructors, there are: sample Lesson plan for Ocean Current Systems, sample
participants handout, sample power point presentation and activities, included in this model
course. The instructors may find them useful when preparing for lectures. These samples are
given as guidance only to demonstrate the use of extensive research and pedagogy.
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Waves
The dangers of crossing areas of shallow water in heavy weather should be stressed.
If facsimile wave charts of the area are available, trainees should make use of them in weather
forecasting.
Trainees should review their knowledge of tidal theory and basic calculations from their
operational level training and practice. The emphasis at management level should be on
more complex secondary port calculations that, where possible, can be integrated into
voyage planning tasks.
It is very important that trainees appreciate the meteorological and local conditions that can
significantly influence the actual tide level.
Although a gently shelving beach of sand or gravel is ideal, in many cases the urgency of the
operation will dictate that the nearest beach is used regardless of the nature of the bottom.
Similarly, the state of the tide can seldom be chosen.
A loss of stability similar to that experienced on taking the blocks in dry-dock will occur. If the
ship has a large trim or the slope of the bottom is large, a heavy list may develop as the tide
falls. The ship will list similarly when one end lifts again on the rising tide. Transfer of ballast
or flooding a compartment may be necessary to prevent the list becoming excessive.
Beaching with the ship parallel to the beach may avoid that problem; the ship will settle with
a list equal to the slope of the beach. If boats are to be used to transfer passengers or non-
essential crew members ashore, the broadside-on position will provide a lee from onshore
waves and surf for the boat work.
On the other hand, a ship end-on to the beach with ground tackle laid out to keep, the stern
in place would be better able to withstand heavy onshore weather and would be easier to
haul off eventually.
Grounding (2 hours)
Many of the actions to take after beaching a ship apply also to stranding.
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by discharging ballast or cargo. Soundings, taken from a boat, will give an indication of the
most favorable direction in which to try to move the ship during refloating.
The release or probable release of oil or other harmful substances should be reported at once
to the nearest coast radio station. Where a serious threat of pollution exists, the coastal State
involved may intervene in the salvage operations.
Collision (2 hours)
The duties of the Master following a collision are set out in the appropriate regulations and
annexes.
There may also be national requirements regarding the recording and notification of collision
accidents. In any case, full details of the collision, engine and helm orders prior to impact,
estimates of the heading and speed at the time of impact and the angle of contact with the
other ship should be entered in the logbook for future reference. The trace from the course
recorder should be appended to the logbook.
Even a small hole in the shell plating below the waterline will admit water faster than the
capacity of bilge pumps to deal with it. A rapid assessment is needed of the tonnage of water
in the space, the lost buoyancy and change of trim and the effect of these factors on stability.
Cross-flooding may be needed to reduce the list in certain ships, if only to aid abandonment.
The release or probable release of oil or other harmful substances should be reported to the
nearest coast radio station at the first opportunity.
When a ship in a coastal region or area of high traffic density has become disabled as a result
of engine or steering failure which cannot readily be repaired, she should report her situation
to the coastal State concerned.
It is unlikely that jury steering can be arranged for a large deeply loaded ship, such as a VLCC
or a bulk carrier, which would be effective in conditions of strong wind. Recognizing that, the
most prudent course of action would be to call for tug assistance at an early stage, before a
dangerous situation has developed.
Before undertaking a tow, the Master should check that he is permitted to do so by the terms
of the charter party or bills of lading. In any case, he should contact the owners for their
agreement. They will have to arrange additional insurance.
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Towing for the purpose of saving life is always permitted. For example, towing a disabled
vessel away from a lee shore may be the safest way of saving the crew in some circumstances.
The Master should also be satisfied that the towing operation has a reasonable chance of
successful completion. He should consider the relative sizes of the ships, the power of the
engines, fuel reserves, equipment available and distance to a safe port.
The towing wires used by salvage tugs are much longer than the towing wires carried by
merchant ships, which do not have sufficient weight on their own to provide a catenary to
absorb shock loadings. To provide the extra weight it is usual to shackle the towing wire to
the anchor cable of the towed ship and to walk back the cable sufficiently to keep the towing
wire submerged throughout the towing operation.
When starting to tow, the weight should be taken up gradually, the speed being slowly
increased until towing speed is reached. Care should be taken to avoid jerking the tow
wire on first taking the weight. The towing speed is adjusted so that the tow wire remains
submerged. If the tow wire shows signs of clearing the water and straightening, the engine
revolutions should be reduced until a catenary has been restored.
A method of slipping the tow in an emergency (such as the foundering of the towed vessel,
for example) should be decided and known to all of the watchkeepers.
Disconnecting the tow, particularly in confined waters at a port approach, can be a critical
operation and should be planned and agreed between the two vessels. Speed will have to
be reduced gradually over a long distance. As the depth of water decreases, the towed ship
should shorten the tow by heaving in cable, to prevent the tow line fouling on the bottom.
Harbor tugs should be arranged to assist with manoeuvring during disconnection and to take
the tow into a berth. Alternatively, both ships may be brought to anchor before disconnecting.
Administrations and training centres need to evaluate whether is is likely that their trainees will
get sufficient opportunity to develop their practical ability and to demonstrate competence
on board ships in service.
Where this is unlikely, the use of appropriate simulators, manned ship models or training
ships will be required. The content below assumes that practical demonstrations will be
part of the training course. Under each manoeuvre, trainees should undertake a number of
practical exercises ranging from relatively simple to more complex.
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(V3, V4, V5, V6, V7, V8, V9, V10, V11, V12, V13, V14, V15, V16, V17, V18, V19, V30, V31, V32,
V33, V98, V140, V142, V152, V168)
This section can be introduced with discussion led by the instructor prior to the trainee
undertaking practical exercises. Trainees should be encouraged to contribute, from their own
experiences, cases of difficult approaches, problems with embarking a pilot in heavy weather
or ice and the slowing of very large ships.
The instructor should impress on trainees that the passage plan should extend to the berth
and not finish at the pilot station. The officer in charge of the navigational watch will need the
plan to monitor the ship’s progress to the berth (T25).
The approximate mean squat can be calculated by using formulae. Trainees should be
reminded that values obtained from the formula or from squat diagrams are theoretical and
that the actual squat and trim of their vessels may differ somewhat (T18, T25, V4, V7).
The variable effect of current, under-keel clearance and bottom topography in restricted
waters and the typical effects on vessel handling should be covered in depth before practical
exercises are undertaken
Such techniques may be demonstrated and practised using a radar simulator, ship simulator
or training ship. Radar navigation – management level is covered in IMO model course 1.08.
Theories on the cause and estimation of squat effects and the impact this may have on
ship manoeuvring should be covered. The effect of reduced under-keel clearance on turning
ability and on increasing/reducing speed should be introduced.
There continues to be a number of casualties where the dynamic effects of rolling, pitching
and changing water levels in high sea and swell lead to grounding. Trainees should be
introduced to theories that estimate the static water level that would be required in order to
safely transit a shallow where these dynamic effects are anticipated.
Interaction between passing ships and own ship nearby banks (2 hours)
Trainees should be able to describe in detail the anticipated effect of interaction with other
ships and with the bottom and sides of restricted channels or canals including encounters
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between ships in restricted channels. They should also be able to explain the causes of these
effects.
Trainees should demonstrate, with the use of models on a large table, how to berth and
unberth at given port facilities, under various conditions of wind and current, detailing the
helm and engine orders, anchors, mooring lines and instructions to tugs that they would use
prior to undertaking practical exercises.
Instructors should also emphasize theory on the magnitude of wind and current force and
how it affects the ship during berthing or unberthing. This knowledge will assist a Master, to
decide whether the available tugs have to hold the ship against a crosswind or to move the
ship against a crosswind. Normally tugs cannot hold a ship against a cross current, as the
power, which is necessary for such an operation, is enormous. The class should be asked to
evaluate and criticize the actions taken and suggest alternative methods where applicable
(V5).
Different types of tugs and the main difference resulting from the location of tug’s propulsion
and towing point should be pointed out. The dangers related to ship–tug interaction and the
precautions that the trainee, when acting as Master, should take is of importance.
Various types of rudder and their advantages with regard to ship handling should be pointed
out to the trainees. Knowledge on the appropriate use of bow and stern thrusters is also
important. Trainees should also have adequate knowledge on the use of rudder cycling and
its effectiveness.
Anchoring (6 hours)
Exercises in anchoring are particularly suitable for practice with a training vessel where one
is available. Trainees should be required to produce a plan for anchoring in a given position
and then carry out the plan, acting as a bridge team. Their roles in the bridge team would
be rotated in subsequent exercises. Mention should be made of the importance of checking
lateral as well as fore-and-aft movement when anchoring very large ships.
Many ships reportedly have experienced large damage to ships and its ancillary equipment,
as the required knowledge on anchoring ships in deep or shallow waters were found
inadequate. The procedures and precautions when anchoring in these waters should be
explained to the trainees.
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Managing the stability implications during dry-docking and the practical aspects of both
preparing a ship for dry-docking and managing the vessel throughout the dry-dock should
be pointed out to trainees.
Full use should be made of trainees’ personal experiences when covering this section.
When dealing with methods of keeping a disabled vessel out of a sea trough and lessening
lee drift, trainees should be restricted to using materials which are available aboard their
ships. The importance of understanding the enormous stresses encountered by the ship in
heavy weather conditions is vital. Dangers and precautions to be exercised when the ships
experience synchronous rolling/pitching, parametric rolling to be pointed out to the trainees
(V5, V8, V9).
Draw attention to the warning in the manoeuvring booklet and the wheelhouse poster that
the performance of the ship may differ from that shown, due to environmental, hull and
loading conditions. Also point out that much of the information is estimated; for example, the
manoeuvring characteristics in wind. Records of actual behaviour, together with the conditions
in which they were observed, form a valuable addition to the manoeuvring booklet. IMO’s
recommendation, with respect to the turning ability of the ship, that the advance should not
exceed 4.5 ship lengths and the tactical diameter should not exceed 5 ship lengths in the
turning circle manoeuvre should be pointed out to the trainees. Opportunities for determining
characteristics arise, for example, when approaching pilot stations or anchoring to await a
tide or berth (R17).
The Mariner’s Handbook (T30) contains a full treatment of ice conditions, well illustrated with
photographs.
Diesel engines
The principles of the working of 2-stroke and 4-stroke diesels should be covered, together
with their essential services such as fuel, lubricating and cooling systems. Details of particular
makes of engines are not required. Trainees should be aware of the procedures for preparing
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the engine for use and the change-over from full sea speed to manoeuvring, with the likely
times involved. They should also know what is involved in starting and controlling the engine.
The rules regarding the capacity of the starting air reservoir are laid down by the classification
societies.
The boiler, feed system and turbine should be treated as a single main propulsion system.
Trainees should be able to produce schematic drawings of the complete system and explain
the purpose of the various parts. Details of particular makes of equipment are not required.
Trainees should be aware of those faults which lead to automatic shut-down. The procedures
and time taken to raise steam and prepare the engine for manoeuvring and the procedures
for controlling a steam turbine engine should be known.
The bridge control for controllable-pitch propellers is usually arranged to give about 60 to 70
per cent of engine full speed when set for zero pitch. Movement of the lever forward or aft
initially affects the pitch only. Full pitch is usually reached by moving the control lever through
half of its travel, further movement increasing the engine revolutions. There may also be a
means of adjusting the maximum pitch available. The engine and CPP can be controlled from
the machinery control room and facilities may be provided for overriding all remote controls.
Standing orders should lay down the procedure for informing the bridge if this has to be
done.
Before starting the main engine, the propeller pumps should be running and a check made
that control is possible from all control positions. During starting, control will be from the
machinery control room. The propeller should be set for zero thrust and a check made that
it is all clear to start the propeller turning. After starting, control is transferred to the bridge.
Before letting go or weighing anchor, the officer of the watch should check which position
has control, and that it is effective, by making a small movement of the pitch control and
observing the result. Before entering harbour or restricted waters, a check should be made
on the control of engine speed and propeller pitch while sea room is still available.
Throughout this section instructors should keep in mind that officers should be able to
explain the principles of operating and maintaining marine power plants. Officers should be
familiar with the correct and commonly used engineering terminology in this context. The
officer must have sufficient knowledge to be able to understand and manage the issues – he
therefore does not need to have a detailed engineering knowledge. It is important that he
understands the consequences of any malfunctioning and the actions to be taken to restore
proper operations, or avoid problems if the machinery cannot be restored.
Bridge control
Technical details are not required. Trainees should be able to draw block diagrams of the
systems, showing the information paths between the various components. The requirements
for bridge indicators and alarms and the emergency stop are set out in SOLAS Regulations.
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This section deals with machinery and equipment other than the main propulsion, although
some of the equipment would be necessary to keep the main engine running; for example,
pumps.
Trainees should be able to draw simple line drawings of boilers and heat exchangers. Today,
when most ships are equipped with diesel main engines, their use is restricted to providing
ship’s services. In tankers, the use of steam is important for heating cargo and for the driving
of cargo pumps.
Instructors should keep in mind that officers should be able to explain the principles of
operating and maintaining auxiliary machinery. Officers should be familiar with the correct
and commonly used engineering terminology in this context. The officer must have sufficient
knowledge to be able to understand and manage the issues – he therefore does not need
a detailed engineering knowledge. It is important that he understands the consequences
of any malfunctioning and the actions to be taken to restore proper operations, or avoid
problems if the machinery cannot be restored.
The production of fresh water from seawater in sufficient quantities enables a ship to carry
a larger deadweight of cargo and ensures a supply of water free from dissolved salts for the
boiler feed. The temperature at which flash evaporators work is not high enough to sterilize
water for drinking purposes. Evaporators should not be run for the production of drinking
water in coastal areas because of the risk of biological contamination. In any case, water
from distillers or evaporators must be treated before it is safe to drink.
As an alternative to traditional distillation methods, reverse osmosis process may be used for
generating fresh water at sea and should be mentioned.
Trainees should have a qualitative knowledge of the losses in a pumping system and the
characteristic curve for centrifugal pumps. They should also understand net positive suction
head and realize that, when it approaches zero, gassing will occur at the pump, leading to
cavitation which may cause damage to the impellers of centrifugal pumps.
Steering gears
The operation of ram and rotary-vane hydraulic steering gears and how the power required
is supplied by variable-delivery pumps should be known. Trainees should also be able to
explain how the SOLAS requirements for auxiliary steering and emergency control of steering
gear are met. They should also be aware of the requirements for testing the steering gear
and having drills in the change-over to auxiliary steering gear. Records of the tests and drills
should be entered in the logbook.
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During charging, lead-acid batteries evolve hydrogen, which is easily ignited over a wide range
of concentration. The electrolytes of both acid and alkaline batteries are highly corrosive to
many materials and to the person. In addition, there is a risk of electric shock from large
installations such as the traditional sources of electrical power.
Mechanical ventilation systems for ships’ holds often incorporate remote-reading dewpoint
sensors and drying units for the circulated air to maintain the dewpoint in the hold below the
temperature of the cargo and of its steelwork, so as to prevent condensation damage.
Stabilizers
The quantity of water and the setting of the control valves of flume stabilizers need to be
adjusted to the ship’s condition of loading, which determines its natural rolling period.
Adjustment may be necessary after an alteration of course which produces a large change
in wave encounter period.
The discharge of untreated sewage into coastal waters is prohibited by some countries and
most port authorities. Ships will then either have to retain sewage aboard for subsequent
discharge to shore facilities or more than 12 miles from the nearest land, or be equipped
with an approved sewage plant producing an effluent which can be discharged anywhere.
The latter would require a biological treatment plant. Discharges from an approved chemical
treatment plant would be permitted when more than four miles from the nearest land.
The term ‘separator’, as used in the regulations for preventing pollution by oil, means
equipment which reduces the oil content below 100 ppm even if it uses filters to achieve that
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level. ‘Oil filtering equipment’ refers to equipment which reduces the oil content to 15 ppm
or less.
The approval for an oily water separator includes the pump supplying it. No other pump
should be used with it. Even when used correctly, a separator may fail to reduce the oil
content to the required limits if the oil is emulsified or the water contains a lot of particulate
matter to which the oil adheres.
Incinerators
An incinerator can be used to burn residual oil and sludge collected from oil purifiers and
the oily water separator. It can also be used for the disposal of sewage sludge and rubbish.
Ships fitted with an incinerator may not be dependent on the availability of shore reception
facilities.
Deck machinery
The requirements for windlasses vary between the classifications societies, but, basically,
require that:
● the windlass brakes are able to control the running anchor and cable when letting
go;
● the windlass can heave a specified weight of cable and anchor at a specified
speed, typically between 4 and 6 times the weight of one anchor at a speed of
between 0.12 and 0.2 m/s.
Hydraulic systems
The majority of marine hydraulic systems are medium-pressure systems and may be either
open- or closed-circuit.
Accumulators damp out fluctuations in pressure which may occur in the pressure line. They
may also be used to provide a small store of pressurized fluid which can be used in an
emergency. One example is for the closing of watertight doors after power to the hydraulic
pump has been lost.
Hydraulic systems also contain non-return valves, to prevent reverse flow, and pressure-
control valves, including pressure-relief valves.
Dirt or sediment in a system causes abrasion of moving parts and blockage of control valves,
leading to a failure of the machinery. Filters are fitted at pump suctions and upstream of
control valves. When any part of the system is disconnected for repair or replacement, it is
important to cover and seal openings through which dust or water could enter. Hydraulic
systems should not be opened up or reassembled when other work in the vicinity is creating
dirty conditions.
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Some of the terms listed in the syllabus may already have been covered in the teaching of
Physical Science.
When using the fuel coefficient to estimate fuel requirements for a passage, it should be
remembered that the value of the constant depends to some extent on the roughness of the
hull.
A ship lying in water of high temperature for some time may attract considerable fouling of the
hull and propeller, resulting in increased fuel consumption during the subsequent passages.
Generally, performance falls off with time since the previous dry-docking. Clearly, the state of
maintenance of the engine also affects fuel consumption.
When it is known that the ship cannot be berthed or is not required before a certain time at
the next port, fuel may be saved by reducing speed, to arrive shortly before the required time,
rather than proceeding at full speed and waiting at anchor.
Main dangers and sources of risk in an engine room should be pointed out. The importance
of and implementation of risk assessment and risk management in an engine room should
be highlighted to the trainees.
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Function 2:
Cargo Handling and Stowage at the
Management Level
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Licensed to Batumi Maritime Academy for 1 copy. © IMO
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INDEX
Page
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■ Timetable
No formal example of a timetable is included in this model course.
Development of a detailed timetable depends on the level of skills of the officers entering the
course and the amount of revision work of basic principles that may be required.
Preparation and planning constitute an important factor which makes a major contribution to
the effective presentation of any course of instruction.
■ Lectures
As far as possible, lectures should be presented within a familiar context and should make
use of practical examples. They should be well illustrated with diagrams, photographs and
charts where appropriate, and be related to matter learned during seagoing time.
■ Course outline
The tables that follow list the competencies and areas of knowledge, understanding and
proficiency, together with the estimated total hours required for lectures and practical
exercises. Teaching staff should note that timings are suggestions only and should be adapted
to suit individual groups of trainees depending on their experience, ability, equipment and
staff available for training.
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Course outline
Total hours
Total hours for each
Knowledge, understanding and proficiency for each subject area
topic of Required
performance
Competence:
2.1 PLAN AND ENSURE SAFE LOADING, STOWAGE, SECURING,
CARE DURING VOYAGE AND UNLOADING OF CARGOES
2.1.1 APPLICATION OF INTERNATIONAL REGULATIONS, CODES AND
STANDARDS CONCERNING THE SAFE HANDLING, STOWAGE,
SECURING AND TRANSPORT OF CARGOES
.1 Plans and actions conform with international regulations 6 6
2.1.2 EFFECT ON TRIM AND STABILITY OF CARGOES AND CARGO
OPERATIONS
.1 Draft, trim and stability 20 20
2.1.3 STABILITY AND TRIM DIAGRAMS AND STRESS-CALCULATING
EQUIPMENT
.1 Shear forces, bending moments and torsional moments 8
.2 Compliance with minimum freeboard requirements of the 6
load line regulations
.3 Use of automatic data-based (ADB) equipment 2
.4 Knowledge of loading cargoes and ballasting in order to 6 22
keep hull stress within acceptable limits
2.1.4 STOWAGE AND SECURING OF CARGOES ON-BOARD SHIP,
CARGO HANDLING GEAR AND SECURING AND LASHING
EQUIPMENT
.1 Timber deck cargoes 3
.2 Procedures for receiving and delivering cargo 3
.3 Care of cargo during carriage 4
.4 Requirements applicable to cargo handling gear 4
.5 Maintenance of cargo gear 3
.6 Maintenance of hatch covers 2 19
2.1.5 LOADING AND UNLOADING OPERATIONS, WITH SPECIAL
REGARD TO THE TRANSPORT OF CARGOES IDENTIFIED IN
THE CODE OF SAFE PRACTICE FOR CARGO STOWAGE AND
SECURING
.1 Loading, stowage and discharge of heavy weights 3
.2 Care of cargo during carriage 1
.3 Methods and safeguards when fumigating holds 2 6
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Total hours
Total hours for each
Knowledge, understanding and proficiency for each subject area
topic of Required
performance
2.1.6 GENERAL KNOWLEDGE OF TANKERS AND TANKER
OPERATIONS
.1 Terms and definitions 1
.2 Contents and application of ISGOTT 2
.3 Oil tanker operations and related pollution prevention 3
regulations
.4 Chemical tankers 3
.5 Tank cleaning and control of pollution in chemical tankers 2
.6 Gas tankers 3
.7 Cargo operations in gas tankers 2 16
2.1.7 KNOWLEDGE OF THE OPERATIONAL AND DESIGN
LIMITATIONS OF BULK CARRIERS
.1 Operational and design limitations of bulk carriers 3
.2 SOLAS chapter XII Additional safety measures for bulk 1
carriers
.3 CSR Bulk 1 5
2.1.8 LOADING, CARE AND UNLOADING OF BULK CARGOES
.1 Application of all available shipboard data related to loading, 5
care and unloading of bulk cargoes
.2 Code of practice for the safe loading and unloading of bulk 1 6
carriers (BLU Code)
2.1.9 SAFE CARGO HANDLING IN ACCORDANCE WITH THE
PROVISIONS OF THE RELEVANT INSTRUMENTS
.1 Establish procedures for safe cargo handling in accordance 3 3
with the provisions of the relevant instruments such as:
– IMDG Code
– IMSBC Code
– MARPOL 73/78, Annexes III and V
2.1.10 EFFECTIVE COMMUNICATIONS AND IMPROVING WORKING
RELATIONSHIPS
.1 Basic principles for establishing effective communications 1 1
and improving working relationships between ship and
terminal personnel
2.2 ASSESS REPORTED DEFECTS AND DAMAGE TO CARGO
SPACES, HATCH COVERS AND BALLAST TANKS AND TAKE
APPROPRIATE ACTION
2.2.1 LIMITATIONS ON STRENGTH OF THE VITAL CONSTRUCTIONAL 3 3
PARTS OF A STANDARD BULK CARRIER AND INTERPRET
GIVEN FIGURES FOR BENDING MOMENTS AND SHEAR
FORCES
2.2.2 METHODS TO AVOID THE DETRIMENTAL EFFECTS ON BULK 3 3
CARRIERS OF CORROSION, FATIGUE AND INADEQUATE
CARGO HANDLING
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Total hours
Total hours for each
Knowledge, understanding and proficiency for each subject area
topic of Required
performance
2.3 CARRIAGE OF DANGEROUS GOODS
2.3.1 INTERNATIONAL REGULATIONS, STANDARDS, CODES AND
RECOMMENDATIONS ON CARRIAGE OF DANGEROUS
CARGOES
.1 International regulations and codes including the 3 3
International Maritime Dangerous Goods (IMDG) Code and
the International Maritime Solid Bulk Cargoes (IMSBC) Code
Teaching staff and Administrations should note that the hours for lectures and exercises are
suggestions only as regards sequence and length of time allocated to each objective. These
factors may be adapted by lecturers to suit individual groups of trainees depending on their
experience, ability, equipment and staff available for teaching.
