Model Course7 02

MODEL
MODEL COURSE 7.02 – CHIEF ENGINEER OFFICER AND SECOND ENGINEER OFFICER
COURSE
7.02
CHIEF ENGINEER
OFFICER AND
SECOND ENGINEER
OFFICER
2014 EDITION
Electronic edition
This electronic edition is licensed to

IMO TB702E
Batumi Maritime Academy

TB702E
for 1 copy.
www.imo.org © International Maritime Organization
Model course 7.02
CHIEF ENGINEER OFFICER
AND SECOND ENGINEER
OFFICER
2014 EDITION
ELECTRONIC EDITION
London, 2014
Licensed to Batumi Maritime Academy for 1 copy. © IMO

Print edition (ISBN: 978-92-801-1582-6)
First published in 1991
first published in 1991
by the INTERNATIONAL MARITIME ORGANIZATION
by the INTERNATIONAL MARITIME ORGANIZATION
4 Albert Embankment, London SE1 7SR
4 Albert Embankment, London SE1 7SR
www.imo.org
www.imo.org
Revised edition 2014

Electronic edition 2014
Printed by Polestar Wheatons (UK) Ltd, Exeter, EX2 8RP
IMO PUBLICATION
Sales number: ETB702E
ISBN: 978-92-801-1582-6
IMO PUBLICATION
Sales number: TB702E
ACKNOWLEDGEMENTS
This course for Chief Engineer Officer and Second Engineer Officer is based on material
developed for IMO by Anglo Eastern Maritime Training Centre
and the Australian Maritime College under the guidance of GlobalMET.
IMO wishes to express its sincere appreciation to GlobalMET for its support, expert
assistance, valuable cooperation and generous funding.
ACKNOWLEDGEMENTS
Copyright © International Maritime Organization 2014
This course for Chief Engineer Officer and Second Engineer Officer is based on material
developed for IMO by Anglo Eastern Maritime Training Centre
and the Australian Maritime AllCollege under the guidance of GlobalMET.
rights reserved.
No part
IMO wishes to express of this publication
its sincere appreciationmayto be reproduced,
GlobalMET for its support, expert
stored inassistance,
a retrieval valuable
system, or transmittedand
cooperation in any form orfunding.
generous by any means,
without prior permission in writing from the
International Maritime Organization.
Copyright © International Maritime Organization 2014
All rights reserved.

No part of this publication may be reproduced,
stored in a retrieval system, or transmitted in any form or by any means,
without prior permission in writing from the
International Maritime Organization.

CONTENTS
Contents
Page
Foreword ............................................................ vii
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
Training and the STCW Convention 1978, as amended . . . . . . . . . . . . . . . . . . . . . 5
Responsibilities of Administrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Validation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Conventions, Regulations and Legislation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Part A: Course Framework for all functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Aims ....................................................... 7
Objective ....................................................... 7
Function 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Function 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Function 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Function 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Entry standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Course certificate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Staff requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Teaching facilities and equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Teaching aids (A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
IMO/ILO/WHO references (R) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Textbooks (T) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Bibliography (B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
iii
JB-13-80 IMO TB702E Chief and 2nd Engineer Officer (21) - 286pp.indd iii 04/03/2014 12:32
CHIEF ENGINEER OFFICER AND SECOND ENGINEER OFFICER
Function 1: Marine Engineering at the Management Level . . . . . . . . . . . . . . . . . . . . . 27
Part B1: Course Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Timetable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Lectures ....................................................... 30
Course outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Part C1: Detailed Teaching Syllabus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Explanation of information contained in the syllabus tables . . . . . . . . . . . . . . . . . . 34
Ships with main propulsion plant operated by steam boilers and steam turbines . 36
Part D1: Instructor Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

1.1 MANAGE THE OPERATION OF PROPULSION PLANT MACHINERY . . . . . 68
1.2 PLAN AND SCHEDULE OPERATIONS Theoretical knowledge . . . . . . . . . . . 70
1.3 OPERATION, SURVEILLANCE, PERFORMANCE ASSESSMENT AND
MAINTAINING SAFETY OF PROPULSION PLANT AND AUXILIARY
MACHINERY Practical knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
1.4 MANAGE FUEL, LUBRICATION AND BALLAST OPERATIONS . . . . . . . . . . 88
Function 2: Electrical, Electronic and Control Engineering at the

Management Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

2.1 MANAGE OPERATION OF ELECTRICAL AND ELECTRONIC
CONTROL EQUIPMENT Theoretical knowledge . . . . . . . . . . . . . . . . . . . . . . 109
2.2 MANAGE TROUBLESHOOTING AND RESTORATION OF
ELECTRICAL AND ELECTRONIC CONTROL EQUIPMENT TO
OPERATING CONDITION Practical knowledge . . . . . . . . . . . . . . . . . . . . . . . 116
Function 3: Maintenance and Repair at the Management Level . . . . . . . . . . . . . . . . 121

3.1 MANAGE SAFE AND EFFECTIVE MAINTENANCE AND REPAIR
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
3.2 DETECT AND IDENTIFY THE CAUSE OF MACHINERY
MALFUNCTIONS AND CORRECT FAULTS Practical knowledge . . . . . . . . . 144
3.3 ENSURE SAFE WORKING PRACTICES Practical knowledge . . . . . . . . . . . . 144
iv
JB-13-80 IMO TB702E Chief and 2nd Engineer Officer (21) - 286pp.indd iv 04/03/2014 12:32
CONTENTS
Function 4: Controlling the Operation of the Ship and Care for

Persons on Board at the Management Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147

4.1 CONTROL TRIM, STABILITY AND STRESS . . . . . . . . . . . . . . . . . . . . . . . . . . 217
4.2 MONITOR AND CONTROL COMPLIANCE WITH LEGISLATIVE
REQUIREMENTS AND MEASURES TO ENSURE SAFETY OF LIFE
AT SEA AND THE PROTECTION OF THE MARINE ENVIRONMENT . . . . . . 230
4.3 MAINTAIN SAFETY AND SECURITY OF CREW AND PASSENGERS
AND THE OPERATIONAL CONDITION OF SAFETY SYSTEMS. . . . . . . . . . . 237
4.4 DEVELOP EMERGENCY AND DAMAGE CONTROL PLANS AND
HANDLE EMERGENCY SITUATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
4.5 USE OF LEADERSHIP AND MANAGERIAL SKILLS . . . . . . . . . . . . . . . . . . . 239
Appendix 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
Stability Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
Loading Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
KN Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
Appendix 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Trim Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Part E: Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248

Initial/Diagnostic assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
Formative assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
Summative assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
Evaluation for Quality assurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Assessment Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Validity ....................................................... 249
Reliability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
STCW Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
Compiling tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
Quality of test items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
Advantages and disadvantages of oral and practical tests . . . . . . . . . . . . . . . . . . . 256
Guidance on the implementation of IMO model courses . . . . . . . . . . . . . . . . . . . . . . 257
JB-13-80 IMO TB702E Chief and 2nd Engineer Officer (21) - 286pp.indd v 04/03/2014 12:32
JB-13-80 IMO TB702E Chief and 2nd Engineer Officer (21) - 286pp.indd vi 04/03/2014 12:32
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.
Following the adoption of the International Convention on Standards of Training, Certification

and Watchkeeping for Seafarers, 1978 (STCW), a number of IMO Member Governments had
suggested that IMO should develop model training courses to assist in the implementation
of the Convention and in achieving a more rapid transfer of information and skills regarding
new developments in maritime technology. IMO training advisers and consultants also
subsequently determined from their visits to training establishments in developing countries
that the provision of model courses could help instructors improve the quality of their
existing courses and enhance their implementation of the associated Conference and IMO
Assembly resolutions.
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
JB-13-80 IMO TB702E Chief and 2nd Engineer Officer (21) - 286pp.indd vii 04/03/2014 12:32
JB-13-80 IMO TB702E Chief and 2nd Engineer Officer (21) - 286pp.indd viii 04/03/2014 12:32
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 first 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 Maritime Training and Human
Element Section at IMO, London.
■ Use of the model course
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. He should also identify
any academic knowledge, skills or technical training which they may not have acquired.
JB-13-80 IMO TB702E Chief and 2nd Engineer Officer (21) - 286pp.indd 1 04/03/2014 12:32
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 do not indicate a minimum or maximum number of hours 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.
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 four 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 chief engineer officer
and second engineer officer. The material is set out so that it can be run separately from the
course for officer in charge of an engineering watch, but this is not intended to imply that it
has to be run separately. It has been written in this manner so as to give Administrations the
opportunity to arrange a structure best suited to their needs.
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 an engineering watch in a manned engine-
room or designate duty engineer in a periodically unmanned engine-room (see IMO model
course 7.04, Officer in charge of an engineering watch).
■ Course intake limitations
Class sizes should 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 students should have their own reference books, unless sufficient
copies can be provided in a central library. Classrooms should be big enough to seat all
students 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.
■ Textbooks, videos and bibliography
References to books, videos and bibliography are made in the Instructor 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 chief engineer officer
and second engineer officer. If this topic has not been covered during training as officer in
charge of an engineering watch some basic training will 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:
● 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)
● installation and set-up of multi-media applications.
In addition, applications of computers and micro-processors to instrumentation and control

systems, including:
● simple digital circuits, binary logic switches, bi-stable circuits
INTRODUCTION
● logic gates, truth tables of simple logic circuits

● representation of data by bits, bytes and words, binary and hexadecimal
representation
● binary-coded decimal representation, fixed- and floating-point numbers, ASCII
Code
● analog to digital and digital to analog converters
● computer architecture, information transfer between principal units
● memory, ROM, RAM, direct access memory, virtual memory
● input and output devices, data transfer, modems, multiplexers
● block diagrams of computer supervisory control systems and direct digital control
systems
● automatic monitoring, data-recording and alarm systems.
The use of multi-media applications can enhance learning in topics in many areas of
knowledge and prove of value to chief engineer officer and second engineer officer. 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
■ Training and the STCW Convention 1978, as amended
The standards of competence that have to be met by seafarers are defined in part A of
the STCW Code in the Standards of Training, Certification and Watchkeeping for Seafarers
Convention, 1978, as amended. This IMO model course has been revised and updated to
cover the competences in STCW Code. It sets out the education and training to achieve
those standards.
In common with the Convention, the course is organized under the seven functions at three
levels of responsibility. Specifically, this course covers the minimum standard of competence
for chief engineer officers and second engineer officers on ships powered by main propulsion
machinery of 3,000 kW propulsion power or more, see STCW Code, table A-III/2.
For ease of reference, the course material is organized in four separate functions as per the
STCW Code. These functions are:
Function 1 Marine engineering at the management level
Function 2 Electrical, electronic and control engineering at the management level
Function 3 Maintenance and repair at the management level
Function 4 Controlling the operation of the ship and care for the persons on board at the
management level
Each function is addressed in five parts: Part A which is common for all functions, Part B,
Part C, Part D and Part E, which again addresses all the functions.
Part A provides the framework for the course with its aims and objectives and notes on the
suggested teaching facilities and equipment. A list of useful teaching aids, videos, CBTs,
IMO references, textbooks and bibliography is included, which affects all four functions.
Part B provides an outline of lectures, demonstrations and exercises for the course. No
detailed timetable is suggested. From the teaching and learning point of view, it is more
important that the trainee achieves the minimum standard of competence defined in the
STCW Code than that a strict timetable is followed. Depending on their experience and
ability, some students will naturally take longer to become proficient in some topics than in
others.
Part C gives the Detailed Teaching Syllabus. This is based on the theoretical and practical
knowledge specified in the STCW Code. It is written as a series of learning objectives; in
other words what the trainee is expected to be able to do as a result of the teaching and
training. Each of the objectives is expanded to define a required performance of knowledge,
understanding and proficiency. The objective, therefore, describes what the trainee must do
to demonstrate that the specified knowledge or skill has been transferred.
Part D gives the Instructor Manual, which contains guidance notes for the instructors and
additional explanations. Suggested teaching aids, videos, CBTs, IMO references, textbooks
and bibliography are included to assist the teacher in preparing and presenting their lessons.
Thus, each training outcome is supported by a number of related performance elements

in which the trainee is required to be proficient. The teaching syllabus shows the required
performance expected of the trainee in the tables that follow.
■ Responsibilities of Administrations
Administrations should ensure that training courses delivered by approved training institutions
are such as to ensure officers completing training do meet the standards of competence
required by STCW regulation III/2, paragraph 2.
■ Validation
The information contained in this document has been validated by the Sub-Committee
on Standards of Training and Watchkeeping for use by technical advisers, consultants
and experts for the training and certification of seafarers so that the minimum standards
implemented may be as uniform as possible. Validation in the context of this document
means that no grounds have been found to object to its content. The Sub-Committee has
not approved this document, as it considers that the document must not be considered an
official interpretation of the Convention.
■ Conventions, Regulations and Legislation
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.
PART A: COURSE FRAMEWORK FOR ALL FUNCTIONS
Part A: Course Framework for all functions

■ Aims
This model course aims to meet the mandatory minimum requirements for knowledge,
understanding and proficiency in table A-Ill/2 of STCW Code for the function Marine
Engineering at the Management Level, for the function Electrical, Electronic and Control
Engineering at the Management Level, for the function Maintenance and Repair at the
Management Level and the background knowledge to support Controlling the Operation of
the Ship and Care for Persons on Board at the Management Level.
■ Objective
Function 1
The syllabus covers the requirements of the 2010 STCW Convention, chapter III,
section A-III/2. This functional element provides the detailed knowledge to support the
training outcomes related to Marine Engineering at the Management Level.
This section provides the background knowledge to support the tasks, duties and
responsibilities in:
● managing the operation of propulsion plant machinery
● planning and scheduling operations Theoretical knowledge
● operation, surveillance, performance assessment and maintaining safety of
propulsion plant and auxiliary machinery Practical knowledge
● managing fuel, lubrication and ballast operations.
Function 2
The syllabus covers the requirements of the STCW Convention, chapter III, section A-III/2.
This functional element provides the detailed knowledge to support the training outcomes
related to Electrical, Electronic and Control Engineering at the Management Level.
● managing operation of electrical and electronic control equipment Theoretical
knowledge
● managing troubleshooting and restoration of electrical and electronic control
equipment to operating condition Practical knowledge
Function 3
related to Maintenance and Repair at the Management Level.
● managing safe and effective maintenance and repair procedures
● detecting and identifying the cause of machinery malfunctions and correct faults
Practical knowledge
● ensuring safe working practices Practical knowledge.
Function 4
related to Controlling the Operation of the Ship and Care for Persons on Board at the
Management Level.
● controlling trim, stability and stress
● monitoring and controlling compliance with legislation to ensure safety of life at
sea and protection of the marine environment
● maintaining safety and security of crew and passengers and the operational
condition of safety systems
● developing emergency and damage control plans and handling emergency
situations
● using leadership and managerial skills.
These include topics such as ship construction and stability, search and rescue, personnel
management and contingency planning.
■ Entry standards
This course is principally intended for officers for certification as chief engineer and second
engineer on ships powered by main propulsion machinery of 3000 kW propulsion power
or more. Entrants should have successfully completed a course covering the minimum
standards required for certification as officer in charge of an engineering watch (see IMO
model course 7.04, Officer in charge of an engineering watch) and have approved seagoing
service (see STCW regulation III/2). For those officers who want to take up the steam
propulsion module it is recommended that they have practical experience onboard steam
powered vessels.
■ Course certificate
On successful completion of the course and assessments, a document may be issued
certifying that the holder has successfully completed a course of training which meets or
exceeds the level of knowledge and competence specified in table A-Ill/2 of STCW Code,
for the function.
A certificate may be issued only by centres approved by the Administration.
■ 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
A-I/6). As well as instructors, additional staff will be required for the maintenance of machinery
and equipment and for the preparation of materials, work areas and supplies for all practical
work.
■ Teaching facilities and equipment
A classroom equipped with appropriate teaching facilities should be provided for teaching
the theory of the course and holding group discussions.
Administrations may wish to consider the provision of a large workshop, equipped to facilitate
all of the engineering practice, in a single space. Such an arrangement can be quite efficient
in the use of staff, materials, stores, tools, etc.
■ Teaching aids (A)
The list of teaching aids and references are recommendations only and are intended to
support the learning outcomes of the course.
A1 Instructor Manual (Part D of this course)

A2 Ship’s Drawings/Plan (GA, Shell expansion, Deck plan and Mid section)
A3 Videos (DVDs), CD-ROMs, CBT’s (V)
V1 DIESEL ENGINE CRANKCASE LUBRICATING OILS Code No. 126
V2 HANDLING & TREATMENT OF HEAVY FUELS Code No. 143
V3 INTERNAL CARE OF MARINE BOILERS Code No. 150
V4 HYDRAULIC OIL CONTAMINATION Code No. 166
V5 DIESEL FUEL INJECTION PUMPS Code No. 302
V6 MICROBIAL PROBLEMS IN FUELS Code No. 322
V7 PRINCIPLES OF LUBRICATION & GENERAL APPLICATION Code No. 442
V7A LUBRICATION, SLOW & MEDIUM SPEED MARINE DIESEL ENGINES Code
No. 443
V8 LUBRICATION OF ANCILLARY EQUIPMENT – PART 3 Code No. 444
V9 MACHINERY ALARMS & PROTECTION DEVICES Code No. 528
V10 FUEL OIL BURNER THEORY AND DIAGNOSTICS Code No. 604
V11 AN INTRODUCTION TO HYDRAULICS Code No. 66
V12 EFFICIENT OPERATION OF MARINE DIESEL ENGINES Code No. 693
V13 SHIP’S ELECTRICAL SYSTEMS – SAFETY AND MAINTENANCE Code No. 665
V14 ELECTRICAL DISTRIBUTION Code No. 666
V15 GENERATORS AND MAIN CIRCUIT BREAKERS Code No. 667
V16 MOTORS AND STARTERS Code No. 668
V17 ANCILLARY ELECTRICAL SERVICES Code No. 669
V18 SPECIAL ELECTRICAL PRACTICE FOR OIL, GAS & CHEMICAL TANKERS
Code No. 670
V19 ELECTRICAL SURVEY REQUIREMENTS Code No. 671
V20 ELECTRIC PROPULSION AND HIGH VOLTAGE PRACTICE Code No. 672
V21 MARPOL ANNEX VI – PREVENTION OF AIR POLLUTION FROM SHIPS
(Ed Code No. 1119
V22 FIGHTING POLLUTION – PREVENTION OF POLLUTION FROM SHIPS EDIT
Code No. 1122
V23 CRISIS MANAGEMENT Code No. 507
V24 FIRE PARTY OPERATIONS Code No. 509
V25 THE INTERNATIONAL SAFETY MANAGEMENT CODE Code No. 524
V26 LOAD LINE SURVEYS – PART 1 Code No. 544
V27 SAFETY CONSTRUCTION SURVEY – PART 2 Code No. 545
V28 SAFETY EQUIPMENT SURVEY – PART 3 Code No. 546
V29 PERSONAL SAFETY IN THE ACCOMMODATION Code No. 554
V30 PERSONAL SAFETY ON DECK Code No. 555
V31 PERSONAL SAFETY IN THE ENGINE ROOM Code No. 556
V32 PERSONAL SAFETY ON BULK CARRIERS Code No. 558
V33 PERSONAL SAFETY ON GENERAL CARGO SHIPS Code No. 559
V34 PERSONAL SAFETY ON CONTAINER SHIPS Code No. 560
V35 PERSONAL SAFETY ON CAR CARRIERS & ROROS Code No. 562
V36 PERSONAL SAFETY ON PASSENGER SHIPS Code No. 563
V37 THE SHIPBOARD MANAGEMENT ROLE (EDITION 2) Code No. 969
V38 PERSONAL SAFETY ON TANKERS (EDITION 2) Code No. 970
V39 PERSONAL SAFETY ON CHEMICAL TANKERS Code No. 980
V40 THE ISM AUDIT Code No. 575
V41 BUNKERING OPERATIONS – SAFE OIL TRANSFER PROCEDURES Code
No. 588
V42 MARINE RISK ASSESSMENT – THE FLEET Code No. 735
V43 MANAGEMENT ON BOARD – PART 1 Code No. 607
V44 GET SMART: ORGANISATION AND PLANNING – PART 2 Code No. 608
V45 GET RESULTS: PLANNING FOR PROFIT – PART 3 Code No. 609
V46 TEAMWORK – PART 4 Code No. 610
V47 MOTIVATING INDIVIDUALS – PART 5 Code No. 611
V48 COMMUNICATION – PART 6 Code No. 612
V49 PERMIT TO WORK Code No. 621
V50 SEVEN STEPS TO SHIP STABILITY PART 1 Code No. 622
V51 SEVEN STEPS TO SHIP STABILITY PART 2 Code No. 623
V52 WASTE AND GARBAGE MANAGEMENT Code No. 627
V53 MACHINERY SPACE FIRES (EDITION 3) Code No. 677
V54 ENCLOSED LIFEBOATS, FREEFALL LIFEBOATS RESCUE BOATS Code
No. 679
V55 ENTERING INTO ENCLOSED SPACES (EDITION 2) Code No. 682
V56 OPERATIONS & PERSONAL SAFETY IN DRY-DOCKS & REPAIR YARDS Code
No. 692
V57 BALLAST WATER MANAGEMENT Code No. 698
V58 CREW RESOURCE MANAGEMENT – ENGINE ROOM Code No. 929
10
V59 PORT STATE CONTROL Code No. 821

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
V60 BALLAST WATER MANAGEMENT – WHAT YOU REALLY NEED TO KNOW
Available from: Walport International Ltd, Riverside Business Centre, Fort Road,
Tilbury, Essex, RM18 7ND, United Kingdom
Tel: +44 (0)1375 489 790
Fax: +44 (0)1375 489 794
Email: sales@walport.com
URL: www.walport.com
V61 REMOTE CONTROL SYSTEM, AUTOCHIEF 4 (CBT # 0019)
V62 OPERATION OF GENERATORS (CBT # 0041)
V63 AUTOMATION, VISCOSITY CONTROL (CBT # 0083)
V64 INERT GAS GENERATOR (CBT # 0007)
V65 FUELGAS PLANT (CBT # 0008)
V66 FUELOIL SYSTEM (CBT # 0009)
V67 MARINE FUEL HANDLING (CBT # 0010)
V68 STEERING GEAR (CBT # 0017)
V69 COOLING SYSTEM (CBT # 0018)
V70 AUXILIARY ENGINE (CBT # 0024)
V71 MARINE LUBRICANTS (CBT # 0030)
V72 AC4, DIGITAL GOVERNOR SYSTEM (CBT # 0034)
V73 BILGE WATER SEPARATOR (CBT # 0043)
V74 AUXILIARY BOILER PLANT (CBT # 0046)
V75 FUEL COMBUSTION EFFICIENCY (CBT # 0047)
V76 BASIC REFRIGERATION THEORY (CBT # 0069)
V77 BASIC HYDRAULICS (CBT # 0072)
V78 SULZER MEDIUM SPEED DIESEL ENGINE (CBT # 0074)
V79 PUMPS AND PUMPING OPERATIONS (CBT # 0078)
V80 INCINERATORS (CBT # 0091)
V81 FLEXINERT GAS GENERATOR (CBT # 0094)
V82 ENERGY CONSERVATION (CBT # 0097)
V83 FRESH WATER GENERATOR (CBT # 0098)
V84 AC4 SULZER DENIS 1 (CBT # 0110)
V85 AC4 MAN B AND W (CBT # 0116)
V86 STEERING GEAR, RAM TYPE (CBT # 0118)
V87 ALCAP (SEPARATION PRINCIPLES) (CBT # 0162)
V88 MARINE FUEL PROPERTIES II (CBT # 0179)
V89 VESSEL STRUCTURAL CONDITIONS (CBT # 0014)
V90 PROTECTION AND INDEMNITY (CBT # 0028)
V91 HULL AND MACHINERY (CBT # 0029)
V92 INSPECTIONS (CBT # 0035)
V93 CRISIS MANAGEMENT (CBT # 0073)
V94 RISK ASSESSMENT AND MANAGEMENT (CBT # 0123)
V95 HOTWORK (CBT # 0125)
11
V96 ENCLOSED SPACE ENTRY (CBT # 0127)

Available from: Seagull AS
P.O. Box 1062
N-3194 Horten, Norway
Tel: +47 33 03 09 10
Fax: +47 33 04 62 79
Email: seagull@sgull.com
V97 STATIC ELECTRICITY ON BOARD TANKERS
V98 ENCLOSED SPACE ENTRY – PERILS & PRECAUTIONS
V99 ENCLOSED LIFEBOAT – ON LOAD RELEASE GEAR
V100 FREE FALL LIFEBOATS RELEASE MECHANISM
Available from: Karishma Marine Solutions Pvt Ltd (KARCO)
A226/B341, Oshiwara Industrial Centre, New Link Road,
Goregaon (W) Mumbai 400104I, ndia
Tel: +91-22-67101229/28766205
H/P: +91-9821097101
Email:karco@karcoservices.com
www.karco.in
■ IMO/ILO/WHO references (R)
CHECKS SHOULD BE MADE THAT THESE ARE THE LATEST EDITIONS AVAILABLE
R1 SOLAS (Consolidated Edition, 2009) Code IE110E ISBN 978-92-801-150

R2 ILO/IMO/WHO INTERNATIONAL MEDICAL GUIDE FOR SHIPS (3rd Edition) Code
I115E ISBN 978-92-415-47208
R3 INTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE (ISPS Code) (2003
Edition) Code I116E ISBN 978-92-801-51497
R4 INTERNATIONAL SAFETY MANAGEMENT CODE (ISM Code) AND GUIDELINES ON
IMPLEMENTATION OF THE ISM CODE (2010 Edition) Code IB117E ISBN 978-92-
801-51510
R5 CODE OF THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES
FOR A SAFETY INVESTIGATION INTO A MARINE CASUALTY OR MARINE INCIDENT
(Casualty Investigation Code) (2008 Edition) Code I128E ISBN 978-92-801-14980
R6 INTERNATIONAL CODE FOR FIRE SAFETY SYSTEMS (FSS Code) (2007 Edition)
Code IA155E ISBN 978-92-801-14812
R7 INTERNATIONAL CODE OF SAFETY FOR HIGH-SPEED CRAFT, 2000 (2000 HSC
Code) (2008 Edition) Code IA185E ISBN 978-92-801-42402
R8 INTERNATIONAL MARITIME DANGEROUS GOODS CODE (IMDG Code) 2008 Edition
(incorporating amendment 34-08) Code IG200E ISBN 978-92-801-42419
R9 GUIDELINES ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING
SURVEYS OF BULK CARRIERS AND OIL TANKERS (2008 Edition) Code IA265E ISBN
978-92-801-14966
R10 INTERNATIONAL CONVENTION FOR SAFE CONTAINERS, 1972 (CSC 1972) (1996
Edition) Code IA282E ISBN 978-92-801-14119
R11 CONVENTION ON FACILITATION OF INTERNATIONAL MARITIME TRAFFIC, 1965
(FAL 1965) (2006 Edition) Code IB350E ISBN 978-92-801-14676
12
R12 INTERNATIONAL CONVENTION RELATING TO INTERVENTION ON THE HIGH SEAS

IN CASES OF OIL POLLUTION CASUALTIES (Intervention), 1969 (1977 Edition) Code
I402E ISBN 978-92-801-10708
R13 INTERNATIONAL CONVENTION ON CIVIL LIABILITY FOR OIL POLLUTION DAMAGE,
1969 (CLC 1969) (1977 Edition) Code I410E ISBN 978-92-801-10713
R14 CONFERENCE ON THE ESTABLISHMENT OF AN INTERNATIONAL COMPENSATION
FUND FOR OIL POLLUTION DAMAGE, 1971 (1972 Edition) Code I420B (E/F) ISBN
978-92-801-11965
R15 OFFICIAL RECORDS OF THE CONFERENCE ON THE ESTABLISHMENT OF AN
INTERNATIONAL COMPENSATION FUND FOR OIL POLLUTION DAMAGE, 1971
(1978 Edition) Code I423E ISBN 978-92-801-10760
R16 INTERNATIONAL LEGAL CONFERENCE ON MARITIME CARRIAGE OF NUCLEAR
SUBSTANCES, 1971 (1972 Edition) Code I429B (E/F) ISBN 978-92-801-00174
R17 ATHENS CONVENTION RELATING TO THE CARRIAGE OF PASSENGERS AND
THEIR LUGGAGE BY SEA, 1974 (PAL 1974) (2003 Edition) Code IA436E ISBN 978-
92-801-41610
R18 INTERNATIONAL CONFERENCE ON LIMITATION OF LIABILITY FOR MARITIME
CLAIMS, 1976 (2007 Edition) Code IA444E ISBN 978-92-801-14768
R19 INTERNATIONAL CONFERENCE ON SALVAGE, 1989 (1989 Edition) Code I450E ISBN
978-92-801-12511
R20 OFFICIAL RECORDS OF THE INTERNATIONAL CONFERENCE ON LIMITATION OF
LIABILITY FOR MARITIME CLAIMS, 1976 (1983 Edition) Code I448E ISBN 978-92-
801-11569
R21 INTERNATIONAL CONFERENCE ON THE SUPPRESSION OF UNLAWFUL ACTS
AGAINST THE SAFETY OF MARITIME NAVIGATION, 1988 (2006 Edition) Code IA462E
ISBN 978-92-801-42297
R22 CIVIL LIABILITY FOR OIL POLLUTION DAMAGE (1996 Edition) Code I473E ISBN
978-92-801-13310
R23 INTERNATIONAL CONVENTION ON LIABILITY AND COMPENSATION FOR
DAMAGE IN CONNECTION WITH THE CARRIAGE OF HAZARDOUS AND NOXIOUS
SUBSTANCES BY SEA, 1996 (HNS Convention) (1996 Edition) Code I479E ISBN 978-
92-801-14508
R24 INTERNATIONAL CONVENTION ON CIVIL LIABILITY FOR BUNKER OIL POLLUTION
DAMAGE, 2001 (2004 Edition) Code I490M ISBN 978-92-801-00327
R25 MARPOL (Consolidated Edition, 2006) Code IC520E ISBN 978-92-801-42167
R26 MARPOL – HOW TO DO IT (2002 Edition) Code IA636E ISBN 978-92-801-41528
R27 POLLUTION PREVENTION EQUIPMENT UNDER MARPOL (2006 Edition) Code
IA646E ISBN 978-92-801-14706
R28 CONDITION ASSESSMENT SCHEME (CAS) (2006 Edition) Code I530E ISBN 978-92-
801-42075
R29 GUIDELINES FOR THE IMPLEMENTATION OF ANNEX V OF MARPOL (2006 Edition)
Code IA656E ISBN 978-92-801-42235
R30 PROVISIONS CONCERNING THE REPORTING OF INCIDENTS INVOLVING
HARMFUL SUBSTANCES UNDER MARPOL (1999 Edition) Code IA516E ISBN 978-
92-801-60987
R31 LONDON CONVENTION 1972 AND 1996 PROTOCOL (2003 Edition) Code IA532E
ISBN 978-92-801-41559
R32 GUIDELINES ON THE CONVENTION ON THE PREVENTION OF MARINE POLLUTION
BY DUMPING OF WASTES AND OTHER MATTER, 1972 (2006 Edition) Code I531E
ISBN 978-92-801-51503
13
R33 INTERNATIONAL CONVENTION ON OIL POLLUTION PREPAREDNESS, RESPONSE

AND CO-OPERATION, 1990 (OPRC) (1991 Edition) Code I550E ISBN 978-92-801-
12672
R34 OPRC-HNS PROTOCOL 2000 (2002 Edition) Code I556E ISBN 978-92-801-51367
R35 IMO/UNEP GUIDELINES ON OIL SPILL DISPERSANT APPLICATION INCLUDING
ENVIRONMENTAL CONSIDERATIONS (1995 Edition) Code IA575E ISBN 978-92-
801-13327
R36 IMO/UNEP GUIDANCE MANUAL ON THE ASSESSMENT & RESTORATION OF
ENVIRONMENTAL DAMAGE FOLLOWING MARINE OIL SPILLS (2009 Edition) Code
I580E ISBN 978-92-801-15017
R37 GUIDELINES FOR THE DEVELOPMENT OF SHIPBOARD MARINE POLLUTION
EMERGENCY PLANS (2010 Edition) Code IB586E ISBN 978-92-801-15185
R38 CRUDE OIL WASHING SYSTEMS (2000 Edition) Code IA617E ISBN 978-92-801-
50940
R39 BALLAST WATER MANAGEMENT CONVENTION (2004 Edition) Code I620M ISBN
978-92-801-00334
R40 BALLAST WATER MANAGEMENT CONVENTION AND THE GUIDELINES FOR ITS
IMPLEMENTATION (2009 Edition) Code I621E ISBN 978-92-801-15031
R41 BUNKERS SAMPLING GUIDELINES (2005 Edition) Code I665E ISBN 978-92-801-
41993
R42 PROCEDURES FOR PORT STATE CONTROL (2000 Edition) Code IA650E ISBN 978-
92-801-50995
R43 INTERNATIONAL CONVENTION ON THE CONTROL OF HARMFUL ANTI-FOULING
SYSTEMS (AFS) ON SHIPS, 2001 (2005 Edition) Code IA680E ISBN 978-92-801-
41955
R44 INTERNATIONAL CONFERENCE ON LOAD LINES, 1966 (2005 Edition) Code IB701E
ISBN 978-92-801-41948
R45 INTERNATIONAL CONFERENCE ON TONNAGE MEASUREMENT OF SHIPS, 1969
(1970 Edition) Code I713E ISBN 978-92-801-10906
R46 INTERNATIONAL CODE FOR THE CONSTRUCTION AND EQUIPMENT OF SHIPS
CARRYING DANGEROUS CHEMICALS IN BULK (IBC Code) (2007 Edition) Code
IC100E ISBN 978-92-801-42266
R47 CODE FOR THE CONSTRUCTION AND EQUIPMENT OF SHIPS CARRYING
DANGEROUS CHEMICALS IN BULK (BCH Code) (2009 Edition) Code IC772E ISBN
978-92-801-15093
R48 INTERNATIONAL CODE FOR THE CONSTRUCTION AND EQUIPMENT OF SHIPS
CARRYING LIQUEFIED GASES IN BULK (IGC Code) (1993 Edition) Code I104E ISBN
978-92-801-12771
R49 CODE FOR THE CONSTRUCTION AND EQUIPMENT OF SHIPS CARRYING
LIQUEFIED GASES IN BULK (GC Code) (1983 Edition) Code I782E ISBN 978-92-801-
11651
R50 NOISE LEVELS ON BOARD SHIPS (1982 Edition) Code I814E ISBN 978-92-801-
11347
R51 INTERNATIONAL CODE FOR APPLICATION OF FIRE TEST PROCEDURES (FTP
Code) (1998 Edition) Code IB844E ISBN 978-92-801-145
R52 GUIDELINES ON SURVEYS REQUIRED BY THE 1978 SOLAS PROTOCOL, THE IBC
CODE AND THE IGC CODE (1987 Edition) Code I858E ISBN 978-92-801-12221
R53 CODE ON ALARMS AND INDICATORS, 1995 (1996 Edition) Code IA867E ISBN 978-
92-801-14218
14
R54 INTERNATIONAL CODE ON INTACT STABILITY, 2008 (2009 Edition) Code IB874E
ISBN 978-92-801-15062
R55 PREVENTION OF CORROSION ON BOARD SHIPS (2010 Edition) Code I877M ISBN
978-92-801-00358
R56 CONVENTION ON THE INTERNATIONAL REGULATIONS FOR PREVENTING
COLLISIONS AT SEA, 1972 (COLREG 1972) (Consolidated Edition 2003) Code IB904E
ISBN 978-92-801-41672
R57 INTERNATIONAL CONVENTION ON STANDARDS OF TRAINING, CERTIFICATION
AND WATCHKEEPING FOR SEAFARERS, 1978 (STCW 1978) (2001 Edition) Code
IB938E ISBN 978-92-801-51084
R58 INTERNATIONAL CONVENTION ON SEARCH AND RESCUE, 1979 (SAR 1979) (2006
Edition) Code IB955E ISBN 978-92-801-52067
R59 GUIDELINES ON FATIGUE (2002 Edition) Code I968E ISBN 978-92-801-51282
R60 IMO/ILO GUIDELINES FOR THE DEVELOPMENT OF TABLES OF SEAFARERS’
SHIPBOARD WORKING ARRANGEMENTS AND FORMATS OF RECORDS OF
SEAFARERS’ HOURS OF WORK OR HOURS OF REST (1999 Edition) Code I973E
ISBN 978-92-801-60956
R61 INTERNATIONAL LIFE-SAVING APPLIANCES CODE (LSA Code) (2010 edition) Code
ID982E ISBN 978-92-801-15079
R62 ASSEMBLY RESOLUTIONS on CD, Version 9 (2010) Code D026E ISBN 978-92-801-
70320
R63 INTERNATIONAL HEALTH REGULATIONS (2005). SECOND EDITION (GENEVA,
WORLD HEALTH ORGANIZATION, 2008), ISBN 9789241580410
R64 COMPENDIUM OF MARITIME LABOUR INSTRUMENTS (2008 EDITION)
(INTERNATIONAL LABOUR OFFICE, GENEVA) ISBN 978-92-2-120612-5
Details of distributors of IMO/ILO/WHO publications that maintain a permanent stock of all

IMO/ILO/WHO publications may be found on the IMO/ILO/WHO website at http://www.imo.
org; http://www.ilo.org; and http://www.who.int
■ Textbooks (T)
T1 REED’S VOLUME 2: APPLIED MECHANICS FOR ENGINEERS; BY WILLIAM

EMBLETON; REVISED BY J. T. GUNN; PUBLISHER: SUNDERLAND [TYNE AND
WEAR]: THOMAS REED, 1983; ISBN: 0900335874
T2 REED’S 3: APPLIED HEAT FOR ENGINEERS; EMBLETON, WILLIAM AND JACKSON,
LESLIE;
T3 REED’S VOLUME 4: NAVAL ARCHITECTURE FOR MARINE ENGINEERS; E. A.
STOKOE; ISBN: 9780947637859
T4 REED’S VOLUME 5: SHIP CONSTRUCTION FOR MARINE STUDENTS; E.A. STOKOE;
ISBN: 9780713671780
T5 REED’S VOLUME 6: BASIC ELECTROTECHNOLOGY FOR ENGINEERS; E. G. R.
KRAAL, PUBLISHER: LONDON: THOMAS REED PUBLICATIONS [1985] ISBN:
0900335963
T6 REED’S VOLUME 7: ADVANCED ELECTROTECHNOLOGY FOR ENGINEERS. 2ND
ED.; KRAAL, E.G.R. LONDON, ADLARD COLES NAUTICAL, 2008
T7 REED’S VOLUME 8: GENERAL ENGINEERING KNOWLEDGE FOR MARINE
ENGINEERS; JACKSON & MORTON; A & C BLACK PUBLISHERS LTD (UNITED
KINGDOM), 2006; ISBN: 9780713682649
15
T8 REED’S VOLUME 9: STEAM ENGINEERING KNOWLEDGE FOR MARINE ENGINEERS;

