7 01 Master and Chief Mate PDF

MODEL
COURSE
c.7
7a01
MASTER AND
CHIEF MATE .
I M O
International Maritime Organization

Model Course 7.01
Master and Chief Mate

First published in 1991 by the
INTERNATIONAL MARITIME ORGANIZATION
4 Albert Embankment, London SE1 7SR
Revised edition 1999
Printed in the United Kingdom

by CPC The Printers, Portsmouth
ISBN 92-801-6103-2
IMO PLlBLlCATlON
( Sales number: T701E

I
ACKNOWLEDGEMENTS
This course for Master and Chief Mate is based on

material developed for IMO under the guidance of the
Norwegian Maritime Directorate, Oslo, Norway.
IMO wishes to express its sincere appreciation to the

Norwegian Maritime Directorate for its valuable
assistance and co-operation.
Copyright O IMO 1999
All rights reserved.

No part of this publication may, for sales purposes,
be produced, stored in a retrieval system or transmitted
in any form or by any means, electronic, electrostatic,
magnetic tape, mechanical, photocopying or otherwise,
without prior permission in writing from the
International Maritime Organization.
CONTENTS
'VI
Introduction
Function 1: Navigation at the Management Level
Part A1 : Course Framework

Part B1: Course Outline and Guidance Notes
Part C1: Detailed Teaching Syllabus
Function 2: Cargo Handling and Stowage at the Management Level

Part A2: Course Framework
Function 3: Controlling the Operation of the Ship and Care for

Persons on Board at the Management Level

Attachment: Guidance on the implementation of IMO model courses.

Introduction
'VI
rn Purpose of *themodel courses
The purpose of the IMO model courses is to assist maritime training institutes and their
teaching staff in organizing and introducing new training courses, or in enhancing, updating
or sqpplementing existing training material where the quality and effectiveness of the training
courses may thereby 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.
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 s h o ~ ~be l d sent to the Head of the STCW and Human Element
Section at IMO, London.
rn 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.
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.
MASTER AND CHIEF MATE
Within the course plan the course designers have indicated their assessment of the time which
*should be allotted to each area of learning. However, it must be appreciated that these
allocations are arbitrary and assume that the trainees have fully met all entry requirements of
the course. The instructor should therefore review these assessments carefully 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. The
detailed syllabus contains specific references to the textbooks or teaching material proposed
to be used in the course. Where no adjustment is 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 ortraining outcome. The syllabus
is laid out in learning objective format and each objective specifies a requiredperformanceor,
what the trainee must b e 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
Equipment
Suggested references, textbooks, technical papers
Other reference material.
Thorough preparation is the key to successful implementation of the course. IMO has
produced a booklet entitled "Guidance on the implementation of IMO model courses", which
deals with this aspect in greater detail.
In certain cases, the requirements for some or all of the training in a subject are covered by
another IMO model course. In these cases, the specific part of the STCW Code which applies
is given and the user is referred to the other model course.
Course objective
This model course comprises three functions at the management level. On successful
completion of the course and the requisite watchkeeping experience, officers will be capable
of taking full responsibility for the safety of the ship, its passengers, crew and cargo. They will
INTRODUCTION
be aware of their obligations under international agreements and conventions concerning

safety an4;the protection of the marine environment and wil'l be able to take the practical
measures necessary to meet those obligations.
In this model course, one combined course has been written for both chief mate and master.
The material is set out so that it can b e h n separately .from the course for officer in charge of
a navigational 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. Providing 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
Adrr~inistration.The teaching scheme should be adjusted to take account of those matters and
the timing of any modular courses (such as training in Fire Fighting, Medical Care ) which are
to be included.
Entry standards
Entrants should have successfully completed a course covering the minimum standards
required for certification as officer in charge of a navigational watch on ships of 500 gross
tonnage or more (see IMO Model Course No. 7.03, Officer in Charge of a Navigational Watch).
Class 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 nurr~bersmay 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 theframeworks for each
of the individual functions.
Textbooks
References to books are made in the syllabuses 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. Instr~ctors~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 as set to a maritime
training establishment.
English language
The requirements for knowledge of the English language are the same at the management
level as they are at the operational level. However, Administrations may consider that a
knowledge of English at a higher level would be desirable for a master and chief mate and may
wish to include a further course in English for conducting ship's business, as outlined below:
- reads and understands charter parties, bills of lading, mate's receipts, marine insurance
clauses, port and canal regulations
- interprets appropriate endorsements on mate's receipts and bills of lading
- completes a note of protest in English
- writes reports on damage to ship or cargo, on and off-hire surveys accidents and
incidents
- writes letters to agents, port authorities and stevedores concerning ship's business and
reads replies from them
- writes requests for surveys and interprets requests and instructions from surveyors
- requests fuel, water, ship's stores and spares, verbally and in writing
reads and understands manufacturers' instructions for operation and maintenance of

equipment.
IT and 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 master and chief mate.
If this topic has not been covered during training as officer in charge of a navigational 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 which could be included.
- The care and storage of magnetic media; use of simple utility programs for identifying
disk problems and fixes; LAN maintenance; back-up management; virus protection.
- IT and the use of applications, for communications (e-mail, data, etc), the internet,
intranets and the world-wide web (WWW).
INTRODUC-LION
- The installation and setup of multi-media applications.

<In
In addition applications of computers and micro-$rocessors to instrumentation and control

systems, including:
- simple digital circuits, binary logic switches, bistable circuits
- 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
- analogue-to-digital and digital-to-analogue 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 junior officers and crew members. Many of the IMO rules
and Assembly Resolutions are available on CD-ROM. Up to date details may be found on the
IMO web site at http://www.imo.org
Shipping economics
It is recommended that, at the discretion of the Administration, the subject of shipping

economics should be included in the course of studies for master and chief mate. The'.
objective is to make trainees aware of economic considerations in ship management and how
sound operational practices can contribute to the economic success of a voyage.
The following general objectives provide guidance on topics which could be included . Matters
of national or regional interest regarding local trade and the operation of shipping should be
incorporated where appropriate:
outlines the main world seaborne trade routes in various commodities
describes the main features of the following trades:

- tramp or general traders
- liner
- specialized (tanker, container, timber products, etc.)
- passenger (cruising, ferries)
describes the structure and organization of:

- a typical shipping company
- a ship management company
schedules economic purchasing of stores, bunkers etc based on the ship's area of
operation
establishes the safe and economic manning of a ship based on valid arguments and
proper usage of repair and maintenance assistance
plans the operation of the ship for a 12 month period
prepares an annual operating cost budget
describes the division of a shipping company between capital and labour
describes the operation of the freight market with reference to the price elasticity of
supply and demand
explains how freight rates vary:

- under free competition
- under monopolistic competition
- conferences, cartels, pooling arrangements, etc.
describes fluctuations in the freight markets
explains the significance of the following with regard to operating policy:

- capital costs
- fixed costs
- variable costs
- marginal costs
- interest rate
- depreciation or amortization
- risk element
- return on capital
lists and describes the following voyage costs:

- crew
- fuel
repairs and maintenance
- insurance
- port dues
- cargo handling
identifies cost elements on which the shipboard management team can influence the
results
explains how voyage costs are influenced by the operation of a ship and describes
measures which can be taken to minimise those costs
describes how costs are apportioned under the various types of charter party.
INTRODUCTION
Training and the STCW 1995 Convention

m 'n
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, as amended in 1995. This IMO model course has been revised and updated to
cover the competences in STCW 1995. It sets out the education and training to achieve those
standards.
In common with the Convention, the course is organised under the seven functions at three
levels of responsibility. Specifically, this course covers the minimum standard of competence
for masters and chief mates on ships of 500 gross tonnage or more, see STCW Code Table
A-1112.
For ease of reference, the course material is organised in .three separate Functions as per the
STCW Code. These functions are:
Function 1 Navigation at the management level

Function 2 Cargo handling and stowage at the management level
Function 3 Controlling the operation of the ship and care for the persons on board at the
management level.
Each function is addressed in three parts: Part A, Part B and Part C.
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, IMO references
and textbooks is also included.
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 corr~petencedefined 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. Also
included in this section are guidance notes and additional explanations.
A separate IMO model course 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.
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. IMO references, textbook references and suggested teaching
aids are included to assist the teacher in designing lessons.
There are new competence requirements in STCW 1995 concerning masters and chief mates,
that did not appear in the 1978 Convention. These new requirements include:
- ship routeing and reporting

- bridge teamwork
- blind pilotage and inter-relationship and use of all available navigational data
- use of publica.tions
- emergency towirlg 6 I. <#

- rate of turn, current, ship and tug interactions, use of manoeuvring systems
- manoeuvres for rescue boats
- VTS
- automatic data-based equipment
- BC Code
- national legislation
- preparation of contingency plans.
These new training requirements are addressed in the appropriate parts of the detailed
teaching syllabus.
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-116
of the STCW Code. These provisions cover: qualification of instructors; supervisors as
assessors; in-service training; assessment of competence; and training and assessment within
sn institution. The corresponding Part B of the STCW Code contains guidance on training and
,ssessment.
The criteria for evaluating competence specified in the minimum standard of competence
tables of Part A of the STCW Code are to be used in the assessment of all competences listed
in those tables.
As previously mentioned a separate model course addresses Assessment of Competence and

use of ,the criteria for evaluating competence tabulated in the STCW Code.
Responsibilities of Administrations
Administrations should ensure that training courses delivered by colleges and academies are
such as to ensure officers completing training do meet the standards of competence required
by STCW Regulation Ill1 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, c,onsultants 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 granted
its approval to the document, as it considers that this work must not be regarded as an official
interpretation of the Convention.
Function 1 :
Navigation at the Management Level

'
l"
'11,

Aims
0bjective
Entry standards
Course certificate
Staff requirements
Teaching facilities and equipment
Teaching aids
Video cassettes
IMO references
Textbooks

Timetable
Lectures
Course outline
Guidance notes

Introduction
Explanation of information contained in the syllabus tables
1.1 Plan a voyage and conduct navigation
1.2 Determine position and accuracy of fixes by any means
1.3 Determine and allow for compass errors
1.4 Co-ordinate search and rescue operations
1.5 Establish watchkeeping arrangements and procedures
1.6 Maintain safe navigation through the use of radar and ARPA and modern
navigational systems to assist in command decision-making
1.7 Forecast weather and oceanographic conditions
1.8 Respond to navigational emergencies
1.9 Manoeuvre and handle a ship in a\l conditions
1 .I 0 Operate remote controls of propulsion plant and engineering systems and
services
Function 1 - Navigation at the Management level^^
Aims
This model course aims to meet the mandatory minimum requirements for knowledge,
understanding and proficiency in Table A-1112 of STCW 1995 for the function Navigation at the
Management Level.
Objective
This syllabus covers the requirements of the 1995 STCW Convention Chapter II, Section A-
1112. This functional element provides the detailed knowledge to support the training outcomes
related to the Navigation at the Management Level.
-his section provides the background knowledge to support the tasks, duties and
responsibilities in:
- planning a voyage and conducting navigation

- determining position and the accuracy of resultant position fix by any means
- determining and allowing for compass errors
- co-ordinating search and rescue operations
- establishing watchkeeping arrangements and procedures
- maintaining safe navigation through the use of radar and ARPA and modern navigation
systems to assist command decision-making
- forecasting weather and oceanographic conditions
- response to navigational emergencies
- manoeuvring and handling a ship in all conditions
- operation of remote controls of propulsion plant and engineering systems and services.
Entry standards
-his course is principally intended for officers for certification as master and chief mate on
ships of 500 gross tonnage or more (see IMO Model Course No. 7.03, Officer in Charge of a
Navigational Watch).
Course certificate
On s~~ccessful 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-1112 of STCW 1995, for
the function Navigation at the Management Level.
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-
116). Depending on the complexity of the exercises set, an assistant instructor with sirr~ilar
experience is desirable for certain practical exercises.
PART A l : COURSE FRAMEWORK - NAVIGATION
Teaching facilities and equipment (..

A classroom equipped with an overhead projector and a blackboard or flipchart should be
provided for teaching the theory of the course and holding group discussions.
The following items are necessary for use in group work:
COLREGS '72 - a set of table-top models displaying proper signals or lights, a magnetic
board or a navigation light simulator
Iblanoeuvring - a set of models to represent ships, jetties, piers and other dock
configurations, which can be used on a table top to illustrate ship handling techniques
Teaching aids (A)

A1 Instructor Guidance (Part B of ,this course)
A2 Catalogue of British Admiralty charts and other hydrographic publications
A3 British Admiralty Notices to Mariners
A4 Nautical Almanac
A5 Nautical tables (Norie's, Burton's or others)
A6 Pre-computed altitude and azimuth tables (e.g. H0229)
A7 Pocket calculator
A8 Working chart
A9 Ocean plotting sheet
A10 Passage planning charts
A1 1 Routeing charts
A1 2 Ocean Passages lor the World (NP 136), (Taunton, Hydrographer of the Navy,
1987)
A1 3 Distance tables
A14 British Admiralty list of lights
A1 5 National list of lights and buoyage system
A16 British Admiralty tide table of the area concerned
A1 7 Local tide table
A1 8 Tidal stream atlas
A1 9 British Admiralty 'Pilot' book for the area concerned
A20 National sailing'directions
A21 port information books
A22 IALA Maritime Buoyage System, Admiralty NP 735
A23 British Admiralty List of Radio Signals, Vol. 2: Radio Navigational Aids
A24 British Admiralty List of Radio Signals, Vol. 5: Radio Time Signals, Radio
Navigational W a r n i ~ g s
A25 British Admiralty List of Radio Signals, Vol. 6: Pilot Services and Port Operations.
Parts 1 and 2
A26 British Admiralty List of Radio Signals, Vol. 7: Vessel Traffic Services and Reporting
Systems. Parts 1 and 2
A27 Ship's log-book
A28 Loran-C Receiver
A29 Magnetic compass in a binnacle with necessary correcting devices
A30 Pelorus and azimuth mirror
A31 Gyro-compass
A32 Satellite Navigation Receivers
V i d e , cassettes
~ ,I,
V1 Preparing the defence (IMO Code No. VID-301)
Available from: IMO Publications Section

4 Albert Embankment
London SE1 7SR, UK
Fax: 44 171 587 3241
URL: www.imo.org
V2 Master/pilot relationship (Code No 498)

V3 Search and rescue: co-ordination (Code No 574)
V4 Shiphandling - Part 1 (Code No 95)
V7 Interaction (Code No 13)
V8 Ship handling in following seas (Code No 636)
Available from: Videotel Marine International Ltd

84 Newman Street, London W1 P 3LD1UK
Tel : 44 171 299 1800
Fax: 44 171 299 1818
e-mail: mail @videotelmail.com
URL: www.videotel.co.uk
IMO references (R)

R1 lnternational Convention on Standards of Training, Certification and Watchkeeping for
Seafarers (STCW), 1995 (IMO Sales No. 938), and 1997 Amendments to STCW 95
(IMO Sales No. 945)
R2 lnternational Convention for the Safety of Life at Sea (SOLAS), as amended
(IMO Sales No. 110)
R3 Ships' Routeing (1991, 6th ed.) (IMO Sales No. 927);1992 Amendments to Ships'
Routeing (IMO Sales No. 924) and 1996 Amendments (IMO Sales No. 921)
R4 Assembly resolution A.223 (VII): Performance standards for radio direction-finding
systems
R5 Assembly resolution A.574 (14): Recommendation on general requirements for
electronic navigational aids
R6 Assembly resolution A.382 (X): Magnetic compasses: carriage and performance
standards
R7 Assembly resolution A.424 (XI): Performance standards for gyro-compasses
R8 Convention on the lnternational Regulations for Preventing Collisions at Sea, 1972
(COLREGS 1972), as amended (IMO Sales No. 904)
R9 lnternational Convention for the prevention of Pollution from Ships, 1973
(MARPOL 1973) (in IMO sales No. 520)
R10 Regulations for the Prevention of Pollution by Oil - Annex 1, MARPOL 73/78 (in IMO
Sales 110. 520)
R11 Regulations for the Control of Pollution by Noxious Substances in Bulk - Annex II,
MARPOL 73/78 ( in IMO Sales No. 520)
R12 Guidelines for the implementation of Annex V of MARPOL 73/78
(in IMO Sales No. 520)
R13 Manual on Oil Pollution, Section 1 - Prevention (IMO Sales No. 557)
PART A1 : COURSE FRAMEWORK - NAVIGATION
Assembly resolution A.648 (16) - General Principles for Ship Reporting Systems and
Ship RepdPting Requirements, including Guidelines for Repd'pting Incidents Involving
Dangerous Goods, Harmful Substances and/or Marine Pollutants
Assembly resolution A.626 (15) - Amendments to the lnternational Regulations for
Preventing Collisions at Sea, 1972
Assembly resolution A.678 (16) - Amendment to the International Regulations for
Preventing Collisions at Sea, 1972
Assembly resolution A.601 (15) - Provision and display of manoeuvring information on
board ships
Assembly resolution A.160 (ES.IV) - Recommendation on data concerning
manoeuvring capabilities and stopping distances of ships
Assembly resolution ~ 1 2 6 (VIII)
9 - Recommendation for skippers of fishing vessels on
ensuring a vessel's endurance in conditions of ice formation
Assembly resolution A.275 (VIII) - Recommendation on performance standards for
mechanical pilot hoists
Assembly resolution A.426 (XI) -Arrangements for embarking and disembarking pilots
in very large ships
Assembly resolution A.528 (13) - Recommendation on weather routeing
Assembly resolution A.667 (16) - Pilot transfer arrangements
Assembly resolution A.439 (XI) - IMCO Search and Rescue Manual
Assembly resolution A.530 (13) - Use of radar transponders for search and rescue
purposes
MEPC.14(20) Amendments to Annex I of MARPOL 73/78
MEPC.16(22) Amendments to Annex ll of MARPOL 73/78
MEPC.21(22) Amendments to Protocol I to MARPOL 73/78 and the text of the Protocol,
as amended, annexed thereto
IMO/ILO Document for Guidance, 1985 (IMO Sales No. 935)
Mersar Manual, 1993 (IMO-963)
IAMSAR Manual, 1998 (IMO Sales No. 960,962)
Details of distributors of IMO publications ,that maintain a permanent stock of all IMO
publications may be found on the IMO web site at http://www.imo.org
Text books (T)

TI Admiralty Manual of Navigation. Vol 1. London, HMSO 1997 1st impression (ISBN O-
11400-3-68-8)
T3 Bole, A.G. and Dineley, W.O. and Nicholls, C.E. The Navigation control Manual. 2nd
ed. Oxford. Heinemann Professional, 1992 (ISBN 0-7506-0542-1 )
T I0 Danton, G. The Theory and Practice of Seamanship. I 1th ed. London, Routledge,
1996 (ISBIV 0-4151 -5372-7)
TI3 Frost, A. Practical Navigation for Second Mates. 6th ed. Glasgow, Brown, Son &
Ferguson, 1985 (ISBN 0-8517-4397-8)
TI4 Frost, A. The Principles and Practice of Navigation. 3rd ed. Glasgow, Brown, Son &
Ferguson, 1988 (ISBN 0-851 7-4542-3)
TI6 Gylden, S. The Use of Constant Rate Turns OUT OF PRINT 1998
TI7 Hensen, H. Tug Use In Port, Nautical Institute (ISBN 1-8700-7739-3)
T21 Hooyer, H.H. The Behaviour and Handling of Ships. Cornell Maritime Press
(ISBN 0-7870-33306-2)
T24 lnternational Chamber of Shipping, Bridge Procedures Guide, 3rd ed. 1998
T34 Kemp, J.F.and Young, P. Notes on Compass Work. 2nd ed. London, Stanford
Maritime, 1972; reprinted 1987 (ISBN 0-5400-0362-X)
T38 MacElvrey, D.H. Shiphandling for the Mariner. 3rd ed. Centreville (Maryland, US),
Cornell Maritime Press, 1995. (ISBN 0-8703-3464-6)
T42 Maritime Meteorology, 2nd. Ed. 1997. Thomas Reed Publications
(ISBN 0- 9012-8167-0)
T46 Merrifield, F.G. Ship Magnetism and -The Magnetic Compass, Pergamon Press
T47 Meteorological Office, Marine Observer's Handbook. 1l t h ed. (Met.0.887). London,
HMSO, 1995 (ISBN 0-1 140-0367-X)
T48 Meteorological Office, Meteorology for Mariners, 3rd ed. 8th impression. London,
HMSO, 1978 (ISBN 0-1140-0311-4)
T53 Rowe, R.W. The Shiphandler's Guide. The Nautical Institute. 1996. (ISBN 1-870077
35 0)
T57 Swift, Capt. A.J. Bridge Team Management. - A Practical Guide. The Nautical
Institute, 1993. (ISBN 1-8700-7714-8)
T59 Tetley, L. and Calcutt, D. Electronic Aids to Navigation : Position Fixing. 2nd ed. 1986
London, Edward Arnold, 1991 (ISBN 0-3405-4380-9)
r61 The Mariner's Handbook. (NP 100). 6th ed. Taunton (UK), Hydrographer of the Navy,
1989
T66 Taylor, D.A. Introduction to Marine Engineering. 2nd ed. London, Butterworth. 1990.
(ISBN 0-4080-5706-8)
Secondhand copies of out of print books may be available from the Warsash Nautical
Bookshop, 6 Dibles Road, Warsash, Southampton SO31 9HZ, UK. Tel: 44 1489 572 384
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PART B1: COURSE OUTLINE - NAVIGATION
Function
',,, 1: Navigation at the Manageqent Level
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.
COURSE OUTLINE
Total hours Total hours for each

Knowledge, understanding and proficiency for each topic subject area of
Required performance
Competence:
1.1 PLAN A VOYAGE AND CONDUCT NAVIGATION
1 1 VOYAGE PLANNING AND NAVIGATIO~JFOR ALL CONDITIONS

.1 Log books
.2 Navigation for all conditions
.1 Routeing 15
1 ,I ,3 REPORTING IN ACCORDANCE WITH THE GUIDELINES AND

CRITERIA FOR SHIP.REPORTING SYSTEMS
.1 Ship reporting systems 1
1.2 DETERMINE POSITION AND THE ACCURACY OF RESULTANT POSI'TION FIX BY

ANY MEANS
1.2.1 POSITION DETERMINATION IN ALL CONDITIONS

.1 Terrestrial navigation
.2 Great-circle sailing
.3 Celestial navigation
.4 Tides
.5 Loran-C System
.6 Satellite navigation system
1.3 DETERMINE AND ALLOW FOR COMPASS ERRORS
1.3.1 THE PRINCIPLES AND ERRORS OF MAGNETIC COMPASSES

.1 The principle and errors of magnetic compasses 25
.2 Gyro-compass errors and corrections 10
1.3.2 THE PRINCIPLE AND ERRORS OF GYRO COMPASSES

.1 The principle and errors of gyro compasses 10
1.3.3 SYSTEMS UNDER THE CONTROL OF THE MASTER GYRO

AND THE OPERATION OF THE MAIN TYPES OF
GYRO-COMPASSES IN USE AT SEA
1 Systems under the control of master gyro and the operation
of the main types of gyro-compass in use at sea 2
1.4 CO-ORDINATE SEARCH AND RESCUE OPERATIONS

See IMO Model Course No. 1.08 and STCW Reg. 1/12
Teaching staff 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.
a,., .-Total hours Total hours for each

Reauired ~ e r f o r m a n c e
1.5 ESTABLISH WATCHKEEPING ARRANGEMENTS AND PROCEDLIRES
1.5.1 THE INTERNATIONAL REGU~ATIONSFOR PREVENTING

COLL1SIONS AT SEA
.I COLREGS 1972 and Amendments 30
I.5.2 PRINCIPLES TO BE OBSERVED IN KEEPING A NAVIGATIONAL

WATCH
.1 Navigational watch 2
1.5.3 EFFEGTIVE BRIDGE TEAMWORK PROCEDURES

.1 Bridge teamwork procedures
.2 Bridge team management
.3 Teamwork
1.6 MAINTAIN SAFE NAVIGATION THROUGH THE USE OF RADAR AND ARPA AND ,
MODERN NAVIGATION SYSTEMS TO ASSIST COMMAND DECISION- MAKING
See I M O Model Course No. 1.08 a n d STC W Reg. 1/12 -
1)
4
1.7 FORECAST WEATHER AND OCEANOGRAPHIC CONDITIONS d
.1 The planetary system of wind and pressure 2

.2 The weather associated with the principal air mass types
-. 2
.3 Synoptic and prognostic charts and forecasts from
any source 2
.4 The maritime forecast code and the range of information
available through fax transmissions 2
.5 The main types of floating ice, their origins and
movements 2
.6 The guiding principles relating to the safety of navigation
in the vicinity of ice 1
.7 Conditions leading to ice accretion on ship's
superstructur'es, dangers and remedies available 2
1.7.2 CHARACTERIS-TICS OF VARIOUS WEATHER SYSTEMS

.I The formation, structure and weather associated
with the principal frontal systems 2
.2 The formation of, and weather associated with,
frontal and non-frontal depressions 2
.3 The formation and weather characteristics of non-
frontal weather systems 2
.4 Tropical revolving storms (TRS) 2
1.7.3 OCEAN CURRENT SYSTEMS

.1 Surface water circulation of the ocean and principal
adjoining seas 2
.2 The principle of voyage planning with respect to
weather conditions and wave height 2
.3 The formation of sea waves and swell waves 2
ch7 Total hours Total hours for each

1.7.4 CALCULATION 0F.TIDAL CONDITIONS

.I Apply the relevant weather conditions to tidal calculations 1
1.7.5 APPROPRIATE NAVIGATIONAL PUBLICATIONS ON TIDES AND CURRENTS

1 Navigational publications on tides and currents 2 2
1 Precautions when beaching a ship 2

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.I Action to be taken if grounding is imminent

and after grounding 2
1.8.3 REFLOATINGA GROUNDED SHIP WITH AND WITHOUT ASSISTANCE

.I Refloating 1
1.8.4 ACTION TO BE~TAKENIF COLLISION IS IMMINENT AND FOLLOWING

A COLLfSIONrOR IMPAIRMENT OF THE WATERTIGHT IIV'TEGRITY OF THE
HULL BY ANY MEANS
.1 Collision 2
1.8.5 ASSESSMENT OF DAMAGE CONTROL

.1 Assessment of damage control
1.8.6 EMERGENCY STEERING

1 Emergency steering
1.8.7 EMERGENCY TOWING ARRANGEMENTS AND TOWING PROCEDURES

.1 Emergency towing arrangements 2
1.9 MANOEUVRE AND HANDLE A SHlP IN ALL CONDITIONS
1.9.1 MANOEUVRING AND HANDLING A SHlP IN ALL CONDITIONS

.1 Approaching a pilot vessel 4
Ship handling in restricted waters 10
Constant rate of turn techniques 1
Manoeuvring in shallow water 2
Interaction: bank, canal, ship and tug 2
Berthing and unberthing 12
Use of propulsion and manoeuvring systems 1
Anchoring 6
Drydocking 2
Handling ships in heavy weather 6
Rescue boats and survival craft 2
Manoeuvring and propulsion characteristics 3
Damage due to own ship's bow and stern waves 1
Navigating in or near ice 3
Manoeuvring in traffic separation schemes and VTS 2
PART B1: COURSE OUTILINE - NAVIGATION
<m Total hours Total hours for,aach

1. I 0 OPERATE REMOTE CONTROLS OF PROPULSION PLANT AND ENGINEERING

SYSTEMS AND SERVICES
.I Marine engineering terms and fuel consumption 4 4
Total for Function 1: Navigation at the Management Level 379
Guidance Notes
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 theoretical knowledge, understanding and proficiency for the safe
navigation of a ship in coastal waters and in the open ocean.