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FUNCTION 2 – PART C2: DETAILED TEACHING SYLLABUS
2.1.1 APPLICATION OF INTERNATIONAL REGULATIONS, CODES AND STANDARDS R2, R55, R56,
CONCERNING SAFE HANDLING, STOWAGE, SECURING AND TRANSPORT OF R57, R58, R59,
CARGOES R60, R61, R62,
R64, R66, R67,
R68, R69, R82,
R83
Textbooks/Bibliography: T15
Teaching aids: A1
Required performance:
1.1 Plans and actions conform with international regulations (6 hours) R1
– plans loading to comply with the Load Line Convention in terms of:
– freeboard
– seasonal restrictions
– zones
– statical and dynamic stability requirements
– bunker requirements, and considers
– expected weather patterns
– plans loading to comply with the IMO Intact Stability Code
– plans cargo stowage and carriage in compliance with the Code of Safe R2
Practice for Cargo Stowage and Securing Res. A.714(17)
– states that an approved cargo securing manual is required to be carried on
board all ships except those engaged solely in the carriage of bulk cargoes
– lists the information provided in the cargo securing manual
– uses data from the cargo securing manual to plan securing a range of cargo
types
– lists the certificates required for inspection by port state control officers
– plans loading and securing to comply with the Code of Practice for the
Carriage of Timber Deck Cargoes
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– given a ship’s hydrostatic data, the weight and the intended disposition
of cargo, stores, fuel and water, calculates the draughts, allowing for trim,
deflection and water density
– calculates changes of draught resulting from change in distribution of masses
– calculates changes of draught resulting from change in water density
– calculates the quantity of cargo to move between given locations to produce a
required trim or maximum draught
– calculates how to divide a given mass between two given locations to produce
a required trim or maximum draught after loading
– calculates the locations at which to load a given mass so as to leave the after
draught unchanged
– given a ship’s hydrostatic data and the disposition of cargo, fuel and water,
calculates the metacentric height (GM)
– calculates the arrival GM from the conditions at departure and the consumption
of fuel and water
– identifies when the ship will have the worst stability conditions during the
passage
– calculates the maximum weight which can be loaded at a given height above
the keel to ensure a given minimum GM
– constructs a GZ curve for a given displacement and KG and checks that the
ship meets the minimum intact stability requirements
– determines the list resulting from a change in distribution of masses
– determines the expected maximum heel during the loading or discharging of a
heavy lift with the ship’s gear
– calculates the increased draught resulting from the heel
– plans the loading and movement of cargo and other deadweight items to
achieve specified draughts and/or stability conditions in terms of required
statical and dynamic stability
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– describes the use of typical cargo loading instruments and lists the information
obtainable from them
– interprets the information regarding stress limits provided to the ship
– explains that harbour stress limits should not be exceeded during loading,
discharging or ballasting operations and that it is not sufficient just to finish
within the limits
– explains that sufficient information to arrange for the loading and ballasting of
the ship in such a way as to avoid the creation of unacceptable stresses should
be on board, unless the Administration considers it unnecessary for that ship
– plans the loading and discharge of a ship to ensure that maximum allowable
stress limits are not exceeded
3.2 Compliance with the minimum freeboard requirements of the Load Line R1, R4, R5
Regulations (6 hours)
– uses the chart of zones and seasonal areas to determine the load lines which
apply for all stages of a particular passage
– plans the loading, discharge and consumption of deadweight items to
determine the minimum departure freeboards and maximum quantities to load
in one or more loading ports to ensure that the vessel is not overloaded at any
stage of a voyage through multiple load line zones and seasonal zones
3.3 Use of automatic data-based (ADB) equipment (2 hours)
– provides an understanding of information obtained from ship stress indicators
and loading programmes
– uses stress indicators and loading programmes in planning for the safe
carriage of dry and liquid cargoes
– advantages and limitations of analogue and digital stability and loading
programmes
3.4 Knowledge of loading cargoes and ballasting in order to keep hull stress R64, R65
within acceptable limits (6 hours)
– explains the importance of devising a cargo stowage plan and loading/
unloading plan
– states that the officer in charge should always refer to the loading manual to
ascertain an appropriate cargo load distribution, satisfying the imposed limits
on structural loading
– explains the stages of development of a safe cargo loading or unloading plan
– explains that in any event if the cargo needs to be distributed differently from
that described in the loading manual, calculations must always be made to
determine, for any part of the voyage, that still water shear force (SWSF), still
water bending moments (SWBM) and local loading limits are not exceeded
– explains the reason to keep the hull stress levels below the permissible limits
by the greatest possible margin
– explains that when making a plan for cargo operations, the officer in charge
must consider the ballasting operation, to ensure:
– correct synchronization is maintained with the cargo operations
– that the de-ballasting/ballasting rate is specially considered against the
loading rate and the imposed structural and operational limits
– that ballasting and de-ballasting of each pair of symmetrical port and
starboard tanks is carried out simultaneously
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– states that damaged cargo should be rejected or steps taken to ensure that the
damage is recorded and endorsed where appropriate on the bill of lading
– explains that bills of lading may sometimes still be drawn up from mate’s
receipts and the importance of endorsing mate’s receipts for the condition of
goods and packages
– describes the endorsement of mate’s receipts and/or bills of lading for goods in
dispute
– describes the endorsement of mate’s receipts and/or bills of lading for cargoes
where the weight and quality are not known to the ship
– explains the actions to take when a clean mate’s receipt or bill of lading is
demanded for cargo which is not in apparent good condition
– explains why letters of indemnity offered in return for clean bills of lading
should be refused
– describes the documentation which should accompany dangerous goods and
is required before loading
– states that containers should have their seals and locks in place when loaded
– states that, if damage to cargo is suspected, protest should be noted before
commencing discharging
– explains the procedure for noting protest and extending protest
– states that an independent cargo survey should be arranged when cargo
damage is suspected or found on opening hatches
– states that broken or broached packages should be placed in a locker until the
contents can be checked and agreed with a representative of the receiver and
a receipt obtained for them
– explains how to deal with empty bags or packages, sweepings and other loose
goods
– states that cargo spaces should be searched at the completion of discharging
to prevent the over carriage of cargo
– describes the procedure for claiming for damage done to the ship during
loading or discharging
– explains to whom cargo should be delivered
– explains the potential consequences of delivering cargo to the incorrect party
or under a letter of indemnity
– explains the procedure that should be adopted when requested to deliver
cargo against a letter of indemnity
4.3 Care of cargo during carriage (4 hours) R1
– plans the loading and stowage of a hold or holds using a cargo list and
reference books to take into account the carriage requirements of the various
cargoes
– describes the precautions to avoid crushing and chafing damage and states
which cargoes are most liable to be affected
– explains how cargo may be damaged by residues of previous cargo, dirty
dunnage or leaking fuel oil tanks
– describes how cargo can be damaged by dust and the precautions to take
when carrying commodities giving rise to dust
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– states which cargoes are particularly liable to damage by ship or cargo sweat
and explains how to minimize the risk of sweat damage
– explains that any goods containing liquids are liable to leak and describes the
stowage required to prevent any leakage damaging other goods
– states that many goods can be spoiled by extremes of temperature
– explains that overheating may occur in cargo stowed against engine-room
bulkheads, heated double-bottom tanks and deep tanks carrying heated
cargoes
– states that high temperatures also occur on the underside of steel decks
exposed to tropical sunshine
– describes how to protect cargoes which must be kept from freezing
– describes the measures to take to prevent pilferage of cargo during loading,
discharging and carriage
– describes the damage to cargo which can result from the use of fork-lift trucks
and similar machinery in cargo spaces and methods of preventing it
4.4 Requirements applicable to cargo handling gear (4 hours)
– outlines the requirements of ILO Convention 152, the Occupational Safety and
Health (Dock Work) Convention, 1979, which apply to ships
– defines the terms:
– competent person
– responsible person
– authorized person
– lifting appliance loose gear
– states that national laws or regulations should prescribe measures to cover,
amongst others:
– safe means of access to ships, holds, staging, equipment and lifting
appliances
– opening and closing of hatches, protection of hatchways and work in holds
– construction, maintenance and use of lifting and other cargo handling
appliances
– rigging and use of ship’s derricks
– testing, examination, inspection and certification, as appropriate, of lifting
appliances, of loose gear (including chains and ropes) and of slings and
other lifting devices which form an integral part of the load
– marking of cargo gear
– handling different types of cargo
– dangerous substances and other hazards in the working environment
– describes the requirements for guarding dangerous parts of machinery
– states that machinery includes mechanized hatch covers and lifting appliances
– states the requirements for the marking of beams and portable hatch covers
– states that only an authorized person, preferably a member of the ship’s
crew, should be permitted to open or close power-operated hatch covers and
equipment such as doors in hull, ramps and car decks
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2.1.5 LOADING AND UNLOADING OPERATIONS, WITH SPECIAL REGARD TO THE R61
TRANSPORT OF CARGOES IDENTIFIED IN THE CODE OF SAFE PRACTICE FOR
CARGO STOWAGE AND SECURING
Textbooks/Bibliography: B21, B71, B72, B73, B74, B75, B76, B77, B78, B80, B81, B82,
B83, B88, B89, B90, B91, B92, B93, B94, B95, B97, B98, B101, B102, B104, B106, B109,
B110, B113, B117, B128, B129, B130, B146, B152, B153, B156, B158, B159, B161, B162,
B167, B182, B189, B190, B191, B192, B193, B196, B197, B198, B215, B216, B217
Teaching aids: A1, V53, V57, V58, V59, V69, V70, V71, V72, V74, V75, V76
Required performances:
5.1 Loading, stowage and discharge of heavy weights (3 hours)
– explains how a load should be spread over an area of deck or tank top by the
use of dunnage to avoid heavy point loading between beams and floors
– states that special supports or cradles will need to be built for awkwardly
shaped lifts
– explains the use of shoring in a tween-deck to spread the load over a larger
part of the ship’s structure
– states that the ship’s stability should be checked to ensure that the resulting
list will be acceptable
– states that the weight of the lifting gear should be included in the weight of
the lift, both for stability calculations and during consideration of safe working
loads
– explains why double-bottom tanks should be full or empty and the ship upright
before starting to load or to discharge
– states that additional stays may need setting up to a mast or kingpost
– states that only experienced winch drivers should be allowed to handle heavy
lifts
– states that all movements should be controlled and steady, avoiding rapid
stops and starts
– describes methods of securing heavy lifts in the hold or on deck
5.2 Care of cargo during carriage (1 hour) R1
– outlines the content of the Code of Safe Practice for Cargo Stowage and R66, R69, R60,
Securing R61
– describes how to stow and secure containers on deck on vessels which are not
specially designed and fitted for the purpose of carrying containers
– describes the stowage and securing of containers and other cargo units in
ships other than cellular container ships
– describes the contents of the cargo securing manual and its use
– lists the elements to be considered by the Master when accepting cargo units
or vehicles for shipment
– states that cargo spaces should be regularly inspected to ensure that the
cargo, cargo units and vehicles remain safely secured throughout the voyage
– describes the stowage and securing of road vehicles on ro-ro ships
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– describes recommended methods for the safe stowage and securing of:
– portable tanks
– portable receptacles
– wheel-based (rolling) cargoes
– coiled sheet steel
– heavy metal products
– anchor chains
– metal scrap in bulk
– flexible intermediate bulk containers
– unit loads
– summarizes the guidelines for the under-deck stowage of logs
– describes actions which may be taken in heavy weather to reduce stresses on
securing arrangements induced by excessive accelerations
– describes actions which may be taken once cargo has shifted
5.3 Methods and safeguards when Fumigating Holds (2 hours) R1, R56, R19
– explains recommendations given in MSC.1/Circ.1264 – Recommendations
on the Safe Use of Pesticides in Ships Applicable to the Fumigation of Cargo
Holds, contained in the added supplement of the IMSBC Code
– explains the reasons for the control of pests
– states that the control of rodents is required by the International Health
Regulations
– describes the methods for the prevention of insect infestation and states the
areas to which particular attention should be given
– explains how contact insecticides in the form of sprays, smokes or lacquers
may be used by the crew for dealing with local infestation
– states that all persons not directly involved in the application should be
evacuated from the areas being treated for a period not less than that
recommended by the manufacturer of the pesticide
– states that extensive or hazardous treatments, including fumigation and
spraying near human or animal food, should only be undertaken by expert
operators
– states that a fumigator-in-charge should be designated by the fumigation
company or appropriate authority
– lists the information about the fumigation which should be supplied to the
Master
– states that fumigation of empty cargo spaces should always be carried out in
port
– states that crew should remain ashore until the ship is certified gas-free, in
writing, by the fumigator-in-charge
– states that a watchman should be posted to prevent unauthorized boarding
and warning notices should be displayed
– lists the precautions to be taken if essential crew members are permitted to
return before aeration (ventilation) of the ship
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– states that entry to spaces under fumigation should never take place except
in case of extreme urgency and lists the precautions to be taken if entry is
imperative
– states that fumigation in transit should only be carried out in ships approved for
such process by the flag State Administration and that the application should
be with the agreement of the port State Administration
– states that fumigation in transit may be:
– treatment continued during the voyage in a sealed space in which no
aeration has taken place before sailing
– continuation of in-port fumigation where some aeration has taken place but
clearance cannot be issued because of residual gas and the cargo space
has been re-sealed before sailing
– states that precautions are the same in both cases
– states that at least two members of the crew, including one officer, who
have received appropriate training, should be designated as the trained
representative of the Master responsible for ensuring safe conditions after the
fumigator-in-charge has handed over that responsibility to the Master
– states that the trained representative should brief the crew before a fumigation
– lists the training which the designated representatives should have
– lists the items which the ship should carry
– describes the procedures for the fumigation and the handing over of
responsibility from the fumigator in-charge to the Master
– describes the safety checks on gas concentration that should be made
throughout the voyage and states that the readings should be entered in the
logbook
– describes the procedures to follow prior to and on arrival at the discharging
port
– describes the precautions to be taken during the discharge of cargo until the
ship is certified free of fumigants
– describes the procedures for the carriage of fumigated freight containers,
barges and transport units that are loaded after fumigation without ventilation
– states that the Master should be informed prior to loading such freight
containers, barges and transport units and that they should be identified with
suitable warning labels showing the identity of the fumigant and the date and
time of fumigation
– describes the methods which may be used for the control of rodents
– describes the use of baits by the ship’s crew and the precautions to observe
– explains that the use of pesticides is regulated by Governments, and their use
may be limited by the regulations and requirements of:
– the country where the cargo is loaded or treated
– the country of destination
– the country of registration of the ship
– describes the use of pesticides by the ship’s crew and the precautions to
observe
– describes the measures to be taken if clothing becomes contaminated
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– states that, if contact insecticides are to be applied to grain during loading, the
Master should be provided with written instructions on the type and amount of
insecticide to be used and on the precautions to be taken
– states the actions to be taken in the event of exposure to insecticides resulting
in illness
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– defines ‘upper flammable limit’, ‘lower flammable limit’ and ‘flammable range’
and states approximate values for petroleum products
– defines the auto-ignition temperature as the temperature at which a flammable
material will ignite without initiation by a spark or flame and will continue to
burn
– describes the viscosity of a fluid as a measure of its resistance to flow
– states that viscosity increases as the temperature decreases
– defines ‘pour point’ as the lowest temperature at which an oil is observed to
flow
– appreciates that crude carriers in particular have significant residues in tanks
which must be accounted for in order to calculate the cargo loaded
– calculates the volume of dry residue as a uniform layer on the tank bottom
– calculates the volume of liquid residues as a wedge on the tank bottom
– knows the limitation of application of wedge calculation
6.2 Contents and application of the International Safety Guide for Oil Tankers and R1, R28
Terminals (ISGOTT) (2 hours)
– explains that ISGOTT provides operational advice to directly assist personnel
involved in tanker and terminal operations, including guidance on, and
examples of, certain aspects of tanker and terminal operations and how they
may be managed
– identifies the contents of ISGOTT
– states that terminal, local or national regulations may also be applicable and
should be known by those concerned
– outlines the general precautions to be taken on tankers regarding:
– smoking, matches and cigarette lighters
– naked lights
– the galley
– electrical equipment
– use of tools
– entry to enclosed spaces and pump-rooms
– lists the information which should be exchanged between the ship and the
terminal before arrival
– states that safety procedures are agreed between the tanker and the terminal
and include:
– means of summoning emergency services
– availability and use of firefighting and other emergency equipment
– actions to be taken in case of fire or other emergency
– emergency evacuation of the berth
– states that firefighting equipment should be ready for immediate use
– states that main engines and other equipment essential for manoeuvring
should be ready for use at short notice and the written agreement of the
terminal and port authority should be obtained for any work or repairs which
would immobilize the ship
– states that detailed loading or discharging plans are agreed between the ship
and the terminal
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FUNCTION 2 – PART C2: DETAILED TEACHING SYLLABUS
– explains that safety measures against pollution and actions to take in case of
an accident are agreed before transfer of cargo commences
– states that, before starting cargo transfer, the responsible officer and the
terminal representative must formally agree that they are ready to do so safely
– states that the terminal should be notified of the intention to use crude oil
washing (COW) at least 24 hours in advance
– explains that tanks should be maintained in an inert condition throughout all
operations except when entry to tanks for inspection or repair is necessary
– explains that the inert gas should have an oxygen content not exceeding 5%
by volume
– states that the oxygen content of cargo tanks should not exceed 8% by
volume
– explains that the inert-gas plant will be used to:
– inert empty cargo tanks
– supply inert gas during cargo discharging, deballasting, crude oil washing
and tank cleaning
– purge tanks prior to gas-freeing
– top-up the pressure when necessary during a voyage
– explains that, in the event of a failure of the inert gas system, discharge of
cargo or ballast or tank cleaning should be stopped, to prevent air being drawn
into the tanks, and operations should only be resumed when a supply of inert
gas has been restored
– describes the hold and tank arrangements of combination carriers
– describes the safety aspects relating to the operation of double hull tankers
– outlines the change-over from oil to dry bulk cargo and from dry bulk cargo to
oil
6.3 Oil tanker operations and related pollution prevention regulations (3 hours) R1, R28
– defines ‘segregated ballast’, ‘clean ballast, ‘dirty ballast’, ‘slop tank’
– briefly describes an inert gas system (IGS) and sketches the distribution of inert
gas to tanks
– explains the reasons for ballasting
– states that the capacity and arrangement of segregated ballast tanks is
intended to provide sufficient weight, to provide a satisfactory trim and to
ensure full immersion of the propeller for normal conditions of sea passages
– states that on rare occasions weather conditions may be so severe that
additional ballast is needed for the safety of the ship
– states that in crude oil tankers equipped with COW the additional ballast would
be carried in tanks that have been washed with crude oil
– states that the additional ballast must be treated as dirty ballast
– explains why a ship may have only clean or segregated ballast on board upon
arrival at a loading port
– states the criteria for the discharge of oil from cargo-tank areas of oil tankers
– outlines the procedures for changing ballast at sea
– states that, before loading clean ballast, cargo pumps and lines to be used are
flushed with clean water into a dirty ballast or slop tank
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FUNCTION 2 – PART C2: DETAILED TEACHING SYLLABUS
– states that the cargo calculation is carried out as if the density of the oil was
that at the standard temperature
– explains that the density of oil must be corrected from its actual density to that
at the standard temperature
– appreciates that different types of oils have different coefficients of expansion
and that there are separate Petroleum Measurement Tables for Crude Oils,
Products and Lubricating Oils
– understands the difference between mass and weight in air and that one or the
other may be required by different administrations
6.4 Chemical tankers (3 hours)
– states that modern chemical tankers have evolved from oil product tankers to
take account of special carriage requirements and associated hazards
– explains that dedicated service usually means that the tanker is designed for
the carriage of a particular type of chemical and transports the same type of
cargo on each voyage
– explains that a chemical tanker engaged in parcel trade moves a variety of
relatively small lots of chemicals between a number of ports
– lists the most important of the rules governing chemical tankers as:
– international rules and regulations
– national rules and regulations
– classification society rules
– states that the sea transport of liquid chemicals in bulk is internationally
regulated, as regards safety and pollution aspects, through Conventions
adopted by the International Maritime Organization (IMO)
– explains that the Convention requirements are supplemented by
recommendations, specifications and Codes adopted by IMO
– states that the IMO Conventions covering the carriage of chemicals in bulk are:
– the International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended, Chapter VII
– the International Convention for the Prevention of Pollution from Ships,
1973, as modified by the 1978 Protocol (MARPOL 73/78), as amended,
Annex II
– states that the most important Codes and standards covering the transport of
liquid chemicals are:
– the Bulk Chemical Codes
– Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (BCH Code)
– International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk (IBC) Code
– Standards for Procedures and Arrangements for the discharge of Noxious
Liquid Substances (P and A Standards)
– defines a chemical tanker as a cargo ship constructed or adapted and used for
the carriage in bulk of any liquid product listed in Chapter 17 of the IBC Code
– explains that products are included in the list in Chapter 17 because of their
safety hazards or because of their pollution hazards or both
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– explains, with the aid of a simple drawing, how cargo is routed from tank to the
manifold on a tanker with deepwell pumps and separate lines from each tank
– states that, in tanks containing cargoes that present a major fire hazard, inert
gas or nitrogen is used to maintain a small positive pressure during unloading,
to prevent air from entering the tanks
6.5 Tank cleaning and control of pollution in chemical tankers (2 hours)
– states that different cargoes require different tank-cleaning procedures
– states that most tank cleaning can be done with hot or cold seawater or fresh
water, or by ventilation alone, although a few cargoes require special solvents
– states that fixed or portable tank-washing machines are used
– lists phases in a tank-cleaning operation as:
– prewash
– main wash
– fresh water rinse
– gas-freeing
– drying
– inspection and testing
– explains the use of slop tanks to hold cargo residues and tank washings
– explains, with the aid of a simple drawing, the cycle of a tank-washing system
from the seawater inlet to the slop tank
– states that Annex II of the MARPOL 73/78 Convention contains regulations
for the control of pollution by noxious liquid cargoes carried in bulk or tank
washings from such cargoes
– states that as per the amendments of Annex II of MARPOL, which entered
into force on 1 January 2007, a revised annex a new four-category pollution
category system for noxious liquid substances; the previous A, B, C and D
category system has become X,Y, Z and OS.
– states that every chemical tanker is required to have a Certificate of Fitness
(CoF) indicating that it is certified to carry certain products. The issuance of a
CoF will also require a revised Procedures and Arrangements (P and A) Manual.
– states that each ship which is certified for the carriage of noxious liquid
substances in bulk must be provided with a Procedures and Arrangements
(P and A) Manual that has been approved by the Administration and a Cargo
Record Book
– states that the Master must ensure that no discharges into the sea of cargo
residues or residue/water mixtures containing substances of Category X, Y,
Z or OS take place unless they are made in full compliance with the P and A
Manual
– states that carrying out operations in accordance with the ship’s P and A
Manual ensures that the pollution regulations are complied with
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FUNCTION 2 – PART C2: DETAILED TEACHING SYLLABUS
– states that pollution prevention procedures during cargo transfer, ballasting and
tank cleaning should include keeping a watch on:
– levels in cargo, slop or ballast tanks
– hoses or loading arms
– pumps, valves, gaskets, connections and hatches
– spill pans and scuppers
– alarms and instrumentation
– coordination of operational signals
– water around vessel
– states that personnel on watch should be present at all times during operations
and regularly carry out the inspections mentioned in the above
– states that entries should be made in the Cargo Record Book, on a tank-to-
tank basis, of:
– loading
– internal transfer of cargo
– unloading
– mandatory prewash in accordance with P and A Manual
– cleaning of cargo tanks
– discharge into the sea of tank washings
– ballasting of cargo tanks
– discharge of ballast water from cargo tanks
– accidental or other exceptional discharge control by authorized surveyors
6.6 Gas tankers (3 hours)
– states that the transport by sea of liquid gases in bulk is internationally
regulated with regard to safety, through standards laid down by IMO
– states that chapter VII of the IMO International Convention for the Safety of Life
at Sea (SOLAS), 1974, as amended, makes the provisions of the International
Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk (IGC Code) mandatory
– states that a liquefied gas is the liquid form of a substance that at normal
atmospheric temperatures and pressures would be a gas
– states that liquefied gas products transported by gas tankers are listed in
chapter 19 of the IGC Code
– states that some of those substances are also covered by the IBC Code
– divides gas cargoes into four groups as:
– liquefied natural gas (LNG)
– liquefied petroleum gas (LPG)
– liquefied ethylene gas (LEG)
– chemical gases
– states that LNG is natural gas from which impurities have been removed, and
consists mainly of methane
– states that LPG is the common name for petroleum gases consisting mainly of
butane and propane
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FUNCTION 2 – PART C2: DETAILED TEACHING SYLLABUS
– states that all equipment and piping which can be isolated when full of liquid
must be provided with a pressure-relief system
– states that cargo pumps are usually centrifugal, either deepwell pumps or
submerged electric pumps, in the tanks with deck-mounted booster pumps, if
required
– describes the uses of cargo heaters and vaporizers
– explains the effect of transfer of heat to the cargo on cargo temperature and
tank pressure
– states that, except for fully pressurized vessels, means for controlling the
pressure must be provided
– states that pressure in cargo tanks may be controlled by:
– insulation of tanks, to reduce heat transfer
– leading cargo boil-off to the ship’s boilers or main engine as fuel (ONLY
with LNG)
– leading cargo boil-off to the ship’s reliquefaction plant, where vapour is
liquefied and returned to the tank
– cooling the liquid in a heat exchanger (indirect system)
– describes the single-stage direct liquefaction cycle
– states that the indirect system is only used for those products which cannot be
compressed for safety reasons
– states that inert gas is used to inert hold spaces and inter barrier spaces and to
purge tanks
– states that most gas tankers are fined with an inert-gas generator
– states that the liquid level in cargo tanks is commonly measured by means of
float gauges
– states that each cargo tank is fitted with a high-level alarm and automatic
shutoff valves to prevent overflow
– states that each cargo tank is fitted with means for indicating the temperature
and pressure
– explains how cargo leakage through the primary barrier can be detected
– states that gas tankers have a fixed gas-detection system that gives audible
and visual alarms of the accumulation of gas in enclosed spaces such as cargo
pump-rooms, compressor rooms, hold spaces and interbarrier spaces
– describes briefly the arrangements for firefighting on deck in the cargo area
– describes the water-spray system for ships carrying flammable or toxic
products
6.7 Cargo operations in gas tankers (2 hours)
– states that information for each product may be found on cargo data sheets
contained in safety guides or obtained from the shipper
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FUNCTION 2 – PART C2: DETAILED TEACHING SYLLABUS
2.1.7 KNOWLEDGE OF THE OPERATIONAL AND DESIGN LIMITATIONS OF BULK R56, R64
CARRIERS
Textbooks/Bibliography: T35, B71, B72, B73, B74, B76, B77, B78, B88, B89, B95, B104,
B106, B109, B110, B113, B117, B128, B129, B130, B146, B182, B193, B198
Teaching aids: A1, V59, V172
Required performances:
7.1 Operational and design limitations of bulk carriers (3 hours)
– explains that the problems that are generally considered to be associated with
bulk carriers includes, but is not limited to:
– high density cargoes, leading to loss of buoyancy or structural failure, if
holds are flooded in the loaded condition
– high loading rate, leading to possible loss of control of load condition, with
consequent high stresses
– vulnerability to internal damage during cargo loading and discharging
operations, leading to protective coating damage, accelerated corrosion,
and local structural failure
– low freeboard, leading to high green sea loads on deck structures
– vulnerability to flooding of forward holds
– rapid corrosion caused by corrosive cargo
– minor damage to single sided ship structures or hatch covers can lead to
hold flooding
– explains that the nature of bulk cargoes can give rise to a number of problems
– explains that cargoes such as coal produces gas and acidic conditions, high
density cargoes produce large void spaces, and other cargoes can produce
stability problems due to shifting or liquefaction
– explains that loaded bulk carriers tend to have a low freeboard making forward
hatches vulnerable to heavy seas
– explains that a single hold flooding on a bulk carrier, particularly when loaded
with high density cargoes, can have a severe adverse effect on stability and
hull stresses
– explains that the corrosive effects of some cargoes accelerate the rate of
deterioration of internal structures
– describes that ships can be more heavily stressed during ballast passage
compared to loaded passage because the use of one or two ballast tanks
leads to uneven weight distribution along the hull
– states that hold cleaning, ballasting at sea and ballast exchange carried out at
sea are vulnerable aspects of a ballast voyage for a bulk carrier
– describes that improper cleaning during hold cleaning leads to accelerated
corrosion and structural faults going unnoticed
– states that additional hull stresses due to redistribution of ballast are imposed
on the ship carrying out ballasting at sea and ballast water exchange which is
required for operational and environmental reasons
– explains that there is also a possibility of hull damage from ‘sloshing’ when
ballasting at sea
– states that this is also one of the reasons why some ships have been fitted with
hull stress monitoring systems
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– explains why at shallow drafts ships in ballast are vulnerable to slamming with
the consequent risk of bottom damage
– explains why loading operation of a bulk carrier has been identified as an area
of operations that can have immediate and long term effects on the structural
integrity of the ship
– describes that loading of bulk carriers requires the careful consideration of the
loads imparted to the ship structure
– explains that high density cargoes bring high local stresses, particularly in
shear, if the vessel is block loaded and can also cause local damage and
fatigue when being loaded
– explains that loading at excessive speeds can cause high local stresses
– describes that high loading rates make it difficult to monitor the amount of
cargo being loaded
– explains that continued over stressing has a cumulative effect with respect to
fatigue
– explains that discharging the cargoes causes similar problems to that of
loading
– describes that in addition to the problems associated with discharging,
mechanical grabs, bulldozers, hydraulic hammers, and other machinery
produce local damage and loading that can weaken the ship’s structure
– explains that ballasting operations during discharge can also add to the
stresses on the ship if not planned and executed properly
– explains as with loading, the need of good coordination at the time of
discharge and ballasting of the ship
– explains the reason why maintenance and inspection play an important part in
the safety of bulk carriers
– explains that all ships are designed with limits deliberately imposed on their
operations to ensure that structural integrity is maintained
– explains that exceeding these limits may over-stress the structure and lead to
catastrophic failure
– explains that the ship’s hull structure is designed to withstand the static loads
of the ship’s weight and sea water pressure on the hull and the dynamic loads
on the hull due to waves and ship’s motion
– explains that overloading in any one cargo hold space will increase static stress
in the hull structure and reduce the capability of the hull structure to withstand
dynamic loads when the ship is at sea
– explains that many bulk carriers are fitted with very large hatch openings to
facilitate cargo loading and unloading and these openings may represent
points of weakness in the hull since they reduce the torsional resistance of the
hull
– explains that when bulk carriers are loaded with dense and heavy cargoes such
as iron, dense ores or steel products they rely on large empty spaces in holds,
ballast tanks, voids and forward tanks as reserve buoyancy to stay afloat and if
seawater enters any of these spaces due to damaged hull, hatches, accesses,
ventilators or air pipes, the vessel can lose buoyancy and sink very quickly
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FUNCTION 2 – PART C2: DETAILED TEACHING SYLLABUS
– explains the need for all crew on the ship to be aware that any loss of
buoyancy in forward spaces due to flooding will reduce the freeboard forward
and dramatically increase the forces of extreme weather on hull structures and
hatches
– explains why there is an urgent need for action if a ship takes on an unusual
trim or heel, or if her motions become changed
– explains the vulnerability of the bulkhead in bulk carriers between number 1
and 2 holds identified by IACS and IMO and the potential consequences of this
failing
7.2 SOLAS, chapter XII Additional safety measures for bulk carriers (1 hour)
– explains the regulations provided as additional safety measures for bulk
carriers in chapter XII of the SOLAS Convention which apply to bulk carriers of
150m in length and upwards, carrying high density dry bulk cargoes, including:
– damage stability and flotation
– structure of bulkheads and double bottoms
– overall longitudinal strength in the flooded state
– strength and flooding requirements for carrying cargoes with densities of
1,000 kg/m3 or greater
– the bulkhead strength requirements for carrying cargoes of 1,780 kg/m3 or
greater
– hold loading
– cargo density declarations
– provision of a loading instrument
– hold, ballast and dry space water ingress alarms
– availability of pumping systems
– restrictions from sailing with any hold empty
– the imposition of restrictions on loading higher density cargoes and
homogenous loading in adjacent holds, including the endorsement of
loading information and marking of the ship
– explains that no bulk carrier over ten years old can carry a high density bulk
cargo unless she has undergone either a periodical survey or a survey of her
cargo holds to an equivalent extent, as required by regulation XII/7
7.3 CSR Bulk (1 hour)
– explains that the IACS Common Structural Rules (CSR) are classification
society rules covering structural requirements for bulk carriers and tankers
– states that IACS Common Structural Rules (CSR) Bulk which contains
structural requirements are applicable for bulk carriers with L > 90 m signed for
construction after 1 April 2006
– explains that vessels built to CSR shall have overall safety of the hull structure
equivalent to or better than that currently achieved by present rules
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FUNCTION 2 – PART C2: DETAILED TEACHING SYLLABUS
8.2 Code of practice for the safe loading and unloading of bulk carriers
(BLU Code) (1 hour)
– outlines the contents of the Code of Practice for the Safe Loading and
Unloading of Bulk Carriers (BLU Code) in relation to:
– planning the sequence of operations
– communications and coordination between ship and terminal
– allocation of ships to appropriate terminals
– condition of ships and terminal equipment
– training of ship and terminal personnel
– requirement to be familiar with and comply with local regulations
– use of safety checklists
– responsibility of the Master
– additional considerations in relation to dangerous cargoes
– the use of the BLU Manual by terminal staff
– the impact of arrival and departure conditions on manoeuvrability
– actions to minimize hull and local stress
– actions to take where acceptable hull and local stress levels may be
exceeded
2.1.9 SAFE CARGO HANDLING IN ACCORDANCE WITH THE PROVISIONS OF THE R56, R64
RELEVANT INSTRUMENTS
Textbooks/Bibliography: B21, B71, B72, B73, B74, B75, B76, B77, B78, B79, B80, B81,
B82, B83, B88, B89, B90, B91, B92, B93, B94, B95, B97, B98, B011, B101, B102, B104,
B106, B109, B110, B113, B117, B128, B129, B130, B146, B152, B153, B156, B157, B158,
B159, B161, B162, B167, B182, B189, B190, B191, B192, B193, B196, B197, B198, B203,
B215, B216, B217
Teaching aids: A1, V47, V48, V67
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Required performances:
Note that trainees must be familiar with the content and application of the IMDG Code,
Intact Stability Code, IMSBC Code and MARPOL in relation to cargo handling from
IMO model course 7.03. This knowledge is considered so fundamental for much of the
management level content within this course that there is merit in reviewing the operational
level content quickly before covering the additional elements required at management
level. The learning time has been reduced for many elements on the basis that trainees will
be reviewing rather than learning much of this content at this level. It may be necessary
for some trainees to refresh their knowledge of such techniques before undertaking this
management level content
9.1 Establish procedures for safe cargo handling in accordance with the
provisions of the relevant instruments such as:
– IMDG Code
– IMSBC Code
– MARPOL 73/78, Annexes III and V (3 hours)
Note that this section aligns closely with competence 2.3 relating to the carriage
of dangerous goods and that the content of competence 2.3 would normally be
delivered prior to or in conjunction with this content
– explains the procedures that should be followed for accepting solid bulk
cargoes, packaged dangerous goods and marine pollutants for shipment in
terms of:
– the required documentation
– ensuring that the condition and labelling of the goods are fit for carriage
– ensuring that the vessel is able to safely stow the cargo in terms of vessel
certification, the ability to achieve separation and segregation requirements
and the availability of any particular safety equipment that might be
required
– develops stowage plans for cargoes that contain multiple packaged dangerous
goods and ensure that separation and segregation requirements of IMDG,
IMSBC and MARPOL are achieved
– prepares dangerous goods manifests and stowage plans in accordance with
IMDG requirements
– discusses the preparations and precautions that should be taken prior to the
handling of bulk cargoes, packaged dangerous goods and marine pollutants in
terms of:
– preparation of spaces
– mooring of the ship
– information exchange and communication with port and regulatory
authorities
– flag and light signals
– provision of emergency, fire and protective equipment
– identifies the appropriate action to take in case of general and medical
emergencies involving packaged dangerous goods using the EMS and MFAG
guidance of the IMDG Code
– discusses the risks that might be created by undeclared dangerous goods or
goods that are not packaged or separated/segregated in accordance with the
IMDG Code
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– explains that the loading and discharge of dangerous goods, bulk cargoes and
marine pollutants may be subject to port and national regulations in loading
and discharge ports in addition to the requirements of the IMO codes
– explains that there are procedures also given in the safety management
system for the reporting of incidents involving the loss, or likely loss of harmful
substances
– states that the ship carrying marine pollutants should have a special list or
manifest or detailed plan showing the location of these goods as per MARPOL
Annex III/4(3)
– states that the Master and chief mate should ensure that marine pollutants are
stowed in the location specified in the special list or manifest or detailed plan
– states that the information provided on the special list or manifest should be
compliant with section 5.4.3 of the IMDG Code as per MARPOL Annex III/4(3)
– states that the Master and chief mate should ensure that when marine
pollutants or any other dangerous goods are loaded on their ship, they must be
stowed as required by chapter 7.1, section 7.1.4 of the IMDG Code in order to
comply with MARPOL Annex III/5
– states that to avoid accident which may lead to marine pollution, the Master
and chief mate should take note that marine pollutants should not be placed
on the outer row or out board stow at the side of the ship. In addition, if they
are stowed on deck, they should be located in such a way that any leakage will
not escape into the sea and containers are not in exposed location where they
may be damaged by the action of the sea or weather
– states that as given in MARPOL Annex III/5, the Master and chief officer
should ensure that when marine pollutants or any other dangerous goods are
carried on their ship, the stowage and securing must be in accordance with
the requirements of the Document of Compliance (DOC) and approved Cargo
Securing Manual (CSM)
– states that the disposal of dry bulk cargo residues is regulated by the
requirements of MARPOL Annex V which governs garbage disposal at sea
– states that as per the guidelines given in MARPOL Annex V, cargo-associated
waste means all materials which have become wastes as a result of use on
board a ship for cargo stowage and handling and this includes but is not
limited to dunnage, shoring, pallets, lining and packing materials, plywood,
paper, cardboard, wire, and steel strapping
– states that as per the guidelines given in MARPOL Annex V, operational wastes
means all cargo-associated waste and maintenance waste, and cargo residues
– states that as per the guidelines given in MARPOL Annex V, cargo residues,
expected to be in small quantities, are defined as the remnants of any cargo
material on board that cannot be placed in proper cargo holds (loading excess
and spillage) or which remain in cargo holds and elsewhere after unloading
procedures are completed (unloading residual and spillage)
– states that this means that under the terms of MARPOL 73/78, discharge of
cargo residues, except in limited safety circumstances, is prohibited until the
ship is more than twelve nautical miles from the nearest land
– states that minimization of cargo residue wash down and discharge should
form part of the ship’s Garbage Management Plan and all residue discharges
should be recorded as garbage category 4
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– states that discharges of cargo residues also require start and stop positions to
be recorded in the Garbage record book
– states that cargo materials contained in the cargo hold bilge water is not
treated as cargo residues provided that the cargo material is not classified as
a marine pollutant in the IMDG Code and the bilge water is discharged from a
loaded hold through the vessel’s fixed piping bilge drainage system
– explains that cargo residues are created through inefficiencies in loading,
unloading and on-board handling
– states that as cargo residues fall under the scope of these guidelines provided
by MARPOL Annex V, it may, in certain cases, be difficult for port reception
facilities to handle such residues and is therefore recommended that cargo be
unloaded as efficiently as possible in order to avoid or minimize cargo residues
– states that spillage of the cargo during transfer operations should be carefully
controlled, both on board and from dockside and since this spillage typically
occurs in port, it should be completely cleaned up prior to sailing and either
delivered into the intended cargo space or into the port reception facility
– states that areas on the ship where spillage is most common should be
protected such that the residues are easily recovered
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– states that wastage/corrosion may affect the integrity of steel hatch covers and
the associated moving parts, e.g. cleats, pot-lifts, roller wheels, etc.