BY THOMAS D. MORTON; PUBLISHER: LONDON: THOMAS REED PUBLICATIONS,
1979; ISBN: 0900335580
T9 REED’S VOLUME 10: INSTRUMENTATION AND CONTROL SYSTEMS (REED‘S
MARINE ENGINEERING SERIES) LESLIE JACKSON; PUBLISHER: THOMAS REED
PUBLICATIONS; ISBN: 0947637869 EDITION: PAPERBACK; 2002-12-07
T10 REED’S VOLUME 12: MOTOR ENGINEERING KNOWLEDGE FOR MARINE
ENGINEERS; BY THOMAS D. MORTON; TECHNICAL EDITOR, WILLIAM EMBLETON;
PUBLISHER: SUNDERLAND: T. REED, 1978; ISBN: 0900335521
T11 GENERAL ENGINEERING KNOWLEDGE; H D MCGEORGE; BUTTERWORTH-
HEINEMANN; ISBN: 0750600063
T12 MODERN MARINE ENGINEER’S MANUAL VOL 1; ALAN OSBOURNE AND A. BAYNE
NIELD; CORNELL MARITIME PRESS, ISBN: 978-0870330636
T13 MODERN MARINE ENGINEER’S MANUAL VOL 2; A. OSBOURNE AND E. C. HUNT;
ISBN: 9780870335372
T14 PRACTICAL MARINE ELECTRICAL KNOWLEDGE; DENNIS T. HALL; LONDON,
WITHERBY & CO. (ISBN: 1 85609 182 1)
T15 THE RUNNING AND MAINTENANCE OF MARINE MACHINERY; EDITED BY
J. COWLEY; PUBLISHER: LONDON: INSTITUTE OF MARINE ENGINEERS, 1992;
ISBN: 0907206425
T16 DERRETT, D.R. SHIP STABILITY FOR MASTERS AND MATES, 6TH ED.
BUTTERWORTH-HEINEMANN, 2006 (ISBN: 9870750667845)
T17 APPLIED MECHANICS, J. HANNAH AND M. J. HILLIER, LONGMAN, 1998, ISBN:
9780582256323
T18 BASIC ENGINEERING THERMODYNAMICS; JOEL RAYNER; LONGMAN;
ISBN0582256291
T19 MERCHANT SHIP CONSTRUCTION; D. A. TAYLOR; INSTITUTE OF MARINE
ENGINEERS; ISBN: 1 902536002
T20 MARINE MEDIUM SPEED DIESEL ENGINES; DR. DENIS GRIFFITHS, INSTITUTE OF
MARINE ENGINEERS; ISBN: 1 902536185
T21 MARINE LOW SPEED DIESEL ENGINES; DR. DENIS GRIFFITHS, INSTITUTE OF
MARINE ENGINEERS; ISBN: 090097679 9
T22 POUNDER‘S MARINE DIESEL ENGINES AND GAS TURBINES; DOUG WOODYARD;
BUTTERWORTH-HEINEMANN; ISBN: 978-0-7506-5846-1
T23 MARINE ELECTRICAL EQUIPMENT AND PRACTICE; H D McGEORGE;
BUTTERWORTH-HEINEMANN; ISBN: 978-0750616478
T24 CODE OF SAFE WORKING PRACTICES FOR MERCHANT SEAMEN CONSOLIDATED
EDITION, 2010; THE STATIONERY OFFICE, UK; ISBN-978-0-11-553170-5
T25 SHIP CONSTRUCTION; EYRES, D.J.; LONDON, BUTTERWORTH-HEINEMANN;
ISBN: 0-7506-4887-2
T26 MARITIME LAW; HILL, C.; LLOYD’S OF LONDON PRESS; ISBN: 1-850-44-888-4
T27 INTERNATIONAL MEDICAL GUIDE FOR SHIPS. WORLD HEALTH ORGANIZATION
T28 STABILITY AND TRIM FOR THE SHIP’S OFFICER; LA DAGE, J. AND VAN GEMERT,
L. (EDS). ; CENTREVILLE, MARYLAND, US, CORNELL MARITIME PRESS; ISBN:
0-87033-297-X
T29 SHIP CAPTAIN’S MEDICAL GUIDE. 1985. DEPARTMENT OF TRANSPORT HMSO;
PUBLISHED BY HMSO
T30 THE SHIPMASTER’S BUSINESS COMPANION (BOOK AND CD); MACLACHLAN,
MALCOLM; ISBN: 978 1 870077453
16
T31 DIGITAL ELECTRONICS: PRINCIPLES AND APPLICATION; ROGER L TOKHEIM;

MCGRAW-HILL; ISBN: 978-0078309823
T32 POWER ELECTRONICS: CONVERTERS, APPLICATIONS, AND DESIGN; MOHAN,
UNDELAND & RIOBBINS, JOHN WILEY & SONS; ISBN: 978-0-471-22693-2
T33 MERCHANT SHIP CONSTRUCTION; H. J. PURSEY; FERGUSON BROWN & SON;
ISBN: 9870851744544
T34 SHIPS & NAVAL ARCHITECTURE; MUNRO-SMITH, R.; INSTITUTE OF MARINE
ENGINEERS; ISBN: 9781902536169
T35 SHIP DESIGN AND CONSTRUCTION, R. TAGGART, 1980, SNAME, NEW YORK;
ISBN: 0960304800
T36 DRY-DOCKING & SHIPBOARD MAINTENANCE: A GUIDE TO INDUSTRY; DAVID J
HOUSE; WITHERBY; ISBN: 978-1856092456
T37 LAMB’S QUESTIONS & ANSWERS ON THE MARINE DIESEL ENGINE 8TH ED.;
CHRISTENSEN, STANLEY G.; BUTTERWORTH-HEINEMANN; ISBN: 978-0-85264-
307-5
T38 MARINE STEAM BOILERS; MILTON AND REACH; BUTTERWORTH-HEINEMANN;
ISBN: 978-0408004169
T39 GUIDELINES ON THE APPLICATION OF THE IMO INTERNATIONAL SAFETY
MANAGEMENT (ISM); ICS/ISF PUBLICATIONS
T40 DIESEL MOTOR SHIPS ENGINES AND MACHINERY; CHRISTEN KNAK; G. E. C.
GAD; ISBN: 978-8712467779
T41 INTERNAL COMBUSTION ENGINE FUNDAMENTALS; J. B. HEYWOOD; MCGRAW-
HILL SCIENCE; ISBN: 978-0070286375
T42 MARINE BOILERS; G. T. H. FLANAGAN; ELSEVIER BUTTERWORTH-HEINEMANN;
ISBN: 0750618213
T43 APPLIED MECHANICS; D. TITHERINTON AND J. G. RIMMER; MCGRAW HILL; ISBN:
007084659-6
T44 MATERIALS FOR MARINE MACHINERY, S. H. FREDERICK AND H. CAPPER;
INSTITUTE OF MARINE ENGINEERS; ISBN: 0900976-42-X
T45 FEED WATER SYSTEMS AND TREATMENT; G. T. H. FLANAGAN; STANFORD
MARITIME; ISBN: 0540073431
T46 APPLICATION OF AUTOMATIC MACHINERY AND ALARM EQUIPMENT IN SHIPS; R.
G. SMITH; INSTITUTE OF MARINE ENGINEERS; ISBN: 0900976152
T47 MARINE CONTROL PRACTICE; D. A. TAYLOR AND BILLIS; BUTTERWORTH-
HEINEMANN; ISBN: 978-0408013130
T48 PRINCIPLES OF REFRIGERATION; ROY J. DOSSAT; PRENTICE HALL; ISBN: 978-
0130272706
T49 MARINE REFRIGERATION & AIR CONDITIONING; JAMES HARBACH; CORNELL
MARITIME PRESS; ISBN: 978-0870335655
T50 HYDRAULICS AND PNEUMATICS; ANDREW PARR; BUTTERWORTH-HEINEMANN;
ISBN: 978-0750644198
T51 DIGITAL ELECTRONICS: PRINCIPLES, DEVICES AND APPLICATIONS; ANIL K.
MAINI; WILEY; ISBN: 978-0470032145
T52 PROGRAMMABLE LOGIC CONTROLLERS; W. BOLTON; NEWNES; ISBN: 978-
0750681124
T53 FABRICATION AND WELDING ENGINEERING; ROGER TIMINGS; NEWNES; ISBN:
978-0-7506-6691-6
T54 INTRODUCTION TO PHYSICAL METALLURGY; SYDNEY H. AVNER; GLENCOE/
MCGRAW-HILL; ISBN: 978-0070024991
17
T55 ELECTRICAL EQUIPMENT HANDBOOK: TROUBLESHOOTING AND MAINTENANCE;

PHILIP KIAMEH; MCGRAW-HILL PROFESSIONAL; ISBN: 978-0071396035
T56 ELECTRIC CIRCUITS AND MACHINES; EUGENE LISTER, ROBERT RUSCH;
MCGRAW-HILL; ISBN: 9780028018096
T57 PRACTICAL NO-DESTRUCTIVE TESTING; BALDEV RAJ, T. JAYAKUMAR, M.
THAVASIMUTHU; WOODHEAD PUBLISHING; ISBN: 1-855736004
T58 ELECTRICAL INTERFERENCE HANDBOOK, SECOND EDITION, NORMAN ELLIS,
PUBLISHER: NEWNES, ISBN-10: 9780750635479
T59 ROGET’S INTERNATIONAL THESAURUS; PETER MARK ROGET; OXFORD & IBH
PUBLISHING COMPANY PVT. LTD., 113 – B SHAHAPUR JAT, ASIAN VILLAGE SIDE,
NEW DELHI 110 049; ISBN: 978 – 81 – 204 – 1696 – 3
T60 THE INSULATED GATE BIPOLAR TRANSISTOR: IGBT THEORY AND DESIGN; VINOD
KUMAR KHANNA; A JOHN WILEY & SONS, INC., PUBLICATION; ISBN: 0-470-23845-
7
T61 INTEGRATED SMART SENSORS: DESIGN AND CALIBRATION; GERT VAN DER HORN,
JOHAN H. HUIJSING; KULWER ACADEMIC PUBLISHERS, 3300 AA DORDRECHT,
THE NETHERLANDS; ISBN: 0-7923-8004-5
T62 THE MICROCONTROLLER IDEA BOOK: CIRCUITS, PROGRAMS, & APPLICATIONS
FEATURING; JAN AXELSON. LAKEVIEW RESEARCH, USA; ISBN: 0-9650819-0-7
T63 INTRODUCTION TO MARINE GAS TURBINES, NAVAL EDUCATION AND TRAINING
SUPPORT COMMAND, UNITED STATES GOVT. PRINTING OFFICE, WASHINGTON,
D.C.
■ 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 BROWN, E.D. – THE INTERNATIONAL LAW OF THE SEA. 2 VOLS. ALDERSHOT,
DARTMOUTH PUBLISHING CO. LTD., 1994 (ISBN: 1-85521-306-0)
B8 BROWN, R. H. – MARINE INSURANCE. VOL. 1 – PRINCIPLES AND BASIC PRACTICE.
6TH ED. LONDON, WITHERBY & CO. LTD., 1999. (ISBN: 1-85609-150-3)
B9 BROWN, R. H. – MARINE INSURANCE. VOL. 3 – HULL PRACTICE. 2ND ED. 1992.
(ISBN: 0-948691-45-X).
B10 BRUBAKER, D. – MARINE POLLUTION AND INTERNATIONAL LAW: PRINCIPLES
AND PRACTICES. LONDON, BELHAVEN PRESS, 1993. (ISBN: 1-85293-273-2)
B11 BUNDOCK, M. – SHIPPING LAW HANDBOOK. 3RD ED. LONDON, LLOYD’S OF
LONDON PRESS, 2003 (ISBN: 1-84311-209-4)
18
B12 CAMINOS, H. (ED.) – LAW OF THE SEA. ALDERSHOT: DARTMOUTH PUBLISHING

CO., 2001 (ISBN: 1-84014-090-9)
B13 CHEN, X. – LIMITATION OF LIABILITY FOR MARITIME CLAIMS. THE HAGUE,
KLUWER LAW INTERNATIONAL, 2001. (ISBN: 90-411-1598-6)
B14 CHURCHILL, R. & LOWE, A. – LAW OF THE SEA. 3RD ED. MANCHESTER UNIVERSITY
PRESS, 1989. (ISBN: 0-7190-4381-6)
B15 CURTIS, S. – THE LAW OF SHIPBUILDING CONTRACTS. 3RD ED. LONDON,
LLOYD’S OF LONDON PRESS, 2002.
B16 DAVIES, D. – COMMENCEMENT OF LAYTIME, 3RD. ED. LONDON, LLOYD’S OF
LONDON PRESS, (ISBN: 1-85978-196-9)
B17 DAVIES, M. & DICKEY, A. – SHIPPING LAW. 3RD ED. SYDNEY, LAWBOOK CO. 2004
(ISBN: 0-455-22081-6)
B18 FAIRPLAY PUBLICATIONS – TONNAGE MEASUREMENT OF SHIPS. 2ND ED.
COULSDON, (UK), FAIRPLAY PUBLICATIONS LTD, 1980. (ISBN: 0-905045-03-3)
B19 FISHER, A./ECON, D. – PRINCIPLES OF MARINE INSURANCE. LONDON,
CHARTERED INSURANCE INSTITUTE, 1999. (ISBN: 1-85369-267-0)
B20 FOGARTY, – MERCHANT SHIPPING LEGISLATION. 2ND ED. LONDON, LLOYD’S OF
LONDON PRESS, 2004. (ISBN: 1-84311-329-5)
B21 FORSBERG, G. – SALVAGE FROM THE SEA. GLASGOW, BROWN, SON & FERGUSON
LTD, 1977. (ISBN: 0-71008698-9)
B22 GAUCI, G. – OIL POLLUTION AT SEA: CIVIL LIABILITY AND COMPENSATION FOR
DAMAGE. CHICHESTER (WEST SUSSEX): JOHN WILEY & SONS, 1997. (ISBN:
0-471-97066-2)
B23 GOLD, E. – GARD HANDBOOK ON MARINE POLLUTION. 2ND ED. ARENDAL,
(NORWAY), ASSURANCE FORENINGEN GARD, 1997. (ISBN: 82-90344-11-2)
B24 HAZELWOOD, S.J. – P & I CLUBS: LAW AND PRACTICE. 3RD ED. LONDON, LLOYD’S
OF LONDON PRESS, 2000 (ISBN: 1-85978-531-X)
B25 HODGES, S & HILLC. – PRINCIPLES OF MARITIME LAW. LONDON, LLOYD’S OF
B26 HODGES, S. – LAW OF MARINE INSURANCE. LONDON, CAVENDISH PUBLISHING
LTD, 1996 (ISBN: 1-85941-227-0)
B27 HOPKINS, F.N. – BUSINESS AND LAW FOR THE SHIPMASTER. 7TH ED. GLASGOW
(UK), BROWN, SON & FERGUSON LTD, 1989. (ISBN: 0-85174537-7)
B28 HOUSE, D.J. – MARINE SURVIVAL AND RESCUE SYSTEMS. 2ND ED. LONDON,
WITHERBY & CO. LTD. 1997 (ISBN: 1-85609-127-9)
B29 HUDSON, N AND ALLEN, J. – MARINE CLAIMS HANDBOOK. 5TH ED. LONDON,
LLOYD’S OF LONDON PRESS, 1996. (ISBN: 1-85978-048-2)
B30 INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS) – BULK
CARRIERS: GUIDANCE AND INFORMATION TO SHIPOWNERS AND OPERATORS.
LONDON: IACS, 1992
CARRIERS: GUIDELINES FOR SURVEYS, ASSESSMENT AND REPAIR OF HULL
STRUCTURE. 3RD ED. LONDON: WITHERBY AND CO. LTD, 1995 (ISBN: 1-85609-
135-X)
CARRIERS: HANDLE WITH CARE. LONDON, IACS, 1998.
B33 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)
19
B34 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)
B35 INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS) –
GUIDELINES FOR COATINGS MAINTENANCE AND REPAIRS. LONDON, WITHERBY
& CO. LTD., 2005. (ISBN: 1-85609-308-5)
B36 INTERNATIONAL ASSOCIATION OF DRY CARGO SHIPOWNERS (INTERCARGO)
– BULK CARRIER CASUALTY REPORT 2005, THE PREVIOUS TEN YEARS (1996-
2005) AND THE TRENDS. LONDON, INTERCARGO, 2006
– PORT STATE CONTROL: A GUIDE FOR SHIPS INVOLVED IN THE DRY BULK
TRADES. LONDON, INTERCARGO, 2000
– BULK CARRIERS: GUIDELINES FOR SURVEYS, ASSESSMENT AND REPAIR
OF HULL STRUCTURES. 2ND ED. LONDON, WITHERBY & CO. LTD, 2002 (ISBN:
1-85609-223-2)
B39 INTERNATIONAL ASSOCIATION OF INDEPENDENT TANKER OWNERS (INTERTANKO)
– A GUIDE TO CRUDE OIL WASHING AND CARGO HEATING CRITERIA. OSLO,
INTERTANKO, 2004.
– A GUIDE FOR CORRECT ENTRIES IN THE OIL RECORD BOOK (PART I – MACHINERY
SPACE OPERATIONS). REVISED EDITION. OSLO, INTERTANKO, 2006.
– A GUIDE FOR VETTING INSPECTIONS. 3RD ED. OSLO: INTERTANKO, 1997
– A GUIDE TO INTERNATIONAL ENVIRONMENTAL MANAGEMENT SYSTEMS (EMS).
OSLO: INTERTANKO,
– A GUIDE TO BUNKERING OF SHIPS FOR THE PURPOSES OF ANNEX VI TO
MARPOL. OSLO, INTERTANKO, 2004.
B44 INTERNATIONAL CHAMBER OF SHIPPING (ICS) – CONDITION EVALUATION AND
MAINTENANCE OF TANKER STRUCTURE. LONDON, WITHERBY & CO. LTD., 1992.
(ISBN: 1-85609-039-6)
B45 INTERNATIONAL CHAMBER OF SHIPPING (ICS) – INTERNATIONAL SAFETY GUIDE
FOR OIL TANKERS AND TERMINALS (ISGOTT). 5TH ED LONDON, WITHERBY & CO.
LTD., 2006 (ISBN: 1-85609-291-7)
B46 INTERNATIONAL CHAMBER OF SHIPPING (ICS) – SAFETY IN CHEMICAL TANKERS.
LONDON, WITHERBY & CO. LTD., 1977.
B47 INTERNATIONAL CHAMBER OF SHIPPING (ICS) – SAFETY IN LIQUEFIED GAS
TANKERS. LONDON, WITHERBY & CO. LTD., 1980
B48 INTERNATIONAL CHAMBER OF SHIPPING (ICS) – SAFETY IN OIL TANKERS.
LONDON. WITHERBY & CO. LTD., 1978.
B49 INTERNATIONAL CHAMBER OF SHIPPING (ICS) – SHIP SHORE SAFETY CHECKLIST
FOR BULK CARRIERS. LONDON, ICS, 2000
B50 INTERNATIONAL CHAMBER OF SHIPPING (ICS) – SHIPPING AND THE
ENVIRONMENT: A CODE OF PRACTICE. 3RD. ED, LONDON, ICS, 1999.
B51 INTERNATIONAL CHAMBER OF SHIPPING (ICS) – TANKER SAFETY GUIDE:
CHEMICALS. 3RD. ED. LONDON, ICS, 2002. (ISBN: 0-906270-04-9)
B52 INTERNATIONAL CHAMBER OF SHIPPING (ICS) – TANKER SAFETY GUIDE:
LIQUEFIED GAS. 2ND ED. LONDON, ICS, 1995. (ISBN: 0-906270-03-0)
20
B53 INTERNATIONAL CHAMBER OF SHIPPING (ICS)/OIL COMPANIES INTERNATIONAL

MARINE FORUM (OCIMF) – PERIL AT SEA AND SALVAGE: A GUIDE FOR MASTERS.
5TH ED. LONDON, WITHERBY & CO. LTD., 1998. (ISBN: 1-5609-095-7)
MARINE FORUM (OCIMF) – CLEAN SEAS GUIDE FOR OIL TANKERS. 4TH ED.
LONDON WITHERBY & CO. LTD., 1994 (ISBN: 1-85609-058-2)
MARINE FORUM (OCIMF) – GUIDANCE MANUAL FOR THE INSPECTION AND
CONDITION ASSESSMENT OF TANKER STRUCTURES. LONDON, WITHERBY &
CO. LTD., 1986. (ISBN: 0-948691-11-5);
B56 INTERNATIONAL CHAMBER OF SHIPPING ET AL – BULK CARRIER CHECKLISTS.
LONDON, ICS, 1996
B57 INTERNATIONAL ORGANIZATION FOR STANDARDIZATION (ISO) – SHIPS AND
MARINE TECHNOLOGY: BULK CARRIERS: CONSTRUCTION QUALITY OF HULL
STRUCTURE. GENEVA, ISO, 2000. (ISO 15401)
B58 INTERNATIONAL ORGANIZATION FOR STANDARDIZATION (ISO) – SHIPS AND
MARINE TECHNOLOGY: BULK CARRIERS: REPAIR QUALITY OF HULL STRUCTURE.
GENEVA, ISO, 2000. (ISO 15402)
B59 INTERNATIONAL SHIPPING FEDERATION (ISF) – ILO MARITIME LABOUR
CONVENTION: A GUIDE FOR THE SHIPPING, LONDON, ISF, 2006
B60 JACKSON, D. – ENFORCEMENT OF MARITIME CLAIMS. 4TH ED. LONDON, LLOYD’S
OF LONDON PRESS, 2005. (ISBN: 1-84311-424-0)
B61 JERVIS, B. – REEDS MARINE INSURANCE. LONDON, ADLARD COLES NAUTICAL,
2005. (ISBN: 0-7136-7396-6) (HTTP://WWW.ADLARDCOLES.COM)
B62 LLOYD’S REGISTER OF SHIPPING – BULK CARRIERS – THE SAFETY ISSUES.
LONDON: LLOYD’S REGISTER OF SHIPPING, 1991
B63 LLOYD’S REGISTER OF SHIPPING – BULK CARRIERS: AN UPDATE (JANUARY
1996). LONDON: LLOYD’S REGISTER OF SHIPPING, 1996
B64 LLOYD’S REGISTER OF SHIPPING – BULK CARRIERS: GUIDANCE TO OPERATORS
ON THE INSPECTION OF CARGO HOLDS. LONDON: LLOYD’S REGISTER OF
SHIPPING, 1991
B65 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)
B66 LUX, J. (ED). – CLASSIFICATION SOCIETIES. LONDON, LLOYD’S OF LONDON
PRESS, 1993. (ISBN: 1-85044-491-9)
B67 MANDARAKA-SHEPPARD, A. – MODERN ADMIRALTY LAW. LONDON, CAVENDISH
PUBLISHING LTD, 2001. (ISBN: 1-85941-531-8)
B68 NAUTICAL INSTITUTE – IMPROVING SHIP OPERATIONAL DESIGN. LONDON, THE
NAUTICAL INSTITUTE, 1998.
B69 NAUTICAL INSTITUTE – MASTER’S ROLE IN COLLECTING EVIDENCE. LONDON,
NAUTICAL INSTITUTE, 1989. (ISBN: 1-870077-05-9)
B70 NAUTICAL INSTITUTE – SAFE OPERATION OF BULKS CARRIERS. LONDON,
NAUTICAL INSTITUTE, 1991.
B71 NAUTICAL INSTITUTE – SEAWORTHINESS: THE MARINE AND THE MARITIME LA
W SERIES NO. 3. LONDON, NAUTICAL INSTITUTE, 1992.
B72 OIL COMPANIES INTERNATIONAL MARINE FORUM (OCIMF) – GUIDE ON MARINE
TERMINAL FIRE PROTECTION AND EMERGENCY EVACUATION. LONDON,
WITHERBY & CO. LTD., 1987. (ISBN: 0-948691-30-1)
21
B73 OIL COMPANIES INTERNATIONAL MARINE FORUM (OCIMF) – MARINE AND

TERMINAL OPERATIONS SURVEY GUIDELINES. LONDON, WITHERBY & CO. LTD.,
1994. (ISBN: 1-85609-62-0)
B74 OIL COMPANIES INTERNATIONAL MARINE FORUM (OCIMF) – OIL SPILL
CONTINGENCY PLANNING: A BRIEF GUIDE. LONDON, WITHERBY & CO. LTD.
1990. (0-900886-40-4)
B75 OIL COMPANIES INTERNATIONAL MARINE FORUM (OCIMF) – OIL SPILL FATE AND
IMPACT ON THE MARINE ENVIRONMENT. LONDON, WITHERBY & CO. LTD., 1980.
(ISBN: 0-900-80086-49-8)
B76 OIL COMPANIES INTERNATIONAL MARINE FORUM (OCIMF) – RECOMMENDATIONS
FOR OIL TANKER MANIFOLDS AND ASSOCIATED EQUIPMENT. 4TH ED. LONDON,
B77 OIL COMPANIES INTERNATIONAL MARINE FORUM (OCIMF) – SAFETY GUIDE FOR
TERMINALS HANDLING SHIPS CARRYING LIQUEFIED GASES IN BULK. 2ND ED.
LONDON. WITHERBY & CO. LTD. 1993. (ISBN: 1-85609-057-4)
B78 OIL COMPANIES INTERNATIONAL MARINE FORUM (OCIMF) – VESSEL INSPECTION
QUESTIONNAIRE FOR BULK OIL/CHEMICAL CARRIERS AND GAS CARRIERS –
V.I.Q. 2ND ED. LONDON, WITHERBY & CO. LTD, 2000. ISBN: 1-85609-200-3)
B79 OIL COMPANIES INTERNATIONAL MARINE FORUM (OCIMF)/INTERNATIONAL
TANKER OWNERS POLLUTION FEDERATION (ITOPF) – GUIDELINES FOR THE
PREPARATION OF SHIPBOARD OIL SPILL CONTINGENCY PLANS. LONDON,
B80 OIL COMPANIES INTERNATIONAL MARINE FORUM (OCIMF)/SOCIETY OF
INTERNATIONAL GAS TANKERS AND TERMINAL OPERATORS (SIGTTO) –
INSPECTION GUIDELINES FOR SHIPS CARRYING LIQUEFIED GASES IN BULK.
2ND ED. LONDON: WITHERBY & CO. LTD, 1998. (ISBN: 1-85609-139-2)
B81 OIL COMPANIES INTERNATIONAL MARINE FORUM (OCIMF)/SOCIETY OF
INTERNATIONAL GAS TANKERS AND TERMINAL OPERATORS (SIGTTO) – SHIP
INFORMATION QUESTIONNAIRE FOR GAS CARRIERS. 2ND ED. LONDON,
WITHERBY & CO. LTD, 1998 (ISBN: 1-85609-138-4)
B82 OZCAYIR, Z.O. – LIABILITY FOR OIL POLLUTION AND COLLISIONS. LONDON,
LLOYD’S OF LONDON PRESS (ISBN: 1-85978-179-9)
B83 PAYNE & IVAMY – MARINE INSURANCE. 4TH ED. SEVEN OAKS (UK), BUTTERWORTH
& CO. LTD, 1985. (ISBN: 0-406-25313-7)
B84 POLAND, S. ROOTH, T. – GARD HANDBOOK ON P & I INSURANCE. 4TH ED.
ARENDAL (NORWAY), ASSURANCEFORENINGEN GARD, 1996 (ISBN: 82-90344-16-
3)
B85 REYNOLDS, M. – ARBITRATION. LONDON, LLOYD’S OF LONDON PRESS, 1995.
(ISBN: 1-85044-550-8)
B86 RHIDIAN THOMAS, D. (ED) – MODERN LAW OF MARINE INSURANCE. VOL. 1.
LONDON, LLOYD’S OF LONDON PRESS, 1996. (ISBN: 1-85978-033-4)
B87 RHIDIAN THOMAS, D. (ED) – MODERN LAW OF MARINE INSURANCE. VOL. 2.
LONDON LLOYD’S OF LONDON PRESS, 2002. (ISBN: 1-84311-120-9)
B88 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)
B89 ROSE, F. – MARINE INSURANCE: LAW AND PRACTICE. INFORMA, 2004 (ISBN:
1-8431-1247-7)
B90 ROSES, F. – GENERAL AVERAGE: LAW AND PRACTICE. LONDON, LLOYD’S OF
22
B91 SANDS, P. – PRINCIPLES OF INTERNATIONAL ENVIRONMENTAL LAW. 2ND. ED.

CAMBRIDGE, CAMBRIDGE UNIVERSITY PRESS, 2003 (ISBN: 0-521-81794-3)
B92 SCHOENBAUM, T.J. – ADMIRALTY AND MARITIME LAW. 3RD. ED. ST. PAUL (MINN.)
(USA), WEST PUBLISHING CO., 2001. (ISBN: 0-314-02711-4)
B93 SCHOFIELD, J. – LAYTIME AND DEMURRAGE. 5TH. ED. LONDON, LLOYD’S OF
B94 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)
– LIQUEFIED GAS FIRE HAZARD MANAGEMENT. LONDON, WITHERBY & CO. LTD.,
2004. (ISBN: 1-85609-265-8)
– LIQUEFIED GAS CARRIERS: YOUR PERSONAL SAFETY GUIDE. LONDON,
WITHERBY & CO. LTD, 2002 (ISBN: 1-85609-217-8)
B97 TANKER STRUCTURE CO-OPERATIVE FORUM – GUIDANCE MANUAL FOR TANKER
STRUCTURES. LONDON, WITHERBY & CO, LTD, 1997. (ISBN: 1-85609-093-0)
B98 TANKER STRUCTURE CO-OPERATIVE FORUM/INTERNATIONAL ASSOCIATION OF
CLASSIFICATION SOCIETIES (IACS). – GUIDELINES FOR THE INSPECTION AND
MAINTENANCE OF DOUBLE HULL TANKER STRUCTURES. LONDON, WITHERBY
& CO. LTD., 1995. (ISBN: 1-85609-080-9)
B99 TETLEY, W. – MARITIME LIENS AND CLAIMS. 2ND. ED. MONTREAL, INTERNATIONAL
SHIPPING PUBLICATIONS, 1998. (ISBN: 2-89451-227-9)
B100 THE TANKER STRUCTURE CO-OPERATIVE FORUM – GUIDELINES FOR BALLAST
TANK COATING SYSTEMS AND SURFACE PREPARATION. LONDON: WITHERBY &
CO. LTD., 2002. (ISBN: 1-85609-214-3)
B101 THOMAS, D.R. – MARITIME LIENS. ANDOVER (HANTS, UK), STEVENS, 1998. (ISBN:
0-4216-0920-6)
B102 TUPPER, E.C. – INTRODUCTION TO NAVAL ARCHITECTURE. BUTTERWORTH-
HEINEMANN, 1996. (ISBN: 0-75062-529-5)
B103 WILFORD, M. ET AL – TIME CHARTERS. 5TH ED. LONDON, LLP PROFESSIONAL
PUBLISHING, 2003. (ISBN: 1-84311-210-8)
B104 WITHERBY & CO. LTD. – CONDITION EVALUATION AND MAINTENANCE OF TANKER
STRUCTURES. LONDON, WITHERBY & CO. LTD., 1992. (ISBN: 1-85609-039-6)
B105 WITHERBY SEAMANSHIP INTERNATIONAL – CHEMICAL TANKERS: A POCKET
SAFETY GUIDE. LONDON, WITHERBYS PUBLISHING LTD., 2006 (ISBN: – 1-85609-
324-7)
B106 WITHERBY SEAMANSHIP INTERNATIONAL – LNG: OPERATIONAL PRACTICE.
LONDON, WITHERBYS PUBLISHING LTD., 2006 (ISBN: – 1-85609-321-7)
B107 MARINE ENGINEERING; EDITOR, ROY L. HARRINGTON; PUBLISHER: JERSEY
CITY, NJ: SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS, C1992.;
ISBN: 0939773104
B108 INTERNATIONAL SAFETY GUIDE FOR OIL TANKERS AND TERMINALS. 5TH ED.
ICS/OCIMF. LONDON,WITHERBY & CO. LTD 2006 (ISBN: 978-1856-092-913)
B109 TANKER OPERATIONS. A HANDBOOK FOR THE SHIPS OFFICER 3RD ED., 1992;
MORTON, G.S. (ISBN: 0-87033-432-8)
B110 LIQUEFIED GAS HANDLING PRINCIPLES ON SHIPS AND TERMINALS. 2ND ED.;
MCGUIRE AND WHITE; LONDON, WITHERBY. 1996 (ISBN: 1-8560-9087-6)
23
B111 GUIDELINES FOR THE INSPECTION AND MAINTENANCE OF DOUBLE HULL

TANKER STRUCTURES. OCIMF. LONDON, WITHERBY. 1995 (ISBN: 1-8560-9090-9)
B112 TRAINING AND ASSESSMENT ON BOARD. 3RD ED.; HOLDER, L.A.; LONDON,
WITHERBY & CO LTD,2002 (ISBN: 1 85609 228 3)
B113 STEAM – ITS GENERATION AND USE; BABCOCK AND WILCOX PUBLICATION
B114 DIESEL ENGINE REFERENCE BOOK; L. R. C. LILLY; BUTTERWORTH; ISBN:
0408004436
B115 BASIC SHIP THEORY; K. J. RAWSON AND E. C. TUPPER; LONGMAN; ISBN: 978-
0582219250
B116 ASHRAE HANDBOOK; ASHRAE
B117 PUMP HANDBOOK; EDITED BY KARASSIK, KRUTZCH, FRASER, MESSINA;
MCGRAW-HILL; ISBN: 978-0-07-146044-6
B118 PUMP OPERATION AND MAINTENANCE; HICKS; TATA MCGRAW HILL; ISBN:
9780070993495
B119 BASIC SHIP PROPULSION; J. P. GHOSE AND R. P. GOKARN; ALLIED PUBLISHERS;
ISBN: 81-7764-606-0
B120 APPLIED MARINE HYDRAULICS; PERRY STUTMAN; CORNELL MARITIME PR/
TIDEWATER PUB; ISBN: 978-0870333668
B121 MARKS’ STANDARD HANDBOOK FOR MECHANICAL ENGINEERS, EUGENE
AVALLONE, THEODORE BAUMEISTER, ALI SADEGH; MCGRAW-HILL; ISBN:
0071428674
B122 STANDARD HANDBOOK FOR ELECTRICAL ENGINEERS; DONALD G. FINK
(AUTHOR), JOHN M. CARROLL; MCGRAW-HILL; ISBN: 978-0070209749.
B123 POUNDER’S MARINE DIESEL ENGINES AND GAS TURBINES 8TH EDITION ISBN:
0-7506-5846-0
B124 DIESEL ENGINES FOR SHIP PROPULSION AND POWER PLANTS VOLUME I & II. K.
KUIKEN TARGET GLOBAL ENERGY ISBN: 978-90-79104-02-4
B125 THE STEAM AND CONDENSATE LOOP. SPIRAX SARCO 2007 ISBN: 978-0-9550691-
4-7
B126 STEAM TURBINES, DESIGN, APPLICATION AND RERATING. 2ND EDITION 2009 H.P.
BLOCH, M.P. SINGH. ISBN: 978-0-07-164100-5
B127 SHIPS ELECTRICAL SYSTEMS K. VAN DOKKUM 1ST EDITION DOKMAR ISBN: 978-
90-71500-17-6
B128 HIGH VOLTAGE ENGINEERING FUNDAMENTALS. J. KUFFEL 2ND EDITION 2000
NEWNES ISBN: 978-0750636-34-6
B129 PRACTICAL TROUBLESHOOTING OF ELECTRICAL EQUIPMENT AND CONTROL
CIRCUITS. M. BROWN 2005 EDITION NEWNES ISBN: 0-7506-6278-6
B130 ELECTRONICS FUNDAMENTALS. FLOYD SERIES 7TH EDITION 2006 ISBN: 978-
0132197-09-0
B131 COPENDIUM MARINE ENGINEERING. H. MEIER-PETER 2009 ISBN: 978-38774382-
2-0
B132 SHIP KNOWLEDGE. K VAN DOKKUM 7TH EDITION DOKMAR ISBN: 978-90-71500-
18-3
B133 MARINE REFRIGERATION MANUAL. A.W.C. ALDERS 1987 RMCA ISBN: 90-
9001576-0
B134 PRACTICAL PID CONTROL. A. VISIOLI 2010 EDITION SPRINGER ISBN: 978-1-
84628-586-8
B135 PNEUMATIC ACTUATING SYSTEMS FOR AUTOMATIC EQUIPMENT. I.L. KRIVTS
2006 EDITION CRC PRESS ISBN: 978-0-8493-2964-7
24
B136 OIL HYDRAULIC SYSTEMS, PRINCIPLES AND MAINTENANCE. S.R. MAJUMDAR

2003 MCGRAW-HILL ISBN: 0-07-140669-7
B137 MACHINE SHOP TOOLS AND OPERATIONS. R. MILLER 5TH EDITION 2004 WILEY
PUBLISHING ISBN: 0-764-55527-8
B138 ENGINEERING MATERIALS: PROPERTIES AND SELECTION. K.G. BUDINSKI 9TH
EDITION 2009 ISBN: 978-0137128-42-
B139 SHIP STABILITY. K VAN DOKKUM 4TH EDITION DOKMAR ISBN: 978-90-71500-15-2
25
Chief Engineer Officer and Second Engineer Officer
Function 1:
Marine Engineering at the Management Level
Function 1: Marine Engineering at the Management Level
INDEX
Page
Part B1: Course Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Timetable
Lectures
Course outline
Part C1: Detailed Teaching Syllabus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Introduction
Explanation of information contained in the syllabus tables
1.1 Manage the operation of propulsion plant machinery
1.2 Plan and schedule operations Theoretical knowledge
1.3 Operation, surveillance, performance assessment and
maintaining safety of propulsion plant and auxiliary machinery
Practical knowledge
1.4 Manage fuel, lubrication and ballast operations
Part D1: Instructor Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
29
Part B1: Course Outline

■ 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.
Lecturers must develop their own timetable depending on:

● the level of skills of trainees
● the numbers to be trained
● the number of instructors
and normal practices at the training establishment.
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.
An effective manner of presentation is to develop a technique of giving information and then

reinforcing it. For example, first tell the trainees briefly what you are going to present to them;
then cover the topic in detail; and, finally, summarize what you have told them. The use of an
overhead projector and the distribution of copies of the transparencies as trainees handouts
contribute to the learning process.
■ 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.
30
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 MANAGE THE OPERATION OF PROPULSION PLANT
MACHINERY
1.1.1 DESIGN FEATURES AND OPERATIVE MECHANISM OF MARINE 15
DIESEL ENGINE AND ASSOCIATED AUXILIARIES
STEAM TURBINE AND ASSOCIATED AUXILIARIES
GAS TURBINE AND ASSOCIATED AUXILIARIES
STEAM BOILER AND ASSOCIATED AUXILIARIES
1.1.5 DESIGN FEATURES AND OPERATIVE MECHANISM OF 5 40
PROPELLER SHAFT AND ASSOCIATED ANCILLARIES
1.2 PLAN AND SCHEDULE OPERATIONS Theoretical knowledge
1.2.1 THERMODYNAMICS AND HEAT TRANSMISSION
.1 Gas cycles/engine analysis 12
.2 Properties of vapours 6
.3 Steam cycles 9
.4 Refrigeration 6
.5 Combustion 6
.6 Heat transfer 12
.7 Air conditioning 3 54
1.2.2 MECHANICS AND HYDROMECHANICS
.1 Balancing 4
.2 Simple harmonic motion 6
.3 Stress & strain 10
.4 Torsion 8
.5 Combined stress 4
.6 Fluid mechanics 12 54
1.2.3 PROPULSIVE CHARACTERISTICS OF DIESEL ENGINES, STEAM
AND GAS TURBINES, INCLUDING SPEED, OUTPUT AND FUEL
CONSUMPTION
.1 Propeller and load diagrams
.2 Propulsion characteristics diesel
.3 Propulsion characteristics steam plant
.4 Propulsion characteristics gas turbines 20
31
Total hours
topic of Required
performance
1.2.4 HEAT CYCLE, THERMAL EFFICIENCY AND HEAT BALANCE OF
THE FOLLOWING
.1 Marine diesel engine 5
.2 Marine steam boiler and steam turbine 10
.3 Marine gas turbine 5 20
1.2.5 REFRIGERATORS AND REFRIGERATION CYCLE
.1 Refrigeration and air conditioning system design, operation 10 10
and maintenance
1.2.6 PHYSICAL AND CHEMICAL PROPERTIES OF FUELS AND
LUBRICANTS
.1 Shore side and shipboard sampling and testing 1
.2 Interpretation of test results 1
.3 Contaminants including microbiological infection 2
.4 Treatments of fuels and lubricants including storage, 4 8
centrifuging, blending, pretreatment and handling
1.2.7 TECHNOLOGY OF MATERIAL
.1 Destructive and non-destructive testing of material 3
.2 Engineering processes used in construction and repair 4 7
1.3 OPERATION, SURVEILLANCE, PERFORMANCE
ASSESSMENT AND MAINTAINING SAFETY OF PROPULSION
PLANT AND AUXILIARY MACHINERY Practical knowledge
1.3.1 START UP AND SHUT DOWN MAIN AND AUXILIARY
MACHINERY, INCLUDING ASSOCIATED SYSTEMS
.1 Main machinery and associated systems 7
.2 Steam boilers and associated systems 6
.3 Auxiliary prime mover and associated systems 4
.4 Other auxiliary machinery 3 20
1.3.2 OPERATING LIMITS OF PROPULSION PLANTS - 8
1.3.3 EFFICIENT OPERATION, SURVEILLANCE, PERFORMANCE
ASSESSMENT AND MAINTAINING SAFETY OF PROPULSION
PLANT AND AUXILIARY MACHINERY
.1 Diesel engines 10
.2 Engine components 18
.3 Engine lubrication 8
.4 Fuel injection 12
.5 Scavenging and supercharging 10
.6 Starting and reversing 8
.7 Cooling systems 4
32
Total hours
topic of Required
performance
.8 Diesel engine control and safety 4
.9 Diesel engine emergency operation 2
.10 Multi-engine propulsion arrangement 2
.11 Air compressors and compressed air systems 3
.12 Hydraulic power system 6
.13 Types of auxiliary boilers 9
.14 Auxiliary steam system 2
.15 Safety valves 4
.16 Boiler water level indicators 6
.17 Use of sea water in boilers 0.5
.18 Use of fresh water in boilers 0.5
.19 Boiler water testing 3
.20 Boiler water treatment 9
.21 Auxiliary steam turbines 9
.22 Boiler defects 3
.23 Boiler and steam turbine survey and repairs 6
.24 Evaporators 6
.25 Thermal fluid heating system 3 148
1.3.4 FUNCTIONS AND MECHANISM OF AUTOMATIC CONTROL FOR -
MAIN ENGINE
.1 Diesel engines 4
.2 Steam turbines 3
.3 Gas turbines 3 10
1.3.5 FUNCTIONS AND MECHANISM OF AUTOMATIC CONTROL FOR
AUXILIARY MACHINERY
.1 Generator and distribution system 4
.2 Steam boiler 5
.3 Oil purifier 3
.4 Refrigeration system 3
.5 Pumping and piping system 1
.6 Steering gear system 2
.7 Cargo handling equipment and deck machinery 1 19
1.4 MANAGE FUEL, LUBRICATION AND BALLAST OPERATIONS
1.4.1 OPERATION AND MAINTENANCE OF MACHINERY, INCLUDING
PUMPS AND PUMPING SYSTEM
.1 Bilge and ballast 2
.2 Prevention of pollution of the sea by oil 4
.3 Sewage and sludge 4 10
Total for Function 1: Marine Engineering at the Management Level 428 hours
33
Part C1: Detailed Teaching Syllabus

■ Introduction
The detailed teaching syllabus is presented as a series of learning objectives. The objective,
therefore, describes what the trainee must do to demonstrate that the specified knowledge
or skill has been transferred.
Thus each training outcome is supported by a number of related performance elements in

which the trainee is required to be proficient. The teaching syllabus shows the Required
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)
will provide valuable information to instructors.
■ Explanation of information contained in the syllabus tables
The information on each table is systematically organised 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.
In this model course there are four functions:

● Marine Engineering at the Management Level
● Electrical, Electronic and Control Engineering at the Management Level
● Maintenance and Repair at the Management Level
● Controlling the Operation of the Ship and Care for the Persons on Board at the
Management Level.
The header of the first column denotes the COMPETENCE concerned. Each function
comprises a number of competences. For example, Function 1, Marine Engineering at the
Management Level, comprises a total of four COMPETENCES. Each competence is uniquely
and consistently numbered in this model course.
34
FUNCTION 1 – PART C1: DETAILED TEACHING SYLLABUS
The first is Manage the Operation of Propulsion Plant Machinery. 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 and 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 Manage the Operation of Propulsion Plant
Machinery comprises a total of seven training outcomes. The first concerns DESIGN
FEATURES AND OPERATIVE MECHANISM OF MARINE DIESEL ENGINE AND ASSOCIATED
AUXILIARIES. Each training outcome is uniquely and consistently numbered in this model
course. Design features and operative mechanism of marine diesel engine and associated
auxiliaries is numbered 1.1.1. and thermodynamics and heat transmission is numbered 1.2.1.
For clarity training outcomes are printed in black on grey, for example TRAINING OUTCOME.
Finally, each training outcome embodies a variable number of required performances – as

evidence of competence. The instruction, training and learning should lead to the trainee
meeting the specified required performance. For the training outcome 1.2.1 Thermodynamics
and heat transmission, there are twelve areas of performance. These are:
1.2.1.1 Thermodynamic fundamentals
1.2.1.2 Perfect gas
1.2.1.3 Second law
and so on.
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 1.2.1.1 Thermodynamic Fundamentals, to meet the required performance, the trainee
should be able to explain:
● system and working substance
● SI units
● property and state
● reversible and irreversible processes
● reversible work of compression or expansion
and so on.
Note that it is not intended that lessons are organized to follow the sequence of required
performances listed in the Tables. The Tables are organized to match with the competence in
the STCW Code, table A-III/2. Lessons and teaching should follow college practices. It is not
necessary, for example, for Materials for construction and repair to be studied before Safe
working practices. What is necessary is that all the material is covered and that teaching is
effective to allow trainees to meet the standard of required performance.
35
The Convention defines the minimum standards to be maintained in part A of the STCW
Code. Mandatory provisions concerning Training and Assessment are given in section
A-I/6 of the STCW Code. These provisions cover: qualification of instructors; supervisors
as assessors; in-service training; assessment of competence; and training and assessment
within an institution. The corresponding part B of the STCW Code contains non-mandatory
guidance on training and assessment.
The criteria for evaluating competence specified in the competence tables of part A of the
STCW Code have to be used in the assessment of all competences listed in those tables.
A separate IMO model course 3.12 addresses Assessment of competence. This course
explains the use of various methods for demonstrating competence and criteria for evaluating
competence as tabulated in the STCW Code.
■ Ships with main propulsion plant operated by steam boilers and

steam turbines
The function Marine Engineering at the Management Level includes competences concerned
with the operation of main steam boilers and main steam turbine. These are addressed in
the detailed teaching syllabus in Part B and Part C at competence 1.1.7. Candidates for
certification for service on ships in which main steam boilers and main steam turbines do
not form part of their main propulsion plant may omit the competence 1.1.7. Certificates so
awarded should not be valid for service on ships in which main steam boilers and main steam
turbines form part of their propulsion machinery until the engineer officer meets the standard
of competence in the items previously omitted. Such limitations are required to be shown on
the certificate and in the endorsement.
36
Manage the Operation of Propulsion Plant IMO

COMPETENCE 1.1
Machinery Reference
TRAINING OUTCOMES: STCW Code

table A-III/2
Demonstrates a knowledge and understanding of:
1.1.1 DESIGN FEATURES AND OPERATIVE MECHANISM OF MARINE DIESEL ENGINE
AND ASSOCIATED AUXILIARIES
1.1.2 DESIGN FEATURES AND OPERATIVE MECHANISM OF MARINE STEAM TURBINE
1.1.3 DESIGN FEATURES AND OPERATIVE MECHANISM OF MARINE GAS TURBINE
1.1.4 DESIGN FEATURES AND OPERATIVE MECHANISM OF MARINE STEAM BOILER
1.1.5 DESIGN FEATURES AND OPERATIVE MECHANISM OF PROPELLER SHAFT AND
ASSOCIATED ANCILLARIES
Note
Trainees should be familiar with the content regarding the design features and operative
mechanisms of the above machinery from IMO model course 7.04. 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.
37

COMPETENCE 1.1
Machinery Reference

Textbooks/Bibliography: T10, T15, T20, T21, T22, T40, T41, T44
Teaching aids: A1, V5, V12, V70, V78
Required performance:
1.1 Design features and operative mechanism of marine diesel engine and
associated auxiliaries (15 hours)
– describes with the aid of sketches/computer aided drawing, material selection
and design features of the structure of diesel engine:
− structure of the bedplate
− bedplate connection to the tank top
− arrangement of holding down bolts
− structure of A-frames and columns
− arrangement of tie bolts
− cylinder block and entablature
− arrangement of main bearing caps
− arrangement of piston rod gland assembly
− arrangement of turbochargers and air coolers
and design features of the running gear of diesel engine:
− crankshaft
− main bearing
− thrust block and bearing
− bottom end bearing
− connecting rod
− cross head and bearing
− guides and guide shoes
− lubrication of main bearing, bottom end bearing and cross head bearing
− cam shaft drive arrangement
− gear wheel transmission
− chain wheel transmission
− cam shaft bearing arrangement
and design features of the fuel injection equipment of diesel engine:
− fuel injection pumps including fuel pumps for common rail system
− fuel injectors
− arrangement of fuel injectors
− variable injection timing
38

COMPETENCE 1.1
Machinery Reference

and design features of the combustion chamber components of diesel engine:
− cylinder cover and mountings/excess pressure release method
− cooling of cylinder cover
− cylinder liner and cooling arrangements
− piston crown
− piston assembly
− geometry of combustion chamber
− exhaust valve and cooling arrangement
and design features of piston rings, compatibility to cylinder liner and cylinder
lubrication employed in a diesel engine:
− cylinder liner material
− piston rings material
− manufacturing methods of cylinder liner
− manufacturing methods of piston rings
− types of cylinder lubrication and mechanism
− selection of cylinder lubrication oil
– describes with the aid of sketches the operative mechanism of diesel engine
system:
− starting and reversing system
− cooling water system
− lubrication oil system
− fuel oil system
− scavenging, supercharging and exhausting
− engine safety system
− engine emergency operating system

Textbooks/Bibliography: T8, T38, T42, T45
Teaching aids: A1, V10, V74
2.1 Design features and operative mechanism of marine steam turbine and
and design features of steam turbine:
− convergent and convergent/divergent nozzles and nozzle boxes
− impulse and reaction turbines
39

COMPETENCE 1.1
Machinery Reference
− pressure and velocity compounding

− pressure/velocity diagrams
− optimum blade speeds
− hybrid blades
− materials of blades and other components
− turbine construction
− erosion shields
− bearings, thrust bearings
− turbine glands and gland steam systems
− astern turbines
− turbine casings
− diaphragms
− reheat turbines
− support and expansion of turbines
– describes with the aid of sketches the operative mechanism of steam turbine:
− alarms and trips
− warming through
− normal and emergency operation
− shutdown procedures
− turbine performance
− sequential nozzle operation
− resonance
− critical speed
− vibration
− emergency control systems
− rotor straightening
and design features of steam turbine gear box:
− single and double reduction
− double helical involute gear teeth
− single and double locked gear trains
− epicyclic gearing
− flexible couplings
− nodal drive
− method of manufacturing of spur gears
40

COMPETENCE 1.1
Machinery Reference
1.1.3 DESIGN FEATURES AND OPERATIVE MECHANISM OF MARINE GAS TURBINE

Textbooks/Bibliography: T2, T22, T64
Teaching aids: A1, V65
3.1 Design features and operative mechanism of marine gas turbine and
and design features of gas turbine:
− analyse the flow of air and gas through a simple marine gas turbine
− identify the materials and construction of a gas turbine compressor,
combustion system, and turbine for single and two shaft design
− discuss the design features related to maintenance requirements
associated with optimum performance of a marine gas turbine plant
– describes with the aid of sketches the operative mechanism of a marine gas
turbine:
− lubrication system
− fuel system
− starting system
− monitoring and control system
− other ancillary equipment

4.1 Design features and operative mechanism of marine steam boiler and
and design features of marine steam boiler:
− types of main steam boilers
− methods of construction
− boiler fittings and drum internals
− water circulation
− gas circulation
− operating parameters
− support and expansion
− superheaters and their temperature control
41

COMPETENCE 1.1
Machinery Reference
− soot blowers
− economizers
− air heaters
− steam to steam generation
− chemistry of combustion
− burners and burner registers
− local and remote water level indicators
− safety valves
and design features of marine steam boiler feed water systems:
− main feed systems
− condenser types, level control, construction, materials, support, expansion,
operating parameters, loss of vacuum and leak testing
− air ejectors
− vacuum pumps
− extraction pumps
− gland condensers
− low pressure heaters
− drain coolers
− high pressure heaters
− turbo feed pumps, hydraulic balance
− de-aerators

Textbooks/Bibliography: T7, T11, T19, T35, T36
Teaching aids: A1
5.1 Design features and operative mechanism of propeller shaft and associated
ancillaries (5 hours)
– establishing the shaft centre line
– deviation while building
– alignment deviation in service
– fair curve alignment
– shaft checks
42

COMPETENCE 1.1
Machinery Reference
– shaft bearings
– plain bearings
– tilting pad bearings
– roller bearings
– coupling bolts
– stern tubes
– stern tube sealing arrangements
– fixed pitch propellers
– methods of mounting fixed pitch propellers
– keyed propellers
– keyless propellers
– controllable pitch propellers
– gears and clutches
– reverse reduction gearbox
– flexible couplings
– air operated clutches
43
Plan and Schedule Operations Theoretical IMO

COMPETENCE 1.2
knowledge Reference
TRAINING OUTCOMES:
1.2.3 PROPULSIVE CHARACTERISTICS OF DIESEL ENGINES, STEAM AND GAS
TURBINES, INCLUDING SPEED, OUTPUT AND FUEL CONSUMPTION
1.2.4 HEAT CYCLE, THERMAL EFFICIENCY AND HEAT BALANCE OF THE FOLLOWING
.1 Marine diesel engine
.2 Marine steam boiler and steam turbine
.3 Marine gas turbine
1.2.6 PHYSICAL AND CHEMICAL PROPERTIES OF FUELS AND LUBRICANTS
44

COMPETENCE 1.2
knowledge Reference
1.2.1 THERMODYNAMICS AND HEAT TRANSMISSION (54 hours)

Textbooks/Bibliography: T2, T18
Teaching aids: A1
1.1 Gas cycles/engine analysis (12 hours)
demonstrates knowledge and understanding of:
– constant pressure and constant volume air standard cycles
– reciprocating internal combustion engine performance parameters: indicator
diagrams, power, mean effective pressure, thermal efficiency, brake specific
fuel consumption, mechanical efficiency, energy balance
– open and closed gas turbine systems
– power, isentropic efficiency and thermal efficiency for gas turbines
1.2 Properties of vapours (6 hours)
– saturation, dryness fraction and superheat
– t-s, p-h, p-v, h-s diagrams
– fluid properties using steam tables
– throttling and separating calorimeters
– air in condensers
1.3 Steam cycles (9 hours)
– Rankine cycle. Turbine isentropic efficiency
– feed heating
– thermal efficiency
– cycle on t-s diagram
1.4 Refrigeration (6 hours)
– vapour compression cycle
– refrigerant properties and hazards
– refrigerant tables
– cycle on p-h diagram
– coefficient of performance
– refrigerant mass flow
– compressor calculations
– secondary refrigerants
1.5 Combustion (6 hours)
– combustion equations
– fuel composition
– air-fuel ratio
– excess air
45

COMPETENCE 1.2
knowledge Reference
– volumetric analysis of combustion products

– calorific value
1.6 Heat transfer (12 hours)
– conduction, radiation and convection
– composite walls. Insulation
– film coefficient
– interface temperature
– Stefan-Boltzmann Law
– parallel flow and cross flow heat exchangers
– logarithmic mean temperature difference
1.7 Air conditioning (3 hours)
– comfort conditions
– psychrometric charts
– wet and dry bulb temperatures
– humidity
– dew point
– dehumidifying and humidifying processes
– air conditioning systems
1.2.2 MECHANICS AND HYDROMECHANICS (54 hours)

Teaching aids: A1
2.1 Balancing (4 hours)
– primary and secondary forces
– primary and secondary couples
– complete balancing of reciprocating machinery
– critical speed
2.2 Simple harmonic motion (6 hours)
– equation of simple harmonic motion
– amplitude, frequency and periodic time
– vibrating spring mass systems
– springs
– resonance
– transmissibility
– vibrations of flywheels and gearwheels
46

COMPETENCE 1.2
knowledge Reference
2.3 Stress and strain (10 hours)

– stress and strain relationships in thin cylindrical and spherical shells
– stress in thin, rotating rims
– thermal stress
– stress in compound bars
– elastic strain energy
– stresses due to gradually applied and shock loads
2.4 Torsion (8 hours)
– stress, strain and strain energy due to torsion
– fundamental torsion equation
– reciprocating engine crank effort
– rudder stock turning moment from steering gear
– deflection of helical springs
2.5 Combined stress (4 hours)
– stresses on an oblique plane
– material subjected to two perpendicular stresses
– axial and bending stress
– mohr’s stress circle. Principal stresses and strains
– combined bending and twisting
2.6 Fluid mechanics (12 hours)
– volume and mass flow
– venturi meter
– bernouilli’s equation
– jets. Orifice coefficients
– dynamic and kinematic viscosity
– reynolds’ number
– flow losses in pipes and fittings
– darcy’s formula
– centrifugal pumps
1.2.3 PROPULSIVE CHARACTERISTICS OF DIESEL ENGINES, STEAM AND GAS

TURBINES INCLUDING SPEED, OUTPUT AND FUEL CONSUMPTION (20 hours)
Teaching aids: A1
3.1 Propeller and load diagrams
explains the following with the aid of sketches where applicable:
– propeller curve
47

COMPETENCE 1.2
knowledge Reference
– propeller design point

– fouled hull, sea margin and heavy propeller
– constant ship speed lines
3.2 Propulsion characteristics diesel
– continuous service rating
– engine margin
– limits for continuous operation
– limits for overload operation
– specific fuel oil consumption (SFOC)
– SFOC based on reference ambient conditions stated in ISO 3046/1-1986
– adjustment of SFOC for lower calorific value of fuels and ambient conditions
different from ISO reference conditions
3.3 propulsion characteristics steam plant
– engine margin
– constant ship speed lines
– performance data of individual turbines and cycle components during sea trial
– periodic acquisition of above mentioned data and comparison for location of
deterioration
– enthalpy drop test in superheated section of steam turbine
– quantification of stage efficiency losses
– leakage
– friction
– aerodynamic
– changes in flow passage areas
3.4 Propulsion characteristics gas turbines
– engine margin
– limits for overload operation
48

COMPETENCE 1.2
knowledge Reference
Teaching aids: A1
4.1 Marine diesel engine (5 hours)
– dual cycle
– thermal efficiency of dual cycle
– heat balance of marine diesel engine
4.2 Marine steam boiler and steam turbine (10 hours)
– Rankine cycle
– thermal efficiency of Rankine cycle
– heat balance of a marine steam plant
– boiler/turbine performances
– boiler/turbine efficiency
4.3 Marine gas turbine (5 hours)
– Brayton cycle
– thermal efficiency of Brayton cycle
– heat balance of marine gas turbine plant

5.1 Refrigeration and air conditioning system (10 hours)
– assesses common refrigerants used on board, using factors such as their
properties, economics of use, handling, health hazards and environmental
impact
– explains the environmental concerns of traditional refrigerants and the methods
used to address these concerns
– explains correct procedures for the recovery of refrigerants from refrigeration
systems
– analyses functions and operation of all components including fittings and
safety devices of refrigeration and air conditioning plants
– interprets symptoms, effects and remedial actions for common faults in
refrigeration and air conditioning systems
– precautions during cargo operations – re-circulation system of AHU
– explains the purposes and procedures for pumping down, leak test, refrigerant
charging and oil changing
– recordkeeping of refrigerant consumption
49

COMPETENCE 1.2
knowledge Reference

Teaching aids: A1, V6, V10, V67
6.1 Shore side and shipboard sampling and testing (1 hour)
– appraises the importance and implications of continual monitoring of quality of
fuels and lubricants in efficient operation of machinery
– explains the procedures available for testing fuels and lubricants, including
viscosity, water in oil, density, pour point, total base number (TBN),
microbiological contamination and other contamination
6.2 Interpretation of test results (1 hour)
– describes the facilities available for laboratory testing of fuels and lubricants,
the properties that can be determined, and how the results can be interpreted
and utilised in maintenance programme
6.3 Contaminants including microbiological infection (2 hours)
– outlines procedures for dealing with contamination of oils by water, fuel in
lubricating oil, solid debris or other contaminants, including recognition of
unacceptable levels and possible consequences
– examines the causes, symptoms, effects and methods of treatment of oils that
have been infected with microbiological organisms
6.4 Treatment of fuels and lubricants including storage, centrifuging, blending,
pretreatment and handling (4 hours)
– details bunkering procedures and arrangements, explaining the importance of
following correct procedures
– evaluates the operation of centrifugal separators and analyse the factors that
affect optimum separation
– explains the function and operation of a shipboard fuel blender and alternative
fuel treatments

Teaching aids: A1
7.1 Destructive and non-destructive testing of material (3 hours)
– describes common methods of non-destructive testing of materials and their
application to main and auxiliary machinery components
– discusses destructive tests on specimens such as stress tests, hardness tests
and metallographic tests
7.2 Engineering processes used in construction and repair (4 hours)
– evaluates common fabrication techniques, including welding, forging, and
casting
– assesses common repair techniques
50
Operation, Surveillance, Performance

Assessment and Maintaining Safety of IMO
COMPETENCE 1.3
Propulsion Plant and Auxiliary Machinery Reference
Practical knowledge

table A-III/2
1.3.1 START UP AND SHUT DOWN MAIN AND AUXILIARY MACHINERY, INCLUDING
ASSOCIATED SYSTEMS
1.3.2 OPERATING LIMITS OF PROPULSION PLANTS
1.3.3 EFFICIENT OPERATION, SURVEILLANCE, PERFORMANCE ASSESSMENT AND
MAINTAINING SAFETY OF PROPULSION PLANT AND AUXILIARY MACHINERY
1.3.4 FUNCTIONS AND MECHANISM OF AUTOMATIC CONTROL FOR MAIN ENGINE
1.3.5 FUNCTIONS AND MECHANISM OF AUTOMATIC CONTROL FOR AUXILIARY
MACHINERY
51

COMPETENCE 1.3
Practical knowledge
ASSOCIATED SYSTEMS
Textbooks/Bibliography: T2, T5, T6, T7, T8, T9, T10, T11, T12, T13, T14, T15, T20, T21,
T22, T23, T31, T32, T38, T39, T40, T41, T42, T45, T46, T47, T48, T49, T50, T51, T52, T55,
T56, T61, T62, T63
Teaching aids: A1
1.1 Main machinery and associated systems (7 hours)
– describes precautions to be observed when starting up and shutting down
main machinery
– explains the need for authorized and documented procedures/checklist for
starting up main machinery
– describes limitations/conditions for starting up and shutting down main
machinery depending on types of main machinery
– describes the functions of interlocking and how they work while main
machinery is being started up
– explains procedures for starting up and shutting down main machinery in terms
of design features of main machinery including associated systems
– describes parameters and factors necessary to develop procedures for starting
up and shutting down main machinery including associated systems
– explains that principles of starting up and shutting down procedures of main
machinery are the same for any type of main diesel engine, steam turbine and
gas turbine
– describes precautions for conducting trial run of main machinery
1.2 Steam boilers and associated systems (6 hours)
– explains the need of developing procedures for starting up and shutting down
boilers depending on types and specifications of boilers
main and auxiliary boilers
– describes the standard procedures of firing up main and auxiliary boilers, and
building up steam pressure including the use of bypass functions
– describes the standard procedures of shutting down main and auxiliary boilers
– describes the preparations for associated systems including control systems
and drain system for starting up main and auxiliary boilers
1.3 Auxiliary prime mover and associated systems (4 hours)
– explains the general status of auxiliary prime movers and associated systems
before starting up depending on types of ships
prime movers
– describes the functions of interlocking and how they work while auxiliary prime
movers are being started up including automatic control systems
– describes the standard procedures of starting up and shutting down auxiliary
prime movers in terms of types and specifications of prime movers
52

COMPETENCE 1.3
Practical knowledge
1.4 Other auxiliary machinery (3 hours)

– explains the general status of other auxiliary machinery and associated
systems before starting up depending on types of ships
– explains the differences between auxiliary machinery used for ship’s propulsion
and others in terms of back-up systems and safety systems
– describes the standard procedures of starting up and shutting down auxiliary
machinery used for ship’s propulsion
1.3.2 OPERATING LIMITS OF PROPULSION PLANTS (8 hours)

Textbooks/Bibliography: T2, T7, T8, T11, T13, T15, T20, T21, T22, T38, T40, T41, T42,
T45
Teaching aids: A1
– describes the parameters concerning operating limits of main diesel engine such
as mean indicated pressure, maximum indicated pressure, shaft revolution, torque,
scavenging air pressure, exhaust gas temperature, cooling water temperature,
lubricating oil temperature, turbocharger revolution and others
– describes the parameters concerning operating limits of main steam turbine such as
steam inlet pressure and temperature, torque, revolution, vibration and others
– describes the parameters concerning operating limits of main gas turbine such as
exhaust gas temperature, torque, revolution, vibration and others
– describes the parameters concerning operating limits of main/auxiliary steam boiler
such as properties of boiler water, air/fuel ratio and others
– describes the parameters concerning operating limits of diesel, shaft and steam
turbine generator
– describes the design standards of propulsion plants concerning operating limits
of plant machinery such as sea water temperature, ambient temperature and fluid
velocity

T47
Teaching aids: A1, V1, V3, V5, V7, V8, V9, V10, V11, V12, V53, V69, V70, V74, V77
3.1 Diesel engines (10 hours)
– explains the use of indicator diagrams and draws diagrams to explain:
– compression pressure, maximum pressure and faults
– area of indicator diagram
– calculation of indicated and effective engine power
– calculating turbocharger efficiency
– estimation of effective engine power without indicator diagrams
– fuel index
– turbocharger speed
53

COMPETENCE 1.3
Practical knowledge
– detects faults from sample indicator diagrams

– discusses engine condition monitoring and evaluation systems with regard to:
– on line system with automatic sampling of engine parameters
supplemented by cylinder pressure measurement
– engine diagnosis system and computer controlled surveillance
3.2 Engine components (18 hours)
– interprets static and dynamic loads and stresses, identifying service limitations
of diesel engine components
– evaluates different fabrication methods of diesel engine components, including:
– welding
– forging
– utilizing composite materials
– plasma-spraying
– laser hardening
– use of ceramics and other special materials
– identifies two and four stroke operating cycle forces, couples, and moments,
relating these to design principles of:
– crankshafts
– bedplates
– foundations
– crossheads
– explains out of balance gas and inertia forces, couples, and moments, and
relate these to flywheels, balance weights, and first/second order balancing,
and hull vibration
– explains factors contributing to torsional vibration, and identify methods of
minimizing or eliminating harmful effects of critical speeds
– evaluates the calibration of:
– pistons
– cylinder liners
– piston rings
– bearings
– crankshafts, to identify wear patterns, limits, and means of correction
– specifies alignment and adjustment criteria of:
– crankshafts
– chain drives
– gear drives
– integral thrust bearings
– crossheads
– compiles specified working clearances and limits of all bearings, sliding
surfaces, and interference fits of a typical diesel engine, using engine builders’
manuals
54

COMPETENCE 1.3
Practical knowledge
3.3 Engine lubrication (8 hours)

– identifies diesel engine lubricant types, properties and applications
– outlines principles of diesel engine lubrication
– in relation to contamination and deterioration of diesel engine lubricants:
– discusses the sources, types and effects of contamination
– discusses the causes, types and effects of deterioration
– describes typical testing and treatment methods
– interprets typical results of testing, giving appropriate actions which should
be undertaken
– describes, using diagrams, the distribution of lubricating oil to diesel engines,
in particular:
– guides and crosshead bearings of slow speed diesel engines
– top end bearings of medium speed engines
– bottom end bearing
– main bearings
– camshaft drives, showing direction of flow, typical clearances, and stating
normal operating parameters
3.4 Fuel injection (12 hours)
– explains why atomization and penetration of fuel and the turbulence of air are
essential to optimum combustion in a diesel engine
– states typical injection pressures and viscosities for different grades of fuel
– describes how and why fuel pumps, camshafts and injectors are altered for
varying fuel types
– describes, with the aid of simple sketches, the difference between constant
and variable injection timing of fuel, showing materials, principal parts,
methods of operation and adjustments of common types of fuel pump
– compares injection requirements for slow speed, medium speed and high
speed diesel engines, including pilot injection and pre-combustion chambers
– identifies common service faults, symptoms and causes of combustion
problems, specifying appropriate adjustments, including methods of fuel pump
timing
– summarizes occupational health and safety aspects of handling and testing
fuel injection systems
– explains, using relevant diagrams and stating normal operating parameters:
– fuel valve cooling arrangement
– uni-fuel and dual-fuel systems (for high/medium viscosity fuel types)
– discusses the atmospheric pollution aspects of diesel engine combustion, and
give methods which reduce this pollution (especially SOx and NOx reduction)
3.5 Scavenging and supercharging (10 hours)
– evaluates the need for scavenging diesel engines
– compares methods of scavenging diesel engines
– specifies methods of providing pressurized air for combustion in diesel engines
55

COMPETENCE 1.3
Practical knowledge
– assesses pressure charging methods for diesel engines

– examines the working principles of turbochargers
– assesses lubrication and cooling requirements of turbochargers
– analyses typical faults and identify appropriate actions to be undertaken with
defective or damaged turbochargers
3.6 Starting and reversing (8 hours)
– describes starting procedures of diesel engines for power generation,
propulsion and emergency use
– explains starting and manoeuvring requirements/sequences for direct coupled
reversible and geared propulsion diesel engines, for fixed and controllable pitch
propeller applications
– describes, with labelled diagrams to indicate major components, typical
manoeuvring and reversing systems for propulsion diesel engines
– compares different methods of reversing direct coupled propulsion diesel
engines
– identifies common faults and identify appropriate actions to be undertaken with
typical diesel engine starting and manoeuvring systems
– compares the different methods of utilizing diesel engines for ship propulsion,
including:
– direct coupled, reversible slow and medium speed engines
– clutched and geared reversible and unidirectional medium speed engines
with a fixed pitch propeller
– clutched and geared reversible and unidirectional medium speed engines
with a controllable pitch propeller
– diesel electric drive
3.7 Cooling systems (4 hours)
– analyses the problems that may arise in cooling water spaces of diesel engines
– evaluates common methods of diesel engine cooling water treatment
– states the importance of maintaining diesel engine thermal efficiency and
evaluate thermal loads on engine components
– justifies cooling media selection and state the advantages and disadvantages
of various diesel cooling methods
– evaluates the tests used in the control of diesel engine cooling water treatment
– enumerates the normal operating limits for diesel engine cooling water
treatment
– interprets the implications of out of limit readings from water treatment tests
and state the corrective procedures which should be undertaken
– itemizes the sources and types of contamination of diesel engine cooling water
and explain the effects of these contaminations on the reserves of treatment
chemicals
– compares the procedures which may be used to counter contamination of
diesel engine cooling water
56

COMPETENCE 1.3
Practical knowledge
– explains, using relevant diagrams and stating normal operating parameters,

typical methods of cooling:
– medium and slow speed diesel engine pistons
– exhaust valves
– cylinders
– turbochargers
– cylinder heads
3.8 Diesel engine control and safety (4 hours)
– with respect to waste heat units:
– explains the design and operational factors that contribute to fires in waste
heat units
– discusses the generation of soot and hydrogen fires
– explains the possible consequences of such fires
– identifies routine cleaning and inspection criteria
– identifies symptoms of a fire
– gives appropriate actions to be undertaken upon fire detection in order to
contain/extinguish the fire
– identifies the risks of isolating a waste heat unit
– with respect to scavenge fires:
– explains the factors that contribute to a fire in the scavenge chamber of a
diesel engine
– explains the possible consequences of such fires
– specifies detection, protection and extinguishing devices
– identifies routine cleaning and inspection criteria
– identifies symptoms of a fire
– gives appropriate actions to be undertaken upon fire detection in order to
contain/extinguish the fire
– with respect to starting air lines:
– identifies principles of explosive mixtures
– describes how an air line explosion can occur
– explains the possible consequences of such an explosion
– identifies routine evaluation criteria of starting air systems for minimizing/
avoiding an explosion, and
– states how the risk of explosion may be minimized/avoided by protection
devices
– with respect to diesel engine crankcases and gearboxes:
– explains the factors and sequence of occurrences that contribute to
generation of explosive oil mist
– discusses the generation of primary and secondary explosions in these
spaces
– explains the possible consequences of such explosions
– specifies detection and protection devices
57

COMPETENCE 1.3
Practical knowledge
– states how the risk may be minimized in service

– states indications of hot spots and possible explosive atmospheres
– gives the correct procedure to be undertaken upon indication of a
potentially explosive atmosphere, in both diesel and dual fuel engines
– evaluates the causes and consequences of diesel engine overspeed, and give
procedures which must be undertaken in the event of such an occurrence
– explains, using diagrams, the operating principles of:
– oil mist detectors, giving testing procedures
– explosion relief doors
– crankcase breathers
– crankcase extraction fans
3.9 Diesel engine emergency operation (2 hours)
– explains emergency procedures for manoeuvring for diesel engines
– explains emergency procedures which may be undertaken with defective
clutches
3.10 Multi-engine propulsion arrangement (2 hours)
– explains the need for changing the output speed of prime movers
– defines gearing concepts, and explain the advantages and disadvantages of:
– utilizing gearing to change prime mover output speed
– involute gearing
– spur and helical gears
– assesses the need for disengaging prime movers from drive lines
– identifies common types of clutches and couplings used with prime movers
– outlines maintenance procedures associated with clutches
3.11 Air compressors and compressed air systems (3 hours)
– examines the functions and operation of all components including fittings and
safety devices of air compressors and compressed air systems
– evaluates the effects of common operational faults of single and multi-stage
air compressors, including: leaking valves, leaking piston rings, blocked filters,
blocked coolers
– explains the reasons and the effects of high levels of oil or water in compressed
air
– explains the effects of operating air compressors with synthetic lubricating oils
compared to operating with mineral lubricating oils
– describes a procedure for inspecting and maintaining air receivers and their
fittings
3.12 Hydraulic power system (6 hours)
– analyses functions and operation of all components including fittings and
safety devices of hydraulic power systems
– interprets symptoms, effects and remedial actions for common faults in
hydraulic power systems
58

COMPETENCE 1.3
Practical knowledge
3.13 Types of auxiliary boilers (9 hours)

– examines typical boiler types illustrating cross sections, attachments and
locations of all fittings, mountings, scantlings and methods of achieving water
circulation and gas flow
– distinguishes the material requirements for boiler components
– explains the construction of typical types of boilers
– explains functions and operation of all boiler components including fittings and
safety devices
– illustrates a typical boiler fuel system and its components
– examines the operation and maintenance procedures of boiler fuel systems
– analyses the combustion process, its monitoring system, and requirements for
proper combustion
– evaluates common types of burners and distinguish how atomization and
subsequent combustion is achieved
– identifies the protection devices, alarms and shutdowns used in combustion
control and fuel systems, and analyse their importance and methods of
operation
3.14 Auxiliary steam system (2 hours)
– illustrates a typical auxiliary steam system, showing the location and purpose
of all components
– develops a heat energy balance for an auxiliary steam system
– distinguishes the material requirements for auxiliary steam system components
– examines the construction and operation of typical auxiliary steam system
components
– explains the reasons for operating the auxiliary steam plant and its systems
at nominated temperatures and pressures, and the effects of departing from
these parameters
– analyses the symptoms of faults in steam traps, hot wells, de-aerators and
condensers
– analyses the requirements for contamination prevention between systems
3.15 Safety valves (4 hours)
– analyses the requirements for steam safety valves
– analyses the design formulae used for steam safety valves
– differentiates between common types of boiler safety valves in use and explain
how they are classified in terms of valve lift
– distinguishes the materials of construction of safety valves
– analyses operational problems that can occur with safety valves
– examines how a safety valve is inspected and overhauled, giving common
defects and areas of importance when inspecting
– formulates a procedure for setting safety valves, and examine the precautions
necessary when testing safety valves on boilers and waste heat unit
59

COMPETENCE 1.3
Practical knowledge
3.16 Boiler water levels (6 hours)

– discusses requirements for boiler water level indicators
– differentiates between common types of local boiler water level indicator in
use, explaining their different methods of construction and operation
– evaluates testing, maintenance and defect rectification procedures for local
boiler water level indicators
– differentiates between common types of remote boiler water level indicator in
use, explaining their different methods of construction and operation
– evaluates testing, maintenance and defect rectification procedures for remote
boiler water level indicators
3.17 Use of ‘sea water in boilers’ (0.5 hour)
– explains the reasons and the effects of using sea water in boilers
3.18 Use of ‘fresh water in boilers’ (0.5 hour)
– analyses the different types of impurities present in boiler, feed and make up
water
– explains how salts are precipitated from boiler and feed water, and the
consequences of this precipitation
– explains how metal is corroded in the boiler and feed system
3.19 Boiler water testing (3 hours)
– defines pH and explain how it is measured and controlled
– evaluates the tests used in the control of boiler and feed water treatment
– interprets the implications of out of limit readings from water treatment tests
and state the corrective procedures which should be undertaken
3.20 Boiler water treatment (9 hours)
– evaluates common methods of boiler, feed and make up water treatment
– shows how oxygen is eliminated in boilers
– enumerates the normal and maximum operating limits for boiler and feed water
treatment
– itemizes the sources and types of contamination of boiler, feed and make
up water and explain the effects of these contaminations on the reserves of
treatment chemicals
– compares the procedures which may be used to counter contamination of
boiler, feed, and make up water
3.21 Auxiliary steam turbines (9 hours)
– analyses the types, uses and methods of construction of auxiliary steam
turbines in use at sea
– examines the typical operating conditions, including temperatures and
pressures, of auxiliary steam turbines
– identifies the materials used in auxiliary steam turbines and ancillary equipment
– examines typical operational problems associated with auxiliary steam turbine
plants, the symptoms, effects and possible remedies of these faults
– explains the processes of warming through and shutting down auxiliary steam
turbine plants
60

COMPETENCE 1.3
Practical knowledge
– outlines the maintenance associated with optimum performance of an auxiliary

steam turbine plant
3.22 Boiler defects (3 hours)
– identifies the possible defects which may occur in a boiler, gas and water side,
giving their location, nature and effects
– outlines procedures commonly employed to rectify defects in boilers, and
explain the limitations of such repairs
– enumerates procedures for leak detection in boilers and other steam system
components, and explain the remedial actions which may be undertaken
3.23 Boiler and steam turbine survey and repairs (6 hours)
– examines the need for surveying auxiliary boilers, steam turbines and other
components of auxiliary steam systems
– outlines survey requirements for auxiliary boilers, steam turbines and other
– outlines the procedures for shutting down, isolating and opening up an auxiliary
boiler for inspection or during an emergency
3.24 Evaporators (6 hours)
– compares operation, performance, problems and applications of common fresh
water generation plants used at sea
– evaluates the need for treatment of evaporator water, and assess methods of
fresh water generation plant water treatment
3.25 Thermal fluid heating system (3 hours)
– examines typical thermal fluid heating systems and explain the advantages and
disadvantages of these systems
– explains the locations and functions of all components, fittings and safety
devices used in thermal fluid systems
– analyses the properties of thermal fluids used, effects of contamination, and
methods of testing the fluid
– compares thermal fluid plants with conventional steam plants