On completion of training for this function, the officer will possess a thorough understanding
and capability in navigation. This together with knowledge gained in other areas, will enable
the officer to carry out passages independently in a proper and safe manner and to be able
to solve those problems that may arise during a voyage.
The officer will be able to fix posi,tions and analyse in a practical way the quality of the fix,
make great circle calculations, read tide tables and predict times and heights of tides at
different ports worldwide.
In voyage planning the officer will be able to:
- use appropriate means of navigation in coastal waters

- make use of publications and other information sources for safe voyage planning in
coastal waters
- use pilot charts, Ocean Passages for the World and other publications to select a safe
and economic 'best' route
- organize and manage the bridge team.
Officers will be thoroughly conversant with the International Regulations for Preventing
Collisions at Sea (COLREG 1972) and interpretations of them arising from court decisions.
They will be able to apply them correctly in all situations as master of a ship.
Officers will be able to arrange and monitor the keeping of a safe navigational watch at sea
and an effective deck watch in port taking account of the standards regarding watchkeeping
in the STCW Code Chapter VIII. They will have a knowledge of all modern navigational aids,
enabling them to navigate safely in all parts of the world. They will have specific knowledge
of operating principles, limitations, sources of error, detection of misrepresentation of
information and methods of correction to obtain accurate position fixing. Officers will
appreciate the danger of exclusive reliance on information gained from instruments and the
necessity for calibration and frequent checking of the instruments.
On completion of the function officers will have a thorough knowledge of the theory of
magnetism as applied to the earth's field and magnetic conditions aboard ship. They will
understand the reasons for the change of compass deviation with time and position and the
need for routine checking of the ship's deviation. They will also be able to produce and
analyse a deviation table, make a tentative adjustment of the ship's compass and understand
the further adjustments to make in the light of deviations experienced. Officers will have a
knowledge and understanding of gyro-compass errors and will be able to evaluate possible
errors and appreciate the limitations of the instrument.
On completion of the function, officers will : &

.,
- possess a general understanding of the elements and processes which determine the
weat her:
- be able to draw conclusions on the basis of observations made on board and from
information available;
- be able to utilize information from weather and wave charts; and
- have a basic knowledge of the elements of oceanography.
This knowledge will, as part of the training programme as a whole, enable the trainee to take
into account climatic condi.tions, the weather prognosis, ocean currents and information on the
presence of ice for the safe operation of the ship.
The officer will understand and interpret a synoptic chart, predict area weather, have a
knowledge of the characteristics of various weather systems and ocean current systems and
be able to use all appropriate navigational publications.
Officers will also be aware of all of the factors affecting the manoeuvringand handling of ships.
They will be able to plan berthing or anchoring procedures, taking account of prevailing
conditions of wind and tide and ,their own ship's characteristics, and to make use of assisting
tugs when necessary. They will, after having gained seagoing experience ortraining on a ship-
handling simulator, also be able to handle a ship so as to minimize the risk of damage or
stranding resulting from heavy weather. Officers will be aware of the dangers to be
encountered when navigating in ice or conditions of ice accumulation on board and the
precautions to take for the safety of the ship and crew.
Officers will know the procedures to use in VHF communications and be able to use
radiotelephones, particularly with respect to distress, urgency, safety and navigational
messages. 'They will also know the procedures for emergency distress signals by
radiotelegraphy, as prescribed in the Radio Regulations, and will be able to send a distress
call by using an automatic keying device and the emergency transmitter.
The radiocorr~municationsrequirementsof the 1974 SOLAS Convention, as amended, and the

procedures for distress, urgency, safety and navigational messages in accordance with
chapter NIX of the Radio Regulations will be known.
1.I Plan a Voyage and Conduct Navigation

First of all, the officers should be well acquainted with publications which supply appropriate
information for voyage planning. Intelligent use of the information, together with professional
ability and watchfulness, leads to a successful voyage. Proper safe working procedures are
very important and should be stressed. Instructors will find T24 a valuable source of
reference.
1.1.I VOYAGE PLANNING AND NAVIGATION FOR ALL CONDITIONS

Log books
On board ship, various conditions need to be watched and taken care of. In a nautical context
this means navigation, including watchkeeping, weather, shiphandling, handling of cargo,
condition of ship as to stability, trim, stress, etc., personnel management and communications,
which are the most important subjects. Proper and effective keeping of log-books is important,
as a record of the various circumstances. Special emphasis should be placed on conditions
involving maritime shipping legislation and other regulations and on keeping log-books in
normal circumstances.
The importance of preparing oneself and the vessel before setting off on a sea passage is
irrefutable, especially on a coastal passage where the sheer number and proximity of hazards
can quickly spell disaster for the unprepared.
Navigation Safety recommends that:
1) all of the ship's navigation is planned in adequate detail:

2) there is a systematic bridge organization that provides for:
(a) comprehensive briefing of personnel

(b) close monitoring of position
(c) cross-checking.
Weather routeing
The procedures forweather routeing by a shore-based service should be covered in this topic.
On-board routeing can be carried out by the master if the ship is equipped with a facsimile
receiver and is in a region for which the necessary prognostic charts are available.
This topic should be taught in cor~junctionwith the voyage-planning.
Ocean voyage
Because traffic concentrations are low and navigational hazards are relatively few on an ocean
crossing, the main data to be appraised are environmental, such as seasonal prevailing
weather, local and actual weather, ocean currents, tides, ice, etc. In addition, data of the
ship's characteristics, cargo and navigational/operational data need to be taken into account.
The main reason for selection of alternative routes is one of safety and economics. Route
selection is to some extent regulated by insurance restrictions, load-line zones, IMO routeings
~ n similar
d regulations.
A thorough analysis of all of the conditions relevant to passage planning should be covered
in this subject area. Such an analysis may start with calculating distances of possible tracks
and then evaluating weather conditions, current, characteristics of the ship and of its cargo,
regulations, etc. Very often the "best" route is not the shortest.
1.I .3 REPORTING IN ACCORDANCE WITH THE GUIDELINES AND CRITERIA FOR SHIP
REPORTING SYSTEMS
Ship reporting systems
Instructors should note that ref R3 contains full information on ship's routeing and reporting.
A new part G to this publication includes descriptions of ship reporting systems and mandatory
routeing measures.
A new voluntary ship movement reporting scheme (MAREP) has been established in the
English Channel and it is recommended that all merchant ships of 300 gross tonnage and over
participate in the scheme.
PART B1: COLIRSE OUTI-INE - NAVIGATION
1.2 Determine Position And The Accuracy of Resultant Position Fix by

Any Means
I .2.1 POSITIOF;I DETERMINATION IN ALL CONDITIONS

Terrestrial Navigation
This subject area is intended to give the trainee sufficient knowledge and ability in:
1) chart projections, with the emphasis on those appropriate to navigational use;

2) sailing calculations, using the Mercator formula;
3) simple analysis of errors that may occur in position fixing.
The latter is a very important task. As far as mathematical knowledge permits, statistical
methods may be used. A more practical approach to the problem may in most cases be more
fruitful. The trainees' ability to make critical judgements and to adopt a critical attitude should
be encouraged. In particular, the understanding of possible errors, limitations of accuracy and
the need for repeated observations must be stressed.
Calculation of the course, distance and intermediate positions should be practised by working
a sufficient number of exercises. The choice of formulae and the method of calculation are
optional. In the case of a pocket calculator being chosen, which these days is a natural
choice, use of the cosine formula for the distance and of the cotangent formula for the course
is convenient. The cotangent formula cannot be used close to the equator, where the great-
circle method is of little or no benefit. Except for this restriction, the formulae can be used in
any position.
Despite great-circle sailing having the advantage over Mercator sailing for a shorter distance,
the method has certain disadvantages. In some cases, use of the method may lead to a
latitude which is too high, and composite sailing has to be used. Discussion of routes and the
analysis of ,the optimum track may start in this subject area and continue in the subject area
of voyage planning.
The main objective of this subject area is that the trainee shall gain knowledge and ability in
position fixing by using stars and planets.
To compute the altitude of the celestial body, three methods are available:
- the cosine formula and a pocket calculator
- the haversine formula and logarithmic tables
- pre-computed altitude and azimuth tables.
Which of these should be chosen is optional. After having introduced these methods, it is
recommended to select one of them and specialize on that particular method. These days,
with universal access to inexpensive pocket calculators, the first method may be preferable.
The Marcq St. Hailar's method of position fixing is ur~iversaland can be utilized for any
celestial body in any direction, the body in the meridian included. It is recommended that
position fixing using celestial bodies that are out of the meridian is restricted to this method.
Fixing positions might be carried out as geometrical problems, preferably on an ocean plotting
sheet or the navigation chart used (if scale permits).
compzsite exercises, including various observation methGds, dead reckoning and great-circle
sailing, should be a part of the learning process.
The examination of trainees in celestial navigation should be mainly limited to their

demonstrating the ability to explain the most common definitions and, in a written examination,
to the ability to carry out the calculations related to the various observations.
The variation of water level can be interpreted as being made up of two components, i.e. the
astronomic component (tide) and the meteorological component. The tide is predicted to a
reasonable accuracy for different ports around the world. The meteorological component
cannot be predicted, at least not for longer periods than normal weather prediction. This latter
component is added to or subtracted from the predicted height. It is therefore important to
emphasize that the predicted height of the tide is not an accurate value.
Satellite navigation systems

At the level of the training for chief mate and master there are two main areas of emphasis in
this subject. First, there should be a more thorough treatment of principles, of the limitations
of the systems and of the instruments and of the presentation of information than for the
watchkeeping officer. Secondly, emphasis should be put on procedures for setting up the
instruments, on sources of errors and on the use of corrections and estimation of accuracy.
In particular, methods of checking and calibration should be thoroughly covered.
Exercises in the use and calibration of instruments are suitable for group activities.
1.3 Determine and Allow for Compass Errors
1.3.1 THE P R I ~ P ~ E @ ~ N @ ~ F ~ R o F S $ 'MAGNETIC

OF COMPASSES
Compass error and correction
A mainly qualitative treatment of ship's magnetism and of the deviations that are produced by
the components of permanent magnetism and by induction in the notional soft iron rods is
required. Given a set of values for the approximate coefficients, trainees should be able to
calculate the deviation for a required heading. They should also be able to analyse a table of
deviations on suitable headings to obtain the approximate coefficients.
Calculations of the change in value of the coefficients with change of position should be
undertaken to demonstrate the effects on deviation of poorly adjusted compasses, particularly
the effect of incorrect compensation of coefficient B. Trainees should be aware that a
compass adjuster is unable to separate the permanent and induced parts of coefficient B other
than by examining the ship's record of deviations. In the absence of such records, as for
example with a new ship, the correction is based on the adjuster's experience with similar
ships but may prove to be seriously in error when a large change of magnetic latitude is made.
The master is better placed to make a correct separation of the two components of coefficient
B, especially when a voyage crosses the magnetic equator, where there is no induced B. If
coefficient B is made zero there by the use of magnets and if any subsequent error is removed
by adjusting the Flinders bar, the compass will have been correctly compensated for the two
effects. Trainees should be warned that deviations on other headings should be checked after
moving any correctors, since the induction caused by the magnets in the soft iron correctors
may have changed.
Practical compass adjusting can be demonstrated on a training ship. Trainees should

undertake compass adjustment exercises in a classroom, using a rotatable binnacle with a
simulated ship's field. Since only one person at a time can use the binnacle, it will be
necessary to makCit available for practice outside of timetabled hours.'*~oassist trainees who
may be working on their own, a card, listing step-by-step the procedure to follow, should be
provided.
Overall the required performance will lead to an officer demonstrating adjustment of the
compass by the tentative method, using longitudinal, transverse and vertical permanent
magnets, the 'quadrant balls' and Flinder's bar. To this end the following may contribute to the
underpinning knowledge for this topic:
states the equation for the deviation of a given heading in terms of the coefficients
describes the conditions which give rise to each of the coefficients
explains the use of the approximate coefficients A, B, C, D and E
describes why coefficients A and E may exist at a badly sited compass
explains the non-magnetic causes of an apparent coefficient A
explains the coefficient B results partlyfrom the ship's permanent magnetism and partly
from induced magnetism
explains that induced magnetism may also contribute to coefficient C in a badly sited
compass
Defines the constant lambda h
Defines the constant mu IJ.
Although the magnetic compass is mainly used only as a stand-by for the gyro-compass, its
errors should be regularly checked and recorded. Readjustment should be carried out when
necessary, to ensure that a reliable and predictable instrument is available in the event of
failure of the gyro-compass.
13.2 THE .PRINCIPLESAND 'ERRORS &GYRO COMPASSES

Gyro-compass errors and corrections
he instructor should remind trainees that the meridian-seeking property and damping both
depend upon detection and measurement of the tilt of the spin axis of the gyroscope resulting
from the earth's rotation. That applies equally to compasses controlled by liquid-ballistic
attachments and those controlled by electrical signals to torque motors. Any tilt, other than
that resulting from the earth's rotation, and any apparent tilt resulting from horizontal
acceleration of the compass is a source of error.
The errors and the methods of correcting or limiting them should be treated non-
mathematically. The various errors may be referred to the performance standards for gyro-
corrlpasses to give trainees an indication of the limits of the accuracy that can be expected.
1.4 Co-Ordinate Search and Rescue Operations

See IMO Model Course No. 1.08 Radar Navigation - Management Level and STCW
Reg.l/12
Instructors sho~lldnote that the International Aeronautical and Maritime Search and Rescue
Manual, R31 published jointly by IMO and the International Civil Aviation Organization (ICAO)
in three volumes provides guidelines for a common approach to organizing and providing SAR
services.
Volume Ill, Mobile Facilities, is intended to be carried aboard rescue units, aircraft and vessels
to help with performance of a search, rescue or on-scene co-ordination function, and with
aspects of SAR that pertain to their own emergencies.
1.5 ' " ~stablishWatch keeping ~ r r a n ~ e m e nand

t s Procedures
1 . 1 THE: INTERNA'TIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA

This section will be dealt with mainly by question-and-answer sessions, using models or
magnetic boards. Trainees should already be thoroughly familiar with COLREGS and their
application, so these sessions will be for the purposes of revision and consolidation. -The
response "call the master" will, of course, no longer be available to them.
The attention of trainees should be drawn to collision cases and court judgements when
discussing their answers and the actions they propose.
When dealing with the use of and manoeuvring in traffic separation schemes, particular
attention should be drawn to the proper use of inshore traffic zones where they exist.
Exercises should involve planning passages during which it would be necessary to join or to
leave lanes, including cases which involve crossing the other lane.
The use of radar for collision avoidance in restricted visibility is covered in IMO Model Course
1.09, Electronic Navigational Aids, but some attention should be paid to the posting of look-
outs, the proper use of sound signals, the actions to take on hearing the fog signal of another
ship and other matters which do not lend themselves to simulation.
KEEPING A NAVIGATIONAL WATCH

1.5.2 PRINCIPLES TO'%E*OBSERVE~.IN
Navigational watch
This is based on ensuring that the requirements of STCW regulations and recommendations
are complied with. The regulations are contained in the STCW Code Section A-V111/2.
The references provide examples of strandings which became the subject of official
investigations. In most cases, a failure to keep an adequate navigational watch caused or
contributed to the accident. A criticism made in a number of cases was the absence of
master's standing or special orders and the lack of any routine regarding effective navigational
and watchkeeping procedures such as the planning of passages in confined waters and the
checking of courses and positions on the chart. In other cases, there was uncertainty about
zalling the master and confusion about who was conning the ship after the master had come
to the bridge.
1.5.3 EFFECTIVE BRlDGE TEAMWORK PROCEDURES

Standards concerning watchkeeping, including organising and managing bridge teams is given
in the STCW Code, Chapter VIII. In addition valuable guidance may be found in T24 and T57.
Master and pilot relationship

Reference should be made to the manoeuvring information on board ships. In existing ships
the information and presentation may differ from that. The contents of the pilot card can be
provided by the master and do not require manoeuvring trials, (V2).
Teamwork
Officers should have sufficient knowledge of the requirements for maintaining an adequate
engineering watch to be able to decide, in consultation with the chief engineer, what the
composition of the watch should be.
Exercises should include the planning of bunkers and water, taking account of their availability
at calls en route, maximum draughts allowed in the load-line zones through which the ship will
pass and the need for an adequate reserve for unforeseen emergencies and delays.
The master should inform the chief engineer when he requires under-way watches to be
maintained at unsheltered anchorages.
1.6 Maintain Safe Navigation 'Through the Use of Radar and ARPA and
Modern Navigational Systems to Assist in Command Decision-Making
See IMO Model Course 1.08 Radar Navigation - Management Level and STCW Reg 1/12
1.7 Forecast Weather and Oceanographic Conditions
1.7.1 SYNOPTIC CHARTS AND WEATHER FORECASTING

The planetary system of wind and pressure
Reference should be made to the way in which the stability of the atmosphere determines the
type of cloud, the height at which it forms and its thickness. The stability of the different air
masses and how it is modified as they move should be related to the weather associated with 1?61
them. I
A qualitative treatment of the various forces which give rise to surface winds is intended.
d
if
Climatology
Trainees should have a general idea of the climate of the oceans and the seasonal changes
to be expected. The Mariner's Handbook (T61) contains world climatic charts.
P
t
1.72 C H A R A C T E R ~ S ~ VARIOUS
~ C ~ F WEATHER SYSTEMS
Tropical revolving storms 5
The instructor should make use of drawings of the structure of a tropical storm, graphical
representations of temperature, pressure and wind speed, satellite pictures and charts
i
showing actual storm tracks.
Trainees should be fully conversant with the means of avoiding tropical storms, where to find
details of radio storm warnings and the information which should be transmitted if the master
has good reason to believe that a tropical storm is developing or exists in the neighbourhood.
Weather forecasting
I
If a facsimile receiver is available, receiving and interpreting the weather chart of the day
should be part of the training process. 1
1
1.7.3 OCEAN CURR~NTSYSTEMS
Ocean currents
1
Trainees should possess sufficient knowledge of ocean currents and sources of information ?
on currents to enable them to select an optimal route for a sea passage and season.
Waves
The dangers of crossing areas of shallow water in heavy weather should be stressed.
If facsimile wave charts of the area are available, trainees should make use of them in weather
forecasting.
Ice on the sea

Trainees should know where information on ice reports can be found and understand the
terms and descriptions used in them. The Marine Observer's Handbook (T47) and The
a,,
Mariner's Handbook (T61) contain the Ice flomenclature drawn up by the World Meteorological
Organization.
Trainees should also recognize the conditions which may give rise to severe accumulation of
ice on the ship.
1.8 Respond to Navigational Emergencies
Precautions to be taken when beaching a vessel

Although a gently shelving beach of sand or gravel is ideal, in many cases the urgency of the
operation will dictate that the nearest beach is used regardless of the nature of the bottom.
Similarly, the state of the tide can seldom be chosen.
A loss of stability similar to that experienced on taking the blocks in dry-dock will occur. If the
ship has a large trim or the slope of the bottom is large, a heavy list may develop as the tide
,]Is. The ship will list similarly when one end lifts again on the rising tide. Transfer of ballast
or flooding a compartment may be necessary to prevent the list becoming excessive.
Beaching with the ship parallel to the beach may avoid that problem; the ship will settle with
a list equal to the slope of the beach. If boats are to be used to transfer passengers or non-
essential crew members ashore, the broadside-on position will provide a lee from onshore
waves and surf for the boatwork.
On the other hand, a ship end-on to the beach with ground tackle laid out to keep ,the stern in
place would be better able to withstand heavy onshore weather and would be easier to haul
off eventually.
1.8.2 ACTIONSTO &TAKEN !E,GROU~~DINGISIMMINENT AN~AFTER.GROUNDING
Grounding
Many of the actions to take after beaching a ship apply also to stranding.
,dhen planning an attempt at refloating, consideration should be given to the extent of

damage, ,the height of the tide, the assistance available and whether the ship can be lightened
by discharging ballast or cargo. Soundings, taken from a boat, will give an indication of the
most favourable direction in which to try to move ,the ship during refloating.
The release or probable release of oil or other harmful substances should be reported at once
to the nearest coast radio station. Where a serious threat of pollution exists, the coastal State
involved may intervene in the salvage operations.
1.8.4 ACTION TO BE TAKEN IF COLLISI'ON IS IMMINENT, AFTER. A COLLISION OR

IMPAIRMENT OF 'THE WATERTIGHT INTEGRITY OF THE HULL
Collision
The duties of the master following a collision are set out in the appropriate regulations and
annexes.
There may also be national requirements regarding the recording and notification of collision
accidents. In any case, full details of the collision, engine and helm orders prior to impact,
estimates of the heading and speed at the time of impact and the angle of contact with the
PART 61 : COURSE OUTLINE - NAVIGATION
oYher ship should be entered in the log-book for futu7e reference. The trace from the course .
recorder should be appended to the log-book.

Even a small hole in the shell plating below the waterline will admit water faster than the
capacity of bilge pumps to deal with it. A rapid assessment is needed of the tonnage of water
in the space, the lost buoyancy and change of trim and the effect of these factors on stability.
Cross-flooding may be needed to reduce the list in certain ships, if only to aid abandonment.
The release or probable release of oil or other harmful substances should be reported to the
nearest coast radio station at the first opportunity.

When a ship in a coastal region or area of high traffic density has become disabled as a result
of engine or steering f a i ~ u r ~ w h i ccannot
h readily be repaired, she should report her situation
to the coastal State concerned.
It is unlikely that jury steering can be arranged for a large deeply loaded ship, such as a VLCC
or a bulk carrier, which would be effective in conditions of strong wind. Recognizing that, the
most prudent course of action would be to call for tug assistance at an early stage, before a
dangerous situation has developed.
Before undertaking a tow, the master should check that he is permitted to do so by the terms
of the charter-party or bills of lading. In any case, he should contact the owners for their
agreement. They will have to arrange additional insurance.
Towing for the purpose of saving life is always permitted. For example, towing a disabled
vessel away from a lee shore may be the safest way of saving the crew in some
circumstances.
The master should also be satisfied that the towing operation has a reasonable chance of
successful completion. He should consider the relative sizes of the ships, the power of the
engines, fuel reserves, equipment available and distance to a safe port.
The towing wires used by salvage tugs are much longer than the towing wires carried by
merchant ships, which do not have sufficient weight on their own to provide a catenary to
absorb shock loadings. To provide the extra weight it is usual to shackle the towing wire to the
anchor cable of the towed ship and to walk back the cable sufficiently to keep the towing wire
submerged throughout the towing operation.
When starting to tow, the weight should be taken up gradually, the speed being slowly
increased until towing speed is reached. Care should be taken to avoid jerking the tow wire
on first taking the weight. The towing speed is adjusted so that the tow wire remains
submerged. If the tow wire shows signs of clearing the water and straightenirrg, the engine
revolutions should be reduced until a catenary has been restored.
A method of slipping the tow in an emergency (such as the foundering of the towed vessel, for
example) should be decided and known to all of the watchkeepers.
Disconnecting the tow, particularly in confined waters at a port approach, can be a critical
operation and should be planned and agreed between the two vessels. Speed will have to be
reduced gradually over a long distance. As the depth of water decreases, the towed shTp
should shorten the tow by heaving in cable, to prevent the tow line fouling on the bottom.
Harbour tugs should be arranged to assist with manoeuvring during disconnection and to take
the tow into a berth. Alternatively, both ships may be brought to anchor before disconnecting.
1.9 Manoeuvre and Handle a Ship in all Conditions
1.9.1 MANOEUVRING AND HANDLING A SHIP IN ALL CONDITIONS

Approaching a pilot vessel
This section can largely be dealt with by discussion led by the instructor. Trainees should be
encouraged to contribute, from their own experiences, cases of difficult approaches, problems
with embarking a pilot in heavy weather and the slowing of very large ships.
The instructor should impress on trainees that the passage plan should extend to the berth and
not finish at the pilot station. The officer in charge of the navigational watch will need the plan
to monitor the ship's progress to the berth, (T53).
Ship handling in restricted waters

The approximate mean squat can be calculated by using formulae. Trainees should be
reminded that values obtained from the formula or from squat diagrams are theoretical and
that the actual squat and trim of their vessels may differ somewhat, (T53, V4, V7).
Constant rate of turn techniques

Such techniques may be demonstrated and practised using a radar simulator. Radar
Navigation - Management Level is covered in IMO Model Course 1.08.
Berthing and unberthing

Trainees should demonstrate, with the use of models on a large table, how to berth and
unberth at given portfacilities, under various conditions of wind and current, detailing the helm
and engine orders, anchors, mooring lines and instructions to tugs that they would use. The
class should be asked to evaluate and criticize the actions taken and suggest alternative
methods where applicable (V5).
Anchoring
Exercises in anchoring are particularly suitable for practice with a training vessel where one
is available. Trainees should be required to produce a plan for anchoring in a given position
and then carry out the plan, acting as a bridge team. Their roles in the bridge team would be
rotated in subsequent exercises. Mention should be made of the importance of checking
lateral as well as fore-and-aft movement when anchoring very large ships.
Dry-docking
Stability during dry-docking and the practical implications should be pointed out to trainees.
Handling the ship in heavy weather

Full use should be made of trainee's personal experiences when covering this section. When
dealing with methods of keeping a disabled vessel out of a sea trough and lessening lee drift,
trainees should be restricted to using materials which are available aboard their ships (V6, V8).
Manoeuvring and propulsion characteristics

Draw attention to the warning in the manoeuvring booklet and the wheelhouse poster that the
performance of the ship may differ from that shown, due to environmental, hull and loading
conditions. Also point out that much of the information is estimated; for example, the
manoeuvring characteristics in wind. Records of actual behaviour, togetherwith the conditians

in which they were observed, form a valuable addition to the manoeuvring booklet.
Opportunities for determining characteristics arise, for example, when approaching pilot
stations or anchoring to await a tide or berth (R17).
Navigating in or near ice

The Mariner's Handbook (T61) contains a full treatment of ice conditions, well illustrated with
photographs
1.I 0 Operate Remote Controls of Propulsion Plant and Engineering

Systems and Services
1.10.1 OPERATING PRINCIPLES OF MARlNE POWER PLANTS

Marine power plants
Diesel engines
The principles of the working of 2-stroke and 4-stroke diesels should be covered, together with
their essential services such as fuel, lubricating and cooling systems. Details of particular
makes of engines are not required. Trainees should be aware of the procedures for preparing
the engine for use and the change-over from full sea speed to manoeuvring, with the likely
times involved. -They should also know what is involved in starting and controlling the engine.
The rules regarding the capacity of the starting air reservoir are laid down by the classification
societies.
Steam turbine systems

The boiler, feed system and turbine should be treated as a single main propulsion system.
Trainees should be able to produce schematic drawings of the complete system and explain
the purpose of the various parts. Details of particular makes of equipment are not required.
Trainees should be aware of ,thosefaults which lead to automatic shut-down. The procedures
and time taken to raise steam and prepare the engine for manoeuvring and the procedures
for controlling a steam turbine engine should be known.
Propeller and propeller shaft

The bridge control for controllable-pitch propellers is usually arranged to give about 60 to 70
per cent of engine full speed when set for zero pitch. Movement of the lever forward or aft
initially affects the pitch only. Full pitch is usually reached by moving the control lever through
half of its travel, further movement increasing the engine revolutions. There may also be a
means of adjusting the maximum pitch available. The engine and CPP can be controlled from
the machinery control room and facilities may be provided for overriding all remote controls.
Standing orders shol~ldlay down the procedure for informing the bridge if this has to be done.
Before starting the main engine, ,the propeller pumps should be running and a check made that
control is possible from all control positions. During starting, control will be from the machinery
control room. The propeller should be set for zero thrust and a check made that it is all clear
to start the propeller turning. After starting, control is transferred to the bridge.
Before letting go or weighing anchor, the officer of the watch should check which position has
control, and that it is effective, by making a small movement of the pitch control and observing
the result. Before entering harbour or restricted waters, a check should be made on the
control of engine speed and propeller pitch while sea rom is still available.
, ~ o ~ ~ s ; ~ ~ J
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Throughout this section instructors should keep in mind that officers shoula be able to explain
the principles of operating and maintaining marine power plants. Officers should be familiar
with the correct and commonly used engineering terminology in this context. The officer must
have sufficient knowledge to be able to understand and manage the issues - he therefore
does not need to have a detailed engineering knowledge. It is important that he understands
the consequences of any malfunctioning and the actions to be taken to restore proper
operations, or avoid problems if the machinery cannot be restored.
Bridge control
Technical details are not required. Trainees should be able to draw block diagrams of the
systems, showing the information paths between the various components. The requirements
for bridge indicators and alarms and the emergency stop are set out in SOLAS Regulations.
1.10.2 SHIPS' AUXILIARY*MACHINERY

This section deals with machinery and equipment other than the main propulsion, although
some of the equipment would be necessary to keep the main engine running; for example,
pumps.
Trainees should be able to draw simple line drawings of boilers and heat exchangers. Today,
when most ships are equipped with diesel main engines, their use is restricted to providing
ship's services. In tankers, the use of steam is important for heating cargo and for the driving
of cargo pumps.
Instructors should keep in mind that officers should be able to explain the principles of
operating and maintaining auxiliary machinery. Officers should be familiar with the correct and
commonly used engineering terminology in this context. The officer must have sufficient
knowledge to be able to understand and manage the issues - he therefore does not need a
detailed engineering knowledge. It is important that he understands the consequences of any
malfunctioning and the actions to be taken to restore proper operations, or avoid problems if
the machinery cannot be restored.
Distillation and fresh-water systems

The production of fresh water from seawater in sufficient quantities enables a ship to carry a
larger deadweight of cargo and ensures a supply of water free from dissolved salts for the
boiler feed. The temperature at which flash evaporators work is not high enough to sterilize
water for drinking purposes. Evaporators should not be run for the production of drinking water
in coastal areas because of the risk of biological contamination. In any case, water from
distillers or evaporators must be treated before it is safe to drink.
As an alternative to traditional distillation methods, reverse osmosis process may be used for
generating fresh water at sea and should be mentioned.
Pumps and pumping systems

Trainees should have a qualitative knowledge of the losses in a pumping system and the
characteristic curve for centrifugal pumps. They should also understand net positive suction
head and realize that, when it approaches zero, gassing will occur at the pump, leading to
cavitation which may cause damage to the impellers of centrifugal pumps.
Steering gears
The operation of ram and rotary-vane hydraulic steering gears and how the power required is
supplied by variable-delivery pumps should be known. Trainees should also be able to explain
how the SOLAS requirements for auxiliary steering and emergency control of steering gear are
PART 61: COURSE OUTLINE - NAVIGATION
met. They should also be aware of fie requirements for testing the steering gear and h'aving
drills in the change-over to auxiliary steering gear. Records of the tests and drills should be
entered in the log-book.
Generators, alternators and electrical distribution

Trainees should have a qualitative understanding of electrical generation and distribution,
including the connection between the main and emergency switchboard during normal
operation. The treatment of A.C. motors is confined to the induction motor, which is the only
type found aboard most ships.
The considerations in loading generators and parallel operations may be covered.
During charging, lead-acidbatteries evolve hydrogen, which is easily ignited over a wide range
of concentration. The electrolytes of both acid and alkaline batteries are highly corrosive to
many materials and to the person. In addition, there is a risk of electric shock from large
installations such as the transitional sources of electrical power.
Refrigeration, air-conditioning and ventilation

Trainees should be able to sketch a vapour-compression-cycle refrigeration system and
explain what happens at the various corrlponents. The coefficient of performance is defined
as the rate of heat extraction at the evaporator divided by the power used to circulate the
refrigerant. It is a measure of the plant efficiency but, since its value is greater than one, the
term 'coefficient of performance' is used instead of 'efficiency'. Trainees should deal with
refrigerated cargo systems. The arrangements can be considered in three parts; the central
primary refrigeration plant, the brine circulating system and the air circulating system for
cooling the holds.
Mechanical ventilation systems for ships' holds often incorporate remote-reading dewpoint
sensors and drying units for the circulated air to maintain the dewpoint in the hold below the
temperature of the cargo and of its steelwork, so as to prevent condensation damage.
Stabilizers
The quantity of water and the setting of the control valves of flume stabilizers need to be
adjusted to the ship's condition of loading, which determines its natural rolling period.
Adjustment may be necessary after an alteration of course which produces a large change in
wave encounter period.
Sewage treatment plants