– explains that deformation/twisting of exposed structure above deck, such as
side-coaming brackets and bulwarks, may result from impact due to improper
handling of cargo and cargo handling machinery
– explains that such damages may also be caused by shipping of green sea
water on deck in heavy weather
– outlines and describes other fractures that may occur in the deck plating at
hatches and in connected coamings
– outlines and describes the damages caused by cargoes in cargo holds,
especially to tank top plating and side:
– at loading and unloading ports for coal or iron ore, large grab buckets,
high-capacity cargo
– loaders, bulldozers and pneumatic hammers may be employed for cargo
handling operations
– large grab buckets may cause considerable damage to tank top plating
when being dropped to grab cargo
– use of bulldozers and pneumatic hammers may also be harmful to cargo
hold structures and may result in damage to tank tops, bilge hoppers, hold
frames and end brackets
– lumber cargoes may also cause damage to the cargo hold structures of
smaller bulkers that are employed in the carriage of light bulk cargoes and
lumbers
– states that side stringers and/or side shells in way of No. 1 cargo hold along
the collision bulkhead are often found cracked
– explains that this kind of damage is considered to be caused by insufficient
continuity between forepeak construction and cargo hold structure
– explains that on large bulk carriers such as capsize and panamax bulkers, bilge
hopper plating around the knuckle line may be cracked along the bilge hopper
transverse webs
– states that this is considered to be caused by insufficient local reinforcement
– states that though the water ballast tanks of newer bulk carriers are well
protected against corrosion, the upper portion is susceptible to corrosion
because the protective coating will easily deteriorate due to heat from the
upper deck and the cyclic wet/dry effect of seawater
– states that cracks may be found at the intersections of longitudinal and
transverse members
– states that cracks may be found in the side, bottom and/or tank top
longitudinal at intersections with solid floors or bilge hopper transverses
– states that cracks also may be found in the floors or transverses occurring at
the corners of the slots cut for longitudinal
– states that longitudinal may be cracked at the ends of additional (partial) side
girders provided in the double bottom below cargo hold bulkheads or at the
side walls of bilge wells for cargo holds, due to additional stress concentration
caused by the structural discontinuity at those connections
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– explains that at any one time, the hull girder is subjected to a combination of
still water and wave induced shear forces and bending moments
– explains that the stresses in the hull section caused by these shearing forces
and bending moments are carried by continuous longitudinal structural
members
– explains that these structural members are the strength deck, side shell and
bottom shell plating and longitudinals, inner bottom plating and longitudinals,
double bottom girders and topside and hopper tank sloping plating and
longitudinals, which are generally defined as the hull girder
– states that over-loading will induce greater stresses in the double bottom,
transverse bulkheads, hatch coamings, hatch corners, main frames and
associated brackets of individual cargo holds, and it can be observed as:
– increased stress at hatch corners and coamings
– increased stress in main frames and brackets
– increased stress in double bottom structure
– increased stress in transverse bulkhead
– increased stress in cross deck strip
– greater distortion of topside tank
– states that exceeding the permissible limits specified in the ship’s approved
loading manual will lead to over-stressing of the ship’s structure and may result
in catastrophic failure of the hull structure
– states that when deviating from the cargo load conditions contained in the
ship’s approved loading manual, it is necessary to ensure that both the global
and local structural limits are not exceeded
– explains that all officers should be aware over-stressing of local structural
members can occur even when the hull girder still water shear forces (SWSF)
and bending moments (SWBM) are within their permissible limits
– analyses and interprets the causes and effects of shearing forces and bending
moments on ship’s structures
– demonstrates the knowledge gained on the fore mentioned topics by
interpreting given figures for bending moments and shear forces
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– states that the scouring effect of abrasive cargoes may cause hold coatings to
deteriorate rapidly
– explains that corrosive effects of some cargoes like coal which produces acidic
conditions, accelerates the rate of deterioration of internal structures in cargo
holds and welds in particular
– explains that since bulk carriers tend to have low freeboard the uppermost
continuous deck and other fittings including hatch covers are prone to
exposure to green seas, which may again cause accelerated corrosion, and
in some cases even structural damages which may again lead to catastrophic
result, if not detected early and appropriate action taken
– states that since improper cleaning during hold cleaning leads to accelerated
corrosion all crew should be well trained for hold cleaning, and proper checks
to be made after the holds have been cleaned, to ensure no remnants of
previous cargo is left behind
– states that in ballast holds, sloshing forces due to partially filled spaces during
ballast exchange at sea may result in damage to the structure and this damage
may go unnoticed if it is in inaccessible positions; this has to be borne in mind
while carrying out inspections
– states that coatings are the first barriers to protect metal surfaces against
corrosion
– states that ballast exchange, especially for cargo hold, can also cause
accelerated corrosion, if the hold has any exposed, unprotected steel surface
– states that intact coatings prevent corrosion of the steel surface, however a
local absence of coating (due to coating depletion, deterioration, damage, etc.)
can result in corrosion rates similar or greater than those of unprotected steel
– states that periodic inspections at appropriate intervals and repair of coating as
required are effective in minimizing corrosion damage
– states that to ensure that such exposures are not neglected, all officers should
be well trained in identifying and reporting to the chief officer or the Master
– states that care should be taken to tend any unprotected surfaces in cargo
holds caused due to any reasons, after carefully examining the structure for
any signs of fatigue or fracture
– states that hold cleaning, ballasting at sea and ballast exchange carried out at
sea are vulnerable aspects of a bulk carrier operation, and thus to avoid any
kind of undue stress, proper, careful procedures, specified in loading manual,
ballast water management plan, among others should be followed
– explains that bulkheads, trunks and ballast tank boundaries in single side-
skin bulk carriers can present “hard spots” that concentrate forces where the
change in construction occurs (e.g. longitudinal to transverse framing) that may
lead to undetected fractures, hence careful examination at periodic intervals is
necessary
– states that damage to bow plating is possible through impacts associated with
swinging or loosely stowed anchors and may cause an initiating fracture or
fatigue in bow shell plating that could lead to failure and subsequent flooding
– states that internal integrity of forward spaces (that are usually used for ballast
and/or stores) is therefore of vital importance
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– states that to prevent this from happening, the anchor must be fully hauled-in,
stowed and retained in position by the lashing arrangement provided, ensuring
there is three-point contact of anchor with the ship side at all given times
– states that corrosion degradation will seriously reduce the ability of plating and
stiffening to withstand the forces to which it will be subjected
– states that any external forces – horizontal and/or vertical – may cause hatch
cover dislodgement
– states that the cargo hatchway, if it loses its protection in this way, is a major
access for water ingress and a serious threat to the integrity of the hull
– states that to ensure such thing does not happen, the hatch covers must be
stowed, secured, battened down at all given times
– states that metal fatigue is the progressive failure of metal under cyclic loading
and as the name “fatigue” implies, it is a mode of degradation in which the
steel is worked until it simply gets tired
– states that bulk carriers are susceptible to many modes of cyclic forces that
combine with other forces acting upon the vessel’s structure and over time
these cyclic stresses can seriously weaken the vessel’s structural capacity
– states that fatigue failure may result due to loss of cross-sectional area in the
plating joints
– states the areas that are prone to fatigue cracks in the cargo holds, which have
to be carefully examined during routine, periodic, scheduled inspections, are:
– corrugated bulkhead
– shedder plate
– inner bottom longitudinal (tank top)
– side frames
– side longitudinals
– hopper tank
– lower stool
– toes of the hatch coaming termination brackets
– states that carriage of high density cargoes can cause buckling, structural
deformities over a period of years, which can result in acceleration of corrosion
and fatigue
– states that many terminals have the practice of dislodging cargo from side
shell, frames, hoppers using mechanical grabs, bulldozers, hydraulic hammers,
and other machineries
– states that these machineries produce local damage and loading that can
weaken the ship’s structure
– states that precaution must be taken to ensure the terminals are instructed
not to use any machinery which may cause damage, clearly, during the formal
filling and agreeing as per the ship/shore checklist, contained in the BLU Code,
and duty officers to be instructed to stop any such activities that may endanger
the ship’s structure, also bringing it to the notice of Master
– states that buckling of plating caused due to high density cargoes, found
generally on cargo hold tank tops, can lead to fractures or accelerated
corrosion, if not inspected thoroughly
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– states that damage to side shell caused externally through contact with
docksides or tugs and internally from impact by cargo dislodging equipment
during discharge can result in initiating fractures and/or fatigue of the structure
– states that careful examination is of prime importance after any such incidents,
to assess the extent of damage and action required.
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COMPETENCE 2.3 Carriage of Dangerous Goods
Reference
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COMPETENCE 2.3 Carriage of Dangerous Goods
Reference
2.3.1 INTERNATIONAL REGULATIONS, STANDARDS, CODES INCLUDING THE R54, R55, R56
INTERNATIONAL MARITIME DANGEROUS GOODS (IMDG) CODE AND THE
INTERNATIONAL MARITIME SOLID BULK CARGOES (IMSBC) CODE AND
RECOMMENDATIONS ON CARRIAGE OF DANGEROUS CARGOES
Textbooks/Bibliography: B21, B71, B89, B104, B113, B128, B146, B182
Teaching aids: A1
Required performance:
Note that trainees must be familiar with the content and application of the basic knowledge
of packaged dangerous goods, solid bulk and grain cargoes from IMO model course 7.03.
This knowledge is considered so fundamental for much of the management level content
within this course that there is merit in reviewing the operational level content quickly
before covering the additional elements required at management level. The learning time
has been reduced for many elements on the basis that trainees will be reviewing rather
than learning much of this content at this level. It may be necessary for some trainees to
refresh their knowledge of this content before undertaking this management level content
1.1 International regulations and codes (3 hours)
– understands and applies the content of international regulations standards,
codes and recommendations on the carriage of dangerous cargoes, including
the International Maritime Dangerous Goods (IMDG) Code, the International
Maritime Solid Bulk Cargoes (IMSBC) Code, International Code for the
Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC
Code), International Code for the Construction and Equipment of Ships
carrying Dangerous Chemicals in Bulk (IBC Code)
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COMPETENCE 2.3 Carriage of Dangerous Goods
Reference
– states why additional labelling may be necessary to meet the requirements for
through transport
– verifies that the documentation provided to the ship and the packaging and
labelling of packaged dangerous cargo complies with the requirements of the
IMDG Code
– explains the actions to take when documentation, packaging, labelling or the
condition of packages does not meet the requirements of the IMDG Code
– plans the stowage and segregation of a cargo containing dangerous goods
when provided with the loading list, the copies of the shipper’s declarations
and the IMDG Code to plan a stow and segregation and
– prepares the dangerous goods manifest and stowage plan for a cargo
containing multiple dangerous goods
– extracts the relevant references to EmS and MFAG
– identifies the appropriate action to take in emergency and medical first aid
situations involving dangerous goods
– describes the requirements of SOLAS chapter VII on the carriage of dangerous
goods
– explains that the IMDG Code should be followed to ensure compliance with the
requirements of SOLAS for the carriage of dangerous goods in packaged form
– explains that the Code ensures safety mainly by stipulating the packaging
required and the segregation from other cargoes with which there could be an
adverse reaction
– states that the Code comprises 7 parts, which is presented in two books:
Volume 1 and Volume 2
– states that it is necessary to use both books to obtain the required information
when shipping dangerous goods by sea
– states that the Code also contains a supplement
– lists the contents of Volume 1 (Parts 1-2 & 4-7 of the Code) which comprises:
– part 1, general provisions, definitions and training
– part 2, classifications
– part 4, packing and tank provisions
– part 5, consignment procedures
– part 6, construction and testing of packagings, intermediate bulk
containers (IBCs), large packagings, portable tanks, multi-element gas
containers (MEGCS) and road tank vehicles
– part 7, requirements concerning transport operations
– lists the contents of Volume 2 (Part 3 and the Appendices of the Code) which
comprises:
– part 3, dangerous goods list (DGL) and limited quantities exceptions
– appendix a, list of generic and n.o.s. (not otherwise specified) proper
shipping names
– appendix b, glossary of terms
– alphabetical index
– states that the dangerous goods list (DGL) is the central core of the IMDG
Code and presents information on transport requirements in a coded form
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COMPETENCE 2.3 Carriage of Dangerous Goods
Reference
– states that the supplement contains the following texts related to the Code:
– emergency response procedures for ships carrying dangerous goods
– medical first aid guide
– reporting procedures
– IMO/ILO/ECE guidelines for packing cargo transport units
– safe use of pesticides in ships
– international code for the carriage of packaged irradiated nuclear fuel,
plutonium and high-level radioactive wastes on board ships
– states that the purpose of the IMDG Code’s classification system is:
– to distinguish between goods which are considered to be dangerous for
transport and those which are not
– to identify the dangers which are presented by dangerous goods in
transport
– to ensure that the correct measures are taken to enable these goods to be
transported safely without risk to persons or property (both within the port
and on the ship)
– states that dangerous goods are classified into 9 classes according to
properties
– states that the way in which different classes of dangerous goods are handled
in transport will depend upon these properties and hazards, for example:
– the type of packaging that can be used
– what classes of dangerous goods can be transported together in freight
containers
– where the goods can be stored within the port and on the ship
– lists the 9 classes of dangerous goods in the IMDG Code, which are:
– class 1 explosives
– class 2 gases
– class 3 flammable liquids
– class 4 flammable solids
– class 5 oxidizing substances and organic peroxides
– class 6 toxic and infectious substances
– class 7 radioactive material
– class 8 corrosive substances
– class 9 miscellaneous dangerous substances and articles
– states that the 9 hazard classes have been established internationally by a
United Nations (UN) committee to ensure that all modes of transport (road, rail,
air and sea) classify dangerous goods in the same way
– states that by testing the dangerous goods according to UN test procedures, a
shipper is able to classify dangerous goods according to the 9 hazard classes
– explains that the hazard presented by each class is identified by an
internationally accepted hazard warning label (diamond)
– states that this hazard warning label appears on the outer packaging of the
dangerous goods when they are being transported as a warning to all those
working within the transport chain or coming into contact with them
– states that these hazard warning labels are pictured inside the front cover of
Volume 1 of the IMDG Code
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– states that the dangerous goods, within each of the 9 hazard classes, are
uniquely identified by two pieces of information:
– a four-digit number known as the UN number which is preceded by the
letters UN
– the corresponding proper shipping name (PSN)
– for example, kerosene is identified in the IMDG Code by its UN number UN
1223 and the PSN Kerosene
– states that together the UN Number and PSN uniquely identifies dangerous
goods to:
– enable rapid and precise identification during transport
– ensure the correct handling, stowage, segregation etc.,
– in the event of an emergency, ensure that the correct procedures are
followed
– explains that the purpose of using a four-digit number to identify dangerous
goods is to enhance safety by:
– overcoming language barriers – the four-digit number is easily understood
in all languages
– avoiding confusing similar names – e.g. TITANIUM POWDER, WETTED
UN 1352 which is a flammable solid in class 4.1 and has very different
transport requirements to TITANIUM POWDER, DRY UN 2546 which is
spontaneously combustible in class 4.2
– states that the PSN must be used for transport purposes on documentation/
labelling etc.
– states that no alternatives or variations are permitted unless specifically stated
– states that the PSN is that part of the name which appears in the Dangerous
Goods List or the Alphabetical Index in capital letters only
– states that any text in lower case is only descriptive and is not part of the PSN
– states that the Dangerous goods list (DGL) is presented across 2 pages of the
IMDG Code and is divided into 18 columns for each individual dangerous good
listed
– states that much of the information contained in the DGL is coded to make it
easier to present in a table
– states that the DGL is arranged in UN Number order; column 1 and column 18
contains the UN Number
– states that to look up an entry only the UN Number is required
– states that dangerous goods can also be searched using the PSN
– explains that if the UN Number is not given but the dangerous good has the
PSN, its associated UN Number can be located by looking at the alphabetical
index at the back of Volume 2 of the IMDG Code
– explains that the IMDG Code contains clearly defined recommendations for
the training of all staff who handle or process dangerous goods shipments for
transportation by sea. The full training requirements can be found in the IMDG
Code Volume 1, Chapter 1.3 states that a packing certificate is also required,
certifying that a container or vehicle has been properly packed and secured, if
loaded with dangerous goods
– describes the information given for individual substances
– states that an index of dangerous goods is included in Volume 1 of the IMDG Code
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COMPETENCE 2.3 Carriage of Dangerous Goods
Reference
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Reference
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COMPETENCE 2.3 Carriage of Dangerous Goods
Reference
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COMPETENCE 2.3 Carriage of Dangerous Goods
Reference
– explains the content and use of the following: that in the added supplement of
the IMSBC Code, the IMO documents contained are:
– the BLU Code
– the BLU Manual
– MSC/Circ.908 – Uniform Method of Measurement of the Density of Bulk
Cargoes
– MSC/Circ.1146 – Lists of Solid Bulk Cargoes for which a Fixed Gas Fire-
extinguishing System may be Exempted or for which a Fixed Gas Fire-
extinguishing System is Ineffective
– Res. A.864(20) – Recommendations for Entering Enclosed Spaces Aboard
Ships
– MSC.1/Circ.1264 – Recommendations on the Safe Use of Pesticides in
Ships Applicable to the Fumigation of Cargo Holds
– BC.1/Circ.66 – Contact Names and Addresses of the Offices of Designated
National Competent Authorities Responsible for the Safe Carriage of Grain
and Solid Bulk Cargoes
– explains the list of materials possessing chemical hazards is not exhaustive,
that the properties listed are for guidance only and that it is essential to obtain
currently valid information about bulk materials before loading
– explains the use of the tables for segregation between incompatible bulk
materials and between bulk materials and dangerous goods in packaged form
– states that the IMDG Code should also be consulted for additional
requirements regarding the stowage and segregation of packaged dangerous
goods
– states that particular care should be taken with the segregation of toxic
substances and foodstuffs
– uses the IMSBC Code to extract all necessary information for the safe carriage
in bulk of a stated cargo, describes how it should be loaded and lists any
special precautions or requirements to be observed during loading, carriage
and discharge
2.3 International Code for the Safe Carriage of Grain in Bulk (International Grain
Code) (7 hours)
– states that the International Grain Code applies to all ships to which the SOLAS
regulations apply and to cargo ships of less than 500 gross tons
– explains that the International Code for the Safe Carriage of Grain in Bulk
(International Grain Code) is based on the recognition that grain-like cargoes
have a propensity to shift and that even fully loaded cargo spaces may contain
voids that allow dangerous cargo shifts
– defines the following terms as used in chapter VI of SOLAS:
– grain
– filled compartment
– partly filled compartment
– angle of flooding
– explains that the Code requires demonstration, by calculation, that at all times
during a voyage the ship will have sufficient intact stability to provide adequate
dynamic stability after taking into account an assumed shift of cargo
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IMO
COMPETENCE 2.3 Carriage of Dangerous Goods
Reference
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On completion of training for this function, officers will be able to use cargo plans and tables
or diagrams of stability and trim data to calculate the ship’s initial stability, draughts and trim
for any given description of cargo and other weights. They will also be able to determine
whether stresses on the ship are within permitted limits by the use of stress data or calculation
equipment, or software.
Officers will be able to plan and supervise the stowage of cargo, taking account of all relevant
regulations and safety codes. They will also be able to make the necessary calculations to
ensure adequate stability and to check that shear forces and bending moments are within
permitted limits.
The safety precautions before entering enclosed or potentially contaminated spaces will be
understood and applied.
Officers will be able to supervise the preparation and dunnaging of holds and the operation
of ships’ cargo gear and will be aware of the importance of adequately securing cargo to
prevent damage to the ship of cargo. They will identify dangerous goods and use the IMDG
Code (R54 and R55) to ensure such cargoes are stowed and separated correctly. They will
know the hazards related to some bulk cargoes and the precautions to take during their
loading, carriage and discharge. They will also have a basic knowledge of the piping and
pumping arrangements of oil tankers.
2.1 PLAN AND ENSURE SAFE LOADING, STOWAGE, SECURING, CARE DURING
THE VOYAGE AND UNLOADING OF CARGOES
Instructors should refer to the many lMO references concerning this topic and design
exercises to let officers practise using information contained in the Code of Safe Practice for
Cargo Stowage and Securing and in a typical cargo securing manual.
The time allotted to cargo calculations is based on the assumption that trainees have
covered the necessary theoretical work in ship stability and strength to enable them to make
calculations based on ship’s data.
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When calculating draughts and trim, solutions are simplified, especially when using calculators
or computers, by the consistent use of signs. The convention signs used are:
loading + discharging -
by the head + by the stern -
forward of + abaft -
starboard + port -
hogging + sagging -
The load curve is given by the difference between the weight and buoyancy curves.
Conventions on the sign of the load and hence on which side of the axis to plot the value
vary between authors. The convention chosen is not important, but it is recommended that
the chosen one is used consistently to avoid confusing trainees.
During the instruction the following properties of the curves should be pointed out to trainees:
● the total area under the weight curve equals the total area under the buoyancy
curve;
● the area under the load curve above the axis equals the area below the axis;
● the maximum values of shear force occur where the load curve crosses the axis;
● the maximum values of bending moment occur where the shear-force curve
crosses the axis; and
● the shear force and bending moment are zero at each end.
The classification society requirement for the carriage of a loading instrument for calculating
shear forces and bending moments is commonly satisfied by the provision of a personal
computer with approved programs on discs. In addition to calculating shear forces and
bending moment, programs normally include the calculation of transverse stability, draught
and trim. Other facilities to assist with cargo planning are also provided.
The program is arranged to perform a self-check on starting up, with a warning being given
to the user if data corruption has occurred. A new copy of the master disc can be made and
run to rectify that fault. If a printer is connected, a hard copy of results can be obtained.
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Torsion
Torsional stresses tend to produce twisting of the ship’s hull about the longitudinal centreline,
All ships experience torsional stresses when subject to oblique sea waves. At a particular
instant, the sea may be attempting to roll the forward end to starboard while the after end is
trying to roll to port. The ship’s structure is designed to withstand this wave-induced torsion.
For most ships, normal cargo operations do not induce torsional stresses but in container
ships it is possible that an excess of weight to one side at one bay is balanced by an excess
to the other side at another bay, thus setting up a torsional stress.
Because of their very large hatch openings, container ships are particularly liable to structural
damage, such as cracking at hatch corners, resulting from torsional stress. The classification
societies state maximum permissible cargo torsion values. They also recommend that
uneven transverse distributions of weights should be avoided and that excess torsion
should be monitored for each load condition by means of calculation sheets and graphical
representation. If the torsional moments exceed the permissible level, water ballast can be
added at appropriate positions to reduce them.
An example of part of a calculation sheet is shown in Figure 1.
The levers for each row are printed on the sheet, the weights are entered and the products
are calculated. The resulting moment for each bay is found and recorded, with the correct
sign.
An example of loading is shown in Figure 2 (below).
The accumulated moment for each group of bays is plotted on a graph, as Figure 3.
Column 2 shows a total listing moment of 1450 metre-tonnes to starboard and an excessive
torsional moment at bays 25 to 31.
Water ballast is added or the anti-heeling tanks are adjusted to reduce the listing moment to
zero and at the same time to reduce the excessive torsional moment. In this case, a moment
of 1450 metre-tonnes to port has been introduced at bays 21/23.
Columns 1 and 2 are amended to take account of the ballast and are shown as columns 3
and 4. The graph is then re-drawn.
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The importance of devising a cargo stowage plan and loading/unloading plan referring to the
loading manual to ascertain an appropriate cargo load distribution, satisfying the imposed
limits on structural loading should be pointed out to the trainees. The ship can undergo
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The Code of Safe Practice for Ships carrying Timber Deck Cargoes (R9) should be fully
covered. The emergency actions of the Master for dealing with incidents such as the partial
loss of the deck load or problems with stability resulting from water absorption or ice accretion
should be included.
Trainees should realize that bills of lading are negotiable documents and provide title to
ownership of the goods described in them. A cargo may be bought and sold on the evidence
of the bill of lading and it is therefore essential that it provides a true and accurate description
of the goods. Any damage or evidence of poor condition should be noted on the mate’s
receipts from which the bills of lading will be drawn up. The acceptance of letters of indemnity
in return for clean bills for goods which are not in apparent good condition could be construed
as compounding a fraud. When bills of lading contain descriptions which cannot be verified
by the ship’s officers, e.g. the quality of wheat in a grain cargo, they should be qualified by the
inclusion of “said to be….”, “contents unknown, said to contain …” and similar expressions.
Where boat notes are signed as mate’s receipts, care should be taken not to sign a duplicate
note for the same consignment. That could lead to eventual claims for the complete loss of
the consignment.
Containers are frequently shipped on through bills of lading which have been issued prior to
their arrival at the ship. A check should be made that seals and locks are in place at shipment.
Trainees should be reminded that empty bags or other packages found during discharging
should be landed and a receipt obtained for them to ensure that the freight earned on their
carriage is obtained. Sweepings should be collected separately, put into bags and discharged
as such, V74.
The general principles of stowage and care of cargoes should be covered. The requirements
for particular commodities can be found in reference books such as T31.
Measures taken for the care of cargo during the voyage, such as the use of ventilation systems
or inspections of lashings, should be entered in the logbook. Entries should also be made if
ventilation is suspended due to heavy weather or any other circumstances which may have
an adverse effect on the cargo. The Master will include such entries in the log extracts to
support the noting of protest.
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Where a national register and certificates are applicable, trainees should be made familiar
with the requirements of those and the details of tests and examinations which should be
entered.
In some ports, the trades union representative of the dock labour force may insist on inspecting
the register and rigging plan before work commences. It is important that changes in items
such as blocks and shackles attached to a derrick are noted on the rigging plan.
This section deals with the practical maintenance and inspection of cargo gear. Attention
should be drawn to the requirement that no new item of loose gear should be made of
wrought iron. Any existing items of wrought iron are subject to the requirements for periodic
heat treatment, unless exempted.
The water tightness of hatch covers is vital, both for the safety of the ship and for the
protection of cargo from water damage. Before loading a bulk cargo that has a tendency to
liquefy or which produces dangerous fumes in contact with water, the hatch covers should
be hose-tested for watertightness (V60).
In combination carriers, the proper sealing of hatches is essential to prevent the release of
flammable vapour at deck level and for the maintenance of a small positive pressure by the
inert gas system.
Heavy lifts require careful planning before loading. The position in which they are to be stowed
must be prepared to accept the lift, possibly requiring the construction of special cradles to
support the load. Adequate means of securing must be provided, which often necessitates
the welding of additional eye-bolts to the deck. The stability of the ship must be sufficient to
limit the list to a reasonable angle both when loading and discharging with the ship’s gear. All
heavy-lift operations should be supervised by a senior officer (V69).
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Instructors will find much of the material for the basis of lectures in T14.
Contents and application of the International Safety Guide for Oil Tankers
and Terminals (lSGOTT) (2 hours)
This section is intended to provide a general introduction to tanker operations and the
guidance available in the ISGOTT. The instructor should point out the 4 parts of ISGOTT, and
brief explanation of each chapter should be discussed with trainees.
Trainees should be aware of the procedures for ballasting, tank cleaning and gas-freeing and
how these are performed within the requirements of MARPOL. A detailed treatment of the
operations is not required (V64, V78).
This section provides a general introduction to the construction and equipment of chemical
tankers as set out in the IBC Code. Only a simple treatment of operations is intended since
officers who will serve in such ships are required to undertake additional specialized training.
Further information on cargoes and operations may be found in reference Textbook Ref. R82
and video V61, V62, V63.
The emphasis should be on how tank cleaning and ballasting operations are carried out in
compliance with Annex II of the MARPOL Convention and, in particular, on the use of the
Procedures and Arrangements Manual to ensure compliance with the regulations.
This section provides a general overview of the different types of gas tanker, their construction
and their equipment as set out in the IGC Code. The treatment should take account of the
fact that officers who will serve in gas tankers will undertake further specialized training
(V56, V129).
The objective of this section is to provide a general insight into the sequence of cargo
operations carried out aboard gas tankers without going into detail. Further information will
be found in references.
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Trainees should be able to identify the problems generally considered to be associated with
bulk carriers, such as high density cargoes, leading to loss of buoyancy or structural failure,
if holds are flooded in the loaded condition, high loading rate, leading to possible loss of
control of load condition; with consequent high stresses, vulnerability to internal damage
during cargo loading and discharging operations, leading to protective coating damage,
accelerated corrosion, and local structural failure, low freeboard, leading to high green sea
loads on deck structures, vulnerability to flooding of forward holds, rapid corrosion caused
by corrosive cargo. Many points have been included in the detailed teaching, which the
Instructors should point out to trainees.
SOLAS chapter XII Additional safety measures for bulk carriers (1 hour)
Instructors should explain chapter XII of the SOLAS Convention which contains regulations
of Additional safety measures for bulk carriers with the trainees including, but not limited to,
restrictions in carriage of high density dry bulk cargoes, document of compliance, permanent
marking on the side shell, damage stability requirements, loading instruments, hold, ballast and
dry space water ingress alarms requirements, availability of pumping systems requirements
and restrictions from sailing with any hold empty.
Instructors should point out the reasons, intention and benefit of the Common Structural
rules for bulk carriers.
Procedure for loading a bulk cargo should be explained in detail. The use of ship’s approved
loading manual, including its content should be discussed thoroughly with the trainees. The
trainee’s knowledge in respect of planning and loading/unloading should be assessed from
a loading computer.
Code of practice for the safe loading and unloading of bulk carriers
(BLU Code) (1 hour)
The contents of the BLU Code should be discussed in detail with the trainees. Instructors
should also point out the consequences of failure to apply BLU Code to the trainees.
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Establish procedures for safe cargo handling in accordance with the provisions of the
relevant instruments such as:
● IMDG Code
● IMSBC Code
● MARPOL 73/78, Annexes III and V
The safe cargo handling in accordance with these codes and conventions should be
discussed with the trainees. The points are covered in the detailed teaching syllabus, which
the instructors should find useful.
The information that needs to be exchanged with shore should be discussed in detail with
the trainees.
Instructors should make use of the points explained in the detailed teaching syllabus, and
discuss them in detail with the trainees
Instructors should make use of the points explained in the detailed teaching syllabus, and
discuss them in detail with the trainees
Instructors should refer to the IMO references concerning this topic and design exercises
to let officers practise using information contained in the IMDG Code, the International
Maritime Solid Bulk Cargoes (IMSBC) Code, which replaces the Code of Safe Practice
for Solid Bulk Cargoes (BC Code), which aims primarily to facilitate the safe stowage and
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shipment of solid bulk cargoes by providing information on the dangers associated with the
shipment of certain types of solid bulk cargoes and instructions on the procedures to be
adopted when the shipment of solid bulk cargoes is contemplated and the IBC Code.
Trainees should be able to use the IMDG Code to find the information, stowage requirements
and precautions to take for a given substance. They should also find the correct emergency
schedule and the relevant entry in the MFAG for that substance. Given several substances, they
should be able to determine the required segregation between them, including applications
to containers and ro-ro units.
It should be pointed out to trainees that safety in the handling and carriage of dangerous
goods is primarily ensured by the specification of stringent packaging requirements. Damaged
packages should not be accepted for loading. The new requirements as per IMDG Code, for
the training of all staff (shore and sea) at both operational and management level, who handle
or process dangerous goods shipments for transportation by sea should be pointed out.
This section deals with the International Maritime Solid Bulk Cargoes (IMSBC Code). A ship
may be required to carry a substance not included in the Code. The Master should obtain all
relevant information about its properties before loading it. The type of information included in
the Code should be used as a guide to what questions should be asked.
IACS classification societies introduced an enhanced survey programme (ESP) for bulkers
and tankers in 1993 covering the preparation and planning of hull surveys, harmonized
bottom survey in dry dock with class renewal survey, maintenance of a survey documents
file on board and corrosion prevention measures (T35, V59). This was adopted in chapter Xl
of SOLAS as regulation 2 Enhanced surveys, applicable to oil tankers and bulk carriers from
July 1998.
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Function 3:
Controlling the Operation of the Ship and Care for
Persons on Board at the Management Level
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Licensed to Batumi Maritime Academy for 1 copy. © IMO
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FUNCTION 2 – PART D2: INSTRUCTOR MANUAL
INDEX
Page
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Development of a detailed timetable depends on the level of skills of the officers entering the
course and the amount of revision work of basic principles that may be required.
Preparation and planning constitute an important factor which makes a major contribution to
the effective presentation of any course of instruction.
■ Lectures
As far as possible, lectures should be presented within a familiar context and should make
use of practical examples. They should be well illustrated with diagrams, photographs and
charts where appropriate, and be related to matter learned during seagoing time.
■ Course outline
The tables that follow list the competencies and areas of knowledge, understanding and
proficiency, together with the estimated total hours required for lectures and practical
exercises. Teaching staff should note that timings are suggestions only and should be adapted
to suit individual groups of trainees depending on their experience, ability, equipment and
staff available for training.
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FUNCTION 3 – PART B3: COURSE OUTLINE
Course outline
Total hours
Total hours for each
Knowledge, understanding and proficiency for each subject area
topic of Required
performance
Competence:
3.1 CONTROL TRIM, STABILITY AND STRESS
3.1.1 FUNDAMENTAL PRINCIPLES OF SHIP CONSTRUCTION, TRIM
AND STABILITY
.1 Shipbuilding materials 3
.2 Welding 3
.3 Bulkheads 4
.4 Watertight and weathertight doors 3
.5 Corrosion and its prevention 4
.6 Surveys and dry-docking 2
.7 Stability 83 102
3.1.2 EFFECT ON TRIM AND STABILITY IN THE EVENT OF DAMAGE
AND STABILITY
.1 Effect on trim and stability of a ship in the event of damage 9
to and consequent flooding of a compartment and
countermeasures to be taken
.2 Theories affecting trim and stability 2 11
3.1.3 KNOWLEDGE OF IMO RECOMMENDATIONS CONCERNING
SHIP STABILITY
.1 Responsibilities under the relevant requirements of the 2 2
international conventions and codes
3.1.2 EFFECT ON TRIM AND STABILITY IN THE EVENT OF DAMAGE
AND STABILITY
3.2 MONITOR AND CONTROL COMPLIANCE WITH LEGISLATIVE
REQUIREMENTS AND MEASURES TO ENSURE SAFETY
OF LIFE AT SEA AND THE PROTECTION OF THE MARINE
ENVIRONMENT
3.2.1 INTERNATIONAL MARITIME LAW EMBODIED IN
INTERNATIONAL AGREEMENTS AND CONVENTIONS
.1 Certificates and other documents required to be carried 1
on board ships by international conventions
.2 Responsibilities under the relevant requirements of the 1
International Convention on Load Lines
.3 Responsibilities under the relevant requirements of the 2
International Convention for the Safety of Life at Sea
.4 Responsibilities under the International Convention for the 3
Prevention of Pollution from Ships
.5 Maritime declarations of health and the requirements of the 3
International Health Regulations
.6 Responsibilities under other international maritime law 35
embodied in international agreements and conventions that
impact on the role of management level deck officers
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Total hours
Total hours for each
Knowledge, understanding and proficiency for each subject area
topic of Required
performance
.7 Responsibilities under international instruments affecting the 4
safety of the ship, passengers, crew and cargo
.8 Methods and aids to prevent pollution of the marine 2
environment by ships
.9 National legislation for implementing international 1 52
agreements and conventions
3.3 MAINTAIN SAFETY AND SECURITY OF THE SHIP’S CREW
AND PASSENGERS AND THE OPERATIONAL CONDITION OF
LIFE-SAVING, FIREFIGHTING AND OTHER SAFETY SYSTEMS
3.3.1 KNOWLEDGE OF LIFE-SAVING APPLIANCE REGULATIONS 2 2
3.3.2 ORGANIZATION OF FIRE DRILLS AND ABANDON SHIP DRILLS - -
See IMO model courses 2.03 and 1.23 and STCW Code, sections
A-V1/3 and A-V1/2
3.3.3 MAINTENANCE OF OPERATIONAL CONDITION OF LIFE- - -
SAVING, FIREFIGHTING AND OTHER SAFETY SYSTEMS
See IMO model courses 2.03 and 1.23 and STCW Code, sections
A-V1/3 and A-V1/2
3.3.4 ACTIONS TO BE TAKEN TO PROTECT AND SAFEGUARD ALL 4 4
PERSONS ON BOARD IN EMERGENCIES
3.3.5 ACTIONS TO LIMIT DAMAGE AND SALVE THE SHIP 4 4
FOLLOWING A FIRE, EXPLOSION, COLLISION OR GROUNDING
3.4 DEVELOP EMERGENCY AND DAMAGE CONTROL PLANS
AND HANDLE EMERGENCY SITUATIONS
3.4.1 PREPARATION OF CONTINGENCY PLANS FOR RESPONSE TO 9 9
EMERGENCIES
3.4.2 SHIP CONSTRUCTION INCLUDING DAMAGE CONTROL 4 4
3.4.3 METHODS AND AIDS FOR FIRE PREVENTION, DETECTION AND - -
EXTINCTION
See IMO model course 2.03 and STCW Code, section A-V1/3
3.4.4 FUNCTIONS AND USE OF LIFE SAVING APPLIANCES - -
See IMO model course 1.23 and STCW Code, section A-V1/2-1
3.5 USE OF LEADERSHIP AND MANAGERIAL SKILLS
3.5.1 SHIPBOARD PERSONNEL MANAGEMENT AND TRAINING
.1 Shipboard personnel management 10
.2 Training on board ships 6 16
3.5.2 RELATED INTERNATIONAL MARITIME CONVENTIONS,
RECOMMENDATIONS AND NATIONAL LEGISLATION
.1 Related international maritime conventions, 4 4
recommendations and national legislation
3.5.3 APPLICATION OF TASK AND WORKLOAD MANAGEMENT
.1 Task and workload management 8 8
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FUNCTION 3 – PART B3: COURSE OUTLINE
Total hours
Total hours for each
Knowledge, understanding and proficiency for each subject area
topic of Required
performance
3.5.4 EFFECTIVE RESOURCE MANAGEMENT
.1 Application of effective resource management at a 10 10
management level
3.5.5 DECISION-MAKING TECHNIQUES
.1 Situation and risk assessment 2
.2 Identify and generate options 2
.3 Selecting course of action 2
.4 Evaluation of outcome effectiveness 1 7
3.5.6 DEVELOPMENT, IMPLEMENTATION AND OVERSIGHT OF 1 1
STANDARD OPERATING PROCEDURES
3.6 ORGANIZE AND MANAGE THE PROVISION OF MEDICAL
CARE ON BOARD
3.6.1 MEDICAL PUBLICATIONS
.1 International Medical Guide for Ships 0.5
.2 International Code of Signals (medical section) 0.5
.3 Medical First Aid Guide for Use in Accidents Involving 3 4
Dangerous Goods
Total for Function 3: Controlling the Operation of the Ship and Care
244 hours
for Persons on Board at the Management Level
Teaching staff and Administrations should note that the hours for lectures and exercises are
suggestions only as regards sequence and length of time allocated to each objective. These
factors may be adapted by lecturers to suit individual groups of trainees depending on their
experience, ability, equipment and staff available for teaching.