Textbooks/Bibliography: T7, T8, T10, T20, T21, T22, T40, T46, T47, T56, T62, T63
Teaching aids: A1
– describes system components and configuration for main engine automatic
control
– describes the meaning of the following functions used for main engine
automatic control including operation/control mechanism:
– automatic changeover from air running to fuel running
– start failure
– start impossible
– wrong way
61

COMPETENCE 1.3
Practical knowledge
– speed run-up program by revolution, load and/or combination control,

including bypass program for critical speed
– crash/emergency astern program
– speed control under rough/calm sea condition
– variable injection timing
– variable exhaust valve timing
– safety (automatic shutdown, automatic slowdown) system
– describes the function and mechanism of the electro-governing system for
revolution control
4.2 Steam turbines (3 hours)
– describes system components and configuration for main steam turbine
automatic control
– describes the meaning of the following functions used for main steam turbine
automatic control, including operation/control mechanisms:
– wrong way
– speed run-up program by revolution, load and/or combination control
– automatic rollover
4.3 Gas turbines (3 hours)
– describes system components and configuration for main gas turbine
automatic control
– describes the meaning of the following functions used for main gas turbine
– wrong way
– speed run-up program by revolution, load and/or combination control
– automatic rollover

MACHINERY
Textbooks/Bibliography: T7, T8, T9, T11, T14, T15, T23, T38, T42, T45, T46, T47, T49
Teaching aids: A1, V68, V76, V79, V86
5.1 Generator and distribution system (4 hours)
– describes system components and configuration for generator and distribution
system automatic control
62

COMPETENCE 1.3
Practical knowledge
– describes the following functions used for generator and distribution system
– full automatic control for generator and distribution system, including
automatic starting and stopping prime mover
– automatic synchronizing
– automatic load sharing
– optimum load sharing
– large motor start blocking
– preference trip
– protective/safety functions built in Automatic/Main Circuit Breaker (ACB
and VCB)
– automatic voltage (AVR) and frequency control
5.2 Steam boiler (5 hours)
– describes system components and configuration for steam boiler automatic
control
– describes the following functions used for steam boiler automatic control
including operation/control mechanisms:
– Automatic Combustion Control (ACC), including steam pressure control,
fuel oil flow control and air flow control
– automatic feed water control
– automatic steam temperature control
– protective/safety functions for steam boiler
5.3 Oil purifier (3 hours)
– explains the automation, monitoring and alarms of oil purifiers:
– temperature control
– automatic start
– automatic desludging
– partial desludging
– total desludging
– monitoring and alarms
– low/high temperature
– water content
– leakage monitoring
– treated oil flowing into heavy liquid side
– non-closure of bowl
– discharge detector for monitoring sludge discharge
– explains the automation, monitoring and alarms in refrigeration systems:
– if pump down cycle used on board for refrigeration system:
– automatic shutdown of compressor when all cold rooms attain
temperature by shutting off of solenoid valves and low pressure cut out
in suction line
63

COMPETENCE 1.3
Practical knowledge
– when one or more cold rooms temperature rises and solenoid valve/s
open and suction pressure rises, thereby suction cut in operates and
automatic start of compressor
– automatic shutdown and alarm in case of high pressure in discharge
line. Manual reset for restarting of compressor
– automatic shutdown of compressor and alarm in case of low pressure
of lubricating oil
– timer control for defrosting of evaporator coils of meat room and fish
room
– capacity control may be used on board for refrigeration compressor
– automatic control of steam spray for accommodation air conditioning
heating system
5.5 Pumping and piping system (1 hour)
– explains the automation, monitoring and alarms of pumping and piping
system:
– automatic start of standby pumps
– automatic start/stop of hydrophore pumps
– automatic water level control of boiler by feed pumps
– automatic cargo stripping system onboard tankers
– automatic heeling system
5.6 Steering gear system (2 hours)
– explains the automation, monitoring and alarms of steering systems:
– main and emergency steering systems
– autopilot system
– regaining of steering capability in case of single failure of the hydraulic
system
5.7 Cargo handling equipment and deck machinery (1 hour)
– explains the automation, monitoring and alarms of cargo handling equipment
and deck machinery:
– self-tensioning mooring winches
– automatic shutdown of cargo pumping on abnormal operating conditions
of inert gas system on board tankers
– automatic shutdown of cargo pumping/loading on tankers and gas carriers
64
IMO
COMPETENCE 1.4 Manage Fuel, Lubrication and Ballast Operations
Reference
TRAINING OUTCOME: STCW Code

table A-III/2
1.4.1 OPERATION AND MAINTENANCE OF MACHINERY, INCLUDING
PUMPS AND PUMPING SYSTEM
65
IMO
Reference
1.4.1 OPERATION AND MAINTENANCE OF MACHINERY, INCLUDING PUMPS AND

PUMPING SYSTEM
1.1 Bilge and ballast (2 hours)
– describes procedures for evaluating pumps, ejectors and pumping systems
including ship side valves, explains methods of identifying problems which
affect performance, and identify common faults and evaluate methods of
assessment
– illustrates the operation of self-priming systems as used on ballast or cargo
pumping arrangements
– explains the purpose and procedure for using bilge injection
– explains the main causes of corrosion in sea water systems and the regions
most affected
– compares corrosion and marine growth prevention systems used for pumps
and pumping systems, including impressed current, sacrificial anodes,
chemical injection, special coatings, chlorination and special materials
1.2 Prevention of pollution of the sea by oil (4 hours)
– describes in principle how bilge and ballast water are discharged
– lists the precautions to be taken when transferring or bunkering fuel oil and
lubricating oil
– describes the requirements for oily water separators
– explains how the mode and type of pump used affects the contamination of
oily water
– explains how the temperature, relative density and size of oil particles affect the
separation process
– explains the principles of the operation of a two stage and three stage
automatic oily water separator
– explains why and where pressure relief devices are fitted to a separator
– describes the function of a coalescer
– explains the principles and purpose of a separator probe
– describes how the automatic valve is controlled and operated
– lists the safeguards in an oily water separator system
– describes the automatic cleaning of an oily water separator
1.3 Sewage and sludge (4 hours)
– describes a sewage retention system
– explains why vacuum transportation systems are used
– describes the process where a comminutor and treatment with chlorine are
used
– describes the processes in a biological treatment plant
– explains how the sludge from a biological treatment plant is disposed of
66
IMO
Reference
– explains why biological treatment should be kept working continuously

– names the contaminants which would impair the treatment process
– describes the operation of chemical treatment plants
– lists the waste materials that can be incinerated
– explains how liquid and solid waste are prepared for combustion in an
incinerator
67
Part D1: Instructor Manual

The following notes are intended to highlight the main objectives or training outcomes of
each part of the function. The notes also contain some material on topics which are not
adequately covered in the quoted references.
This function covers the competences concerned with planning and scheduling operations;
start up and shut down of main and auxiliary machinery; performance monitoring; safety
management and fuel and ballast operations management.
Whilst dealing with theoretical and mathematical subjects, instructors are advised to provide
suitable practical examples, related to shipboard applications. This would help the trainees
achieve a better and thorough understanding of the principles involved in the theory.
It should be noted that the suggested learning time has been reduced where basic content
from operational level training should need only to be refreshed rather than learnt for the first
time. Instructors should ensure that trainees have understood the operational level content
before introducing the higher level concepts and features that are required at management
level.
1.1 MANAGE THE OPERATION OF PROPULSION PLANT MACHINERY

1.1 Design features and operative mechanism of marine diesel engine

and associated auxiliaries (15 hours)
Instructors should refer to V5, V12, V70, V78, T10, T15, T20, T21, T22, T40, T41 and T44 for
this subject, to deal with topics that
(i) Describe with the aid of sketches/computer aided drawing, material selection and
design features of the structure of diesel engine
(ii) Describe with the aid of sketches/computer aided drawing, material selection and
design features of the running gear of diesel engine
(iii) Describe with the aid of sketches/computer aided drawing, material selection and
design features of the fuel injection equipment of diesel engine
(iv) Describe with the aid of sketches/computer aided drawing, material selection and
design features of the combustion chamber components of diesel engine
(v) Describe with the aid of sketches/computer aided drawing, material selection
and design features of piston rings, compatibility to cylinder liner and cylinder
lubrication employed in a diesel engine
(vi) Describe with the aid of sketches the operative mechanism of diesel engine system.
68
FUNCTION 1 – PART D1: INSTRUCTOR MANUAL

2.1 Design features and operative mechanism of marine steam turbine

Instructors should refer to V10, V74, T8, T38, T42 and T45 for this subject, to deal with topics
that
design features of steam turbines
(ii) Describe with the aid of sketches the operative mechanism of steam turbines.
1.1.3 DESIGN FEATURES AND OPERATIVE MECHANISM OF MARINE GAS TURBINE AND
ASSOCIATED AUXILIARIES
3.1 Design features and operative mechanism of marine gas turbine

Instructors should refer to V65, T2, T22, T64 for this subject to deal with topics that
design features of gas turbines and
(ii) Describe with the aid of sketches the operative mechanism of a marine gas turbine.

4.1 Design features and operative mechanism of marine steam boiler

Instructors should refer to V10, V74, T8, T38, T42 and T45 for this subject to deal with topics
that
design features of marine steam boilers and
(ii) Describe with the aid of sketches/computer aided drawing, material selection and
design features of marine steam boiler feed water systems.

5.1 Design features and operative mechanism of propeller shaft

and associated ancillaries (5 hours)
Instructors should refer to T7, T11, T19, T35 and T36 for this subject to deal with topics
related to
(i) Establishing the shaft centre line
(ii) Deviation while building
69
(iii) Alignment deviation in service

(iv) Fair curve alignment
(v) Shaft checks
(vi) Shaft bearings
(vii) Coupling bolts
(viii) Stern tubes
(ix) Stern tube sealing arrangements
(x) Fixed pitch propellers
(xi) Methods of mounting fixed pitch propellers
(xii) Controllable pitch propellers
(xiii) Gears and clutches
(xiv) Reverse reduction gearbox
(xv) Flexible couplings and
(xvi) Air operated clutches.
1.2 PLAN AND SCHEDULE OPERATIONS Theoretical knowledge
1.1 Gas cycles/engine analysis (12 hours)
Instructors should refer to T2 and T18 for this subject to deal with the topics on
(i) Constant pressure and constant volume air standard cycles
(ii) Reciprocating internal combustion engine performance
(iii) Open and closed gas turbine systems and
(iv) Power, isentropic efficiency and thermal efficiency for gas turbines.
1.2 Properties of vapours (6 hours)
Instructors should refer to T2 and T18 for this subject.

(i) Saturation, dryness fraction and superheat
(ii) T-s, p-h, p-v, h-s diagrams
(iii) Fluid properties using steam tables
(iv) Throttling and separating calorimeters and
(v) Air in condensers.
Trainees should understand that the principles of steam apply to other vapours. Trainees
should have used tables of thermodynamic properties in earlier studies and will need to use
them in various training outcomes.
70
1.3 Steam cycles (9 hours)
(i) Rankine cycle. Turbine isentropic efficiency
(ii) Feed heating
(iii) Thermal efficiency and
(iv) Cycle on t-s diagram.
1.4 Refrigeration (6 hours)
(i) Vapour compression cycle
(ii) Refrigerant properties and hazards
(iii) Refrigerant tables
(iv) Cycle on p-h diagram
(v) Coefficient of performance
(vi) Refrigerant mass flow
(vii) Compressor calculations and
(viii) Secondary refrigerants.
1.5 Combustion (6 hours)
(i) Combustion equations
(ii) Fuel composition
(iii) Air-fuel ratio
(iv) Excess air
(v) Volumetric analysis of combustion products and
(vi) Calorific value.
1.6 Heat transfer (12 hours)
(i) Conduction, radiation and convection
(ii) Composite walls. Insulation
(iii) Film coefficient
(iv) Interface temperature
(v) Stefan-Boltzmann Law
71
(vi) Parallel flow and cross flow heat exchangers and

(vii) Logarithmic mean temperature difference.
1.7 Air conditioning (3 hours)
(i) Comfort conditions
(ii) Psychometric charts
(iii) Wet and dry bulb temperatures
(iv) Humidity
(v) Dewpoint
(vi) Dehumidifying and humidifying processes and
(vii) Air conditioning systems.
2.1 Balancing (4 hours)
Instructors should refer to T1 and T17 for this subject to explain

(i) Primary and secondary forces
(ii) Primary and secondary couples and
(iii) Complete balancing of reciprocating machinery
(iv) Critical speed.
2.2 Simple harmonic motion (6 hours)

(i) Equation of simple harmonic motion
(ii) Amplitude, frequency and periodic time
(iii) Vibrating spring mass systems
(iv) Springs
(v) Resonance
(vi) Transmissibility and
(vii) Vibrations of flywheels and gearwheels.
2.3 Stress and strain (10 hours)

(i) Stress and strain relationships in thin cylindrical and spherical shells
(ii) Stress in thin, rotating rims
72
(iii) Thermal stress

(iv) Stress in compound bars
(v) Elastic strain energy and
(vi) Stresses due to gradually applied and shock loads.
2.4 Torsion (8 hours)

(i) Stress, strain and strain energy due to torsion
(ii) Fundamental torsion equation
(iii) Reciprocating engine crank effort
(iv) Rudder stock turning moment from steering gear
(v) Deflection of helical springs and
(vi) Instructors should relate the theory to components used on board vessels. Highlight
the advantages of using a hollow shaft in marine application compared to a solid
shaft.
2.5 Combined stress (4 hours)
Instructors should refer to T1 and T17 for this subject to deal with topics on
(i) Stresses on an oblique plane
(ii) Material subjected to two perpendicular stresses
(iii) Axial and bending stress
(iv) Mohr’s stress circle. Principal stresses and strains and
(v) Combined bending and twisting.
2.6 Fluid mechanics (12 hours)
Instructors should refer to T1 and T17 for this subject to deal with topics on
(i) Volume and mass flow
(ii) Venturi meter
(iii) Bernouilli’s equation
(iv) Jets. Orifice coefficients
(v) Dynamic and kinematic viscosity
(vi) Reynolds’ number
(vii) Flow losses in pipes and fittings
(viii) Darcy’s formula and
(ix) Centrifugal pumps.
73
1.2.3 PROPULSIVE CHARACTERISTICS OF DIESEL ENGINES, STEAM

AND GAS TURBINES INCLUDING SPEED, OUTPUT AND
FUEL CONSUMPTION (20 hours)
3.1 Propeller and load diagrams
Instructors should refer to T20, T21 and T22 for this subject to deal with the topics on
(i) Propeller curve
(ii) Propeller design point
(iii) Fouled hull, sea margin and heavy propeller
(iv) Constant ship speed lines.
3.2 Propulsion characteristics diesel

(i) Continuous service rating
(ii) Engine margin
(iii) Limits for continuous operation
(iv) Limits for overload operation
(v) Specific fuel oil consumption (SFOC)
(vi) SFOC based on reference ambient conditions stated in ISO 3046/1-1986
(vii) Adjustment of SFOC for lower calorific value of fuels and ambient conditions
3.3 Propulsion characteristics steam plant

(ii) Engine margin
(iii) Constant ship speed lines
(iv) Limits for continuous operation
3.4 Propulsion characteristics gas turbine

(ii) Engine margin
(iii) Limits for continuous operation
(iv) Limits for overload operation
74

4.1 Marine diesel engine (5 hours)
Instructors should refer to T2 and T18 for this subject

(i) Dual cycle
(ii) Thermal efficiency of dual cycle and
(iii) Heat balance of marine diesel engine
4.2 Marine steam boiler and steam turbine (10 hours)

(i) Rankine cycle
(ii) Thermal efficiency of Rankine cycle
(iii) Heat balance of a marine steam plant
(iv) Boiler/turbine performances
(v) Boiler/turbine efficiency
4.3 Marine gas turbine (5 hours)

(i) Brayton cycle
(ii) Thermal efficiency of Brayton cycle and
(iii) Heat balance of marine gas turbine plant
Instructors should refer to V76, T48 and T49 for this subject to
(i) Assess common refrigerants used on board, using factors such as their properties,
economics of use, handling, health hazards and environmental impact
(ii) Explain the environmental concerns of traditional refrigerants and the methods
used to address these concerns
(iii) Explain correct procedures for the recovery of refrigerants from refrigeration
systems
(iv) Analyse functions and operation of all components including fittings and safety
devices of refrigeration and air conditioning plants
75
(v) Interpret symptoms, effects and remedial actions for common faults in refrigeration
and air conditioning systems
(vi) Precautions during cargo operations – re-circulation system of AHU
(vii) Explain the purposes and procedures for pumping down, leak test, refrigerant
charging and oil changing
(viii) Record keeping of refrigerant consumption.
6.1 Shore side and shipboard sampling and testing (1 hour)

(i) Appraise the importance and implications of continual monitoring of quality of fuels
and lubricants in efficient operation of machinery and
(ii) Explain the procedures available for testing fuels and lubricants, including
viscosity, water in oil, density, pour point, total base number (TBN), microbiological
contamination and other contamination.
6.2 Interpretation of test results (1 hour)
Instructors should refer to T7 and T11 for this subject to describe the facilities available for
laboratory testing of fuels and lubricants, the properties that can be determined, and how the
results can be interpreted and utilized in maintenance programme.
6.3 Contaminants including microbiological infection (2 hours)

(i) Outline procedures for dealing with contamination of oils by water, fuel in lubricating
oil, solid debris or other contaminants, including recognition of unacceptable levels
and possible consequences and
(ii) Examine the causes, symptoms, effects and methods of treatment of oils that have
been infected with microbiological organisms.
6.4 Treatment of fuels and lubricants including storage, centrifuging,

blending, pretreatment and handling (4 hours)

(i) Detail bunkering procedures and arrangements, explaining the importance of
following correct procedures
(ii) Evaluate the operation of centrifugal separators and analyse the factors that affect
optimum separation and
(iii) Explain the function and operation of a shipboard fuel blender and alternative fuel
treatments.
76
7.1 Engineering processes used in construction and repair (4 hours)
Instructors should refer to T7, T11 and T44 for this subject to
(i) Evaluate common fabrication techniques, including welding, forging and casting
and
(ii) Assess common repair techniques.
1.3 OPERATION, SURVEILLANCE, PERFORMANCE ASSESSMENT AND

Practical knowledge
ASSOCIATED SYSTEMS
1.1 Main machinery and associated systems (7 hours)
Instructors should refer to T2, T7, T8, T9, T10, T11, T12, T13, T15, T20, T21, T22, T39, T40,
T41, T46, T47 and T63 for this subject to enable trainees to interpret precautions and the
need of authorized procedures to start up main machinery, and mechanism and procedures
of starting up and shutting down main machinery depending on types of the machinery.
1.2 Steam boilers and associated systems (6 hours)
Instructors should refer to T2, T7, T8, T9, T11, T12, T13, T14, T38, T42, T45, T46 and T47
for this subject to enable trainees to interpret the general procedures of starting up and
shutting down steam boiler depending on the types and specifications of the boilers including
automatic control systems.
1.3 Auxiliary prime mover and associated systems (4 hours)
T46, T47 and T63 for this subject to enable trainees to interpret mechanism and procedures
of starting up and shutting down auxiliary prime movers depending on the types of the prime
movers including automatic control systems.
1.4 Other auxiliary machinery (3 hours)
T47, T48, T49, T50, T51, T52, T55, T56, T61 and T62 for this subject to enable trainees to
interpret and identify auxiliary machinery used for ship’s propulsion, their starting up and
shutting down procedures and how they contribute to safe and continuous operation of main
machinery.
77
1.3.2 OPERATING LIMITS OF PROPULSION PLANTS (8 hours)
Instructors should refer to T2, T7, T8, T11, T13, T15, T20, T21, T22, T38, T40, T41, T42
and T45 for this subject to enable trainees to examine and interpret running parameters/
factors concerning operating limits of propulsion machinery. Instructors should describe
how these running parameters/factors limit the operation range of the machinery including
their characteristics. In many cases, instruction manuals say specific operation limits and
instructors should also refer to some typical instruction manuals of the machinery.

Instructors should refer to V1, V9, V12, T10, T20, T21 and T22 to enable trainees to understand
(i) Indicator and draw diagrams, calculation of power, efficiency estimation of power
of engine using engine parameters like fuel index, engine RPM
(ii) Detection of fault from indicator diagrams and
(iii) Engine condition monitoring and evaluation.
Instructors would find considerable benefit from reading a wide range of books on marine
engineering and technical papers. Engine manufacturers provide their customers with manuals
which give instructions on the operation and maintenance of their engines. Such manuals
are of immense value to both instructors and trainees. Every effort should be made to obtain
manuals appropriate to the type of machinery which the trainees are likely to experience.
Currently, low-speed diesel engines are built mainly by three manufacturers – MAN B&W,
Wartsila Sulzer and Mitsubishi. The former two share the bulk of new tonnage and the latter
is largely confined to Japanese-built ships.
3.2 Engine components (18 hours)
Instructors should refer to V12, V70, V74, T1, T7, T11 and T17 for this subject to enable
trainees to
(i) Interpret static and dynamic loads and stresses, identifying service limitations, of
diesel engine components
(ii) Evaluate different fabrication methods of diesel engine components
(iii) Identify two and four stroke operating cycle forces, couples, and moments, relating
these to design principles
(iv) Explain out of balance gas and inertia forces, couples, and moments, and relate
these to flywheels, balance weights, and first/second order balancing, and hull
vibration
(v) Explain factors contributing to torsional vibration, and identify methods of
minimizing or eliminating harmful effects of critical speeds
78
(vi) Evaluate the calibration of pistons, cylinder liners, piston rings, bearings and
crankshaft
(vii) Specify alignment and adjustment criteria of Crankshafts, Chain drives, Gear
drives, Integral thrust bearings and crossheads
(viii) Compile specified working clearances and limits of all bearings, sliding surfaces,
and interference fits of a typical diesel engine, using engine builders’ manuals.
3.3 Engine lubrication (8 hours)
Instructors should refer to V7, V8, V12, V70, V74, T7 and T11 for this subject to enable
trainees to
(i) Identify diesel engine lubricant types, properties and applications
(ii) Outline principles of diesel engine lubrication
(iii) In relation to contamination and deterioration of diesel engine lubricants, discuss
the sources, types and effects of contamination, the causes, types and effects of
deterioration, typical testing and treatment methods, and interpret typical results
of testing, giving appropriate actions which should be undertaken
(iv) Describe, using diagrams, the distribution of lubricating oil to diesel engines, in
particular the Guides and crosshead bearings of slow speed diesel engines, Top
end bearings of medium speed engines, Bottom end bearing, Main bearings and
Camshaft drives, showing direction of flow, typical clearances, and stating normal
operating parameters.
3.4 Fuel injection (12 hours)
Instructors should refer to V5, T10, T20, T21 and T22 for this subject to enable trainees to
(i) Explain why atomization and penetration of fuel and the turbulence of air are
essential to optimum combustion in a diesel engine
(ii) State typical injection pressures and viscosities for different grades of fuel
(iii) Describe how and why fuel pumps, camshafts and injectors are altered for varying
fuel types
(iv) Describe, with the aid of simple sketches, the difference between constant and
variable injection timing of fuel, showing materials, principal parts, methods of
operation and adjustments of common types of fuel pump
(v) Compare injection requirements for slow speed, medium speed and high speed
diesel engines, including pilot injection and pre-combustion chambers
(vi) Identify common service faults, symptoms and causes of combustion problems,
specifying appropriate adjustments, including methods of fuel pump timing
(vii) Summarize occupational health and safety aspects of handling and testing fuel
injection systems
79
(viii) Explain, using relevant diagrams and stating normal operating parameters:
Fuel valve cooling arrangement
Uni-fuel and dual-fuel systems (for high/medium viscosity fuel types)
(ix) Discuss the atmospheric pollution aspects of diesel engine combustion, and give
methods which reduce this pollution (especially SOx and NOx reduction).
3.5 Scavenging and supercharging (10 hours)
Instructors should refer to T10, T20, T21 and T22 for this subject to enable trainees to evaluate
the need for scavenging in diesel engines, the methods of scavenging, the pressure charging
methods, the working principles of turbochargers, cooling and lubrication of turbochargers,
assessment of turbocharging, analyse typical faults and appropriate actions to be undertaken
with defective or damaged turbochagers.
3.6 Starting and reversing (8 hours)
Instructors should refer to T10, T20, T21 and T22 for starting procedures of diesel engines for
power generation, propulsion and emergency use, starting and manoeuvring requirements/
sequences for direct coupled reversible and geared propulsion diesel engines, for fixed and
controllable pitch propeller applications, typical manoeuvring and reversing systems for
propulsion diesel engines, compare different methods of reversing direct coupled propulsion
diesel engines, identify common faults and identify appropriate actions to be undertaken
with typical diesel engine starting and manoeuvring systems, compare the different methods
of utilizing diesel engines for ship propulsion, including: Direct coupled, reversible slow and
medium speed engines, Clutched and geared reversible and unidirectional medium speed
engines with a fixed pitch propeller, Clutched and geared reversible and unidirectional
medium speed engines with a controllable pitch propeller and Diesel electric drive.
3.7 Cooling systems (4 hours)
Instructors should refer to V69, T10, T20, T21 and T22 for this subject to enable trainees to
(i) Analyse the problems that may arise in cooling water spaces of diesel engines
(ii) Evaluate common methods of diesel engine cooling water treatment
(iii) State the importance of maintaining diesel engine thermal efficiency and evaluate
thermal loads on engine components
(iv) Justify cooling media selection and state the advantages and disadvantages of
various diesel cooling methods
(v) Evaluate the tests used in the control of diesel engine cooling water treatment
(vi) Enumerate the normal operating limits for diesel engine cooling water treatment
(vii) Interpret the implications of out of limit readings from water treatment tests and
state the corrective procedures which should be undertaken
(viii) Itemize the sources and types of contamination of diesel engine cooling water and
explain the effects of these contaminations on the reserves of treatment chemicals
80
(ix) Compare the procedures which may be used to counter contamination of diesel
engine cooling water and
(x) Explain, using relevant diagrams and stating normal operating parameters, typical
methods of cooling of Medium and slow speed diesel engine pistons, Exhaust
valves, Cylinders, Turbochargers and Cylinder heads.
3.8 Diesel engine control and safety (4 hours)
Instructors should refer to V9, V53, T10, T46 and T47 for this subject to enable trainees to
understand the following safety aspects
(i) With respect to waste heat units: explain the design and operational factors that
contribute to fires in waste heat units, generation of soot and hydrogen fires,
possible consequences of such fires, identify routine cleaning and inspection
criteria, identify symptoms of a fire. Appropriate actions to be undertaken upon fire
detection in order to contain/extinguish the fire, and identify the risks of isolating a
waste heat unit
(ii) With respect to scavenge fires: explain the factors that contribute to a fire in the
scavenge chamber of a diesel engine, explain the possible consequences of such
fires, specify detection, protection and extinguishing devices, identify routine
cleaning and inspection criteria, identify symptoms of a fire, and give appropriate
actions to be undertaken upon fire detection in order to contain/extinguish the fire
(iii) With respect to starting air lines: identify principles of explosive mixtures, describe
how an air line explosion can occur, explain the possible consequences of such an
explosion, identify routine evaluation criteria of starting air systems for minimizing/
avoiding an explosion, and state how the risk of explosion may be minimized/
avoided by protection devices.
(iv) With respect to diesel engine crankcases and gearboxes: evaluate the causes
and consequences of diesel engine overspeed, and give procedures which must
be undertaken in the event of such an occurrence and explain, using diagrams,
the operating principles of oil mist detectors, giving testing procedures, explosion
relief doors, crankcase breathers and crankcase extraction fans.
3.9 Diesel engine emergency operation (2 hours)
Instructors should refer to V9, V53, T10, T46 and T47 for this subject to enable trainees to
explain emergency procedures for manoeuvring for diesel engines and manoeuvring with
defective clutches.
3.10 Multi-engine Propulsion Arrangement (2 hours)
Instructors should refer to T7, T11 and T15 for this subject to enable trainees to
(i) Explain the need for changing the output speed of prime movers
(ii) Define gearing concepts, and explain the advantages and disadvantages of utilizing
gearing to change prime mover output speed, involute gearing, spur and helical
gears
(iii) Assess the need for disengaging prime movers from drive lines
81
(iv) Identify common types of clutches and couplings used with prime movers and
(v) Outline maintenance procedures associated with clutches.
3.11 Air compressors and compressed air systems (3 hours)
Instructors should refer to T7 and T11 for this subject to enable trainees to
(i) Examine the functions and operation of all components including fittings and safety
devices of air compressors and compressed air systems
(ii) Evaluate the effects of common operational faults of single and multi-stage air
compressors, including: leaking valves, leaking piston rings, blocked filters,
blocked coolers
(iii) Explain the reasons and the effects of high levels of oil or water in compressed air
(iv) Explain the effects of operating air compressors with synthetic lubricating oils
compared to operating with mineral lubricating oils and
(v) Describe a procedure for inspecting and maintaining air receivers and their fittings.
3.12 Hydraulic power system (6 hours)
Instructors should refer to V11, V77 and T15 for this subject to enable trainee to analyse
functions and operation of all components including fittings and safety of devices of hydraulic
power systems and interpret symptoms, effects and remedial actions for common faults in
hydraulic power systems.
3.13 Types of auxiliary boilers (9 hours)
Instructors should refer to V3, V10, V74, T7, T8, T11, T15, T38 and T42 for this subject to
enable trainees to
(i) Examine typical boiler types illustrating cross sections, attachments and locations
of all fittings, mountings, scantlings and methods of achieving water circulation
and gas flow
(ii) Distinguish the material requirements for boiler components
(iii) Explain the construction of typical types of boilers
(iv) Explain functions and operation of all boiler components including fittings and
safety devices
(v) Illustrate a typical boiler fuel system and its components
(vi) Examine the operation and maintenance procedures of boiler fuel systems
(vii) Analyse the combustion process, its monitoring system, and requirements for
proper combustion
(viii) Evaluate common types of burners and distinguish how atomization and subsequent
combustion is achieved and
(ix) Identify the protection devices, alarms and shutdowns used in combustion control
and fuel systems, and analyse their importance and methods of operation.
82
3.14 Auxiliary steam system (2 hours)
enable trainees to
(i) Illustrate a typical auxiliary steam system, showing the location and purpose of all
components
(ii) Develop a heat energy balance for an auxiliary steam system
(iii) Distinguish the material requirements for auxiliary steam system components
(iv) Examine the construction and operation of typical auxiliary steam system
components
(v) Explain the reasons for operating the auxiliary steam plant and its systems at
nominated temperatures and pressures, and the effects of departing from these
parameters
(vi) Analyse the symptoms of faults in steam traps, hot wells, de-aerators and
condensers and
(vii) Analyse the requirements for contamination prevention between systems.
3.15 Safety valves (4 hours)
Instructors should refer to V3, V10, V74, T7,T8, T11, T15, T38 and T42 for this subject to
enable trainees to
(i) Analyse the requirements for steam safety valves
(ii) Analyse the design formulae used for steam safety valves
(iii) Differentiate between common types of boiler safety valves in use and explain how
they are classified in terms of valve lift
(iv) Distinguish the materials of construction of safety valves
(v) Analyse operational problems that can occur with safety valves
(vi) Examine how a safety valve is inspected and overhauled, giving common defects
and areas of importance when inspecting
(vii) Formulate a procedure for setting safety valves, and examine the precautions
necessary when testing safety valves on boilers and waste heat unit.
3.16 Boiler water levels (6 hours)
enable trainees to
(i) Discuss requirements for boiler water level indicators
(ii) Differentiate between common types of local boiler water level indicator in use,
explaining their different methods of construction and operation
(iii) Evaluate testing, maintenance and defect rectification procedures for local boiler
water level indicators
83
(iv) Differentiate between common types of remote boiler water level indicator in use,
explaining their different methods of construction and operation and
(v) Evaluate testing, maintenance and defect rectification procedures for remote boiler
water level indicators.
3.17 Use of sea water in boilers (0.5 hour)
enable trainees to explain the reasons and the effects of using sea water in boilers.
3.18 Use of fresh water in boilers (0.5 hour)
enable trainees to
(i) Analyse the different types of impurities present in boiler, feed and make up water
(ii) Explain how salts are precipitated from boiler and feed water, and the consequences
of this precipitation and
(iii) Explain how metal is corroded in the boiler and feed system.
3.19 Boiler water testing (3 hours)
enable trainees to
(i) Define pH and explain how it is measured and controlled
(ii) Evaluate the tests used in the control of boiler and feed water treatment and
(iii) Interpret the implications of out of limit readings from water treatment tests and
state the corrective procedures which should be undertaken.
3.20 Boiler water treatment (9 hours)
enable trainees to
(i) Evaluate common methods of boiler feed and make up water treatment
(ii) Show how oxygen is eliminated in high pressure boilers
(iii) Enumerate the normal and maximum operating limits for boiler and feed water
treatment
(iv) Itemize the sources and types of contamination of boiler, feed and make up water
and explain the effects of these contaminations on the reserves of treatment
chemicals and
(v) Compare the procedures which may be used to counter contamination of boiler,
feed and make up water.
84
3.21 Auxiliary steam turbines (9 hours)
enable trainees to
(i) Analyse the types, uses and methods of construction of auxiliary steam turbines in
use at sea
(ii) Examine the typical operating conditions, including temperatures and pressures,
of auxiliary steam turbines
(iii) Identify the materials used in auxiliary steam turbines and ancillary equipment
(iv) Examine typical operational problems associated with auxiliary steam turbine
plants, the symptoms, effects and possible remedies of these faults
(v) Explain the processes of warming through and shutting down auxiliary steam
turbine plants and
(vi) Outline the maintenance associated with optimum performance of an auxiliary
steam turbine plant.
3.22 Boiler defects (3 hours)
enable trainees to
(i) Identify the possible defects which may occur in a boiler, gas and water side,
giving their location, nature and effects
(ii) Outline procedures commonly employed to rectify defects in boilers, and explain
the limitations of such repairs and
(iii) Enumerate procedures for leak detection in boilers and other steam system
components, and explain the remedial actions which may be undertaken.
3.23 Boiler and steam turbine survey and repairs (6 hours)
enable trainees to
(i) Examine the need for surveying auxiliary boilers, steam turbines and other
(ii) Outline survey requirements for auxiliary boilers, steam turbines and other
components of auxiliary steam systems and
(iii) Outline the procedures for shutting down, isolating and opening up an auxiliary
boiler for inspection or during an emergency.
3.24 Evaporators (6 hours)
enable trainees to compare operation, performance, problems and applications of common
fresh water generation plants used at sea and evaluate the need for treatment of evaporator
water, and assess methods of fresh water generation plant water treatment.
85
3.25 Thermal fluid heating system (3 hours)
enable trainees to examine typical thermal fluid heating systems and explain the advantages
and disadvantages of these systems, compare with conventional steam plant, explain the
locations and functions of all components, fittings and safety devices used in thermal fluid
systems and analyse the properties of thermal fluids used, effects of contamination, and
methods of testing the fluid.
Instructors should refer to T7, T10, T20, T21, T22, T40, T46, T47, T56, T62 and some typical
instruction manuals for this subject to enable trainees to interpret what components are
comprised to control main diesel engines and their operation mechanism. Functions for
controlling the main diesel engines must differ according to the engine types, specifications
and other factors; however, instructors should describe how the functions contribute/work to
the automatic control of the main diesel engines taking up the functions listed in the detailed
teaching syllabus.
4.2 Steam turbines (3 hours)
Instructors should refer to T8, T46, T47, T56, T62, T63 and some typical instruction manuals
for this subject to enable trainees to interpret what components are comprised to control
main steam turbines and their operation mechanism. Functions for controlling main steam
turbines must differ according to the engine types, specifications and other factors; however,
instructors should describe how the functions contribute/work to the automatic control of
main steam turbines taking up the functions listed in the detailed teaching syllabus
4.3 Gas turbines (3 hours)
Instructors should refer to T8, T46, T47, T56, T62, T63 and some typical instruction manuals
for this subject to enable trainees to interpret what components are comprised to control main
gas turbines and their operation mechanism. Functions for controlling main gas turbines must
differ according to the engine types, specifications and other factors; however, instructors
should describe how the functions contribute/work to the automatic control of main gas
turbines taking up the functions listed in the detailed teaching syllabus

MACHINERY
Instructors should refer to T14, T23, T55 and T62 for this subject to enable trainees to
interpret what components are generally comprised in the system to control the generator
and distribution system. Instructors should describe the meaning/aims of functions listed in
the detailed teaching syllabus and how the functions work
86
Instructors should refer to T8, T9, T11, T38, T42, T45 and T47 for this subject to enable
trainees to interpret what components/devices are generally comprised in the system to
control the steam boiler and how the components work. Instructors should describe the
meaning/aims of functions listed in the detailed teaching syllabus. With regard to ACC for
main boilers, as control methodologies must include higher level of control engineering so
that instructors should arrange suitable limitations to teach and should focus on operation
principles of the components.
5.3 Oil purifier (3 hours)
Instructors should refer to V87, T9 and T46 for this subject to enable trainees to understand
automation, monitoring and alarms, temperature control, automatic start and desludging,
detection of water content.
Instructors should refer to V76, T7, T11 and T49 for this subject to enable trainees to
understand
(i) Automation, monitoring and alarms in refrigeration system
(ii) Capacity control may be used on board for refrigeration compressor and
(iii) Automatic control of steam spray for accommodation air conditioning heating
system.
5.5 Pumping and piping system (1 hour)
Instructors should refer to V79, T7 and T11 for this subject to deal with pumping and piping
system. Explain with examples of piping system on different types of vessels such as bulk
carriers, tankers and other vessels.
5.6 Steering gear system (2 hours)
Instructors should refer to V68, V86, T7 and T11 for this subject to deal with topics on autopilot
system and regaining of steering capability in case of single failure of the hydraulic system.
5.7 Cargo handling equipment and deck machinery (1 hour)
Instructors should refer to T7, T11 and T15 for this subject to deal with topics on
(i) Self-tensioning mooring winches
(ii) Automatic shutdown of cargo pumping on abnormal operating conditions of inert
gas system on board tankers and
(iii) Automatic shutdown of cargo pumping/loading on tankers and gas carriers.
87
1.4 MANAGE FUEL, LUBRICATION AND BALLAST OPERATIONS
1.4.1 OPERATION AND MAINTENANCE OF MACHINERY, INCLUDING PUMPS AND

PUMPING SYSTEM
1.1 Ballast (2 hours)
Instructors should refer to V57, V60, R39, R40, T7 and T11 for this subject to
(i) Describe procedures for evaluating pumps, ejectors and pumping systems
including ship side valves, explain methods of identifying problems which affect
performance, and identify common faults and evaluate methods of assessment
(ii) Illustrate the operation of self-priming systems as used on ballast or cargo pumping
arrangements
(iii) Explain the main causes of corrosion in sea water systems and the region’s most
affected and
(iv) Compare corrosion and marine growth prevention systems used for pumps and
pumping systems, including impressed current, sacrificial anodes, chemical
injection, special coatings, chlorination and special materials.
Instructors should also explain to the trainees
International Convention for the Control and Management of Ships’ Ballast Water and
Sediments (BWM)
The Convention aims to prevent the potentially devastating effects of the spread of harmful
aquatic organisms carried by ships’ ballast water from one region to another.
The Convention will require all ships to implement a Ballast Water and Sediments Management
Plan. All ships will have to carry a Ballast Water Record Book and will be required to carry out
ballast water management procedures to a given standard. Existing ships will be required to
do the same, but after a phase-in period.
Instructors are advised to refer to the IMO website: www.imo.org for details.
1.2 Prevention of pollution of the sea by oil (4 hours)
Instructors should refer to T7 and T11 for this subject which