'The discharge of untreated sewage into coastal waters is prohibited by some countries and
most port authorities. Ships will then either have to retain sewage aboard for subsequent
discharge to shore facilities or more than 12 miles from the nearest land, or be equipped with
an approved sewage plant producing an effluent which can be discharged anywhere. The
latter would require a biological treatment plant. Discharges from an approved chemical
treatment plant would be perrrlitted when more than four miles from the nearest land.
Oily-water separators and oil filtering equipment

The term 'separator', as used in the regulations for preventing pollution by oil, means
equipment which reduces the oil content below 100 ppm even if it uses filters to achieve that
level. 'Oil filtering equipment' refers to equipment which reduces the oil content to 15 ppm or
less.
The approval for an 'bily-water separator includes the pump supplying"it. No other pump
should be used with it. Even when used correctly, a separator may fail to reduce the oil
content to the required limits if the oil is emulsified or the water contains a lot of particulate
matter to which the oil adheres.
Incinerators
An incinerator can be used to burn residual oil and sludge collected from oil purifiers and the
oily-water separator. It can also be used for the disposal of sewage sludge and rubbish. A
ship 'fitted with an incinerator may not be dependent on the availability of shore reception
facilities.
Deck machinery
The requirements for windlasses vary between the classification societies, but, basically,
require that:
- the windlass brakes are able to control the running anchor and cable when letting
go;
- the windlass can heave a specified weight of cable and anchor at a specified speed,
typically between 4 and 6 times the weight of one anchor at a speed of between
0.12 and 0.2 m/s.
Hydraulic systems
'The majority of marine hydraulic systems are medium-pressure systems and may be either
open- or closed-circuit.
Accumulators damp out fluctuations in pressure which may occur in the pressure line. They
may also be used to provide a small store of pressurized fluid which can be used in an
emergency. One example is for the closing of watertight doors after power to the hydraulic
purrlp has been lost.
Hydraulic systems also contain nonreturn valves, to prevent reverse flow, and pressure-control
valves, including pressure-relief valves.
Hydra~Jlicsteering gear provides an example of avariable-stroke pump acting as controller and

power supply.
Dirt or sediment in a system causes abrasion of moving parts and blockage of control valves,
leading to a failure of the machinery. Filters are fitted at pump suctions and upstream of
control valves. When any part of the system is disconnected for repair or replacement, it is
important to cover and seal openings through which dust or water could enter. Hydraulic
systems should not be opened up or reassembled when other work in the vicinity is creating
dirty conditions.
I ,1o.3 GENERAL:KNQWI;E@GE OF M&RINE-*ENGINEERING~ERMS

Some of the terms listed in the syllabus may already have been covered in the teaching of
Physical Science.
Marine engineering terms and fuel consumption

when using the fuel coefficient to estimate fuel requirements for a passage, it should be
remembered that the value of the constant depends to some extent on the roughness of the
hull.
A ship lying in wateibofhigh temperature for some time may attract conzderable fouling of the
hull and propeller, resulting in increased fuel consumption during the subsequent passages.
Generally, performance falls off with time since the previous dry-docking. Clearly, the state
of maintenance of .the engine also affects fuel consumption.
When it is known that the ship cannot be berthed or is not required before a certain time at the
next port, fuel may be saved by reducing speed, to arrive shortly before the required time,
rather than proceeding at full speed and waiting at anchor.
*<a1
~ a r f " ~Detailed
1: 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
performance expected of the trainee in the tables that follow.
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) and
Textbooks (indicated by T)
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 ortraditional departmental
responsibility on board.'
in this Model Course ,there are three functions:

Cargo Handling and Stowage at the Management Level
Controlling the Operation of the Ship and Care for 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, the Function 1, Navigation at the
Management Level, comprises a total of ten COMPETENCES. Each competence is uniquely
and consistently numbered in this model course.
The first is Plan a Voyage and Conduct Navigation. It is numbered 1. I , that is the first
competence in Function 1. The term competence should be understood as the application of
I Morrison, W.S.G. Competent crews = safer ships. Malmo, WMU Press, 1997 (ISBIV
91-973372-0-X)
PART C1: DETAILED TEACHING SYLLABUS
knowledge, undewtanding, proficiency, skills, experience for an indi\iidual to perform a task,

duty or responsibility on board in a safe, efficient and timely manner.
Shown next is the required TRAINING OUTCOME. The training outcomes are the areas of
knowledge, understanding and proficiency in which the trainee must be able to demonstrate
knowledge and understanding. Each COMPETENCE comprises a number of training
outcomes. For example, the competence Plan a Voyage and Conduct Navigation comprises
a total of ten training outcomes. The first is in VOYAGE PLANNING AND NAVIGATION FOR
ALL CONDITIONS. Each training outcome is uniquely and consistently numbered in this
model course. That concerned with Voyage Planning and Navigation for all Conditions is
uniquely numbered 1.1 .l. For clarity training outcomes are printed in black on grey, for
example TMINING oUTC"OME.
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 Voyage Planning and
Navigation for all Conditions, there are two areas of performance. These are:
1.1.1.1 Log Books

1.1.1.2 Navigation Planning for all Conditions
Following each numbered area of Required performance there is a list of activities that the
trainee should complete and which collectively specify the standard of competence that the
trainee must meet. These are for the guidance of teachers and instructors in designing
lessons, lectures, tests and exercises for use in the teaching process. For example, under the
topic 1.1.I .2 Navigational Planning for all Conditions, to meet the Required performance, the
trainee should be able to:
- plan navigation in restricted waters by day, usirrg terrestrial observations ...

- plan navigation in restricted waters by night ...
- plan navigation in restricted visibility ...
and so on.
IMO references (Rx) are listed in the column to the right hand side. Teaching aids (Ax), videos
(Vx) and textbooks (Tx) relevant
$r
< --<+ to the
,,% a- G! -
traininq- outcome and required performances are placed
<em, &-A"> A** X-
immediately following the TE(AI~N~&@&~c@$~E title.
It is not intended that lessons are organised to follow the sequence of Required performances
listed in the Tables. The Syllabus Tables are organised to match with the competence in the
STCW Code Table A-1112. Lessons and teaching should follow college practices. It is not
necessary, for example, for celestial navigation to be studied before tides. What is necessary
is that the material is covered and that teaching is effective to allow trainees to meet the
standard of the Required performance.
a",
COMPETENCE 1.1 Plan a Voyage and Conduct Navigation IMO Reference
TRAINING OUTCOMES: STCW Code

Table A-1112
Demonstrates a knowledge and understanding of
1.1.1 VOYAGE PLANNING AND NAVIGATION FOR ALL

CONDITIONS
1.1.2 ROUTEING IN ACCORDANCE WlTH THE GENERAL

PRINCIPLES ON SHIP'S ROUTEING
1.1.3 REPORTING IN ACCORDANCE WlTH THE GUIDELINES

AND CRITERIA FOR SHIP REPORTING SYSTEMS
FUNCTION 1 : NAVIGATION AT THE MANAGEMENT LEVEL
COMPETENCE 1.1 P l a n a Voyage a n d Conduct Navigation IMO Reference
1.1.1 VOYAGE PLANNING AND NAVIGATION FOR ALL

CONDITIONS
Textbooks: T3, T24

Teaching aids: A1, A2, A3, A8, A1 0, A1 3, A1 4, A1 5, A1 6, A17, A1 8,
A1 9, A20, A21, A22, A23
Required performance:
1.1 Log Books (3 hours)

- keeps a proper log in accordance with maritime shipping acts and other laws and
regulations
1.2 Navigation Planning for all Conditions (20 hours) R1, R 3

- plans navigation in restricted water by day, using terrestrial observations such as
bearings of lighthouses, beacons and buoys in conjunction with appropriate charts,
sailing directions and other publications
- plans navigation in restricted waters by night, using the same navigation means as
in the above objective but with special emphasis on the characteristics, colours and
sectors of lights
- plans navigation in restricted visibility, with special emphasis on navigation in

coastal waters and in areas of heavy traffic, including the use of radar, with its
possibilities and limitations
- plans navigation in traffic separation schemes in accordance with routeing

instructions
- plans navigation in ice
- plans navigation in areas of extensive tidal effects
- determines the change of date on crossing the international date line
1.1.2 ROU"TEINGINAGC0RDlNG WITHTHEGENERAL

PRINCIPLES ON SHIP'S ROUTEING
Textbooks: T2, T 3
Teaching aids: A1 , A3, A1 1, A1 2, A1 3, A23, A24
2.1 Routeing (15 hours)

- uses Ocean Passages for the World
- uses pilot charts and other publications such as sailing directions, Notices to
Mariners and the like to determine areas of ice and iceberg danger
- uses pilot charts and other information sources to determine areas in which
visibility is likely to be reduced
COMPETENCE 1.1 Plan a Vovaae and Conduct Navi~ation IMO Reference

- demonstrates an ability to choose select a route, taking into account distance, wind,
sea states, current, ice, icebergs, bad visibility, the nature of the cargo, load lines,
crew agreements etc.
- explains the principles of Weather Routeing
1.I .3 REPORl'ING IN ACCORDANCE WITH 'THE GUIDELINES

AND CRITERIA FOR SHIP REPORTING SYSTEMS)
Textbooks: T 3
Teaching aids: A1 , A3
3.1 Ship Reporting Systems (1 hour) R2 Reg. Vl8-1

- explains the guidelines and criteria for ship reporting systems R3
- makes reports in accordance with published guidelines and criteria
FUNCTION 1: NAVIGATION AT THE MANAGEMENT LEVEL
c*
'" COMPETENCE 1.2 Determine Position and the Accuracy of Resultant Position IMO Reference
Fix by any Means
STCW Code
'TRAIN1NG.OUTCOME: Table A-1112
Demonstrates a knowledge and understanding of:
1.2.1 POSITION DETERMINATION IN ALL CONDlrlONS

COMPETENCE 1.2 Determine Position and the Accuracy of Resultant Position IMO Reference
Fix by any Means
1.2.1 POSITION DETERMINATION IN ALL CONDITIONS
Textbooks: T I , T2, T3, T4, T I 3, T I 4, T59

Teaching aids: A1, A2, A4, A5, A6, A7, A8, A9, A10, A1 6, A1 7, A18,
A26, A30
1.I Terrestrial Navigation (24 hours)

- explains and classifies chart projections by construction methods, properties and
characteristics
- explains the values of conformal (orthomorphic) charts in navigation
- describes gnomonic, Mercator and Transverse Mercator projections and the

Universal Transverse Mercator system
- states the Mercator sailing formula
- uses the Mercator formula to calculate course and distance between two positions
- uses the Mercator formula to calculate the final position, given the initial position,
course and distance
- explains why a navigation problem should be solved by using a Mercator sailing in

preference to plane sailing because of the distance involved
- explains how errors may occur in position fixing, and explains how to minimise the
probability of errors
- demonstrates how erroneous position lines influence the positions
1.2 Great-Circle Sailing (10 hours)

- defines a great circle on the earth's surface and its vertex
- calculates initial course and distance of a great-circle track
- calculates the position of the vertex
- calculates intermediate positions on the great circle and the course at these points
- calculates the distance and time to sail per l o change of course
- calculates composite sailing
- demonstrates the use of gnomonic charts for plotting the great circle between two
points
- transfers the great circle to a Mercator chart
- finds and applies the half convergency correction to a great-circle bearing to obtain
the Mercator bearing to plot
- defines the curve of constant bearing and calculates the direction of the position
line In the vicinity of the D. R. Position
Ch
Fix by any Means
1.3 Celestial Navigation (24 hours)

- classifies stars by apparent magnitude
- recognizes stellar constellations as seen from the earth
- states Kepler's laws of planetary motion and defines the terms perihelion, aphelion
and eccentricity
- determines the hour angle and declination of the planets
- determines the time of visible rising and setting of the sun by use of the Nautical
Almanac
- determines the azimuth and hour angle of true rising and setting of the sun
- defines the concepts of civil, nautical and astronomical twilight and their
significance
- explains the influence of latitude on the duration of twilight, including the conditions
necessary for twilight all night, continuous daylight or continuous darkness
- calculates the time of meridian altitude of the planets and stars
- applies altitude corrections for the planets and stars
- explains the relation between time and longitude and between time and hour angle
- calculates position lines by means of all of the celestial bodies in any position
- chooses stars suitable for observation in the twilight period
- identifies stars by means of a star chart, a star finder and by calculation (declination
of the star)
1.4 Tides (10 hours)

- explains the general theory of tides
- explains in basic terms the methods of predicting tides
- explains the non-astronomical component of sea level
- explains other irregularities of the tide
- states that the predicted tide level is not an accurate value
- demonstrates the use of tide tables
- determines height and time for high and low water in secondary ports
- determines the predicted height of water at a given time in a tabulated port
- determines the predicted time for a given tide level
- demonstrates the use of tidal stream charts
- defines the zero level of the charts

Fix by any Means
1.5 Loran-C System (6 hours)
- describes the principles of time difference used in the Loran-C system
- shows how ambiguity occurs when two radio stations are transmitting signals
simultaneously
- explains how ambiguity can be removed by application of a time delay
- describes the pulsing system and cycle matching used in the Loran-C system
- explains the possibility of sky wave interference and use of extended mode
- states the approximate accuracy and explains how it varies
- explains a coverage diagram for a Loran-C chain
- states the limitations of the system and the reason for frequent checking
- states the areas of the world covered by the Loran-C system
1.6 Satellite Navigation Systems (6 hours)

- describes the principle on which the Global Positioning System (GPS) operates
- describes the configuration of satellite orbits and the periods of the satellite
vehicles (SVs)
- states that at least four SVs at a usable elevation should be visible to the receiving
antenna at any point on the earth's surface at any time
- states that SV positions are accurately controlled from the ground Master Control
Station
- states that the Master Control Station also provides data which are sent to the SVs,
stored and later transmitted as a data frame to receiving stations for use in
calculating position
- explains what is meant by 'pseudo-random noise' codes (PRN codes)
- describes briefly the two codes which are transmitted
- explains why two frequencies are used
- states that civilian sets will probably work on one frequency, using the 'course and
acquire' code (CIA code) only
- explains why an extremely stable clock is essential in the SV, while a less stable
one is acceptable in the receiver
- describes briefly how pseudo-ranges are measured by matching the received code
with the same locally generated code
- explains why the measurement is not a true range
- states that simultaneous pseudo-ranges to three SVs are sufficient to fix the
position of the earth's surface and determine the receiver clock error from GPS
time but four are required to obtain height
- lists and describes the main sources of error in the determined position
- states that the system is expected to have an accuracy of about 100 metres (95%
probability)
FLlNCTlON 1: NAVIGATION AT THE MANAGEMENT LEVEL
c*
Fix by any Means
- states that measured Doppler shifts can be processed to provide speed and
direction outputs
'
a
a
'
COMPETENCE 1.3 Determine and Allow for Compass Errors IMO Reference
TRAINING OUTCOMES:
STCW Code
Table A-1112
1.3.1 THE PRINCIPLES AND ERRORS OF MAGNETIC

COMPASSES
1.3.2 THE PRINCIPLES AND ERRORS OF GYRO

COMPASSES
1.3.3 SYSTEMS UNDER THE CONTROL OF THE MASTER

GYRO AND THE OPERATION OF THE MAIN TYPES OF
GYRO-COMPASSES IN USE AT SEA
-- -
tn
~
'h7
1.3.1 THE PRINCIPLES AND ERRORS OF MAGNETIC COMPASSES
Textbooks: T34, T46

Teaching aids: A1 , A27
R2, Ch. V
1.1 Magnetic Compass Error and Correction (25 hours)
Reg. 12
- explains how a ship acquires its permanent magnetic field R6
- explains how the ship's permanent magnetic field may be resolved into three
components, designated P, Q and R
- explains how the ship's induced magnetism may be represented by soft iron rods
- defines the approximate coefficients A, 8, C, D and E
- states the equation for the deviation of a given heading in terms of the coefficients
- describes the conditions which give rise to each of the coefficients
- explains the use of the approximate coefficients A, B, C, D and E
- describes why coefficients A and E may exist at a badly sited compass
- explains the nonmagnetic causes of an apparent coefficient A
- explains that coefficient B results partly from the ship's permanent magnetism and
partly from induced magnetism
- explains that induced magnetism may also contribute to coefficient C in a badly

sited compass
- describes how the deviation associated with the coefficient permanent B varies
with magnetic latitude
- describes how the deviation associated with the coefficient induced B varies with
magnetic latitude
- explains why the deviation due to permanent magnetism should be compensated

by permanent magnets and that due to induced magnetism by soft iron correctors,
where possible
- describes the causes of heeling error and how it varies with heel, course and
magnetic latitude
- describes the correction of heeling error and why the correction does not remain
effective with change of magnetic latitude
- defines the constant lambda A
- defines the constant mu p
- explains how the soft iron spheres increase the mean directive force towards
magnetic north and that the value of A with the spheres in place is called the ship's
multiplier (A2)
- describes the vertical force instrument and its use in correcting heeling error
- describes methods of obtaining a table of deviations
- analyses a table of deviations to obtain approximate coefficients

"'I '8"
- states that anything which could affect the deviation of the compass should be
stowed in its sea-going position before correcting it
- carries out an adjustment of the compass by the tentative method and obtains a
table of residual deviations
- states the order in which corrections should be made and explains why they are
made in that order
- describes how heeling error may produce an unsteady compass on certain

headings after a large change of magnetic latitude and how to deal with it
- explains why a large coefficient B may appear after a large change of magnetic
latitude and how to correct it
- describes how sub-permanent magnetism gives rise to retentive error
- explains how the components of coefficient B may be adjusted tentatively during

the course of the voyage
- states that deviations may be affected by cargo of a magnetic nature, the use of
electro-magnets for cargo handling, or repairs involving hammering or welding of
steelwork in the vicinity of the compass
- states that requirements for the carriage of magnetic compasses as set out in
SOLAS
- outlines the performance standards for magnetic compasses
- explains the importance of keeping a record of observed deviations
Textbooks: T34, T59

Teaching aids: A1, A29
2.1 Gyro-Compass Errors and Corrections (1 0 hours)

- explains the meaning of the term 'free gyroscope' and the properties 'gyroscopic
inertia' and 'precession'
- explains how a free gyroscope is made north seeking under the influence of gravity
control
- explains why a gyro-compass that is damped in tilt will settle with its spin axis at a
small angle to the meridian, except when at the equator
- states that the resulting error is known as latitude error or damping error and varies
directly as the tangent of the latitude
- states that latitude error can be removed by a manual setting that mechanically
moves the lubber line and the follow-up system to show the correct heading
- explains, that in gyro-compasses without liquid ballistic control, a signal that is

proportional to the sine of the latitude. and which is set by manual control, is
injected to maintain the compass in the meridian
- states that compasses damped in azimuth settle in the meridian and are free from
latitude error
a'
COMPETENCE 1.3'" Determine a n d Allow f o r C o m p a s s Errors IMO Reference
- states that course and speed error is caused by the tilting of the spln axis, resulting
from the ship's motion over the surface of the earth
- states that the rate of tilting, in minutes of arc per hour, is equal to the north-south
component of the ship's velocity
- explains how the tilt causes precession in azimuth to the west on northerly
headings and to the east on southerly headings in compasses with liquid ballistic
control
- derives the equation for course and speed (velocity) error from a vector triangle of
velocities
- states that the velocity error is removed by manual settings of latitude and speed to
offset the lubber line and the follow-up system in liquid-controlled compasses
- explains how the correction is made in compasses that employ other methods of
detecting tilt
- states that ballistic deflection results from changes in the ship's north-south
component of velocity
- explains the behaviour of a liquid ballistic during a change of speed or an alteration

of course
- explains that the precession resulting from ballistic deflection may be arranged to
move the compass to the correct settling position, after allowance for the change in
course and speed error, by choosing a suitable period for the compass
- explains that the relationship in the above objective is exact for one latitude only,
usually 45", and that there is a small wander of the compass to the final settled
position in other latitudes
- explains that the pendulum of a tilt detector will be thrown out of the vertical during
a change of course or speed, producing an error in its output
- explains that the method used i n the above objective is not applicable for
compasses without liquid ballistic control since course and speed error is fully
corrected for all headings
- explains that errors are limited by damping the pendulum and limiting the applied
torque for large deflections of the pendulum
- states that the sensitive element of a gyro-compass is made such that its moment
of inertia about any axis is the same, thus preventing any tendency to turn when
swinging pendulously as a result of rolling or pitching
- describes the effect of rolling on a liquid ballistic for various ship's headings
- explains why the movement of the liquid causes an error except on the cardinal
headings
- explains how intercardinal rolling error is reduced to negligible proportions
- states that intercardinal rolling error does not occur in compasses having no
gravitational control attachments to the gyroscope
- states that errors caused by acceleration of the compass during rolling and pitching
can be reduced by siting the master compass low down, near the rotational centre
of the ship
R7
- outlines the performance standards for gyro-compasses
,l,i '
"l
1.3.3 SYSTEMS UNDER THE CONTROL OF THE MASTER GYRO

AND THE OPERATION OF THE MAIN TYPES OF GYRO-
COMPASSES IN USE AT SEA
Textbooks: T34, T59

Teachirlg aids: A1 , A29
3.1 Systems Under the Control of the Master Gyro and the
Operation of the Main Types of Gyro-compasses in Use At
Sea (2 hours)
- defines the main systems under the control of the master gyro
- defines the main types of gyro-compass in use at sea
- refers to manufacturers' manuals to determine necessary maintenance tasks

'"I
COMPETENCE 1.4 Co-ordinate Search and Rescue Operations IMO Reference
TRAINING O U ~ O & @
STCW Code
Demonstrates a knowledge and understanding of: Table A-1112
1.4.1 THE PROCEDURES CONTAINED IN IMO MERCHANT SHIP

SEARCH & RESCUE MANUAL (MERSAR)
1.4.1 THE PROCEDURES CONTAINED IN IMO:MERCHANT SHIP

SEARCH AND RESCU,~'MANUAL(MERSAFQ
Textbooks:
Teaching aids: A1
1.I As per IMO Model Course 1.08 for Radar Navigation -

Management Level
(8"
tn
COMPETENCE 1.5 Establish Watchkeeping Arrangements and Procedures IMO Reference

Table A-1112
1.5.1 THE INTERNATIONAL REGULATIONS FOR

PREVENTING COLI-ISIONS AT SEA
1.5.2 PRINCIPLES TO BE OBSERVED IN KEEPING A

NAVIGATIONAL WATCH
1.5.3 EFFECTIVE BRIDGE TEAMWORK PROCEDURES

,ill
~="OMPETENCE
1.5 Establish Watchkeeping Arrangements and Procedures IMO Reference
1.5.1 THE INTERNATIONAL REGULATIONS FOR PREVENTING

COLLISIONS AT SEA
Textbooks:
Teaching aids: A1
1.1 COLREGS 1972 and Amendments (30 hours) R1, R8, R15,
- identifies the lights and shapes by any type of vessel and their meaning, including
R16
the additional signals for fishing vessels-fishing in close proximity
- demonstrates, with the use of models displaying proper signals or lights, a

navigation light simulator or otherwise, the proper action to take to avoid collision
with other vessels in sight
- demonstrates how to determine the risk of collision and the proper action to take to
avoid collision in restricted visibility
- describes fully the use of, and manoeuvring in, traffic separation schemes
PRINCIPLES,TO BE OBSERVED IN KEEPING A STCW Code

1.5.2
Section A-VI11/2
NAVlGATlONAL 'WATCH
Part 3-1
Textbooks:
Teaching aids: A1
2.1 Navigational Watch (2 hours)

- states that the officer of the watch is responsible for navigating safely with particular
regard to avoiding collision and stranding
- lists factors to be taken into account when deciding the composition of the watch on
the bridge
- states that watch duties should be so arranged to comply with rest periods
prescribed in the STCW Code
- states watch schedules must be posted and accessible
- plans an intended voyage taking into account weather and ice conditions, tidal
streams, traffic separation schemes and other navigational factors
- states that the master should ensure that officers in charge of watches know the
location and operation of all navigational and safety equipment and can take
account of the operating limitations of such equipment
- states that the officer in charge of a navigational watch should not be assigned or
undertake any duties which interfere with the safe navigation of the ship
- writes standing orders for a deck watch at anchor and a navigational watch
underway
' n
"'8
COMPETENCE 1.5 Establish Watchkeeping Arrangements and Procedures IMO Reference
1.5.3 EFFECTIVE BRIDGE TEAMWORK PROCEDURES STCW Code

Section A-V11112
Textbooks: T24, T57 Part 3-1
Teaching aids: A1 , V2
3.1 Bridge Teamwork Procedures (3 hours)

MasterIPilot Relationship
- states why the master and pilot should agree on plans and procedures for the
intended voyage
- states that any special conditions of weather, tidal currents, depth or marine traffic
which may be expected should be discussed
- states that the master should provide the pilot with the pilot card and make
available the manoeuvring booklet or, in their absence, provide him with details of
the ship's particulars and manoeuvring characteristics, including information on the
ship's response to wind forces; special characteristics related to squat should be
discussed
- states that the master should inform the pilot of any unusual handling
characteristics, machinery difficulties or problems with navigational equipment
which could affect the operation, handling of safe manoeuvring of the ship
- states that the pilot should give information on the intended use of tugs, if any
- states that the master and pilot should discuss, if applicable, special consideration
concerning passing or overtaking of other vessels in narrow channels
Bridge Team Management (3 hours)

- explains the benefits of effective disposition of manpower on the bridge
- gives examples of error chains and explains how they can be avoided
- draws up contingency plans for routine manoeuvres
- explains the importance of effective internal and external communication
- explains the need for adequate information flow between team members
- explains that failure to monitor the ship's position and communicate effectively has
lead to casualties
Teamwork (2 hours) R1
STCW Code
- explains the need for effective planning including: Sect ion A-V11112
time constraints Part 3-1
required navigational route
need to monitor external communications
makes allowance for traffic density
makes provision for integrating the pilot into the bridge team
prevailing weather conditions
- explains effective management of resources includes personnel, equipment and

time
COMPETENCE 1.5 Establish watchKeeping Arrangements and Procedures IMO ~eferegce
- understands the importance of correctly handing the conn between members of the
bridge team including the pilot.
- recognises the risk factors involved with a planned passage.
- explains the need for effective flow of information

--
a'
COMPETENCE 1.6 Maintain Safe Navigation Through the Use of Radar an'ci IMO Reference
ARPA and Modern Navigation Systems to Assist Command
Decision-making

Table A-1112
1.6.1 SYSTEM ERRORS AND OPERATIONAL ASPECTS OF

MODERN NAVIGATION SYSTEMS INCLUDING RADAR
AND ARPA
1.6.2 BLIND PILOTAGE TECHNIQUES
1.6.3 EVALUATION OF NAVIGATIONAL INFORMATION TO

AID IN COMMAND DECISIONS FOR AVOIDING
COLLISION AND SAFE NAVIGATION OF THE SHIP
1.6.4 INTER-RELATIONSHIP AND OPTIMUM USE OF ALL

NAVIGAI-IONAL DATA
See IMO Model Course 1.08 for Radar Navigation - Management

Level
'"I
'VI
COMPETENCE 1.7 Forecast Weather and Oceanographic Conditions IMO Reference
STCW Code
TRAINING OUTCOMES: Table A-1112
1.7.2 CHARACTERIS-TICS OF VARIOUS WEATHER SYSTEMS
1.7.3 OCEAN CURRENT SYSTEMS
1.7.4 CALCULATION OF TIDAL CONDITIONS
1.7.5 APPROPRIA'TE NAVIGATIONAL PUBLICATIONS ON

TIDES AND CURRENTS
<d,
Textbooks: T47, T48

Teaching aids: A1
SYNOPTIC ME'TEOROLOGY
1.1 The Planetary System of Wind and Pressure (2 hours)

- explains, qualitatively with the aid of sketches, the circulation cells which would
exist on a rotating earth, not inclined to its orbit of rotation about the sun, and with a
homogeneous surface
- compares the actual wind and pressure distribution with the above
- draws the global mean surface pressure distribution together with the oceanic wind
for January and July.
- describes the characteristics and location of the doldrums, ITCZ, Trade Winds, Sub
tropical oceanic highs, westerlies and polar easterlies
- defines the 'Monsoon Regime'
- states the areas which experience a true monsoon regime
- applies previous concepts to a qualitative explanation of the causes of monsoon

regimes
- applies previous concepts to a qualitative explanation of the weather associated

with the January and July monsoons of the Indian Ocean, China sea, North Coast
of Australia and West Coast of Africa
- explains qualitatively the monsoon type weather along the North East coast of
Brazil
1.2 The Weather Associated with the Principal Air Mass Types R1
(2 hours)
- analyses qualitatively the formation of an air mass
- explains the significance of a Source Region
- describes the characteristics of a region acting as the source region for an air mass
- discriminates between the source region characteristics if Arctic Maritime and

Continental Air, Polar Maritime and Continental Air, Tropical Maritime and
Continental Air, and Equatorial Air
- describes the subsequent modification of an air mass by the nature of the surface
over which it travels
- defines stable and unstable air masses
- determines typical synoptic patterns associated with air mass types
- interprets qualitatively the weather associated with air mass types

'VI

- - - -
1.3 Synoptic and Prognostic Charts and Forecasts From Any R1

Source (2 hours)
- interprets the isobaric patterns of a synoptic weather chart with interpolation and
extrapolation as necessary
- determines the geostrophic and approximate surface wind speeds from the chart by
use of the geostrophic wind scale
- determines the weather associated with specific places within the plots
- applies the rules governing the movement of pressure systems, as given in

Meteorology for Mariners to forecast the weather at specific places
- evaluates the use of prognostic charts
- evaluates the information given in shipping forecasts
1.4 The Maritime Forecast Code and the Range of Information R1