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FUNCTION 3 – PART C3: DETAILED TEACHING SYLLABUS
IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
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IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
– states that aluminium alloys are tested and graded by classification society
surveyors
– explains how strength is preserved in aluminium superstructures in the event of
fire
– describes the special precautions against corrosion that are needed where
aluminium alloy is connected to steelwork
1.2 Welding (3 hours) R1
(Note that this content is not directly required by STCW 2010 but is recommended
to be included in training courses)
– describes the process of manual electric arc welding
– explains the purpose of flux during welding
– describes briefly the automatic welding processes, electro-slag, TIG and MIG
– describes butt, lap and fillet welds
– describes the various preparations of a plate edge for welding
– explains what is meant by a full-penetration fillet weld
– explains what is meant by ‘single pass’, ‘multipass’ and ‘back’ run
– explains how welding can give rise to distortion and describes measures which
are taken to minimize it
– describes the use of tack welding
– describes weld faults:
– lack of fusion
– no inter-run penetration
– lack of reinforcement
– lack of root penetration
– slag inclusion
– porosity
– overlap
– undercut
– states that classification societies require tests on weld materials and
electrodes before approving them
– discusses the electrode type and process of welding high tensile steels
– describes gas cutting of metals
– briefly describes the testing of welds:
– visual
– radiographic
– ultrasonic
– magnetic particle
– dye penetrant
1.3 Bulkheads (4 hours) R1
– states that transverse bulkheads serve to subdivide a ship against flooding
and spread of fire, to support decks and superstructures and to resist racking
stresses
– distinguishes between watertight, non-watertight and oil-tight or tank
bulkheads
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IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
– defines:
– margin line
– bulkhead deck
– watertight
– weathertight
– states that cargo ships must have:
– a collision bulkhead, watertight up to the freeboard deck, positioned not
less than 5% of the length of the ship (or 10 metres, whichever is the
less) and not more than 8% of the length of the ship from the forward
perpendicular
– an afterpeak bulkhead enclosing the stem tube and rudder trunk in a
watertight compartment
– a bulkhead at each end of the machinery space
– explains that cargo ships require additional bulkheads, as laid down by
classification society rules, according to their length or as required by SOLAS
– describes the construction of a watertight bulkhead and its attachments to
sides, deck and tank top
– describes how watertightness is maintained where bulkheads are pierced by
longitudinal, beams or pipes
– states the rule regarding penetrations of the collision bulkhead
– states that watertight floors are fitted directly below main watertight bulkheads
– explains that oil-tight bulkheads and bulkheads forming boundaries of tanks
are built with heavier scantlings than watertight bulkheads
– describes how bulkheads are tested for tightness
– gives examples of non-watertight bulkheads
– explains the purpose of wash bulkheads in cargo tanks or deep tanks
– states longitudinal bulkheads serve to subdivide liquid cargoes, provide
additional longitudinal support and reduce free surface effect
– distinguishes between Cofferdam, Flat plate and Corrugated bulkhead
construction
– explains the use of cross ties in tanker construction
1.4 Watertight and weathertight doors (3 hours) R1
Explains the general design and construction features of SOLAS compliant
vessels in terms of watertight integrity
– explains the possible effects of sustaining damage when in a less favourable
condition
– states that the number of openings in watertight bulkheads of passenger ships R2
should be reduced to the minimum compatible with the design and working of
the ship
– categorizes watertight doors as:
class 1 — hinged doors
class 2 — hand-opened sliding doors
class 3 — sliding doors which are power-operated as well as hand-operated
– states that all types of watertight doors should be capable of being closed with
the ship listed to 15° either way
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IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
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FUNCTION 3 – PART C3: DETAILED TEACHING SYLLABUS
IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
205
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Reference
– states that electrical connection with the hull via slip rings and brushes on the
rudder stock and propeller shaft ensures protection of the rudder and propeller
– explains that, as the underwater paintwork deteriorates, higher currents are
required for protection
– states that too high a current can result in damage to paintwork and a chalky
deposit on areas of bare metal, which has to be removed before repainting can
be carried out
– states that a protective shield of epoxy resin is applied for about 1 metre
around the anodes to withstand the alkaline conditions there
1.6 Surveys and dry-docking (2 hours) R1
– states the frequency of classification society surveys
– states that intervals between dry-dockings may be extended up to 2.5 years
where a ship has high-resistance paint and an approved automatic
impressed-current cathodic protection system
– states that continuous hull survey, in which all compartments are examined
over a 5-year period, may replace the special surveys
– explains all types of survey a ship is subjected to, including but limiting to:
Initial Survey, Renewal Survey, Periodical Survey, Intermediate Survey, Annual
Survey, Inspection of the outside of the ships bottom, Additional Survey
– explains the harmonized system of ship survey and certification
– explains Condition Assessment Scheme (CAS) for oil tankers and Condition
Assessment Programme (CAP)
– lists the items inspected at annual survey as:
– protection of openings: hatches, ventilators, cargo doors, side scuttles,
overside discharges and any other openings through which water might
enter
– guardrails
– water-clearing arrangements, freeing ports, scuppers
– means of access to crews quarters and working areas
– states that the inspections listed above are also required for the annual
inspection under the International Convention on Load Lines
– lists the items to examine in dry-dock as:
– shell plating
– cathodic protection fittings
– rudder
– stem frame
– propeller
– anchors and chain cable
– describes the examinations to be made of the items listed above
– describes the cleaning, preparation and painting of the hull in dry-dock
– calculates paint quantities, given the formula for wetted surface area as:
S = 2.58 √ ∆ L
where S = surface area in m2
∆ = displacement in tonnes
L = length of ship in metres
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IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
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COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
– calculates the TPC for given mean draught and density of the dock water
– discusses the use of the Fresh Water Allowance and how to determine this for
a ship
– states that FWA only applies when the ship is floating at or near its summer
load line
– explains why the density of the water in the dock should be taken at the same
time as the draughts are read
– describes the statical and dynamic effects on stability of the movement of
liquids with a free surface
– calculates the virtual reduction in GM for liquids with a free surface in spaces
with rectangular and triangular waterplanes
– deduces from the above objective that halving the breadth of a tank reduces
the free surface effect to one eighth of its original value
– deduces that the subdividing a tank at the centre reduces its free surface effect
to one quarter of that of the undivided tank
– states that the quantity ‘inertia x density of liquid’ is called the ‘free surface
moment’ of the tank, in tonne-metres
– states that information for calculating free surface effect is included in tank
capacity tables
– states that the information may be given in one of the following ways:
– inertia in metre4
– free surface moments for a stated density of liquid in the tank
– as a loss of GM, in tabulated form for a range of draughts (displacements)
for a stated density of liquid in the tank
– corrects free surface moments when a tank contains a liquid of different
density from that stated in the capacity table
– given a ship’s displacement and the contents of its tanks, uses the information
from ship’s stability information to calculate the loss of GM due to slack tanks
– given a ship’s departure conditions and the daily consumption of fuel,
water and stores, calculates the GM allowing for free surfaces on arrival at
destination
Stability at moderate and large angles of heel
– states that the formula GZ = GM sinθ does not hold for angles in excess of
about 10º
– states that the initial KM is calculated from
KM = KB + BM
– uses a metacentric diagram to obtain values of KM, KB and BM for given
draughts
– states that the transverse BM = I/V
where: I = second moment of area of the waterplane about the centre line;
V = underwater volume of the ship
– states that for a rectangular waterplane I = LB3/12
where: L is the length of the waterplane;
B is the breadth of the waterplane
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IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
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COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
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IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
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COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
– states that a beam wind exerts a force equal to the wind pressure multiplied by
the projected lateral area of the portion of the ship and deck cargo above the
waterline
– explains that a heeling moment is formed, equal to the force of the wind
multiplied by the vertical separation between the centres of the lateral areas of
the portions of the ship above and below the waterline
– states that the heeling lever equals the heeling moment divided by the ship’s
displacement
– states that a steady wind will cause a ship to heel to an angle at which the
righting lever is equal to the heeling over
– states that a ship under the action of a steady wind would roll about the
resulting angle of heel
– on a curve of righting levers, indicates the angle of equilibrium under the action
of a steady wind and the areas which represent the dynamical stability at
angles of roll to each side of the equilibrium position
– by reference to dynamical stability, describes the effect of an increase in wind
pressure when a vessel is at its maximum angle of roll to windward
– summarizes the recommendation on severe wind and rolling criterion for the
intact stability of passenger and cargo ships
– by reference to a curve of righting levers and dynamical stability, describes
the effect of a listing moment on the rolling of the ship about the equilibrium
position
Approximate GM by means of rolling period tests R1, R96
– states that, for ships up to 70m in length, the GM can be verified in still water
by causing the ship to roll and noting the rolling period
– defines the rolling period as the time taken for one complete oscillation from
the extreme end of a roll to one side, right across to the extreme on the other
side and back to the original position
– states that for small angles of roll in still water, the initial metacentric height,
GMo is given by:
GMo = [fB/Tr]2
where: f = rolling factor
B = breadth of the ship
Tr = rolling period in seconds
– states that the formula may be given as:
GMo = F/Tr2
where the F-value is provided by the Administration
– summarizes the procedures for determining a ship’s stability by means of the
rolling period test
– given values of F and T and the equation GMo = F/T2, calculates GMo
– states the limitations of the method
– states that when construction is completed, a ship undergoes an inclining test
to determine the displacement and position of the centre of gravity, KG and
LCG, in the light ship condition
– states that the displacement and KM are calculated from the observed
draughts and the ship’s lines plans, making allowance for density of water and
trim
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IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
– states that the position of the centre of buoyancy is calculated to enable the
LCG for the light ship to be determined
– describes how an inclining test is carried out
– given the mass and the distance through which it was moved, the
displacement, length of the plumb line and the deflection, calculates the KG
– states that the values obtained in a test are corrected for masses to be
removed and added to obtain the KG and LCG for the light ship
– states that, at periodical intervals not exceeding five years, a light ship survey
must be carried out on all passenger ships to verify any changes in light ship
displacement and longitudinal centre of gravity
– states that the ship must be re-inclined whenever, in comparison with the R2
approved stability information, a deviation from the light ship displacement
exceeding 2% or a deviation of the longitudinal centre of gravity exceeding 1%
of L is found or anticipated
Intact Stability Code R1, R96
– describes the general precautions to be taken against capsizing
– states the recommended criteria for passenger and cargo ships of all types
– given the initial metacentric height and the GZ curve, determines whether the
ship meets the recommended criteria
– states that stability information should comprise:
– stability characteristics of typical loading conditions
– information to enable the Master to assess the stability of the ship in all
loading conditions differing from the standard ones
– information on the proper use of anti-rolling devices, if fitted
– information enabling the Master to determine GMo by means of a rolling
test corrections to be made to GMo for free surface liquids
– for ships carrying timber deck cargoes information setting out changes
in deck cargo from that shown in the loading conditions, when the
permeability of the deck cargo is significantly different from 25%
– for ships carrying timber deck cargoes, indications of the maximum
permissible amount of deck cargo
– states that criteria are laid down for ships carrying timber deck cargoes
– discusses the use of the weather criterion and how to assess whether a vessel
complies with this
– states the additional criteria recommended for passenger ships
– states that the information includes a curve or table giving, as a function
of the draught, the required initial GM which ensures compliance with the
recommendations on intact stability
Intact stability requirements for the carriage of grain R1
– states the intact stability requirements for the carriage of grain
– states that before loading bulk grain the Master may be required to
demonstrate that the ship will comply with the stability criteria at all stages of
the voyage
– states that the ship must be upright before proceeding to sea
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COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
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IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
– states that the force in the above objective is called the centripetal force, given
by F = Mv2/r
where: M = mass of the ship in tonnes
v = speed in metres per second
r = radius of turn in metres
F = centripetal force in kilonewtons
– explains how the force acting at the centre of lateral resistance can be replaced
by an equal force acting through the centre of gravity and a heeling couple
equal to the force x vertical separation between the centre of lateral resistance
and the centre of gravity,
⎩
Mv2 ⎧ KG – d cosθ ⎪
⎪
r ⎩ 2 ⎧
– states that the ship will heel until the resulting righting moment equals the
heeling couple, i.e.
⎩
M x g x GM sinθ = Mv2 ⎧ KG – d cosθ ⎪
⎪
r ⎩ 2 ⎧
where: g = acceleration due to gravity
θ = angle of heel
– given the relevant data, calculates the angle of heel from
⎩
tanθ = v2 x ⎧KG – d ⎪
⎪
⎩ 2 ⎧
g x GM x r
Dry-docking and grounding R1
– states that for dry-docking a ship should:
– have adequate initial metacentric height
– be upright
– have a small or moderate trim, normally by the stern
– states that part of the weight is taken by the blocks as soon as the ship
touches, reducing the buoyancy force by the same amount
– states that the upthrust at the stern causes a virtual loss of metacentric height
– explains why the GM must remain positive until the critical instant at which the
ship takes the blocks overall
– derives the formula for the upthrust at the stern
P = (MCT x t)
L
where: P = upthrust at the stern in tonnes
t = change of trim in cm
L = distance of the centre of flotation from aft
– explains that a ship with a large trim will develop a large upthrust, which may
damage the stern frame, trip the blocks or lead to an unstable condition before
taking the blocks overall
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COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
– by taking moments about the centre of buoyancy, shows that, for a small angle
of heel, θ,
righting moment = ∆ x GM sinθ – P x KM sinθ
where GM is the initial metacentric height when afloat
– shows that the righting lever is that for the ship with its metacentric height
reduced by (P x KM)
∆
– by using the equation in the above objective and KM + KG + GM, shows that
righting moment = (∆ – P) x GM sinθ – P x KG sinθ
– shows that the righting lever is that for a ship of displacement (∆ – P) and with
metacentric height reduced by (P x KG)
∆–P
– explains that the righting moment remains positive providing ∆ x GM is greater
than P x KM or equivalently, (∆ – P) x GM is greater than P x KG
– calculates the minimum GM to ensure that the ship remains stable at the point
of taking the blocks overall
– calculates the maximum trim to ensure that the ship remains stable on taking
the blocks overall for a given GM
– calculates the virtual loss of GM and the draughts of the ship after the level has
fallen by a stated amount
– calculates the draughts on taking the blocks overall
– explains that the stability of a ship aground at one point on the centre line is
reduced in the same way as in dry-docking
– states that when grounding occurs at an off-centre point, the upthrust causes
heel as well as trim and reduction of GM
– explains that the increase in upthrust as the tide falls increases the heeling
moment and reduces the stability
Shear force, bending moments and torsional stress R1
– explains what is meant by shearing stress
– states that the shear force at a given point of a simply supported beam is equal
to the algebraic sum of the forces to one side of that point
– explains that, for a beam in equilibrium, the sum of forces to one side of a point
is equal to the sum of the forces on the other side with the sign reversed
– explains what is meant by a bending moment
– states that the bending moment at a given point of a beam is the algebraic sum
of the moment of force acting to one side of that point
– states that the bending moment measured to opposite sides of a point are
numerically equal but opposite in sense
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IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
– draws a diagram of shear force and bending moment for simply supported
beams
– states that the bending moment at any given point is equal to the area under
the shear-force curve to that point
– uses the above objective to show that the bending-moment curve has a turning
point where the shear force has zero value
– explains that shear forces and bending moments arise from differences
between weight and buoyancy per unit length of the ship
– states that the differences between buoyancy and weight is called the load
– draws a load curve from a given buoyancy curve and weight curve
– states that the shear force at any given point is equal to the area under the load
curve between the origin and that point
– draws a diagram of shear force and bending moment for a given distribution of
weight for a box-shaped vessel
– explains how wave profile affects the shear-force curve and bending-moment
curve
– states that each ship above a specified length is required to carry a loading
manual, in which are set out acceptable loading patterns to keep shear forces
and bending moments within acceptable limits
– states that the classification society may also require a ship to carry an
approved means of calculating shear forces and bending moment at stipulated
stations
– demonstrates the use of a loading instrument
– states that the loading manual and instrument, where provided, should be
used to ensure that shear forces and bending moments do not exceed the
permissible limits in still water during cargo and ballast handling
– explains what is meant by a torsional stress
– describes how torsional stresses in the hull are set up
– states that wave-induced torsional stresses are allowed for in the design of the
ship
– states that cargo-induced torsional stresses are a problem mainly in container
ships
– states that classification societies specify maximum permissible torsional
moments at a number of specified cargo bays
– given details of loading, calculates cumulative torsional moments for stated
positions
– describes the likelihood of overstressing the hull structure when loading certain
bulk cargoes
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COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
3.1.2 EFFECT ON TRIM AND STABILITY IN THE EVENT OF DAMAGE AND FLOODING
Textbooks: T4
Bibliography: B1, B2, B3, B4, B5, B6, B9, B10, B11, B14, B15, B20, B22, B23, B29, B30,
B31, B32, B35, B37, B39, B43, B44, B46, B47, B48, B49, B52, B53, B54, B64, B84, B85,
B96, B103, B107, B111, 114, B115, B118, B126, B131, B132, B133, B135, B137, B144,
B145, B147, B148, B149, B154, B159, B160, B169, B170, B171, B174, B176, B178, B179,
B180, B183, B184, B185, B186, B187, B199, B204, B205, B206, B207, B211, B213
Teaching aids: A1
Required performance:
2.1 Effect of flooding on transverse stability and trim (9 hours) R1
Passenger vessels
– explains what is meant by ‘floodable length’
– defines:
– margin line
– bulkhead deck
– permeability of a space
– explains what is meant by ‘permissible length of compartments’ in passenger
ships
– describes briefly the significance of the Criterion of Service Numeral
– explains the significance of the factor of subdivision
– states the assumed extent of damage used in assessing the stability of
passenger ships in damaged condition
– summarizes, with reference to the factor of subdivision, the extent of damage
which a passenger ship should withstand
– describes the provisions for dealing with asymmetrical flooding
– states the requirements for the final condition of the ship after assumed
damage and, where applicable, equalization of flooding
– states that the Master is supplied with data necessary to maintain sufficient
intact stability to withstand the critical damage
– explains the minimum residual stability requirements in the damaged condition
with the required number of compartments flooded
– discusses the use of the damaged stability information required to be provided
to the Master of a passenger vessel
Cargo ships
– distinguishes between ships of Type A and Type B for the purpose of
computation of freeboard
– describes the extent of damage that a Type A ship of over 150m in length
should be able to withstand
– explains that a Type A ship of over 150m in length is described as a one
compartment ship
– describes the requirements for the survivability of Type B ships with reduced
assigned freeboard
– summarizes the equilibrium conditions regarded as satisfactory after flooding
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IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
– states that damage to compartments may cause a ship to sink as a result of:
– insufficient reserve buoyancy leading to progressive flooding
– progressive flooding due to excessive list or trim
– capsizing due to a loss of stability
– structural failure
Calculation of vessel condition after flooding
– states that, in the absence of hull damage, the stability is calculated in the
usual way using the added mass and making allowance for free surface liquid
– states that free surface moments for any rectangular compartment that is
flooded by salt water can be approximated by
moment = length x (breadth)3 x 1.025 / 12
– states that virtual loss of GM = moment
flooded displacement
– states that when a compartment is holed the ship will sink deeper in the water
until the intact volume displaces water equivalent to the mass of the ship and
its contents
– explains that the loss of buoyancy of a holed compartment is equal to the
mass of water which enters the compartment up to the original waterline
– states that the volume of lost buoyancy for a loaded compartment is equal to
the volume of the compartment x the permeability of the compartment
– calculates the permeability of cargo, given its density and its stowage factor
– states that if the lost buoyancy is greater than the reserve buoyancy the ship
will sink
– states that the centre of buoyancy moves to the centre of immersed volume of
the intact portion of the ship
– states that when a compartment is holed the ship’s displacement and its centre
of gravity are unchanged
– explains that a heeling arm is produced, equal to the transverse separation of
G and the new position of B for the upright ship
– states that the area of intact waterplane is reduced by the area of the flooded
spaces at the level of the flooded waterline multiplied by the permeability of the
space
– states that if the flooded space is entirely below the waterline there is no
reduction in intact waterplane
– calculates the increase in mean draught of a ship, given the TPC and the
dimensions of the flooded space, using increase in draught
= volume of lost buoyancy
area of intact waterplane
– states that the height of the centre of buoyancy above the keel increases by
about half the increase in draught due to flooding
– states that a reduction in waterplane area leads to a reduction in the second
moment of area (I)
– uses the formula BM = I/V to explain why the BM of a ship is generally less
when bilged than when intact
– states that change in GM is the net result of changes in KB and BM
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COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
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IMO
COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
– explains how the reduction in intact waterplane reduces the MCT 1cm
– calculates the reduction of BML, given the following corrections:
second moment of lost area about its centroids / displaced volume;
this is bL3 for a rectangular surface
12 V
where: L is length of lost area
b is breadth of lost area
V is displaced volume = displacement
density of water
Original waterplane area / intact waterplane area x lost area x
(distance from CF)2/displaced volume
This is original waterplane area/intact waterplane area x bld2 / v
– for a rectangular surface, where d is the distance of the centre of area from the
original centre of flotation
– calculates the reduction of MCT 1cm, given, reduction of MCT 1cm =
(displacement x reduction of GM)/100 x ship’s length
– states that the trimming moment is calculated from:
trimming moment = lost buoyancy x distance from new CF
where the lost buoyancy is measured in tonnes
– given the dimensions of a bilged space and the ship’s hydrostatic data,
calculates the draughts in the damaged condition
– describes measures which may be taken to improve the stability or trim of a
damaged ship
2.2 Theories affecting trim and stability (2 hours) R1
– describes the static and dynamic effects on stability of liquids with a free
surface
– identifies free surface moments and shows its application to dead-weight
moment curves
– interprets changes in stability which take place during a voyage
– describes effect on stability of ice formation on superstructure
– describes the effect of water absorption by deck cargo and retention of water
on deck
– describes stability requirements for dry-docking
– demonstrates understanding of angle of loll
– states precautions to be observed in correction of angle of loll
– explains the dangers to a vessel at an angle of loll
– describes effects of wind and waves on ships stability
– lists the main factors which affect the rolling period of a vessel
– explains the terms synchronous and parametric rolling and pitching and
describes the dangers associated with it
– describes the actions that can be taken to stop synchronous and parametric
effects
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COMPETENCE 3.1 Control Trim, Stability and Stress
Reference
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223
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FUNCTION 3 – PART C3: DETAILED TEACHING SYLLABUS
– states that, after repairs or alterations, a ship should comply with at least the
requirements previously applicable and that, after major repairs or alterations,
ships should comply with the requirements for a new ship in so far as the
Administration deems reasonable and practicable
– describes the preparation required for renewal and annual load line surveys
– states that the appropriate load lines on the sides of the ship corresponding
to the season and to the zone or area in which the ship may be must not be
submerged at any time when the ship puts to sea, during the voyage or on
arrival
– states that when a ship is in fresh water of unit density the appropriate load line
may be submerged by the amount of the fresh water allowance shown on the
International Load Line Certificate (1966)
– states that when a ship departs from port situated on a river or inland waters,
deeper loading is permitted corresponding to the weight of fuel and all other
materials required for consumption between the point of departure and the sea
– explains the treatment of a port lying on the boundary between two zones or
areas
– explains the circumstances in which an International Load Line Certificate
(1966) would be cancelled by the Administration
1.3 Responsibilities under the relevant requirements of the International R2
Convention for the Safety of Life at Sea (2 hours)
– states the obligations of the Master concerning the sending of danger
messages relating to dangerous ice, a dangerous derelict, other dangers to
navigation, tropical storms, sub-freezing air temperature with gale force winds
causing severe ice accretion or winds of force 10 or above for which no storm
warning has been received
– lists the information required in danger messages
– states that when ice is reported near his course, the Master of every ship at R2 ch. V
night is bound to proceed at a moderate speed or to alter his course so as to reg. 10
go well clear of the danger zone
– states that the use of an international distress signal, except for the purpose of
indicating that a ship or aircraft is in distress, and the use of any signal which
may be confused with an international distress signal are prohibited
– states the obligations of the Master of a ship at sea on receiving a signal from
any source that a ship or aircraft or a survival craft thereof is in distress
– explains the rights of the Master of a ship in distress to requisition one or more
ships which have answered his call for assistance
– explains when the Master of a ship is released from the obligation to render
assistance
– describes the requirements for the carriage of navigational equipment
– states that all equipment fitted in compliance with reg. V/12 must be of a type
approved by the Administration
– states that all ships should be sufficiently and efficiently manned
– states that manning is subject to Port State Control inspection
– lists the contents of the minimum safe manning document referred to in
Assembly resolution A481(XII), Principles of safe manning
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– states that in areas where navigation demands special caution, ships should R2
have more than one steering gear power unit in operation when such units are
capable of simultaneous operation
– describes the procedure for the testing of the ship’s steering gear before
departure
– describes the requirements for the display of operating instructions and
change-over procedures for remote steering gear control and steering gear
power units
– describes the requirements for emergency steering drills
– lists the entries which should be made in the logbook regarding the checks and
tests of the steering gear and the holding of emergency drills
– states that all ships should carry adequate and up-to-date charts, sailing
directions, lists of lights, notices to mariners, tide tables and other nautical
publications necessary for the voyage
– states which ships should carry the International Code of Signals
1.4 Responsibilities under the International Convention for the Prevention R9, R10, R11,
of Pollution from Ships, 1973, and the Protocol of 1978 relating thereto R12, R13, R26,
(MARPOL 73/78) (3 hours) R27, R28, R72,
– explains who may cause proceedings to be taken when a violation occurs R73, R74
within the jurisdiction of a Party to the Convention
– explains the Parties to the Convention must apply the requirements of the
Convention to ships of non-Parties to ensure that no more favourable treatment
is given to such ships
Annex I — Oil R10
– states that, after survey has been completed, no change should be made in the
structure, equipment, fittings, arrangements or materials without the sanction
of the Administration, except the direct replacement of equipment and fittings
– explains the Master’s duty to report when an accident occurs or a defect is
discovered which substantially affects the integrity of the ship or the efficiency
or completeness of its equipment covered by this Annex
– states that the dates of intermediate and annual surveys are endorsed on the
IOPP Certificate
– states that a record of construction and equipment is attached as a
supplement to the IOPP Certificate
– explains the duration of validity of the IOPP Certificate and the circumstances
in which the IOPP Certificate will cease to be valid
– states that all new crude oil tankers of 20,000 tonnes deadweight and above
must be fitted with a crude oil washing system
– states that the competent authority of the Government of a Party to the
Convention may inspect the Oil Record Book while the ship is in its port or
offshore terminals and may make a copy of any entry and may require the
Master to certify that the copy is a true copy of such entry
– states that a copy certified by the Master is admissible in any judicial
proceedings as evidence of the facts stated in the entry
– states that the Master should be provided with information relative to loading
and distribution of cargo necessary to ensure compliance with the regulation
on subdivision and stability and the ability of the ship to comply with the
damage stability criteria
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– states all ships of 400gt or more must carry an approved shipboard oil pollution
emergency plan (SOPEP)
Annex II — Noxious Liquid Substances in Bulk R11
– states the duration of validity of the certificate
– explains that ships which have been surveyed and certified in accordance with
the International Bulk Chemical Code (IBC Code) or the Bulk Chemical Code
(BCH Code), as applicable, are deemed to have complied with the regulations
regarding survey and certification and do not require to have an International
Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances
in Bulk
Annex Ill — Harmful Substances Carried by Sea in Packaged Forms, or in Freight
Containers, Portable Tanks or Tank Wagons
– states that the Master of the ship, or his representative, should notify the
appropriate port authority of the intention to load or unload certain harmful
substances at least 24 hours in advance
Annex IV — Sewage
– defines, for the purposes of Annex IV:
– holding tank, sewage and nearest land
– states the ships to which the provisions apply
– states that ships to which the regulations apply are subject to surveys for the
issue of an International Sewage Pollution Prevention Certificate (1973)
– states the duration of validity of the certificate
Annex V — Garbage
– explains that when garbage is mixed with other discharges having different
disposal requirements, the more stringent requirements apply
– describes the provisions for disposal of garbage from off-shore platforms and
from ships alongside or within 500 metres from them
– lists the special areas for the purposes of this annex
– explains the requirements for disposal of garbage within special areas
– describes the exceptions to regulations 3, 4 and 5
– describes the form of record keeping required
– states records are subject to scrutiny by port State control officers
Annex VI — (Regulations for the Prevention of Air Pollution from Ships) of the
MARPOL Convention.
– states that MARPOL 73/78 Annex VI Regulations for the Prevention of Air
Pollution from Ships entered into force on 19 May 2005
– states that MARPOL Annex VI sets limits on sulphur oxide and nitrogen oxide
emissions from ship exhausts and prohibits deliberate emissions of ozone-
depleting substances
– explains that Annex VI emission control requirements are in accordance with
the 1987 Montreal Protocol (a UN international environmental treaty), as
amended in London in 1990
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– states that MARPOL annex VI applies to all ships, fixed and floating drilling rigs
and other platforms, but the certification requirements are depending on size of
the vessel and when it is constructed
– explains the requirements for shipboard energy efficiency plans under
MARPOL annex VI
– explains that regulation 16 sets out requirements for shipboard incineration and
as per 16(4) bans the incineration of:
– MARPOL Annex I, II and III cargo residues and related contaminated
packing materials;
– polychlorinated biphenyls (PCBs);
– garbage, as defined in MARPOL Annex V, containing more than traces of
heavy metals; and
– refined petroleum products containing halogen compounds
– explains that under regulation 16(5) incineration of sewage sludge and sludge
oil generated during the normal operation of a ship may take place in the main
or auxiliary power plant or boilers (as well as in an incinerator), but in those
cases, must not take place inside ports, harbours and estuaries
– explains that regulation 16(6) prohibits the shipboard incineration of polyvinyl
chlorides (PVCs), except in incinerators for which IMO Type Approval
Certificates have been issued
– explains that under regulation 16(7) all ships with incinerators subject to
regulation 16 must possess a manufacturer’s operating manual which must
specify how to operate the incinerator within the limits described in paragraph
2 of appendix IV to Annex VI
– explains that under regulation 16(8) personnel responsible for operation of any
incinerator must be trained and capable of implementing the guidance in the
manufacturer’s operating manual
– explains that regulation 3 provides that the regulations of Annex VI will not
apply to any emission necessary for the purpose of securing the safety of a
ship or saving life at sea, or any emission resulting from damage to a ship or its
equipment, subject to certain conditions
– states that regulation 15 provides that in ports or terminals in Party States any
regulation of emissions of Volatile Organic Compounds (VOCs) from tankers
must be in accordance with Annex VI
– states that as per regulation 15 a tanker carrying crude oil is required to have a
“VOC Management Plan” approved by the Administration on board
– states that ships of 400 gross tons and above engaged in international voyages
involving countries that have ratified the conventions, or ships flying the flag of
those countries, are required to have an International Air Pollution Prevention
Certificate (IAPP Certificate)
– states that the IAPP certificate will be issued following an initial survey carried
out by the flag Administration or by a recognized organization on behalf of
the flag Administration, confirming compliance with MARPOL Annex VI. For
ships with the flag of an Administration that have not yet ratified Annex VI, a
Certificate of Compliance with Annex VI may be issued
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– states that Annex VI also requires diesel engines with a power output of
more than 130 kW which is installed on a ship constructed on or after 1
January 2000 or with a power output of more than 130 kW which undergoes
a major conversion on or after 1 January 2000 or with a power output of more
than 5000 kW and a per cylinder displacement at or above 90 litres which
is installed on a ship constructed on or after 1 January 1990 but prior to
1 January 2000, to carry individual certificates with regard to NOx emissions,
named Engine International Air Pollution Prevention (EIAPP) Certificates
– states that Annex VI requires that every ship of 400 gross tonnage or above
and every fixed and floating drilling rig and other platforms shall be subject to a
schedule of surveys that occur throughout the life of a vessel
– states that the schedule of surveys include:
– Initial survey: This survey occurs before the ship is put into service or
before a vessel certificate is issued for the first time. This survey ensures
that the equipment, systems, fitting, arrangements and material used
on board fully comply with the requirements of Annex VI. The vessel’s
International Air Pollution Prevention certificate (IAPP) will be issued to the
vessel by an organization authorized to act on behalf of the State, after this
survey.