(i) Describes in principle how bilge and ballast water are discharged
(ii) Lists the precautions to be taken when bunkering fuel oil and lubricating oil
(iii) Describes the requirements for oily water separators
(iv) Explains how the mode and type of pump used affects the contamination of oily
water
(v) Explains how the temperature, relative density and size of oil particles affect the
separation process
88
(vi) Explains the principles of the operation of a two stage and three stage automatic
oily water separator
(vii) Explains why and where pressure relief devices are fitted to a separator
(viii) Describes the function of a coalesce
(ix) Explains the principles and purpose of a separator probe
(x) Describes how the automatic valve is controlled and operated
(xi) Lists the safeguards in an oily water separator system and
(xii) Describes the automatic cleaning of an oily water separator.
1.3 Sewage and sludge (4 hours)
Instructors should refer to T7 and T11 for this subject which

(i) Describes a sewage retention system
(ii) Explains why vacuum transportation systems are used
(iii) Describes the process where a comminutor and treatment with chlorine are used
(iv) Describes the processes in a biological treatment plant
(v) Explains how the sludge from a biological treatment plant is disposed of
(vi) Explains why biological treatment should be kept working continuously
(vii) Names the contaminants which would impair the treatment process
(viii) Describes the operation of chemical treatment plants
(ix) Lists the waste materials that can be incinerated and
(x) Explains how liquid and solid waste are prepared for combustion in an incinerator.
Reference to this training outcome is MARPOL Annex IV, which has entered into force and
many ships are equipped to comply in order to satisfy port regulations.
89
Function 2:
Electrical, Electronic and Control Engineering at
the Management Level
Function 2: Electrical, Electronic and Control Engineering

at the Management Level
INDEX
Page
Part B2: Course Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94

Timetable
Lectures
Course outline
Part C2: Detailed Teaching Syllabus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96

Introduction
2.1 Manage operation of electrical and electronic control
equipment Theoretical knowledge
2.2 Manage troubleshooting restoration of electrical and electronic
control equipment to operating condition Practical knowledge
Part D2: Instructor Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
93

Total hours
topic of Required
performance
Competence:
2.1 MANAGE OPERATION OF ELECTRICAL AND ELECTRONIC
CONTROL EQUIPMENT Theoretical knowledge
2.1.1 MARINE ELECTROTECHNOLOGY, ELECTRONICS, POWER
ELECTRONICS, AUTOMATIC CONTROL ENGINEERING AND
SAFETY DEVICES
.1 Marine electrotechnology 10
.2 Electronics, power electronics 30
.3 Automatic control engineering and safety devices 40 80
2.1.2 DESIGN FEATURES AND SYSTEM CONFIGURATION OF
AUTOMATIC CONTROL EQUIPMENT AND SAFETY DEVICES
FOR THE FOLLOWING:
.1 General requirements 2
.2 Main engine 20
.3 Generator and distribution system 2
.4 Steam boiler 2 26
2.1.3 DESIGN FEATURES AND SYSTEM CONFIGURATION OF
OPERATIONAL CONTROL EQUIPMENT FOR ELECTRICAL
MOTORS
.1 Three phase A.C. motor 6
.2 Three phase synchronous motors 4
.3 Effect of varying frequency and voltage of A.C. motors 4
.4 Motor control and protection 3
.5 Insulated gate bipolar transistor (IGBT) motor speed control 4
.6 Motor speed control by thyristors 2
.7 Three phase generators 7
.8 Three phase transformers 3
.9 Distribution 4
.10 Emergency power 3 40
2.1.4 DESIGN FEATURES OF HIGH-VOLTAGE INSTALLATIONS
.1 Design features of high-voltage installations 20
.2 Operational safety of high-voltage installations 2 22
2.1.5 FEATURES OF PNEUMATIC AND HYDRAULIC CONTROL
EQUIPMENT
.1 Hydraulic control equipment 5
.2 Pneumatic control equipment 5 10
94
Total hours
topic of Required
performance
2.2 MANAGE TROUBLESHOOTING AND RESTORATION OF
ELECTRICAL AND ELECTRONIC CONTROL EQUIPMENT TO
OPERATING CONDITION Practical knowledge
2.2.1 TROUBLESHOOTING OF ELECTRICAL AND ELECTRONIC
CONTROL EQUIPMENT
.1 Electrical safety 2
.2 Test equipment 12
.3 Interpretation of circuit symbols 12
.4 Logical six step troubleshooting procedure 8
.5 Generation 6
.6 Prime mover electrical controls 3
.7 Main air circuit breaker 3
.8 Protection of generators 4
.9 Electrical distribution systems 2
.10 Motors 4
.11 Electrical survey requirements 4
.12 Calibrate and adjust transmitters and controllers 3
.13 Control system fault finding 3 66
2.2.2 FUNCTION TEST OF ELECTRICAL, ELECTRONIC CONTROL
EQUIPMENT AND SAFETY DEVICES
.1 Function test of electrical, electronic control equipment and 12 12
safety devices
2.2.3 TROUBLESHOOTING OF MONITORING SYSTEMS
.1 Test and calibration of sensors and transducers of 12 12
monitoring system
2.2.4 SOFTWARE VERSION CONTROL
.1 Programmable logic controllers (PLC) 6
.2 Microcontrollers 6
.3 Digital techniques 8 20
Total for Function 2: Electrical, Electronic and Control Engineering at
288 hours
the Management Level
95

Manage Operation of Electrical and Electronic IMO
COMPETENCE 2.1
Control Equipment Theoretical knowledge Reference

table A-III/2
2.1.1 MARINE ELECTROTECHNOLOGY, ELECTRONICS, POWER ELECTRONICS,
AUTOMATIC CONTROL ENGINEERING AND SAFETY DEVICES
2.1.2 DESIGN FEATURES AND SYSTEM CONFIGURATION OF AUTOMATIC CONTROL
2.1.3 DESIGN FEATURES AND SYSTEM CONFIGURATION OF OPERATIONAL
CONTROL EQUIPMENT FOR ELECTRICAL MOTORS
2.1.5 FEATURES OF PNEUMATIC AND HYDRAULIC CONTROL EQUIPMENT
96

COMPETENCE 2.1

B114
Teaching aids: A1
1.1 Marine electrotechnology (10 hours)
– discusses the following in terms of electrical practice in ships
– materials of conductors – single wire and multi-stranded
– commonly used insulation material
– effect of temperature, oxidation, fire, oil, seawater, acids and solvents on
insulation materials
– sheathing of electric cables
– cable runs in machinery spaces, cargo holds and cold-storage chambers
– passing of cables through bulkheads and decks
– deck machinery
– fail safe brake
– coil operated brake
– deck winches and capstans, windlass and deck cranes
– electrical interference
– equipment susceptible to electric interference
– common sources of interference
– method of suppression of interference
1.2 Electronics, power electronics (30 hours)
– discusses the operation of semiconductor devices
– uni-junction transistor
– bipolar transistor, operation and characteristics, bias circuits, ac and dc
current gain, data sheets
– field effect transistors, operation
– thyristors, SCRs, GTOs, DIACs and TRIACs operation and characteristics
– insulated gate bipolar transistor (IGBT)
– snubber circuits, commutation, data sheets
– device applications in electronic control, surveillance and recording
systems, power supplies, rectification, smoothing circuits, stabilization,
switching, amplification, pulse shaping, clipping and clamping
– explains integrated circuits
– ideal operational amplifier, characteristics, types, mounting methods and
markings, advantages of ICs
– practical operational amplifier, circuit configurations
– CMRR, instrumentation amplifier, 4-20mA circuit
– voltage regulators, multivibrators
– IC applications and common circuits. Data sheets
97

COMPETENCE 2.1
– explains electronic fault diagnosis on board ship

– interpretation and use of electronic systems and subsystem circuit
diagrams, operation and maintenance manuals
– electronic test equipment, method of dmm display
– use of CRO as a testing and display instrument
– analysis of measurement and test result on components and circuits
– methods of fault detection
1.3 Automatic control engineering and safety devices (40 hours)
– explains the basic concepts of:
– open and closed control loops
– process control
– essential components in process control loops
– explains the operation and use of sensors and transmitters in shipboard
systems
– resistance temperature devices
– thermocouples
– flow and pressure measurement
– level measurement
– ambient temperature compensation
– viscosity measurement
– torque measurement
– force balance transmitters
– oil/water interface and oil in water monitoring
– the pneumatic flapper/nozzle system
– pneumatic 20 – 100 kPa, analog 4 to 20 mA signals, pneumatic pilot relays
– control air supply
– operational amplifiers
– electrical supply
– discusses controllers and basic control theory
– disturbances and time delays and means to reduce them
– two step, proportional, integral, and derivative control actions
– identifies the operation and use of final control elements
– diaphragm operated control valves
– flow/lift characteristics of control valves
– control valve actuators and positioners
– “fail – safe”, “fail – set” strategies
– wax element valves
– electrically operated valves
– control loop analysis
– temperature control systems
– level control systems
– pressure control systems
98

COMPETENCE 2.1
– split range and cascade control

– single, two and three element control
– explains the operation and use of governors
– need for governors
– governor terms, concepts and operation
– hydraulic governors
– digital governors, power sharing
– governing systems

EQUIPMENT AND SAFETY DEVICES FOR THE FOLLOWING:
Textbooks/Bibliography: T7, T8, T9, T11, T14, T15, T47
2.1 General requirements (2 hours)
– explains that electrical equipment designed for land use is often not suitable
for use in ships
– explains that as far as possible, all materials should be non-flammable;
explains where flame retardant materials may be used
– explains the meaning of the term flame retardant
– states the angles of heel and trim at which machinery should be capable of
operating
– explains the effect of temperature changes on:
– electromagnetic devices
– generator voltage
– discusses common maximum temperatures of air and sea water used for
design purposes
– explains that the axis of a rotating machine should not be placed athwart ships
unless so designed
– discusses the need to periodically check the security of all electrical
connections
– discusses requirements regarding the provision of electrical power and lighting
for normal operation and for an emergency
2.2 Main engine (20 hours)
– control theory
– changing set points
– basic control system design
– first order and second order systems
– transfer functions
– control system stability
– natural frequency and control systems
– time lag and time constant
– system response
99

COMPETENCE 2.1
– tuning
– system response
– control loop tuning
– Ziegler-Nichols, Cohen-Coon tuning methods
– signal transmission systems
– digital communication bus and fibre optic signal transmission systems
– final control elements
– control valve trim
– selecting control valves and their actuators
– valve sizing
– electronic PID Controllers
– single loop digital controllers
– manual and automatic tuning of electronic controllers
– monitoring and control systems
– boiler water level control
– advanced boiler combustion control
– diesel engine cooling control
– main engine control for FP and CP propellers
– alarm and monitoring systems
– general requirements of automatic control equipment and safety devices
– monitoring system
– safety system
– system independence
– local control
– failure mode and effect analysis
– power supply
– remote control – diesel propulsion
– control – electronic, electro-pneumatic, electro-hydraulic or pneumatic
– malfunctions – alarm, engine slow down, engine stop
– UMS systems
– concept of unattended machinery spaces (UMS)
– requirements of UMS
– bridge control
– testing regime for UMS
– instrumentation and safety in generator and distribution system
– auxiliary diesel generator alarm and shutdown
– automatic starting of propulsion auxiliaries
100

COMPETENCE 2.1

– following failures will have alarms and display – feedwater high salinity, high
water level, boiler pressure high and low, superheater outlet temperature high,
fuel pump low outlet pressure, heavy fuel temperature high and low (or high
and low viscosity), uptake high gas temperature, control system power failure,
atomization steam/air pressure low
– following failures will have alarms, display and automatic shutdown of boiler –
low water level, supply air pressure failure, ignition or flame failure
2.1.3 DESIGN FEATURES AND SYSTEM CONFIGURATION OF OPERATIONAL

CONTROL EQUIPMENT FOR ELECTRICAL MOTORS
3.1 Three phase A.C. motors (6 hours)
– construction, principle of operation of 3-phase induction motors
– design features of star and delta motors
– starting, speed controlling and braking methods of 3-phase induction motors
– load-torque characteristics and protection
3.2 Three phase synchronous motors (4 hours)
– construction
– principle of operation
– load characteristics
– power factor improvement with synchronous motors
3.3 Effect of varying frequency and voltage of A.C. motors (4 hours)
– speed
– temperature
– torque
– power output
– starting time, current
3.4 Motor control and protection (3 hours)
– D.C. motors
– A.C. motors
3.5 Insulated Gate Bipolar Transistor (IGBT) motor speed control (4 hours)
– gate driving characteristics with high current
– high frequency, high current switch
– advantages of IGBT in varying motor speed control
3.6 Motor speed control by thyristors (2 hours)
– application of thyristors in motor speed control
101

COMPETENCE 2.1
3.7 Three phase generators (7 hours)

– construction
– salient and cylindrical rotor types
– shaft generators
– excitation methods
– automatic voltage regulation
– synchronization
– parallel operation
– generator troubleshooting
3.8 Three phase transformers (3 hours)
– construction
– polarity
– configurations in star and delta combinations
– open delta configuration
3.9 Distribution (4 hours)
– main switchboard construction and configuration
– short circuit protection – fuses, main circuit breakers
– generator air circuit breaker
– protection coordination
– distribution configuration
– electrical equipment for tankers and hazardous areas and safety systems
3.10 Emergency power (3 hours)
– automatic starting arrangements for the emergency generator
– emergency power requirements
– essential and non essential circuits
– batteries

4.1 Design features of high-voltage installations (20 hours)
– generation and distribution of high voltage on ships
– electric propulsion system
– synchro-convertors and cyclo-convertors
– functional, operational and safety requirements for a marine high-voltage
system
– assigning qualified personnel to carry out maintenance and repair of
high-voltage switchgear of various types
– high-voltage system advantages
– advantages of an insulated system
– high-voltage circuit breakers
102

COMPETENCE 2.1
– high-voltage cable
– high-voltage fuses
– remedial action necessary during faults in a high-voltage system
– switching strategy for isolating components of a high-voltage system
– selection of suitable apparatus for isolation and testing of high-voltage
equipment
– switching and isolation procedure on a marine high-voltage system, complete
with safety documentation
– performance of insulation resistance and polarization index on high-voltage
equipment
4.2 Operational safety of high voltage installations (2 hours)
– knows how to use HV personal protection equipment (PPE): insulated gloves,
goggles, insulating bars, insulating footwear, mates, earthing cables, HV testers
– knows terms of certification of personal protection equipment
– explains HV safety procedures:
– permission and coordination of HV works
– information, warnings and protection against unauthorized influence on
safety
– assistance during HV work
– checking for voltage presence before any work starts
2.1.5 FEATURES OF HYDRAULIC AND PNEUMATIC CONTROL EQUIPMENT

Textbooks/Bibliography: T50
5.1 Hydraulic control equipment (5 hours)
– system components, hydraulic circuits, hydraulic system fitting and
maintenance
5.2 Pneumatic control equipment (5 hours)
– fluids, pneumatic circuits, pneumatic system fitting and maintenance
components and troubleshooting
103
Manage Troubleshooting and Restoration of

IMO
COMPETENCE 2.2 Electrical and Electronic Control Equipment to
Reference
Operating Condition Practical knowledge

table A-III/2
2.2.1 TROUBLESHOOTING OF ELECTRICAL AND ELECTRONIC CONTROL
EQUIPMENT
2.2.2 FUNCTION TEST OF ELECTRICAL, ELECTRONIC CONTROL EQUIPMENT AND
SAFETY DEVICES
104

IMO
Reference
2.2.1 TROUBLESHOOTING OF ELECTRICAL AND ELECTRONIC CONTROL

EQUIPMENT
Textbooks/Bibliography: T5, T6, T9, T14, T55, T56
Teaching aids: A1, V13, V14, V15, V17, V18, V19, V62
1.1 Electrical safety (2 hours)
– safety procedures to be adopted when working on electrical installations
– effects of electric current on the human body
1.2 Test equipment (12 hours)
– practical use of Meggers, multimeters and CRO
– care and precautions for carrying out open, short and insulation measurement test
1.3 Interpretation of circuit symbols (12 hours)
– circuit components, functional description
– construction of simple electrical circuits using relays, timers, contactors and
other components
1.4 Logical six step troubleshooting procedure (8 hours)
– symptom identification
– symptom analysis
– listing of probable faulty function
– localizing of faulty function
– localizing trouble to circuit
– failure analysis
1.5 Generation (6 hours)
– alternators, excitation methods, AVR and auto-synchronizing equipment
– manual load sharing and modern load sharing equipment
1.6 Prime mover electrical controls (3 hours)
– description, identification and operation of control components of the prime
mover for the alternator
1.7 Main air circuit breaker (3 hours)
– operating and servicing
1.8 Protection of generators (4 hours)
– instrumentation and control associated with the electrical protection of the
generating plant
– routine maintenance
1.9 Electrical distribution systems (2 hours)
– general layout, problems encountered using neutral configuration
– fault tracing in distribution circuits
1.10 Motors (4 hours)
– review of motor features and starting arrangements
– troubleshooting
– speed control of A.C. motors using solid state devices
– soft starters
105

IMO
Reference
1.11 Electrical survey requirements (4 hours)

– conducting tests to the requirements of survey
1.12 Calibrate and adjust transmitters and controllers (3 hours)
– differential pressure transmitter calibration
– electronic temperature transmitter calibration
– operation of a PID controller
– tuning a PID controller
– governors and controllable pitch propeller control
– tests, faults, and solutions
1.13 Control system fault finding (3 hours)
– fault finding methods
– governor faults
– evaluation and rectification of common control systems
– testing alarm and monitoring systems
– electric power supply for control systems

SAFETY DEVICES
Teaching aids: A1
2.1 Function test of electrical, electronic control equipment and safety devices
(12 hours)
– function test Over Current Relay (OCR)
– function test relays and magnetic contactors
– function test timers
– function test fuses
– function test MCCB
– function test ACB
– function test diodes
– function test Silicon Controlled Rectifier (SCR)
– function test temperature, pressure and level transmitters
– function test overspeed protection devices
– function test flame scanners
– function test fire detecting system
106

IMO
Reference

Teaching aids: A1
3.1 Test and calibration of sensors and transducers of monitoring system
(12 hours)
– testing and calibration of pressure sensor and transducer
– testing and calibration of temperature sensor and transducer
– testing and calibration of flow sensor and transducer
– testing and calibration of level sensor and transducer
– testing and calibration of tachometer sensor and transducer
– testing and calibration of viscometer sensor and transducer

Teaching aids: A1
4.1 Programmable logic controllers (PLC) (6 hours)
– basics of PLC operation
– comparison between hard-wired and programmable control operation
– advantages of PLCs
– binary number conversion
– digital logic gates and its practical application
– inputs and output modules and configuration of PLCs
– understanding of ladder logic and PLCs programming
– Human Machine Interface (HMI) and alteration of parameters in the programme
– basic software version and control of access
– maintenance of electronic control equipment and PLC controlled processes
– checking the programme validity and faultfinding and restoration of process
with the help of PLCs
4.2 Microcontrollers (6 hours)
– introduction to microcontroller
– basics of microcontroller
– analog to digital convertor
– digital interfaces
– serial peripheral interface
– communication with PC
– code integration
107

IMO
Reference
4.3 Digital techniques (8 hours)

– basic logic gates and derived logic gates
– boolean algebra
– principles and operation of digital integrated circuits (TTL and CMOS), adders,
flip flops, registers, counters, multiplexers, encoders and decoders
– memories, RAM, ROM, PROM, EPROM, UVPROM
– microprocessors, principles of operation, input/output functions, application in
marine control systems, programs, alteration of values
– single integrated circuit containing a processor core, memory and
programmable input/output peripherals
– program memory in the form of NOR flash or OTP ROM is also often included
on chip and RAM
– microcontrollers – designed for embedded applications and real time response
to events
– typical input and output devices – switches, relays, solenoids, LEDs, radio
frequency devices, and sensors for data such as temperature, humidity, light
level, etc.
– description and use of General Purpose Input/Output pins (GPIO)
– analog to digital converter (ADC)
– digital to analog converter (DAC)
108

The instructor manual is included to provide additional information to instructors and teachers.
It is designed to help in structuring and organizing this model course. It gives guidance on
the material that is to be presented and the workshops that should be conducted during the
course for marine environmental awareness. This manual reflects the views of the course
developers with respect to methodology and organization as well as what they consider
important in light of their experience as instructors of this course.
The guidance given is intended to give the instructor an operational baseline to develop
a course that will meet the particular local requirements and to use the instructor’s own
experience and ideas.
Guidance is also provided in a booklet titled ‘Guidance on the implementation of IMO model
courses’ which includes a checklist for preparation of courses.
■ Theory
Theory can be taught as classroom lectures, preferably supported by videos, pictures and
visual presentations.
Tips to present theory:

● Relate subjects to situations, which are familiar to participants
● Use enthusiastic presenters
● Ask questions, as this makes trainees think about the issue
● Encourage trainees to ask questions themselves and to interact during the
lectures. Some points are more important than others and should be emphasized.
To ensure that such points are remembered, they must be restated a number of
times preferably in different words
● Reiterate things that are complex – don’t worry about repeating information. Find
more than one way to get a point across. If someone doesn’t understand the first
time, you can word it differently and it might be clear the second time (or the third
time). Simple analogies are good. Ask if the audience understood the principle.
2.1 MANAGE OPERATION OF ELECTRICAL AND ELECTRONIC CONTROL

EQUIPMENT Theoretical knowledge

1.1 Marine Electrotechnology (10 hours)
Instructors should consult T14 for

(i) Materials of conductors – single wire and multi-stranded
(ii) Commonly used insulation material
109
(iii) Effect of temperature, oxidation, fire, oil, seawater, acids and solvents on insulation
materials
(iv) Sheathing of electric cables
(v) Cable runs in machinery spaces, cargo holds and cold-storage chambers
(vi) Passing of cables through bulkheads and decks
(vii) Deck Machinery
(viii) Fail safe brake
(ix) Coil operated brake
(x) Deck winches and capstans, windlass and deck cranes.

(i) Electrical Interference
(ii) Equipment susceptible to electric interference
(iii) Common sources of interference
(iv) Method of suppression of interference.
1.2 Electronics, Power Electronics (30 hours)
Instructors should consult T5, T6, T31, T32 and T51 for
(i) Semiconductor Devices
(ii) Uni-junction transistor
(iii) Bipolar transistor, operation and characteristics, bias circuits, AC and DC current
gain, data sheets
(iv) Field Effect Transistors, operation
(v) Thyristors, SCRs, GTOs, DIACs and TRIACs operation and characteristics
(vi) Insulated gate bipolar transistor (IGBT)
(vii) Snubber circuits, commutation, data sheets
(viii) Device applications in electronic control, surveillance and recording systems, power
supplies, rectification, smoothing circuits, stabilization, switching, amplification,
pulse shaping, clipping and clamping
(ix) Integrated Circuits
(x) Ideal operational amplifier, characteristics, types, mounting methods and markings,
advantages of ICs
(xi) Practical operational amplifier, circuit configurations
(xii) CMRR, instrumentation amplifier, 4-20mA circuit
(xiii) Voltage regulators, multivibrators
(xiv) IC applications and common circuits. Data sheets
110
(xv) Electronic Fault Diagnosis

(xvi) Interpretation and use of electronic systems and subsystem circuit diagrams,
operation and maintenance manuals
(xvii) Electronic test equipment, method of DMM display
(xviii) Use of CRO as a testing and display instrument
(xix) Analysis of measurement and test result on components and circuits
(xx) Methods of fault detection.
1.3 Automatic Control Engineering and safety devices (40 hours)
Instructors should consult T9, T46, T47 for

(i) Introduction
(ii) Sensors and transmitters
(iii) Controllers and Basic Control Theory
(iv) Final Control Elements
(v) Control Loop Analysis.
Instructors should consult T10, T15, T22 and B114 for Governors.

2.1 General Requirements (2 hours)
Instructors should consult the website of a classification society for following:

● Electrical equipment designed for land use is often not suitable for use in ships
● As far as possible, all materials should be non-flammable; where flame retardant
materials may be used
● Meaning of the term flame retardant
● Angles of heel and trim at which machinery should be capable of operating
● Effect of temperature changes on:
– Electromagnetic devices
– Generator voltage
● Common maximum temperatures of air and sea water used for design purposes
● Axis of a rotating machine should not be placed athwart ships unless so designed.
● Need to periodically check the security of all electrical connections
● Requirements regarding the provision of electrical power and lighting for normal
operation and for an emergency
111
2.2 Main Engine (20 hours)
Instructors should consult T60, T46 and V9 for

(i) Control Theory
(ii) Tuning
(iii) Signal Transmission Systems
(iv) Digital communication bus and fibre optic signal transmission systems
(v) Final Control Elements
(vi) Electronic PID Controllers
(vii) Monitoring & Control Systems.
Instructors should consult the website of a Classification society for:

(i) General requirements of automatic control equipment and safety devices
(ii) Remote control – Diesel propulsion and
(iii) UMS Systems.
Instructors should refer to T14, V14, V15 and V62 for following:
● Instrumentation and Safety in Generator and Distribution system
● Auxiliary Diesel Generator Alarm and Shutdown
● Automatic Starting of Propulsion Auxiliaries
Instructors should refer to T7, T8, T9, T11, T15 and T47 for following:
● Following failures will have alarms and display – feedwater high salinity, high water
level, boiler pressure high and low, superheater outlet temperature high, fuel pump
low outlet pressure, heavy fuel temperature high and low (or high and low viscosity),
uptake high gas temperature, control system power failure, atomization steam/air
pressure low
● Following failures will have alarms, display and automatic shutdown of boiler – low
water level, supply air pressure failure, ignition or flame failure.
2.1.3 DESIGN FEATURES AND SYSTEM CONFIGURATION OF OPERATIONAL CONTROL

EQUIPMENT FOR ELECTRICAL MOTORS
3.1 Three Phase A.C. Motors (6 hours)
Instructors should consult T5, T6 and T14 for

(i) Construction, principle of operation of 3-phase induction motors
112
(ii) Design features of star and delta motors

(iii) Starting, speed controlling and braking methods of 3-phase induction motors
(iv) Load-torque characteristics and protection.
3.2 Three Phase Synchronous Motors (4 hours)

(i) Construction, Load characteristics
(ii) Principle of operation
(iii) Power factor improvement with synchronous motors.
3.3 Effect of varying frequency and voltage of A.C. Motors (4 hours)

(i) Speed
(ii) Temperature
(iii) Torque
(iv) Power output and
(v) Starting time, current.
3.4 Motor control and protection (3 hours)

(i) D.C. motors and
(ii) A.C. motors.
3.5 Insulated Gate Bipolar Transistor (IGBT) motor speed control (4 hours)

(i) Gate driving characteristics with high current
(ii) High frequency, high current switch and
(iii) Advantages of IGBT in varying motor speed control.
3.6 Motor speed control by Thyristors (2 hours)
Instructors should consult T58 for Application of thyristors in motor speed control.
3.7 Three Phase generators (7 hours)

(i) Construction.
(ii) Salient and cylindrical rotor types
113
(iii) Shaft generators

(iii) Excitation methods
(iv) Automatic voltage regulation
(v) Synchronization
(vi) Parallel operation and
(vii) Generator troubleshooting.
3.8 Three Phase Transformers (3 hours)

(i) Construction
(ii) Polarity
(iii) Configurations in Star and Delta combinations and
(iv) Open delta configuration.
3.9 Distribution (4 hours)
Instructors should consult T14 and V15 for

(i) Main switchboard construction and configuration
(ii) Short circuit protection – fuses, main circuit breakers
(iii) Generator air circuit breaker
(iv) Protection coordination
(v) Distribution configuration
(vi) Electrical equipment for tankers and hazardous areas and safety systems.
3.10 Emergency Power (3 hours)
Instructors should consult T14 and V13 for

(i) Automatic starting arrangements for the emergency generator
(ii) Emergency power requirements
(ii) Essential and non essential circuits and
(iii) Batteries.
4.1 Design features of high-voltage installations (20 hours)

(i) Generation and distribution of high voltage on ships
114
(ii) Electric propulsion system

(iii) Synchro-convertors and cyclo-convertors
(iv) Functional, operational and safety requirements for a marine high-voltage system
(v) Assigning qualified personnel to carry out maintenance and repair of high-voltage
switchgear of various types
(vi) High-voltage system advantages
(vii) Advantages of an insulated system
(viii) High-voltage circuit breakers
(ix) High-voltage cable
(x) High-voltage fuses
(xi) Remedial action necessary during faults in a high-voltage system
(xii) Switching strategy for isolating components of a high-voltage system
(xiii) Selection of suitable apparatus for isolation and testing of high-voltage equipment
(xiv) Switching and isolation procedure on a marine high-voltage system, complete with
safety documentation
(xv) Performance of insulation resistance and polarization index on high-voltage
equipment.
4.2 Operational Safety of High Voltage Installations (2 hours)
The training in this topic provides basic knowledge of:

● personal safety equipment for HV works
● testing equipment for HV works
● safety procedures for HV works.
Practical training in the operation of high-voltage systems could be extended on the basis
of courses organized by specialized training centres which must adhere to relevant national
legislation.
2.1.5 FEATURES OF PNEUMATIC AND HYDRAULIC CONTROL EQUIPMENT
5.1 Hydraulic Control Equipment (5 hours)
Instructors should consult T50, V11 and V77 for hydraulic control equipment. Directional
control valves, control equipment, filter, regulators, lubricators should be adequately covered
with reference to position control and velocity control systems.
5.2 Pneumatic Control Equipment (5 hours)
Instructors should consult T50 for pneumatic control equipment. Directional control valves,
control equipment, filter, regulators, lubricators should be adequately covered with reference
to position control and velocity control systems.
115
2.2 MANAGE TROUBLESHOOTING AND RESTORATION OF ELECTRICAL

AND ELECTRONIC CONTROL EQUIPMENT TO OPERATING CONDITION
Practical knowledge
2.2.1 TROUBLESHOOTING OF ELECTRICAL AND ELECTRONIC CONTROL EQUIPMENT
1.1 Electrical Safety (2 hours)
Instructors should consult T5, T6, T14 and V13 for

(i) Safety procedures to be adopted when working on electrical installations and
(ii) Effects of electric current on the human body.
1.2 Test Equipment (12 hours)
Instructors should consult T14, V17 and V19 for

(i) Practical use of Meggers, multimeters and CRO and
(ii) Care and precautions for carrying out open, short and insulation measurement
test.
1.3 Interpretation of Circuit Symbols (12 hours)

(i) Circuit components and
(ii) Construction of simple circuits. Practicals shall include numerous diagrams and
interpretation by the candidates.
1.4 Logical six step troubleshooting procedure (8 hours)
Instructors should consult T55 for troubleshooting. Instructors should explain the six steps
troubleshooting procedures
(i) Symptom identification
(ii) Symptom analysis
(iii) Listing of probable faulty function
(iv) Localizing of faulty function
(v) Localizing trouble to circuit and
(vi) Failure analysis.
1.5 Generation (6 hours)
Instructors should consult T5, T6, T14 and V62 for Generation. AVR, Reactive loading of
Alternators in parallel, excitation schemes, pilot excitation, residual excitation, ‘flashing up’
the alternator are topics that are covered in this section. Particular attention is paid to the
alternators, the manner in which power is shared and the roles of the governor and the AVR
in parallel operation. Power factor relation and some charts as follows may be made use
116
of. The relation between KVA, KVAR, power factor should be explained by varying electrical
loads on the system.
1.6 Prime Mover Electrical Controls (3 hours)
The electrical controls of prime movers include monitoring equipments viz. luboil pressure,
cooling freshwater temperature, RPM, etc.
1.7 Main Air Circuit Breaker (3 hours)
Instructors should consult T14 and V15 for Main Air Circuit Breaker (ACB). The testing of ACB
functions except the OCR can be done by ship’s staff because current injectors are normally
not available on board ships. Inspections of the ACB’s shutdown circuits, reverse power
etc. are carried out by ship staff. The ‘drawout’ position of the ACB and the subsequent
testing should be explained. SF6 breakers and Vacuum breakers are used in High-Voltage
installations.
1.8 Protection of Generators (4 hours)
The basic plant protection include

● Lubricating oil pressure low pressure
● Cooling Fresh water high temperature
● Overspeed
● Fuel oil leak off
Instructors should discuss that plant installation may have more than one sensor for the
purpose of monitoring the above mentioned parameters. The difference between the alarm
monitoring system and the shutdown system is to be adequately highlighted. Calibration and
testing routines are also to be explained.
1.9 Electrical Distribution Systems (2 hours)
Instructors should consult T14, V14 and V18 for Electrical distribution Systems. The need for
3 phase, three wire and insulated neutral system to be explained. Monitoring earth fault in
440V AC and lighting circuits to be explained. Earth lamp and insulation monitoring device
for earth faults to be explained.
Need for early elimination of earth fault in 440V AC should be explained. Method of testing
and removal of earth fault in 440V AC and lighting circuit to be explained. If it is possible, then
a practical demonstration of above may be carried out.
1.10 Motors (4 hours)
Instructors should consult T58 for this subject.
1.11 Electrical Survey Requirements (4 hours)
Instructors to consult T14 and V19 for this subject.
117
1.12 Calibrate and Adjust Transmitters and Controllers (3 hours)
1.13 Control System Fault Finding (3 hours)

SAFETY DEVICES
2.1 Function test of electrical, electronic control equipment and

safety devices (12 hours)
Instructors should consult T14, T23, T55 and T56 for this subject.
3.1 Test and calibration of sensors and transducers of

monitoring system (12 hours)
Instructors should consult T61 for this subject. Testing of sensors and calibration of
instrumentation systems should be covered in extensive detail permitting demonstration and
practical involvement.
The sensor testing should be realistic such as temperature baths for PT100s, thermocouples,
thermistors and other heat sensing elements. The nature of the response is to be studied in
accordance with the ‘upstream requirements’.
Note: This has a direct bearing on the understanding of Control systems (electronic type)
Calibration is a function of procedure. The procedure for each instrumentation loop or system
will be less or more extensive based on the hardware. The elements in the instrumentation
loop need to be identified and then the element has to be calibrated.
E.g. Oxygen Monitor for IG systems – While the calibration procedure for a NGK or a Servomex
would be explicitly mentioned in the manuals, it is actually a calibration of the functional
electronics and the instrumentation amplifier. The primary sensor in this case cannot be
accessed at all. The indicators in the loop for the CCR, bridge and other remote indications
are however on a different loop.
4.1 Programmable logic controllers (PLC) (6 hours)
118
Basics of PLC operation
While covering the basics of PLC based systems operations a categorical division between
what the PLC controls and what the rest of the hardware in a system independently manages
shall be distinguished. Very often the PLC does not control various continuous control or
analog parameters of the system and these are managed by discrete circuits or units.
Comparison between hard-wired and programmable control operation
The instructor must draw parallels and point out the differences and similarities between
these two types of systems. Relay based systems allow for ‘familiar’ though not ‘easy’
troubleshooting. The concept of hardwiring to a PLC based system to peripheral devices
and their control actions being governed by program or parametric changes needs to be
covered in detail. This introduces the use and functions of registers, counters, times and the
necessary API’s.
Inputs and output modules and configuration of PLCs
Various types of modules in a PLC based system are to be introduced. The analog modules
are to be covered in reasonable detail covering the sections that lead to the various types of
inputs and standard outputs that the system is capable of addressing/generating.
Methods of Programming
Amongst the various methods of programming the ‘Ladder logic’ diagrams though increasingly
popular, Human Machine Interface (HMI) and alteration of parameters in the programme is
an important segment of this section. It is to be distinguished from upward network systems
in the initial stages before the candidates are exposed to multi-drop systems with more than
one ‘Master’ on the same system bus.
4.2 Microcontrollers (6 hours)
Instructors should consult T62 for this subject. While the working knowledge of microcontrollers
varies from that of digital techniques or microprocessors applied to computational machines,
the candidates must understand the implications of working with microcontrollers. The
Motorolla, Atmel, Philips and other derivatives of the 8051 or similar should be demonstrated
with application areas, ranging from control system for supervision of machinery to embedded
systems.
Communication related to microcontrollers shall be explained and the difference between

the physical standard and the overlying protocol aptly communicated. Due diligence must
be paid so as not to generalize the communication interfaces between higher level platforms
such as PLC and computers and the embedded system.
Noise immunity, crystal frequencies, buffer circuits, current drivers are within the gamut of
this section.
4.3 Digital Techniques (8 hours)
Instructors should consult T31, T51 and T52 for this subject.
119
Logic Gates – Instructors should demonstrate electronic gates and Boolean logic. Whilst
this is done the need to co-relate ‘gates’ to analysis of pneumatic, hydraulic or electrical
systems should be referenced. (E.g. valves in series, parallel, etc.)
Boolean Algebra should be limited to equations and product of multiples should not be
included nor Karnaugh maps.
The following gates should have been covered – NOT, AND, OR, NAND, EX-OR. The logical
expression of the gate in terms of I/O relation should be covered. (E.g. Y = A.B [ Y = A AND B)
The use of counters should be demonstrated through the use of a pulse generator and with
a binary or decimal output. Co-relation between the counter and the pulse counter for rpm of
the flywheel is a good starting point.
Flip – Flops with clock (JK) shall be included for demonstration. Due reference to standby
pump monitoring systems may be made and the conceptual building block be demonstrated
by means of a bi-stable pneumatic directional control valve.
Memories – While the various types of memories covered in this section are relevant, trainees
should be exposed to the awareness and develop an ability to recognize volatile & non-volatile
memory elements. Genuine usage of this would reflect in the PLC or Industrial automation
segment where the configuration settings are volatile. The use of a CMOS battery or backup
battery should be duly covered in this section for the sake of completeness.
Microprocessors – The scope of the course should be taken into account and the depth of
the subject should be limited to functional descriptions, working principles and interface to
the real world. Similar techniques should be applied for Microcontrollers.
ADC & DAC – The principles of ADC (analog to digital conversion) having been covered, the
methods and circuit diagrams are unnecessary. The application of the ADC, the difference
between analog instrumentation and ADC and multiplexers should be covered as a whole to
orient the candidature towards automation and monitoring systems.
I/O – While real world interfacing is covered, the intelligent CPU’s covered in the
microprocessors or microcontrollers section should be used to connect to hardware peripheral
analog and digital loads such as lamps, switches, solenoids, meters, potentiometers. Due
diligence must be paid to ensure that the candidate has an understanding of power sourced
and the enhancement of power levels through galvanic isolation (relays, solid state power
devices, etc.)
Electronic troubleshooting shall include storing or referencing the volatile configuration

settings of universal devices that may be used in various applications but are made specific
for task by setting the configuration settings.
120
Function 3:
Maintenance and Repair at the Management Level
Function 3: Maintenance and Repair at the

Management Level
INDEX
Page
Part B3: Course Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124

Timetable
Lectures
Course outline
Part C3: Detailed Teaching Syllabus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

Introduction
3.1 Manage safe and effective maintenance and repair procedures
3.2 Detect and identify the cause of machinery malfunctions and
correct faults Practical knowledge
3.3 Ensure safe working practices Practical knowledge
123