Available Through Fax Transmissions (2 hours) R2 Ch. V
- describes the purpose of the Maritime Forecast Code (Mafor)
- interprets the data given by Mafor
- lists the information available to the mariner in fax transmissions
- discusses the source of information relating to radio stations, and their

transmissions
- evaluates the information given in surface synoptic and prognostic fax charts
- interprets the information given in wave charts
- evaluates the information given in the nephanalyses
- evaluates the information given in ice charts
- evaluates the use of 500 hPa charts in forecasting the progress of depressions
- evaluates the value of personal observations of weather signs, in evaluating

weather trends
1.5 The Main Types of Floating Ice, 'Their Origins and

Movements (2 hours)
- explains the formation of icebergs from floating glacier tongues and from ice
shelves, and the characteristics of each
- discusses the formation of sea ice
- defines ice tongue, ice shelf
- defines pack ice and fast ice
- discusses the normal seasons and probable tracks of North Atlantic bergs from
origin to decay
- defines the outer limits of the area in which icebergs may be encountered in the
North Atlantic
COMPETENCE
1.7 Forecast Weather and Oceanographic conditions IMO Reference
- discusses the normal and extreme limits of iceberg travel in the southern oceans
during summer and winter
- explains the reasons for the decay of icebergs
- describes the areas affected by sea ice in regions frequented by shipping
- discusses the seasonal development and recession of sea ice on the coastlines of
the northern oceans, and in the latitude of the normal trade routes
1.6 The Guiding Principles Relating to the Safety of Navigation in R1, R2 Ch. V
the vicinity of Ice (1 hour)
- states the signs which may indicate the proximity of ice on clear days and nights
- defines the ranges at which observers may expect to detect ice visually in varying
conditions of visibility, see 161
- discusses the limitations of radar as a means of detecting ice
- states the precautions to be taken when navigating near ice, and when ice is
suspected in the vicinity
1.7 Conditions Leading to Ice Accretion on Ship's

Superstructures, Dangers and the Remedies Available
(2 hours)
- describes the factors which may give rise to ice accretion
- describes the use of data in the Mariner's Handbook, for estimating the rate of ice
accretion
- evaluates the methods of avoiding or reducing ice accretion
- explains the reports to be made under International Conventions when ice is

encountered
- lists the information to be given in radio messages reporting dangerous ice
- states the iceberg nomenclature in use by the International Ice Patrol
- lists the information to be given in radio messages reporting conditions leading to

severe ice accretion on ship's superstructures
1.7.2 CHARACTERISTICS OF VARIOUS WEATHER SYSTEMS
Textbooks: T47, T48

Teaching aids: A1
2.1 The Formation, Structure and Weather Associated with The R1

Principal Frontal Systems (2 hours)
- describes a front and a frontal zone
- sketches the structure of a typical frontal zone

a rn
,*
- explains qualitatively the process of frontogenesis
- explains qualitatively the process of frontolysis
- explains with the aid of a diagram, the structure of an idealized cold front
- explains the sequence of weather associated with the passage of an idealized cold
front
- explains with the aid of diagrams, the formation of, and weather associated with a
'line squall'
- describes with the aid of diagrams, the structure of an idealized warm front
- describes the sequence of weather associated with the passage of an idealized

warm front
- explains with the aid of diagrams, the orientation of isobars which cross a front
- describes with the aid of diagrams, the weather at the Inter Tropical Convergence
Zone, both when it is close to, and more than 5" from, the equator
2.2 The Formation of, and Weather Associated with, Frontal and R1
Non-Frontal Depressions (2 hours)
- explains qualitatively why the polar front is a favourable breeding ground for frontal
depressions
- describes, with the aid of diagrams, the formation, development and decay of
frontal depressions
- defines 'family of depressions'
- draws a typical synoptic pattern showing a family of frontal depressions and the
associated pressure distribution
- explains qualitatively the process of the occlusion of a frontal depression
- describes with the aid of diagrams, the distribution of weather in a depression
- explains qualitatively the formation of frontal and non-frontal secondary depressions
- draws diagrams of frontal and non-frontal secondary depressions showing isobars

and wind circulation
- describes the weather changes experienced during the passage of a secondary

depression
- explains qualitatively, with the aid of diagrams, the formation of warm occlusions
and cold occlusions
- draws cross sections through warm and cold occlusions showing temperature
distribution, and cloud and precipitation areas
- describes the weather experienced during the passage of warm and cold
occlusions with reference to objectives in the previous section
- compares alternative theories of cyclonic development since Bjerknes

COMPETENCE 1.7 Forecast Weather and oceanographic conditions IMO Reference
The Formation and Weather Characteristics of Non-Frontal R1

Weather Systems (2 hours)
- defines 'trough of low pressure', both frontal and non-frontal
- draws a synoptic pattern of frontal and non-frontal troughs, for both northern and
southern hemispheres, showing isobars, wind circulation and, if applicable, front
- identifies a trough of low pressure on a surface synoptic or prognostic chart
- explains the weather associated with the passage of a trough of low pressure
- defines an anticyclone
- draws a synoptic pattern of an anticyclone, for both northern and southern

hemispheres, showing isobars and wind circulation
- identifies an anticyclone on a surface synoptic or prognostic chart
- describes the general characteristics of an anticyclone
- explains qualitatively the formation of warm and cold anticyclones
- applies previous concepts to an explanation of the weather associated with an

anticyclone, in summer and winter
- defines ridge of high pressure
- draws a synoptic pattern of a ridge which is an extension of an anticyclone, showing

isobars and wind circulation for northern and southern hemispheres
- draws a synoptic pattern of a ridge contained between two lows, showing isobars
and wind circulation, for northern and southern hemispheres
- identifies a ridge of high pressure on a surface synoptic or prognostic chart
- explains the weather associated with both types of ridge of high pressure
- defines col
- draws a synoptic pattern of a col showing isobars and wind circulation
- explains the weather associated with a col
- draw synoptic patterns showing combination of various isobaric systems
Tropical Revolving Storms (TRS) (2 hours)

- states the definitions adopted by the WMO with respect to Tropical Storms
- states local nomenclature of TRS
- states regions and seasons of greatest frequency of TRS
- states the conditions associated with the formation of tropical revolving storms
- states the factors which affect the future movement of a TRS
- describes with the aid of diagrams typical and possible tracks of TRS
- explains the factors associated with the decay of TRS

CO~~PETENCE
1.7 Forecast Weather and Oceanographic Conditions IMO Reference
- draws a plan of a TRS showing isobars, wind circulation, path, track, vortex or eye
trough line, dangerous semicircle, dangerous quadrant and navigable semicircle
(for north and south hemisphere)
- explains the reasons for the naming of the dangerous semicircle
- draws a cross section through a TRS showing areas of cloud and precipitation
- describes the characteristics of a TRS, ie size, wind, pressure, eye, cloud and
precipitation sequence
- describes the signs which give warning of the approach for the TRS
- explains the methods of determining the approximate bearing of an approaching

TRS
- explains the method of determining in which sector of a TRS the ship is situated
- states the correct avoidance procedure when in the vicinity of a TRS
- given the position and direction of travel of a TRS and ship's voyage information,
describes appropriate measures to avoid the danger sector of a TRS
- describes the messages required to be sent in accordance with the requirements of

SOLAS, when a TRS is encountered, or suspected to be in the vicinity
- describes the message required to be sent in accordance with the requirement of

SOLAS when a wind of or above storm force 10 is encountered which has not
previously been reported
1.7i3 OCEAN CUR#EN%SYSTEMS
Textbooks: T47, T48, T61

Teaching aids: A1, A1 2, A1 9
3.1 Surface Water Circulation of the Ocean and Principal

Adjoining Seas (2 hours)
- defines qualitatively the effect of geostrophic force on surface currents
- discusses the generation of drift currents by prevailing winds
- discusses the generation of gradient currents from differences in water temperature

and salinity
- discusses the generation of gradient currents resulting from the indirect effect of
wind causing a piling up of water on windward coasts as in the case of the
Equatorial Counter Currents
- analyses the nature of currents formed by a combination of the above as

experienced by western shores of large land masses
- relates the general pattern of surface water circulation to the atmospheric pressure
distribution
<1,,
COMPETENCE 1.7 Forecast Weather an80ceanogra~hicConditions IMO Reference
- constructs a chart showing global surface water circulation applicable to the above
- describes the seasonal changes in the above in areas under the influence of the
Asiatic monsoons
- identifies the principal individual currents by name
- analyses the causes of individual currents where explicitly stated in Meteorology for
Mariners
- explains the classification of individual currents as warm or cold where appropriate
- describes the form in which surface current data is presented in current atlases and
on routeing charts
- evaluates qualitatively the use of this data in passage planning
- explains the derivation of the current rose
- explains the derivation of the predominant current
- shows the meaning of the term constancy when applied to predominant currents
- explains the derivation of the vector mean current
- compares qualitatively the values of the information given by the current rose, the
predominant current and the vector mean current as aids to passage planning
3.2 Voyage Planning Principles with Respect to Weather

Conditions and Wave Height (2 hours)
- selects and uses data from Ocean Passages of the World
- describes climatological routeing
- defines significant wave height
- discusses the factors affecting wave height and direction
- describes the methods employed in forecasting wave heights
- describes optimum (least time) routeing
- evaluates the forms of routeing in the above objectives
- describes the methods of constructing a least time track
- appraises the relative merits of ship and shore based routeing, and their limitations
- describes the construction of ships performance curves
- demonstrates the use on monthly Routeing Charts
- explains the construction and use of a Baillie wind rose
- demonstrates familiarity with the forms of climatological, meteorological and current

data presented in the Sailing Directions (Pilot Books) and in the Mariner' Handbook
3.3 The Formation of Sea Waves and Swell Waves (2 hours)

- explains the role of wind in wave formation
- explains the importance of wind force in wave formation

C ~ M P E T E N C E1.7 Forecast Weather and Oceanograph% Conditions IMO Reference
- explains the importance of duration of wind causing waves
- explains the importance of fetch in the growth of waves
- uses Dorrenstein's nomogram for forecasting significant wave heights
- states the relationship between sea waves and swell waves
- explains the decay of swell waves as they travel from the area of origin
1.7.4 CALCULATION OF TIDAL CONDITIONS
Textbooks: T I
Teaching aids: A1
4.1 Apply the relevant weather conditions to tidal calculations ~1

(see also 1.2.1.4) (1 hour)
- evaluates qualitatively the effect of high or low atmospheric pressure on tide levels
- evaluates qualitatively the effect of persistent winds on tide levels and tidal times
- evaluates qualitatively the effect of abrupt changes of weather conditions on tidal

levels
- describes seismic waves, their origin and areas of prevalence
1.7.5 APPROPRIATE NAVIGATIONAL PUBLICATIONS ON TIDES

AN~~GURRE~TS
Textbooks: T I
Teaching aids: A1
5.1 Apply tide and current data from nautical publications and R1
charts (2 hours)
- uses tidal height calculations in passage planning, with regard to limiting draughts
and times of available depth of water
- uses tidal stream information in passage planning, with regard to effect on course
made good, and effect on speed, timing of events
- uses current information in passage planning, with regard to effect on course made
good, and effect on speed, timing of events
,.,.
a
' COMPETENCE 1.8 Respond to Navigational ~mer@ncies IMO Reference

Table A-1112
1.8.1 PRECAUTIONS WHEN BEACHING A SHlP
1.8.2 ACTION TO BE TAKEN IF GROUNDING IS IMMINENT

AND AFTER GROUNDING
1.8.3 REFLOATING A GROUNDED SHlP WITH AND

WITHOUT ASSISTANCE
1.8.4 ACTIONS FOR IMMINENT COLLISION, AFTER

COLLISION AND IMPAIRMENT OF THE WATERTIGHT
INTEGRITY OF THE HULL
1.8.7 EMERGENCY TOWING ARRANGEMENTS AND

TOWING PROCEDURES
' tn
'"~OMPETENCE1.8 Respond to Navigational Emergencies IMO Reference
1.8.1 PRECAUTIONS WHEN BEACHING A SHIP

Textbooks: T I 0
Teaching aids: A1
1.1 Precautions When Beaching a Ship (2 hours)

- describes the circumstances in which a vessel may be beached
- states that a gently shelving beach of mud, sand or gravel should be chosen if
possible
- states that beaching should be at slow speed
- states that, when trimmed heavily by the head, beaching stern first may be
advantageous
- compares the relative advantages of beaching broadside-on and at right-angles to

the beach
- states that wind or tide along the shore will quickly swing the ship broadside-on to
the beach
- describes measures which can be taken to prevent the ship driving further ashore
and to assist with subsequent refloating
- states that ballast should be added or transferred to counteract a tendency to bump

on the bottom
- states that all tanks and compartments should be sounded and an assessment
made of damage to the ship
- states that soundings should be taken to establish the depth of water round the ship
and the nature of the bottom
1.8.2 ACTIONST € $ ' ~TAKEN

E IF GROUNDING IS. IMMINENTAND
AFTER GRO~NDJN,Q
Textbooks: T I 0
Teaching aids: A1
2.1 Grounding (2 hours)

- states that, on stranding, the engines should be stopped, watertight doors closed,
the general alarm sounded and, if on a falling tide, the engines should be put full
astern to see if the ship will immediately refloat
- states that the engineers should be warned to change to high-level water intakes
- states that a distress or urgency signal should be transmitted and survival craft
prepared if necessary
- states that all tanks and compartments should be sounded and the ship should be
inspected for damage
COMPETENCE 1.8 Respond to Navigstional Emergencies IMO ~ e f e r e n &
- states that any discharge or probable discharge of harmful substances should be

reported to the nearest coast radio station
- states that soundings should be taken to establish the depth of water round the ship
and the nature of the bottom
1.8,3 REFILQATING A GROUNDED SHIP WITH AND WITHOUT

ASSlSTAWCE
Textbooks: T I 0
Teaching aids: A1
3.1 Refloating (1 hour) R1

- describes measures which can be taken to prevent further damage to the ship and
to assist with subsequent refloating
- explains how ballast or other weights may be moved, taken on or discharged to

assist refloating
- describes the use of ground tackle for hauling off
- describes ways in which tugs may be used to assist in refloating
- describes the use of the main engine in attempting to refloat and the danger of
building up silt from its use
1.8.4 ACTI.OQTO BE TAKEN IF COLLISION IS IMMINENT, AFTER A

COLL~$IONOR IMPAIRMENT OF THE WATERTIGHT
INTEGRITY OF THE HULL
Textbooks: T I 0
Teaching aids: A1
4.1 Collision (2 hours)

- lists the duties of the master following a collision R1
- states that after impact the engines should be stopped, all watertight doors closed, R2
the general alarm sounded and the crew informed of the situation
- states that in calm weather the colliding ship should generally remain embedded to
allow the other ship time to assess the damage or prepare to abandon ship
- states that survival craft should be made ready for abandoning ship or assisting the
crew of the other ship
- states that a distress or urgency signal should be made, as appropriate
- states that requests for information may be received from coastal States
- states that, if not in danger, own ship should stand by to render assistance to the
other for as long as necessary
- -
""COMPETENCE1.8 Respond to Navigational Emerg$cies IMO Reference
- states that any discharge or portable discharge of harmful substances should be R14
reported to the nearest coast radio station
- states that the owners should be informed and all details of the collision and
subsequent actions entered in the log-book R1
Textbooks: T I 0
Teaching aids: A1
5.1 Assessment of Damage Control (1 hour)

- states that damage to own ship should be determined
- describes measures to attempt to limit damage and salve own ship
Textbooks: T I 0
Teaching aids: A1
6.1 Emergency Steering (2 hours)

- describes typical arrangements of auxiliary steering gear
- describes how the auxiliary steering gear is brought into action
- describes how to change from bridge control to local control in the steering gear
compartment
- states that, when appropriate, a disabled ship should report to a coastal State that it
is a potential hazard to other ships or to the environment R14
- lists possible course of action which may be taken by a disabled ship
- describes methods of securing the rudder in the event of a broken rudder stock
- explains that, in the event of the loss of the rudder, jury steering may be achieved by
providing a drag on either side of the ship
- describes a jury steering arrangement using materials normally found aboard ship
- describes a means of constructing a jury rudder, where practicable
- states the navigational safety message to broadcast and signals to be displayed by

a disabled vessel
COMPETENCE 1.8 Respond to ~avfbationalEmergencies IMO ~ e f e r e g c e
1.8.7 EMERGENCY TOWING ARRANGEMENTS AND TOWING

PR~CEDURES
Textbooks: T I 0
Teaching aids: A1
7.1 Emergency Towing Arrangements (2 hours)

- states that permission from the owners or charterers is usually required before
towing, except for the purpose of saving life
- states that a coastal State may intervene when a disabled ship presents a potential
risk to the environment \,
- states that early communication should be established between the vessels to agree
on the method of connecting the tow
- states that both vessels should have everything prepared and have agreed on
communication before the arrival of the towing ship
- describes how to approach a disabled vessel and pass the first connection by line-
throwing apparatus or other methods
- states that the tow normally passes a messenger followed by a wire messenger to
the towing vessel to haul across the towing line
- describes how to pay out the towing wire under control
- describes methods of securing the towing wire at the towing ship
- explains why the wire is usually shackled to the anchor cable of the tow
- describes the preparations made by the disabled ship
- states that the towing wire should be protected from chafing at fairleads
- states that wires and cables should be inspected frequently and the nip freshened if
any sign of wear or chafe is found
- describes how to take the weight of the tow
- explains how the towing speed should be decided
- describes how to disconnect the tow on arrival at the destination
- describes the emerging towing arrangements for all tankers of not less than SOLAS Ch 11-1
20,000dwt Res. 35(63)
COMPETENCE 1.9 Manoeuvre and ~ a n d l ea Ship in all Conditions IMO ~ e f e r e k e
TRAINING OUTCOME:
STCW Code
Table A-1112
1.9.1 MANOEUVRING AND HANDLING A SHIP IN ALL
CONDI-TIONS
<k7
COMPETENCE 1.9 Manoeuvre and Handle a Ship in all Conditions IMO Reference
1.9.1 MANOEUVRING AND HANDLING A SHIP IN ALL CONDITIONS
Textbooks: T2, T10, T I 6, T21, T38, T53

Teaching aids: A l , V4, V5, V6, V7, V8
1.I Approaching A Pilot Vessel (4 hours) R1

- explains how a passage plan from sea to berth is prepared
- states that the pilot station should be contacted about 2 hours before the expected
arrival time R2, R20, R21,
- describes the preparations for picking up a pilot
- states that a second steering-gear power unit should be in operation where possible
- states that steering should be changed to manual in ample time and tested R2
- states that anchors should be cleared and ready for letting go
- explains how to reduce speed when approaching the pilot station, taking account of
wind and tidal set
- explains why the ship's speed should be reduced to a suitable speed for the pilot
boat to come alongside
- describes how to make a lee for the pilot boat
- states that extra care should be taken after dropping the pilot until clear of inward R1
ships manoeuvring to embark pilots
1.2 Ship Handling in Restricted Waters (10 hours) R1

- defines shallow water as a depth of less than 1.5 times the ship's draught
- explains that shallow-water effects become more marked as the underkeel

clearance decreases
- lists shallow-water effects as:

- increased directional stability and sluggish response to helm
-the speed falls less during turns
- a large increase in turning radius
- a more pronounced effect from transverse propeller thrust
- a possibility that transverse thrust may act in the opposite way
expected
- the ship carries her way longer and responds slowly to changes in
engine speed
- the trim changes, usually by the head for a full hull form
- an increase in squat
FUNCTION 1 : NAVIGATION A T T H E MANAGEMENT LEVEL
COMPETENCE 1.9 Manoeuvre Snd Handle a Ship in all Conditions IMO ReTerence
- defines squat as the reduction of under-keel clearance resulting from bodily sinkage
and change of trim which occurs when a ship moves through the water
- calculates the approximate sinkage due to squat in deep water
- states that the squat in shallow water (ratio of water depth/draught = 1.2) may be
double that in deep water
- uses a squat estimation diagram
- explains the meaning of 'blockage factor' in restricted channels
- explains how squat and trim effects increase with blockage factor
- describes the reduction in keel clearance resulting from rolling and pitching and heel
or list
- states that speed should be moderate in rivers, estuaries, etc. to reduce shallow-
water effects and to provide reserve power for correcting a sheer
- describes how to round bends in a channel with a current in either direction, taking
account of the effect of wind
- describes the use of an anchor to assist in rounding a bend
- describes how to turn short round in a narrow channel, with or without a wind
- describes the use of an anchor to assist turning in a channel
- explains the importance of navigating at reduced speed to avoid damage caused by

own ship's bow wave or stern wave
- describes how a passing ship affects a moored ship
1.3 Constant Rate of Turn Techniques (1 hour) R1

- describes the circumstances in which a constant rate turn is appropriate
- describes how to plan a constant rate turn
- describes how to judge the correct execution of a constant rate turn by visual means
- describes how radar can be used to assist in monitoring a constant rate turn
R1
- describes how to determine the wheel over position bearing for a constant rate turn
- describes how a constant rate turn is effective in helping a vessel maintain its
planned trail
1.4 Manoeuvring in Shallow Water (2 hours) R1

- describes the use of the kick-ahead to control the speed and direction of the vessel
- explains how a ship will respond to helm before increasing speed when using a kick-
ahead
- identifies the danger of taking a sheer in shallow water and what corrective action
can be taken
- describes how tugs can be used to assist in maintaining slow speed control
- describes how anchors can be used to assist in manoeuvring a vessel in shallow

water
,"I
COMPETENCE 1.9 " ' Manoeuvre and Handle a Ship in all Conditions IMO Reference
1.5 Interaction: Bank, Canal, Ship and Tug (2 hours) R1

- explains and describes the interaction between ship and shore
- explains and describes the interaction between ships when meeting end-on
- explains and describes the interaction between ships in an overtaking situation
- explains the particular dangers of interaction when working close by other craft such
as tugs
- describes the pattern of pressure changes round the hull of a moving ship
- explains the interaction between a ship and nearby banks (bank cushion and bank
suction)
- describes the interaction between passing ships
- describes how to pass or overtake another ship safely in a narrow channel
- explains that shoal patches may give rise to bank cushion or suction, resulting in an
unexpected sheer
1.6 Berthing and Unberthing (12 hours)

- describes the effects of right- and left-handed propellers on manoeuvring
- describes the use of twin screws for manoeuvring
- explains the advantages and disadvantages of controllable-pitch propellers with

regard to ship handling
- describes the use of lateral thrusters
- states that lateral thrusters cease to be effective above a certain speed, which has
to be determined by trial
- describes, with reference to ship type and trim, the likely effect of wind on a ship
when moving ahead or astern and when stopped
- explains how an anchor or anchors may be used to assist in manoeuvring
- describes the use of anchors for stopping in an emergency
- describes the different ways in which tugs may be made fast and used
- explains fully how to use engine, helm, tugs, anchors and mooring lines to berth and
unberth under various conditions of wind and tide at:
- river berths
- piers
- locks
- enclosed docks
- a single buoy
- two buoys
- multibuoy berths
- Mediterranean moorings
- describes the mooring lines to be used, their leads and methods of securing at the
berths listed above
'"I <"I
COMPETENCE 1.9 Manoeuvre a n d Handle a S h i p in all Conditions IMO Reference
Use of Propulsion and Manoeuvring Systems (1 hour)

- describes how the use of bow-thrust can be used to assist in manoeuvring
- describes how the use of stern-thrust can be used to assist in manoeuvring
- describes the use of high-lift rudder systems to improve ship manoeuvrability
- describes the use of dynamically positioned vessels and their control systems
- describes the use of rudder cycling to reduce head reach in an emergency
- compares the effectiveness of rudder cycling with a crash stop
Anchoring (6 hours)
- explains how to choose an anchorage and lists the factors which influence the
choice
- states that an anchoring plan should be prepared in advance, showing the direction
and speed of approach and the dropping position(s), with check bearings
- describes the preparation of anchors, including walking the anchor back for
anchoring in deep water
- explains how to judge that a ship is stopped ready for letting go
- explains that positions should be obtained on letting go and again when brought up
- describes the use of anchor buoys
- lists the factors to consider in determining the length of anchor cable to be used as:
-the nature of the bottom
- the strength of current or wind
-the exposure of the anchorage to bad weather
-the amount of room to swing
-the expected length of stay at anchor
- defines dragging and explains how to detect it
- describes the actions to be taken when the anchor starts to drag
- explains how excessive yawing may break the anchor out of its holding and
describes measures to control yaw
- describes how to bring a ship to an open moor
- explains what is meant by 'foul hawse' and how it occurs
- describes how to clear a foul hawse
- describes how to clear a fouled anchor
- describes how to buoy and slip an anchor
Dry-Docking (2 hours)
- lists the information required by the dry-dock authorities as:
- length, beam and rise of floor, if any
- draughts and trim
- position of bilge keels and appendages such as a bulbous bow
- whether single or twin screw
-the weight and disposition of any cargo on board
- position of any hull damage for inspection or repair
- --
COMPETENCE 1.9 Manoeuvre and Handle a Ship in all ~ondi"tions IMO Reference
- states that a plan showing the position of bulkheads, main structural members and
drain plugs is required for the preparation of beds and shores when dry-docking in
the loaded condition
- explains why a slight trim by the stern is the ideal condition for dry-docking
- explains the need for adequate statical stability and states when the most critical
condition occurs
- describes the use of bilge blocks, breast shores and bilge shores and their
placement during pumping out
- states that all tanks should be sounded and the readings recorded when the ship
takes the keel blocks
- explains why, as far as possible, tanks should be full or empty
- explains that tanks and movable weights should be restored to their original
condition before flooding the dock to ensure the same trim and zero list on refloating
- explains why a ship may be left partially waterborne if damage is accessible
- explains how an adequate supply of water for fire frghting and a telephone for calling
emergency services should be arranged
- lists the precautions to be taken and the preparations to be made before flooding
the dock
1.I 0 Handling Ships in Heavy Weather (6 hours)

- states that the use of weather routeing can reduce the number of occasions on
which heavy weather is encountered
- describes the precautions to be taken before the onset of heavy weather
- defines wavelength, period and period of encounter of waves and swell
- defines rolling period and synchronous rolling
- explains how synchronous rolling can be avoided by an alteration of speed or course

to change the period of encounter
- describes synchronous pitching and how to prevent it
- describes how excessive speed into head seas can cause severe panting and
slamming stresses
- states that excessive slamming may be almost unnoticed on the bridge of a very
large ship
- explains that heavy pitching also gives rise to high longitudinal stresses, racing of
the propeller and the shipping of water
- defines 'pooping' and describes the conditions in which it may occur
- defines 'broaching-to' and describes the conditions in which it may occur
- explains that a reduction in speed combined with an alteration of course can reduce
the danger of broaching-to and of being pooped
J
- describes how to turn a ship in heavy seas
- states that a ship may be hove-to with the wind on the bow or on the quarter or
stopped
- -
COMPETENCE 1.9 ano oeuvre and Handle a Ship in all Conditions ,s

IMO Reference
- describes the circumstances in which each of the methods above may be used
- describes methods of turning a disabled ship's head to keep it out of a sea trough
and of lessening lee drift
- explains that a ship may drift at an angle to the downwind direction and that its
direction of drift will depend upon which side it has the wind
- describes how to use oil to reduce breaking seas when hove-to and when
manoeuvring in heavy seas
- describes actions to prevent a ship being driven on to a lee shore
- describes how to assist a ship or aircraft in distress
- describes towing operations
- explains the precautions to be taken in manoeuvring for launching boats or liferafts

in bad weather
- describes the methods of taking on board survivors from lifeboats or liferafts
1.1 1 Rescue Boats and Survival Craft (2 hours) Section A-V1/2

- explains how to make a lee for IaunchincJrecovering survival craft
- describes the effect of speed and the effect of flowlines around the vessel
1.1 2 Manoeuvring and Propulsion Characteristics (3 hours) R1, R2 Ch. V

- states that opportunity should be taken to check and supplement the information in Reg. 23
the ship's manoeuvring booklet for intermediate draughts and for various weather R18
conditions
- describes how to determine and plot the results of trial turning circles
- states that turning circles in shallow water at various manoeuvring speeds should be
recorded when possible
- states that details of an accelerated turn in shallow water should be obtained
- explains how trials of stopping ability under various conditions should be recorded
- states that the effect of wind on the behaviour of the ship should be recorded, in
particular:
-the drifting behaviour when stopped
-the speed at which steerage is lost in various conditions of loading and wind
-the behaviour of the ship when making stern way
- states why the minimum operating revolutions of the engine and the resulting speed
should be checked
- states that any details of manoeuvring behaviour which would be useful to a pilot or
future master should be recorded
- states that STCW Code recommends additional training for masters and chief mates
R1
of large ships and ships with unusual manoeuvring characteristics Section B-V/a
1.13 Damage Due to Own Ship's Bow and Stern Waves (1 hour) R1
- explains damage to shore due to excessive bow waves and stern waves
- explains the effects of passing ships on ships moored alongside

COMPETENCE
1.9 Manoeuvre and Handle a Ship in all Conditigns IMO Reference
- states the precautions that should be taken by ships alongside to minimize the effect
of passing traffic
1.14 Navigating in Or Near Ice (3 hours)

- states that all possible information about ice located on or in the vicinity of the
intended track should be obtained
- states that information is available from:

- daily bulletins of the International Ice Patrol in the N. Atlantic
- ice warnings from countries where ice is a regular problem
- Hydrographic Office ice charts
- pilot books
- facsimile ice charts
- warnings from other ships in the vicinity
- defines the following terms used in ice warnings:

- solid ice
- soft ice
- drift ice
- pack ice
-
growler
- iceberg
- states the master's obligation to report dangerous ice or sub-freezing air
temperatures associated with gale-force winds causing severe ice accretion on R2
superstructures
- states that, when ice is reported on or near the course, the master of every ship is
bound to proceed at a moderate speed or to alter course so as to go well clear of
the danger zone
- explains that radar may not detect small icebergs and growlers
- states that navigation marks may be removed without warning in coastal areas
threatened by ice
- states that no attempt should be made to enter a region of thick ice in a ship not
specially strengthened for navigation in ice
- lists precautions to take when entering ice as:

- estimating the thickness and concentration of ice and assessing
whether the ship can safely pass through it
- avoiding entry to pressure areas (shown by hummocks and rafting)
- following leads used by previous ships, where possible
- entering on the lee side of the ice, if practicable
- entering at right angles to the ice edge, to avoid damage to hull,
propeller and rudder
- approaching at as slow a speed as possible, and increasing the power to
maintain headway when the bow contacts the ice
- explains that leads through the ice show well on radar when set to short range
- explains precautions to be taken to avoid damaging the propeller and rudder when
manoeuvring in ice
- explains how to obtain assistance from an ice-breaker
- states that it is important to follow the ice-breaker's instructions regarding speed and
manoeuvring
- states that fenders should be ready for use when negotiating sharp turns in leads
- describes the precautions which should be taken to prevent freezing up of tail-end

shafts, deck machinery and services
COMPETENCE 1.9 Manoeuvre and Handle a Ship in all ~ o n d i t i g n s IMO Reference

-
- describes how to heave-to in an ice field
- describes the need to keep a look-out, when hove-to at night, for large ice drifting
through the pack
- states that soft ice may block seawater intakes
- describes the conditions in which ice accumulates on decks and superstructures
- explains the dangers resulting from heavy accumulation of ice
- states that a change of course or speed should be made to reduce the shipping of
freezing spray
- states that accumulated ice and snow should be cleared away as quickly as
possible
- describes methods of clearing decks, rigging and superstructure of ice
1.15 Manoeuvring in TSS and VTS (2 hours) R1, R2 Ch. V

- explains the requirements of the International Regulations for prevention of
collisions at sea with respect to Traffic Separation Schemes and narrow channels
- discusses the actions that can be taken to manoeuvre the vessel in case of
emergency
- describes the information that may be required by VTS officers before entering
leaving or manoeuvring within a VTS controlled area
MASTER AND CHlEF MATE
,,,,
COMPETENCE 1.10 Operate Remote Controls of Propulsion Plant and IMO Reference
Engineering Systems and Services
TRAINING OUTCOMES:
STCW Code
Demonstrates a knowledge and understanding of: Table A-1112
1.10.1 OPERATING PRINCIPLES OF MARINE POWER

PLANTS
1.10.2 SHIPS' AUXILIARY MACHINERY
1.10.3 GENERAL KNOWLEDGE OF MARINE

ENGINEERING TERMS
COMPETENm 1.10 Operate Remote Controls of Propulsion Plant agd IMO Reference
0.1 OPERATING PRINCIPLES OF MARINE POWER PLANTS

1.I
Text books: T58

Teaching aids: A1
1 .I Marine Power Plants (34 hours)
Diesel Engines
- uses generally accepted engineering terms
- describes the 2-stroke diesel cycle
- describes the 4-stroke diesel cycle
- describes the advantages and disadvantages of a slow-speed diesel engine
- explains the cause of scavenge fires and how they are dealt with
- describes methods of supercharging
- describes the fuel 011system from bunker tank to injection
- describes the lubrication system
- describes engine cooling-water systems
- describes the advantages and disadvantages of a medium-speed diesel
- explains the need for gearing with medium-speed diesels
- describes the arrangement of clutch and gears
- describes how a diesel engine is prepared for stand-by
- describes the method of starting and reversing a diesel engine
- states that the number of starts is limited by the capacity of the starting air reservoir
- sets up, starts and stops a small diesel engine
Steam Turbine Systems

- describes the turbine, the feed system and the boiler as a system
- explains the working of an impulse turbine
- explains the working of a reaction turbine
- describes a steam turbine installation and its gearing
- distinguishes between and describes open and closed feed systems
- states that a steam turbine needs a large water-tube boiler
- describes the main features of a water-tube boiler
- describes in outline the procedure for raising steam

""COMPETENCE1.10 Operate Remote Controls of Propulsion Plant and IMO Reference

Enaineerina Svstems and Services
- lists the principal boiler mountings and explains their purpose
- describes the procedure for warming through a steam turbine ready for manoeuvring
- describes the procedures for manoeuvring when using a steam turbine
Propeller and Propeller Shaft

- describes the arrangement of thrust shaft, intermediate shafts and tailshaft
- explains how propeller thrust is transmitted to the hull
- describes how the propeller shaft is supported between the thrust block and the
stern tube
- sketches and describes an oil-lubricated stern-tube bearing
- describes how the propeller is secured to the tailshaft
- sketches a propeller and indicates the following on it:

- boss
- cone
- face
- back
- rake
- skew
- defines pitch, slip and efficiency of a propeller
- calculates the percentage apparent slip from given data
- calculates the ship's speed, given the engine revolutions per minute, mean pitch
and percentage slip
- describes the arrangement and operation of a controllable-pitch propeller (CPP)

- states the precautions to take with a C P P before:
- starting the main engines
- going to sea
- entering harbour or confined waters
- states that changing control positions and the use of emergency hand control pitch
and engine revolutions should be exercised
Bridge Control
- describes a control system for the main engine, including control from bridge,
machinery control room, engine control local and changeover controls
- describes bridge control of controllable-pitch propellers
- lists the indicators and alarms provided with bridge control
- describes the arrangement and operations of lateral thrusters
- describes the bridge control and indicators for lateral thrusters
I Administrations may wish to provide specialized training in bridge control systems for
personnel who are to serve on higher technology ships fitted with complex bridge control
systems
FUNCTION 1: NAVIGATION A T THE MANAGEMENT LEVEL
'*COMPETENCE 1.10 Operate Remote Controls of ~rolj"ulsionPlant and IMO Reference

1 .I 0.2 SHIP'S AUXILIARY MACHINERY
Textbooks: T58
Teaching aids: A1
2.1 Ships' Auxiliary Machinery (36 hours)

- distinguishes between water-tube and fire-tube boilers
- describes auxiliary boilers
- describes a waste-heat boiler
- describes exhaust-gas heat exchangers
- describes steam-to-steam generators and explains where and why they are used
- describes a boiler fuel oil supply system
- describes the effect of dissolved salts in the feedwater and how it is treated
- explains what is meant by 'priming'
- states that carry-over of water may cause serious damage to turbine blading and to
steam cylinders
Distillation and Fresh-water Systems

- describes a distillation system
- explains the operation of a flash evaporator
- describes the treatment of fresh water intended for drinking
- describes a domestic water system
Pumps and Pumping Systems

- classifies pumps as displacement, axial-flow or centrifugal
- describes the operation of a reciprocating pump
- describes rotary displacement pumps and states typical applications
- describes a screw pump and states possible uses
- describes an axial-flow pump and states possible applications
- describes a centrifugal pump and states typical applications
- explains the need to prime a centrifugal pump
- describes the head losses in a pumping system and how they are expressed
- explains net positive suction head and its significance in pump operation
- describes a typical bilge system and ballast system for a dry cargo vessel
- states that the engine-room emergency bilge suction is connected to the main
circulating pump in the engine-room
(*I
'#,,
COMPETENCE 1.10 Operate R e m o t e Controls o f P r o p u l s i o n P l a n t a n d IMO Reference
E n g i n e e r i n g Systems a n d Services
Steering Gear
- describes ram-type hydraulic steering gear
- describes rotary-vane steering gear
- explains how hydraulic power is provided by variable-delivery pumps
- describes the IMO requirements for auxiliary steering gear and how they are met by
ram-type and rotary-vane steering gear
- describes a telemotor control system
- describes electric steering control
- explains how the change from remote to local control in the steering-gear
compartment is made
- describes the requirement for power supplies to electric and electrohydraulic

steering gear
- describes the requirements for emergency control of the steering gear
- states the IMO requirements for testing steering gear and for drills
Generators, Alternators and Electrical Distribution

- describes the operation of a D.C. generator
- explains the functioning of shunt- and compound-wound D.C. motors
- describes the operation of an alternator
- explains the functioning of induction motors
- explains the relative advantages and disadvantages of generation and distribution of

D.C. and A.C.
- describes D.C. and A.C. distribution systems
- describes the use of circuit-breakers and fuses
- describes and draws a navigation light circuit with indicators and alarm, showing an
alternative power supply
- descries the use of rectifiers
- describes the characteristics of lead-acid batteries and of alkaline batteries
- describes the maintenance of batteries
- describes the safety precautions to be observed for battery compartments
- outlines the starting requirements for emergency generating sets
- lists the services to be supplied from the emergency generator
- describes the supplementary emergency lighting for ro-ro passenger ships
Refrigeration, Air-conditioning and Ventilation

- describes a vapour-compression-cycle refrigeration plant
- states desirable properties of a refrigerant

FUNCTION 1: NAVIGA-rION AT THE MANAGEMENT LEVEL
'8"
'" COMPETENCE 1.10 Operate Remote Controls of ' ~ r o ~ u l s i oPlant

n and IMO Reference
- states the properties of commonly used refrigerants
- describes the use of secondary refrigerants for cooling compartments
- explains the co-efficient of performance of a refrigeration plant
- describes an air-conditioning plant
- describes a ventilation system for accommodation
- describes a mechanical ventilation system for ships' holds
Stabilizers
- describes the construction and operation of fin stabilizers
- describes the arrangement and operation of a flume stabilizer
Sewage Treatment Plants

- describes the operation of a chemical sewage treatment plant
- describes the operation of a biological sewage treatment plant
Oily-water Separators and Oil Filtering Equipment

- describes the construction and operation of an oily-water separator (producing
effluent that contains less than 100 ppm of oil)
- describes the construction and operation of oil filtering equipment (producing

effluent that contains not more than 15 ppm of oil)
- explains why oily-water separators, even if well maintained and correctly operated,
may not function properly
- describes how an oil-content meter functions
- describes an oil discharge monitoring and control system
Incinerators
- describes the functioning of a waste incinerator
Deck Machinery
- states that the design and performance of anchor windlasses is subject to approval
by a classification society
- sketches and describes a windlass driving two de-clutchable cable lifters and
warping drums
- explains the gearing necessary between the prime mover and cable lifters
- describes an arrangement that uses two mooring winches to drive windlass units
- states that both winches may be coupled mechanically to provide either a stand-by
drive, in case one prime mover should fail, or the power of both prime movers on
one windlass, if required
- describes the arrangement of vertical anchor capstans with driving machinery below
deck
- describes a spooling device to distribute the wire evenly on the drum of a mooring
winch
\,'
COMPETENCE 1.1 0 Operate ~ e m o t ' Controls

i of Propulsion Plant and IMO Reference
Engineering Systems and services
- explains the working of self-tensioning winches
- briefly explains the advantages and disadvantages of steam, electric and hydraulic
drive for mooring winches and capstans
- describes a cargo winch
- sketches and describes a slewing deck crane, its motors and its controls
- describes the lubrication of deck machinery
Hydraulic Systems
- states that a hydraulic system consists of an oil tank, pumps, control valves,
hydraulic motors and pipework
- distinguishes between open- and closed-loop systems
- describes a live-line circuit supplied by a centralized hydraulic power system
- describes radial-piston and axial-piston variable-stroke pumps
- explains how the variable-stroke pump can act as controller and power supply
- sketches and describes a simple spool valve with shutoff and control of flow
direction
- describes ram and rotary-vane actuators
- states that hydraulic systems can provide stepless control of speed for:
- winches, cranes and other lifting devices
- describes a hydraulic accumulator and explains its purpose
- states that cooling of the hydraulic oil is necessary during operation to maintain the
correct viscosity of the oil
- states that the oil may need to be heated before starting from cold
- states that cleanliness of the oil is essential for satisfactory operation and that all
systems contain filters
- states that air in a system leads to erratic functioning
1.10.3 GENERAL KNOWLEDGE OF MARINE ENGINEERING TERMS
Textbooks: T58
Teaching aids: A1
3.1 Marine Engineering Terms and Fuel Consumption (4 hours) R1

- uses the correct engineering terms when describing and explaining the operation of
the machinery and equipment mentioned above
- defines mass, force, work, power, energy, pressure, stress, strain and heat and
states the units in which each is measured
- explains what is meant by the efficiency of machine
- describes an indicator diagram and the information obtainable from it

COMPETENCE 1.10 Operate Remote Controls of Propulsion Plant and IMO Referen2e
- defines indicated power, shaft power, propeller power and thrust
- defines the Admiralty coefficient (AC) as:
AC = (displacement) 2/3 x (speed)3

engine power
- defines the fuel coefficient (FC) as:
FC = Idisplacement) 2/3 x (speed) 3

daily fuel consumption
- explains that for a given period of time:
fuel consumption1= (displacement1

fuel consumptionZ I dlsplacement2
- explains that for a given distance:
fuel consumption2 I
fuel consumption = displacement'
displacement2
- explains that:
voyaqe consumption1=
voyage consumption2
[ displacement2
]
displacement1 2/3 x {speed1
speed2
] x voyaqe distance1
voyage distance2
- given data from the previous performance, calculates:

- the daily consumption at service speed
- the bunker fuel required for a voyage
-the speed for a given daily consumption
-the reduced speed required to complete a voyage with a given consumption
- explains that, for fuel economy, the actual speed at any stage of a voyage should be
as near as practicable to the required average speed
- explains how the condition of the hull affects the fuel coefficient and the fuel
consumption
- explains that keeping the leading edges and tips of propeller blades dressed and
polished improves propeller efficiency and reduces fuel consumption
Function 2:

<b <lo
INDEX

Aims
Objective
Entry standards
Course certificate
Staff requirements
Teaching aids
Video cassettes
IMO references
Textbooks

Timetable
Lectures
Course outline
Guidance notes

Introduction
2.1 Plan and ensure safe loading, stowage, securing, care
during the voyage and unloading of cargoes
2.2 Carriage of dangerous cargoes
Function 2 - Cargo Handling and Stowage at the Management

Level
Aims
understanding and proficiency in Table A-1112 of STCW 1995 for the function Cargo Handling
and Stowage at the Management Level.
Objective
This syllabus covers the requirements of the 1995 STCW Convention Chapter Ill Section A-
1112. This functional element provides the detailed knowledgeto support the training outcomes
related to Cargo Handling and Stowage at the Management Level.
This section provides the background knowledge to support the tasks, duties and
- planning, safe loading, stowage, securing and care during the voyage and unloading
of cargoes
- the carriage of dangerous goods.
This includes topics such as ship trim, stability, ballasting, cargo securing, tankers and tanker
operations and carriage of dangerous, hazardous and harmful cargoes.
Entry standards
Entrants should have successfully completed a course covering the minimum standards
In addition they should have completed approved seagoing service as officer in charge of a
avigational watch in accordance with STCW 1995 regulation 1112, paragraph 2.
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
the function Cargo Handling and Stowage at the Management Level.
Staff requirements
appropriate training in instructional techniques and training methods (STCW Code Section A-
116). Depending on the complexity of the exercises set, an assistant instructor with similar
PART A2: COURSE FRAMEWORK - CARGO HANDLING AND STOWAGE
Teaching fqpilities and equipment cw

The following equipment is recommended:
- a collection of photographs, drawings and plans, illustrating various types of ship and
constructional details, should be provided
- a floating ship stability demonstration model and a flotation tank are recommended.
The model should be capable of demonstrating the effects of adding or removing
masses, of shifting masses, of suspending masses and of free surface liquid
- workirrg models of heavy-lift derricks
- a ship's loading instrument or manufacturers' descriptions of examples of them
- capacity plans and hydrostatic data for one or more ships
- electronic calculators.
Teaching aids (A)

A1 Instructor Guidance (Part B of this course)
A2 Video cassette player
Video cassettes

4 Albert Embankment
London SE1 7SR, UK
Fax: 44 171 587 3241
URL: www.imo.org
V2 Dangerous goods at sea series (Catalogue Code No. 38718)

V3 Operation and maintenance of hatch covers (Catalogue Code No. 506)
V4 Bulk carrier losses (Catalogue Code No. 532)
V5 Ro-ro safety and cargo operations (Catalogue Code No. 162)
V6 Introduction to chemical tankers (Catalogue Code No. 100)
V7 Introduction to liquefied gas carriers (Catalogue Code No. 103)
V8 Cargo loss prevention on bulk carriers (Catalogue Code No. 598)
Available ,from: Videotel Marine International Ltd

84 Newman Street, London W1 P 3LD, UK
Tel : 44 171 299 1800
Fax: 44 171 299 1818
e-mail: mail @videotelmail.com
ck7 IMO references (R) ,m

(IMO Sales No. 945)
R2 lnternational Convention for the Safety of Life at Sea, 1974, as amended (SOLAS)
(IMO Sales No. 110)
R3 lnternational Convention for the Safety of Life at Sea, Texts and amendments relating
to passenger ro-ro ferries adopted on 21 April and 28 October 1988, other amendments
adopted on 11 April 1989 (IMO Sales No. 115)
R4 lnternational Conference on Load Lines, 1966 (IMO Sales No. 701)
R5 Supplement relating to the lnternational Convention on Load Lines, 1966
(IMO Sales No. 705)
R6 Code on Intact Stability for all types of ships covered by IMO instruments (IMO Sales
No. 874)
R7 lnternational Maritime Dangerous Goods Code (IMDG Code), 1994 (IMO Sales No.
200)
R8 Wall Chart: IMO dangerous goods labels, marks and signs (1994 edition)
(IMO Sales No. 223)
R9 Medical First Aid Guide for Use in Accidents involving Dangerous Goods (MFAG)
(IMO Sales No. 251)
R10 Emergency Procedures for Ships Carrying Dangerous Goods (Ems) (1994 edition)
(IMO Sales No. 254)
R11 Code of Safe Practice for Solid Bulk Cargoes (BC Code) (1994 edition) (IMO Sales
No. 260)
R12 Code of Safe Practice for Ships Carrying Timber Deck Cargoes (1991 edition)
(IMO Sales No. 275)
R13 Recommendations on the Safe Transport, Handling and Storage of Dangerous
Substances in Port Areas (1995 edition) (IMO Sales No. 290)
R14 Recommendations on the Safe Use of Pesticides in Ships (IMO Sales No. 267)
R15 Manual on Oil Pollution, Section 1, Prevention (Out of Print 1998)
R16 Assembly resolution A.288(VIII) - Recommendation on the safe stowage and securing
of containers on deck on vessels which are not specifically designed and fitted for the
purpose of carrying containers
317 Assembly resolution A.489(Xll) - Safe stowage and securing of cargo units and other
entities in ships other than cellular container ships
R18 Assembly resolution A.533 13) - Elements to be taken into account when considering
the safe stowage and securing of cargo units and vehicles in ships
R19 Assembly resolution A.581(14) -Guidelines for securing arrangements for the transport
of road vehicles on ro-ro ships
R20 ILO Code of Practice, Accident prevention on board ship at sea and in port (Geneva,
ILO office, 1978) (ISBN 92-2-101837-7)
R21 ILO Code of Practice, Safety and health in dock work, 2nd ed. (Geneva, ILO office,
1984) (ISBN 92-2-101593-9)
R22 ILO Convention No. 152, Occupational Safety and Health (Dock Work) Convention
R23 1994195 amendments to the Code of safe practice for cargo stowage and securing
(IMO Sales No. 295)
R24 Annex to MSClCirc.385 - Provisions to be included in the Cargo Securi~gManual to
be carried on board ships
R25 lnternational Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code) (1994 edition) (IMO Sales No. 100)
R26 lnternational Code for the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk (IGC Code) (IMO Sales No. 104)
PART A2: COURSE FRAMEWORK -CARGO HANDLING AND STOWAGE
om
R27 Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk - Annex o
l
'
Ill MARPOL 73/78 (in IMO Sales ~ 0 . 5 2 0 j "

R28 lnternational Conventionfor the Prevention of Pollution from Ships, 1973/78 (MARPOL)
(IMO Sales No. 520)
R29 Code on intact stability for all types of ships covered by IMO instruments (1995 edition)
(IMO Sales No. 874)
Details of distributors of IMO publications that maintain a permanent stock of all IMO
publications may be found on ,the IMO web site at http://www.imo.org
Textbooks (T)
TI1 Derrett, D.R Ship Stability for Masters and Mates, 4th ed. Butteworth-Heinemann,,
1984 (ISBN 0-7506-0380-1)
T31 International Safety Guide for Oil Tankers and Terminals. 4th ed. ICS/OCIMF. London,
Witherby & Co. Ltd 1996 (ISBN 1-85609-081-7)
T32 Immer, J.R. Cargo Handling. Marine Education Textbooks, 1984
(ISBN 1-877977-806-8)
T41 Morton, G.S. Tanker Operations. A Handbook For The Ships Officer 3rded., 1992
(ISBN 0-87033-432-8)
T44 McGuire and White. Liquefied Gas Handling Principles on Ships and Terminals.
2nd ed. London, Witherby. 1996 (ISBN 1-8560-9087-6)
T63 Thomas, O.O., Agnew, J. and Cole, K.L. Thomas' Stowage : The Properties and
Stowage of Cargoes, 3rd ed. Glasgow, Brown, Son & Ferguson, 1996
T68 Guidelines for the Inspection and Maintenance of Double Hull Tanker Structures.
OCIMF. London, Witherby. 1995 (ISBN 1-8560-9090-9)
T69 Bulk Carriers: Guidance and information on bulk cargo loading and discharging to
reduce the likelihood of overstressing the hull structures. IACS. London 1997
Function 2: Cargo Handling and Stowage at the Management

Level
Part 62: Course Outline and Guidance Notes
Timetable
Development of a detailed timetable depends on the level of skills of the trainees entering the

- the numbers to be trained
Lectures
As far as possible, lectures should be presented within a farrliliar context and should make use

werhead projector and the distribution of copies of the transparencies as trainees handouts
,ontribute to the learning process.
Course Outline
adapted to suit individual groups of trainees depending on their experience, ability, equipment
PART 82:COURSE OUTLINE - CARGO HANDLING AND STOWAGE
CUI COURSE OUTLINE

Knowledge, understanding a n d proficiency for each topic subject area of
Competence
2.1 PLAN AND ENSURE SAFE LOADING, STOWAGE, SECURING, CARE DURING
VOYAGE AND UNLOADING OF CARGOES
2.1 -1 APPLICATION OF INTERNATIONAL REGULATIONS, CODES

AND STANDARDS CONCERNING THE SAFE HANDLING, STOWAGE,
SECURING AND TRANSPORT OF CARGOES
.1 Plans and actions conform with international regulations 6 6
2.1.2 EFFECT ON TRIM AND STABILITY OF CARGOES AND CARGO OPERATIONS

.1 Draft, trim and stability 20 20
21,3 STABILI~AN
~ ~E@~~ D I & ~ ~ @ S ' ~ N Q - S T R E ~ S -E6UIPMENT
CAL~U@~I~G
.1 Shear forces, bending moments and torsional moments 8
.2 Compliance with minimum freeboard requirements of the
Loadline regulations 6
.3 The use of vector diagrams to calculate stresses on
cargo gear 6
.4 Use of ADB equipment 2
2.1.4 STOWAGE AND SECURING OF CARGOES ON BOARD SHIP,

CARGGHANDLINF %EAR AND SECURING AND LASHING EQUIPMENT
.1 Timber deck cargoes 3
.2 Procedures for receiving, tallying and delivering cargo 3
.3 Care of cargo during carriage 4
.4 Requirements applicable to cargo-handling gear 4
.5 Maintenance of cargo gear 3
.6 Maintenance of hatch covers 2
2.1.5 LOADING AND.u@L@~D$~G*~ P E ~ A T I O MWITH

S , SPECIAL REGARD TO
THE T & N S P O ~ ~ O ~ > C ~ ~IDENTIFIEQIN
GOE$ THE.CODE OF
SAFE PF~ACTICE~;'Q^R'CW~CSTOWAGE
AND SECURI~~G
.1 Loading, stowage and discharge of heavy weights 3
.2 Care of cargo during carriage 1
.3 Methods and safeguards when fumigating holds 2
2.1.6 GENERAL KNOWLEDGE OF TANKERS AND TANKER OPERATIONS

.I Terms and definitions 1
.2 Contents and application of ISGOTT 2
.3 Oil tanker operations and related pollution-prevention
regulations 3
.4 Chemical tankers 3
.5 Tank cleaning & control of pollution in chemical tankers 2
.6 Gas tankers 3
.7 Cargo operations in gas tankers 2
and length of time allocated to each objective. These factors maybe adapted by lecturers to suit individual groups
,l" t 1"

2.2 CARRIAGE OF DANGEROUS CARGOES

2.2.1 INTERNATIONAL REGULKI-IONS,STANDARDS, CODES
AND RECOMMENDATIONSON CARRIAGE OF DANGEROUS CARGOES
.1 International regulations and codes 2
2.2.2 CARRIAGE OF DANGEROUS, HAZARDOUS AND HARMFUL CARGOES

.1 Dangerous goods in packages
.2 Solid bulk cargoes
.3 The IMO Grain Rules
Total for Function 2: Cargo Handling and Stowage

at the Management Level
Guidance Notes cm
On completion of training for this function, officers will be able to use cargo plans and tables
or diagrams of stability and trim data to calculate the ship's initial stability, draughts and trim
for any given description of cargo and other weights. They will also be able to determine
whether stresses on the ship are within permitted limits by the use of stress data or calculation
equipment, or software.
Officers will be able to plan and supervise the stowage of cargo, taking account of all relevant
regulations and safety codes. They will also be able to make ,the necessary calculations to
ensure adequate stability and to check that shear forces and bending moments are within
permitted limits.
'
The safety precautions before entering enclosed or potentially contaminated spaces will be
understood and applied.
Officers will be able to supervise the preparation and dunnaging 0.1 holds and the operation of
ships' cargo gear and will be aware of the importance of adequately securing cargo to prevent
damage to the ship of cargo. They will identify dangerous goods and use the IMDG Code (R7)
to ensure such cargoes are stowed and separated correctly. They will know the hazards
related to some bulk cargoes and the precautions to take during their loading, carriage and
discharge. They will also have a basic knowledge of the pipirlg and pumping arrangements
of oil tankers.
2.1 Plan and Ensure Safe Loading, Stowage, Securing, Care During The
Voyage and Unloading of Cargoes
Instructorsshould referto the many IMO references concerning this topic and design exercises
to let officers practice using information contained in the Code of Safe Practice for Cargo
Stowage and Securing and in a typical cargo securing manual.
2.1.2 EFFECT ON TRIM AND STABILITY OF CARGOES AND CARGO OPERATIONS

The time allotted to cargo calculations is based on the assumption that trainees have covered
the necessary theoretical work in ship stability and strength to enable them to make
calculations based on ship's data.
When calculating draughts and trim, solutions are simplified, especially when using calculators
or computers, by the consistent use of signs. The convention signs used are:
loading + discharging -
by the head + by the stern -
forwardof + abaft -
starboard + Port -
hogging + sagging -
If a loading instrument is available, trainees should be given the opportunity to use it to

familiarize themselves with the type of input required and the output provided by it.
Manufacturers' illustrations and descriptions can be used in addition to or in place of the
instrument if trainees do not have access to one.
It has been assumed that trainees will already have some experience in using vector diagrams
and that the exercises in finding stresses on cargo gear will be applications of that knowledge.
Alternatively, that of the syllabus could be taught as part of the training in the use of vector
diagrams.
2-13 $$f@f~~&(15~$4@.
D I A G M S AND'.STSES+CAL~'UUTI~\~G
EQUIPME-Err
Shear firce, bending moments and torsional moments
The load curve is given by the difference between the weight and buoyancy curves.
Conventions on the sign of the load and hence on which side of the axis to plot the value vary
between authors. The convention chosen is not important, but it is recommended that the
chosen one is used consistently to avoid confusing trainees.
During the instruction the following properties of the curves should be pointed out to trainees:
- the total area under the weight curve equals the total area under the buoyancy curve;
- the area under the load curve above the axis equals the area below the axis;
- the maximum values of shear force occur where the load curve crosses the axis;
- the maximum values of bending moment occur where the shear-force curve crosses
the axis; and
- the shear force and bending moment are zero at each end.
'The classification society requirement for the carriage of a loading instrument for calculating
shear forces and bending moments is commonly satisfied by the provision of a personal
computer with approved programs on discs. In addition to calculating shear forces and
bending moment, programs normally include the calculation of transverse stability, draught and
trim. Other facilities to assist with cargo planning are also provided.
The program is arranged to perform a self-check on starting up, with a warning being given to
the user if data corruption has occurred. A new copy of the master disc can be made and run
to rectify that fault. If a printer is connected, a hard copy of results can be obtained.
Torsion
Torsional stresses tend to produce twisting of the ship's hull about the longitudinal centreline.
All ships experience torsional stresses when subject to oblique sea waves. At a particular
instant, the sea may-beattempting to roll the forwardend to starboard-whilethe after end is
trying to roll to port. The ship's structure is designed to withstand this wave-induced torsion.
For most ships, normal cargo operations do not induce torsional stresses but in container ships
it is possible that an excess of weight to one side at one bay is balanced by an excess to the
other side at another bay, thus setting up a torsional stress.
PART B2: COURSE OUTLINE -CARGO HANDLING AND STOWAGE
Because of their very large hatch openings, container ships are particularly liable to structural
damage, such as cracking at hatch corners, resulting from torsional stress. The classification
societies state maximum permissible cargo torsion values. They also recommend that uneven
transverse distributions of weights should be avoided and that excess torsion should be
monitored for each load condition by means of calculation sheets and graphical representation.
If the torsional moments exceed the permissible level, water ballast can be added at
appropriate positions to reduce them.
An example of part of a calculation sheet is shown in Figure 1 (page 104).
The levers for each row are printed on the sheet, the weights are entered and the products are
calculated. The resulting moment for each bay is found and recorded, with the correct sign.
An example of loading is shown in Figure 2 (below).
The accumulated moment for each group of bays is plotted on a graph, as Figure 3
(page 105).
Example of loading
Twin Torsion Accumulated Torsion Accumulated