– Periodic surveys: These surveys occur at least every five years after the
initial survey. These surveys confirm that nothing has been done to the
ship’s equipment that would take it out of compliance. The vessel’s IAPP
certificate will be re-issued by an organization authorized to act on behalf
of the State, after this survey.
– Intermediate surveys: These surveys occur at least once during the period
between issuance of an IAPP and the periodic surveys. They also confirm
that all of the ship’s equipment remains in compliance.
– states that chapter III of Annex VI (regulations 12 to 19) contains requirements
for control of emissions from ships, but the following regulations directly impact
vessel operation:
– regulation 12 – Ozone-depleting Substances
– regulation 13 – NOx emissions
– regulation 14 – Sulphur Oxide emissions
– regulation 15 – VOC emissions
– regulation 16 – Shipboard Incinerators
– regulation 18 – Fuel Oil Quality control
– states that regulation 12(1) prohibits deliberate emissions of ozone-depleting
substances, except where necessary for the purpose of securing the safety of
a ship or saving life, as provided in regulation 3
– states that regulation 12(2) prohibits, on all ships, new installations containing
ozone-depleting substances, except that new installations containing
hydrochlorofluorocarbons (HCFCs) are permitted until 1 January 2020
– states that all the ships subject to the requirements of Annex VI, are required
to maintain a list of equipment containing ozone-depleting substances and, if
a ship has rechargeable systems, containing ozone-depleting substances, an
Ozone-depleting Substances Record Book is to be maintained on board
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– states that regulation 13 sets NOx emission limits for diesel engines with a
power output of more than 130kW installed on ships built on or after 1 January
2000, and diesel engines of similar power undergoing a major conversion on or
after 1 January 2000
– states that regulation 13 does not apply to emergency diesel engines, engines
installed in lifeboats and any device or equipment intended to be used solely
in case of emergency, or engines installed on ships solely engaged in voyages
within waters subject to the sovereignty or jurisdiction of the flag State,
provided that such engines are subject to an alternative NOx control measure
established by the Administration
– explains that regulation 13 further contains a 3-Tier approach:
– Tier I (current limits)
– For diesel engines installed on ships constructed from 1 January 2000
to 1 January 2011
– Tier II
– For diesel engines installed on ships constructed on or after
1 January 2011
– Tier III
– Ships constructed on or after 1 January 2016
– states that Engine surveys are described in Chapter 2 of the NOx Technical
Code, a supporting document to Annex VI
– states that the four kinds of engine surveys are:
– Pre-certification survey: This survey occurs before an engine is installed
on board a vessel, to ensure the engine meets the NOx limits. The Engine
International Air Pollution Prevention certificate (EIAPP) is issued after this
survey for each applicable engine, engine family, or engine group
– Initial certification survey: This survey occurs after the engine is installed
on board the ship, but before the ship is placed into service. It ensures that
the engine meets the NOx limits as installed. If an engine has an EIAPP, the
initial certification survey will primarily ensure that any modifications to the
engine’s settings are within the allowable adjustment limits specified in the
EIAPP
– Periodic and intermediate surveys: These surveys occur as part of the
ship’s surveys described above. They ensure that the engine continues to
comply fully with the NOx limits
– Modification survey: This survey occurs when an engine overhaul meets
the criteria for a major conversion. It ensures that the modified engine
complies with the NOx limits
– states that there are three documents that are essential for completing the
engine and vessel surveys. These are the EIAPP or Statement of Compliance,
the Technical File, and the Record Book of Engine Parameters
– states that regulation 14 provides for adoption of “SOx Emission Control
Areas” – “SECA” where the adoption of special mandatory measures for SOx
emissions from ships is required to prevent, reduce and control air pollution
from SOx and its attendant adverse impacts on land and sea areas with more
stringent control on sulphur emissions
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– states for the purpose of the regulation, Emission Control Areas (ECA) includes:
– The Baltic Sea area as defined in regulation 1.11.2 of Annex I, the North
Sea as defined in regulation 5(1)(f) of Annex V
– states that in these areas the sulphur content of fuel oil used on ships must not
exceed 1.5% m/m. Alternatively, ships in these areas must fit an exhaust gas
cleaning system or use any other technological method to limit SOx emissions
– states that regulation 15 provides that in ports or terminals in Party States any
regulation of emissions of Volatile Organic Compounds (VOCs) from tankers
must be in accordance with Annex VI
– explains that regulation 16 sets out requirements for shipboard incineration and
as per 16(4) bans the incineration of:
– MARPOL Annex I, II and III cargo residues and related contaminated
packing materials;
– polychlorinated biphenyls (PCBs);
– garbage, as defined in MARPOL Annex V, containing more than traces of
heavy metals; and
– refined petroleum products containing halogen compounds
– explains that under regulation 16(5) incineration of sewage sludge and sludge
oil generated during the normal operation of a ship may take place in the main
or auxiliary power plant or boilers (as well as in an incinerator), but in those
cases, must not take place inside ports, harbours and estuaries
– explains that regulation 16(6) prohibits the shipboard incineration of polyvinyl
chlorides (PVCs), except in incinerators for which IMO Type Approval
Certificates have been issued
– explains that under regulation 16(7) all ships with incinerators subject to
regulation 16 must possess a manufacturer’s operating manual which must
specify how to operate the incinerator within the limits described in paragraph
2 of appendix IV to Annex VI
– explains that under regulation 16(8) personnel responsible for operation of any
incinerator must be trained and capable of implementing the guidance in the
manufacturer’s operating manual
– states that as per regulation 15 a tanker carrying crude oil is required to have a
“VOC Management Plan” approved by the Administration on board
– explains that regulation 3 provides that the regulations of Annex VI will not
apply to any emission necessary for the purpose of securing the safety of a
ship or saving life at sea, or any emission resulting from damage to a ship or its
equipment, subject to certain conditions
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Documents
– states that bills of health or any other certificates concerning health conditions
of a port are not required from any ship
– describes the Master’s obligations concerning a Maritime Declaration of Health
– states that the Master and the ship’s surgeon, if one is carried, must supply any
information required by the health authority as to health conditions on board
during the voyage
– states that no health document, other than those provided for in the
regulations, should be required in international traffic
1.6 Responsibilities under other international maritime law embodied in
international agreements and conventions that impact on the role of
management level deck officers (35 hours)
1.6.1 Convention on Facilitation of International Maritime Traffic, 1965, as amended
(FAL 1965) (1 hour)
– states that the purpose of the Convention is to facilitate maritime transport
by simplifying and reducing to a minimum the formalities, documentary
requirements and procedures on the arrival, stay and departure of ships
engaged in international voyages
– explains that the Convention lays down ‘standards’ and ‘recommended
practices’ regarding documentation and procedures for facilitating international
maritime traffic
– lists the documents which should be the only ones required by public
authorities for their retention on arrival, or departure of ships to which the
Convention applies
– explains that the provisions do not preclude the requirement for the
presentation for inspection by the appropriate authorities of certificates and
other papers concerned with registry, measurement, safety, manning and other
related matters
– explains that the Convention lays down ‘standards’ and ‘recommended
practices’ regarding documentation and procedures for facilitating international
maritime traffic
– lists the documents which should be the only ones required by public
authorities for their retention on arrival, or departure of ships to which the
Convention applies
– explains that the provisions do not preclude the requirement for the
presentation for inspection by the appropriate authorities of certificates and
other papers concerned with registry, measurement, safety, manning and other
related matters
– states that IMO has produced standard forms for:
– general declaration
– cargo declaration
– ship’s effects declaration
– crew’s effects declaration
– crew list
– passenger list
– dangerous goods manifest
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– states that Article 200 of the UNCLOS deals with coastal State jurisdiction as
applied in relation to pollution provisions
– states that where there are clear grounds for believing that a vessel navigating
in the territorial sea of a State has violated laws and regulations of the coastal
State adopted in accordance with UNCLOS or applicable international pollution
regulations, the coastal State may inspect the vessel and, where evidence
warrants, institute proceedings including detention of the vessel
– states that vessels believed to have violated pollution laws in an EEZ may be
required to give identification and voyage information to the coastal State
– explains that as per UNCLOS, States must agree international rules and
standards to prevent pollution from vessels (Article 211). (This obligation is
currently met by MARPOL 73/78)
– explains that coastal States may also promulgate and enforce pollution
regulations in their own EEZs which may, in some circumstances, include
imposition of routeing restrictions
– states that in the territorial sea additional navigational restraints (e.g. traffic
separation schemes and sea lanes) may be imposed on vessels with
dangerous and hazardous cargoes
– explains that coastal States and ports may make entry to internal waters and
harbours conditional on meeting additional pollution regulations
1.6.3 Maritime Labour Convention (MLC 2006) (6 hours) R104
– explains that the Maritime Labour Convention, 2006, is an important new
international labour Convention that was adopted by the International Labour
Conference of the International Labour Organization (ILO), under article 19 of
its Constitution at a maritime session in February 2006 in Geneva, Switzerland
– explains that it sets out seafarers’ rights to decent conditions of work and
helps to create conditions of fair competition for shipowners
– explains that it is intended to be globally applicable, easily understandable,
readily updatable and uniformly enforced
– explains that the MLC 2006, complementing other major international
conventions, reflects international agreement on the minimum requirements for
working and living conditions for seafarers
– explains that the Maritime Labour Convention, 2006, has two primary purposes:
– to bring the system of protection contained in existing labour standards
closer to the workers concerned, in a form consistent with the rapidly
developing, globalized sector (ensuring “decent work”);
– to improve the applicability of the system so that shipowners and
governments interested in providing decent conditions of work do not have
to bear an unequal burden in ensuring protection (“level playing field” fair
competition)
– explains that the Maritime Labour Convention, 2006, has been designed
to become a global legal instrument that, once it enters into force, will be
the “fourth pillar” of the international regulatory regime for quality shipping,
complementing the key Conventions of the International Maritime Organization
(IMO) such as the International Convention for the Safety of Life at Sea,
1974, as amended (SOLAS), the International Convention on Standards of
Training, Certification and Watchkeeping, 1978, as amended (STCW) and the
International Convention for the Prevention of Pollution from Ships, 73/78
(MARPOL)
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– Flag States will also be expected to ensure that national laws and
regulations implementing the Convention’s standards are respected on
smaller ships that are not covered by the certification system.
– Flag States will carry out periodic quality assessments of the effectiveness
of their national systems of compliance, and their reports to the ILO under
article 22 of the Constitution will need to provide information on their
inspection and certification systems, including on their methods of quality
assessment.
– This general inspection system in the flag State (which is founded on ILO
Convention No. 178) is complemented by procedures to be followed in
countries that are also or even primarily the source of the world’s supply
of seafarers, which will similarly be reporting under article 22 of the ILO
Constitution.
– The system is further reinforced by voluntary measures for inspections in
foreign ports (port State control)
– states that the appendices to the Convention contain key model documents: a
maritime labour certificate and a declaration of maritime labour compliance
– explains that the Maritime Labour Certificate would be issued by the flag State
to a ship that flies its flag, once the State (or a recognized organization that
has been authorized to carry out the inspections) has verified that the labour
conditions on the ship comply with national laws and regulations implementing
the Convention
– states that the certificate would be valid for five years subject to periodic
inspections by the flag State
– explains that the declaration of maritime labour compliance is attached to the
certificate and summarizes the national laws or regulations implementing an
agreed-upon list of 14 areas of the maritime standards and setting out the
shipowner’s or operator’s plan for ensuring that the national requirements
implementing the Convention will be maintained on the ship between
inspections
– states that the lists of the 14 areas that must be certified by the flag State and
that may be inspected, if an inspection occurs, in a foreign port are also set out
in the Appendices to the Convention
1.6.4 Collision (1 hour) R23
International Convention for the Unification of Certain Rules of Law with
Respect to Collision Between Vessels (Collision, 1910)
– states that when collision is accidental, is caused by ‘force majeure’ or if the
cause is left in doubt, the damages are borne by those who have suffered them
– states that if collision is caused by the fault of one of the vessels, liability to
make good the damage attaches to the one which committed the fault
– explains the apportionment of liability when two or more vessels are in fault
– explains that liability attaches where the collision is caused by the fault of a
pilot even when the pilot is carried by compulsion of law
– describes the duties of the Master after a collision
– explains that the Convention extends to the making good of damages which
a vessel has caused to another vessel or to goods or persons on board either
vessel, either by the execution or non-execution of a manoeuvre or by the
non-observance of regulations, even if no collision has actually taken place
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– describes the rights of salvors of human life who have taken part in the salvage
operations
– states that every Master is bound, so far as he can do so without serious
danger to his vessel, her crew and her passengers, to render assistance to
everybody, even though an enemy, found at sea in danger of being lost
– explains that the convention also applies to assistance or salvage services
rendered by or to a ship of war or any other ship owned, operated or chartered
by a State or Public Authority
– explains the provision of security by the owner and the application of the
salvor’s maritime lien
Lloyd’s Standard Form of Salvage Agreement (LOF, 2000) (1 hour)
– states that LOF 2000 should be used where the ship or marine environment
are at risk and the Master has insufficient time to request the owner to arrange
salvage services on a the basis of a pre-agreed rate or sum
– describes the Contractor’s agreed endeavours to salve the ship and/or cargo,
bunkers and stores and while performing the salvage services to prevent or
minimize damage to the environment
– explains that the LOF 2000 form does not need to be on board; the Masters
of the vessels involved simply need to expressly agree to its terms before the
salvage services commence
– describes the exception to the ‘no cure — no pay’ principle
– explains that LOF 2000 superseded LOF 95 and where a salvor offers services
on LOF 95 or some other terms, the Master of the vessel in difficulties should
attempt to get agreement to LOF 2000 terms
– explains that LOF 2000 is regarded by the International Salvage Union as a
major advance, with clear, user-friendly language and many innovations
– states that LOF 2000 is a single sheet (2-page) document (whereas LOF 95
consists of 6 pages) in a simplified format
– states that the Contractor’s remuneration is to be fixed by arbitration in London
and any differences arising out of the Agreement are to be dealt with in the
same way
– states that the provisions of the Agreement apply to salvage services, or any
part of such services, referred to in the Agreement which have been already
rendered by the Contractor at the date of the Agreement
– states that English Law is the governing law of the Agreement and of arbitration
under it
– describes the obligation of the owners, their servants and agents to cooperate
with the salvors
– describes the Contractor’s duty immediately after the termination of the
services to notify the Council of Lloyd’s and where practicable the owners of
the amount for which he requires security
– explains that the owners of the vessel, their servants and their agents should
use their best endeavours to ensure that cargo owners provide their proportion
of security before the cargo is released
– explains that, pending the completion of the security, the Contractor has a
maritime lien on the property salved for his remuneration
– briefly describes how claims for arbitration are decided
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– states that the Master or other person signing LOF on behalf of the property to
be salved enters into the agreement as agent for the vessel her cargo, freight,
bunkers, stores and any other property thereon and the respective owners
thereof and binds each to the due performance thereof
– states that when there is no longer any reasonable prospect of a useful
result leading to a salvage reward in accordance with Convention Article 13
the owners of the vessel shall be entitled to terminate the services of the
Contractor by giving notice to the Contractor in writing
– describes the provisions for special compensation set out in Convention
Article 13
– explains that Personal effects of Master, crew and passengers including any
car accompanying a passenger are excluded from reward for salvage as per
the LOF 2000
– states that the currency of award as per the LOF 2000 is USA $
– explains that as compared to the old LOF 1995, the duty to cooperate as per
the new LOF 2000 is extended to provide information about nature of cargo,
plans, stability data etc.
– states that as per LOF 2000, the salvors have right to terminate when “no
longer any reasonable prospects of useful result”
– states that in the LOF 2000, SCOPIC clause is introduced as an alternative to
Art 14 set out in the convention
– states that as per LOF 2000, the Master is authorized to sign on behalf of cargo
interests
– explains that LOF 2000 defines the conditions under which a casualty is in a
safe condition for redelivery to the owner which can be of crucial importance in
the closing stages of a salvage operation
Special Compensation P and I Club (SCOPIC) Clause
– explains that SCOPIC clause is supplementary to any Lloyd’s Form Salvage
Agreement “No Cure – No Pay” (“Main Agreement”) which incorporates the
provisions of Article 14 of the International Convention on Salvage 1989
(“Article 14”)
– explains that the Contractor has the option to invoke by written notice to the
owners of the vessel the SCOPIC clause at any time of his choosing regardless
of the circumstances and, in particular, regardless of whether or not there is a
“threat of damage to the environment”
– explains that SCOPIC clause determines the method of assessing special
compensation where payable under Article 14(1) to 14(4) of the Convention
– explains that special compensation assessed in accordance with the SCOPIC
clause is called “SCOPIC remuneration”
– explains that the SCOPIC remuneration is payable only by the owners of the
vessel (and not by the cargo owners) and is only payable to the extent that it
exceeds the total Article 13 award (the salvage award) or, if none, any potential
Article 13 award
– explains that where the owner of the vessel is a member of a P&I club the
club is normally required to pay the special compensation hence interest and
involvement of the P&I clubs in drafting the SCOPIC clause
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1.6.6 Convention on Limitation of Liability for Maritime Claims, 1976 (LLMC 1976) R105
(1 hour)
– lists the persons entitled to limit liability
– lists the claims subject to limitation of liability
– lists the claims exempted from limitation
– explains the circumstances in which limitation would be barred
– explains that, except for claims in respect of death or injury of passengers, the
calculation of limits of liability is based on the ship’s gross tonnage
– explains that the limit for claims in respect of death or injury of passengers is
based on the number of passengers the ship is authorized to carry, subject to a
maximum sum
– describes the constitution of a limitation fund
– states the scope of application of the Convention
1.6.7 Classification societies (1 hour)
– explains the reasons for having a ship classed with a classification society
– states that the majority of ships are built under survey
– explains that the classification society approves plans, examines the
manufacture of parts and tests materials during the building of hull, machinery,
equipment and, where appropriate, refrigerating machinery
– explains that equipment refers to anchors, chain cables, mooring ropes and
wires, mooring arrangements, windlasses and mooring winches
– states that, if requested, the classification societies will also survey and
certificate cargo handling equipment
– states that on satisfactory completion of surveys and sea trials the society
issues certificates of class, which are kept aboard ship, and enters the
particulars of the ship in its register
– states that a classification society will also survey an existing ship and
providing it meets the society’s rules regarding scantlings, materials,
workmanship and condition, assign a class to it
– states that to retain its class a ship must undergo periodical surveys as laid
down in the society’s rules
– states that periodical surveys are:
– annual survey
– docking survey at approximately 2-yearly intervals
– intermediate survey
– special survey every 4 years, which may be extended to 5 years
– explains the special survey requirements may be met by a system of
continuous survey such that the interval between successive surveys on any
given item does not exceed 5 years
– states that an occasional survey, additional to the regular surveys, must be
conducted after any damage to the hull, machinery or equipment which may
affect the ship’s seaworthiness
– states that repairs or alterations must be carried out under survey and to the
satisfaction of the society’s surveyors
– states that classification societies carry out surveys for the issue of statutory
certification on behalf of many governments
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– states that a classification society may be asked to conduct the loading port
survey on its classed refrigerating machinery
– explains that, when convenient, the loading port survey may be combined with
a periodical survey for classification
1.6.8 Cargo (5 hours)
International Convention for the Unification of Certain Rules of Law Relating
to Bills of Loading, as Amended by the Protocol of 1968 (Hague-Visby Rules)
– defines:
– carrier
– contract of carriage
– goods
– ship
– carriage of goods
– lists the duties of the carrier to make the ship seaworthy and fit for the carriage
of cargo
– describes the carrier’s duty to care for the cargo
– describes the duty of the carrier, Master or agent of the carrier to issue a bill of
lading
– lists the information which should be shown in a bill of lading
– explains that a bill of lading is prima facie evidence of the receipt by the carrier
of the goods as described in it and proof to the contrary is not admissible when
the bill of lading has been transferred to a third party acting in good faith
– explains that the shipper is deemed to have guaranteed the accuracy of marks,
number, quantity and weight as furnished by him, and that the shipper is to
indemnify the carrier against loss arising from inaccuracies in such particulars
– explains the duty of the carrier, Master or agent to issue a ‘shipped’ bill
of lading after the goods are loaded, provided the shipper surrenders any
previously taken up document of title
– explains the mandatory domain of the Hague-Visby rules
– explains the carrier’s liability for loss or damage arising or resulting from
unseaworthiness
– states that whenever loss or damage has resulted from unseaworthiness, the
burden of proving due diligence is on the carrier
– lists the exceptions to the carrier’s responsibility for loss or damage
– explains the shipper’s responsibility for loss or damage sustained by the carrier
or ship
– states the right to deviate for the purpose of saving life or property
– explains the limitation of liability for loss or damage and the circumstances in
which benefit of limitation is lost
– describes the provisions regarding goods of an inflammable, explosive or
dangerous nature
– explains the liability of the carrier’s servants (Himalaya clause)
– explains that this Convention does not apply to charter parties, but, if bills of
lading are issued under a charter party, they must comply with the terms of this
Convention
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– states that any lawful provisions regarding general average may be inserted in
a bill of lading
– explains that, in certain circumstances, goods may be carried under an
agreement between the carrier and shipper in any contractual terms not
contrary to public policy, provided that no bill or lading is issued and that the
terms agreed are embodied in a non-negotiable receipt, marked as such
– explains that the Rules do not prevent a carrier or shipper entering into any
agreement regarding loss or damage to goods prior to the loading on, and
subsequent to, the discharge from the ship on which the goods are carried by
sea
– states that the Convention does not affect the rights and obligations of the
carrier under any statute relating to the limitation of the liability of owners of
sea-going ships
– describes the scope of application of the provisions of this Convention
– describes briefly the system of documentary credit in the sale of goods during
shipment
Casualty Investigation Code
– explains the general procedures for the conduct of casualty investigations
under the IMO Casualty Investigation Code
Charter parties
– states that a charter party is a contract between the shipowner and the
charterer for the use of a ship or her cargo space
– explains that a voyage charter party is a contract to carry a specified, normally
full, cargo between named ports at an agreed freight rate
– explains that the shipowner remains responsible for the operation of the ship
and the costs involved, but the charterer sometimes pays the stevedoring
charges
– states that contracts are normally drawn up using standard charter party forms
amended as required by alterations and additional clauses
– describes the tendering of notice of readiness at the loading port
– explains that if the ship is not ready to receive cargo, whether alongside or not,
by the cancellation date the charterer may cancel the charter
– explains what is meant by laytime and the terms ‘running days/hours’,
‘Sundays and holidays excepted’ and ‘weather working days’
– states that the laytime for loading and discharging may be stated separately or
as a total
– states that all times relevant to cargo working should be recorded in the
logbook and time sheets for the calculations of laytime completed as a check
on the charterer’s laytime statement
– explains that if cargo work is not completed within the permitted laytime, the
charterer is liable to pay demurrage at the agreed rate per day or hour until it is
completed
– explains that time lost due to defects of the ship or its equipment is not
counted in the laytime
– explains that in the event of cargo work being completed before the expiration
of laytime, dispatch is usually payable by the shipowner to the charterer
– states that bills of lading are normally issued under a voyage charter party and
signed by the Master or on his behalf
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– explains that the bills of lading may incorporate the terms of the charter
party which, in any case, take precedence over the bills of lading as between
shipowner and charterer
– explains that when bills of lading have been transferred to a third party they
constitute the contract between the shipowner and that party
– states that a voyage charter party may be arranged to cover a stated number
of successive voyages or an unspecified number of voyages to be performed
in a given time
– states that in a time charter party the charterer agrees to hire the ship for a
specified period of time
– explains that the charterer may use the vessel for any voyage he wants within
the trading area agreed in the charter party
– explains that the charterer pays for bunkers and for cargo loading and
discharging, port dues, canal dues and pilotage
– states that owners pay crew costs and for provisions, necessary stores,
insurance of the ship and the costs of maintaining the ship in class and
keeping it in an efficient condition to carry out the charterer’s wishes
– states that the charter party contains a description of the ship, including its
speed and fuel consumption
– explains that inability to maintain the warranted speed or consumption as a
result of heavy weather or other cause should be substantiated by entries in
the logbook
– states that crew overtime in connection with the cargo is usually for the
account of the charterer, and separate time sheets should be kept
– explains that the off-hire clause states the circumstances in which payment of
hire ceases during time lost to the charterer
– explains that off-hire deductions may be made for time lost due to reduced-
speed resulting from defects of ship or machinery, for the cost of additional fuel
and for extra expenses
– states that the Master is usually required to sign bills of lading as presented to
him by the charterer or the charter party may give the charterer the right to sign
them on his behalf
– states that a time charter party may be used for a single round voyage
– describes the Master’s actions regarding damage done by stevedores to the
ship or cargo
– explains that demise or bareboat charter party is a leasing arrangement in
which the charterer operates the ship as if it were his own
– states that the Master and crew are employed by the charterer, to whom they
are responsible as if he were the owner
– explains that a tonnage contract or contract of affreightment may be used
where a shipper needs to transport large quantities over a long period
– explains that the contract does not name particular ships and the shipowner is
free to use any suitable ship, his own or chartered, for each shipment
– states that the loading dates are specified and that punctual performance is
essential
– states that each individual shipment is normally subject to the terms of a
conventional voyage charter party
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FUNCTION 3 – PART C3: DETAILED TEACHING SYLLABUS
249
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MASTER AND CHIEF MATE
250
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FUNCTION 3 – PART C3: DETAILED TEACHING SYLLABUS
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– explains that paragraph 5.1 of the IMO Guidelines lists responsibilities of the
Master in stowaway cases, which are as follows:
1. to make every effort to determine immediately the port of embarkation of
the stowaway;
2. to make every effort to establish the identity, including the nationality/
citizenship of the stowaway;
3. to prepare a statement containing all information relevant to the stowaway,
in accordance with information specified in the standard document
annexed to these Guidelines, for presentation to the appropriate
authorities;
4. to notify the existence of a stowaway and any relevant details to his
shipowner and appropriate authorities at the port of embarkation, the next
port of call and the flag State;
5. not to depart from his planned voyage to seek the disembarkation of
a stowaway to any country unless repatriation has been arranged with
sufficient documentation and permission for disembarkation, or unless
there are extenuating security or compassionate reasons;
6. to ensure that the stowaway is presented to appropriate authorities at the
next port of call in accordance with their requirements;
7. to take appropriate measures to ensure the security, general health, welfare
and safety of the stowaway until disembarkation.
– explains the procedure to be adopted, in general, on the discovery at sea of
stowaways, which is:
1. The owner or manager, as appropriate, should be contacted. The owner will
normally contact the P&I club’s managers to decide on a course of action.
The P&I club’s correspondent serving the next port of call will normally be
contacted by the club managers. The correspondent should be able to
advise what information will be required by port State and other officials.
2. An entry should be made in the Official Log Book recording the discovery
of the stowaways.
3. The compartment or area in which the stowaways were found should
be searched. Any documents or articles of clothing, etc. may give an
indication of their place of origin. (Most countries only allow a stowaway
to be landed if he has the necessary travel documents to return to his own
country. Stowaways rarely have any documentation, however, and some
will try to destroy all clues as to their identity.)
4. The clothing of the stowaways should be searched for indications as to
their origin.
5. The agent at the next port of call should be contacted and instructed to
advise the appropriate authorities of the port State of the presence of
stowaways on board.
252
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253
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MASTER AND CHIEF MATE
254
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FUNCTION 3 – PART C3: DETAILED TEACHING SYLLABUS
255
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– explains that the charterer’s obligation to provide and pay for agents may be in
a “Charterers to provide” clause, or a separate Agency Clause or Consignment
Clause
– explains that any “protecting” or “husbandry agent” used will be nominated
and appointed by the shipowner
– explains that the shipping agents have to adhere to a Code of professional
conduct given in United Nations Conference on Trade and Development,
UNCTAD Minimum Standards For Shipping Agents, which states that the
shipping agent shall:
i. discharge his duties to his principal(s) with honesty, integrity and
impartiality;
ii. apply a standard of competence in order to perform in a conscientious,
diligent and efficient manner all services undertaken as shipping agent;
iii. observe all national laws and other regulations relevant to the duties he
undertakes;
iv. exercise due diligence to guard against fraudulent practices;
v. exercise due care when handling monies on behalf of his principal(s)
1.6.13 Port of refuge procedures (2 hours)
– states that a “port of refuge” is a port or place that a vessel diverts to when her
Master considers it unsafe to continue the voyage due to a peril that threatens
the “common safety”, e.g. when there is a dangerous ingress of water into the
vessel, a dangerous shift of cargo, the vessel adopts an angle of loll, there is a
serious fire on board, etc.
– explains that where such a deviation is for the preservation from peril of
property involved in a common maritime adventure, it will usually constitute a
general average act and the costs of the deviation to and stay at the port of
refuge will be allowed in general average
– explains that where the shipowner or carrier is a party to a contract of carriage,
discontinuation of the voyage is a deviation from the contract
– explains that a deviation to a port of refuge will be regarded as a justifiable
deviation if the reason can be shown to be a valid one within the terms of the
contract. All contractual rights would, in that case, be unaffected
– explains that if the reason for deviating could not be shown to be valid, the
deviation would be considered unjustifiable and the consequences could
be severe for the shipowner or carrier, in that it would probably constitute a
repudiatory breach of the contract, making the owner/carrier liable for all costs
of any accident to ship or cargo sustained during the deviation
– outlines that valid reasons for deviating to a port of refuge usually include:
– weather, collision or grounding damage affecting seaworthiness of the ship;
– serious fire;
– dangerous shift of cargo;
– serious machinery breakdown;
– any other accident causing some serious threat to the vessel and cargo;
– shortage of bunkers (if it can be proved that the vessel left port with
adequate bunkers for the foreseeable voyage, and ran short as a
consequence of weathering exceptionally severe weather, contamination,
etc.)
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MASTER AND CHIEF MATE
– on arrival at the port or place of refuge, the salvor (if any) will require
salvage security, which should be arranged by the owner and cargo
owners. Failing this, the salvor may have vessel arrested pending
satisfaction of his claim.
– obtain health clearance in accordance with local regulations (as advised by
the agent).
– enter vessel in with Customs “under average”.
– inform the owner (and charterer, if any) of vessel’s safe arrival.
– owners will declare general average. (Any of the parties involved may
declare general average, but the owners will normally do this since they are
closest to “the action”.)
– note protest as soon as possible but in any case within 24 hours, in
compliance with local custom (ask the agent about this), reserving the right
“to extend at a time and place convenient”.
– where there is hull or machinery damage, the agent should be requested to
notify local Lloyd’s Agent (a requirement of the Notice of Claim and Tenders
Clause in Institute Time Clauses – Hulls 1.10.83).
– hull and machinery underwriters normally instruct a surveyor, in major
cases from the Salvage Association.
– where there is hull or machinery damage, a class surveyor, if available
at the port, will inspect and report on the damage, stipulating repairs
necessary for the vessel to maintain class. Temporary repairs may be
acceptable.
– if no class surveyor is available, the class society should be contacted, and
will advise the appropriate steps to take in order for class to be maintained
until a port can be reached for survey, the old practice of requesting two
independent Masters or engineers to inspect temporary repairs and issue a
Certificate of Seaworthiness should no longer be necessary. Even where a
class surveyor cannot reach a damaged ship, the classification society can
usually be notified of the damage and asked for instructions.
– if cargo damage is probable, or cargo discharge is necessary before repairs
can be made, call a hatch survey before commencing discharge. Employ
only registered and unbiased surveyors recommended by the P&I club
correspondent. Cargo interests should be notified so that they can appoint
their own surveyors. Remember that cargo surveyors are appointed by
cargo interests and may criticize the Master’s actions or allege that the
vessel was unseaworthy. Be guided by the P&I club correspondent as to
who to allow on board and about making statements which may adversely
affect the owner’s legal position.
– if the voyage is being terminated and cargo owners are taking delivery of
their consignments, General Average Bond and General Average Guarantee
forms will first have to be signed. The owner’s lien on cargo should be
exercised if necessary; this should be discussed with the owner and agent.