Total hours
topic of Required
performance
Competence:
3.1 MANAGE SAFE AND EFFECTIVE MAINTENANCE AND REPAIR
PROCEDURES
3.1.1 MARINE ENGINEERING PRACTICE
Theoretical knowledge
.1 Planned maintenance system as per ISM Code 5
3.1.2 MANAGE SAFE AND EFFECTIVE MAINTENANCE AND REPAIR
PROCEDURES
Practical knowledge
.1 Manage safe and effective maintenance and repair 10
procedures relevant to 3.1.1
3.1.3 PLANNING MAINTENANCE, INCLUDING STATUTORY AND
CLASS VERIFICATIONS
Practical knowledge
.1 Planning maintenance, including statutory and class 5
verifications relevant to 3.1.1
3.1.4 PLANNING REPAIRS
Practical knowledge
.1 Planning repairs relevant to 3.1.1 5 25
3.2 DETECT AND IDENTIFY THE CAUSE OF MACHINERY
MALFUNCTIONS AND CORRECT FAULTS
Practical knowledge
3.2.1 DETECTION OF MACHINERY MALFUNCTIONS, LOCATION OF
FAULTS AND ACTION TO PREVENT DAMAGE
.1 Unplanned maintenance 5
3.2.2 INSPECTION AND ADJUSTMENT OF EQUIPMENT
.1 Inspection and adjustment of equipment relevant to 3.1.1 5
3.2.3 NON-DESTRUCTIVE EXAMINATION
.1 Different types of non-destructive examination 10 20
124
Total hours
topic of Required
performance
3.3 ENSURE SAFE WORKING PRACTICES
Practical knowledge
3.3.1 SAFE WORKING PRACTICES
.1 Risk assessment 1
.2 Safety officials 1
.3 Personal protective equipment 1
.4 Work equipment 1
.5 Safety induction 1
.6 Fire precautions 1
.7 Emergency procedures 1
.8 Safe movement 1
.9 Safe system of works 1
.10 Entering enclosed or confined spaces 2
.11 Permit to work systems 2
.12 Manual handling 1
.13 Use of work equipment 1
.14 Lifting plant 1
.15 Maintenance of machineries 1
.16 Hot work 1
.17 Painting 1
.18 Hazardous substances 1
.19 Noise and vibrations 1 21
Total for Function 3: Maintenance and Repair at the Management
66 hours
Level
125

Manage Safe and Effective Maintenance and IMO
COMPETENCE 3.1
Repair Procedures Reference

table A-III/2
Theoretical knowledge
3.1.2 MANAGE SAFE AND EFFECTIVE MAINTENANCE AND REPAIR PROCEDURES
Practical knowledge
3.1.3 PLANNING MAINTENANCE, INCLUDING STATUTORY AND CLASS
VERIFICATIONS
Practical knowledge
Practical knowledge
126

COMPETENCE 3.1

Theoretical knowledge R1, R4
Textbooks/Bibliography:
1.1 Discusses the preparation and use of planned maintenance systems (PMS) as
per ISM Code (5 hours)
– objective of PMS
– equipment covered under PMS
– critical equipment
– preparation of vessel specific PMS
– maintenance schedule and job procedures
– updating of maintenance schedule
– spare parts inventory
– recording of defects
3.1.2 MANAGE SAFE AND EFFECTIVE MAINTENANCE AND REPAIR PROCEDURE

Practical knowledge
Textbooks/Bibliography: T36 R1
Teaching aids: A1
2.1 Manage safe and effective maintenance and repair procedures relevant to
3.1.1 (10 hours)
– discusses the preparation and practice of dry-docking, in-water survey and lay
up
– dry-dock repair file
– preparation of dry-dock repair specification
– dry-docking and in-water survey
– initial and final dry-dock inspection
– supporting the vessel in dry-dock
– preparations for dry-docking and undocking
– survey work and maintenance during dry-dock
– typical arrangements for the supply of electrical power, fresh water and
sanitation facilities while the vessel is in dry-dock
– special arrangements during dry-dock for the prevention of fires and
explosions
– management of oil and water tanks during dry-dock. Testing of tanks by
hydrostatic and pneumatic means
– describe the preparations, inspections, records, planning, maintenance and
events which occur with dry-docking and in-water hull surveys
– lay ups. Plan aspects of dry-docking, in water hull cleaning and vessel
layup/reactivation
127

COMPETENCE 3.1
3.1.3 MANAGE SAFE AND EFFECTIVE MAINTENANCE AND REPAIR PROCEDURE

Practical knowledge
Teaching aids: A1
3.1 Planning maintenance, including statutory and class verifications relevant to
3.1.1 (5 hours)
– discusses procedures for planned maintenance that requires dismantling and
inspection/calibrations
– dismantled in sequential order as per manufacturer’s instruction manual
– cleaned prior to inspection
– inspected and/or calibrated as appropriate
– items are assessed to determine whether can be reused or need to be
replaced/repaired/reconditioned
– above information recorded in maintenance record of equipment/machines
– entry completed in spare parts inventory

Practical knowledge
Textbooks/Bibliography: R1
Teaching aids: A1
4.1 Planning repairs relevant to 3.1.1 (5 hours)
– conducts planned maintenance that involves assembly and testing
– individual parts are tested as per manufacturer’s instruction manual
– parts are assembled in sequential order as per manufacturer’s instruction
manual
– pre-start checks are carried out in accordance with manufacturer’s
instruction manual
– equipment/machinery is run up and relevant performance criteria are
compared and recorded
– updating of maintenance schedule records
128
Detect and Identify the Cause of Machinery IMO

COMPETENCE 3.2
Malfunctions and Correct Faults Reference

table A-III/2
3.2.1 DETECTION OF MACHINERY MALFUNCTIONS, LOCATION
OF FAULTS AND ACTION TO PREVENT DAMAGE
129

COMPETENCE 3.2
3.2.1 DETECTION OF MACHINERY MALFUNCTIONS, LOCATION OF FAULTS AND

ACTION TO PREVENT DAMAGE
Teaching aids: A1
1.1 Unplanned maintenance (5 hours)
– discusses the initial action taken when fault is first identified, considering
vessel’s safety
– notifies the bridge potential problems in good time
– re-assesses priorities and scheduled work in light of identified fault
– errors are acknowledged, reported, recorded and corrective action taken

Teaching aids: A1
2.1 Inspection and adjustment of equipment relevant to 3.1.1 (5 hours)
– discusses daily, weekly, monthly and routine inspection as per manufacturer’s
instruction manual
– identifies inspection of equipment as per class and statutory requirements
– completes adjustment of equipment as per manufacturer’s instruction manual
– identifies the special tools for adjustment of equipment

Teaching aids: A1
3.1 Different types of non-destructive examination (10 hours)
– discusses the practice and limitations of visual inspection
– unaided visual inspection
– use of optical aids
– application of visual inspection on board ship
– discusses the use of dye penetrant testing
– use of cleaner, penetrant and developer
– inspection and evaluation
– discusses the use of magnetic particle testing
– principle of magnetic particle testing
– magnetizing using electromagnet
– use of premixed aerosol cans of wet fluorescent iron oxide visible in
ultraviolet rays
– used for crack detection of tail end shaft taper
130

COMPETENCE 3.2
– discusses the use of radiography

– use of radiography in testing welds
– discusses the use of portable hardness measurement
– measurement of hardness by portable instrument
– used on board to check harness of turbocharger compressor impeller
– discusses the use of thermography
– use of thermographic camera using infrared imaging
– used on board for measurement of temperature variations
131
IMO
COMPETENCE 3.3 Ensure Safe Working Practices
Reference

table A-III/2
132
IMO
Reference

Textbooks/Bibliography: T13, T24, B35 R50
Teaching aids: A1, V24, V29, V30, V31, V32, V33, V34, V35, V36, V38, V42, V49, V53, V55,
V94, V95, V96, V98
1.1 Explains risk assessment practices and their use on board ship (1 hour)
– elements of risk assessment
– identify hazards
– identify risk controls
– estimate risks
– determine tolerability of risks
– prepare risk control action plan
1.2 Discusses the role of safety officials on board ship (1 hour)
– safety officer
– safety committee
– safety inspections
– investigation of accidents and dangerous occurrences
1.3 Discusses the use of personal protective equipment (1 hour)
– types of personal protective equipment
1.4 Explains the requirements to ensure that work equipment is safe (1 hour)
– maintenance
– inspection
– training
– electrical equipment
1.5 Discusses the use of safety induction procedures (1 hour)
– emergency procedures and fire precautions
– accidents and medical emergencies
– health and hygiene
– good housekeeping
– environmental responsibilities
– occupational health and safety
1.6 Explains the precautions required to minimize the risk of fire (1 hour)
– smoking
– electrical fittings
– spontaneous combustion
– precautions in machinery spaces
1.7 Explains typical shipboard emergency procedures (1 hour)
– action in the event of fire
– muster and drills
133
IMO
Reference
1.8 Discusses the requirements to ensure the safe movement of personnel

(1 hour)
– lighting
– guarding of openings
– watertight doors
1.9 Discusses safe work practices when (1 hour)
– working aloft
– portable ladders
– lagging of steam and exhaust pipes
– unmanned machinery spaces
– refrigeration machinery
1.10 Identifies the risks and the safety precautions and procedures for entering
enclosed or confined spaces (2 hours)
– identifying hazards
– oxygen deficiencies
– toxicity of oil and other substances
– flammability
– other hazards
– breathing apparatus and resuscitation equipment
– preparing the space for entry
– testing atmosphere of the space
– procedures and arrangements before entry
– procedures and arrangements during entry
– procedures on completion
1.11 Discusses the use of permit to work systems (2 hours)
– work in unmanned machinery spaces
– entry into enclosed or confined spaces
– hot work
– working aloft
– electrical system for other than electrical officer
1.12 Identifies safe practices for manual handling (1 hour)
– musculo-skeletal injuries due to an unsatisfactory working method
– appropriate steps to reduce risk of injury
1.13 Discusses the safe use of common shipboard equipment (1 hour)
– use of tools and equipment
– abrasive wheels
– high pressure hydraulic and pneumatic equipment
– ropes
134
IMO
Reference
1.14 Explains procedures for the safe use of lifting plant (1 hour)
– safe working load (SWL)
– register of lifting appliances, markings and certificates
– regular maintenance
– examination, inspection and testing
– safety measures
1.15 Discusses procedures for the maintenance of machinery (1 hour)
– precautions before maintenance
– warning notices not to start machines
– securing heavy parts during maintenance
1.16 Discusses procedures for undertaking hot work on board ship (1 hour)
– pre-use equipment test
– precautions against fire and explosion
– precautions during use of electric arc welding
– compressed gas cylinders
– gas welding and cutting
1.17 Explains the preparation and use of paint systems on board ship (1 hour)
– preparation and precautions
1.18 Discusses procedures for working safely with hazardous substances (1 hour)
– carcinogens and mutagens
– asbestos dust
– use of chemical agents
– safety data sheet
1.19 Discusses procedures for minimizing adverse effects of noise and vibrations
(1 hour)
– assessing exposure to noise
– types of vibration and their effects
– prevention and control of exposure to noise and vibrations
135

Function 3: Maintenance and Repair at the Management Level
3.1 MANAGE SAFE AND EFFECTIVE MAINTENANCE AND REPAIR PROCEDURES
3.1.1 MARINE ENGINEERING PRACTICE Theoretical knowledge
1.1 Planned maintenance system (PMS) as per ISM Code (5 hours)
The ship’s safety management system (R4) as required by SOLAS (R1) chapter VIII, should
be consulted when planning maintenance and repair work. Refer also to V25 and V40.
Objective of PMS are

● Equipment covered under PMS
● Critical equipment
● Preparation of vessel specific PMS
● Maintenance schedule and job procedures
● Updating of maintenance schedule
● Spare parts inventory
● Recording of defects
Every Vessel must have a Vessel Specific Planned Maintenance System – PMS. The primary
objective of the PMS is to improve the effectiveness of maintenance and ensure that machinery
and equipment function in a safe, reliable and efficient manner.
The PMS, preferably computerized, should consist of:

● Maintenance Schedules
● Spare Part Inventory
● Records of defects and breakdowns of the machinery and equipment.
The Chief Engineer and Chief Officer in consultation with the Superintendent are responsible
for preparing the Vessel Specific PMS.
The PMS must cover the equipment as listed below:

● Critical Equipment
● Hull, Deck Machinery and Equipment
● Cargo Machinery, Equipment and Automation
136
● Life-Saving and Firefighting equipment

● Navigational and Radio Equipment
● Main Engine, Auxiliary Engines, Auxiliary and Ancillary Machinery
● Electrical Machinery and Equipment
● Automation Equipment including Alarm and Cut-outs
● Calibration Equipment and Instruments
● Equipment supplied by charterer, owner or others, such as cargo handling
equipment
Additionally the PMS can also be utilized to monitor Statutory and Class Surveys.
MAINTENANCE SCHEDULE – INTERVALS
The following factors should be considered:

● Equipment Manufacturers Recommendations and Specifications.
● Company, Industry, Flag Administration standards and guidelines.
● Condition Monitoring and Predictive Maintenance techniques – i.e. vibration
analysis.
● Practical experience and Historical trends in the results of routine inspections, and
in the nature and rates of failures.
● The usage of the equipment – Continuous, Intermittent, Stand-by or Emergency.
● Practical or Operational restrictions, e.g. maintenance that can be performed only
in dry-dock.
MAINTENANCE SCHEDULE – TASK
The Job procedure of each Maintenance Schedule Task must be included in Planned
Maintenance System and should be in accordance with the Maker’s Specific Instructions,
Drawings and Service Notes. The Job Procedure should preferably include reference to the
Instruction Manual, i.e. Page or Drawing number.
ISSUING PMS MAINTENANCE SCHEDULES
Chief Engineer and Chief Officer must ensure that the Maintenance schedules are extracted
from the PMS every week. The jobs schedules should be given to the Person in charge of the
maintenance. A record is to be maintained on board.
If for any reason the Maintenance cannot be carried out, then the job should be postponed
and reason for same should be recorded.
RESPONSIBILITIES FOR PERFORMING VARIOUS TASKS
The job responsibilities for all personnel are listed in the Main Shipboard Manual, with detailed
inspection responsibilities and Maintenance schedules included in various sections of the
137
MTM. In event of absence of any personnel, the Master or the Chief Engineer may reassign
the duties as deemed necessary, after making due consideration for competence and rest
hours.
UPDATING COMPUTER BASED PMS MAINTENANCE SCHEDULE
Officer in charge of the maintenance must ensure that the schedule is updated upon
completion. The actual work carried out, condition of the equipment in particular critical
parts and parts renewed must be entered in the PMS rather than just entering “Done” while
updating the schedule. Where relevant, the exact values/readings/measurements observed
at the time of overhaul/inspection must be stated in the records. Remarks are to be made if
any part would need particular attention or renewal during the next overhaul. Unscheduled
Inspections, Routine and Breakdown maintenance must be recorded in the PMS.
SPARE PARTS INVENTORY
An up-to-date Spare Parts Inventory is extremely important as it prevents shortfalls and

overstocking. Shortfalls lead to last minute orders resulting in expensive airfreight, postponed
maintenance, possible non-compliance in third party inspections and occasionally an incident.
Overstocking is blocking money unnecessarily and could lead to loss to the Owners. If the
vessel is sold these will be generously donated, for no appreciable value, to the next owner.
The Inventory must be maintained within the PMS.
The Chief Engineer and Chief Officer in consultation with the Superintendent must
prepare a Vessel specific List of Minimum spares to be maintained for Critical Equipment
and Other Machinery/Equipment. The list of Minimum Spares should be prepared on the
basis of a) Trading area of the Vessel b) Duration of Voyages c) Availability of Spares from
Manufacturers and d) Age of vessels.
The minimum spare parts list should be reviewed if the trading pattern of the vessel changes
to areas where supplies are difficult to connect.
DEFECTS
All Defects/Observations as observed on board must be recorded in the appropriate section

of the PMS. The complete list of all such defects should be maintained by Chief Engineer and
Chief Officer for their respective departments.
The Master and the Chief Engineer, within one month of joining, must send the update on
the defect list to the vessel’s Superintendent, making additions, if any.
The defects requiring shore assistance should be followed up separately on the Repair Order
Forms. In case permanent repairs cannot be undertaken whilst the vessel is in service, then a
Dry-Dock Job Specification/Order should be raised. Computerized PMS that have the Defect
Reporting feature may have a provision for raising Dry-Dock Specifications.
138
CRITICAL EQUIPMENT
Critical Equipment is defined as Machinery and Equipment on a Vessel including Alarms and
Trips, the sudden failure of which may result in a hazardous situation thereby placing the
personnel and/or vessel at risk.
Equipment with redundancy does not fall into the Critical Equipment category, e.g. Fire and
GS Pumps.
Critical equipment must be clearly identified in the PMS.
RESPONSIBILITY
No critical systems, alarms, control or shutdown may be by-passed, inhibited or taken

out of service without the permission of the Master. The Chief Engineer must approve any
changes to critical alarms, control or shutdown set points. The Chief Engineer is responsible
for communicating any temporary deactivation of a critical alarm or system to the duty
personnel. Only those personnel designated by the Chief Engineer are to work on any such
critical systems.
INOPERATIVE – CRITICAL EQUIPMENT
Any Critical Equipment found inoperative/defective must be reported immediately by a Non

Routine Message to the Office and a Telephone call to the Technical Superintendent. An
onboard Risk Assessment will have to be carried out, controls to mitigate any risk posed
as a result of the defect will have to be established and put in place. If the Vessel is in Port,
attempts should be made to have the Equipment repaired prior departure.
CRITICAL EQUIPMENT – MAINTENANCE
If routine maintenance is required to be carried out on Critical Equipment, the Staff must carry
out a Risk Assessment and forward the assessment to the Office. Only on approval from the
Office can the Equipment be taken “Out of Service”. If approval is received on phone, a
confirmatory email must be sent. ‘Out of service’ with respect to critical equipment may be
defined as equipment that may be ‘immobilized’ either to carry out ‘routine maintenance’
or ‘breakdown maintenance’. In either case a thorough risk assessment shall be carried
out on board by the senior management identifying all hazards and with a backup plan
to mitigate any eventuality. The senior management on board after quantifying the level of
risk, whether low, medium or high, will inform office accordingly. Permission to carry out
high risk maintenance activities on critical machinery shall be given by appropriate levels of
management.
3.1.2 MANAGE SAFE AND EFFECTIVE MAINTENANCE AND REPAIR PROCEDURES

Practical knowledge
2.1 Manage safe and effective maintenance and repair procedures

relevant to 3.1.1 (10 hours)
Ship’s safety management system, as required by SOLAS (R1) chapter VIII, should be
consulted when carrying out maintenance and repair work. Manufacturer’s Instruction and
139
Operation Manual give guidance on maintenance. Spare parts availability should be checked
before starting maintenance procedures. Availability of specific tools and lifting equipment
safe should be determined.
Instructors should consult T36 for dry-docking.
3.1.3 PLANNING MAINTENANCE, INCLUDING STATUTORY AND CLASS VERIFICATIONS

Practical knowledge
3.1 Planning maintenance, including statutory and class verifications

relevant to 3.1.1 (5 hours)
For Machinery Surveys, Classification Societies offer four arrangements for Class follow-up
of the components in the Machinery list. The best suited survey arrangement for the Manager
depends on the company’s maintenance strategy and operation.
The components covered by the four survey arrangements are listed in the Classification
Society’s machinery list. The components are given specific codes for easy identification.
.1 Survey arrangement Machinery Renewal
Machinery Renewal is Classification Society’s default survey arrangement. This survey

arrangement is suitable for vessels which carry out most of the maintenance in dock.
Rules and Requirements:
All machinery is to be opened up and/or function tested at each Main Class Renewal Survey
(5 yearly). The time window for crediting: -/+ 15/0 months, no flexibility.
Preparations for survey:
As all Machinery Components are to be opened up and/or tested at the end of the Renewal
Class period, the crew and the Chief Engineer must be prepared for an extensive machinery
inspection during Renewal survey. An important point is that even though a component has
not achieved the maker’s recommended running hours for overhaul, it must be opened up or
tested during survey.
.2 Survey Arrangement Machinery Continuous
When operating with survey arrangement Machinery Continuous, the Manager is given more
flexibility. Components are credited by Classification Society on a continuous basis, either
during the annual surveys or when requested by the Manager.
Class involvement
A Classification Society’s Surveyor shall be called in every time a main overhaul is carried
out for crediting of Class machinery. Half of all identical components of which there are
more than one (e.g. fuel oil booster pumps for the main engine) in the Machinery list, can be
credited by the Chief Engineer on behalf of Classification Society every second time overhaul
140
is carried out. Postponement of components may be granted given that a sighting survey is
carried out, and with a maximum period of 3 months.
Surveys/Preparations
No specific survey interval is required, but all components have to be surveyed with a
maximum interval of 5 years. In the Classification Society’s quarterly listing, the Machinery
List will for each component show both the last survey date and the due date for the next
survey.
.3 Survey Arrangement Machinery PMS (Planned Maintenance System)
Crediting of Machinery Components when on Machinery PMS is based on annual surveys

and audits of the reported maintenance history in the vessel’s computer based planned
maintenance system.
All components in the Machinery List can be surveyed by the chief engineer at the time of
overhaul. The component may then be credited by the discretion of the attending surveyor
during the next annual survey based on the reported maintenance history for the component.
Conditions/Requirements for PMS
The approval of the survey arrangement Machinery PMS is directly connected to the technical
management of the vessel. The Manager is given more flexibility and responsibility, and
Classification Society performs audits of the planned maintenance programme rather than
performing the actual component survey. In order to ensure that Class related Machinery
components are given adequate follow up, the approval of the system itself and the on board
system is connected to the Management of the vessel.
Machinery PMS will be deleted upon change of management or change of system. Please
note that upon deletion of Machinery PMS, components with more than 5 years since last
overhaul will be given a due date 6 months from the date that Machinery PMS was deleted.
The vessel will then be assigned to survey arrangement Machinery Continuous unless
otherwise requested.
If a vessel changes Management, and the new Management wants to reinstall Machinery
PMS, a new initial survey is required to be carried out. Unless the new Manager has a system
approval for the on board planned maintenance system, a system approval must be obtained
before an initial survey can be carried out on board.
Prior to initial survey on board, the approval of the Manager to use the planned maintenance
system must be in order.
Survey/Preparations: Machinery PMS Initial Survey
An initial survey is required on board each vessel in order to obtain the survey arrangement
Machinery PMS. The Chief Engineer’s attendance is required throughout the entire duration
141
of the survey, normally 5-8 hours. During the initial PMS Survey, the system will be audited
with respect to the Classification Society’s requirements. Main focus areas will be:
● Work/job descriptions are to be in accordance with maker’s requirements and shall
cover the Classification Society’s requirements for class components.
● Classification Society’s Machinery Component in the Machinery list included in the
maintenance system on board with correct codes.
● All jobs for components with Class scope “main overhaul” shall be identified as
Class jobs, with intervals according to maker’s recommendations. No duplicate
Class job in the system.
● Continuous improvement of the system. It is required to have a system for review
of the planned maintenance system to further increase the focus on continuously
improving the efficiency and the input quality of your system. All corrective jobs are
to be identified and reviewed in an annual job. If many corrective jobs are identified
on a specific component, the maintenance interval may be considered reduced. If
intervals are to be increased beyond maker’s recommended intervals, this shall be
approved by the management’s organization ashore in agreement with maker, and
may be accepted by the attending surveyor during the next annual survey.
● Circulating components. Components being re-used in several positions (cylinder
covers, pistons, etc.) must have a traceable maintenance history. This can either
be part of the maintenance system, or kept as a separate system.
● If the vessel has class notation Unmanned Machinery Space (UMS), the UMS Class
jobs have to be included and especially identified in the PMS.
If the requirements for Machinery PMS are not fulfilled, the survey arrangement will not be
granted, or can be deleted if already in operation.
Survey/Preparations: Machinery PMS Annual Survey
At the annual survey, the use of the system including the Chief Engineer’s familiarity with it
will be audited. In addition, the surveyor will review the machinery maintenance history in the
PMS on board and perform a general inspection of the engine room.
The Chief Engineer has to prepare the printouts of the following reports before or during the
survey:
● All main overhauls (Class linked jobs) carried out since last annual survey
● Overdue list.
If the requirements for the Machinery PMS are not fulfilled, a condition of class will be issued,
and the survey arrangement may be deleted upon consideration.
Changing to Survey Arrangement Machinery PMS
When planning a change to the survey arrangement Machinery PMS it is required that the
software used for planned maintenance is approved by Classification Society. Additionally,
the Manager needs to hold a company approval for the maintenance system itself and an
approval for each applicable vessel. It is important to bear in mind that an installed Planned
142
Maintenance System onboard, is not the same as having the survey arrangement Machinery
PMS. Before changing to the Survey Arrangement Machinery PMS a successful initial survey
must be carried out on each vessel. The maintenance system should have been in use for
approximately 6 months before an initial survey is requested.
System requirements
Several requirements apply to the maintenance system in use on board:
The planned maintenance system shall be computer based

● The system shall be able to produce a maintenance history report of all main
overhauls carried out on class related machinery components during a specific
period of time
● The system shall be able to identify all Class machinery with corresponding
Classification Society’s codes
● All corrective actions shall be especially identified in the system
● The job descriptions and maintenance history shall be in English
● A system for tracing circulating components should be in place (either included in
the system or as a separate system)
Vessel Approval
A vessel approval has to be granted to each vessel which the Manager wants to have on
Survey Arrangement Machinery PMS. After completion of an initial survey, the survey report
is evaluated by the Classification Society’s Head Office. Upon the successful review, a
certificate is issued and the vessel is transferred to survey arrangement Machinery PMS.
.4 Survey Arrangement Machinery CM (Condition Monitoring)
Classification Society has developed Machinery CM, intended for Managers with an
implemented Condition Based Maintenance (CBM) strategy. Machinery CM allows the
manager to adjust maintenance intervals based on the monitored condition of applicable
components, which gives the manager optimized maintenance with significant flexibility.
Machinery CM requires that Machinery PMS is already granted.
Rules and Requirements:
The operator must submit a CM programme for approval. The CBM must be a well established
maintenance philosophy and strategy within the management before the process of Class
approval can be initiated.
3.1.4 PLANNING REPAIRS Practical knowledge
4.1 Planning repairs relevant to 3.1.1 (5 hours)
Ship’s safety management system, as required by SOLAS (R1) chapter VIII, should be
consulted when carrying out repair work. Manufacturer’s Instruction and Operation Manual
143
give guidance on repairs. Spare parts availability should be checked before starting repair
procedures. Availability of specific tools and lifting equipment safe should be determined.
Individual parts are to be tested as per manufacturer’s instruction manual.
3.2 DETECT AND IDENTIFY THE CAUSE OF MACHINERY MALFUNCTIONS AND

CORRECT FAULTS Practical knowledge
3.2.1 DETECTION OF MACHINERY MALFUNCTIONS, LOCATION OF FAULTS AND ACTION

TO PREVENT DAMAGE
1.1 Unplanned maintenance (5 hours)
Comparison is made with normal operating values and abnormal operating conditions.
Observation of physical parameters viz. vibrations, noise, temperature, pressures, levels,
flow, etc., indicate abnormal conditions. Initial action taken when fault is first identified,
considering vessel’s safety. Bridge is notified of potential problems in good time. Senior
engineers are advised when appropriate and advice sought in all cases of doubt. Priorities
and scheduled work are re-assessed in light of identified fault. Errors are acknowledged,
reported, recorded and corrective action taken.
2.1 Inspection and adjustment of equipment relevant to 3.1.1 (5 hours)
Inspection and adjustment of equipment to be carried out as per relevant data provided by
the manufacturer’s operating manual.
3.1 Different types of non-destructive examination (10 hours)

(i) Visual Inspection
(ii) Dye penetrant test
(iii) Magnetic Particle Testing
(iv) Radiography
(v) Portable Hardness
(vi) Thermography.
3.3 ENSURE SAFE WORKING PRACTICES Practical knowledge
1.1 Risk assessment (1 hour)
Extensive guidance is available in T24. Refer also to V42 and V94.
144
1.2 Safety officials (1 hour)
Extensive guidance is available in T24.
1.3 Personal protective equipment (1 hour)
Extensive guidance is available in T24. Refer also to V49.
1.4 Work equipment (1 hour)
1.5 Safety induction (1 hour)
Extensive guidance is available in T24. Refer also to V29, V30, V31, V32, V33, V34, V35, V36
V38 and V39.
1.6 Fire precautions (1 hour)
Extensive guidance is available in T24. Refer also to V24 and V53.
1.7 Emergency procedures (1 hour)
1.8 Safe movement (1 hour)
1.9 Safe system of works (1 hour)
1.10 Entering enclosed or confined spaces (2 hour)
Extensive guidance is available in T24. Refer also to V55, V96 and V98.
1.11 Permit to work systems (2 hour)
1.12 Manual handling (1 hour)
1.13 Use of work equipment (1 hour)
145
1.14 Lifting plant (1 hour)
1.15 Maintenance of machineries (1 hour)
1.16 Hot work (1 hour)
1.17 Painting (1 hour)
Extensive guidance is available in T24. Refer also to B35.
1.18 Hazardous substances (1 hour)
1.19 Noise and vibrations (1 hour)
Extensive guidance is available in T24. Refer to R50 for noise and T13 for vibrations. Also
Guidance on vibrations is available on websites of Classification Societies, e.g. following:
http://www.eagle.org/eagleExternalPortalWEB/ShowProperty/BEA%20Repository/
Rules&Guides/Current/147_ShipVibration/Pub147_ShipVib
146
Function 4:
Controlling the Operation of the Ship and Care for
Persons on Board at the Management Level
Function 4: Controlling the Operation of the Ship and

Care for Persons on Board at the Management Level
INDEX
Page
Part B4: Course Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150

Timetable
Lectures
Course outline
Part C4: Detailed Teaching Syllabus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

Introduction
4.1 Control trim, stability and stress
4.2 Monitor and control compliance with legislative requirements
and measures to ensure safety of life at sea and the protection
of the marine environment
4.3 Maintain safety and security of crew and passengers and the
operational condition of safety systems
4.4 Develop emergency and damage control plans and handle
emergency situations
4.5 Use of leadership and managerial skills
149

Total hours
topic of Required
performance
Competence:
4.1 Control trim, stability and stress
4.1.1 FUNDAMENTAL PRINCIPLES OF SHIP CONSTRUCTION, TRIM
AND STABILITY
.1 Stress 4
.2 Construction arrangements 27
.3 Watertight and weathertight doors 3
.4 Ship dynamics 2
.5 Corrosion and its prevention 4
.6 Surveys and dry-docking 2
.7 Stability 42
.8 Resistance and fuel consumption 5
.9 Rudders 1 90
4.1.2 EFFECT ON TRIM AND STABILITY IN THE EVENT OF DAMAGE
AND FLOODING
.1 Effect of flooding on Transverse Stability and Trim 9
.2 Theories affecting trim and stability 2 11
4.1.3 KNOWLEDGE OF IMO RECOMMENDATIONS CONCERNING
SHIP STABILITY
.1 Responsibilities under the relevant requirements of the 2 2
International Conventions and Codes
4.2 Monitor and control compliance with legislative requirements
and measures to ensure safety of life at sea and the
protection of the marine environment
4.2.1 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 1
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 1
International Health Regulations
.6 Responsibilities under other international maritime law 11
embodied in international agreements and conventions that
impact on the role of management level officers
.7 Responsibilities under international instruments affecting the 3
safety of the ship, passengers, crew and cargo
150
Total hours
topic of Required
performance
.8 Methods and aids to prevent pollution of the marine 2
environment by ships
.9 National legislation for implementing international 1 24
agreements and conventions
4.3 Maintain safety and security of crew and passengers and the
operational condition of safety systems
4.3.1 KNOWLEDGE OF LIFE-SAVING APPLIANCE REGULATIONS 2 2
4.3.2 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
4.3.3 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
4.3.4 ACTIONS TO BE TAKEN TO PROTECT AND SAFEGUARD ALL 4 4
PERSONS ON BOARD IN EMERGENCIES
4.3.5 ACTIONS TO LIMIT DAMAGE AND SALVE THE SHIP 4 4
FOLLOWING A FIRE, EXPLOSION, COLLISION OR GROUNDING
4.4 Develop emergency and damage control plans and handle
emergency situations
4.4.1 PREPARATION OF CONTINGENCY PLANS FOR RESPONSE TO 9 9
EMERGENCIES
4.4.2 SHIP CONSTRUCTION INCLUDING DAMAGE CONTROL 4 4
4.4.3 METHODS AND AIDS FOR FIRE PREVENTION, DETECTION AND - -
EXTINCTION
See IMO model course 2.03 and STCW Code section A-V1/3
4.4.4 FUNCTIONS AND USE OF LIFE SAVING APPLIANCES - -
See IMO model course 1.23 and STCW Code section A-V1/2-1
4.5 Use of leadership and managerial skills
4.5.1 SHIPBOARD PERSONNEL MANAGEMENT AND TRAINING
.1 Shipboard Personnel Management 10
.2 Training on board ships 6 16
4.5.2 RELATED INTERNATIONAL MARITIME CONVENTIONS AND
RECOMMENDATIONS, AND NATIONAL LEGISLATION
.1 Related international maritime conventions, 4 4
recommendations and national legislation
4.5.3 APPLICATION OF TASK AND WORKLOAD MANAGEMENT
.1 Task and Workload Management 8 8
4.5.4 EFFECTIVE RESOURCE MANAGEMENT
.1 Application of effective resource management at a 10 10
management level
151
Total hours
topic of Required
performance
4.5.5 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
4.5.6 DEVELOPMENT, IMPLEMENTATION AND OVERSIGHT OF 1 1
STANDARD OPERATING PROCEDURES
Total for Function 4: Controlling the Operation of the Ship and Care
196 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.
152

IMO
COMPETENCE 4.1 Control Trim, Stability and Stress
Reference

table A-III/2
Demonstrates a knowledge and understanding of
4.1.1 FUNDAMENTAL PRINCIPLES OF SHIP CONSTRUCTION, TRIM AND STABILITY
4.1.2 EFFECT ON TRIM AND STABILITY IN THE EVENT OF DAMAGE AND FLOODING
4.1.3 KNOWLEDGE OF IMO RECOMMENDATIONS CONCERNING SHIP STABILITY
153
IMO
Reference
4.1.1 FUNDAMENTAL PRINCIPLES OF SHIP CONSTRUCTION, TRIM AND STABILITY

Textbooks/Bibliography: T3, T4, T19, T25, T33, T34, T35, B97
Teaching aids: A1
Note that trainees must be familiar with the content and application of the basic knowledge
of ship construction and stability from IMO model course 7.04. 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
Ship Construction
1.1 Ship stresses (4 hours)
explains:
– stresses in ship structures: longitudinal bending, still water bending, load
diagram, shear force diagram, bending moment diagram, hogging, sagging,
wave bending, transverse bending
– docking, grounding
– pounding, panting
1.2 Ship construction arrangements (27 hours) R1
describes common arrangements for:
– double bottom construction
– safety features for duct keels
– forward and after peak structures
– anchor cable termination details
– longitudinal, transverse and combined framed vessels
– decks
– hatch covers
– bulwarks
– deep frames
– design consideration for discontinuities in the vessel structure
– bilge keel consideration
– strakes for the hull
– fittings through the hull
– engine, deck machinery and stabilizer strength members
– bulkhead construction and their position
– maintenance of strength and watertight integrity when bulkheads are pierced
for normal operation
– rudder and its support arrangements
– stern frame
– design criteria for specialized ships
154
IMO
Reference
– structural fire protection

– ship’s general arrangement drawing
– shell expansion
– deck plan
– midship section
1.3 Watertight integrity and weathertight doors (3 hours) R1
.1 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
– describes with sketches the arrangement of a power-operated sliding
watertight door
– describes with sketches a hinged watertight door, showing the means of
securing it
– states that hinged watertight doors are only permitted above a deck at least
2.0 metres above the deepest subdivision load line
Cargo vessels
– distinguishes between ships of Type A and Type B for the purposes of
computation of freeboard
– describes the extent of damage which a Type A ship of over 150 metres length
should withstand
– explains that a Type A ship of over 150 metres length is described as a
‘one-compartment ship’
– describes the requirements for survivability of Type B ships with reduced
freeboard assigned
– summarizes the equilibrium conditions regarded as satisfactory after flooding
All ships
– states that openings in watertight bulkheads must be fitted with watertight
doors
– explains that weathertight doors in superstructure openings are similar to
hinged watertight doors
– states that drills for the operating of watertight doors, side scuttles, valves and
other closing mechanisms must be held weekly
155
IMO
Reference
– states the requirements for watertight openings to be closed at sea

– discusses procedures for ensuring that all watertight openings are closed
– states that all watertight doors in main transverse bulkheads, in use at sea,
must be operated daily
– states that watertight doors and their mechanisms and indicators, all valves the
closing of which is necessary to make a compartment watertight and all valves
for damage-control cross-connections must be inspected at sea at least once
per week
– states that records of drills and inspections are to be entered in the log, with a
record of any defects found
1.4 Ship dynamics (2 hours)
explains
– rolling – period of roll and isochronous rolling
– pitching
– heaving
– bilge keels
– fin stabilizers
– passive and active anti-roll tanks
– vibration
1.5 Corrosion and its prevention (4 hours) R1
– explains what is meant by corrosion
– explains what is meant by erosion of metals and gives examples of where this
is likely to occur
– describes the formation of a corrosion cell and defines anode, cathode and
electrolyte
– states that corrosion takes place at the anode while the cathode remains
unaffected
– describes the galvanic series of metals in seawater
– given the galvanic series, states which of two metals will form the anode in a
corrosion cell
– explains the differences in surface condition or in stress concentration can give
rise to corrosion cells between two areas of the same metal
– states that corrosion can be controlled by:
– applying a protective coating to isolate the steel from the air or from
seawater electrolyte
– using cathodic protection to prevent steel from forming the anode of a
corrosion cell
– explains that cathodic protection can only be used to protect the underwater
hull or ballasted tanks
– states that both of the methods mentioned above are normally used together
– explains what mill scale is and states that it is cathodic to mild steel
– describes the treatment of steel in a shipyard and the use of holding primers
(shop primers)
156
IMO
Reference
– explains that the required preparation of steelwork depends upon the type of
paint to be applied
– states that many modern paints, such as epoxy and polyurethane, need to be
applied to a very clean shot-blasted surface
– states that paints consist mainly of a vehicle, a pigment and a solvent, and
explains the purpose of each
– explains the suitability of the following paint types for various applications as:
– drying oils
– oleo-resins
– alkyd resins
– polymerizing chemicals
– bitumen
– describes the action of anti-fouling paint
– describes the use of self-polishing anti-fouling paint
– explains the ban on harmful types of anti-fouling paint
– describes typical paint schemes for:
– underwater areas
– boot topping
– topsides
– weather decks
– superstructures
– tank interiors
– states the safety precautions to take when using paints
– describes the system of cathodic protection using sacrificial anodes
– lists the metals and alloys which may be used as anodes
– explains why anodes of magnesium and of magnesium alloy are not permitted
in cargo/ballast tanks and in adjacent tanks in tankers
– states that good electrical contact between the anode and the hull or tank is
essential
– explains why the anodes are insulated from the hull
– describes the impressed-current system of hull protection
– explains that the system is adjusted for optimum protection, often
automatically, by use of a reference cell
– 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
157
IMO
Reference
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 ship’s 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
1.7 Stability (42 hours)
Approximate calculation of areas and volumes
– states the trapezoidal rule for the area under a curve in terms of the number of
ordinates, the interval and the ordinate values
– uses the trapezoidal rule to find the area under a curve defined by given
ordinates
158
IMO
Reference
– states Simpson’s first rule as