Bays moment moments moment moments
Column 2 shows a total listing moment of 1450 metre-tonnes to starboard and an excessive
torsional moment at bays 25 to 31.
Water ballast is added or the anti-heeling tanks are adjusted to reduce the listing moment to
zero and at the same tlme to reduce the excessive torsional moment. In this case, a moment of
1450 metre-tonnes to port has been introduced at bays 21/23.
Columns 1 and 2 are amended to take account of the ballast and are shown as columns 3 and
4. The graph Is then redrawn.
Figure 2
Figure 1
PART 82:COURSE OUTLINE -CARGO HANDLING AND STOWAGE
2.1.4 STOWAGE AND SECURING OF CARGOES ON BOARD SHIP, CARGO-HANDLING

GEAR AND SECURING AND LASHING EQUIPMENT
Timber deck cargoes
The Code of Safe Practice for Ships carrying Timber Deck Cargoes (R9) should be fully
covered. The emergency actions of the master for dealing with incidents such as the partial
loss of the deck load or problems with stability resulting from water absorption or ice accretion
should be included.
Procedures for receiving, tallying and delivering cargo

Tallying is normally undertaken by tally clerks, who are appointed by the ship or by the ship's
agents. The cargo interests, shipper or consignee, will often also employ their own clerks.
The two tallies should be compared at intervals and on completion of each consignment and
an effort should be made to reconcile any discrepancy between them. When "specials, high-
value cargo, mail and similar cargo is handled, it is usual for a ship's officer to keep a separate
tally and to supervise the transfer into or out of lockers.
Trainees should realize that bills of lading are negotiable documents and provide title to
ownership of the goods described in them. A cargo may be bought and sold on the evidence
of the bill of lading and it is therefore essential that it provides a true and accurate description
of the goods. Any damage or evidence of poor condition should be noted on the mate's
receipts from which the bills of lading will be drawn up. The acceptance of letters of indemnity
in return for clean bills for goods which are not in apparent good condition could be construed
as compounding a fraud. When bills of lading contain descriptions which cannot be verified
by the ship's officers, e.g. the quality of wheat in a grain cargo, they should be qualified by the
inclusion of "said to be ....ll, "contents unknown, said to contain .." and similar expressions.
Where boat notes are signed as mate's receipts, care should be taken not to sign a duplicate
note for the same consignment. That could lead to eventual claims for the complete loss of
the consignment.
Containers are frequently shipped on through bills of lading which have been issued prior to
their arrival at the ship. A check should be made that seals and locks are in place at shipment.
Trainees should be reminded that empty bags or other packages found during discharging
should be landed and a receipt obtained for them to ensure that the freight earned on their
carriage is obtained. Sweepings should be collected separately, put into bags and discharged
as such, V8.
Care of cargo during carriage

The general principles of stowage and care of cargoes should be covered. The requirements
for particular commodities can be found in reference books such as T63.
Measurestaken for the care of cargo during the voyage, such as the use of ventilation systems
or inspections of lashings, should be entered in the log-book. Entries should also be made if
ventilation is suspended due to heavy weather or any other circumstances which may have
an adverse effect on the cargo. The master will include such entries in the log extracts to
support the noting of protest.
Requirements applicable t o cargo-handling gear

Where a national register and certificates are applicable, trainees should be made familiar with
the requirements of those and the details of tests and examinations which should be entered.
In some ports, the trades union representative of the dock labour force may insist on sighting
the register and rigging plan before work commences. It is important that changes in items
such as blocks and shackles attached to a derrick are noted on the rigging plan.
Maintenance of cargo gear

This section deals with the practical maintenance and inspection of cargo gear. Attention
should be drawn to the requirement that no new item of loose gear should be made of wrought
iron. Any existing items of wrought iron are subject to the requirements for periodic heat
treatment, unless exempted.
Maintenance of hatch covers

The water tightness of hatch covers is vital, both for the safety of the ship and for the
protection of cargo from water damage. Before loading a bulk cargo that has a tendency to
liquefy or which produces dangerous fumes in contact with water, the hatch covers should be
hose-tested for water tightness, (V3).
In combination carriers, the proper sealing of hatches is essential to prevent the release of
flammable vapour at deck level and for the maintenance of a small positive pressure by the
inert gas system.
Loading, stowage and discharge of heavy weights

Heavy lifts require careful planning before loading. The position in which they are to be stowed
must be prepared to accept the lift, possibly requiring the construction of special cradles to
support the load. Adequate means of securing must be provided, which often necessitates
the welding of additional eye-bolts to the deck. -The stability of the ship must be sufficient to
limit the list to a reasonable angle both when loading and discharging with the ship's gear. All
heavy-lift operations should be supervised by a senior officer, (V5).
Methods and safeguards when fumigating holds

A thorough knowledge and understanding of the Recommendations on the Safe Use of
Pesticides in Ships and its supplement is required.
Terms and4&finitions
Instructors will find much of the material for the basis of lectures in T31.
Contents and application of the InternationalSafety Guide for Oil Tankers and Terminals
(ISGOTT)
This section is intended to provide a general introduction to tanker operations and the
guidance available in the ISGOTT.
Oil tanker operations and related pollution-preventionregulations

Trainees should be aware of the procedures for ballasting, tank cleaning and gas-freeing and
how these are performed within the requirements of MARPOL. A detailed treatment of the
operations is not required, (VI).
Chemical tankers
This section provides a general introduction to the construction and equipment of chemical
tankers as set out in the IBC Code. Only a simple treatment of operations is intended since
officers who will serve in such ships are required to undertake additional specialized training.
Further information on cargoes and operations may be found in reference Textbook Ref.T26
and video V6.
Tank cleaning and control of pollution in chemical tankers

The emphasis should be on how tank-cleaning and ballasting operations are carried out in
compliance with Annex II of the MARPOL Convention and, in particular, on the use of the
Procedures and Arrangements Manual to ensure compliance with the regulations.
Gas tankers
This section provides a general overview of the different types of gas tanker, their construction
and their equipment as set out in the IGC Code. The treatment should take account of the fact
that officers who will serve in gas tankers will undertake further specialized training, (V7).
Cargo operations in gas tankers

The objective of this section is to provide a general insight into the sequence of cargo
operations carried out aboard gas tankers without going into detail. Further information will
be found in references.
2.2 Carriage of Dangerous Cargoes
29%1 ~ @ ~ A '& ~~D ~ ~ D

C ~ ~ ~ ~ ' ~ ~ A CODES '
~$&3 E 0eQANGERQOSCARGOES
Instructors should refer to the IMO references concerning this topic and design exercises to
let officers practice using information contained in the IMDG Code, the BC Code and the IBC
Code.
2.22 HAZ&DOUS ANU ARMFUL CARGOES

@&X~~&@SE ~R:DANBER~ws;
Dangerous goods in packages
Trainees should be able to use the IMDG Code to find the information, stowage requirements
and precautions to take for a given substance. They should also find the correct emergency
schedule and the relevant entry in the MFAG for that substance. Given several substances,
they should be able to determine the required segregation between them, including
applications to containers and ro-ro units.
It should be pointed out to trainees that safety in the handling and carriage of dangerous goods
is primarily ensured by the specification of stringent packaging requirements. Damaged
packages should not be accepted for loading.
Solid bulk cargoes

This section deals with 'the IMO Code of Safe Practice for Solid Bulk Cargoes, R11.
A ship may be required to carry a substance not included in the Code. The master should
obtain all relevant information about its properties before loading it. The type of information
included in the Code should be used as a guide to what questions should be asked.
Previous loading practices and maintenance activity appear to be important factors in the
safety of dry bulk carriers. lnstructors should explain the problems suffered by some single
skin dry bulkers in the early 1990s. The majority were over 15 years of age and were carrying
iron ore at the time of the loss. Masters and chief officers should be able to identify potential
weak points and carry out routine inspections to detect unsafe conditions and take appropriate
PART 82: COURSE OUTLINE - CARGO HANDLING AND STOWAGE
actions. Focus should be on the structural arrangements and hull integrity with emphasis on
the critical areas of the structure: hatch corners, coamings; main frames and brackets; topside
tanks; transverse bulkheads and any damage caused during cargo handling.
IACS classification societies introduced an enhanced survey programme (ESP) for bulkers and
tankers in 1993 covering the preparation and planning of hull surveys, harmonized bottom
survey in dry dock with class renewal survey, maintenance of a survey documents file on board
and corrosion prevention measures (T69, V4). This was adopted in Chap XI of SOLAS as
regulation 2 Enhanced Surveys, applicable to oil tankers and bulk carriers from July 1998.
The IMO grain rules

An example of a grain loading calculation should be made by students.

Introduction


describes related activities which make up a professional discipline or traditional departmental
responsibility on board.
In this model course there are three functions:

Management Level.
comprises a number of competences. For example, the Function 2, Cargo Handling and
Stowage at the Management Level, comprises two COMPETENCES. Each competence is
uniquely and consistently numbered in this model course.
The first is Plan and Ensure Safe Loading, Stowage and Securing, Care During the
Voyage and Unloading of Cargoes. It is numbered 2.1, that is the first competence in
Function 2. 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.
PART C2: DETAILED TEACHING SYLLABUS - CARGO HANDLING AND STOWAGE
outcomes. For example, the above competence comprises a total of six training outcomes.
The first is in APPLICATION OF INTERNATIONAL REGULATIONS, CODES AND
STANDARDS. Each training outcome is uniquely and consistently numbered in this model
course. That concerned with application of international regulations, codes and standards
concerning safe handling, stowage, securing and transport of cargoes is uniquely numbered
2.1 .l. For clarity training outcomes are printed in black on grey, for example TRAINING
OUTCOME.

evidence of competence. The instruction, training and learning should lead to the trainee
meeting the specified Required performance. For the training outcome concerned with
international regulations, codes and standards concerning safe handling, stowage, securing
and transport of cargoes, there is a single area of performance. This is:
2.1 .I .I Plans and actions conform with international regulations
trainee should complete and which collectively specify the standard of competence that the
topic 2.1.1 . I Plans and actions conform with international regulations, to meet the Required
performance, the trainee should be able to:
- plan passage to comply with Loadline Convention correctly conforming with:

- vessel loading
- seasonal restrictions, etc
- plan cargo stowage and carriage in corr~pliancewith the Code of Safe Practice
for cargo stowage and securing
- state that an approved cargo securing manual is required to be carried on board
all ships except those engaged solely in the carriage of bulk cargoes
and so on.
IMO references (Rx) are listed in the colurnn to the right hand side. Teaching aids (Ax), videos
(Vx) and textbooks (Tx) relevant to the training outcome and required performancesare placed
immediately following the $ F @ $ I N ~ T ~ G ~ title.
ue ~~~OME
The columns to the right hand side list IMO references (Rx), textbooks (Tx) and teaching aids
(Ax) relevant to the competence, outcome and required performance.
Note, it is not intended that lessons are organised to follow the sequence of Required
performances listed in the Tables. The Syllabus Tables are organised to match with the
competence in the STCW Code Table A-1112. Lessons and teaching should follow college
practices. It is not necessary, for example, for celestial navigation to be studied before
terrestrial and coastal navigation. What is necessary is that all the material is covered and that
teaching is effective to allow trainees to meet the standard of the Required performance.
COMPETENCE 2.1 Plan and Ensure Safe Loading, Stowage, Securing, Care IMO Reference
During the Voyage and Unloading of Cargoes

Table A-1112
2.1.1 APPLICA'TION OF INTERNATIONAL REGULA-TIONS,

CODES AND STANDARDS CONCERNING SAFE
HANDLING, STOWAGE, SECURING AND TRANSPORT
OF CARGOES
2.1.2 EFFECT ON TRIM AND STABILITY OF CARGOES AND

CARGO OPERA'TIONS
2.1.3 STABILITY AND TRIM DIAGRAMS AND STRESS-

CALCULATING EQUIPMENT
2.1.4 STOWAGE AND SECURING OF CARGOES ON BOARD

SHIP, CARGO-HANDLING GEAR AND SECURING AND
LASHING EQUIPMENT
2.1.5 LOADING AND UNLOADING OPERATIONS, WITH

SPECIAL REGARD TO THE TRANSPORT OF CARGOES
IDENTIFIED IN THE CODE OF SAFE PRACTICE FOR
CARGO STOWAGE AND SECURING
2.1.6 GENERAL KNOWLEDGE OF TANKERS AND TANKER

OPERATIONS
FUNCTION 2: CARGO HANDLING AND STOWAGE AT THE MANAGEMENT LEVEL
COMPETENCE 2.1 Plan and Ensure Sate Loading, Stowage, Securing, Care IMO Reference
2.1.I APPLICATION OF INTERNATIONAL REGULATIONS, CODES R2, R4, R5, R 7

AND STANDARDS CONCERNING SAFE HANDLING, R11, R12, R16,
STOWAGE, SECURING AND TRANSPORT OF CARGOES R17, R18, R19,
R21, R23, R24,
Textbooks: T32, T 6 2 R29
Teaching aids: A1 , V 2
1.1 Plans and Actions Conform with International Regulations

(6 hours)
- plans passage to comply with Loadline Convention correctly conforming with:
- vessel loading
-seasonal restrictions
- zones
- bunker requirements
- expected weather patterns
- plans cargo stowage and carriage in compliance with the Code of Safe Practice R2
for cargo stowage and securing Res A.714 (1 7)
- states that an approved cargo securing manual is required to be carried on
board all ships except those engaged solely in the carriage of bulk cargoes
- lists the information provided in the cargo securing manual
- uses data from the cargo securing manual to plan securing a range of cargo
types
- lists the certificates required for inspection by port state control officers
Textbooks: TI 1, T31, T32, T 4 4 , T 6 8

Teaching aids: A1
2.1 Draught, Trim and Stability (20 hours) R1

- given the draughts forward, aft and amidships, calculates the draught to use
with the deadweight scale, making allowance for trim, deflection and density of
the water
- given a ship's hydrostatic data, the weight and the intended disposition of
cargo, stores, fuel and water, calculates the draughts, allowing for trim,
deflection and water density
- calculates changes of draught resulting from change in distribution of masses
- calculates changes of draught resulting from change in water density
- - -
- calculates the quantity of cargo to move between given locations to produce a

required trim or maximum draught
- calculates how to divide a given mass between two given locations to produce
a required trim or maximum draught after loading
- calculates the locations at which to load a given mass so as to leave the after
draught unchanged
- given a ship's hydrostatic data and the disposition of cargo, fuel and water,
calculates the metacentric height (GM)
- calculates the arrival GM from the conditions at departure and the consumption
of fuel and water
- identifies when the ship will have the worst stability conditions during the
passage
- calculates the maximum weight which can be loaded at a given height above
the keel to ensure a given minimum GM
- constructs a GZ curve for a given displacement and KG and checks that the
ship meets the minimum intact stability requirements
- determines the list resulting from a change in distribution of masses
- determines the expected maximum heel during the loading or discharging of a

heavy lift with the ship's gear
- calculates the increased draught resulting from the heel
2.1.3 STABICIW AND TqlM D I & G ~ MAND

S STRESS-
@ALCU~~ING.EQUIPME~~
Textbooks: T I 1
Teaching aids: A1
3.1 Shear Forces, Bending Moments and Torsional Moments R1, R4, R5
(8 hours)
- states that the carriage of loading calculators in large ships carrying dry or
liquid cargo in bulk is a requirement of the classification societies
- states that the maximum permissible values of shear force and bending
moment in harbour and at sea are laid down by the classification societies
- states that maximum torsional moments are also laid down for some container
ships
- describes the use of typical cargo loading instruments and lists the information
obtainable from them
- explains that harbour stress limits should not be exceeded during loading,
discharging or ballasting operations and that it is not sufficient just to finish
within the limits
- explains that sufficient information to arrange for the loading and ballasting of
the ship in such a way as to avoid the creation of unacceptable stresses should
be on board, unless the Administration considers it unnecessary for that ship
3.2 Compliance with the Minimum Freeboard Requirements of the

Load Line Regulations (6 hours)
- uses the chart of zones and seasonal areas to determine the load lines which
apply for a particular passage
- given the ship's hydrostatic data and the daily consumption of fuel and water,
determines the minimum departure freeboard and quantity to load, taking into R1, R4, R5
account the zones, seasonal zones and areas through which the ship will pass
- calculates the maximum quantity to load, taking account of loading, discharging

and bunkering at an intermediate port or ports, so as to comply throughout with
the load line regulations
3.3 The use of Vector Diagrams to Calculate Stresses on Cargo R 1 , R17, R 1 8 ,

Gear (6 hours) R19
- draws vector diagrams of force for a given rig and load to determine:
-the stress on head fittings of cargo, heel and topping-lift blocks
-the tension in the span
- compression in the derrick
- determines the values in the above, making an allowance for friction at moving
sheaves
- determines, by drawing, the tension in the runners of a union-purchase rig
- explains why the angle between the runners should not be allowed to exceed
120"
- determines, by drawing, the tension in slings supporting a load, in the lifting

legs for pontoon hatch covers and in similar lifting arrangements
3.4 Use of Automatic Data Based (ADB) Equipment (2 hours) R1
- provides an understanding of information obtained from ship stress indicators

and loading programmes
- use of stress indicators and loading programmes in planning for the safe
carriage of dry and liquid cargoes
- advantages and limitations of analogue and digital stability and loading

programmes
2.1.4 STOWAGE.AND SECURING OF CARGOES ON BOARD-SHIP,

CARGO-HANDLINGGEAR AND SECURING AND LASHING
EQUIPMEN?
Textbooks: T62, T70

Teaching aids: A1
4.1 Timber Deck Cargoes (3 hours)

- outlines the contents of the Code of Safe Practice for Ships Carrying Timber
Deck Cargoes with respect to:
-stowage of sawn timber, logs, cants and wood pulp
- fitting of uprights
- lashings and the arrangements for tightening them, including the use of a
wiggle wire
- states that vibration and movement of the ship in a seaway compacts the stow
and slackens the lashings
- states that lashings should be inspected regularly and tightened as necessary
- states that inspections of lashings should be entered in the log-book
- explains the dangers of heavy seas breaking aboard and how to minimize that
risk
- states the action to take if cargo is lost overboard or jettisoned
- states the maximum height of cargo permitted on deck in a seasonal winter

zone in winter
- describes the controlling factors for height of cargo at other times
- describes the requirements for fencing, for provision of walk-ways and for
access to the top of the cargo
- describes the requirements when loading to timber load lines
- lists the stability information that should be available to the master

- explains when the worst stability conditions during a voyage are likely to occur
- describes the rolling period test for the approximate determination of a ship's
stability and the limitations of the method
- explains the actions to take in the event of the ship developing an angle of loll
4.2 Procedures for Receiving, Tallying and Delivering Cargo R1

(3 hours)
- states that the master is responsible for goods from the time of their passing
the rail during loading to passing the rail at discharging
- describes how tallying should be done
- states that the ship's tally should be compared with that of the cargo interests
and agreed or any differences investigated
- states that valuable cargoes should be tallied by a ship's officer and stowed in
lockers
- states that damaged packages should be rejected, for re-coopering or checking

of contents
- explains that bills of lading are drawn up from mate's receipts and the
importance of endorsing mate's receipts for the condition of goods and
packages
- describes the endorsement of mate's receipts for goods in dispute
- describes the endorsement of mate's receipts for cargoes where the weight
and quality are not known to the ship
- explains the actions to take when a clean mate's receipt or bill of lading is
demanded for cargo which is not in apparent good condition
- explains why letters of indemnity offered in return for clean bills of lading should
be refused
- states that a note should be made in the tally book when a mate's receipt is
issued to prevent the possibility of signing a second receipt for the same
consignment
- describes the documentation which should accompany dangerous goods and

is required before loading
- states that containers should have their seals and locks in place when loaded
- - -'
states that, if damage to cargo is suspected, protest should be noted before
commencing discharging
- explains the procedure for noting protest and extending protest
- states that an independent cargo survey should be arranged when cargo

damage is suspected or found on opening hatches
- states that broken or broached packages should be placed in a locker until the
contents can be checked and agreed with a representative of the receiver and
a receipt obtained for them
- explains how to deal with empty bags or packages, sweepings and other loose
goods
- states that cargo spaces should be searched at the completion of discharging

to prevent the over carriage of cargo
- describes the procedure for claiming for damage done to the ship during
loading or discharging
- explains to whom cargo should be delivered

4.3 Care of Cargo During Carriage (4 hours) R1

- given a cargo list, uses reference books to plan the stowage of a hold or holds.
taking account of the carriage requirements of the various cargoes
- describes the precautions to avoid crushing and chafing damage and states
which cargoes are most liable to be affected
- explains how cargo may be damaged by residues of previous cargo, dirty

dunnage or leaking fuel oil tanks
- describes how cargo can be damaged by dust and the precautions to take
when carrying commodities giving rise to dust
- states which cargoes are particularly liable to damage by ship or cargo sweat
and explains how to minimize the risk of sweat damage
- explains that any goods containing liquids are liable to leak and describes the
stowage required to prevent any leakage damaging other goods
- states that many goods can be spoiled by extremes of temperature
- explains that overheating may occur in cargo stowed against engine-room

bulkheads, heated double-bottom tanks and deep tanks carrying heated
cargoes
- states that high temperatures also occur on the underside of steel decks
exposed to tropical sunshine
- describes how to protect cargoes which must be kept from freezing
- describes the measures to take to prevent pilferage of cargo during loading,

discharging and carriage
- describes the damage to cargo which can result from the use of fork-lift trucks
and similar machinery in cargo spaces and methods of preventing it
4.4 Requirements Applicable to Cargo-handling Gear (4 hours) R1, R22

- outlines the requirements of ILO Convention 152, the Occupational Safety and
Health (Dock Work) Convention, 1979, which apply to ships
- defines the terms:

- competent person
- responsible person
- authorized person
- lifting appliance
- loose gear
- states that national laws or regulations should prescribe measures to cover,

amongst others:
- safe means of access to ships, holds, staging, equipment and lifting
appliances
- opening and closing of hatches, protection of hatchways and work in holds
- construction, maintenance and use of lifting and other cargo- handling
appliances
- rigging and use of ship's derricks
- testing, examination, inspection and certification, as appropriate, of lifting
appliances, of loose gear (including chains and ropes) and of slings and other
lifting devices which form an integral part of the load
- handling different types of cargo
- dangerous substances and other hazards in the working environment
-
describes the requirements for guarding dangerous parts of machinery
states that machinery includes mechanized hatch covers and lifting appliances
states the requirements for the marking of beams and portable hatch covers
states that only an authorized person, preferably a member of the ship's crew,
should be permitted to open or close power-operated hatch covers and
equipment such as doors in hull, ramps and car decks
describes the requirements for fencing of openings
describes the requirements for the testing of lifting appliances and loose gear
before they are used for the first time
describes the requirements for periodic thorough examination and inspection of

lifting appliances and loose gear
explains what is meant by a thorough examination
- describes the records and certificates which should be kept in respect of tests,
thorough examinations and inspections of lifting appliances and loose gear
- describes the marking of safe working loads required on lifting appliances and
loose gear
- states that every ship must have a rigging plan and relevant information
necessary for the safe rigging of derricks and accessory gear
4.5 Maintenance of Cargo Gear (3 hours)

- states that the plan should be amended when any changes to the attached
gear are made
- describes the maintenance of wire ropes used with lifting appliances
- lists the points to look for when inspecting wire ropes
- describes the amendments to be made to the rigging plan when a wire rope is
renewed
- describes the care of fibre guy ropes
- lists the points to look for when inspecting fibre ropes
- describes the maintenance of cargo blocks
- lists the points to look for during inspection or maintenance of cargo blocks
- explains that blocks should be lubricated daily while in use for cargo handling
- describes how to lift a derrick heel for overhaul and inspection

- states the importance of checking that split pins or other retaining devices for
the nuts of pivot bolts have been replaced correctly
- states that loose gear should be checked to see that there is no distortion to
such items as chain links or shackles
- states that shackles should be checked to ensure that they are fitted with the
correct pins
- states that all gear should be checked to ensure that the safe working load and.
where appropriate, identification marks are readable
- states the requirements for the annealing of wrought iron loose gear
- describes the precautions to be taken when working aloft for the overhaul of R20
cargo gear
4.6 Maintenance of Hatch Covers (2 hours) R1

- states that trackways should be cleaned of loose material before closing
hatches
- states that the tension of draw chains should be adjusted as required
- states that wheels, gears, racks and pinions and other moving parts should be
kept lubricated
- states that side cleats and cross-joint wedge mechanisms should be kept
greased
- explains that hydraulic systems should be checked for leakage, especially in

'tween-deckswhere leaked fluid may damage cargo
- states that drainage channels should be cleaned out and drainage holes
checked on weather-deck hatches
- describes how to check that compression bars are making complete contact
with sealing gaskets
- explains that tightness may be checked by hose-testingthe covers before

loading
Textbooks: T62
Teaching aids: A1
5.1 Loading, Stowage and Discharge of Heavy Weights (3 hours) R1, R17, R23
- explains how a load should be spread over an area of deck or tank top by the
use of dunnage to avoid heavy point loading between beams and floors
- states that special supports or cradles will need to be built for awkwardly
shaped lifts
- explains the use of shoring in a tween-deck to spread the load over a larger
part of the ship's structure
- states that the ship's stability should be checked to ensure that the resulting list
will be acceptable
- states that the weight of the lifting gear should be included in the weight of the
lift, both for stability calculations and during consideration of safe working loads
- explains why double-bottom tanks should be full or empty and the ship upright
before starting to load or to discharge
- describes the rigging of a heavy-lift derrick
- states that additional stays may need setting up to a mast or kingpost
- states that all shrouds should be checked and set up to carry an equal load
- states that the derrick and all attachments should be thoroughly inspected
before use
- states that winches should be put in double gear, where appropriate
- states that the derrick should be slewed to its full out-reach and back to ensure
that the heel fitting is free and that guy leads are clear before lifting the load
- describes the arrangement and rigging of a Stlilken derrick
- describes the use of two derrick cranes in tandem and methods of ensuring
that the load is equalized between them
- states that only experienced winch drivers should be allowed to handle heavy
lifts
- states that all movements should be controlled and steady, avoiding rapid
stops and starts
- explains how slewing guys attached to the lower cargo block produce lower
stresses than guys at the derrick head
- states that the guys should not be allowed to become slack
- states that steadying lines should be attached to the load when possible
- states that lifting should be stopped as soon as the weight is taken, to check
the slinging arrangements and the derrick gear under load
- describes methods of securing heavy lifts in the hold or on deck
5.2 Care$f Cargo During Carriage (1 hour)

- outlines the content of the Code of Safe Practice for Cargo Stowage and
Securing
- describes how to stow and secure containers on deck on vessels which are not
specially designed and fitted for the purpose of carrying containers
- describes the stowage and securing of containers and other cargo units in
ships other than cellular container ships
- describes the contents of the cargo-securing manual and its use
- lists the elements to be considered by the master when accepting cargo units
or vehicles for shipment
- states that cargo spaces should be regularly inspected to ensure that the
cargo, cargo units and vehicles remain safely secured throughout the voyage
- describes the stowage and securing of road vehicles on ro-ro ships

- describes recommended methods for the safe stowage and securing of:
- portable tanks
- portable receptacles
- wheel-based (rolling) cargoes
- coiled sheet steel
- heavy metal products
- anchor chains
- metal scrap in bulk
- flexible intermediate bulk containers
- unit loads
- summarizes the guidelines for the under-deck stowage of logs
- describes actions which may be taken in heavy weather to reduce stresses on

securing arrangements induced by excessive accelerations
- describes actions which may be taken once cargo has shifted
5.3 Methods and Safeguards When Fumigating Holds (2 hours) R1, R14
- explains the reasons for the control of pests
- states that the control of rodents is required by the International Health

Regulations
- describes the methods for the prevention of insect infestation and states the
areas to which particular attention should be given
- explains how contact insecticides in the form of sprays, smokes or lacquers

may be used by the crew for dealing with local infestation
- states that all persons not directly involved in the application should be
evacuated from the areas being treated for a period not less than that
recommended by the manufacturer of the pesticide
states that extensive or hazardous treatments, including fumigation and

spraying near human or animal food, should only be undertaken by expert
operators
states that a fumigator-in-chargeshould be designated by the fumigation

company or appropriate authority
lists the information about the fumigation which should besupplied tothe
master
states that fumigation of empty cargo spaces should always be carried out in
Port
states that crew should remain ashore until the ship is certified gas-free, in
writing, by the fumigator-in-charge
states that a watchman should be posted to prevent unauthorised boarding and

warning notices should be displayed
lists the precautions to be taken if essential crew members are permitted to

return before aeration (ventilation) of the ship
states that entry to spaces under fumigation should never take place except in
case of extreme urgency and lists the precautions to be taken if entry is
imperative
states that fumigation in transit should only be carried out in ships approved for
such process by the flag State Administration and that the application should
be with the agreement of the port State Administration
FUNCTION 2: CARGO HANDLING AND STOWAGE AT THE:MANAGEMENT LEVEL
- states that fumigation in transit may be:

-treatment continued during the voyage in a sealed space in which no aeration
has taken place before sailing
-continuation of in-port fumigation where some aeration has taken place but
clearance cannot be issued because of residual gas and the cargo space has
been re-sealed before sailing
states that precautions are the same in both cases
states that at least two members of the crew, including one officer, who have
received appropriate training, should be designated as the trained
representative of the master responsible for ensuring safe conditions after the
fumigator-in-charge has handed over that responsibility to the master
- states that the trained representative should brief the crew before a fumigation
- lists the training which the designated representativesshould have
- lists the items which the ship should carry
- describes the procedures for the fumigation and the handing over of
responsibility from the fumigator-in-charge to the master
- describes the safety checks on gas concentration that should be made

throughout the voyage and states that the readings should be entered in the
log-book
describes the procedures to follow prior to and on arrival at the discharging port
describes the precautions to be taken during the discharge of cargo until the
ship is certified free of fumigants
describes the procedures for the carriage of fumigated freight containers,

barges and transport units that are loaded after fumigation without ventilation
states that the master should be informed prior to loading such freight
containers, barges and transport units and that they should be identified with
suitable warning labels showing the identity of the fumigant and the date and
time of fumigation
- describes the methods which may be used for the control of rodents
- '
~.
'
describes the use of baits by the ship's crew and the precautions to observe
- explains that the use of pesticides is regulated by Governments, and their use
may be limited by the regulations and requirements of:
-the country where the cargo is loaded or treated
-the country of destination
-the country of registration of the ship
describes the use of pesticides by the ship's crew and the precautions to
observe
describes the measures to be taken if clothing becomes contaminated
states that, if contact insecticides are to be applied to grain during loading, the
master should be provided with written instructions on the type and amount of
insecticide to be used and on the precautions to be taken
states the actions to be taken in the event of exposure to insecticides resulting

in illness
2.1.6 GENERAL KNOWLEDGE OF TANKERS AND TANKER

OPER$~IO@S
Textbooks: T 3 1 , T 4 1
Teaching aids: A 1 , V 1 , V6, V7
6.1 Terms and definintions (1 hour)