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MASTER AND CHIEF MATE
– in order to assess the various contributory values, the average adjuster will
require the following documents:
– all general average security documents including signed average
bonds, average guarantees, counterfoils of average deposit receipts
and cancelled deposit receipts;
– casualty reports from the Master;
– certified extracts from deck and engine room logs;
– copies of extended protests;
– survey reports on hull and machinery damage;
– survey reports on cargo lost or damaged by general average sacrifice;
– account sales of any cargo sold;
– copies of any shipping invoices;
– copies of telexes;
– accounts for disbursements incurred together with all supporting
vouchers;
– cargo valuation forms;
– manifest of cargo on board at time of the general average act;
– copies of bills of lading;
– portage account for the voyage, and an account of stores consumed;
– any other evidence relating to the casualty
1.6.14 Master/pilot relationship (2 hours)
– explains that the “maritime pilot” referred to in this section does not include
deep-sea pilots or shipmasters or crew who are certificated or licensed to carry
out pilotage duties in particular areas.
– reviews the applicable contents of IMO Assembly resolution A.960(23),
Recommendations on training and certification and operational procedures for
maritime pilots other than deep-sea pilots.
– explains that the law in most countries makes clear that while a maritime
pilot is engaged in pilotage duties aboard a vessel in compulsory pilotage
waters the pilot has conduct of the vessel and directs the navigation of
the vessel, subject to the Master’s overall command of the ship and the
ultimate responsibility for its safety. In this respect, the navigation of a ship in
compulsory pilotage waters is a shared responsibility between the pilot and the
Master/bridge team
– explains that maritime pilots are expected to act in the public interest and
to maintain a professional judgement that is independent of any economic
pressures to the ship or other desires that do not comport with the needs of
maritime safety. Because of these duties, a maritime pilot is not considered
a member of the bridge “team”, but a maritime pilot is expected to develop
and maintain a cooperative, mutually-supportive working relationship with the
Master and bridge team in recognition of the respective responsibility of each
for the safe navigation of the vessel
– explains the provisions relating to pilotage contained in STCW, section A-VIII,
part 4-1, paragraph 49
– explains that the Master has the right, and in fact the duty, to intervene or
displace the pilot in circumstances where the pilot is manifestly incompetent or
incapacitated or the ship is in immediate danger (‘in extremis’) due to the pilot’s
actions or intentions.
260
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261
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MASTER AND CHIEF MATE
262
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FUNCTION 3 – PART C3: DETAILED TEACHING SYLLABUS
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MASTER AND CHIEF MATE
– outlines that in addition to the general control of above listed certificates and
documents, examinations/inspections of the following are generally given
priority by Port State Control Officer (PSCO):
– Nautical publication (SOLAS 74 R V/20)
– Navigational equipment (SOLAS 74 R V/12 and 19)
– Emergency starting and running tests (SOLAS 74 R II-2 – 4.3)
– Lifesaving equipment. Rafts FF (SOLAS 74 R III/20, 23, 26 and 29)
– Emergency Generator (start/stop only) (SOLAS 74 R II-1/42 & 43)
– Hull corrosion and damages (Load Lines) (SOLAS 74 R I/11)
– Main engine & aux. engines (SOLAS 74 R II/26, 27 & 28)
– Oily water separator 15 ppm alarm (MARPOL Annex I/16(1))
– Oil discharge monitor (ODM) (MARPOL Annex I/16)
– Charts corrected and proper scale (SOLAS 74 R V/20)
– Fire safety Control plan (SOLAS 74 R II-2/20)
– Ventilation inlets/outlets (SOLAS 74 R II-2/16.9 & 48)
– Emergency training and drills (Log book rec. SOLAS 74 R III/18)
– Emergency lighting/batteries (SOLAS 74 R II/42 & 43)
– Deck and hatches corrosion and damages (LL 1966)
– Steering gear – incl. auxiliary & emergency (Bridge inspection only – SOLAS
74 R V/19)
– Cleanliness in engine room (SOLAS 74 R II-1/26 and ILO 134)
– Cleanliness in accommodation (ILO 92 & 133)
– explains that the port State control inspections may be conducted on the
following basis:
– initiative of the port State Administration;
– the request of, or on the basis of, information regarding a ship provided by
another Administration;
– information regarding a ship provided by a member of the crew, a
professional body, an association, a trade union or any other individual
with an interest in the safety of the ship, its crew and passengers, or the
protection of the marine environment
– explains that the PSC inspections may be on random, targeted or periodical
basis. The following types of PSC inspections are used in PSC:
1. Initial inspection (random)
2. More detailed inspection (escalated)
3. Expanded inspection (targeted/periodical)
– states that the definition of inspection is: “A visit on board a ship to check both
the validity of the relevant certificates and other documents, and the overall
condition of the ship, its equipment, and its crew”
– explains that the certificates and documents listed above should therefore be
readily available and presented to the PSCO at his request during the PSC
inspection
– states that the definition of more detailed inspection is: “An inspection
conducted when there are clear grounds for believing that the condition of
the ship, its equipment, or its crew does not correspond substantially with the
particulars of the certificates”
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– states that the definition of Clear grounds is: “Evidence that the ship, its
equipment, or its crew does not correspond substantially with the requirements
of the relevant conventions or that the Master or crew members are not familiar
with essential shipboard procedures relating to the safety of ships or the
prevention of pollution”
– outlines that “Clear grounds” to conduct a more detailed inspection include:
1) the absence of principal equipment or arrangements required by the
conventions;
2) evidence from a review of the ship’s certificates that a certificate or
certificates are clearly invalid;
3) evidence that documentation required by the conventions are not on board,
incomplete, are not maintained or are falsely maintained;
4) evidence from the PSCO’s general impressions and observations that
serious hull or structural deterioration or deficiencies exist that may place
at risk the structural, watertight or weathertight integrity of the ship;
5) evidence from the PSCO’s general impressions or observations that
serious deficiencies exist in the safety, pollution prevention or navigational
equipment;
6) information or evidence that the Master or crew is not familiar with essential
shipboard operations relating to the safety of ships or the prevention of
pollution, or that such operations have not been carried out;
7) indications that key crew members may not be able to communicate with
each other or with other persons on board;
8) the emission of false distress alerts not followed by proper cancellation
procedures;
9) receipt of a report or complaint containing information that a ship appears
to be substandard
– explains that the PSCO during a more detailed inspection generally takes the
following into account:
– structure;
– machinery spaces;
– conditions of assignment of load lines;
– life-saving appliances;
– fire safety;
– regulations for preventing collisions at sea;
– Cargo Ship Safety Construction Certificate;
– Cargo Ship Safety Radio Certificates;
– equipment in excess of convention or flag State requirements;
– guidelines for discharge requirements under Annexes I and III of MARPOL
73/78 which includes:
– inspection of crude oil washing (COW) operations;
– inspection of unloading, stripping and prewash operations;
– guidelines for control of operational requirements – which include:
– muster list;
– communication;
– fire drills;
– abandon ship drills;
265
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MASTER AND CHIEF MATE
266
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FUNCTION 3 – PART C3: DETAILED TEACHING SYLLABUS
1.8 Methods and aids to prevent pollution of the marine environment by ships
(2 hours)
Convention of the Prevention of Marine Pollution by Dumping of Wastes and R 106
Other Matter (London Dumping Convention) (LDC)
– explains the aims of the Convention
– defines, for the purpose of the Convention:
– dumping
– wastes or other matter
– special permit
– general permit
– states that the dumping of wastes or other matter in whatever form or
condition, as listed in annex I, is prohibited
– states that the dumping of wastes or other matter listed in annex II requires a
prior special permit
– states that the dumping of all other wastes or matter requires a prior general
permit
– explains that the provisions of Article IV do not apply when it is necessary to
secure the safety of human life or of vessels in cases of ‘force majeure’ caused
by stress of weather, or in any case which constitutes a danger to human life or
a real threat to vessels
– states that such dumping should be done so as to minimize the likelihood of
damage to human or marine life and must be reported immediately
– states that the Addendum to annex I contains regulations on the incineration of
wastes at sea
– explains that the appropriate authority of a Contracting Party should issue prior
special or general permits in respect of matter intended for dumping:
– loaded in its territory
– loaded by a vessel flying its flag when the loading occurs in the territory of
a State not party to the Convention
International Convention Relating to Intervention on the High Seas in Cases R 107
of Oil Pollution Casualties, 1969
– describes the rights of Parties to the Convention to intervene on the high seas
following a maritime casualty
– defines, for the purposes of the Convention:
– maritime casualty
– ship
– oil
– related interests
– describes the provisions which a coastal State should apply when exercising
the right to take measures in accordance with Article I
267
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MASTER AND CHIEF MATE
268
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FUNCTION 3 – PART C3: DETAILED TEACHING SYLLABUS
269
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MASTER AND CHIEF MATE
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FUNCTION 3 – PART C3: DETAILED TEACHING SYLLABUS
– prepares for and supports the survey of life-saving, firefighting and other safety
systems on board
– prepares procedures and checklists for the inspection of watertight doors, side
scuttles, cross flooding arrangements, valves and other closing mechanisms
– prepares maintenance plans and procedures for watertight doors, side scuttles,
cross flooding arrangements, valves and other closing mechanisms
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3.3.5 ACTIONS TO LIMIT DAMAGE AND SAVE THE SHIP FOLLOWING A FIRE,
EXPLOSION, COLLISION OR GROUNDING
Textbooks: T10
Teaching aids: A1, V24, V25, V28, V29
Required performance:
5.1 Actions to limit damage and save the ship following a fire, explosion, collision R1
or grounding (4 hours)
Means of limiting damage and salving the ship following a fire or explosion
– describes the use and limitations of standard procedures and prepared
contingency plans in emergency situations
– describes methods of fighting fires (see IMO model course 2.03, Advanced
training in fire fighting)
– states that cooling of compartment boundaries where fire has occurred should
be continued until ambient temperature is approached
– explains the dangers of accumulated water from firefighting and describes how
to deal with it
– states that watch for re-ignition should be maintained until the area is cold
– describes the precautions to take before entry to a compartment where a fire
has been extinguished
– describes the inspection for damage
– describes measures which may be taken to plug holes, shore-up damaged or
stressed structure, blank broken piping, make safe damaged electrical cables
and limit ingress of water through a damaged deck or superstructure
– outlines the measures to be taken when the inert-gas main and gas lines to a
mast riser are fractured
– states that continuous watch should be kept on the damaged area and
temporary repairs
– states that course and speed should be adjusted to minimize stresses and the
shipping of water
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IMO
COMPETENCE 3.4 Develop Emergency and Control Plans
Reference
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IMO
COMPETENCE 3.4 Develop Emergency and Control Plans
Reference
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IMO
COMPETENCE 3.4 Develop Emergency and Control Plans
Reference
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IMO
COMPETENCE 3.4 Develop Emergency and Control Plans
Reference
3.4.3 METHODS AND AIDS FOR FIRE PREVENTION, DETECTION AND EXTINCTION
Textbooks:
Teaching aids:
Required performance:
3.1 Methods and aids for fire-prevention, detection and extinction
– See IMO model course 2.03
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IMO
COMPETENCE 3.5 Use of Leadership and Managerial Skill
Reference
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IMO
COMPETENCE 3.5 Use of Leadership and Managerial Skill
Reference
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IMO
COMPETENCE 3.5 Use of Leadership and Managerial Skill
Reference
– explains the need for management level officers to be fully familiar with the
requirements of national law relating to crew employment and of all crew
agreements in place on the ship
– discusses the process for signing on and discharging crew under national law
– discusses the need to ensure that new crew are appropriately certificated,
competent and familiarized with the safety management system, security plan,
working procedures and equipment of the ship
– explains that procedures for conducting investigations and applying
consequences in disciplinary situations are governed by national law, codes of
conduct, employment agreements and company procedures
– explains the process for investigating and applying consequences in
disciplinary situations under relevant national law and procedures
– explains the formal process for addressing continuing levels of unacceptable
performance by a crew member under national law
– explains the process for investigating and responding to incidents of
harassment or bullying of crew members under national law
– explains requirements for handling crew wages, advances and allotments when
this is done by management level officers on board ship
1.2 Training (6 hours) R2
Training methods
– reviews training methods that could be adopted on-board ship
– discusses the effectiveness of training methods that can be adopted for
training
– in attitude
– in skills
– in knowledge
– describes the preparation needed before the start of a training session
– discusses methods for ensuring that crew are motivated to participate fully in
training
– demonstrates how to conduct a training session for a given topic
– lists the areas in which training is required by regulation including the
requirements of SOLAS
– identifies other topics where training might be desirable
– delivers a training session to other members of the class
– discusses the resources that may be available on board ship that can be used
for training
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IMO
COMPETENCE 3.5 Use of Leadership and Managerial Skill
Reference
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IMO
COMPETENCE 3.5 Use of Leadership and Managerial Skill
Reference
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IMO
COMPETENCE 3.5 Use of Leadership and Managerial Skill
Reference
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IMO
COMPETENCE 3.5 Use of Leadership and Managerial Skill
Reference
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On completion of training for this function officers will have knowledge of the principal
structural members of a ship and methods of construction. They will understand the theory
of stability and trim and be able to use tables, diagrams and stress calculators to plan loading
and ballasting so as to maintain satisfactory stability and trim (taking account of applicable
IMO recommendations concerning intact stability) and to ensure that hull stresses remain
within acceptable limits.
The effects of damage to, and the consequent flooding of, a compartment on the trim and
stability of a ship and the counter-measures to be taken will be understood.
Officers will also be thoroughly conversant with the certificates required to be on board, their
periods of validity and the procedures for their renewal.
The officers will also be aware of their legal obligations and responsibilities concerning
international provisions for the safety of the ship, crew, passengers and cargo and for the
prevention of pollution from the ship.
They will also be able to follow the correct procedures for all matters concerning the crew:
their engagement and discharge, treatment of wages and deductions, discipline and dealing
with disciplinary offences, the discharge of a sick seaman abroad, repatriation, deceased
seamen and engagement of substitutes.
Officers will have sufficient knowledge of shipping documents related to cargo and the
shipowner’s liabilities and obligations in respect of charter parties and the carriage of cargo
to enable them to protect the ship’s interests.
Officers will be capable of organizing and managing the crew for the safe and efficient
operation of the ship and be able to draw up an organization for dealing with emergencies.
Officers will also know the requirements for training in the operation and maintenance of
safety equipment and be able to implement that training on board.
On completion of training for this function officers will be able to use plans and tables or
diagrams of stability and trim data to calculate the ship’s initial stability, draughts and trim
for any given disposition of cargo and other weights. They will also be able to determine
whether stresses on the ship are within permitted limits by the use of stress data, calculating
equipment or software. The fundamental actions to take in the event of partial loss of intact
buoyancy will be understood.
Training concerned with fire prevention and firefighting is covered in IMO model course 2.03.
Training concerned with proficiency in medical care on board ship is covered in IMO model
course 1.15.
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Function 3: Controlling the Operation of the Ship and Care for Persons on
Board at the Management Level
3.1 CONTROL TRIM, STABILITY AND STRESS
It is not the intention that officers have knowledge of ship design practice or a detailed
knowledge of materials. The focus of teaching should be so that they can explain why
various kinds of steel are used in different areas of a ship and understand the advantages
and disadvantages of alloys in common use, and how they are maintained.
High tensile steel (HTS) has a low corrosion margin and poor resistance to fatigue failures.
However, due to a lighter weight of material, compared with mild steel, for the equivalent
strength it has been widely used in ship construction.
Brittle fracture occurs when a normally elastic material fractures without any sign of deformation
before failure. The structure may not even be highly stressed at the time. The fracture is often
initiated at a small notch in a plate edge or at a small fault in a weld. The tendency to brittle
fracture is much greater at low temperatures and there is a temperature, depending upon the
particular properties of the steel, above which it will not occur. The classification societies
specify the use of grade E steel, which has high notch ductility, for those parts of ships above
a certain length where thick plates subject to high stresses are found.
Welding (3 hours)
If the training institute has an engineering department with welding facilities, the opportunity
to use their expertise and equipment should be taken.
Bulkheads (4 hours)
The subdivision of passenger ships is dealt with in subject area 3.4.2.1, Ship Construction
and Damage Control.
The provisions of SOLAS for drills and inspections of watertight doors and related damage
control devices have been included with the details of construction and operation.
Trainees should not be required to remember the galvanic series for seawater. It should be
used for reference when dealing with corrosion cells and the suitability of metals as anodes
for sacrificial anodes.
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Many paints contain poisonous substances and release toxic fumes as solvents evaporate.
The vapours of most paint solvents will produce flammable or explosive mixtures with air in
poorly ventilated spaces.
The risks are greatest when using spray equipment in enclosed spaces. Personnel must
wear breathing apparatus, sources of ignition must be excluded and ventilation must be
provided while work is in progress. Precautions for entering enclosed spaces should be
taken after painting has been completed until the paint has thoroughly dried and no risk
of release of vapour remains. Manufacturers’ instructions regarding protective clothing and
safety precautions should be followed.
This section deals with the surveys and inspections required by classification societies. The
requirements for survey under international conventions are dealt with in subject module 3.2,
Maritime Law. The annual inspection required by the International Convention on Load Lines,
1966, is usually carried out by a classification society surveyor, acting on behalf of the flag
State Administration. The inspection is similar to that required for the classification society’s
annual survey.
The hardeners that are used in two-pack (or bi-pack) polyurethane and epoxy paints are toxic
and may also cause allergic reactions following contact with skin. Protective clothing and
disposable gloves should always be worn when working with these paints.
This section covers the use of the trapezoidal rule and Simpson’s rules for the calculation
of areas. The derivation of Simpson’s rules and their use for finding moments or second
moments of area has not been included. The calculation of volume where the given ordinates
are areas is covered.
The use of Simpson’s rules is required for finding areas under a GZ curve, for checking
compliance with recommendations on intact stability. Trainees should also be able to apply
them for calculating areas of decks and volumes of compartments aboard ship.
Effects of density
In tidal estuaries the density of the water may vary considerably according to the state of
the tide. When checking draughts or freeboard near completion of loading it is essential to
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check the density at the same time: using a density obtained earlier in the day could lead to
appreciable error.
The term ‘inertia’ and the abbreviation ‘I’ are used in keeping with common practice. They
may also appear in a ship’s hydrostatic data. Strictly, it is the transverse second moment
of area of the tank which is involved. Trainees should understand the concept of second
moments of area but the method of determining them in general is not required. The formula
for a rectangular surface should be known.
The equation BM = I / V has been quoted partly to show that the BM is a function of the
ship’s dimensions and state of loading and partly to explain the typical behaviour of KM as
the draught is increased from light ship conditions. Use is also made of the equation in the
treatment of damage stability. The proof of the equation is not required.
GZ curves will normally be constructed from KN curves, but trainees should be able to
correct a GZ curve when the value of KG differs from that used in drawing the curve, either
by drawing a new curve or by superimposing the curve of GG1sin (angle of heel) on the GM
should be used as an aid to constructing the curve at small angles should not be expected
to deduce the GM from a given curve.
Figure 1 shows a ship with its centre of gravity, G1, at a distance GG1 horizontally from the
centreline. When inclined to an angle θ, the righting lever is G1Z1.
G1Z1 = GZ – GY
= GZ – GG1 cos θ
Figure 1
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The values of GZ derived from KN curves can be reduced to GG1 cos θ before plotting or the
curve GG1 cos θ can be superimposed on the GZ curve, as shown in Figure 2.
Figure 2
A list reduces the righting levers and the range of stability when heeled towards the listed
side. When heeled in the opposite direction, righting levers are increased.
Simplified stability data were originally intended for use in small ships, but data in that form
may also be found in some larger ships. Each of the several different presentations shows
the ship’s stability as adequate or inadequate to meet the recommended criteria for intact
stability for passenger and cargo ships under 100 metres in length or, in the case of larger
ships, the criteria laid down by the Administration.
Data necessary to maintain sufficient intact stability under service conditions to enable the
ship to withstand the critical damage assumptions of SOLAS would be provided in passenger
ships.
Trim calculations using moments about the centre of flotation or trimming tables were
covered in IMO model course 7.03, Officer in charge of a navigational watch. These methods
are suitable only in cases where the change in displacement is sufficiently small so that there
are no large changes in the position of the centre of flotation or the value of MCT. When large
changes in displacement are involved, as, for example, in planning the loading of a ship, the
following method should be used.
Figure 3 shows a ship on an even keel with longitudinal centres of buoyancy and gravity
indicated. The weight and buoyancy forces form a couple, called the trimming moment,
equal to the product of the displacement and the horizontal separation between B and G, in
this case acting to trim the ship by the stem. The ship will trim until the centre of buoyancy of
the new underwater volume is in the same vertical line as G, which is fixed.
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The trim is given by trimming moment/MCT 1cm where the MCT is taken for the displacement
of the ship.
Figure 3
The position of the longitudinal centre of buoyancy (LCB), for an even-keel condition, depends
upon the ship’s draught and is given in the hydrostatic data as a distance, either from the
after perpendicular or from amidships.
The position of the longitudinal centre of gravity is found by taking moments of mass, about
the after perpendicular or about amidships, of the light ship and all of its contents. The LCG
for the light ship is included in the hydrostatic data, LCGs of tanks and holds are given in the
capacity plans or can be measured from the profile plan.
To find the draughts at each end, the trim is divided in the usual way, according to the
proportionate distances of the perpendiculars from the centre of flotation, and applied to the
ship’s true mean draught.
When a ship is hogged or sagged there is a difference between the mean draught calculated
from the draughts at the ends and the draught amidships. The difference is the amount of hog
or sag. Taking the case of a ship with a sag, the draught amidships is greater than the mean
draught. The ship’s displacement lies between the values obtained for the two draughts and
corresponds to some intermediate draught.
A weighted average of the mean draught and draught amidships is used. The commonly
used values are:
These amount to applying ¼, in the first case, or 3, in the other, of the hog or sag to the
amidships draught.
A method known as the mean of mean of means is sometimes used. The mean of the forward
and after draughts is found, the mean of that and the draught amidships is found and the
mean of that with the draught amidships again gives the required draught. The result is the
same as for the first equation above.
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Nemoto’s Formula
When utmost accuracy is required, as in draught surveys for quantity loaded or discharged,
a second correction for trim, using Nemoto’s formula, may be applied to the displacement. It
is usually only applied when the trim exceeds 1% of the ship’s length.
correction (tonnes) = t2 x 50 = dM
L dZ
Dynamical stability
In calculating the area under a GZ curve to a given angle, using Simpson’s rules, the interval
between ordinates may be expressed in degrees.
The calculated area would be expressed in metre-degrees, which can be converted to metre-
radians, if required, by dividing by 57.3. The dynamical stability is the area under the curve
in metre-radians multiplied by the ship’s displacement in tonnes. The result is expressed in
metre-tonnes, the radians being omitted since they are dimensionless. Usually, it is areas
under the GZ curve which are required for checking stability criteria which, depending upon
the ship’s data, may be expressed in metre-degrees or metre-radians.
The area under the GZ curve to a given angle represents not only the work done in heeling
the ship to that angle but also the potential energy available to return the ship to the upright.
By the principle of conservation of energy, the potential energy is converted into rotational
energy as the ship moves towards the upright. When upright, all of the energy is in the form of
rotational energy, so the ship continues to roll until an angle is reached where the area under
the curve is equal to that rotational energy. The energy used in overcoming friction between
hull and water and in creating turbulence reduces the angle to which the ship will roll.
The wind exerts a horizontal force on the above-water area of the ship and deck cargo which
can be considered to act at the centre of the projected area. That force is resisted by the
water acting on the underwater area on the other side, usually considered to act at about half
the draught. The two forces form a couple inclining the ship until the righting moment is equal
to the inclining couple. In the Recommendation on a Severe Wind and Rolling Criterion for the
Intact Stability of Passenger and Cargo Ships of 24 metres in Length and Over, no allowance
is made for a reduction in the projected lateral area or the vertical separation between the
centres of areas, above and below the waterline, as the ship heels. The wind pressure used
in the recommendation corresponds approximately to storm force 10 on the Beaufort scale.
List should always be removed before sailing and cargo should be adequately secured to
prevent a shift producing a listed condition while on passage.
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Inclining test
The purpose of the inclining test is to determine the displacement and position of the ship’s
centre of gravity in an accurately known condition. It is usually carried out when the ship is
as nearly complete as possible, small corrections being made for any components still to be
fitted or shipyard stores aboard at the time to obtain values for the light ship condition.
The draughts and water density are carefully measured for use with the ship’s lines plan to
calculate the displacement, the height of the transverse metacentre above the base (KM) and
the position of the longitudinal centre of buoyancy.
The test consists of moving weights across the deck under controlled conditions and
measuring the resultant angle of list. The angles are deliberately kept small and are measured
by long pendulums suspended down holds or engine-room skylights.
The mean value of GM calculated from the deflections is subtracted from the KM to give the
vertical height of the centre of gravity. Since the centre of gravity and centre of buoyancy are
in the same vertical line for a ship in equilibrium, the position of the LCG can be calculated
from the previously determined LCB.
Recommendations on intact stability for passenger and cargo ships under 100 metres
in length
The recommendations are contained in R43. Instructors should refer to the stability
requirements of the Administration for ships of 100 metres in length and over.
The SOLAS Convention deals with the carriage of grain. The intact stability requirements are
laid down, and the loading information required for determining the stability. The method of
calculating intact stability is illustrated.
Rolling of ships
A mathematical treatment of rolling is not required. Trainees should know that the natural
rolling period is inversely proportional to the square root of the GM. Rolling in a seaway is a
forced oscillation, the period depending upon the period of encounter of the waves or swell
as well as the natural rolling period; when the period of wave encounter equals the natural
rolling period, synchronization occurs. Very heavy rolling can be induced by a moderate
sea. An alteration of course or speed, or both, changes the encounter period of the sea and
breaks the synchronization.
The equation in this objective produces a result in force units (kilonewtons in this case),
hence the balancing heeling couple must be expressed in the same units in the equation in
the objective relating to the righting moment equaling the heeling couple, by multiplying the
usual mass moment by g, the acceleration due to gravity.
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In the unusual event of the centre of gravity falling below half draught the heel would be
towards the turn.
When dealing with stability during dry-docking, it is simplest to consider the righting moment
when heeled by taking moments about the centre of buoyancy, which produces the equation:
directly.
which is the righting lever for the ship with its GM reduced by P x KM
∆
By making use of KM = KG ÷ GM, the alternative expression for righting lever can be obtained.
This approach has the advantage of showing that, although different values of GM are
obtained, the value of the righting moment is the same in each case. The value of P for which
The stability of a ship grounded at a point on the centreline is treated in exactly the same
way as the dry-docking problem. A ship grounded forward, say, on a falling tide, would
experience a reducing righting lever and the point could be reached at which it became zero.
Providing the ship did not touch bottom elsewhere, it would flop over to an angle of loll or
possibly capsize.
When grounded at a point off the centreline, a heeling moment is also produced. Considering
the case where only heeling moment is involved, at the point of capsize the upthrust from
the bottom becomes zero, therefore the ship would not capsize until heeled to its angle
of vanishing stability when afloat. In most circumstances, cargo would have shifted, water
entered through non-watertight openings or the ship would have slid off before reaching that
angle. When the grounding force causes trim as well as heel the angle of vanishing stability
may be much smaller.
It should be recalled that buoyancy is provided by the vertical component of water pressure
on the ship’s hull. When a ship is grounded on firm sand or a bottom of similar nature, water
is unable to exert any pressure on the grounded portion and there is a loss of buoyancy
compensated by an increased upthrust from the ground. If a ship is grounded over the whole
of its bottom there is a large loss of buoyancy for any drop in water level, however small.
Stability is not a problem in that circumstance but the fact that nearly all the weight of the
ship is supported by the ground must be considered when deciding how to refloat her.
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The methods of calculating transverse stability, list and trim in a damaged condition are
based upon the principles used in the textbook T4 but the problem has been approached
in a way more applicable to the use of a ship’s hydrostatic data, although still confined to
compartments with roughly rectangular waterplanes.
Flooding of compartments
The requirements for the watertight subdivision of passenger ships are set out in SOLAS.
Depending upon the type of service and its size, the ship will be required to withstand the
flooding of one, two or three adjacent main compartments.
The International Convention on Load Lines, lays down requirements for the survivability of
ships of type ‘A’, if over 150 metres in length, and for ships of type ‘B’ which are over 100
metres in length and are assigned freeboards less than the tabular freeboards for type ‘B’
ships.
Classification society rules stipulate the minimum number of bulkheads to be fitted in dry
cargo ships, depending upon length, but do not specify that they should be fitted in such a
way that the ship could withstand flooding of a main compartment.
Amendments to the SOLAS Convention provide regulations governing the subdivision and
damage stability of cargo ships. They apply to ships over 100 metres in length intended
primarily for the carriage of dry cargoes, but exclude those ships already covered by other
damage stability regulations in IMO instruments.
The regulations are based on consideration of the probability of the location and extent of
damage and the probability of survival after damage. The probabilities of survival conditional
upon each possible damage configuration for compartments, singly or in adjacent groups,
are summed for the summer draught and for a draught intermediate between light and
loaded. The average of the two sums gives a value known as the “attained subdivision index,
A” which must not be less than the “required subdivision index, R”, which is a function of the
length.
When a space is flooded without free communication with the sea, the stability can be
calculated by taking account of the mass of water and the free surface effect. Examples
would be the accumulation of water in tween-decks as a result of firefighting, or flooding
through a crack in the hull or through a fractured pipe. The ship’s hydrostatic data for the
increased displacement are applicable for the calculations.
If a compartment is holed so that water can flow freely in and out of it, that compartment can
be considered as part of the sea and no longer part of the ship. The buoyancy of the space
up to the water level before damage is lost and the waterplane area of the ship is reduced
by the waterplane area of the damaged compartment. These changes give rise to changes
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in the hydrostatic data needed to calculate the transverse stability and trim. The mass of
the ship and its centre of gravity remain unaltered. Such a treatment is known as the ‘lost
buoyancy method’ and is the one used in this course and in the textbook T4.
The lost buoyancy, expressed in tonnes, is the mass of water which could enter the space
up to the original waterplane, i.e. the volume x permeability x density of water in which the
ship is floating.
The lost waterplane area is the area of the bilged compartment at the original waterplane. If the
compartment is completely contained below the waterline, e.g. a double-bottom tank, there
is no loss of waterplane area provided the tank top remains intact. The original waterplane
area may be given in the ship’s data or it can be calculated from
Of the two corrections in this objective, the first is the second moment of lost waterplane
area about its own centroid, the second a correction to give the loss about the new centroid
of the intact waterplane. In the case of symmetrical flooding, the second correction is zero.
For wing compartments, the second correction is very much greater than the first, even for
compartments extending half the breadth of the ship.
Generally, the displacement of the ship and the position of the centre of gravity will remain
unchanged after bilging. However, if a tank containing a liquid is bilged, the weight of the tank
contents is lost, causing a reduction in displacement and a shift in the position of the ship’s
centre of gravity. The lost buoyancy would be comparable with the lost weight, causing a
similar shift in the centre of buoyancy with the result that there would be little change of
draught, trim or list. The loss of waterplane area would result in a reduction of GM.
Permeability
The permeability of a space is the percentage or fraction of the space which could be
occupied by water. The lost buoyancy equals the permeability x the volume. If a cargo was
stowed solidly, with no space for water in infiltrate, it would occupy
1 m3lt
density
The space occupied in the hold by one tonne is its stowage factor, so the space available to
water = stowage factor – 1 m3lt
density
The proportion of the stow which could be occupied by water, i.e. the permeability, equals
stowage factor – 1
density
stowage factor
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For example, a cargo has a stowage factor of 1.2 m3/t and a density of 2.5 t/m3
1 = 1 = 0.4m3lt
density 2.5
Notice, if a cargo has a permeability of 0.4 but only occupies half of the compartment, the
permeability of the whole compartment is 0.4 x 0.5 + 0.5 = 0.7.
The loss of waterplane area is taken to be permeability x waterplane area of the compartment,
but if the water level is above the top of the cargo the whole area is lost.
Angle of heel
Buoyancy is lost at the damaged compartment and an equal amount of buoyancy is gained
at the position of the new centre of flotation. The transverse shift in the ship’s centre of
buoyancy is, therefore, lost buoyancy x transverse distance from centre of flotation divided
by the displacement. On the assumption that the centre of gravity is still on the centreline,
the shift in buoyancy is the heeling arm.
The angle of heel would be given by the intersection of the GZ curve for the damaged
ship with the heeling-arm curve BB1 cos θ. Since KN curves for the damaged condition
are not available, the GZ curve has to be constructed, using values for the intact ship at a
displacement corresponding to the damaged draught and a KG chosen to give the modified
value of GM. The angle of heel read from the curve will be approximate. If the angle is small
it can be calculated from, tan θ = BB1 /GM
Similar calculations are necessary to find the longitudinal position of the centre of flotation
after damage, and the reduction of BML. The change in GML is used to calculate the change
in MCT 1cm.
Buoyancy has been lost at the damaged compartment and replaced at the centre of flotation,
hence the trimming moment is the product of lost buoyancy and the distance from the centre
of the damaged compartment to the new centre of flotation. The change of trim and the
draught at each end are then calculated in the usual way.
Flooding of a compartment near an end of the ship causes a large shift in the centre of
flotation away from the damaged end and a large reduction in MCT 1cm. Combined with the
sinkage due to lost buoyancy, this may produce a large increase in draught at the damaged
end. The original trim of the ship will influence the chances of the ship surviving the damage.
A ship already trimmed towards the damaged end is more vulnerable than one on an even
keel or trimmed the other way.
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The immediate action should be to restrict the flooding and, if possible, to stop it. In the
event of collision or stranding damage, it will not be possible to stop the flooding or reduce
it significantly by the use of pumps. Even a comparatively small hole below the waterline
admits water at a much higher rate than the capacity of bilge or ballast pumps. All watertight
doors, valves, dampers in ventilation shafts and access hatches should be closed to prevent
flooding progressing to other compartments. Where cross-flooding arrangements are
required, they should be put into operation at once to restrict the resulting list.