A = h (y1 + 4y2 + y3) / 3
where: A = area under curve
h = interval length
y1, y2, y3 are ordinates
– writes down the repeated first rule for any odd number of ordinates
– uses Simpson’s first rule to find the area under a curve defined by an odd
number of ordinates
– states that the area is exact for a linear, quadratic or cubic curve but an
approximation otherwise
– states Simpson’s second rule as
A = 3h (y1 + 3y2 + 3y3+ y4) / 8
where: A = area
h = interval length
y1, y2, y3, y4 are ordinates
– writes down the repeated second rule for 7, 10, 13, etc., ordinates
– uses Simpson’s second rule to find the area under a curve defined by a
suitable number of given ordinates
– states that the area is exact for linear, quadratic or cubic curves
– states that the first rule has smaller errors than the second and should be used
in preference where possible
– states that errors can be reduced by using a smaller interval
– states the 5, 8, -1 rule as A = h (5y1 + 8y2 – y3) / 12
where: A = area between first and second ordinates
h = interval length
y1, y2, y3, are ordinates
– uses Simpson’s rules to find the area under a curve defined by any number of
ordinates
– explains that the volume of a body may be calculated by using Simpson’s rules
with cross-sectional areas as ordinates
– calculates the volume of a ship to a stated draught by applying Simpson’s rules
to given cross-sectional areas or waterplane areas
– uses Simpson’s first, second and 5/8-1 Rules to approximate areas and
volumes of ship structure and GZ curves with any number of ordinates and
intermediate ordinates
– uses Simpson’s 1st and 2nd Rules for 1st moments and centroids
– applies Simpson’s Rules to find centroids
– uses Simpson’s Rules to find common areas such as, waterplanes, sections
and bulkheads
– calculates Vertical Centre of Buoyancy, VCB; Longitudinal Centre of Buoyancy,
LCB of ship shapes
– applies Simpson’s 1st and 2nd Rules for 2nd moments of area
159
IMO
Reference
– calculates transverse moment of inertia, IT; Longitudinal moment of inertia, IL

of ship shapes
– 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 sin θ 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
– shows that, for a box-shaped vessel,
KM = (B2 /12d) + (d / 2)
where: d = draught
160
IMO
Reference
– states that, for moderate and large angles of heel, values of GZ found
by calculating the position of the centre of buoyancy are provided by the
shipbuilder for a range of displacements and angles of heel for an assumed
position of the centre of gravity
– uses cross-curves of stability and KN curves to construct a curve of statical
stability for a given displacement and value of KG, making correction for any
free surface moments
– explains how to use the initial metacentric height as an aid to drawing the
curve
– identifies from the curve the approximate angle at which the deck edge
immerses
– describes the effect of increased freeboard on the curve of statical stability for
a ship with the same initial GM
– states that the righting lever, GZ, may be found from the wall-sided formula up
to the angle at which the deck edge is immersed
– given the wall-sided formula:
GZ = (GM + BM / 2 tan2θ) sin θ
and other relevant data, calculates the value of GZ for a stated angle of heel
– shows that, for small angles of heel, the term
BM / 2 tan2θ is negligible, leading to the usual expression for GZ at small
angles of heel
– uses the wall-sided formula for calculating the angle of loll of an initially
unstable ship
– compares the result in the above objective with that obtained by connecting a
curve of statical stability
– states that cross-curves and KN curves are drawn for the ship with its centre of
gravity on the centre line
– demonstrates how to adjust the curve of statical stability for a ship with a list
– describes the effect when heeled to the listed side on:
– the maximum righting moment
– the angle of vanishing stability
– the range of stability
– states that cross-curves and KN curves are drawn for the ship at the designed
trim when upright
– states that righting levers may differ from those shown if the ship has a large
trim when upright
Simplified stability data
– states that stability information may be supplied in a simplified form,
consisting of:
– a diagram or table of maximum deadweight moment
– a diagram or table of minimum permissible GM
– a diagram or table of maximum permissible KG all related to the
displacement or draught in salt water
161
IMO
Reference
– states that a deadweight moment is mass in tonnes x vertical height of the

mass above the keel
– states that free surface moments are to be added to the deadweight moments
when using the diagram of maximum deadweight moment
– states that if, for a stated displacement or draught, the total deadweight
moment or KG is less than the maximum permissible value, the ship will have
adequate stability
– reads the maximum permissible deadweight moment from a curve of
deadweight moment for a given displacement
– given the masses loaded, their heights above the keel and the free surface
moments of slack tanks, calculates the deadweight moment and uses the
result with the diagram of deadweight moment to determine if the stability is
adequate
– uses the diagram of deadweight moment to calculate the maximum mass
that can be loaded in a given position to ensure adequate stability during a
voyage, making allowance for the fuel, water and stores consumed and for any
resulting free surface
– states that curves of maximum KG or minimum GM to ensure adequate R1, R2
stability in the event of partial loss of intact buoyancy are provided in
passenger ships
Trim and list
– defines longitudinal centre of gravity (LCG) and longitudinal centre of buoyancy R1
(LCB)
– states that a ship trims about the centre of flotation until LCG and LCB are in
the same vertical line
– states that the distance of the LOB from amidships or from the after
perpendicular is given in a ship’s hydrostatic data for the ship on an even keel
– explains that the LCG must be at the same distance from amidships as LCB
when the ship floats on an even keel
– shows on a diagram of a ship constrained to an even keel the couple that is
formed by the weight and buoyancy forces when LCG is not the same distance
from amidships as LCB
– states that the trimming moment = displacement x the horizontal distance
between LCB (tabulated) and LCG (actual) = ∆ x GG1
where GG1 is the horizontal distance between the position of LCG for the even-
keel condition and the actual LCG
– states that trim = (∆ x GG1) / MCT 1cm
– states that if the actual LCG is abaft the tabulated position of LCB, then the
trim will be by the stern, and vice versa
– given the initial displacement, initial position of LCG, masses loaded or
discharged and their LCGs, calculates the final position of LCG
– using a ship’s hydrostatic data and a given disposition of cargo, fuel, water and
stores, determines the trim, the mean draught and the draughts at each end
– calculates the mass to move between given positions to produce a required
trim or draught at one end
162
IMO
Reference
– calculates where to load a given mass to produce a required trim or draught at

one end
– calculates how to divide a loaded or discharged mass between two positions
to produce a required trim or draught at one end
– calculates where to load a mass so as to keep the after draught constant
– states that calculated draughts refer to draughts at the perpendiculars
– given the distance of draught marks from the perpendiculars and the length
between perpendiculars, corrects the draughts indicated by the marks
– given draughts forward, aft and amidships, states whether or not the ship is
hogged or sagged and the amount
– corrects the draught amidships for hog or sag
– given the forward and after draughts, the length between perpendiculars and
hydrostatic data, calculates the correction for trim to apply to the displacement
corresponding to the draught amidships
– states that a second correction for trim, using Nemoto’s formula, may be
applied to the displacement
– given Nemoto’s formula, calculates the second correction to displacement
– calculates the maximum list during loading or discharging a heavy lift, using a
ship’s derrick, given the relevant stability information and the dimensions of the
derrick
– calculates the minimum GM required to restrict the list to a stated maximum
when loading or discharging a heavy lift
– calculates the quantities of fuel oil or ballast to move between given locations
to simultaneously correct a list and achieve a desired trim
– explains how to distinguish between list and loll and describes how to return
the ship to the upright in each case
– by making use of curves of statical stability, including those for ships with zero
or negative initial GM, determines the equilibrium angle of heel resulting from a
transverse moment of mass
Dynamical stability
– defines dynamical stability at any angle of heel as the work done in inclining
the ship to that angle
– states that the dynamical stability at any angle is given by the product of
displacement and the area under the curve of statical stability up to that angle
– given a curve of statical stability, uses Simpson’s rules to find the area in
metre-radians up to a stated angle
– states that dynamical stability is usually expressed in tonne-metres
– explains that the dynamical stability at a given angle of heel represents the
potential energy of the ship
– states that the potential energy is used partly in overcoming resistance to
rolling and partly in producing rotational energy as the ship returns to the
upright
– states that the rotational energy when the ship is upright causes it to continue
rolling
163
IMO
Reference
– states that, in the absence of other disturbing forces, the ship will roll to an
angle where the sum of the energy used in overcoming resistance to rolling and
the dynamical stability are equal to the rotational energy when upright
– 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
– 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
164
IMO
Reference
– 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
– 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
– 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 assessment of 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 to enable the GMo to be determined 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
Rolling of ships R1
– describes the effect on GM of rolling
– explains how increase of draught and of displacement influence rolling
– describes how the distribution of mass within the ship affects the rolling period
165
IMO
Reference
– explains what synchronization is and the circumstances in which it is most

likely to occur
– describes the actions to take if synchronization is experienced
– describes how bilge keels, anti-rolling tanks and stabilizer fins reduce the
amplitude of rolling
– states that a ship generally heels when turning
– states that, while turning, the ship is subject to an acceleration towards the
centre of the turn
– states that the force producing the acceleration acts at the underwater centre
of lateral resistance, which is situated at about half-draught above the keel
– 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
– states that the ship will heel until the resulting righting moment equals the
heeling couple, i.e
⎩
M x g x GM sin θ = Mv2 ⎧ KG – d Cos θ ⎪
⎪
r ⎩ 2 ⎧
where: g = acceleration due to gravity
θ = angle of heel
– given the relevant data, calculates the angle of heel from
⎩
tan θ = 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
166
IMO
Reference
– by taking moments about the centre of buoyancy, shows that, for a small angle
of heel, θ,
righting moment = ∆ x GM sin θ – P x KM sin θ
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 sin θ – P x KG sin θ
– 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 after
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
– 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
167
IMO
Reference
– 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
1.8 Resistance and fuel consumption (5 hours)
explains and completes calculations involving:
– Frictional resistance
– REYNOLDS’ number
– Residuary resistance
– Froude number
– Speed length ratio
– Effective power
– Admiralty coefficient
– Fuel coefficient and fuel consumption
1.9 Rudders (1 hour)
explains and completes calculations on:
– Force on a rudder
– Torque on a rudder stock
168
COMPETENCE 4.1 Control Trim, Stability and Stress IMO

Reference
Textbooks: T4
Bibliography:
Teaching aids: A1
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 vessel 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 a passenger vessel
Cargo ships
– distinguishes between ships of Type A and Type B for the purpose of
– 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
169

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)
170

Reference
– 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
– explains why the GM usually decreases where:
– there is a large loss of intact waterplane
– there is intact buoyancy below the flooded space
– the flooded surface has a high permeability
– explains why the bilging of empty double-bottom tanks or of deep tanks that
are wholly below the waterline leads to an increase in GM
– calculates the reduction in BM resulting from lost area of the waterplane, given
the following corrections:
second moment of lost area about its centroid / displaced volume;
this is lb³ for a rectangular surface
12 V
where: L is length of the lost area
b is breadth of the lost area
V is displaced volume = displacement
density of water
original waterplane area / intact waterplane area x lost area x
(distance from centreline)2 / displaced volume
this is original waterplane area
intact waterplane area x l.b.d2 / V
for a rectangular surface, where d is the distance of the centre of the area from
the centreline
– deduces that the second correction applies only in the case of asymmetrical
flooding
– calculates the shift (F) of the centre of flotation (CE) from the centreline, using
F=axd
A–a
where: a is the lost area of waterplane
A is the original waterplane area
d is the distance of the centre of lost area of waterplane from the
centreline
– shows that the heeling arm is given by
heeling arm = lost buoyancy (tonnes) / displacement x
transverse distance from new CF
– constructs a GZ curve for the estimated GM and superimposes the heeling-
arm curve to determine the approximate angle of heel
– uses wall-sided formula to determine GZ values
– uses wall-sided formula to calculate angle of heel
171

Reference
– states that, for small angles of heel, θ,

tan θ = heeling arm
GM
– explains how lost area of waterplane affects the position of the centre of
flotation
Effect of flooding on trim
– calculates the movement of the centre of flotation (CF), given:
– movement of CF = moment of lost area about original CF / intact
waterplane area
– 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
172

Reference
– 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 ship’s 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
4.1.3 KNOWLEDGE OF IMO RECOMMENDATIONS CONCERNING SHIP STABILITY

Textbooks:
Bibliography:
Teaching aids: A1
3.1 Responsibilities under the international conventions and codes (2 hours)
– states minimum stability requirements required by Load Line Rules 1966 R1
– states the minimum stability requirements and recommendations of the Intact
Stability Code
– explains the use of the weather criterion
– demonstrates the use of IMO grain regulations
– describes the requirements for passenger ship stability after damage
173
Monitor and Control Compliance with

Legislative Requirements and Measures to IMO
COMPETENCE 4.2
Ensure Safety of Life at Sea and the Protection Reference
of the Marine Environment

table A-III/2
Demonstrates a knowledge and understanding of
4.2.1 INTERNATIONAL MARITIME LAW EMBODIED IN INTERNATIONAL AGREEMENTS
AND CONVENTIONS
174

COMPETENCE 4.2
4.2.1 INTERNATIONAL MARITIME LAW EMBODIED IN VARIOUS CONVENTIONS

1.1 Certificates and other documents required to be carried on board ships by R1
international conventions (1 hour)
– states that IMO publishes a list of certificates and documents required to be R1
carried on board ship
– states how a current version of the IMO list of certificates and documents
required to be carried on board ship may be obtained
– identifies the certificates required by MLC (2006) to be carried on board ship
– identifies the certificates and documents that are required to be carried on
board a ship of any type using the IMO information
– states the period of validity for each of the above certificates and explains the
requirements for renewing or maintaining the validity of each
– explains how each of the certificates and documents required to be carried on
board ships are obtained
– explains the proof of validity that may be required by authorities for the
certificates and documents above
1.2 Responsibilities under the relevant requirements of the international
convention on load lines (1 hour)
– states that a ship to which the Convention applies must comply with the
requirements for that ship
– explains the general requirements of the Conditions of Assignment to be met
before any vessel can be assigned a load line
– describes the factors that determine the freeboards assigned to a vessel
– describes the requirements and coverage of initial, renewal and annual surveys
– describes the contents of the record of particulars which should be supplied to
the ship
– explains the documentation and records that must be maintained on the ship in
terms of
– certificates
– record of particulars
– record of freeboards
– information relating to the stability and loading of the ship
– states that after any survey has been completed no change should be made
in the structure, equipment or other matters covered by the survey without the
sanction of the Administration
– 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
175

COMPETENCE 4.2
– 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 R1
convention for the safety of life at sea (1 hour)
– 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
– states that all equipment fitted in compliance with regulation 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
– 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
– explains the basic requirements for the carriage of dangerous goods in
packaged form and IMDG Code
– explains the basic requirements for the carriage of dangerous goods in solid
form in bulk
1.4 Responsibilities under the international convention for the Prevention
of Pollution from Ships, 1973, and the protocol of 1978 relating thereto
(MARPOL 73/78) (3 hours)
– explains who may cause proceedings to be taken when a violation occurs
within the jurisdiction of a Party to the Convention
176

COMPETENCE 4.2
– 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
– 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
– states all ships of 400gt or more must carry an approved shipboard oil pollution
emergency plan (SOPEP)
Annex II — Noxious Liquid Substances in Bulk
– states the duration of validity of the certificate
– explains the nature and purpose of the International Code for the Construction
and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code),
the Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (BCH Code) and the Code for the Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code)
– 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
177

COMPETENCE 4.2
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
– 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;
178

COMPETENCE 4.2
– 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
– 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
179

COMPETENCE 4.2
– 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 in
the case of a ship which has rechargeable systems containing ozone-depleting
substances, an Ozone-depleting Substances Record Book is to be maintained
on board
– 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
180

COMPETENCE 4.2
– 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
– 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
181

COMPETENCE 4.2
– 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
1.5 Maritime declarations of health and the requirements of the international
health regulations
Arrival documents and procedures (1 hour)
International Health Regulations (1969) as amended
– defines for the purposes of these regulations:
– arrival of a ship
– baggage
– container or freight container
182

COMPETENCE 4.2
– crew
– diseases subject to the regulations
– disinsecting
– epidemic
– free pratique
– health administration
– health authority
– infected person
– in quarantine
– international voyage
– isolation
– medical examination
– ship
– suspect
– valid certificate
– states that a health authority should, if requested, issue, free of charge to the
carrier, a certificate specifying the measures applied to a ship or container, the
parts treated, methods used and the reasons why they have been applied
– states that, except in an emergency constituting a grave danger to public
health, a ship which is not infected or suspected of being infected with a
disease subject to the regulations should not be refused free pratique on
account of any other epidemic disease and should not be prevented from
discharging or loading cargo or stores, or taking on fuel or water
– states that a health authority may take all practicable measures to control the
discharge from any ship of sewage and refuse which might contaminate the
waters of a port, river or canal
– describes the measures which the health authority of a port may take with
respect to departing travellers
– states that no health measures should be applied by a State to any ship which
passes through waters within its jurisdiction without calling at a port or on the
coast
– describes the measures which may be applied to a ship which passes through
a canal or waterway in a territory of a State on its way to a port in the territory
of another State
– states that, whenever possible, States should authorize granting of free
pratique by radio
– explains that the master should make known to port authorities, as long as
possible before arrival, any case of illness on board, in the interests of the
patient and the health authorities and to facilitate clearance of the ship
– states that, on arrival of a ship, an infected person may be removed and
isolated and that such removal should be compulsory if required by the master
– states that a ship should not be prevented for health reasons from calling at
any port, but if the port is not equipped for applying the health measures which
in the opinion of the health authority of the port are required, the ship may be
ordered to proceed at its own risk to the nearest suitable port convenient to it
183

COMPETENCE 4.2
– explains the actions open to a ship which is unwilling to submit to the

measures required by the health authority of a port
– describes the measures concerning cargo and goods
– describes the measures concerning baggage
Plague
– states that, for the purposes of the regulations, the incubation period of plague
is six days
– states that vaccination against plague should not be required as a condition of
admission of any person to a territory
– states that during the stay of a ship in a port infected by plague, special care
should be taken to prevent the introduction of rodents on board
– states that ships should be permanently kept free of rodents and the plague
vector or be periodically derailed
– describes the requirements for the issue of a Ship Sanitation Control Certificate
or a Ship Sanitation Control Exemption Certificate and states their periods of
validity
– states the conditions in which a ship on arrival is to be regarded as infected,
suspected or healthy
– describes the measures which may be applied by a health authority on the
arrival of an infected or suspected ship
Cholera
arrival of a healthy ship from an infected area
– states that, for the purposes of the regulations, the incubation period of cholera
is five days
– describes the measures to be taken by the health authority if a case of cholera
is discovered upon arrival or a case has occurred on board
Yellow fever
– states that, for the purposes of the regulations, the incubation period of yellow
fever is six days
– states that vaccination against yellow fever may be required of any person
leaving an infected area on an international voyage
– states that every member of the crew of a ship using a port in an infected area
must be in possession of a valid certificate of vaccination against yellow fever
– states the conditions in which a ship on arrival is to be regarded as infected,
suspected or healthy
arrival of an infected or suspected ship
184

COMPETENCE 4.2
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 engineering officers
1.6.1 United Nations Convention on the Law of the Sea (UNCLOS) (1 hour)
– explains that the outcome of UNCLOS III conference convened at Geneva in
1974 was the United Nations Convention on the Law of the Sea commonly
known as “UNCLOS”
– explains that UNCLOS attempts to codify the international law of the sea
– states that UNCLOS defines the legal status of the high seas and establishes
regulations for the control of marine pollution
– states that UNCLOS is a treaty document of 320 articles and 9 annexes,
governing all aspects of ocean space, such as delimitation, environmental
control, marine scientific research, economic and commercial activities,
transfer of technology and the settlement of disputes relating to ocean matters
– states that UNCLOS came into force internationally on 16 November 1994
– states that UNCLOS sets the width of the territorial sea at 12 nautical miles,
with a contiguous zone at 24 nautical miles from the baseline
– states that UNCLOS defines innocent passage through the territorial sea and
defines transit passage through international straits
– states that UNCLOS defines archipelagic States and allows for passage
through archipelagic waters
– states that UNCLOS establishes exclusive economic zones (EEZs) extending to
200 nautical miles from baselines
– explains that it defines the continental shelf and extends jurisdiction over the
resources of the shelf beyond 200 miles where appropriate
– explains that States in dispute about their interpretation of UNCLOS may
submit their disagreements to competent courts such as the International
Court of Justice (in The Hague), or the Law of the Sea Tribunal (in Hamburg)
– states that the responsibility for enforcement of regulations rests mainly with
flag States, but as vessels enter zones closer to the coast the influence of
coastal State jurisdiction and, ultimately, port State jurisdiction, gradually
increases
185

COMPETENCE 4.2
– states that Article 94 of the UNCLOS deals with duties of the flag State, while
Article 217 deals with enforcement by flag States
– states that Article 218 of the UNCLOS deals with port State jurisdiction
– explains when a vessel is voluntarily within a port or at an offshore terminal, the
port State may, where the evidence warrants, begin proceedings in respect of
discharges in violation of international rules (i.e. regulations in MARPOL 73/78)
– states that another State in which a discharge violation has occurred, or the
flag State, may request the port State to investigate the violation
– 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
1.6.2 Maritime Labour Convention (MLC 2006) (6 hours)
– 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
186

COMPETENCE 4.2
– 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)
– states that it is sometimes called the consolidated Maritime Labour
Convention, 2006, as it contains a comprehensive set of global standards,
based on those that are already found in 68 maritime labour instruments
(Conventions and Recommendations), adopted by the ILO since 1920
– states that the new Convention brings almost all of the existing maritime labour
instruments together in a single new Convention that uses a new format with
some updating, where necessary, to reflect modern conditions and language
– explains that the Convention “consolidates” the existing international law on all
these matters
– states that the MLC 2006 applies to all ships engaged in commercial activities
(except fishing vessels, ships of traditional build and warships or naval
auxiliaries)
– states that ships of 500 GT or over are required to be certified: they must
carry a maritime labour certificate as well as a declaration of maritime labour
compliance
– states that ships below 500 GT are subject to inspection at intervals not
exceeding three years
– explains that the existing ILO maritime labour Conventions will be gradually
phased out as ILO Member States that have ratified those Conventions ratify
the new Convention, but there will be a transitional period when some parallel
Conventions will be in force
– explains that countries that ratify the Maritime Labour Convention, 2006, will no
longer be bound by the existing Conventions when the new Convention comes
into force for them
187

COMPETENCE 4.2
– explains that countries that do not ratify the new Convention will remain bound
by the existing Conventions they have ratified, but those Conventions will be
closed to further ratification
– describes that the Convention is organized into three main parts: the Articles
coming first set out the broad principles and obligations which is followed
by the more detailed Regulations and Code (with two parts: Parts A and B)
provisions
– states that the Regulations and the Standards (Part A) and Guidelines (Part B)
in the Code are integrated and organized into general areas of concern under
five Titles:
– Title 1: Minimum requirements for seafarers to work on a ship:
minimum age, medical certificates, training and qualification, recruitment
and placement
– Title 2: Conditions of employment: Seafarers Employment Agreements,
Wages, Hours of Work and Hours of Rest, Entitlement to Leave,
Repatriation, Seafarer compensation for the ship’s Loss or Foundering,
Manning Levels, Career and Skill Development and Opportunities for
Seafarers’ Employment
– Title 3: Accommodation, recreational facilities, food and catering
– Title 4: Health protection, medical care, welfare and social security
protection: Medical Care on board ship and Ashore, Shipowners’ Liability,
Health & Safety Protection and Accident Prevention, Access to Shore-
based Welfare Facilities, Social Security
– Title 5: Compliance and enforcement:
Flag State Responsibilities: General Principles, Authorization of
Organizations, Maritime Labour Certificate and Declaration of Maritime
Labour Compliance, Inspection and Enforcement, On board Complaint
Procedures, Marine Casualties
– Port State Responsibilities: Inspections in Port, Detailed Inspection,
Detentions, On-shore Seafarer Complaint Handling Procedures
– Labour-supplying Responsibilities: Recruitment and Placement services,
Social security provisions
These five Titles essentially cover the same subject matter as the existing
68 maritime labour instruments, updating them where necessary
– explains that it occasionally contains new subjects in comparison to
the existing ILO maritime labour Conventions, particularly in the area of
occupational safety and health to meet current health concerns, such as the
effects of noise and vibration on workers or other workplace risks
– explains that the standards in the new Convention are not lower than existing
maritime labour standards as the aim is to maintain the standards in the current
maritime labour Conventions at their present level, while leaving each country
greater discretion in the formulation of their national laws establishing that level
of protection
– explains that the advantages for ships of ratifying countries that provide
decent conditions of work for their seafarers will have protection against
unfair competition from substandard ships and will benefit from a system of
certification, avoiding or reducing the likelihood of lengthy delays related to
inspections in foreign ports
188

COMPETENCE 4.2
– explains that the Maritime Labour Convention, 2006, aims to establish a

continuous “compliance awareness” at every stage, from the national systems
of protection up to the international system and it will improve compliance and
enforcement:
– Starting with the individual seafarers, who – under the Convention – have
to be properly informed of their rights and of the remedies available in
case of alleged non-compliance with the requirements of the Convention
and whose right to make complaints, both on board ship and ashore, is
recognized in the Convention
– It continues with the shipowners. Those who own or operate ships of 500
gross tonnage and above, engaged in international voyages or voyages
between foreign ports, are required to develop and carry out plans for
ensuring that the applicable national laws, regulations or other measures to
implement the Convention are actually being complied with
– The masters of these ships are then responsible for carrying out the
shipowners’ stated plans, and for keeping proper records to evidence
implementation of the requirements of the Convention
– As part of its updated responsibilities for the labour inspections for ships
above 500 gross tonnage that are engaged in international voyages or
voyages between foreign ports, the flag State (or recognized organization
on its behalf) will review the shipowners’ plans and verify and certify that
they are actually in place and being implemented
– Ships will then be required to carry a maritime labour certificate and a
declaration of maritime labour compliance on board
– 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
189

COMPETENCE 4.2
– 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
1.6.3 Assistance and salvage (1 hour)
International Convention on Salvage, 1989 (The London Salvage Convention)
– defines ‘salvage operation’, ‘vessel’ and ‘property’
– describes the ‘no cure – no pay’ principle
– describes the application of the Convention
– describes the duties of the salvor, of the owner and of the master
– describes the rights of salvors
– states the criteria for assessing a reward as:
– salved value of property (ship, cargo and bunkers)
– skill and efforts of salvor
– measure of success
– nature and degree of danger
– expenses of salvor
– equipment used
– vessel’s equipment used
– time taken to complete the salvage operation
– preventing or minimizing the damage to environment
– states the criteria for assessing Special Compensation
– explains that the apportionment of the remuneration amongst the owners,
master and other persons in the service of each salving vessel is to be
determined by the law of the vessel’s flag
– explains that every agreement as to assistance or salvage entered into at the
moment and under the influence of danger may, at the request of either party,
be annulled, or modified by the court, if it considers that the conditions agreed
upon are not equitable
– states that no remuneration is due from persons whose lives are saved except
as provided in national law
– 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 the provision of security by the owner and the application of the
salvor’s maritime lien
190

COMPETENCE 4.2
Lloyd’s Standard Form of Salvage Agreement (LOF 2000)

– 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 the basis of a pre-agreed rate or sum
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 SCOPIC clause determines the method of assessing special
compensation where payable under Article 14(1) to 14(4) of the Convention
1.6.4 Convention on Limitation of Liability for Maritime Claims, 1976 (LLMC 1976)
– 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
1.6.5 Classification societies (2 hours)
– 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
– explains the nature and frequency of all surveys undertaken for classification
purposes including machinery surveys
191

COMPETENCE 4.2
– 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
– explains the use of conditions of class and removal of classification
– 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
– 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
1.6.6 General average and marine insurance (1 hour)
– defines a general average act
– states that general average sacrifices and expenses are to be borne by the
different contributing interests on the basis of these Rules
– explains that only such losses, damages or expenses which are the direct
consequence of the general average act are allowed as general average and
that no indirect loss whatsoever will be admitted
– explains in general terms the purpose of marine insurance
– explains what is meant by an insurable interest
– describes briefly how insurance is arranged through brokers
– explains the principle of ‘utmost good faith’
– explains the effect of misrepresentation or non-disclosure of material
circumstances known to the assured
– explains ‘warranty’ and the effect on a marine insurance policy of breach of
warranty
– describes briefly voyage policies, time policies and floating policies
– describes briefly the perils usually covered in a marine insurance policy
– explains the use of ‘Institute Clauses’
– explains the ‘duty of assured’ clause (‘Sue and Labour’ clause)
– explains the function of Protection and Indemnity Associations (P and I clubs)
– lists risks, liabilities and expenses covered by P and I clubs
192

COMPETENCE 4.2
1.6.7 Charter parties

– briefly explains the use of charter parties in so far as these relate to the role of
the management level engineering officer
– Voyage charter
– Time charter
– Bareboat charter
– Laydays and cancelling date (Laycan)
– Notice of readiness (NOR)
– Demurrage
– Dispatch
– Delivery – On hire
– On hire survey
– Redelivery – Off hire
– Off hire survey
1.7 Responsibilities under international instruments affecting the safety of the
ship, passengers, crew and cargo
Ballast Water Convention 2004 (1 hour)
– defines the following:
– ballast water
– ballast water management
– sediments
– describes the application of this convention
– describes the conditions where the application of this convention may be
exempted
– describes the management and control requirement based on section B,
regulation B1 to B6
– describes the annex – section A, B, C, D and E briefly
– describes the standards that need to be observed in ballast water exchange
– states under regulation B-4 Ballast Water Exchange, all ships using ballast
water exchange should:
– whenever possible, conduct ballast water exchange at least 200 nautical
miles from the nearest land and in water at least 200 metres in depth,
taking into account Guidelines developed by IMO;
– in cases where the ship is unable to conduct ballast water exchange as
above, this should be as far from the nearest land as possible, and in all
cases at least 50 nautical miles from the nearest land and in water at least
200 metres in depth
193

COMPETENCE 4.2
– states as per annex – section B Management and Control Requirements for

Ships:
– ships are required to have on board and implement a Ballast Water
Management Plan approved by the Administration (regulation B-1). The
Ballast Water Management Plan is specific to each ship and includes a
detailed description of the actions to be taken to implement the Ballast
Water Management requirements and supplemental Ballast Water
Management practices
– explains that in accordance with SOLAS chapter V, regulation 28 – Records of
navigational activities and daily reporting, the commencement and termination
of the operation should be recorded
– explains that the navigational records generated during ballast water exchange
may be reviewed during ISM Audits and port State control inspections
Port State control (2 hours)
– explains that “port State control” is the inspection of foreign ships present in
a nation’s ports for the purpose of verifying that the condition of the ships and
their equipment comply with the provisions of international conventions and
codes, and that the ships are manned and operated in compliance with those
provisions
– explains that the primary responsibility for maintaining ships’ standards rests
with their flag States, as well as their owners and masters. However, many flag
States do not, for various reasons, fulfil their obligations under international
maritime conventions, and port State control provides a useful “safety net” to
catch substandard ships
– states that a “port State control regime”, where set up under a “memorandum
of understanding” (“MOU”) or similar accord between neighbouring port
States, is a system of harmonized inspection procedures designed to target
substandard ships with the main objective being their eventual elimination from
the region covered by the MOU’s participating States
– states that there are eight international PSC agreements currently in force
worldwide
– identifies how to ascertain which port State agreement a particular port State
might be party to and any areas of particular focus that may currently be in
place
– outlines that in addition to the general control of above listed certificate 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)
194

COMPETENCE 4.2
– 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 and 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 and 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”
195

COMPETENCE 4.2
– 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
196

COMPETENCE 4.2
– 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;
– damage control plan and Shipboard Oil Pollution Emergency Plan;
– fire control plan;
– bridge operation;
– cargo operation;
– operation of the machinery;
– manuals, instructions, etc.;
– oil and oily mixtures from machinery spaces;
– loading, unloading and cleaning procedures for cargo spaces of
tankers;
– dangerous goods and harmful substances in packaged form;
– garbage
– minimum manning standards and certification;
– STCW 78;
– ISM; and
– ISPS Code
– states that expanded inspection is an inspection conducted according to non-
mandatory guidelines only once during 12 month period for certain types of
ships and certain categories of age and size
– explains that oil tankers, bulk carriers, gas and chemical carriers and
passenger ships are subject to expanded inspections once during a period of
12 months
– outlines the IMO resolutions pertaining to port State controls are as follows:
– A.9/Res.321 Procedures for the control of ships 12/11/1975
– A.12/Res.466 Procedures of port state control 19/11/1981
– A.15/Res.597 Amendments to the procedures for the control of ships
19/11/1987
– A.19/Res.787 Procedures for port state control 23/11/1995
– A.21/Res.882 Amendments to the procedures for port state control
(resolution A.787(19)) 25/11/1999
197

COMPETENCE 4.2
– states that the publication by IMO which gives the General Procedural
Guidelines for Port State Control Officers are also of particular relevance to
shipmaster
– explains that a record of port State control inspections including safety-related
details of many ships is available on the internet from the Equasis database
and may be viewed by any member of the public
– explains that Equasis forms part of the Quality Shipping campaign launched
by the EU in 1997 which is formally supported by signatories from marine
Administrations, classification societies, P and I clubs and the ITF
– explains that more than 40 organizations provide information to Equasis and is
used heavily by charterers and insurers as well as marine Administrations with
port State control functions
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
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
198

COMPETENCE 4.2
International Convention Relating to Intervention on the High Seas in Cases

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
Protocol relating to Intervention on the High Seas in Cases of Pollution by
Substances other than Oil, 1973
– describes the rights of Parties to the Protocol to intervene on the high seas
following a maritime casualty
– defines ‘substances other than oil’
– explains that the Protocol extends the rights and obligations of coastal States
to cases involving imminent threat of pollution by substances other than oil
International Convention on Civil Liability for Oil Pollution Damage,1969
(CLC 1969)
– states that no claim for compensation may be made against the servants or
agents of the owner
– explains that, with certain exceptions, the owner may limit his liability by
constituting a fund for the sum representing the limit of his liability with the
Court of a Contracting State where the action is brought
– states that claims in respect of expenses reasonably incurred by the owner
voluntarily to prevent or minimize pollution damage rank equally with other
claims against the fund
– explains that where a fund has been constituted and the owner is entitled to
limit his liability, no person having a claim for pollution damage resulting from
that incident is entitled to exercise any rights over other assets of the owner
and that the ship or any other property belonging to the owner should be
released
– states that the owner of a ship registered in a Contracting State and carrying
more than 2,000 tons of oil in bulk as cargo is required to maintain insurance in
the sum of his limit of liability
– states that the appropriate authority of a Contracting State, after determining
that the requirements have been complied with, should issue a certificate
attesting that insurance or other financial security is in force
– states that the certificate should be carried on board ship and a copy
deposited with the relevant authorities
– states that a Contracting State must not permit a ship under its flag to which
this Article applies to trade without a certificate
199

COMPETENCE 4.2
– states that Contracting States must ensure under their national legislation,
that insurance or other security is in force in respect of any ship, whenever
registered, entering or leaving their ports of offshore terminals if the ship
actually carries more than 2,000 tons of oil in bulk as cargo
1.9 National legislation for implementing international agreements and
conventions (1 hour)
– explains the process by which international agreements and conventions are
ratified and implemented into national legislation
200
Maintain Safety and Security of Crew and

IMO
COMPETENCE 4.3 Passengers and the Operational Condition of
Reference
Safety Systems

table A-III/2
4.3.1 KNOWLEDGE OF LIFE-SAVING APPLIANCE REGULATIONS (SOLAS)
4.3.2 ORGANIZATION OF FIRE AND ABANDON SHIP DRILLS
4.3.3 MAINTENANCE OF OPERATIONAL CONDITION OF LIFE-SAVING, FIREFIGHTING
AND OTHER SAFETY SYSTEMS
4.3.4 ACTIONS TO BE TAKEN TO PROTECT AND SAFEGUARD ALL PERSONS ON
BOARD IN EMERGENCIES
4.3.5 ACTIONS TO LIMIT DAMAGE AND SALVE THE SHIP FOLLOWING A FIRE,
EXPLOSION, COLLISION OR GROUNDING
201

IMO
Reference
Safety Systems
4.3.1 KNOWLEDGE OF LIFE-SAVING APPLIANCE REGULATIONS (SOLAS)

Teaching aids: A1
1.1 Life-saving appliance regulations (SOLAS) (2 hours) R1
– demonstrates a thorough knowledge of the regulations concerning life-saving
appliances and arrangements (SOLAS), including the LSA Code
4.3.2 ORGANIZATION OF FIRE AND ABANDON SHIP DRILLS

Teaching aids: A1
Note that students must be familiar with the content and application of the requirements
for the scheduling and organization of fire and abandon ship drills of IMO model courses
7.03, 1.23 and 2.03. 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 students to refresh their knowledge of such techniques before undertaking this
management level content
2.1 Organization of fire and abandon ship drills
– prepares schedules for the conduct of fire and abandon ship drills so that all
required drills and equipment are covered within required timeframes
– discusses ways in which crew can be motivated to participate fully in drills
– prepares plans for effective drills
– organizes effective drills including the briefing, conduct and debriefing of the
drill
– discusses the process for ensuring that required changes are made to the
safety management system and on board procedures as a result of the lessons
learnt from drills
4.3.3 MAINTENANCE OF OPERATIONAL CONDITION OF LIFE-SAVING, FIREFIGHTING

AND OTHER SAFETY SYSTEMS
Teaching aids: A1
3.1 Maintenance of life-saving, firefighting and other safety systems
– discusses the use and upkeep of the SOLAS training manual in terms of the
safety equipment provided and the required maintenance of this equipment
202

IMO
Reference
Safety Systems
– prepares procedures and checklists for the inspection of life-saving, firefighting

and other safety systems on board
– ensures that regular inspections of life-saving, firefighting and other safety
systems on board are undertaken and that any deficiencies are identified and
rectified
– prepares procedures and schedules for the maintenance of life-saving,
firefighting and other safety systems on board
– prepares schedules for the required survey of life-saving, firefighting and other
safety systems on board
– 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
4.3.4 ACTIONS TO BE TAKEN TO PROTECT AND SAFEGUARD ALL PERSONS ON

BOARD IN EMERGENCIES
Textbooks:
Teaching aids: A1
4.1 Actions to protect and safeguard all persons on board in emergencies R1
(4 hours)
– states that some crew members will be assigned specific duties for mustering
and control of passengers
– lists those duties as:
– warning the passengers
– ensuring that all passenger spaces are evacuated
– guiding passengers to muster stations
– maintaining discipline in passageways, stairs and doorways
– checking that passengers are suitably clothed and that Iife jackets are
correctly donned
– taking a roll-call of passengers
– instructing passengers on procedure for boarding survival craft or jumping
into the sea
– directing passengers to embarkation stations
– instructing passengers during drills
– ensuring that a supply of blankets is taken to the survival craft
203

IMO
Reference
Safety Systems
4.3.5 ACTIONS TO LIMIT DAMAGE AND SALVE THE SHIP FOLLOWING A FIRE,
EXPLOSION, COLLISION OR GROUNDING
Textbooks:
Teaching aids: A1
5.1 Actions to limit damage and salve 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 firefighting)
– 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
5.2 Procedure for abandoning ship
– states that a ship should only be abandoned when imminent danger of sinking,
breaking up, fire or explosion exists or other circumstances make remaining on
board impossible
– describes the launching of boats and liferafts when the ship is listing heavily
– describes the launching of boats and liferafts in heavy weather conditions
– describes the use of oil to calm the sea surface and explains why fuel oil is not
suitable
204
Develop Emergency and Damage Control Plans IMO

COMPETENCE 4.4
and Handle Emergency Situations Reference

table A-III/2
4.4.1 PREPARATION OF CONTINGENCY PLANS FOR RESPONSE TO EMERGENCIES
4.4.2 SHIP CONSTRUCTION, INCLUDING DAMAGE CONTROL
4.4.3 METHODS AND AIDS FOR FIRE PREVENTION, DETECTION AND EXTINCTION
4.4.4 FUNCTIONS AND USE OF LIFE-SAVING APPLIANCES
205

COMPETENCE 4.4
4.4.1 PREPARATION OF CONTINGENCY PLANS FOR RESPONSE TO EMERGENCIES

This content is not directly required for management level engineering officers under STCW
Code, part A, chapter III, table A-III/1 but it is recommended to be included in training
courses
1.1 Contingency plans for response to emergencies (9 hours) R1
– draws up a muster list and emergency instructions for a given crew and type of
ship
– assigns duties for the operation of remote controls such as:
– main engine stop
– ventilation stops
– lubricating and fuel oil transfer pump stops
– dump valves
– CO2 discharge
– watertight doors
– and for the operation of essential services such as:
– emergency generator and switchboard
– emergency fire and bilge pumps
– describes options for the division of the crew, e.g., into a command team, an
emergency team, a back-up emergency team and an engine-room emergency
team
– explains the composition of the emergency teams in the above objective
– states that crew members not assigned to emergency teams would prepare
survival craft, render first aid, assemble passengers and generally assist the
emergency parties as directed
– designates muster positions for the command team, both at sea and in port
– designates muster positions for the emergency teams
– states that the engine-room emergency team would take control of engine-
room emergencies and keep the command team informed
– states that good communications between the command team and the
emergency teams are essential
– prepares contingency plans to deal with:
– fire and/or explosion in specific areas, such as galley, accommodation,
container stows on or under deck, engine-room or cargo space, including
coordination with shore facilities in port, taking account of the ship’s fire-
control plan
– rescue of victims from an enclosed space
– water ingress into the ship
– serious shift of cargo
206