In passenger ships, the guidance in the damage control booklet should be followed. The
same applies to cargo ships where damage control information is provided.
In nearly all cases, damage will result in sinkage, list and trim, loss of stability and loss of
longitudinal strength. Corrective action for one condition will affect the others.
Excessive list or trim should be corrected by moving weights, fuel, water or liquid cargoes,
when possible. If ballast is added, it increases the sinkage. In some cases it may be possible
to pump out ballast to improve list or trim and lighten the ship at the same time. If the ballast
is taken from double-bottom tanks, however, the stability will be further reduced.
Stability may be improved by transferring fuel from wing or cross bunker tanks to double
bottoms if suitable tanks are empty. Efforts should be made to reduce free surface to a
minimum. Water accumulating in upper decks as a result of firefighting should be drained to
the lowest level possible if means of pumping it out of the ship cannot be arranged.
After collision or stranding damage, particularly near the middle length of the ship, the
longitudinal strength will be impaired and account should be taken of that when deciding on
the transfer or addition of weights.
Cases have occurred where a slow leakage of water has been absorbed by a cargo, such
as grain, with no water reaching the drain wells. The added weight, high on one side of the
hold, has led to a steadily increasing list and eventual capsizing. As the source of the leakage
was inaccessible, nothing could be done. Cargo spaces should be thoroughly inspected
whenever they are empty for signs of leakage, indicating cracks or damage to overside
discharge valve covers.
Instructors should refer to the IMO publications referenced in the detailed teaching syllabus.
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This area covers those international conventions, regulations and recommendations which
directly affect the master in carrying out his obligations and responsibilities.
Those parts of the Geneva Conventions on Law of the Sea of 1958 and the United Nations
Convention on the Law of the Sea, 1982, which are relevant to the conduct of a voyage
have already been covered at the operational level, however, in order to reinforce previously
covered topics, some points have been mentioned in the detailed teaching syllabus, for the
instructor. Some brief revision may be necessary with an emphasis placed on the master’s
legal obligations concerning the requirements for certificates and other documentation, the
survey requirements, the provision for inspections by the master or an officer delegated by
him, the maintenance of equipment and the records that are required to be kept.
The technical details, where appropriate, are mainly dealt with under other relevant subjects.
The International Regulations for Preventing Collisions at Sea are covered entirely in the
function Navigation.
We also deal with the necessary basic knowledge of law concerning carriage of cargo and
marine insurance. Those subjects, together with a few others, are supplementary to the
STCW 2010 requirements and are indicated as such below and in the Detailed Teaching
Syllabus in Part C with an asterisk, *.
Instructors should note that the following areas are covered in the training at the operational
level. Some areas are covered again with emphasis on the master’s responsibilities.
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3. Safety
3.1 International Convention on Load Lines, 1966, as amended
3.2 International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS)
— General Provisions
3.3 SOLAS — Subdivision and stability, machinery and electrical installations
3.4 SOLAS — Fire protection, fire detection and fire extinction
3.5 SOLAS — Life-saving appliances and arrangements
3.6 SOLAS — Radiotelegraphy and radiotelephony
3.7 SOLAS — Radio communications (amended Chapter IV)
3.8 SOLAS — Safety of navigation
3.9 SOLAS — Carriage of grain
3.10 SOLAS — Carriage of dangerous goods
3.11 International Convention on Standards of Training, Certification and Watchkeeping
for Seafarers, 1978, as amended
3.12 ITU Radio Regulations
4. Passengers
4.1 Special Trade Passenger Ships Agreement and Rules, 1971
4.2 Protocol and Rules on Space Requirements for Special Trade Passenger Ships,
1973
4.3 Athens Convention relating ft the Carriage of Passengers and their Luggage by
Sea, 1974
The master must be familiar with all the certificates and other documents required by the
vessel and by the crew. These will be subject to inspection by both the flag State and by port
State control officers. Documents found not to be in order can cause delays on detentions
to the voyage.
Relatively new requirements include the Safety Management Certificate denoting that the
company and its shipboard management operate in accordance with the approved safety
management system. A copy of the Document of compliance shall also be kept on board the
ship in order that the master can produce it for verification.
The requirements for their issue and renewal are dealt with under the appropriate conventions,
except for those mentioned below.
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A certificate of nationality, often called the ship’s register, is required by the Geneva Convention
on the High Seas, 1958, and by the UNCLOS, 1982. The form of certificate and the conditions
for its issue are determined by each national government. In some cases it remains valid until
the ship is scrapped or changes ownership or nationality, in others it is subject to regular
renewal.
The Panama and Suez Canal Tonnage Certificates are included for completeness; they are
not required by international conventions. Any ship wishing to traverse either canal must be
measured and obtain the appropriate certificate before doing so. In general, they remain valid
until alterations to the ship’s structure or in the use of spaces are made.
Tonnage
The International Tonnage Certificate remains valid until alterations in construction or the use
of spaces are made, the subdivision load line is changed or the ship is transferred to the flag
of another State.
The licence for the ship radio station is required by the radio regulations of the ITU. The form
of the licence is determined by the national government which issues it.
The form of the official logbook, the entries made in it and its eventual disposal are decided
by each Administration.
The documents listed as the minimum additional documents required at arrival or departure
are those mentioned in the Convention on Facilitation of international traffic, the International
Health Regulations and the dangerous goods manifest required by SOLAS.
Instructors should note that the Load Lines Protocol of 1988 entered into force in February
2000. The 1988 Protocol has been modified by the 2003 Amendments which were adopted
by MSC.143(77) in June 2003 and entered into force in January 2005.
Of all the international conventions dealing with maritime safety the most important is the
International Convention for the Safety of Life at Sea, better known as SOLAS which covers
a wide range of measures designed to improve the safety of shipping.
The convention is also one of the oldest of its kind: the first version was adopted in 1914
following the sinking of the SS Titanic with the loss of more than 1,500 lives. Since then
there have been four more versions of SOLAS. The present version was adopted in 1974 and
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entered into force in 1980. Some recent additions are covered in the 1996 Amendments in
R2.
Reference should be made to the International Safety Management (ISM) Code in Chapter IX,
which sets out the master’s responsibility with regard to safety and environmental protection.
Relatively new additions to maritime law should be noted including MARPOL 73/78 Annex
1, regulation 26 that requires every oil tanker of l50gt and above and every ship other than a
tanker of 400gt and above to have a shipboard oil pollution emergency plan (a SOPEP), and
amendments to MARPOL Annex V that require garbage management plans to be in place.
Under Annex IV ships are not permitted to discharge sewage within a specified distance of
the nearest land, unless they have in operation an approved treatment plant. Between 4 and
12 miles from land, sewage must be comminuted and disinfected before discharge.
Annex VI entered into force on 19 May 2005. It sets limits on sulphur oxide and nitrogen
oxide emissions from ship exhausts and prohibits deliberate emissions of ozone-depleting
substances. The instructors should use the topics included in the detailed teaching syllabus,
in order to prepare the lesson. The local regulations which may be more stringent than as
laid down by Annex VI, pertaining to SECA and ECA, should be pointed out to the trainees.
Pollution
Tanker officers who have had responsibility for loading, discharging and handling cargo will
have completed an approved specialized training programme. This includes instruction in
pollution prevention relevant to tankers, V2, V79.
Examples of checklists can be found in the references. More extensive checklists are used
at many oil installations and include, amongst other things, a list of equipment on board and
ashore, whether it is fully operational or not, the communications to be used and emergency
procedures. The completed checklists are signed by the responsible persons from the ship
and the installation when it is agreed to start the operation.
The annexes to the Convention contain the applicable technical regulations. These are:
Annex I — Oil
Annex II — Noxious liquid substances in bulk
Annex III — Harmful substances carried by sea in packaged forms
Annex IV — Pollution by sewage from ships
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Arrival Documents and Procedures: these are all very practical requirements that have to be
followed.
Officers should be aware that many States will require forms and declarations in addition to
those mentioned in the FAL and in the International Health Regulations. The ship’s agents
should be consulted for the current requirements at any port.
Noting and extending protests: the need to note or extend protests varies from country to
country. In many countries it is essential to do so to protect the interests of the ship. For
example, failure to do so could debar the master from collecting general average contributions
from the cargo. The owner’s agent should be able to advise the master regarding the
procedure and the number of crew members required as witnesses, if any. Letter of protest
is also included in the detailed teaching syllabus, and should be explained to the trainees.
There are a large number of international agreements and practices that impact on the legal
and commercial elements of the role of a master or chief mate. It is important that trainees
are familiar with the practical implications of the critical parts of these agreements and that
they have the ability to be able to find, extract and understand detail from these agreements.
Requirement for trainees to learn detail that in practice would normally be obtained from
reference documents should be avoided.
The MLC was adopted on 23 February 2006 at International Labour Organization, Geneva,
Switzerland but at the time of writing this book, is still awaiting full ratification. Ratification
has now been achieved and the convention is about to come into force. MLC is the result of
a joint resolution in 2001 by the international seafarers’ and shipowners’ organizations, later
supported by governments.
It sets out their rights to decent conditions of work and helps to create conditions of fair
competition for shipowners. It is intended to be globally applicable, easily understandable,
readily updatable and uniformly enforced. The MLC will be another pillar of the international
regulatory regime for quality shipping, complementing the key Conventions of the IMO.
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The rather large number of the existing maritime Conventions, many of which are not even
ratified by several governments, some totally out of date and not in line with present day
situations make it difficult for governments to ratify or enforce them.
Conventions addressing the seafarers’ identity documents which were recently revised in
2003 (Nos. 108 and 185) are not incorporated in the MLC. The Seafarers’ Pension Convention,
1946 (No. 71) and one Convention (The Minimum Age [Trimmers and Stokers] Convention,
1921 {No. 15}), which is no longer relevant to the sector, are also not included in the MLC.
MLC should help eliminate substandard ships and it would work within the well-established
international system for enforcement of the international standards for ship safety, security
and environmental protection that have been adopted by the IMO, in other words fall under
PSC inspection systems.
Existing ILO Maritime Labour Conventions will be gradually phased out as ILO Member
States that had ratified those Conventions ratify the MLC, but there will be a transitional
period when some parallel Conventions will remain in force. Countries that ratify the MLC
will no longer be bound by the existing Conventions when MLC enters into force since it
incorporates the requirements of all these old conventions. Countries that do not ratify MLC
will remain bound by the existing Conventions they have ratified, but these will be closed to
any further revisions.
Ships flying the flags of countries that do not exercise effective jurisdiction and control
will have no choice but to observe the minimum criteria enshrined in the MLC and prevent
seafarers from having to work under unacceptable conditions, to the detriment of their well-
being, health and safety and the safety of the ships on which they work.
MLC is designed on the principle of being “firm on rights and flexible on implementation”. This
is in line with the Constitution of the ILO and most ILO instruments that seek to take account
of national circumstances and provide for some flexibility in their application. The ILO view
is to gradually improve protection of workers by taking into account the specific situation
in some sectors and the diversity of national circumstances. ILO addresses flexibility on
the principles of tripartism, transparency and accountability. When a government exercises
flexibility it usually involves consultation with the workers’ and employers’ organizations
concerned, with any determinations that are made reported to the ILO.
Ships of 500 gross tonnage and above, engaged in international voyages or voyages between
foreign ports, will be required to carry a ‘Maritime Labour Certificate’ (MLC) and a ‘Declaration
of Maritime Labour Compliance’ (DMLC) on board. However, most other vessels will also be
subject to inspections under MLC; this will get clear on studying the requirements of MLC in
detail.
MLC also incorporates the “no more favourable treatment” concept similar to that adopted in
the IMO conventions. That is, ships of all countries (irrespective of ratification) will be subject
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to inspection in any country that has ratified the Convention, and to possible detention if they
do not meet the minimum standards of the new Convention.
In covering the Maritime Labour Convention, 2006, and recommendations, the relevant
national laws and regulations or collective bargaining agreements, where applicable, should
be dealt with. The administrative procedures involved, e.g. the correct procedures for signing
off a sick seaman abroad, the disposal of a deserter’s wages and effects or the engagement of
replacements abroad and similar procedural matters, should be included in detail. Reference
should also be made to arrangements to safeguard the shipmaster in the proper discharge
of his responsibilities in regard to maritime safety and protection of the marine environment.
The International Medical Guide for Ships, 3rd edition upholds a key principle of the Maritime
Labour Convention, 2006: to ensure that seafarers are given health protection and medical
care no less favourable than that which is generally available to workers ashore, including
prompt access to the necessary medicines, medical equipment and facilities for diagnosis
and treatment and to medical information and expertise. By ensuring that this guide is carried
on board ships entitled to fly their flags, and following its instructions, countries can fulfil their
obligations under the terms of the Maritime Labour Convention, 2006, and ensure the best
possible health outcomes for their seafaring population. The Guide was prepared jointly by
ILO and WHO.
Collision
The Master’s responsibilities under the Convention on the International Regulations for
Preventing Collisions at Sea, 1972, are fully covered in the function, Navigation at the
Management Level
At the request of IMO, the CMI drew up a new draft convention on salvage at Montreal in
1981 to update and revise the 1910 convention. The main new features relate to damage to
the environment.
Masters and shipowners would have a duty to arrange salvage assistance and to cooperate
with the salvors to prevent or minimize damage to the environment.
The draft Convention also made provision for special compensation to a salvor in cases where
the salvor has carried out salvage operations in respect of a ship or cargo which threatened
the environment but has failed to earn a reward for physical salvage. The International
Convention on Salvage, 1989, was adopted by a diplomatic conference in March 1989 and
entered into force on 14 July 1996.
Lloyd’s Standard Form of Salvage Agreement (LOF) is widely used throughout the world.
LOF 2000 superseded LOF 95 and where a salvor offers services on LOF 95 or some other
terms, the Master of the vessel in difficulties should attempt to get agreement to LOF 2000.
This takes account of the main changes included in the 1989 Salvage Convention and
incorporates certain of the Convention Articles, including Article 14, which makes provision
for the award of special compensation in cases where the salvor, by his salvage operations,
has prevented or minimized damage to the environment. Personal effects of Master, crew
and passengers including any car accompanying a passenger are excluded from reward
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for salvage as per the LOF 2000. The currency of award as per the LOF 2000 is USA $. The
instructor should point out to the trainees that, as compared to the old LOF 1995, the duty
to cooperate as per the new LOF 2000 is extended to provide information about nature of
cargo, plans, stability data etc. As per LOF 2000, the salvors have right to terminate when
“no longer any reasonable prospects of useful result”. In the LOF 2000, SCOPIC clause is
introduced as an alternative to Art 14 set out in the convention. As per LOF 2000, the Master
is authorized to sign on behalf of cargo. LOF 2000 defines the conditions under which a
casualty is in a safe condition for redelivery to the owner (which can be of crucial importance
in the closing stages of a salvage operation). Since a large proportion of the world’s salvage
is undertaken under the LOF, the use of LOF 2000 will give effect to the main provisions of
the 1989 Salvage Convention, see Appendix.
Special Compensation P and I Club (SCOPIC) Clause, has been added in the detailed teaching
syllabus, which is supplementary to any Lloyd’s Form Salvage Agreement “No Cure – No
Pay” (“Main Agreement”) which incorporates the provisions of Article 14 of the International
Convention on Salvage 1989 (“Article 14”).
The instructors should point out to the trainees that as per SCOPIC the Contractor has the
option to invoke by written notice to the owners of the vessel the SCOPIC clause at any time
of his choosing regardless of the circumstances and, in particular, regardless of whether or
not there is a “threat of damage to the environment”. A non-binding code of practice has
been agreed between the International Salvage Union (ISU) and the International Group of
Clubs.
Instructors should explain that in the event of a collision or of any other incident of navigation
concerning a ship on the high seas involving the penal or disciplinary responsibility of the
Master or of any other person in the service of the ship, no penal or disciplinary proceedings
may be instituted against such persons except before the judicial or the administrative
authorities either of the flag State or of the State of which such a person is a national.
Also that every State must require the Master of a ship sailing under its flag, in so far as he can
do so without serious danger to the ship, the crew or the passengers, to render assistance
to any person found at sea in danger of being lost, to proceed with all possible speed to the
rescue of persons in distress if informed of their need of assistance, in so far as such action
may be reasonably expected of him, and, after a collision, to render assistance to the other
ship, her crew and her passengers and, where possible, to inform the other ship of the name
of his own ship, her port of registry and the nearest port at which she will call.
Submarine cables
In the event that a ship breaks or injures a submarine cable so as to interrupt or obstruct
telegraphic or telephonic communications, or similarly breaks or injures submarine pipeline
or high-voltage power cable it must be understood that this is, except for the purpose of
saving lives or ships, a punishable offence.
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However, owners of ships who can prove that they have sacrificed an anchor, a net or
any other fishing gear in order to avoid injuring a submarine cable or pipeline should be
indemnified by the owner of the cable or pipeline, provided that the owner has taken all
reasonable precautionary measures beforehand.
The LLMC Convention sets global limits to liability. For example, the limit in respect of death
or injury of passengers in Article 7 is the global limit for all claims. Each individual claim is
subject to the limitation in the Athens Convention.
Classification societies
In order to retain its class, the vessel must be presented for survey at periodical intervals as
specified in the rules. Failure to meet these terms or to comply with recommendations issued
may result in the suspension or cancellation of its class.
Although it is not a legal requirement to be classed, practically all ships are. It is usually
a condition for marine insurance or a maritime mortgage that the ship is classed and is
maintained so as to retain her class.
The large classification societies have surveyors stationed at the major ports round the world
who, in addition to classification work, carry out statutory surveys required by international
conventions under authority delegated to them by national maritime Administrations.
Cargo
A brief description of the use of documentary credit has been included to show how the
bill of lading is involved as security for the sale of goods and how important it is that the
description of the goods shown in the bill of lading is correct. Trainees should have a working
knowledge of carriage of goods conventions so far as these impact on the ship. This content
can be found in numerous texts on maritime law or ship’s business, only some of which are
stated in the resources for this course.
Few management level officers will not at some stage operate under a charter agreement.
A working knowledge of the key implications for the ship as a result of charter parties under
voyage, time and demise charters is important. Again, this content will be found in any of
numerous texts on chartering practice or maritime law in the shipping industry.
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The role of the York-Antwerp Rules in the adjustment of general average is covered in the
Marine Claims Handbook, see below. The rules are also included.
Non-disclosure does not include circumstances which the shipowner could not know about.
However, it has been held that non-disclosure of circumstances which should have been
known but were not, possibly due to the Master’s failure to keep the owner informed, would
be grounds for the insurer to avoid the insurance contract.
The “duty of assured” clause is intended to encourage the assured to take all reasonable
measures to avert or minimize the damage or loss which will form a claim on the policy.
Claims under this clause are treated separately from others and are payable in addition to
other claims, even in the event of total loss. It is said that the assured should behave as if
uninsured.
Stowaways, Ship’s Agents and Agency, Port State control, Port of refuge and the Master/
pilot relationship are also included in the detailed teaching syllabus. Instructors should refer
to these, which will assist them in preparing their lessons.
Ballast Water Convention 2004 has been added in the detailed teaching syllabus, all 5
sections should be explained to the trainees. Ballast water exchange must be conducted
in accordance with the ship’s ballast water management plan, taking into account the
recommendations adopted by the IMO.
A new paragraph, 4, has been added with effect from July 1, 2010 to SOLAS chapter V,
regulation 22 – Navigation bridge visibility, some changes are operational and others introduce
new requirements applicable to navigation records.
The instructors should emphasize that as a consequence of this amendment, any increase in
blind sectors or reduction in horizontal fields of vision resulting from ballast water exchange
operations is to be taken into account by the Master before determining that it is safe to
proceed with the exchange.
The instructor should also point out to the trainees that as an additional measure, to
compensate for possible increased blind sectors or reduced horizontal fields of vision, the
Master must ensure that a proper lookout is maintained at all times during the exchange.
Trainees should be familiar with the organization and both the effect and coverage of port
State control.
The legal and safety implications arising from the use of pilots continues to provide some
difficulty. Trainees should have a working knowledge of these topics and be able to discuss
how to establish effective relationships and also what action should be taken where the
relationship is problematic or the actions of the pilot of concern.
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Instructors should develop their own objectives here to ensure that national legislation that is
the flag State laws are covered to an extent that meets or exceeds the standards laid down
in the international conventions, codes and agreements. Emphasis should be on monitoring
compliance, identifying areas where there may be potential for non-compliance or differences
compared to international standards.
3.3 MAINTAIN SAFETY AND SECURITY OF CREW AND PASSENGERS AND THE
OPERATIONAL CONDITION OF SAFETY SYSTEMS
The requirement of the STCW Convention is covered by IMO model course 1.23, Proficiency
in survival craft and rescue boats other than fast rescue boats. Trainees who have successfully
completed that course and have been issued with a certificate of proficiency in survival craft
have demonstrated the ability and knowledge necessary to satisfy the requirements of the
regulations concerning life saving.
The obligations and responsibilities of the master under the requirements of the life-saving
appliance regulations of the International Convention for the Safety of Life at Sea, 1974, as
amended, are dealt with in the subject, Maritime Law, of this course.
The syllabus for training in search and rescue is contained in IMO model course, maritime
search and rescue coordinator surface search. That course provides a thorough knowledge
and understanding of the IAMSAR MANUAL and satisfies the requirements of the STCW
Convention.
SOLAS Regulations list the duties related to passengers which must be assigned to members
of the crew. These duties would usually be so arranged that each member of the catering
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staff would be responsible for a group of rooms. A small party would be charged with taking
additional supplies to the lifeboats.
Unless the situation is critical, conditions should be assessed carefully and a plan prepared
before initiating rescue action. If the survivors are in no immediate danger and existing
conditions make rescue hazardous, consider waiting until conditions have improved or until
daylight. Try to establish communications with the survivors to obtain information about their
condition and to inform them of the intended method of rescue.
Direct transfer of survivors from a wreck to the ship requires nearly calm conditions and,
normally, rescue boats or motor lifeboats will be used.
It is unlikely that the disabled ship or wreck will be drifting at the same rate as the rescue ship
so, if time permits, it is a good idea to try to get an estimate of their relative drift rates before
launching the boats. At the same time, the rescue ship should reconnoitre the area around
the wreck to see if there are any obstructions which might hamper the boats.
During the launching of boats, lifelines, Iifebuoys, ladders and nets should be ready in case
somebody falls overboard or a boat overturns.
Going alongside a wreck may be difficult. On the lee side the approach may be obstructed
by wreckage, and if the wreck is drifting quickly the boat will have difficulty getting away
from the side. Sea conditions may make it impossible to approach from the weather side
and, since the wreck will probably drift faster than the boat, it will be difficult to remain close
enough to transfer survivors. An approach from the weather side is the only possibility when
the wreck is on fire or releasing toxic fumes, in which case survivors may have to jump into
the water to be picked up by the boats.
If weather conditions make the use of boats too hazardous, and it is not possible to wait for
conditions to moderate, a liferaft on a stout line may be towed or floated to the wreck or may
be hauled out to the wreck after making connection by line-throwing apparatus. The painter
fitted to the liferaft is not heavy enough to be used in this manner.
At the rescue ship, preparations for the transfer of survivors include the provision of a boat
rope, nets, ladders, lines and crew standing by to assist. The use of a liferaft alongside as a
landing stage releases the boat quickly if it is necessary to make several journeys. Survivors
who have been in the sea or survival craft for some time may be suffering from cold, fatigue
and sea-sickness and be unable to do much to help themselves.
Man-overboard procedures
The standard man-overboard manoeuvres were dealt with in IMO model course 7.03, Officer
in charge of a navigational watch.
The standard full-speed man-overboard manoeuvres, such as the Williamson turn, are not
possible in very heavy weather. Turning at speed into a heavy sea and swell could cause
serious damage to the ship. The turn should be made in the safest way possible in the
conditions and the ship manoeuvred into a position to windward of the person in the water.
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The ship will quickly drift down to him. A few fit crew members, wearing immersion suits,
lifejackets and lifelines, should be standing by to help the person on board. Use may also be
made of the line-throwing apparatus, with a buoyant head, to drift a line to the person in the
water. It is essential to keep the person in sight throughout the operation, and this is difficult
in a heavy sea and swell, so any crew not otherwise occupied in the rescue should be posted
as lookouts.
When a person is reported to the master as missing, it may reasonably be assumed that
efforts have already been made to find him. A final call on the public address system should
be made and if there is no response the ship should be turned into its wake and a search
along the reciprocal course made. At the same time, a thorough search of the ship should
be organized and the time at which the missing person was last seen should be established.
The track should be searched back to the position where it is known the person was still on
board. An urgency call requesting other ships in the vicinity to keep a lookout for the person
should be made.
3.3.5 ACTIONS TO LIMIT DAMAGE AND SALVE THE SHIP FOLLOWING A FIRE,
EXPLOSION, COLLISION OR GROUNDING (4 hours)
Means of limiting damage and Salving the Ship Following a Fire or Explosion
No definite procedures can be laid down as each occurrence will be unique. Trainees should
consider the measures which could be taken in a variety of situations, using materials to be
found aboard ship.
It is important to keep observation on damaged areas and temporary repairs, to ensure that
there is immediate warning of a worsening situation.
A ship should not be abandoned prematurely. It is generally safer to remain aboard a wreck,
to await the arrival of assistance, for as long as possible. This is particularly true in severe
weather conditions, when abandoning ship is very hazardous and the condition of the crew
will deteriorate rapidly in survival craft. Also, in those conditions, craft are likely to become
widely dispersed, making rescue more difficult.
When the condition of the ship is such that sinking or breaking up is inevitable, the ship
should be abandoned in time to get clear of her before she sinks or before wreckage makes
the launching of survival craft dangerous. In the event of fire or explosion or of the release of
toxic fumes it may be essential to get clear of the ship as quickly as possible.
Consideration should be given to the method of passing the ‘abandon ship’ signal. It should
be distinctive, so that it is not confused with other signals or instructions which may be given
in an emergency. The instruction to abandon ship may have to be given by word of mouth if
other communication systems have broken down.
The duties of the emergency party should include provision for the shutting down of any
machinery, as required.
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Given a brief description of a ship and a crew list, trainees should be able to divide the crew
into appropriate emergency teams and draw up the muster list and emergency instructions.
Instructions should cover general emergency and fire stations separately.
Plans for dealing with fires in specific areas should be considered. Actual plans would
depend upon the construction and arrangement of a particular ship, but principles such
as containment of a fire, escape routes, access for fire fighters and the medium to be used
can be dealt with. Trainees should be reminded that drills at sea should put these plans into
action and that a different location for the fire should be chosen at each practice. It may be
found that the plans need revising in the light of practice drills (V29).
Similarly, boat drills should sometimes be organized on the assumption that certain survival
craft have been destroyed or are not usable for some reason.
The ship safety committee should be involved in the organization of emergency drills and the
evaluation of the plans in the light of those drills. Representatives can bring any difficulties
or deficiencies to the attention of the committee and suggest solutions to the problem. The
committee can increase awareness of the actions required from crew members through their
representatives.
The control centre for the command team in port should normally be at main deck level,
at a location suitable for liaison with shore authorities. It should have a shore telephone
connection and have emergency equipment and information stored there ready for use.
The detailed teaching syllabus for this section builds on the content of IMO model course 1.39,
Leadership and teamwork. Many of the concepts introduced in this course are developed
further to consider a more senior management perspective to these concepts.
There should also be a good opportunity to establish useful facts on the varying conditions
of employment experienced by the group of trainees and perhaps to learn something of the
advantages and disadvantages of the various systems which the trainees might find to be
helpful in the course of their duties.
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If time permits, the trainees should be given group assignments to recreate and learn how
to deal with some of the typical arguments and problems which occur on board ship (V111).
Management level deck officers have significant responsibility for the management of
personnel on board ship. It is important that these officers are aware of national law and the
detail of employment agreements that relate to personnel on board. It is equally important,
however, that senior officers are able to motivate and manage the performance of personnel
as well as dealing with disciplinary situations.
Training (6 hours)
Organization and management skills are best learnt through teamwork activities and case
studies. As much time as possible should be devoted to this aspect. Role playing exercises
may be designed in communications, meetings, organizing drills and training sessions, to
name but a few areas (T37). This is an important part of the course as it involves teaching
various subjects to the trainees so that they, in due course, have the capability to train staff
on board in the same subjects in order to improve safety and operational standards. There
is scope in this section to use role playing and group assignments for some aspects of this
training.
Nearly all of the training undertaken aboard ship will be on-the-job training, i.e. the trainee
uses the normal ship’s tools, equipment and materials during the ordinary running of the
ship. Off-the-job training will probably be restricted to the use of video cassettes.
For trainee watchkeepers the STCW Convention requires that an approved programme of
on board training is supervised and monitored and is adequately documented in a training
record book (STCW Code, section A-II/1, paragraph 6). An example of one such book is that
produced by the International Shipping Federation. Extensive guidance regarding training is
given in the STCW Code, section B-Il/1.
Purpose of training
All training is intended to modify attitudes, to increase skills or to provide knowledge which
can be applied by the trainee in carrying out his work. The desired outcomes include a
reduction in accidents, less need for supervision, greater productivity and improved quality
of work. A thorough mastery of a task and knowledge of its relevance to other tasks in the
running of the ship also increase the job satisfaction of the crew member concerned.
Preparation
Before starting training, the instructor should prepare what he wishes to teach, decide the
order of the instruction and make a note of the important points to be emphasized. Any
tools or materials which are needed should be ready to hand and equipment, such as video
players, should be tested to ensure that it is working.
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Methods of training
For training to be effective, the trainee must be able to see that it is relevant to him and his
work or duties on the ship. The instructor should question the trainees before starting to
establish what they already know and can do and to explain why the task is necessary.
Nearly all on-board training is of an informal nature, often one-to-one, so trainees should
be encouraged to ask questions or have demonstrations repeated, if necessary, during the
training. The instructor should also question or test the trainees at suitable intervals to make
sure that they have understood, or are able to perform the skill being taught, up to that point.
Where appropriate, provide the trainee with a written note to support the tuition.
Changing attitudes
A crew member may know the correct safe working practice to adopt for a particular task and
yet ignore it when not being directly supervised. The necessary insistence on following safe
working practices will not necessarily change a careless attitude to safety. A discussion of the
consequences to himself and his family of an accident resulting in permanent disablement
might be more effective. Officers should remember that their own attitudes and behaviour
help to form those of trainees and new entrants, who will not develop desirable attitudes to
required standards if their seniors do not adopt them or if they ignore breaches of them by
others.
Training in skills
On-the-job training usually consists of pulling the trainee to watch and work with an
experienced person (e.g. a cadet, watchkeeping with a qualified officer). This arrangement
fails if the experienced person uses incorrect methods in his work.
In teaching a particular skill, such as a manual task, the instructor should divide the task into
self-contained stages, each of which can be taught as a unit. He should identify any critical
points at each stage. The job is demonstrated and explained to the trainees in stages, with
emphasis on the critical points. The trainee then carries out the job under the supervision
of the instructor. Stages are repeated as necessary until the trainees’ performances are
satisfactory.
Training in knowledge
In the majority of cases aboard ship this will involve an officer or petty officer describing
equipment or a particular task to others, for example, instruction in how to launch an
inflatable liferaft and board it, and how to survive when in it. Trainees should be encouraged to
participate in the instruction by asking questions or making suggestions. Sufficient questions
should be directed to trainees to test that the necessary knowledge is being transferred.
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Knowledge which is not often used (how to survive in a liferaft, for example) is forgotten with
the passage of time, hence the necessity for repeating such instruction at intervals.
Each trainee should deliver a short training session (about 10 minutes would be sufficient)
to the other members of the class. Subjects, drawn from those which would be undertaken
aboard ship, should be assigned to the trainees well in advance to allow them ample time for
preparation.
In addition to the national laws implementing the international conventions and agreements,
the following areas of concern to a ship’s master, not touched upon in the syllabus, are
mentioned:
● a review of the national system of courts, hearings and appeals
● the procedures for preliminary enquiry and formal investigation of accidents
● contracts of towage
● the carriage of the official logbook, entries and surrender of the logbook at the
completion of a voyage
● crew disciplinary procedures, powers and obligations of the master
● the master’s disciplinary powers concerning passengers
● calculation of crew wages, rules concerning allotment of wages, deductions of tax
and social security contributions, advances, fines, forfeitures, other deductions
and payment of the balance
● collective bargaining agreements between seafarers’ and shipowners’ organizations
affecting the employment of crew
Personnel assignment, time and resource constraints and prioritization should be explained
to the trainees. Providing opportunities for trainees to apply principles by planning complex
typical shipboard activities either individually or in groups will enhance learning and the
outcomes for trainees.
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This content is intended to build on the learning of trainees through operational level training
and experience. The structure follows the concepts from IMO model course 1.39, Leadership
and teamwork but develops these to a management level.
Trainees are likely to enhance their learning where they are able to participate in group
discussion and practical group activities where the principles of effective resource
management can be applied and developed.
Situation and risk assessment, identifying and generating options, selecting course of action
and evaluating the outcome effectiveness are covered under this topic.
Instructors should explain the methods of developing and implementing standard operating
procedures (SOPs) and the reason and dangers of oversighting these procedures. Case
studies should be used by the instructors, highlighting these topics.
The standards of competence required by the STCW Convention are covered by IMO model
course 1.15, Medical care, T33, and V91. However, officers need to know where to get
appropriate advice and how to apply it correctly. The three main sources of information are
the publications mentioned in this section.
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Appendix 1
Stability Data
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Loading Scale
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KN Curves
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Appendix 2
Trim Table
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Part E: Evaluation
The effectiveness of any evaluation depends to a great extent on the precision of the
description of what is to be evaluated. The detailed teaching syllabus is thus designed, to
assist the instructors, with descriptive verbs, mostly taken from the widely used Bloom’s
taxonomy.
Evaluation/Assessment is a way of finding out if learning has taken place. It enables the
assessor (instructor), to ascertain if the learner has gained the required skills and knowledge
needed at a given point towards a course or qualification.
■ Initial/Diagnostic assessment
This should take place before the trainee commences a course/qualification to ensure they
are on the right path. Diagnostic assessment is an evaluation of a trainee’s skills, knowledge,
strength and areas for development. This can be carried out during an individual or group
setting by the use of relevant tests.
■ Formative assessment
■ Summative assessment
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■ Assessment Planning
■ Validity
The evaluation methods must be based on clearly defined objectives, and they must truly
represent what is meant to be assessed, for example only the relevant criteria and the syllabus
or course guide. There must be a reasonable balance between the subject topics involved
and also in the testing of trainees’ KNOWLEDGE, UNDERSTANDING AND PROFICIENCY of
the concepts.
■ Reliability
Assessment should also be reliable (if the assessment was done again with a similar group/
learner, would you receive similar results). We may have to deliver the same subject to different
groups of learners at different times. If other assessors are also assessing the same course/
qualification as us, we need to ensure we are all making the same decisions.
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If the instructors are going to assess their own trainees, they need to know what they are
to assess and then decide how to do this. The what will come from the standards/learning
outcomes of the course/qualification they are delivering. The how may already be decided
for them if it is assignments, tests or examinations.
The instructors need to consider the best way to assess the skills, knowledge and attitudes
of our learners, whether this will be formative and/or summative and how the assessment will
be valid and reliable.
All work assessed should be valid, authentic, current, sufficient and reliable; this is often
know as VACSR – “valid assessments create standard results”.
● Valid – the work is relevant to the standards/criteria being assessed;
● Authentic – the work has been produced solely by the learner;
● Current – the work is still relevant at the time of assessment;
● Sufficient – the work covers all the standards/criteria;
● Reliable – the work is consistent across all learners, over time and at the required
level.
It is important to note that no single method can satisfactorily measure knowledge and skill
over the entire spectrum of matters to be tested for the assessment of competence.
Care should therefore be taken to select the method most appropriate to the particular aspect
of competence to be tested, bearing in mind the need to frame questions which relate as
realistically as possible to the requirements of the officer’s job at sea.
■ STCW
The training and assessment of seafarers, as required under the Convention, are administered,
supervised and monitored in accordance with the provisions of section A-I/6 of the STCW
Code.
Column 3 – Methods for demonstrating competence and Column 4 – Criteria for evaluating
competence in table A-II/2 (Specification of minimum standard of competence for masters
and chief mates) of STCW Code sets out the methods and criteria for evaluation. Instructors
should refer to this table when designing the assessment.
It should be noted that this column distinguishes where/how competence can be evaluated
by examination, by demonstration and in many cases has requirements for both. The reason
for this is that while knowledge and understanding can generally be assessed with some
validity, using examination, actual or simulated demonstrations are a far more valid method
for evaluating proficiency.
Assessment is also covered in detail in another IMO model course, however to assist and aid
the instructors, some extracts from the model course is used to explain in depth.
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When evaluation consists of calculations, the following should be taken into consideration:
■ Calculations
To carry out their duties, Masters and Chief Mates must be able to solve technical problems
by performing calculations in various subject areas such as cargo work, ship stability and
navigation calculations.
The ability to perform such calculations and to resolve such problems can be tested by having
the candidates carry out the calculations in their entirety. Since a large variety of technical
calculations is involved and the time necessary for their complete solution is considerable, it
is not possible to completely test the abilities of candidates within a reasonable examination
time.
Resort must therefore be made to some form of sampling technique, as is the case with the
assessment of knowledge, comprehension and application of principles and concepts in
other subject fields.
A greater breadth of sampling can be achieved by breaking down calculations into the
various computational steps involved in their solution. This technique can only be applied
to calculations in which the methodology is standardized. Fortunately, most calculations
follow a standard format; where alternative methods of solution exist, the examination can
be developed so as to allow candidates an appropriate freedom of choice. Such freedom of
choice must be a feature of examinations of all types, in any event.
In order to develop a series of ‘step test items’, covering an entire calculation, it is necessary
to identify each intermediate step in each calculation involved by all methods which are
accepted as being correct in principle. These questions, after they have been reviewed for
clarity and conciseness, form the standard ‘step test items’ in that calculation topic.
This approach allows questions to be posed which sample the candidate’s knowledge
and ability to perform parts of various calculations, which process takes up less time than
having him perform entire calculations. The assumption is made that if the candidate can or
cannot correctly complete a calculation step leading to the solution, then he can or cannot
successfully carry out the entire calculation. Such detailed sampling allows a larger number of
questions to be answered by the candidate within the time allotted for the examination, thus
allowing a broader sampling of the candidate’s knowledge and abilities, thereby increasing
the reliability of the examination.
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It must be pointed out that because of the greater number of test items used more time will
be spent by candidates in reading the questions and in appreciating the precise step which
each question involves.
However, the ability to answer correctly questions that are based on each intermediate step
leading to the solution does not necessarily indicate competence in the application of the
calculation methodology or in the interpretation of the intermediate or final results. Further
questions must therefore be developed which are of a ‘procedural’ and principle nature.
Such ‘step test’ and ‘procedural’ items may be drawn up as ‘essay-type’ items, supply-type
items or multiple-choice items. Marking or scoring is easier if multiple-choice test items are
used, but in some cases difficulties may arise in creating plausible distracters.
Detailed sampling can allow immediate identification of errors of principle and those of a
clerical nature. It must be emphasized that this holds true, in general, only if the test item
is based on a single step in the overall calculation. Multiple-choice items involving more
than one step may, in some cases, have to be resorted to in order to allow the creation
of a sufficient number of plausible distracters, but care must be exercised to ensure that
distracters are not plausible for more than one reason if the nature of the error made (and
hence the distracter chosen) is to affect the scoring of the test item.
■ Compiling tests
Whilst each examining authority establishes its own rules, the length of time which can be
devoted to assessing the competence of candidates for certificates of competency is limited
by practical, economic and sociological restraints. Therefore a prime objective of those
responsible for the organization and administration of the examination system is to find the
most efficient, effective and economical method of assessing the competency of candidates.
An examination system should effectively test the breadth of a candidate’s knowledge of the
subject areas pertinent to the tasks he is expected to undertake. It is not possible to examine
candidates fully in all areas, so in effect the examination samples a candidate’s knowledge
by covering as wide a scope as is possible within the time constraints and testing his depth
of knowledge in selected areas.
All evaluation and testing techniques have their advantages and disadvantages. An examining
authority should carefully analyse precisely what it should be testing and can test. A careful
selection of test and evaluation methods should then be made to ensure that the best of
the variety of techniques available today is used. Each test shall be that best suited to the
learning outcome or ability to be tested.
No matter which type of test is used, it is essential that all questions or test items used should
be as brief as possible, since the time taken to read the questions themselves lengthens the
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examination. Questions must also be clear and complete. To ensure this, it is necessary that
they be reviewed by a person other than the originator. No extraneous information should
be incorporated into questions; such inclusions can waste the time of the knowledgeable
candidates and tend to be regarded as ‘trick questions’. In all cases, the questions should
be checked to ensure that they measure an objective which is essential to the job concerned.
SCORING TESTS
The assessment of seafarers is concerned with judging whether they are competent, in
terms of meeting sufficient specified learning objectives, to perform the tasks required by the
qualification they are seeking. That is, they should be tested against predetermined criteria
rather than against the performance of other examinees or the norm for the group as a whole,
as is the case in many examinations.
To achieve that end in subjective tests, an analytical scoring scheme should be drawn up
in which complete model answers, which would attract full marks, is produced for each
question. The model answer is then analysed for the definitions, facts, explanations, formulae,
calculations, etc., contained in it and marks are allocated to each item, the aim being to
make the scoring as objective as possible. A subjective element will still exist in the original
allocation of marks to the various sections and, to some extent, in the scoring of incomplete
or partially correct sections.
Either credit scoring or deductive scoring may be used. In credit scoring, marks are awarded,
in accordance with the scoring scheme, for each correctly completed part of the answer,
no marks being credited for incorrect parts or omissions. With deductive scoring, marks
are deducted for errors and omissions from the total mark for the question or part question
(where a question has been divided into two or more sections). When applied to essay
questions, the two methods should produce virtually the same score. Deductive scoring is
usually confined to the marking of calculations.
Deductive scoring can be weighted to take account of the relative seriousness of different
types of error. Errors are commonly classed and weighted as follows:
.1 errors of principle; for example, using the formula for righting moment in a
calculation of list; deduct 50% of the mark for the question or part question;
.2 major errors; for example, extracting data for the wrong day or time from a
publication; deduct 30% of the mark for the question or part question; and
.3 clerical errors; for example, transposition of numbers from tables or question paper,
careless arithmetic; deduct 10% of the mark for the question or part question for
each error.
In the case of clerical errors, only one deduction for a single error should be made. No
deductions are made for incorrect answers which follow through from the original error. If
deductions exceed the total mark for a question or part question it is given a zero score;
negative scores are not carried over to other parts.
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The different types of error can be taken into account in credit scoring schemes by suitably
weighting the marks allocated to method, to the extraction of data and to clerical accuracy
at each step of the calculation. The steps need to be smaller and more detailed than the
division into parts used in deductive marking. As a result, the marks lost for errors of principle
tend to be smaller in credit scoring than in deductive scoring.
A small percentage of the total mark, to be credited only for the correct final answer, is
sometimes included in a credit scoring scheme. The answer must lie within stated accuracy
limits to qualify for that credit. In deductive schemes, an answer that has otherwise been
correctly calculated but which falls outside the accuracy limits are treated as a clerical error.
Where tests are to be marked locally at more than one test centre, a well-defined scoring
scheme, which will give the same score when applied to the same paper by different markers,
is essential for the uniform and fair treatment of candidates. To aid in any subsequent review
of marks, possibly resulting from an appeal, the marker should make brief marginal notes on
the paper to indicate the reasons for deductions.
In papers in which all questions are to be answered, the marks may be weighted to reflect
the importance or difficulty of individual questions or the length of time which will be needed
to answer them. When this is done, it is usual to indicate the mark for each question on the
question paper. Optional questions should all be of similar standard and carry equal marks,
so that the standard of the complete test is the same regardless of the questions chosen.
Use can be made of a compulsory and an optional section in the same paper. Questions on
which it is felt that all candidates should be tested can be placed in the compulsory section
and suitably weighted, while the remainder of the paper offers a choice of questions each of
similar standards.
A problem that arises with optional papers is how to deal with cases where more than
the required number of questions is answered. Various solutions are adopted by different
examining boards. Many mark all questions and discard the lowest marked question or
questions, although that fact is not generally advertised as it may encourage candidates to
attempt extra questions. Others take the requisite number of answers in the order in which
they are on the question paper and ignore the remainder. A similar problem arises in papers
in which candidates are required to answer a given number of questions and including at
least some stated number from each of several sections.
The pass mark should be set at the lowest score for which sufficient skills and knowledge are
demonstrated for competency in each subject. In practice, that score is difficult to determine
exactly for an individual paper and could vary slightly from one examination to another.
Such an arrangement would be difficult to administer and would be considered unfair by
candidates, so the pass mark is fixed and published in the examination regulations. It is,
therefore, essential when preparing papers to maintain as constant a standard as possible,
such that the pass mark is an appropriate measure of competency.
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The following instructions are typical of those produced for guidance of examiners on the
marking of examinations:
In order to achieve uniformity in marking between the examiners in various centres and to
facilitate the review of papers, the following guidelines are to be used at all centres:
.1 When several candidates write the same examination, papers, other than multiple
choice, should be marked question by question, that is to say, question 1 of paper
1 should be marked for all applicants before proceeding to question 2, etc. This
gives more uniform marking.
.2 All questions should be marked even if it becomes apparent that the candidate
cannot achieve the pass mark.
.3 Neatness and Orderly Layout of Work:
Where work is not properly laid out or is not neat, marks should be deducted without
regard to correctness of the answer. The number of marks deducted should vary
according to the quality of the work up to a maximum of 10% where the correct
answer is obtained.
.4 Important Engineering and Technical Terms:
Where, in general calculations or general questions, an incorrect term is used and
such a term is incidental to the work, the examiner should exercise his judgement
as to whether or not marks should be deducted, but in any case, a deduction
should not exceed 10% of the allotted marks. This does not apply to direct answers
involving definitions or in answers involving the naming of parts.
.5 Types of Errors:
Errors can be divided into 3 types:
(a) P – error in principle; 50% of marks allotted for the whole or part of the question
should be deducted.
(b) C – clerical error; 10% of the marks allotted should be deducted for each such
error.
(c) M – major error; 30% of the marks allotted for the question or part of the
question should be deducted.
NOTE: Large mark questions should be considered in their main sections and
percentages of the sections deducted. Candidates should be given the benefit of
any doubt which may exist.
.6 Drawings:
Too much importance should not be attached to elaborate drawings. Often a simple
sketch with captions is very explanatory and indicative of a good understanding.
.7 Incomplete Answers:
Where a problem or distinct section of a large problem is only partly worked and
a step of principle remains to be made, marks allotted should not exceed 50% of
the total marks or the split marks allotted as the case may be.
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MARKING PAPERS:
.8 When marking papers, examiners should enter appropriate marginal notes in brief
showing why marks have been deducted, using abbreviations in Paragraph 5. The
actual error should be ringed and marked with a brief statement of the reason for
the error, e.g., ‘wrong answer’. A paper should be so marked that any reviewing
examiner can see at a glance just what happened, including a marginal note to
indicate award of a ‘benefit of doubt’.
.9 In the case of marginal failure, the paper concerned should be carefully reviewed.
This review is not to be regarded as having the purpose of passing the candidate;
it is to ensure that the foregoing marking standards have been correctly applied
and are consistent with those of other responses to the same examination. It may
result in either an increase or a decrease in marks assigned. This review having
been completed, the examiner should issue a fail result if it is still below the pass
mark.
.10 Use of Calculators:
When a pocket, non-programmable calculator is used by a candidate in an
examination, all necessary formulae and transpositions must be shown for full
marks to be allotted. In the case of a correctly set out answer, or partial answer,
which has an incorrect final result, 30% of the whole or part should be deducted
on the major error rule.
When the evaluation consists of oral and practical tests, which many topics as per the table
A-III/2, column 2, Knowledge, Understanding and Proficiency, require, the following should
be taken into consideration:
Some aspects of competency can only be properly judged by having the candidate demonstrate
his ability to perform specific tasks in a safe and efficient manner. The safety of the ship
and the protection of the marine environment are heavily dependent on the human element.
In many cases, STCW actually specifies where practical testing is required. In general, all
proficiencies require a practical demonstration which in some cases can be performed within
training or in service. It is important that any practical testing used to evaluate competence
is valid. This means that where this is to be conducted during a training course, the assessor
needs to create an environment that has the key features of the work environment on ship
present.
It is generally considered advisable that at least some of the testing of knowledge and
understanding of candidates for certificates of competency should be conducted orally. The
ability of candidates to react in an organized, systematic and prudent way can be more
easily and reliably judged through an oral/practical test incorporating the use of models or
simulators than by any other form of test.
One disadvantage of oral/practical tests is that they can be time-consuming and can
require expensive equipment and facilities. Each test may take up about 1 to 2 hours if it
is to comprehensively cover the topics concerned. Equipment must also be available in
accordance with the abilities that are to be tested. Some items of equipment can economically
be dedicated solely for use in examinations.
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IMO Model Courses
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Contents
Page
Part 1: Preparation 121
335
Part 2: Notes on teaching technique 126
340
Part 3: Curriculum development 128
342
Annex A1 Preparation checklist 131
345
Annex A2 Example of a TVKLSJV\YZLZ`SSHI\ZPUHZ\IQLJ[HYLH 33
347
Annex A3 Example of a lesson plan for annex A2 138
352
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Part 1: Preparation
1. Introduction
1.1 The success of any enterprise depends heavily on sound and effective preparations.
1.2 Although the IMO model course “package” has been made as comprehensive as
possible, it is nonetheless vital that sufficient time and resources are devoted to
preparation. Preparation not only involves matters concerning administration or
organization, but also includes the preparation of any course notes, drawings,
sketches, overhead transparencies, etc., which may be necessary.
2. General considerations
2.1 The course “package” should be studied carefully; in particular, the course syllabus
and associated material must be attentively and thoroughly studied. This is vital if a
clear understanding is to be obtained of what is required, in terms of resources
necessary to successfully implement the course.
2.2 A “checklist”, such as that set out in annex A1, should be used throughout all stages
of preparation to ensure that all necessary actions and activities are being carried
out in good time and in an effective manner. The checklist allows the status of the
preparation procedures to be monitored, and helps in identifying the remedial
actions necessary to meet deadlines. It will be necessary to hold meetings of all
those concerned in presenting the course from time to time in order to assess the
status of the preparation and “troubleshoot” any difficulties.
2.3 The course syllabus should be discussed with the teaching staff who are to present
the course, and their views received on the particular parts they are to present. A
study of the syllabus will determine whether the incoming trainees need preparatory
work to meet the entry standard. The detailed teaching syllabus is constructed in
“training outcome” format. Each specific outcome states precisely what the trainee
must do to show that the outcome has been achieved. An example of a model
course syllabus is given in annex A2. Part 3 deals with curriculum development and
explains how a syllabus is constructed and used.
2.4 The teaching staff who are to present the course should construct notes or lesson
plans to achieve these outcomes. A sample lesson plan for one of the areas of the
sample syllabus is provided in annex A3.
2.5 It is important that the staff who present the course convey, to the person in charge
of the course, their assessment of the course as it progresses.
3. Specific considerations
3.1 Scope of course
In reviewing the scope of the course, the instructor should determine whether it
needs any adjustment in order to meet additional local or national requirements (see
Part 3).
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.2 If the entry standard will be exceeded by your planned trainee intake, you may
wish to abridge or omit those parts of the course the teaching of which would be
unnecessary, or which could be dealt with as revision.
.3 Study the course material with the above questions in mind and with a view to
assessing whether or not it will be necessary for the trainees to carry out preparatory
work prior to joining the course. Preparatory material for the trainees can range from
refresher notes, selected topics from textbooks and reading of selected technical
papers, through to formal courses of instruction. It may be necessary to use a
combination of preparatory work and the model course material in modified form. It
must be emphasized that where the model course material involves an international
requirement, such as a regulation of the International Convention on Standards of
Training, Certification and Watchkeeping (STCW) 1978, as amended, the standard
must not be relaxed; in many instances, the intention of the Convention is to require
review, revision or increased depth of knowledge by candidates undergoing training
for higher certificates.
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.3 The person responsible for implementing the course should consider monitoring
the quality of teaching in such areas as variety and form of approach, relationship with
trainees, and communicative and interactive skills; where necessary, this person
should also provide appropriate counselling and support.
.2 Equipment
Arrangements must be made at an early stage for the use of equipment needed in the
spaces mentioned in 3.7.1 to support and carry through the work of the course. For
example:
● blackboards and writing materials
● apparatus in laboratories for any associated demonstrations and experiments
● machinery and related equipment in workshops
● equipment and materials in other spaces (e.g. for demonstrating MPYLMPghting,
personal survival, etc.)
.1 Overhead projectors
Check through any illustrations provided in the course for producing overhead
projector (OHP) transparencies, and arrange them in order of presentation. To produce
transparencies, a supply of transparency sheets is required; the illustrationscan be
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.2 Slide projectors
If you order slides indicated in the course framework, check through them and
arrange them in order of presentation. Slides are usually produced from photographic
negatives. If further slides are considered necessary and cannot be produced locally,
OHP transparencies should be resorted to.
.3 Cine projector
If films are to be used, check their compatibility with the projector (i.e. 16 mm, 35 mm,
sound, etc.). The films must be test-run to ensure there are no breakages.
.4 Video equipment
It is essential to check the type of video tape to be used. The two types commonly
used are VHS and Betamax. Although special machines exist which can play either
format, the majority of machines play only one or the other type. Note that VHS and
Betamax are not compatible; the correct machine type is required to match the tape.
Check also that the TV raster format used in the tapes (i.e. number of lines, frames/
second, scanning order, etc.) is appropriate to the TV equipment available. (Specialist
advice may have to be sought on this aspect.) All video tapes should be test-run prior
to their use on the course.
.5 Computer equipment
If computer-based aids are used, check their compatibility with the projector and the
available software.
.6 General note
The electricity supply must be checked for correct voltage, and every precaution must
be taken to ensure that the equipment operates properly and safely. It is important to
use a proper screen which is correctly positioned; it may be necessary to exclude
daylight in some cases. A check must be made to ensure that appropriate screens or
blinds are available. All material to be presented should be test-run to eliminate any
possible troubles, arranged in the correct sequence in which it is to be shown, and
properly identified and cross-referenced in the course timetable and lesson plans.
3.11 Textbooks
The detailed syllabus may refer to a particular textbook or textbooks. It is essential
that these books are available to each student taking the course. If supplies of
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textbooks are limited, a copy should be loaned to each student, who will return it at
the end of the course. Again, some courses are provided with a compendium which
includes all or part of the training material required to support the course.
3.12 Bibliography
Any useful supplementary source material is identified by the course designers and
listed in the model course. This list should be supplied to the participants so that they
are aware where additional information can be obtained, and at least two copies of
each book or publication should be available for reference in the training institute
library.
3.13 Timetable
If a timetable is provided in a model course, it is for guidance only. It may only take
one or two presentations of the course to achieve an optimal timetable. However,
even then it must be borne in mind that any timetable is subject to variation, depending
on the general needs of the trainees in any one class and the availability of instructors
and equipment.
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1.3 Obtain the necessary textbooks or reference papers which cover the training area to
be presented.
1.4 Identify the equipment which will be needed, together with support staff necessary
for its operation.
1.5 It is essential to use a “lesson plan”, which can provide a simplified format for
coordinating lecture notes and supporting activities. The lesson plan breaks the
material down into identifiable steps, making use of brief statements, possibly with
keywords added, and indicating suitable allocations of time for each step. The use
of audiovisual material should be indexed at the correct point in the lecture with an
appropriate allowance of time. The audiovisual material should be test-run prior to
its being used in the lecture. An example of a lesson plan is shown in annex A3.
1.6 The syllabus is structured in training outcome format and it is thereby relatively
straight forward to assess each trainee’s grasp of the subject matter presented
during the lecture. Such assessment may take the form of further discussion, oral
questions, written tests or selection-type tests, such as multiple-choice questions,
based on the objectives used in the syllabus. Selection-type tests and short-answer
tests can provide an objective assessment independent of any bias on the part of
the assessor. For certification purposes, assessors should be appropriately qualified
for the particular type of training or assessment.
1.7 Check the rooms to be used before the lecture is delivered. Make sure that all the
equipment and apparatus are ready for use and that any support staff are also
prepared and ready. In particular, check that all blackboards are clean and that a
supply of writing and cleaning materials is readily available.
2. Delivery
2.1 Always face the people you are talking to; never talk with your back to the group.
2.3 Maintain eye contact with the whole group as a way of securing their interest and
maintaining it (i.e. do not look continuously at one particular person, nor at a point
in space).
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2.4 People are all different, and they behave and react in different ways. An important
function of aUPUZ[Y\J[VY is to maintain interest and interaction between members
VMHgroup.
2.5 Some points or statements are more important than others and should therefore be
emphasized. To ensure that such points or statements are remembered, they must
be restated a number of times, preferably in different words.
2.6 If a blackboard is to be used, any writing on it must be clear and large enough for
everyone to see. Use colour to emphasize important points, particularly in sketches.
2.7 It is only possible to maintain a high level of interest for a relatively short period of
time; therefore, break the lecture up into different periods of activity to keep interest
at its highest level. Speaking, writing, sketching, use of audiovisual material,
questions, and discussions can all be used to accomplish this. When a group is
writing or sketching, walk amongst the group, looking at their work, and provide
comment or advice to individual members of the group when necessary.
2.8 When holding a discussion, do not allow individual members of the group to
monopolize the activity, but ensure that all members have a chance to express
opinions or ideas.
2.9 If addressing questions to a group, do not ask them collectively; otherwise, the
same person may reply each time. Instead, address the questions to individuals in
turn, so that everyone is invited to participate.
2.11 Finally, effective preparation makes a major contribution to the success of a lecture.
Things often go wrong; preparedness and good planning will contribute to putting
things right. Poor teaching cannot be improved by good accommodation or
advanced equipment, but good teaching can overcome any disadvantages that
poor accommodation and lack of equipment can present.
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2. Course content
The subjects which are needed to form a training course, and the precise skills and
depth of knowledge required in the various subjects, can only be determined through
an in-depth assessment of the job functions which the course participants are to be
trained to perform (job analysis). This analysis determines the training needs, hence
the purpose of the course (course objective). After ascertaining this, it is possible to
define the scope of the course.
(Note: Determination of whether or not the course objective has been achieved may
quite possibly entail assessment, over a period of time, of the “on-the-job
performance” of those completing the course. However, the detailed learning
objectives are quite specific and immediately assessable.)
3. Job analysis
A job analysis can only be properly carried out by a group whose members are
representative of the organizations and bodies involved in the area of work to be
covered by the course. The validation of results, via review with persons currently
employed in the job concerned, is essential if undertraining and overtraining are to
be avoided.
4. Course plan
Following definition of the course objective and scope, a course plan or outline can
be drawn up. The potential students for the course (the trainee target group) must
then be identified, the entry standard to the course decided and the prerequisites
defined.
5. Syllabus
The final step in the process is the preparation of the detailed syllabus with
associated timescales; the identification of those parts of textbooks and technical
papers which cover the training areas to a sufficient degree to meet, but not exceed,
each learning objective; and the drawing up of a bibliography of additional material
for supplementary reading.
6. Syllabus content
The material contained in a syllabus is not static; technology is continuously
undergoing change and there must therefore be a means for reviewing course
material in order to eliminate what is redundant and introduce new material reflecting
current practice. As defined above, a syllabus can be thought of as a list and,
traditionally, there have always been an “examination syllabus” and a “teaching
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7. Training outcomes
7.1 The prime communication difficulty presented by any syllabus is how to convey the
“depth” of knowledge required. A syllabus is usually constructed as a series of
“training outcomes” to help resolve this difficulty.
7.2 Thus, curriculum development makes use of training outcomes to ensure that a
common minimum level and breadth of attainment is achieved by all the trainees
following the same course, irrespective of the training institution (i.e. teaching/
lecturing staff).
7.3 Training outcomes are trainee-oriented, in that they describe an end result which is
to be achieved by the trainee as a result of a learning process.
7.4 In many cases, the learning process is linked to a skill or work activity and, to
demonstrate properly the attainment of the objective, the trainee response may have
to be based on practical application or use, or on work experience.
7.5 The training outcome, although aimed principally at the trainee to ensure achievement
of a specific learning step, also provides a framework for the teacher or PUZ[Y\J[VY
upon which lessons or lectures can be constructed.
7.6 A training outcome is specific and describes precisely what a trainee must do to
demonstrate his knowledge, understanding or skill as an end product of a learning
process.
7.7 The learning process is the “knowledge acquisition” or “skill development” that
takes place during a course. The outcome of the process is an acquired “knowledge”,
“understanding”, “skill”; but these terms alone are not sufficiently precise for
describing a training outcome.
7.8 Verbs, such as “calculates”, “defines”, “explains”, “lists”, “solves” and “states”,
must be used when constructing a specific training outcome, so as to define
precisely what the trainee will be enabled to do.
7.9 In the IMO model course project, the aim is to provide a series of model courses to
assist instructors in developing countries to enhance or update the maritime training
they provide, and to allow a common minimum standard to be achieved throughout
the world. The use of training outcomes is a tangible way of achieving this desired
aim.
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8. Assessment
Training outcomes describe an outcome which is to be achieved by the trainee. Of
equal importance is the fact that such an achievement can be measured OBJECTIVELY
through an evaluation which will not be influenced by the personal opinions and
judgements of the examiner. Objective testing or evaluation provides a sound base
on which to make reliable judgements concerning the levels of understanding and
knowledge achieved, thus allowing an effective evaluation to be made of the progress
of trainees in a course.
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Annex A1 – Preparation checklist
Ref Component Identified Reserved Electricity Purchases Tested Accepted Started Finished Status OK
supply
1 Course plan
2 Timetable
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3 Syllabus
4 Scope
5 Objective
6 Entry
standard
7 Preparatory
course
8 Course
certificate
9 Participant
10 Staffing
Coordinator __________________________________________________________________________________________________________________
Lecturers __________________________________________________________________________________________________________________
Instructors __________________________________________________________________________________________________________________
Technicians __________________________________________________________________________________________________________________
Other __________________________________________________________________________________________________________________
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Annex A1 – Preparation checklist (continued)
Ref Component Identified Reserved Electricity Purchases Tested Accepted Started Finished Status OK
supply
11 Facilities
a) Rooms
MASTER AND CHIEF MATE
Lab __________________________________________________________________________________________________________________
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Workshop __________________________________________________________________________________________________________________
Other __________________________________________________________________________________________________________________
Class __________________________________________________________________________________________________________________
b) Equipment
Lab __________________________________________________________________________________________________________________
Workshop __________________________________________________________________________________________________________________
Other __________________________________________________________________________________________________________________
12 AVA
Equipment
13 IMO Reference
14 Textbooks
15 Bibliography
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Textbooks : No specific textbook has been used to construct the syllabus, but the
instructor would be assisted in preparation of lecture notes by referring
to suitable books on ship construction, such as Ship Construction by
Eyres (T12) and Merchant Ship Construction by Taylor (T58)
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Course outline
Total hours for
Total hours for each subject area
Knowledge, understanding and proficiency
each topic of 9equired
performance
Competence :
.1 Shipbuilding materials 3
.2 Welding 3
.3 Bulkheads 4
.4 Watertight and weathertight doors 3
.5 Corrosion and its prevention 4
.6 Surveys and dry-docking 2
.7 Stability 83 102
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In order to assist the instructor, references are shown to indicate IMO references and
publications, textbooks and teaching aids that instructors may wish to use in preparing and
presenting their lessons.
The material listed in the course framework has been used to structure the detailed training
syllabus; in particular:
● Teaching aids (indicated by A)
● IMO references (indicated by R), and
● Textbooks (indicated by T)
The header of the first column denotes the COMPETENCE concerned. Each function
comprises a number of COMPETENCES. Each competence is uniquely and consistently
numbered on this model course.
In this function the competence is Control ;rim, :tability and :tress. It is numbered 3.1,
that is the first competence in Function 3. The term “competence” should be understood as
the application of knowledge, understanding, proficiency, skills, experience for an individual
to perform a task, duty or responsibility on board in a safe, efficient and timely manner.
Shown next is the required TRAINING OUTCOME. The training outcomes are the areas of
knowledge, understanding and proficiency in which the trainee must be able to demonstrate
knowledge and understanding. Each COMPETENCE comprises a number of training
outcomes. For example, the above competence comprises three training outcomes. The
first is concerned with FUNDAMENTAL PRINCIPLES OF SHIP CONSTRUCTION, TRIM AND
STABILITY. Each training outcome is uniquely and consistently numbered in this model
course. That concerned with fundamental principles of ship construction, trim and stability
is uniquely numbered 3.1.1. For clarity, training outcomes are printed in black type on grey,
for example TRAINING OUTCOME.
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Following each numbered area of Required performance there is a list of activities that the
trainee should complete and which collectively specify the standard of competence that the
trainee must meet. These are for the guidance of teachers and instructors in designing
lessons, lectures, tests and exercises for use in the teaching process. For example, under
the topic 3.1.1.1, to meet the Required performance, the trainee should be able to:
●
– state that steels are alloys of iron, with properties dependent upon the type and
amount of alloying materials used
●
– state that the speciÄcation of shipbuilding steels are laid down by classiÄcation
societies
●
– state that shipbuilding steel is tested and graded by classiÄcation society surveyors
who stamp it with approved marks
and so on.
IMO references (Rx) are listed in the column to the right-hand side. Teaching aids (Ax), videos
(Vx) and textbooks (Tx) relevant to the training outcome and Required performances are
placed immediately following the TRAINING OUTCOME title.
It is not intended that lessons are organized to follow the sequence of Required performances
listed in the Tables. The Syllabus Tables are organized to match with the competence in the
STCW Code[HISL A-II/2. Lessons and teaching should follow college practices. It is not
necessary, for example, for shipbuilding materials to be studied before stability. What is
necessary is that all of the material is covered and that teaching is effective to allow trainees
to meet the standard of the Required performance.
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Required performance:
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Annex A3 – Example of a lesson plan for annex A2
Subject area : 3.1 Control trim, stability and stress Lesson Number: 1 Duration : 3 hours
Training Area : 3.1.1 Fundamental principles of ship construction, trim and stability
MASTER AND CHIEF MATE
Main element Teaching Textbook IMO A/V aid Instructor Lecture Time
Specific training outcome in teaching sequence, with method reference guidelines notes (minutes)
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memory keys
States that steels are alloys of iron, with properties Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 10
dependent upon the type and amounts of alloying A-II/2 by the
materials used lecturer
States that the specifications of shipbuilding steels are Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 20
laid down by classification societies A-II/2 by the
lecturer
Explains that mild steel, graded A to E, is used for most Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 15
parts of the ship A-II/2 by the
States why higher tensile steel may be used in areas of Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 10
high stress, such as the sheer strake A-II/2 by the
lecturer
Explains that use of higher tensile steel in place of mild Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 15
steel results in a saving of weight for the same strength A-II/2 by the
lecturer
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