COMPETENCE 4.4
– piracy attack
– being towed by another ship or tug
– heavy-weather damage, with particular reference to hatches, ventilators
and the security of deck cargo
– rescue of survivors from another ship or from the sea
– leakages and spills of dangerous cargo stranding
– abandoning ship
– explains how drills and practices should be organized
– describes the role of a shipboard safety committee in contingency planning
Actions to be taken when emergencies arise in port R1
– describes actions to take in the event of fire on own ship, with particular
reference to cooperation and communication with shore facilities
– describes action which should be taken when fire occurs on a nearby ship or
an adjacent port facility
– describes the circumstances in which a ship should put to sea for reasons of
safety
4.4.2 SHIP CONSTRUCTION, INCLUDING DAMAGE CONTROL

Textbooks:
Teaching aids: A1
2.1 Flooding of compartments (4 hours) R1
– defines:
– margin line
– permeability of a space
– explains what is meant by ‘floodable length’
– explains what is meant by ‘permissible length of compartments’ in passenger
ships
– describes briefly 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 final conditions 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
207

COMPETENCE 4.4
– explains the possible effects of sustaining damage when in a less favourable

condition
– distinguishes between ships of Type A and Type B for the purposes of
– describes the extent of damage which a Type A ship of over 150 metres length
should withstand
– explains that a Type A ship of over 150 metres length is described as a
‘one-compartment ship’
– describes the requirements for survivability of Type B ships with reduced
freeboard assigned
– 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 loss of stability structural failure
4.4.3 METHODS AND AIDS FOR FIRE PREVENTION, DETECTION AND EXTINCTION
Textbooks:
Teaching aids:
3.1 Methods and aids for fire prevention, detection and extinction
– See IMO model course 2.03
4.4.4 FUNCTIONS AND USE OF LIFE-SAVING APPLIANCES

Textbooks:
Teaching aids:
4.1 Functions and use of life-saving appliances
– See IMO model course 1.23
208
IMO
COMPETENCE 4.5 Use of Leadership and Managerial Skills
Reference

table A-III/2
4.5.6 DEVELOPMENT, IMPLEMENTATION AND OVERSIGHT OF STANDARD OPERATING
PROCEDURES
209
IMO
Reference

Teaching aids: A1
Note that trainees should be familiar with the content and application of the operational
level IMO model course 1.39 on Leadership and teamwork. 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
1.1 Shipboard personnel management (10 hours)
Principles of controlling subordinates and maintaining good relationships R1
– identifies sources of authority and power
– discusses theories on how effective authority and power may be enhanced or
diminished by management level officers on ships
– reviews theories in cultural awareness and cross cultural communication
– discusses strategies that management level officers could adopt to enhance
their effectiveness in managing crews of different cultures
– reviews theories in human error, situational awareness, automation awareness,
complacency and boredom
– discusses strategies that management level officers can adopt to optimize
situational awareness and to minimize human error and complacency of
individuals and teams
– reviews theories in leadership and teamwork
– discusses strategies that management level officers can adopt to enhance
leadership and teamwork
– discusses theories of personnel motivation and relates these to shipboard
situations encountered by management level officers
– explains that an individual’s motivation and well being may be affected by both
real and perceived influences on board ship and at home
– discusses strategies that management level officers could adopt to optimize
the motivation of individuals and teams
– discusses theories on coaching individuals and teams to improve performance
– discusses approaches to managing and improving the performance of oneself,
individuals and teams
– prepares for and conducts a simulated formal performance review
– identifies the impact of repeated harassment including bullying on individuals
– recognizes indications that crew members may be physically or mentally unwell
or badly demotivated
210
IMO
Reference
– describes strategies that can be adopted when a crew member is believed to

be physically or mentally unwell or badly demotivated
– describes strategies that management level officers can take to ensure that
crew remain physically well and are encouraged to remain physically active
Crew employment
– 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)
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
211
IMO
Reference

Teaching aids: A1
2.1 Related international maritime conventions and national legislation (4 hours)
ISM Code
– explains the principles underlying the ISM Code
– describes the content and application of the ISM Code
STCW Convention
– explains the principles underlying the STCW Convention
– describes the content and application of the STCW Convention
– explains how to implement the regulations for ensuring fitness for duty
– states that seafarers new to a particular type of vessel require ship specific
shipboard familiarization
– describes what shipboard familiarization may involve for watchkeeping officers
– describes what tasks or duties elementary basic safety familiarization involves
for a watchkeeping officer
– describes how to organize shipboard training and how to maintain records
– states that penalties are prescribed for breaches of STCW 95 requirements and
that these are determined by the flag State
– states that national legislation is required to implement the provisions of an
international convention
– states that for STCW 1978, as amended, national legislation is subject to
scrutiny and checking by IMO appointed persons
– states national legislation may differ from one flag to another
Maritime Labour Convention (MLC)
– demonstrates a working knowledge of the Maritime Labour Convention
provisions relating to the management of personnel on board ship, with
particular reference to:
– engagement of crew
– employment conditions
– crew entitlements and repatriation
– medical requirements

Teaching aids: A1
3.1 Task and workload management (8 hours)
– reviews theories on applying task and workload management from IMO model
course 1.39, Leadership and teamwork
212
IMO
Reference
– explains that the scope of activity and conflict between activities managed by
management level officers is broader than for operational level officers and
requires greater task and workload management ability
– plans the task and workload allocation for significant shipboard activities so
that the following are considered:
– human limitations
– personal abilities
– time and resource constraints
– prioritization
– workload, rest and fatigue
– discusses strategies to monitor the effectiveness of task and workload
management during an activity and to adjust the plan as necessary
– discusses strategies to ensure that all personnel understand the activity to be
undertaken and their tasks in this
– discusses whether the encouragement of a challenge and response
environment is appropriate to the task and workload management of particular
shipboard tasks
– discusses the importance of debriefs and reflection after activities have
been conducted to identify opportunities for improving task and workload
management

Teaching aids: A1
level IMO model course 1.39 on Leadership and teamwork in terms of resource
management. 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
4.1 Application of effective resource management at a management level
(10 hours)
– reviews theories on effective communication
– demonstrates effective communication in simulated or real situations involving
communications on board ship and between ship and shore
– discusses how management level officers can encourage other personnel to
use effective communications
– reviews theories on effective resource allocation, assignment and prioritization
– demonstrates the effective allocation, assignment and prioritization of
resources when managing simulated or real shipboard activities
– reviews theories on decision making that considers team experience
213
IMO
Reference
– demonstrates the ability to involve team member effectively in decision making

when managing simulated or real shipboard activities
– reviews theories on assertiveness and leadership
– discusses appropriate leadership styles and levels of assertiveness for
management level officers in a range of shipboard activities
– demonstrates the ability to apply appropriate leadership styles and levels of
assertiveness when managing simulated or real shipboard activities
– reviews theories on obtaining and maintaining situational awareness
– demonstrates the ability to obtain and maintain situational awareness when
managing complex simulated or real shipboard activities
– reviews theories on the use of short and long term strategies
– demonstrates the ability to apply short and long term strategies when
managing simulated or real shipboard activities

Teaching Aids: A1
level IMO model course 1.39 on Leadership and teamwork. 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
5.1 Situation and risk assessment (2 hours)
– reviews theories of situation and risk assessment
– discusses formal and informal approaches to risk assessment
– identifies typical risks that management level officers may have to assess
– demonstrates the ability to effectively assess risk in the planning and conduct
of simulated or real shipboard activities
5.2 Identify and generate options (2 hours)
– reviews theories on identifying and generating options
– demonstrates the ability to identify and generate options when making
decisions as a management level officer in simulated or real shipboard activity
5.3 Selecting course of action (2 hours)
– reviews theories on selecting the course of action in making decisions
– demonstrates the ability to select appropriate courses of action when making
decisions as a management level officer in simulated or real shipboard activity
5.4 Evaluation of outcome effectiveness (1 hour)
– explains how to carry out the evaluation of outcome effectiveness and the
importance of doing it
214
IMO
Reference
4.5.6 DEVELOPMENT, IMPLEMENTATION AND OVERSIGHT OF STANDARD

OPERATING PROCEDURES
Teaching Aids: A1
6.1 Development, implementation and oversight of standard operating
procedures (1 hour)
– discusses approaches to developing standard operating procedures (SOPs)
– explains the methods to implement the SOPs
– explains why it may be desirable for there to be oversight and approval of
many SOPs
215

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.
216
4.1 CONTROL TRIM, STABILITY AND STRESS
4.1.1 FUNDAMENTAL PRINCIPLES OF SHIP CONSTRUCTION,

TRIM AND STABILITY (90 hours)
1.1 Stresses in Ship Structure (4 hours)
Instructors should highlight to trainees the terms commonly associated with stresses and
their causes that a ship encounters in various conditions. Instructors to use the following
text to assist in their delivery: T4, T19, T25, T34. Terms include: longitudinal bending, still
water bending, and load diagram, shear force diagram, bending moment diagram, hogging,
sagging, wave bending, transverse bending, docking, grounding, pounding, and panting.
1.2 Construction Arrangements (27 hours)
The instructor should refer to R1 (SOLAS chap II) and also the following texts and teaching
aids when preparing to deliver this section: T4, T19, T25, T33, T35, B97, B102, V27. Coverage
should include:
(i) Terms used to describe structural members: keel, bilge keel, duct keel, bottom
plating, double bottom, tank top, girder, centre girder, side girder, floor, side frame,
shell plating, deck plating, flanges, margin plate, longitudinal, intercostal, stiffener,
web frame, bulkhead, collision bulkhead, panting stringer, stringer, pillars, garboard
strake, sheer strake;
(ii) Double bottom construction, structural members used and purposes;
(iii) duct keels – purpose and safety features;
(iv) Forward and after peak structures, reasons for the varying dimensions and
members;
(v) Anchor cable termination details;
(vi) Longitudinal, transverse and combined framed vessels;
(vii) Decks, Hatch covers, Bulwarks;
(viii) Deep frames and design consideration for discontinuities in the vessel structure;
(ix) Bilge keel consideration;
(x) Strakes for the hull;
(xi) Fittings through the hull requirements;
(xii) Engine, deck machinery and stabilizer strengthening members;
(xiii) Bulkhead construction and their position;
(xiv) Requirements for maintaining of strength and watertight integrity when bulkheads
are pierced for normal operation;
(xv) the rudder and its supporting arrangements;
217
(xvi) Stern frame;

(xvii) Design criteria for specialized ships;
(xviii) Structural fire protection, its classes and requirements;
(xix) Ship’s General arrangement drawing;
(xx) Shell expansion;
(xxi) Deck plan and ship’s midship section construction.
1.3 Ship Dynamics (2 hours)
Instructors should refer to the following text for reference, T4, T25, T19, T35, T34 and should
address these areas:
(i) Ship motions: Rolling, Pitching, Heaving;
(ii) Bilge keels;
(iii) Fin Stabilizers;
(iv) Passive and active anti-roll tanks;
(v) Vibration.
1.4 Watertight and Weathertight Doors (3 hours)
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.
1.5 Corrosion and Its Prevention (4 hours)
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.
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.
1.6 Surveys and Dry-Docking (2 hours)
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
218
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.
1.7 Stability (42 hours)
Calculations on box-shaped vessels have been introduced at a number of places in this

syllabus. They are included to illustrate basic principles and to aid trainees’ understanding
of actual ships’ data. The appendix to this instructor manual contains stability data and
capacity tables for use in the preparation of exercises. Instructors should make a collection
of data for other ships as the opportunity arises.
It is not intended that management level engineers will be required to apply the stability
principles of this course to problems involving the planning and assessment of the stability
or trim of the vessel involving cargo and other deadweight items. Calculations should be
aligned to supporting the principles outlined in the detailed teaching syllabus.
Approximate Calculation of Areas and Volumes, First and Second Moments
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.
Instructors should refer to text T3, T19, T34, to explain and also solve problems using:
(i) Simpson’s 1st and 2nd Rules for areas and volumes;
(ii) Application of Simpson’s Rules to calculate areas and volumes;
(iii) Common areas such as waterplanes, sections and bulkheads;
(iv) Immersed volume of hull by sections and waterplanes;
(v) Simpson’s 1st and 2nd Rules for 1st moments and centroid;
(vi) Application of Simpson’s Rules to find centroids;
(vii) Centroids of common areas such as, waterplanes, sections and bulkheads;
(viii) Vertical Centre of Buoyancy, VCB; Longitudinal Centre of Buoyancy, LCB;
(ix) Simpson’s 1st and 2nd Rules for 2nd moments of area;
(x) Application of Simpson’s Rules to find 2nd moments of area;
(xi) Transverse moment of inertia, IT; Longitudinal moment of inertia, IL.
219
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
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.
Stability at Moderate and Large Angles of Heel
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 GG1 sin (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
220
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
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 and List
Trim calculations using moments about the centre of flotation or trimming tables were covered
in IMO model course, 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.
221
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:
corrected draught = ¾ x draught amidships + ¼ x mean draught;

or corrected draught = l x draught amidships + 3 x mean draught.
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.
222
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
where: t is the trim in metres

L is the length between perpendiculars in metres
d is the mean draught
dM = MCT 1cm at (d + 0.5)m – MCT 1cm at (d - 0.5)m

dZ
The correction is always added to the displacement.
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.
223
Approximate GM by Means of Rolling Tests
The method is described in the Intact Stability Code.
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.
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.
In the unusual event of the centre of gravity falling below half draught the heel would be
towards the turn.
224
Dry-Docking and Grounding
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:
righting moment = ∆ x GM sin θ – P x KM sin θ
directly.
The righting level GZ, is given by the equation:
GZ = (GM – P x KM) sin θ,

∆
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
GM — 0 is also the same for both expressions.
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.
225
1.8 Resistance and Fuel Consumption (5 hours)
Instructors should refer to the following texts B115, T3, T34, T28, for explanation of the
following:
(i) Frictional resistance;
(ii) Reynolds’ number;
(iii) Residuary resistance;
(iv) Froude number;
(v) Speed length ratio;
(vi) Effective power;
(vii) Admiralty coefficient;
(viii) Fuel coefficient and fuel consumption. Trainees should know how to solve
problems involving the above variables.
1.9 Rudders (2 hours)
Instructors should refer to the following texts B115, T3, T34, T28, for explanation of the
following:
(i) Force on a rudder and Torque on a rudder stock;
(ii) Angle of heel due to force on rudder;
(iii) Angle of heel when turning.
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.
226
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.
Effect of Flooding on Transverse Stability
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
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
waterplane area = 100 x TPC

1.025
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
227
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
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
permeability = 1.2-0.4 = 0.8 = 0.67

1.2 1.2
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
228
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
Effect of Flooding on Trim (9 hours)
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.
Measures to Improve Stability or Trim when Damaged
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.
229
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.
4.1.3 KNOWLEDGE OF IMO RECOMMENDATIONS CONCERNING

SHIP STABILITY (2 hours)
Instructors should refer to the IMO publications referenced in the detailed teaching syllabus.
4.2 MONITOR AND CONTROL COMPLIANCE WITH LEGISLATIVE REQUIREMENTS

AND MEASURES TO ENSURE SAFETY OF LIFE AT SEA AND THE PROTECTION
OF THE MARINE ENVIRONMENT
4.2.1 INTERNATIONAL MARITIME LAW EMBODIED IN INTERNATIONAL

AGREEMENTS AND CONVENTIONS (1 hour)
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 responsibilities of management
level engineering officers and include:
An introduction to Maritime Law
Safety
● International Convention on Load Lines, 1966, as amended
● International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS)
— General Provisions
● SOLAS — Subdivision and stability, machinery and electrical installations
● SOLAS — Fire protection, fire detection and fire extinction
● SOLAS — Life-saving appliances and arrangements
● SOLAS — Safety of navigation
● International Convention on Standards of Training, Certification and Watchkeeping
for Seafarers, 1978
1.1 Certificates and Other Documents Required to be Carried

on Board Ships by International Conventions and Agreements (1 hour)
The management level engineer should 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.
230
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.
A complete list of certificates and documents, with reference to which convention it is

required, is provided in the detailed teaching syllabus.
The requirements for their issue and renewal are dealt with under the appropriate conventions,
except for those mentioned below.
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.
There are no international agreements requiring a ship to be classed by a classification

society, but practically all ships are. Loss of class would be an indication to a port State
control officer that a thorough inspection of the ship should be made. Maintenance of class
is a condition for the continuance of insurance in many cases.
The form of the official logbook, the entries made in it and its eventual disposal are decided
by each Administration.
The documents listed as minimum additional documents required at arrival or departure

are those mentioned in the Convention on Facilitation of International Maritime Traffic, the
International Health Regulations and the dangerous goods manifest required by SOLAS.
1.2 Responsibilities Under the Relevant Requirements of the International

Convention on Load Lines (1 hour)
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.
231
1.3 Responsibilities Under the Relevant Requirements of the International

Convention for the Safety of Life at Sea (2 hours)
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
entered into force in 1980. Some recent additions are covered in and 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.
1.4 Responsibilities Under the International Convention for the

Prevention of Pollution From Ships, 1973, and the Protocol of 1978
Relating Thereto (MARPOL 73/78) (3 hours)
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.
It is recommended that, whenever possible, disposal of garbage should be made to port

facilities. Disposal at sea is strictly regulated by the provisions of the appropriate legislation.
232
Records of waste and garbage disposed of at sea must be kept. These records are subject
to inspection and checking by port State control officers.
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
Annex V — Pollution by garbage from ships
Annex VI — Air pollution from ships and NOx technical code
1.5 Maritime Declarations of Health and the Requirements of the

International Health Regulations (1 hour)
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.
1.6 Responsibilities under other international maritime law embodied in

international agreements and conventions that impact on the role of
management level engineering officers (11 hours)
There are a large number of international agreements and practices that impact on the legal
and commercial elements of the role of a management level engineer. 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 students to learn detail that in practice would normally be
obtained from reference documents should be avoided.
Maritime Labour Convention, 2006
This has been added to this section. 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.
The Maritime Labour Convention, 2006, aims to establish a continuous “compliance

awareness” at every stage, from the national systems of protection up to the international
system starting with individual seafarers.
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,
233
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.
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.
MLC is a comprehensive set of global standards, based on 68 existing maritime labour

instruments (Conventions and Recommendations), adopted by the ILO since 1920. MLC
brings almost all these requirements together incorporating present day conditions and
language.
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.
234
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
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.
Assistance and Salvage
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.
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.
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”).
Need to Render Assistance
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
235
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.
Convention on Limitation of Liability for Maritime Claims, 1976 (LLMC 1976)
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
Classification societies are independent, normally non-commercial organizations. They were

originally established to designate minimum standards on which underwriters could rely before
insuring a vessel but have, over the years of their existence, developed into standard-setting
institutions for every section of the shipping community. Through their rules for construction
and a regime of periodical surveys they are in a position to enhance ship construction and
operation. They supervise all stages of the construction or major repairs of a ship, even to
the extent of ensuring that the right materials are used. A ship so constructed is assigned a
class in accordance with some code.
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.
General Average and Marine Insurance
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.
1.7 Responsibilities Under International Instruments Affecting the

Safety of the Ship, Passengers, Crew and Cargo (3 hours)
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 1 July, 2010 to SOLAS chapter V,
regulation 22 – Navigation bridge visibility, some changes are operational and others introduce
new requirements applicable to navigation records.
236
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.
1.8 Methods and Aids to Prevent Pollution of the Marine Environment

by Ships (2 hours)
This covers the following IMO conventions:

● Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other
Matter (London Dumping Convention)
● International Convention Relating to Intervention on the High Seas in Cases of Oil
Pollution Casualties, 1969
● International Convention on Civil Liability for Oil Pollution Damage, 1969
● International Convention for the Prevention of Pollution from Ships, 1973, and the
Protocol of 1978 relating thereto (MARPOL 73/78) has been covered earlier.
1.9 National Legislation for Implementing International Agreements and

Conventions (1 hour)
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.
4.3 MAINTAIN SAFETY AND SECURITY OF CREW AND PASSENGERS AND THE
OPERATIONAL CONDITION OF SAFETY SYSTEMS
4.3.1 KNOWLEDGE OF LIFE-SAVING APPLIANCE REGULATIONS (2 hours)
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.
237
4.3.4 ACTIONS TO BE TAKEN TO PROTECT AND SAFEGUARD ALL

PERSONS ON BOARD IN EMERGENCIES (4 hours)
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
staff would be responsible for a group of rooms. A small party would be charged with taking
additional supplies to the lifeboats.
4.3.5 ACTIONS TO LIMIT DAMAGE AND SALVE THE SHIP FOLLOWING

A FIRE, EXPLOSION, COLLISION OR GROUNDING (4 hours)
1. 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.
2. Procedure for Abandoning Ship
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.
238
4.4 DEVELOP EMERGENCY AND DAMAGE CONTROL PLANS AND HANDLE

EMERGENCY SITUATIONS
4.4.1 PREPARATION OF CONTINGENCY PLANS FOR RESPONSE TO

EMERGENCIES (9 hours)
Contingency plans for response to emergencies
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.
4.5 USE OF LEADERSHIP AND MANAGERIAL SKILLS
The detailed 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.
Officers will have different experiences of personnel management. As officers in charge of

a watch they will also have had to exercise their authority. They will therefore recognize and
understand many of the learning objectives. It should be possible to build on this and use
their prior experience to the maximum to improve their knowledge and ability to cope with
seagoing and other personnel such as pilots, ship agents, ship repairers and other shore
staff.
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
239
advantages and disadvantages of the various systems which the trainees might find to be
helpful in the course of their duties.
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.
Personnel Management (10 hours)
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 a 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.
240
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
An attitude is an individual’s habitual mode of responding to an object or situation. Attitudes

are developed by experience within social groups, including those of the work place, and may
become firmly implanted. To produce a change of attitude by training is therefore difficult and
cannot be done quickly.
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.
241
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.
4.5.2 RELATED INTERNATIONAL MARITIME CONVENTIONS AND NATIONAL

LEGISLATION (4 hours)
It is suggested that where national legislation implementing an international agreement or

convention exists, both the national legislation and the international requirements are taught
together. For example, a topic could be treated by dealing with the national legislation,
including the administrative details necessary for the master to carry out his duties effectively,
and making reference to the relevant sections of the international agreement or convention
on which the national regulations are based.
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
4.5.3 APPLICATION OF TASK AND WORKLOAD MANAGEMENT (8 hours)
The importance of identifying fatigue should be emphasized by the instructors. Overload

situations can have catastrophic results; the instructors should include case studies involving
fatigue, as the major reason for the accident/incident.
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.
242
4.5.4 EFFECTIVE RESOURCE MANAGEMENT (10 hours)
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, 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.
4.5.5 DECISION-MAKING TECHNIQUES (7 hours)
Situation and risk assessment, Identifying and Generating Options, Selecting Course of
Action and evaluating the outcome effectiveness are covered under this topic.
4.5.6 DEVELOPMENT, IMPLEMENTATION AND OVERSIGHT OF STANDARD

OPERATING PROCEDURES (1 hour)
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.
243
Appendix 1
Stability Data
244
APPENDIX 1 – STABILITY DATA
Loading Scale
245
KN Curves
246
APPENDIX 2 – TRIM TABLE
Appendix 2
Trim Table
247
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.
Evaluation/assessment can also be used:

● To assist trainee learning.
● To identify trainees’ strengths and weaknesses.
● To assess the effectiveness of a particular instructional strategy.
● To assess and improve the effectiveness of curriculum programmes.
● To assess and improve teaching effectiveness.
The different types of evaluation/assessment can be classified as:
■ 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
It is an integral part of the teaching/learning process and hence is a “Continuous” assessment.

It provides information on trainees’ progress and may also be used to encourage and motivate
them.
Purpose of formative assessment

● To provide feedback to trainees.
● To motivate trainees.
● To diagnose trainees’ strengths and weaknesses.
● To help trainees to develop self-awareness.
■ Summative assessment
It is designed to measure trainee’s achievement against defined objectives and targets. It

may take the form of an exam or an assignment and takes place at the end of a course.
248
PART E: EVALUATION
Purpose of summative assessment

● To pass or fail a trainee
● To grade a trainee
■ Evaluation for Quality assurance
Evaluation can also be required for quality assurance purposes.
Purpose of assessment with respect to quality assurance

● To provide feedback to instructors on trainee’s learning.
● To evaluate a module’s strengths and weaknesses.
● To improve teaching.
■ Assessment Planning
Assessment planning should be specific, measurable, achievable, realistic and time-bound

(SMART). Some methods of assessment that could be used depending upon the course/
qualification are as follows and should all be adapted to suit individual needs.
● Observation (in Oral examination, Simulation exercises, Practical demonstration).
● Questions (written or oral).
● Tests.
● Assignments, activities, projects, tasks and/or case studies.
● Simulations (also refer to section A-I/12 of the STCW Code 2010).
● CBT.
■ 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.
To be reliable an evaluation procedure should produce reasonably consistent results no

matter which set of papers or version of the test is used.
249
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 Code
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-III/2 (Specification of minimum standard of competence for chief
engineer officers and second engineer officers on ships powered by main propulsion
machinery of 3,000 kW propulsion power or more) of STCW Code, set out the methods and
criteria for evaluation. Instructors should refer to this table when designing the assessment.
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.
When evaluation consists of calculations, the following should be taken into consideration:
■ Calculations
To carry out their duties, chief engineer officers and second engineer officers must be able to
solve technical problems by performing calculations in various subject areas such as cargo
work, ship stability and navigation calculations.
250
PART E: EVALUATION
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.
In examinations conducted on a traditional essay-type basis, the sampling technique that

is applied in respect of calculation requirements is to attempt to cover as much of the
subject area as possible within the examination time available. This is frequently done by
using questions involving shorter calculations and testing in depth on one or two topics
by requiring the completion of more complex calculations. The employment of this ‘gross
sampling’ technique reduces the reliability of the examination as compared with what can be
achieved with a more detailed sampling technique.
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.
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 nor in the interpretation of the intermediate or final results. Further
questions must therefore be developed which are of a ‘procedural’ and principle nature.
251
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.
The examination as a whole should assess each candidate’s comprehension of principles,

concepts and methodology; his ability to apply principles, concepts and methodology; his
ability to organize facts, ideas and arguments and his abilities and skills in carrying out those
tasks he will be called upon to perform in the duties he is to be certificated to undertake.
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.
■ Quality of test items

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
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.
252
PART E: EVALUATION
SCORING TESTS
Scoring subjective 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 a complete model answer, 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.
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.
253
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 is 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.
Guidance on the treatment of answers produced by pocket calculators is needed. Examination

rules usually warn candidates that all working must be shown to gain full marks for a question.
The marks to deduct when insufficient working is shown but a correct answer is produced,
or when all working is correctly shown but the answer is wrong, need to be known by the
marker.
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 standard.
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.
254
PART E: EVALUATION
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.
255
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.
■ Advantages and disadvantages of oral and practical tests

It is generally considered advisable that candidates for certificates of competency should be
examined orally. 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. 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. 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.
256
Guidance on the Implementation of
IMO Model Courses
GUIDANCE ON THE IMPLEMENTATION OF IMO MODEL COURSES
Contents
Page
Part 1: Preparation 121
261
Part 2: Notes on teaching technique 126
266
Part 3: Curriculum development 128
268
Annex A1 Preparation checklist 131
271
Annex A2 Example of a TVKLSJV\YZLZ`SSHI\ZPUHZ\IQLJ[HYLH 33
273
Annex A3 Example of a lesson plan for annex A2 138
278
259
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).
261
3.2 Course objective

.1 The course objective, as stated in the course material, should be very carefully
considered so that its meaning is fully understood. Does the course objective require
expansion to encompass any additional task that national or local requirements will
impose upon those who successfully complete the course? Conversely, are there
elements included which are not validated by national industry requirements?
.2 It is important that any subsequent assessment made of the course should

include a review of the course objectives.
3.3 Entry standards

.1 If the entry standard will not be met by your intended trainee intake, those
entering the course should Ärst be required to complete an upgrading course to raise
them to the stated entry level. Alternatively, those parts of the course affected
could be augmented by inserting course material which will cover the knowledge
required.
.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.
3.4 Course certificate, diploma or document

Where a certificate, diploma or document is to be issued to trainees who successfully
complete the course, ensure that this is available and properly worded and that the
industry and all authorities concerned are fully aware of its purpose and intent.
3.5 Course intake limitations

.1 The course designers have recommended limitations regarding the numbers of
trainees who may participate in the course. As far as possible, these limitations
should not be exceeded; otherwise, the quality of the course will be diluted.
.2 It may be necessary to make arrangements for accommodating the trainees

and providing facilities for food and transportation. These aspects must be considered
at an early stage of the preparations.
262
3.6 Staff requirements

.1 It is important that an experienced person, preferably someone with experience
in course and curriculum development, is given the responsibility of implementing the
course.
.2 Such a person is often termed a “course coordinator” or “course director”.

Other staff, such as lecturers, instructors, laboratory technicians, workshop instructors,
etc., will be needed to implement the course effectively. Staff involved in presenting
the course will need to be properly briefed about the course work they will be dealing
with, and a system must be set up for checking the material they may be required to
prepare. To do this, it will be essential to make a thorough study of the syllabus and
apportion the parts of the course work according to the abilities of the staff called
upon to present the work.
.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.
3.7 Teaching facilities and equipment

.1 Rooms and other services
It is important to make reservations as soon as is practicable for the use of lecture
rooms, laboratories, workshops and other spaces.
.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.)
3.8 Teaching aids

Any training aids specified as being essential to the course should be constructed, or
checked for availability and working order.
3.9 Audiovisual aids

Audiovisual aids (AVA) may be recommended in order to reinforce the learning
process in some parts of the course. Such recommendations will be identified in Part
A of the model course. The following points should be borne in mind:
.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
263
transferred to these via photocopying. Alternatively, transparencies can be produced

by writing or drawing on the sheet. Coloured pens are useful for emphasizing salient
points. Ensure that spare projector lamps (bulbs) are available.
.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.
3.10 IMO references

The content of the course, and therefore its standard, reflects the requirements of all
the relevant IMO international conventions and the provisions of other instruments as
indicated in the model course. The relevant publications can be obtained from the
Publication Service of IMO, and should be available, at least to those involved in
presenting the course, if the indicated extracts are not included in a compendium
supplied with the course.
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
264
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.
265
Part 2: Notes on teaching technique

1. Preparation
1.1 Identify the section of the syllabus which is to be dealt with.
1.2 Read and study thoroughly all the syllabus elements.
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.
REMEMBER – POOR PREPARATION IS A SURE WAY TO LOSE THE INTEREST OF

A GROUP
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.
2.2 Talk clearly and sufficiently loudly to reach everyone.
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).
266
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.
2.10 It is important to be guided by the syllabus content and not to be tempted to

introduce material which may be too advanced, or may contribute little to the course
objective. There is often competition between instructors to achieve a level which is
too advanced. Also, instructors often strongly resist attempts to reduce the level to
that required by a syllabus.
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.
267
Part 3: Curriculum development

1. Curriculum
The dictionary defines curriculum as a “regular course of study”, while syllabus is
defined as “a concise statement of the subjects forming a course of study”. Thus,
in general terms, a curriculum is simply a course, while a syllabus can be thought of
as a list (traditionally, a “list of things to be taught”).
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
268
syllabus”; these indicate, respectively, the subject matter contained in an examination

paper, and the subject matter a teacher is to use in preparing lessons or lectures.
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.
7.10 As an example, a syllabus in training-outcome format for the subject of ship

construction appears in annex A2. This is a standard way of structuring this kind of
syllabus. Although, in this case, an outcome for each area has been identified – and
could be used in an assessment procedure – this stage is often dropped to obtain
a more compact syllabus structure.
269
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.
270
Annex A1 – Preparation checklist
Ref Component Identified Reserved Electricity Purchases Tested Accepted Started Finished Status OK
supply
1 Course plan
2 Timetable
3 Syllabus
JB-13-80 IMO TB702E Chief and 2nd Engineer Officer (21) - 286pp.indd 271
4 Scope
5 Objective
6 Entry
standard
7 Preparatory
course
8 Course
certificate
9 Participant

numbers
10 Staffing
Coordinator __________________________________________________________________________________________________________________
Lecturers __________________________________________________________________________________________________________________
Instructors __________________________________________________________________________________________________________________
Technicians __________________________________________________________________________________________________________________
Other __________________________________________________________________________________________________________________
271
04/03/2014 12:33
272
Annex A1 – Preparation checklist (continued)
Ref Component Identified Reserved Electricity Purchases Tested Accepted Started Finished Status OK
supply
11 Facilities
a) Rooms
Lab __________________________________________________________________________________________________________________
Workshop __________________________________________________________________________________________________________________
Other __________________________________________________________________________________________________________________
Class __________________________________________________________________________________________________________________
b) Equipment
Lab __________________________________________________________________________________________________________________
Workshop __________________________________________________________________________________________________________________
Other __________________________________________________________________________________________________________________
12 AVA
Equipment

and Materials
OHP __________________________________________________________________________________________________________________
Slide __________________________________________________________________________________________________________________
Cine __________________________________________________________________________________________________________________
Video __________________________________________________________________________________________________________________
13 IMO Reference
14 Textbooks
15 Bibliography
04/03/2014 12:33
Annex A2 – Example of a model Jourse syllabus in a subject area
Subject area : Ship construction
Prerequisite : Have a broad understanding of shipyard practice
General aims : Have knowledge of materials used in shipbuilding, specification of

shipbuilding steel and process of approval
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)
273
Course outline
Total hours for
Total hours for each subject area
Knowledge, understanding and proficiency
each topic of 9equired
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
274
Part C3: Detailed ;eaching :yllabus

Introduction
The detailed teaching syllabus is presented as a series of learning objectives. The objective,
therefore, describes what the trainee must do to demonstrate that the specified knowledge
or skill has been transferred.
Thus each training outcome is supported by a number of related performance elements in

which the trainee is required to be proficient. The teaching syllabus shows the Required
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)
will provide valuable information to instructors.

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. 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.
275
Finally, each training outcome embodies a variable number of Required performances – as

evidence of competence. The instruction, training and learning should lead to the trainee
meeting the specified Required performance. For the training outcome concerned with the
fundamental principles of ship construction, trim and stability there are three areas of
performance. These are:
3.1.1.1 Shipbuilding materials

3.1.1.2 Welding
3.1.1.3 Bulkheads
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.
276
FUNCTION 3: CONTROLLING THE OPERATION OF THE SHIP AND CARE FOR

PERSONS ON BOARD AT THE MANAGEMENT LEVEL
COMPETENCE 3.1 Control trim, stability and stress IMO reference
3.1.1 FUNDAMENTAL PRINCIPLES OF SHIP

CONSTRUCTION, TRIM AND STABILITY
Textbooks: T11, T12, T35, T58, T69
Teaching aids: A1, A4, V5, V6, V7
1.1 Shipbuilding materials (3 hours) R1

– states that steels are alloys of iron, with properties dependent upon the type and
amounts of alloying materials used
– states that the specifications of shipbuilding steels are laid down by
classification societies
– states that shipbuilding steel is tested and graded by classification surveyors,
who stamp it with approved marks
– explains that mild steel, graded A – E, is used for most parts of the ship
– states why higher tensile steel may be used in areas of high stress, such as
the sheer strake
– explains that the use of higher tensile steel in place of mild steel results in
saving of weight for the same strength
– explains what is meant by:
• tensile strength
• ductility
• hardness
• toughness
– defines strain as extension divided by original length
– sketches a stress-strain curve for mild steel
– explains
• yield point
• ultimate tensile stress
• modulus of elasticity
– explains that toughness is related to the tendency to brittle fracture
– explains that stress fracture may be initiated by a small crack or notch in a plate
– states that cold conditions increase the chances of brittle fracture
– states why mild steel is unsuitable for the very low temperatures involved in the containment of
liquefied gases
– lists examples where castings or forgings are used in ship construction
– explains the advantages of the use of aluminium alloys in the construction of superstructures
– 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
277
278
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
Main element Teaching Textbook IMO A/V aid Instructor Lecture Time
Specific training outcome in teaching sequence, with method reference guidelines notes (minutes)
memory keys
1.1 Shipbuilding materials (3 hours)
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

lecturer
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
04/03/2014 12:33

Model Course7 02

Uploaded by

Copyright:

Available Formats

Model Course7 02

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Model Course7 02

Uploaded by

Copyright:

Available Formats

MODEL

This electronic edition is licensed to

Batumi Maritime Academy

Licensed to Batumi Maritime Academy for 1 copy. © IMO

Revised edition 2014

Printed by Polestar Wheatons (UK) Ltd, Exeter, EX2 8RP

Copyright © International Maritime Organization 2014

All rights reserved.

Licensed to Batumi Maritime Academy for 1 copy. © IMO

Foreword ............................................................ vii

Part A: Course Framework for all functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Licensed to Batumi Maritime Academy for 1 copy. © IMO

Function 1: Marine Engineering at the Management Level . . . . . . . . . . . . . . . . . . . . . 27

Part B1: Course Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Part C1: Detailed Teaching Syllabus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Part D1: Instructor Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

Function 2: Electrical, Electronic and Control Engineering at the

Part B2: Course Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94

Part C2: Detailed Teaching Syllabus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96

Part D2: Instructor Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

Function 3: Maintenance and Repair at the Management Level . . . . . . . . . . . . . . . . 121

Part B3: Course Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124

Part C3: Detailed Teaching Syllabus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

Part D3: Instructor Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136

Licensed to Batumi Maritime Academy for 1 copy. © IMO

Function 4: Controlling the Operation of the Ship and Care for

Part B4: Course Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150

Part C4: Detailed Teaching Syllabus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

Part D4: Instructor Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216

Part E: Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248

Guidance on the implementation of IMO model courses . . . . . . . . . . . . . . . . . . . . . . 257

Licensed to Batumi Maritime Academy for 1 copy. © IMO

Following the adoption of the International Convention on Standards of Training, Certification

Licensed to Batumi Maritime Academy for 1 copy. © IMO

■ Use of the model course

Licensed to Batumi Maritime Academy for 1 copy. © IMO

Licensed to Batumi Maritime Academy for 1 copy. © IMO

■ Course intake limitations

Licensed to Batumi Maritime Academy for 1 copy. © IMO

■ Textbooks, videos and bibliography

In addition, applications of computers and micro-processors to instrumentation and control

Licensed to Batumi Maritime Academy for 1 copy. © IMO

● logic gates, truth tables of simple logic circuits

■ Training and the STCW Convention 1978, as amended

Function 1 Marine engineering at the management level

Function 2 Electrical, electronic and control engineering at the management level

Function 3 Maintenance and repair at the management level

Licensed to Batumi Maritime Academy for 1 copy. © IMO

Thus, each training outcome is supported by a number of related performance elements

■ Conventions, Regulations and Legislation

Licensed to Batumi Maritime Academy for 1 copy. © IMO

Part A: Course Framework for all functions

Licensed to Batumi Maritime Academy for 1 copy. © IMO

Licensed to Batumi Maritime Academy for 1 copy. © IMO

A certificate may be issued only by centres approved by the Administration.

■ Teaching facilities and equipment

■ Teaching aids (A)

A1 Instructor Manual (Part D of this course)

Licensed to Batumi Maritime Academy for 1 copy. © IMO

Licensed to Batumi Maritime Academy for 1 copy. © IMO