- defines petroleum as crude oil and liquid hydrocarbon products derived from it
- states that petroleum gases, principally methane, are extracted from crude oils
before shipment
- explains that 'spiked crude' has additional petroleum gas, usually butane,
dissolved in it before shipment
states that 'sour crude' contains appreciable amounts of hydrogen sulphide or

organic sulphur compounds
states that products derived from crude oil include naphtha (gasolines),
kerosine, gas oil, diesel oils, lubricating oils, waxes and residual oils such as
fuel oil and bitumen
explains that vapour pressure of any liquid increases with increasing

temperature
defines Reid Vapour Pressure (RVP)
explains why the pressure in a tank is not necessarily the same as the RVP of
the oil it contains, even at the standard temperature
states that the flashpoint of a liquid is the lowest temperature at which it gives
off sufficient gas to form a flammable mixture in a flashpoint apparatus
explains why flashpoint cannot be used as an absolute measure of safety
states that 'flammable' means 'capable of being ignited and of burning'
defines 'upper flammable limit', 'lower flammable limit' and 'flammable range'
and states approximate values for petroleum products
defines the auto-ignition temperature as the temperature at which a flammable

material will ignite without initiation by a spark or flame and will continue to
bum
describes the viscosity of a fluid as a measure of its resistance to flow
states that viscosity increases as the temperature decreases
defines 'pour point' as the lowest temperature at which an oil is observed to

flow
appreciates that crude carriers in particular have significant residues in tanks

which must be accounted for in order to calculate the cargo loaded
calculates the volume of dry residue as a uniform layer on the tank bottom
calculates the volume of liquid residues as a wedge on the tank bottom
knows the limitation of application of wedge calculation

FLlNCTlON 2: CARGO HANDLING AND STOWAGE AT THE MANAGEMENT LEVEL
6.2 Contents and Application of the International Safety Guide for R1, R28
Oil Tankers and Terminals (ISGOTT) (2 hours)
- explains that ISGOlT contains operational guidance for the safe handling of
petroleum on tankers and at terminals
- states that Part I deals with operations and Part II contains supporting technical R1
information
- states that terminal, local or national regulations may also be applicable and
should be known by those concerned
- outlines the general precautions to be taken on tankers regarding:
-smoking, matches and cigarette lighters
- naked lights
-the galley
- electrical equipment
- use of tools
- entry to enclosed spaces and pump-rooms
- lists the information which should be exchanged between the ship and the
terminal before arrival
- states that safety procedures are agreed between the tanker and the terminal
and include:
- means of summoning emergency services
-availability and use of fire-fighting and other emergency equipment
-actions to be taken in case of fire or other emergency
- emergency evacuation of the berth
- states that fire-fighting equipment should be ready for immediate use
- states that main engines and other equipment essential for manoeuvring
should be ready for use at short notice and the written agreement of the
terminal and port authority should be obtained for any work or repairs which
would immobilize the ship
- states that detailed loading or discharging plans are agreed between the ship
and the terminal
- explains that safety measures against pollution and actions to take in case of
an accident are agreed before transfer of cargo commences
- states that, before starting cargo transfer, the responsible officer and the
terminal representative must formally agree that they are ready to do so safely
- states that the terminal should be notified of the intention to use crude oil
washing (COW) at least 24 hours in advance
- explains that tanks should be maintained in an inert condition throughout all
operations except when entry to tanks for inspection or repair is necessary
- explains that the inert gas should have an oxygen content not exceeding 5% by
volume
- states that the oxygen content of cargo tanks should not exceed 8% by volume
-- -
- explains that the inert-gas plant will be used to:

- inert empty cargo tanks
- supply inert gas during cargo discharging, deballasting, crude oil washing
and tank cleaning
- purge tanks prior to gas-freeing
- top-up the pressure when necessary during a voyage
explains that, in the event of a failure of the inert gas system, discharge of
cargo or ballast or tank cleaning should be stopped, to prevent air being drawn
into the tanks, and operations should only be resumed when a supply of inert
gas has been restored
describes the hold and tank arrangements of combination carriers
describes the safety aspects relating to the operation of double hull tankers
outlines the change-over from oil to dry bulk cargo and from dry bulk cargo to
oil
6.3 Oil Tanker Operations and Related Pollution-prevention

Regulations ( 3 hours)
- defines 'segregated ballast', 'clean ballast', 'dirty ballast', 'slop tank'
- briefly describes an inert gas system (IGS) and sketches the distribution of
inert gas to tanks
- explains the reasons for ballasting
- states that the capacity and arrangement of segregated ballast tanks is

intended to provide sufficient weight, to provide a satisfactory trim and to
ensure full immersion of the propeller for normal conditions of sea passages
- states that on rare occasions weather conditions may be so severe that

additional ballast is needed for the safety of the ship
states that in crude oil tankers equipped with COW the additional ballast would
be carried in tanks that have been washed with crude oil
states that the additional ballast must be treated as dirty ballast
explains why a ship may have only clean or segregated ballast on board upon
arrival at a loading port
states the criteria for the discharge of oil from cargo-tank areas of oil tankers
outlines the procedures for changing ballast at sea
states that, before loading clean ballast, cargo pumps and lines to be used are
flushed with clean water into a dirty ballast or slop tank
describes how to dispose of dirty ballast
describes how to decant the water contents of the slop tank
states that a final flushing of cargo pumps and lines to be used for discharge of
clean ballast is made to the sea through the oil monitoring and control system
explains that the operation of discharging dirty ballast, decanting the slop tanks
and flushing lines must be done when more than 50 nautical miles from the
nearest land and outside a special area
- states that only segregated or clean ballast may be discharged within 50

nautical miles of land or inside a special area
- explains the reasons for tank cleaning

- briefly describes the use of fixed and portable machines for tank cleaning
- describes the use of slop tanks during tank cleaning
- states that an inert atmosphere should be maintained in tanks during tank

cleaning in ships fitted with IGS
- briefly describes crude oil washing and the reasons for requiring it in crude oil
tankers of 20,000 dwt and above
- states that crude oil washing can only be carried out with fixed washing
machines in inerted tanks
- states that the oil residues in the slop tank resulting from tank cleaning and
disposal of dirty ballast may be:
- pumped ashore at the loading terminal
- retained on board and segregated from the next cargo
- retained on board and the new cargo loaded on top of them
- states that the process of tank cleaning, changing ballast, decanting the water
from slop tanks and loading the next cargo over the retained oil is known as the
load-on-top procedure
- states that details of cargo operations, ballasting and deballasting, tank

cleaning, discharge of water from slop tanks and disposal of residues are
entered in the ship's Oil Record Book
- defines gas-freeing as the replacement of hydrocarbon vapours or inert gas by

air
- lists the reasons for gas-freeing
- explains why inert gas is used to purge the tanks of hydrocarbon vapours
before introducing air on suitably equipped ships
- states that a mechanical fixed system is used or portable fans are used
- states that checks are made during gas-freeing with combustible-gas

indicators, oxygen metres and toxic-gas detectors
- states that the supply of inert gas to the tank is shut off
- explains the need to maintain ventilation and to check the atmosphere

frequently when persons are working in a tank
- appreciates that the change of volume with temperature of oils is not linear
- states that cargo calculation is carried out as if the oil were at a standard
temperature
- understands that the volume of the oil must be corrected from its actual
temperature when measured to the standard temperature
- states that the cargo calculation is carried out as if the density of the oil was
that at the standard temperature
- explains that the density of oil must be corrected from its actual density to that
at the standard temperature
- - -
- appreciates that different types of oils have different coefficients of expansion

and that there are separate Petroleum Measurement Tables for Crude Oils,
Products and Lubricating Oils
understands the difference between mass and weight in air and that one or the
other may be required by different administrations
6.4 Chemical Tankers (3hours)

- states that modern chemical tankers have evolved from oil product tankers to
take account of special carriage requirements and associated hazards
- explains that dedicated service usually means that the tanker is designed for
the carriage of a particular type of chemical and transports the same type of
cargo on each voyage
explains that a chemical tanker engaged in parcel trade moves a variety of

relatively small lots of chemicals between a number of ports
lists the most important of the rules governing chemical tankers as:
- international rules and regulations
- national rules and regulations
- classification society rules
states that the sea transport of liquid chemicals in bulk is internationally
regulated, as regards safety and pollution aspects, through Conventions
adopted by the lntemational Maritime Organization (IMO)
explains that the Convention requirements are supplemented by

recommendations, specifications and Codes adopted by IMO
states that the IMO Conventions covering the carriage of chemicals in bulk are: R2
-the lntemational Convention for the Safety of Life at Sea (SOLAS),
1974, as amended, Chapter VII
-the InternationalConvention for the Prevention of Pollution from R27
Ships, 1973, as modified by the 1978 Protocol (MARPOL 73/78), as
amended, Annex II
states that the most important Codes and standards covering the transport of
liquid chemicals are:
-the Bulk Chemical Codes
- Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk (BCH Code)
- International Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk (1%) Code
- Standards for Procedures and Arrangements for the discharge of Noxious
Liquid Substances (P and A Standards)
defines a chemical tanker as a cargo ship constructed or adapted and used for R25
the carriage in bulk of any liquid product listed in Chapter 17 of the IBC Code
explains that products are included in the list in Chapter 17 because of their ~ 2 5
safety hazards or because of their pollution hazards or both
states that safety hazards may be one or more of the following:

-fire hazard in excess of that of petroleum products
- toxicity
- corrosivity
- reactivity with water, air or other chemicals or self-reaction
(polymerization, decomposition)
-
- states that, in addition to the survey requirements for any ship, chemical R25
tankers must undergo surveys of the cargo-containment and handling
arrangements for the issue of an International Certificate Fitness for the
Carriage of Dangerous Chemicals in Bulk
- explains that the Bulk Chemical Codes divide tankers into three ship types,
Type 1, Type 2 and Type 3, which reflect the hazard ratings of the cargoes R25
which may be carried
- states that a Type 1 ship is intended for the transportation of products

considered to present the greatest overall hazards and Type 2 or Type 3 for
products of progressively lesser hazards
- states that the division into ship types is based on the ship's capability to
survive specified damage caused by collision or stranding and the location of
the cargo tanks in relation to such damage
illustrates, by means of sketches, the location of tanks for each type of ship
explains the following descriptions of tanks:

- independent
- integral
- gravity
- pressure
states that all materials used for tank construction and associated piping,
valves and pumps must be resistant to the cargo carried
states that some ships have stainless-steel tanks for the carriage of cargoes
which cannot be contained in mild steel
explains that mild-steel tanks are normally coated, to protect cargoes from
contamination by steel and to make cleaning, gas-freeing and inspection
easier
states that no single coating is suitable for all cargoes and that the coating
manufacturer's compatibility data must be used when planning a cargo
explains that cofferdams and other void spaces may be included in the cargo-
tank area to provide segregation of groups of tanks
illustrates typical tank arrangements by means of simple sketches
- states that the heating medium may be steam, water or thermal oils
- explains that the heating system may use coils fitted inside the tank or a heat
exchanger placed outside the tank
- describes, with the aid of a drawing, a cargo heating system that uses a heat
exchanger placed outside the tank
- states that there is suitable protective clothing on board which must be worn by
all personnel engaged in loading or discharging operations
- states that, for certain cargoes, there must be respiratory and eye-protection
equipment for every person on board for emergency escape
- states that equipment for evaluation of atmospheres in tanks and other

enclosed spaces is provided for:
- detection of flammable gases
- measurement of oxygen content
- measurement of concentration of toxic gas
- describes how to use an absorption tube gas detector for measuring the
concentration of a gas
- explains what is meant by:

-the threshold limit value (TLV) of a product
- the odour threshold
states that the atmosphere in tanks and enclosed spaces must be considered
dangerous unless appropriate checks prove otherwise
states that information about cargoes to be handled is essential to the safety of

the vessel and crew
states that information for each product may be found on cargo data sheets
contained in safety guides or provided by the manufacturer or shipper
states that, if sufficient information necessary for the safe handling and
carriage of a cargo is not available, the cargo must not be loaded
states that information necessary for the safe carriage of a cargo includes:
- a full description of the physical and chemical properties, including reactivity,
necessary for its safe containment
- action to take in the event of spills or leaks
- countermeasures against accidental personal contact
- fire-fighting procedures and fire-fighting media
- procedures for cargo transfer, tank cleaning, gas-freeing and ballasting
- details of the stabilizer or inhibitor added to those cargoes, which require one
(on the manufacturer's certificate, in the absence of which the cargo should be
refused)
- First Aid procedures, including the use of specific antidotes for poisons
states that tanks are normally subject to thorough inspection and testing for
cleanliness before loading
explains, with the aid of a simple drawing, how cargo is routed from the
manifold to tanks on a chemical tanker with separate lines for each tank
explains, with the aid of a simple drawing, a 'closed circuit' loading operation
using a vapour-retum line
states that samples are taken from the lines and tanks during loading for
purposes of quality control
states that visual and audible high-level alarms and a tank overilow control
system are required for many chemicals
states that personnel involved in unloading should check the information in the
relevant data sheets and take all necessary precautions, including the wearing
of appropriate protective clothing
states that, prior to discharging, samples from tanks and lines are analysed to
check if the product has been contaminated on board during the passage
explains, with the aid of a simple drawing, how cargo is routed from tank to the
manifold on a tanker with deepwell pumps and separate lines from each tank
states that, in tanks containing cargoes that present a major fire hazard, inert
gas or nitrogen is used to maintain a small positive pressure during unloading,
to prevent air from entering the tanks
6.5 Tank Cleaning and Control of Pollution in Chemical Tankers R1, R27
(2 hours)
- states that different cargoes require different tank-cleaning procedures
- states that most tank cleaning can be done with hot or cold seawater or fresh
water, or by ventilation alone, although a few cargoes require special solvents
states that fixed or portable tank-washing machines are used
lists phases in a tank-cleaning operation as:

- prewash
- main wash
-fresh water rinse
- gas-freeing
- drying
- inspection and testing
- explains the use of slop tanks to hold cargo residues and tank washings
- explains, with the aid of a simple drawing, the cycle of a tank-washing system
from the seawater inlet to the slop tank
- states that Annex II of the MARPOL 73/78 Convention contains regulations for
the control of pollution by noxious liquid cargoes carried in bulk or tank
washings from such cargoes
states that, for the purposes of Annex II, noxious liquid substances are divided
into four categories, A, 6, C and D, such that substances in Category A pose
the greatest threat to the marine environment and those in Category D the
least threat
states that each ship which is certified for the carriage of noxious liquid
substances in bulk must be provided with a Procedures and Arrangements
(P and A) Manual that has been approved by the Administration and a Cargo
Record Book
states that the master must ensure that no discharges into the sea of cargo
residues or residuelwater mixtures containing substances of Category A, 6, C
or D take place unless they are made in full compliance with the P and A
Manual
- 7.-
states that carrying out operations in accordance with the ship's P and A
Manual ensures that the pollution regulations are complied with
states that pollution-prevention procedures during cargo transfer, ballasting

and tank cleaning should include keeping a watch on:
- levels in cargo, slop or ballast tanks
- hoses or loading arms
- pumps, valves, gaskets, connections and hatches
- spill pans and scuppers
- alarms and instrumentation
- co-ordinationof operational signals
- water around vessel
states that personnel on watch should be present at all times during operations
and regularly carry out the inspections mentioned in the above
- states that entries should be made in the Cargo Record Book, on a tank-to-
tank basis, of:
- loading
- internal transfer of cargo
- unloading
- mandatory prewash in accordance with P and A Manual
- cleaning of cargo tanks
- discharge into the sea of tank washings
- ballasting of cargo tanks
- discharge of ballast water from cargo tanks
- accidental or other exceptional discharge
- control by authorized surveyors
6.6 Gas Tankers (3 hours)

- states that the transport by sea of liquid gases in bulk is internationally
regulated with regard to safety, through standards laid down by IMO
- states that Chapter VII of the IMO International Convention for the Safety of R2
Life at Sea (SOLAS), 1974, as amended, makes the provisions of the
International Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk (IGC Code) mandatory
- states that a liquefied gas is the liquid form of a substance that at normal
atmospheric temperatures and pressures would be a gas
- states that liquefied gas products transported by gas tankers are listed in
Chapter 19 of the IGC Code
- states that some of those substances are also covered by the IBC Code
- divides gas cargoes into four groups as:
- liquefied natural gas (LNG)
- liquefied petroleum gas (LPG)
- liquefied ethylene gas (LEG)
- chemical gases
- states that LNG is natural gas from which impurities have been removed, and
consists mainly of methane
- states that LPG is the common name for petroleum gases consisting mainly of
butane and propane
- lists chlorine, ammonia and vinyl chloride monomer as examples of chemical
gases
- states that, in addition to the surveys required for all ships, gas tankers must R26
undergo surveys of the cargo-containment equipment and cargo-handling
arrangements for the issue of an International Certificate of Fitness for the
Carriage of Liquefied Gases in Bulk
- states that the Certificate of Fitness lists the cargoes which may be carried by
the ship and may also stipulate conditions for carriage
- explains the following terms used in the IGC Code:
- boiling point
- cargo area
- cargo containment system
- gas carrier
- gas-dangerous space or zone
- gas-safe space
- hold space
- interbarrier space
- MARVS
- primary barrier
- secondary barrier
- tank dome
explains that the IGC divides ships into four types, IG, 2G, 2PG and 3G
states that a Type 1G ship is intended for the transportation of products

considered to present the greatest overall hazard and Types 2G/2PG and 3G
for products of progressively lesser hazards
states that the division into ship types is based on the ship's capability to
survive specified damage caused by collision or stranding and the location of
the cargo tanks in relation to such damage
describes, in simple terms:

- integral tank
- membrane tank
- semi-membrane tank
- independent tank
- internally insulated tank
explains, in simple terms, the division of independent tanks into:
-Type A, generally a self-supporting prismatic tank
- ~~~e B, generally a self-supporting spherical tank
- Type C, generally a self-supporting cylindrical pressure tank
illustrates, by means of simple sketches, the different types of tank, showing

primary and secondary barriers, insulation and how the tank is supported
states that cargoes are normally carried as boiling liquids at:

- ambient temperature (fully pressurized), or
- atmospheric pressure (fully refrigerated), or
- intermediate temperature and pressure (semi-refrigerated)
illustrates, by means of simple sketches, typical tank arrangements in LNG and
LPG tankers
- states that the boiling point of gas cargoes ranges from about -162°C for
methane to 0°C for butane
- states that all connections and access to a cargo tank are via the tank dome
area
- lists the following piping arrangements connected to a cargo tank and

describes the purpose of each:
- sample tubes
- vapour line
- condensate line
- strippinglpuddle heat line
- liquid line
- spray line
- ventilation line
states that a cargo tank has shut off valves located as close to the tank as
possible for all liquid and vapour connections except for safety relief valves
states that regulations require remotely operated emergency shutdown (ESD)

valves in the cargo piping system
states that the operation of the ESD system also stops pumps and
compressors
- states that all cargo tanks must be provided with a pressure-relief system
- states that all equipment and piping which can be isolated when full of liquid
must be provided with a pressure-relief system
- states that cargo pumps are usually centrifugal, either deepwell pumps or
submerged electric pumps, in the tanks with deck-mounted booster pumps, if
required
- describes the uses of cargo heaters and vaporizers
- explains the effect of transfer of heat to the cargo on cargo temperature and
tank pressure
- states that, except for fully pressurized vessels, means for controlling the
pressure must be provided
- states that pressure in cargo tanks may be controlled by:

- insulation of tanks, to reduce heat transfer
- leading cargo boil-off to the ship's boilers or main engine as fuel (ONLY with
LNG)
- leading cargo boil-off to the ship's reliquefaction plant, where vapour is
liquefied and returned to the tank
-cooling the liquid in a heat exchanger (indirect system)
- describes the single-stagedirect liquefaction cycle
- states that the indirect system is only used for those products which cannot be
compressed for safety reasons
- states that inert gas is used to inert hold spaces and interbarrier spaces and to
purge tanks
- states that most gas tankers are fitted with an inert-gas generator
- states that the liquid level in cargo tanks is commonly measured by means of
float gauges
- states that each cargo tank is fitted with a high-level alarm and automatic
shutoff valves to prevent overflow
- states that each cargo tank is fitted with means for indicating the temperature
and pressure
- explains how cargo leakage through the primary barrier can be detected
- states that gas tankers have a fixed gas-detection system that gives audible
and visual alarms of the accumulation of gas in enclosed spaces such as cargo
pump-rooms, compressor rooms, hold spaces and interbarrier spaces
- describes briefly the arrangements for fire fighting on deck in the cargo area
- describes the water-spray system for ships carrying flammable or toxic

products
6.7 Cargo Operations in Gas Tankers (2 hours)

- states that information for each product may be found on cargo data sheets
contained in safety guides or obtained from the shipper
- states that information needed before loading includes:

- a full description of the physical and chemical properties that are necessary
for the saie containment of the cargo
FUNC'TION 2: CARGO HANDLING AND STOWAGE AT THE MANAGEMENT LEVEL
- action to be taken in the event of spills or leaks

- counter-measures against accidental personal contact
- fire-fighting procedures and fire-fighting media
- procedures for cargo transfer, gas-freeing, ballasting, tank cleaning
and changing cargoes
- special equipment for particular cargoes
- minimum temperatures of the inner hull steel
- emergency procedures
states that products that react when mixed should only be loaded if the
complete cargo systems are separated
states that personnel should be made aware of the hazards and be required to
use the appropriate protective equipment provided
states that the master should ensure proper liaison between the ship and the
terminal before and throughout cargo-transfer operations
describes briefly the following cargo operations:

- drying
- inerting
- purging
- cooling down
- loading
- cargo conditioning on passage
- discharging
- changing cargoes
- gas-freeing
- preparing for tank inspection
states that all operations involving cargo, ballast and bunkers should be carried
out in accordance with the applicable international and local pollution regulations
states that some gas cargoes are subject to the regulations of Annex II R27
of MARPOL 73/78
explains that a gas tanker requires an International Pollution Prevention

Certificate for the Carriage of Noxious Liquid Substances in Bulk (NLS
Certificate) to carry such products
states that such cargoes must be handled in accordance with the Procedures
and Arrangements Manual
understands that the mass of vapour present in the ullage space is included in
the calculation of liquefied gasses
calculates the vapour mass

COMPETENCE 2.2 Carriage of Dangerous Cargoes IMO Reference
TRAINING OUTCOMES:
STCW Code
Table A-1112
2.2.1 INTERNATIONAL REGULATIONS, STANDARDS, CODES

AND RECOMMENDATIONS ON CARRIAGE OF
DANGEROUS CARGOES
2.2.2 CARRIAGE OF DANGEROUS, HAZARDOUS AND

HARMFUL CARGOES

-- -
2.2.1 INTERNATIONAL REGULATIONS, STANDARDS, CODES AND

RECOMMENDATION ON CARRIAGE OF DANGEROUS
CARGOES
Textbooks:
Teaching aids: A1
1.1 International Regulations and Codes (2 hours)

- understands the content and applies the of International Regulations R27
Standards, Codes and Recommendations on the carriage of dangerous
cargoes, including the International Maritime Dangerous Goods (IMDG) Code
and the Code of Safe Practice for Solid Bulk Cargoes (BC Code)
- plans loading, stowage and segregation in accordance with the IMDG Code
- plans loading and stowage in accordance with the IBC Code
Textbooks: T32
Teaching aids: A1 , V2, V4
2.1 Dangerous Goods in Packages (10 hours)

- describes the requirements of SOLAS chapter VII on the carriage of dangerous R2
goods
- explains that the IMDG Code should be followed to ensure compliance with the
-1- requirements of SOLAS for the carriage of dangerous goods in packaged form
R7
- --.
-
- . expla~nsthat the Code ensures safety mainly by stipulating the packaging
required and the segregation from other cargoes with which there could be an
adverse reaction
- states why damaged or leaking packages should not be accepted until they
have been checked and repaired and declared to be in satisfactory condition
for carriage
- describes the contents of the shipper's declaration of dangerous goods
- states that a packing certificate is also required, certifying that a container or

vehicle has been properly packed and secured, if loaded with dangerous goods
- identifies the marking and labelling required on packages or cargo units R8

- states why additional labelling may be necessary to meet the requirements for
through transport
- lists the contents of volume I of the IMDG Code including: R7

- application of the Code
- classification of dangerous goods
- documentation
- marking and labelling
- packaging
- specifications for portable tanks and road-vehicle tanks
- stowage and segregation, including the segregation of cargoes in
container ships and ro-ro ships
- fire prevention and fire fighting
- marine pollutants
describes the information given for individual substances
- states that an index of dangerous goods is included in Volume I of the IMDG

Code
- explains how to obtain the references to the relevant Emergency Schedule

(Ems) and the entry in the Medical First Aid Guide for Use in Accidents R9
Involving Dangerous Goods (MFAG)
- states the requirement for a dangerous goods manifest or stowage plan and
describes how they should be prepared
- lists the explosives which may be carried on a passenger ship
- lists, by headings, the information given in an emergency schedule
- given a loading list of dangerous goods, uses the IMDG code to plan a stow ~ 7 ~, 9 ~, 1 0
and segregation and extracts the relevant references to Ems and MFAG
- defines 'dangerous substances', 'port authority', 'regulatory authority',

'designated port officer' and 'responsible person' as used in the
Recommendations on the Safe Transport, Handling and Storage of Dangerous R13
Substances in Port Areas
- explains that a port authority may be empowered to refuse dangerous

substances if it is considered that their presence would endanger life or
property because of:
- their condition
-the condition of their containment
-the condition of their mode of conveyance
- conditions in the port area
- states that, if any dangerous substance constitutes an unacceptable hazard,

the port authority should be able to order the removal of such substance or any
ship, package, container, portable tank or vehicle containing it
- states that a port authority will normally require notification at least 24 hours in
advance of the transport or handling of dangerous substances, including those
which are not for discharge at that port
- describes the inspections which may be made by a port authority
- states that the designated port officer should be empowered to:

- direct when and where a ship having any dangerous substances on board
may anchor, moor or berth
- direct a ship to be moved within or to leave the port area
- attach conditions appropriate to local circumstances and the quantity and
nature of the dangerous substances
- states that the regulatory authority may require signals to be shown while
transporting or handling dangerous substances
FUNCTION 2:CARGO HANDLING AND STOWAGE AT THE MANAGEMENT LEVEL
- describes the signals as:

- by day, flag '8' of the International Code of Signals
- by night, an all-round fixed red light
explains how effective communications with the port authority can be

maintained
describes the requirements regarding mooring a ship carrying dangerous

substances
states that at all times there should be sufficient crew on board to maintain a
proper watch and operate appliances in the case of an emergency, taking into
account the nature and quantity of dangerous substances on board
states that a responsible person should be designated to supervise the

handling of dangerous goods
lists the measures which should be taken by the responsible person in

connection with:
- the weather
- lighting
- protective clothing and equipment
- intoxicated persons
- fire and other emergency procedures
- reporting of incidents and safety precautions
states that the port authority should be informed of the intention to carry out
repair work when dangerous substances are on board
explains the handling precautions which should be observed regarding:

- avoidance of damage to packages
- access to handling areas
- lifting goods over dangerous goods stowed on deck
- escape of a dangerous substance from a package
- entry into enclosed spaces
- describes the special precautions for loading or unloading explosives R13
2.2 Solid Bulk Cargoes (9hours)

- outlines the contents of the IMO Code of Safe Practice for Solid Bulk Cargoes
(BC Code)
- - states that the main hazards associated with the shipment of bulk solids are:
-:.
-"i
- structural damage due to improper distribution of the cargo
- loss or reduction of stability during a voyage
- chemical reactions
explains how to distribute a high-density cargo between holds when detailed
information is not available
states that the loading calculator should be used to check the suitability of a
proposed stow for stresses and stability
states that the data in the ship's stability information book should be used
where appropriate
describes how to prevent shifting of bulk cargo loaded in a tween-deck space

to reduce an excessively high GM
describes precautions to take before, during and after loading of bulk cargo
describes the precautions to take to minimize the effect of dust on deck

machinery, navigational aids and living quarters
describes the health hazards which may be associated with bulk materials
states that safety precautions and any appropriate national regulations should
be complied with during the handling and carriage of bulk materials
states that a copy of the Medical First Aid Guide for Use in Accidents Involving R9
Dangerous Goods should be on board
lists the information which should be supplied by the shipper to the master
before loading
states that a certificate stating the relevant characteristics of the material

should be provided to the master at the loading point
explains that certificates stating transportable moisture limits should be

accompanied by a statement that the moisture content is the average moisture
content at the time of presenting the certificate
describes how to trim cargoes having an angle of repose:

- less than or equal to 35 degrees
- greater than 35 degrees
describes how to stow material which flows freely like grain
states that the BC code contains a method for determining angle of repose on
board ship
describes the types of cargo which may liquefy during carriage
states that cargoes which may liquefy should not be carried with a moisture
content above that of the transportable moisture limit
explains that such cargoes may look relatively dry when loaded but liquefy as a
result of compaction and vibration during the passage
states that such cargoes should be trimmed reasonably level, regardless of the
angle of repose stated
explains the precautions to be taken to keep liquids out of holds where such
cargoes are carried and the danger of using water to cool a shipment of these
materials
states that specially fitted or constructed cargo ships may carry materials with a
moisture content above the transportable moisture limit if approved by their
Administrations
describes the test for approximately determining the possibility of flow which
may be carried out on board ship
states that some materials transported in bulk present hazards because of their
chemical properties
explains that some materials are classified as dangerous goods in the IMDG R9
code while others are 'Materials Hazardous only in Bulk' (MHB)
states that a list of bulk materials possessing chemical hazards is contained in

appendix B of the BC code
explains the list of materials possessing chemical hazards is not exhaustive,

that the properties listed are for guidance only and that it is essential to obtain
currently valid information about bulk materials before loading
explains the use of the tables for segregation between incompatible bulk
materials and between bulk materials and dangerous goods in packaged form
-
- -
- states that the IMDG code should also be consulted for additional requirements
regarding the stowage and segregation of packaged dangerous goods
- states that particular care should be taken with the segregation of toxic
substances and foodstuffs
- states that emergency schedules for materials listed in appendix B are

contained in appendix E of the BC code
- uses the BC code to extract all necessary information for the safe carriage in
bulk of a stated cargo, describes how it should be loaded and lists any special
precautions or requirements to be observed during loading, carriage and
discharge
2.3 The IMO Grain Rules ( 7 hours)

- explains that the IMO Grain Rules are based on the recognition that in a
compartment nominally filled with grain there exists a void space between the
surface of the grain and the deckhead of the loaded equipment
explains that the Regulations assume a pattern of movement of grain in the

void spaces above the grain surfaces which gives rise to adverse heeling
effects
explains that the Regulations require demonstration, by calculation, that at all

times during a voyage the ship will have sufficient intact stability to provide
adequate dynamic stability after taking into account the adverse heeling
moments
states that the Regulations stipulate the minimum level of acceptable stability
for the carriage of grain in terms of initial metacentric height, angle of heel due
to assumed grain shift and residual dynamic stability
states that the Grain rules apply to all ships to which the SOLAS regulations
apply and to cargo ships of less that 500 gross tons
defines the following terms as used in chapter VI of SOLAS:

- grain
- filled compartment
- partly filled compartment
- angle of flooding
explains the importance of trimming to fill all of the spaces under decks and
hatch covers to the maximum extent possible
states the intact stability requirements for a ship carrying bulk grain
states that the ability to comply with the stability criteria may have to be
demonstrated before loading
states that the master should ensure that the ship is upright before proceeding
to sea
describes the use and fitting of longitudinal divisions in both filled and partly
filled compartments
states that the scantlings for uprights and shifting boards are contained in Part
C of the Grain Rules
describes the construction of a saucer as an alternative to a longitudinal

division in a hatchway
describes the use of bagged grain or other suitable cargo stowed in the wings
and ends of a compartment to reduce the heeling effects of a grain shift
describes methods of securing the free grain surface in partly filled

compartments
states that the hatch covers of filled compartments which have no cargo
stowed over them should be secured as laid down in the document of
authorization
explains that all ships loaded with bulk grain should have a document of
authorization issued by or on behalf of their Administration
states that the document of authorization refers to the ship's grain loading
stability booklet and associated plans
explains that the grain loading stability booklet and associated plans contain all
of the information necessary to check that a proposed loading plan complies
with the stability requirements of the Regulations at all stages of the voyage
states that the plans show the arrangements and scantlings of temporary
fittings to meet the requirements of the Regulations
states that in some countriesa certificate of loading, certifying that the cargo
has been loaded in compliance with the Regulations, is required before sailing
explains the conditions which must be met before a ship without a document of
authorization may load grain
given a ship's data and details of consumption of fuel and of fresh water for an
intended voyage, prepares a stowage plan for a cargo of bulk grain and
performs the calculations to check that the proposed stowage complies, at all
stages of the voyage, with the stability criteria set out in chapter VI of SOLAS
1974
Function 3:
Controlling the Operation of the Ship and Care for

Function 3: Controlling the Operation of the Ship and Care for Persons
on Board at the Management Level
INDEX

Aims
Objective
Entry standards
Course certificate
Staff requirements
Teaching aids
Video cassettes
IMO references
Textbooks

Timetable
Lectures
Course outline
Guidance notes
Part C3: Detailed Teaching Syllabus 186

Introduction
3.1 Control Trim, Stability and Stress
3.2 Monitor and Control Compliance with Legislative Requirements and Measures
to Ensure Safety of Life at Sea and the Protection of the Marine Environment
3.3 Maintain Safety and Security of the Ship's Crew and Passengers and the
Operational Condition of Life-saving, Fire-fighting and Other Safety Systems
3.4 Develop Emergency and Damage Control Plans and Handle Emergency
Situations
3.5 Organise and Manage the Crew
3.6 Organise and Manage the Provision of Medical Care on Board
PART A3: COURSE FRAMEWORK - CONTROLLING THE OPERATION OF THE SHIP
AND CARE FOR PERSONS ON BOARD
Function 3 - Controlling the Operation of the Ship and Care for

Aims
understanding and proficiency in Table A-1112 of STCW 1995. This function provides the
background knowledge to support Controlling the Operation of the Ship and Care for Persons
on Board at the Management Level.
Objective
This syllabus covers the requirements of the 1995 STCW Convention Chapter II, Section A-
1112. This functional element provides the detailed knowledge to support the training outcomes
related to Controlling the Operation of the Ship and Care for Persons on Board at the
Management Level.
This section provides the background knowledge to support the tasks, duties and
- controlling trim, stability and stress

- monitoring and controlling compliance with legislation to ensure
safety of life at sea
protection of the marine environment
- maintaining safety and security of crew and passengers
- developing emergency and damage control plans
- organising and managing the crew
- organising and providing medical care on board
This includes topics such as ship construction and stability, dry-docking, search and rescue,
personnel management and contingency planning.
This syllabus covers the requirements of the 1995 STCW Convention - Chapter II, Section A-
11/2
Entry standards
Entrants should have successfully corr~pleteda course covering the minimum standards
In addition they should have completed approved seagoing service as officer in charge of a
navigational watch in accordance with STCW 1995 regulation 11/2, paragraph 2.
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
the function Controlling the Operation of the Ship and Care for Persons on Board at the
Management Level.
Staff requirements
appropriate training in instructionaltechniques and training methods (STCW Code Section A-
116). Depending on the complexity of the exercises set, an assistant instructor with similar

'The following equipment is recommended:

- a collection of photographs, drawings and plans, illustrating various types of ship and
constructional details
- a floating ship stability demonstration model and a flotation tank are desirable. 'The
model should be capable of demonstrating the effects of adding or removing masses,
of shifting masses, of suspending masses and of free surface liquid
- for training in the provision of medical care on board, a set of 'Role Play' scenarios
should be devised
Teaching aids (A)

A1 Instructor Guidance (Part B of this course)
A2 Video cassette player
A3 Small samples of welding, sectioned to illustrate corrlmon welding faults
A4 Loading instrument
Video cassettes
V1 IMO - Safer shippiqg and cleaner seas (IMO Code No. VID-202)

4 Albert Embankment
London SE1 7SR, UK
Fax: 44 171 587 3241
URL: www.imo.org
Permit to work (Code No. 621)

Management for seafarers series (Code Nos. 607-612)
Loadline surveys (Code No. 544)
Safety construction survey (Code No. 545)
Safety equipment survey (Code No. 546)
SOLAS Chapter Ill Series Part 5 - SOLAS Amendments (Code No. 463)
Man overboard (Code No. 644)
STCW & flag state implementation (Code No. 629)
Shipping casualty emergency response (Code No. 467)
-The culture gap (Code No. 537)
Onboard training by design (Code No. 489)
The ISM audit (Code No. 575)
STCW & flag state implementation (Code No. 629)
First aid and medical care on board ship series (Code Nos. 564-571)
PART A3: COURSE FRAMEWORK -CONTROLLING THE OPERATION OF THE SHIP
Available from: Videotel Marine International Ltd

84 Newman Street, London W 1P 3LD, UK
Tel : 44 171 299 1800
Fax: 44 171 299 1818
e-mail: mail 8videotelmail.com
IMO references (R)

(IMO Sales No. 945)
R2 lnternational Convention for the Safety of Life at Sea, 1974, as amended (SOLAS)
(IMO Sales No. 110) and 1996 Amendments (IMO Sales No. 167)
R3 lnternational Convention for the Safety of Life at Sea, texts of amendments relating to
passenger ro-ro ferries adopted on 21 April & 28 October 1988, other amendments
adopted on 11 April 1989 (IMO Sales No. 115)
R4 lnternational Convention on Load Lines, 1966 (IMO Sales No. 701)
R5 Supplement relating to the lnternational Convention on Load Lines, 1966
(IMO Sales No. 705)
R6 Intact Stability Criteria for Passenger & Cargo Ships(l987 edition) (IMO Sales No. 832)
R7 IMO Assembly resolution A.513(13) -Amendments to the InternationalConvention on
Load Lines, 1966
R8 Amendments to the 1974 SOLAS Convention concerning Radiocommunicationsfor the
Global Maritime Distress & Safety System (IMO Sales No. 156)
R9 Guidelines on Surveys required by the 1978 SOLAS Protocol, the lnternational Bulk
Chemical Code & the lnternational Gas Carrier Code (IMO Sales No. 858)
R10 PSLS 21Circ.5
R11 IMO Assembly resolution A.603(15) - Symbols relating to life-saving appliances and
arrangements
R12 IMO Assembly resolution A.624(15) - Guidelines on training for the purpose of
launching lifeboats & rescue boats from ships making headway through the water
R13 IMO Assembly resolution A.481 (XII) - Principles of safe manning
R14 lnternational Maritime Dangerous Goods Code (IMDG Code) (1990 edition)
(IMO Sales No. 200)
R15 Code-of Safe Practice for Solid Bulk Cargoes (BC Code) (IMO Sales No. 260)
R16 lnternational Code for the Construction & Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code) (IMO Sales No. 100)
R17 1983 Amendments to the lnternational Convention for the Safety of Life at Sea, 1974
(SOLAS 1974), Volume Ill, lnternational Code for the Construction & Equipment of
Ships Carrying Liquefied Gasses in Bulk (IGC Code) (IMO Sales No. 104)
R18 Regulations for the Prevention of Pollution by Oil - Annex I, MARPOL 73/78
(MARPOL I) (IMO Sales No. 525)
R19 Regulations for the Prevention by Noxious Liquid Substances in Bulk -Annex 11,
MARPOL 73/78 (MARPOL II) (IMO Sales No. 512)
R20 lnternational Convention for the Prevention of Pollution from Ships, 1973 (MARPOL)
(IMO Sales No. 520)
R21 Inter-Governmental Conference on the Dumping of Wastes at Sea (LDC 1972)
(IMO Sales No. 532)
R22 lnternational Convention relating to Intervention on the High Seas in Cases of Oil
Pollution Casualties, 1969 (Intervention) (IMO Sales No. 402)
R23 lnternational Convention on Civil Liability for Oil Pollution Damage, 1969 (CLC 1969)
(IMO Sales No. 410)
Special Trade Passenger Ships Agreement, 1971 & Rules, 1971 (STP 1971)
(IMO Sales No. 727)
1973 Protocol on Space requirements for Special Trade Passenger Ships, 1973, &
Rules, 1973 (SPACE STP 1973) (IMO Sales No. 734)
Athens Convention relating to the Carriage of Passengers & their Luggage by Sea,
1974 (PAL 1974) (IMO Sales No. 436)
lnternational Convention on Tonnage Measurement of Ships, 1969 (TONNAGE 1969)
(IMO Sales No. 713)
IMO Assembly resolution A.494(Xll) - Revised interim scheme for tonnage
measurement for certain ships
IMO Assembly resolution A.541(13) - Interim scheme for tonnage measurement for
certain ships for the purposes of the lnternational Convention for the Prevention of
Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto
Convention on Facilitation of lnternational maritime traffic, 1965 (FAL 1965) as
amended (IMO Sales No. 354)
IMO Assembly resolution A.647(16) - IMO Guidelines on Management for the Safe
Operation of Ships and for Pollution Prevention
Convention on Limitation of Liability for Maritime Claims, 1976 (LLMC 1976)
(IMO Sales No. 444)
ILO, Maritime Labour Conventions & Recommendations,2nd ed. (Geneva, ILO 1988)
(ISBN 92-2-106340-2)
WHO, InternationalHealth Regulations (1969), 3rd annotated ed. (Geneva, WHO 1983)
(ISBN 92-4-158007-0)
Comite Maritime International, lnternational Conventions on Maritime Law (Antwerp,
CMI Secretariat (Firma Henry Voet-Genicot, Borzestraat 17, B-2000 Antwerp), 1987)
United Nations Conference on the Law of the Sea, Official Records Volume II Plenary
Meetings. Geneva, 1958 (United Nations Publications Sales No.58.V.4, Vol. 11,)
containing:
Geneva Convention on the Territorial sea & the Contiguous Zone, 1958
Geneva Convention on the High Seas, 1958
Geneva Convention on the Continental Shelf, 1958
United Nations Convention on the law of the Sea. New York, 1983 (United Nations
Publications Sales No. E.83.V.5)
IMO Assembly resolution A.441 (XI) -Control by the Flag State over the owner of a ship
IMO Assembly resolution A.443(XI) - Decisions of the shipmaster with regard to
maritime safety & marine environment protection
IMO Assembly resolution A.671(16) - Safety zones & safety of navigation around
offshore installations & structures
IMO Assembly resolution A.466(Xll) - Procedures for the control of ships
IMO Assembly resolution A.597(15) - Amendments to the procedures for the control
of ships
IMO Assembly resolution A.648(16) - General principles for ship reporting systems &
ship reporting requirements, including guidelines for reporting incidents involving
dangerous goods, harmful substances and/or marine pollutants
MEPC. 14 (20) - Amendments to Annex I of MARPOL 73/78
MEPC. 16 (22) - Amendments to Annex ll of MARPOL 73/78
MEPC. 21 (22) - Amendments to Protocol I to MARPOL 73/78 and the text of the
Protocol, as amended, annexed thereto
MEPC. 47 (31)* - Amendments to the annex of the Protocol of 1978 relating to the
lnternational Convention for the Prevention of Pollution from Ships, 1973 (New
regulation 26 and other amendments to Annex I of MARPOL 73/78)
PART A3: COURSE FRAMEWORK - CONTROLLING THE OPERATION OF THE SHIP
lnternational Convention for the Prevention of Pollution from Ships, 1973 (Discharge
criteria of Annex I of MARPOL 73/78)
lnternational Convention for ,the Prevention of Pollution from Ships, 1973 (New
regulations 13F and 13G and related amendments to Annex I of MARPOL 73/78)
MEPC. 58 (33) - Amendments to the annex of the Protocol of 1978 relating to the
lnternational Convention for the Prevention of Pollution from Ships, 1973
(Revised Annex Ill)
MEPC.22 (22) - Guidelines for Reporting Incidents involving Harmful Substances and
the text guidelines annexed thereto
IMO Assembly resolution A.587 (14) - Arrangements for Combatting Major Incidents
or threats of marine pollution
IMO Assembly resolution A.674 (16) - lnternational Co-operation on Oil Pollution
Preparedness and Response
MEPC. 54 (32) -Guidelines for the Development of Shipboard Oil Pollution Emergency
Plans
Assembly Resolution A.113 (V) - Revised International Code of Signals
International Convention on Salvage, 1989. The London Salvage Convention
IMO Assembly Resolution A.769 (18) - Procedures and arrangements for issuing
GMDSS certificates to holders of non-GMDSS certificates
Details of distributors of IMO publications that maintain a permanent stock of all IMO
publications may be found on the IMO web site at http://www.imo.org
Text books (T)

T I0 Danton, G. The Theory and Practice of Seamanship. 11th ed. London, Routledge,
1996 (ISBN 0-415-15372-7)
TI1 Derrett, D.R. Ship Stability for Masters and Mates, 4th ed. Butterworth-Heinemann,
1984, (ISBN 0-7506-0380-1)
T I2 Eyres, D.J. Ship Construction, 4th ed. London, Butterworth-Heinemann, 1994
(ISBN 0-7506-1842-6)
T I9 Hill, C. Maritime Law, 4th ed. London, Lloyd's of London Press, 1995
(ISBN 1-850-44-888-4)
T30 lnte&tional Medical Guide for Ships. World Health Organization, 1989
T35 La Date, J. and Van Gemert, L. (Eds). Stability and Trim for the Ship's Officer. 3rd ed,
Centreville, Maryland, US, Cornell Maritime Press, 1983 (ISBN 0-87033-297-X)
T54 Ship Captain's Medical Guide. 1985. Department of Transport HMSO published by
HMSO
T58 Taylor, D.A. Merchant Ship Construction. 3rd ed. London, Institute of Marine
Engineers, 1992 (ISBN 0-9072-0646-8)
T67 Medical First Aid Guide for use in Accidents involving Dangerous Goods (MFAG).
5th.ed.1994. (ISBN 92-801-1322-4)
T69 Bulk Carriers: Guidance and information on bulk cargo loading and discharging to
reduce the likelihood of overstressing the hull structures. IACS. London 1997
T70 Code of Safe Working Practicesfor Merchant Seamen, London. The Stationery Off ice
Publications Centre, 1998 (ISBN 01 15518363)
T72 Holder, L.A. Training and Assessment on Board. 2nd ed. London, Witherby & Co Ltd,
1997 (ISBN 1 85609 123 6)
Function 3: Controlling the Operation of the Ship and Care for

Timetable
Development of a detailed timetable depends on the level of skills of the trainees entering the

- the nurr~bersto be trained
Lectures
As far as possible, lectures should be presented within afamiliarcontext and should make use

overhead projector and the distribution of copies of the transparencies as trainees handouts
contribute to the learning process.
Course Outline
adapted to suit individual groups of officers depending on their experience, ability, equipment
PART B3: COURSE OUTLINE - CON-TROLLING THE OPERATION
OF THE SHIP AND CARE FOR PERSONS ON BOARD AT THE MANAGEMENT LEVEL
COURSE OUTLINE
Competence:
3.1 CONTROL TRIM, STABILITY and STRESS
3.1.I FUNDAMENTAL PRINCIPLES OF SHlP 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
EVENT;@<:
.1 Effect on trim and stability of a ship in the event
of damage to and consequent flooding of a
compartment and countermeasures to be taken 9
.2 Theories affecting trim and stability 2
.1 Responsibilities under the relevant requirements

of the International Conventions and codes 2
3.2 MONITOR AND CON'TROL COMPLIANCE WITH LEGISLATIVE

REQUIREMENTS AND MEASURES TO ENSURE SAFETY OF LIFE AT SEA AND
THE PROTECTION OF THE MARINE ENVIRONMENT
BODIED IN
.1 Certificates and other documents required to be carried
on board ships by internationalconventions 1
.2 Responsibilities under the relevant requirements of the
International Convention on Load Lines 1
.3 Responsibilities under the relevant requirements of the
lnternationalConvention for the Safety of Life at Sea 2
.4 Responsibilities under the International Convention
for the Prevention of Pollution from Ships 3
.5 Maritime declarations of health and the requirements of the
International Health Regulations 4
.6 Responsibilities under international instruments affecting
the safety of the ship, passengers, crew and cargo 23
.7 Methods and aids to prevent pollution of the marine
environment by ships 2
.8 National legislation for implementing international
agreements and conventions -

3.3 MAINTAIN SAFETY AND SECURITY OF THE SHIP'S CREW AND PASSENGERS
AND THE OPERATIONAL CONDITION OF LIFE-SAVING, FIRE-FIGHTING AND
OTHER SAFETY SYSTEMS
3.3.1 KNOWLEDGE-:OF LIFE-SAVING APPLIANCE

REG@@TI~~S 2
~ JFIRE AND ABANDON SHIP

3.3.2 O R C $ @ I S A ~ ~OF
QR~~T& - -
."r*C;v
See IMO model courses 2.03 and 1.23 and STCW Code Sections A-V1/3 and A-V1/2
3;g;$
.* ...,6,sm
.<-
- -
See 1MO model courses 2.03 and 1.23 and STCW Code Sections A-V1/3 and A-V1/2
3.4 DEVELOP EMERGENCY AND DAMAGE CONTROL PLANS AND HANDLE

EMERGENCY SITUATIONS
See 1MO model course 2.03 and STCW Code Section A- Vl/3
< + T 8 > >?,?%* 4-
3:4.4 F U ~ Q J ~ ~ @ & @ ~ ~ ~ ~ ~ ~ + @ ~ ~ ~ ~ ~
APPLRRCE$ -
See IMO model course 1.23 and STC W Code Section A- V1/2-1
PART 83: COURSE OUTLINE -CONTROLLING THE OPERATION
OF THE SHlP AND CARE FOR PERSONS ON BOARD AT THE MANAGEMENT LEVEL

3.5 ORGANISE AND MANAGE THE CREW
3.5.1 PERSONNEL MANAGEMENT, ORGANIZATION

AND TRAINING ON BOARD SHlP
.1 Personnel management 10
.2 Organization of staff 9
.3 Training on board ships 12
3.5.2 RELATED INTERNATIONAbMARlTlME CONVENTIONS

AND NAT~ONALLEGIS~T~ON
.1 Related international maritime conventions and
national legislation 2
3.6 ORGANISE AND MANAGE THE PROVISION OF MEDICAL

CARE ON BOARD
?,X$X% 6b"
@fj$f
,;?\,.:! ,* , ,,*.,L
@0315
# f @ p @ ~F*J%'?W+
~ ~ f*,.& @$?+A4:%~~;;;le:;;x**~~$;~B:BBB-",-":~,r<
gy@~
: x < ~ L ~ ~ z L y < > ~ : ~ < * ? ' , ~ ~ yY"Fyw:z'-
-<c~~4~%
.1 International Medical Guide for Ships

.2 International Code of Signals (medical section) 0.5
.3 Medical First Aid Guide for Use in Accidents Involving
Dangerous Goods 3
Total for Function 3: Controlling the Operation of the Ship and Care
for Persons on Board at the Management Level
Guidance Notes
On completion of training for this function officers will have a 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 proceduresfor 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 knowthe requirements fortraining in the operation and maintenanceof 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 perrrlitted lirrlits 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.
Trainirlg concerned with proficiency in medical care on board ship is covered in IMO model
course 1.15.
OF THE SHlP AND CARE FOR PERSONS ON BOARD AT THE MANAGEMENT LEVEL
Function 3: Controlling the Operation of the Ship and Care for Persons on
Board at the Management Level
3.1 Control Trim, Stability and Stress
3.1.1 FUNDAMENTAL PRINCIPLES OF SHlP CONSTRUCTION, TRIM AND STABILITY

Shipbuilding materials
It is not the intention that officers have a knowledge of ship design practice or a detailed
knowledge of materials. The focus of teaching should be so that they can explain why various
kinds of steel are used in different areas of a ship and understand the advantages and
disadvantages of alloys in common use, and how they are maintained.
High tensile steel (HTS) has a low corrosion margin and poor resistance to fatigue failures.
However, due to a lighter weight of material, compared with mild steel, for the equivalent
strengthjchas been widely used in ship construction.
Brittle fracture occurs when a normally elastic material fractures without any sign of
deformation before failure. The structure may not even be highly stressed at the time. The
fracture is often initiated at a small notch in a plate edge or at a small fault in a weld. The
tendency to brittle .fracture is much greater at low temperatures and there is a temperature,
depending upon the particular properties of the steel, above which it will not occur. The class-
ification societies specify the use of grade E steel, which has high notch ductility, for those
parts of ships above a certain length where thick plates subject to high stresses are found.
Welding
If the training institute has an engineering department with welding facilities, the opportunity
to use their expertise and equipment should be taken.
Bulkheads
The subdivision of passenger ships is dealt with in subject area 3.4.2.1, Ship construction and
Damage Control.
watertight and weathertight doors

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.
Corrosion and its prevention

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' instr~~ctions regarding protective clothing and safety
precautions should be followed.
Surveys and dry-docking

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 InternationalConvention on Load Lines,
1966, is usually carried out by a classification society surveyor, acting on behalf of the flag
State Administration. The inspection is similar to that required for the classification society's
annual survey.
The hardeners that are used in two-pack (or bi-pack) polyurethane and epoxy paints are toxic
and may also cause allergic reactions following contact with skin. Protective clothing and
disposable gloves should always be worn when working with these paints.
Stability
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. The application of the principles of stability to
determining the final draught, trim and initial GM for a given complete distribution of cargo is
included in the function, Cargo Handling and Stowage.
Approximate calculation of areas and volumes

This section covers the use of the trapezoidal rule and Simpson's rules for the calculation of
areas. The derivation of Sirnpson's rules and their use for finding moments or second
moments of area has not been included. The calculation of volume where the given ordinates
are areas is covered.
The use of Simpson's rules is required for finding areas under a GZ curve, for checking
compliance with recommendations on intact stability. Trainees should also be able to apply
them for calculating areas of decks and volumes of compartments aboard ship.
Effects of density
In tidal estuaries the density of the water may vary considerably according to the state of the
tide. When checking draughts or freeboard near completion of loading it is essential to 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=l_ has been quoted partly to show that the BM is a function of the ship's
v
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
PART 83: COURSE OUTLINE - CONTROLLING THE OPERATION
a new curve or by superimposing the curve of GG,sin (angle of heel) on the original. The initial
GM should be used as an aid to constructing the curve at small angles of heel. Trainees
should not be expected to deduce the GM from a given curve.
Figure 1
Figure 1 shows a ship with its centre of gravity, GI, at a distance GG, horizontally from the
centreline. When inclined to an angle 8, the righting lever is G,Z,.
G,Zl = GZ- GY
= GZ - GG, cos 8
The values of GZ derived from KN curves can be reduced to GG, cos 8 before plotting or the
curve GG, cos 8 can be superimposed on the GZ curve, as shown in Figure 2.
-I
GZ range of stability
(metres)
+m
- - * m is the maximum righting lever
+
GG1
4
-
0 10 1
I
20 30 40 50 1 60 \ 70 heel in degrees
angle of angle of
list vanishing
stability
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 necessaryto maintain sufficient intact stability under service conditionsto enable the ship
to withstand the critical damage assumptionsof 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 NavigationalWatch. 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 a even keel with longitudinal centres of buoyancy and gravity
indicated. The weight and buoyancyforcesform 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 stern. 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.
The trim is given by trimmina moment where the MCT is taken for the displacement of the ship.
MCT 1cm
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. LCG's 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.
Aweightedaverage of the mean draught and draught amidships is used. The commonly used
values arb.:
corrected draught = % x draught amidships + % x mean draught;

or corrected draught = 2/3 x draught amidships + /'3 x mean draught.
These amount to applying %, 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.
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.
couection
- - (tonnes) = t 2x50 - 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 Icm at (d + 0.5)m - MCT Icm 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-of24 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.
Approximate GM by means of rolling tests

The method is described in appendix Ill of the Recommendation on Intact Stability for
Passenger and Cargo Ships under 100 metres in Length, in reference R6.
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
measuringthe 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 o n intact stability for passenger and cargo ships under 100 metres
in length
The recommendations are contained in R6. Instructors should refer to the stability
requirements of the Administration for ships of 100 metres in length and over.
Intact stability requirements for the carriage of grain

The SOLAS Convention deals with the carriage of grain. The intact stability requirements are
laid down, and the loading information required for determining the stability. The method of
calculating intact stability is illustrated.
Rolling of ships
A mathematical treatment of rolling is not required. Trainees should know that the natural
rolling period is inversely proportional to the square root of the GM. Rolling in a seaway is a
forced oscillation, the period depending upon the period of encounter of the waves or swell as
well as thenatural 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 equalling the heeling couple, by multiplyingthe 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.
In the unusual event of the centre of gravity falling below half draught the heel would be
towards the turn.
Dry-docking and grounding

When dealing with stability during dry-docking, it is simplest to consider the righting moment
when hee4d
. by taking moments about the centre of buoyancy, which produces the equation:
righting moment = A x GM sin 8 - P x KM sin 8

directly.
The righting lever, GZ, is given by the equation:
GZ = (GM - P x KM) sin 0,

A
which is the righting lever for the ship with its GM reduced by P x KM.
A
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 i n 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.
3XB R ~ w g j p kINNI~wE~gVe,qq~-~~~ Fwa

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The methods of calculating transverse stability, list and trim in a damaged condition are based
upon the principles used 6 the textbook T2, but the problem has been approached in a way
more applicableto 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 tabularfreeboards 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.
Proposed amendments to the SOLAS Convention will provide regulations governing the
subdivision and damage stability of cargo ships. They will apply to ships over 100 metres in
length intended primarily for the carriage of dry cargoes, but will exclude those ships already
covered by other damage stability regulations in IMO instruments.
The proposed 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 fire fighting, 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 T I 1.
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. adouble-bottomtank, 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
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 rn 3 ~ t
density
The space occupied in the hold by one tonne is its stowage factor, so the space available to
water = stowage factor -
m3/t
density
The proportion of the stow which could be occupied by water, i.e. the permeability, equals
stowage factor - 1
densitv
stowage factor
For example, a cargo has a stowage factor of 1.2 m3/t and a density of 2.5 t/m3.
1 - I - 0.4m 3/t
density 2.5
Notice, if a cargo has a permeability of 0.4 but only occupies half of the compartment, the
permeability of the whole compartment is 0.4 x 0.5 + 0.5 = 0.7.
The loss of waterplane area is taken to be permeability x waterplane area of the compartment,
but if the water level is above the top of the cargo the whole area is lost.
Angle of heel
Buoyancy is lost at the damaged compartment and an equal amount of buoyancy is gained
at the position of the new centre of flotation. The transverse shift in the ship's centre of
buoyancy is, therefore, lost buoyancy x transverse distance from centre of flotation divided by
the displacement. On the assurr~ptionthat 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 BB, cos 0. Since KN curves for the damaged condition are not
available, the GZ curve has to be constructed, using values for the intact ship at a
displacement corresponding to the damaged draught and a KG chosen to give the modified
value of GM. The angle of heel read from the curve will be approximate. If the angle is small
it can be calculated from, tan 0 = 13B1
GM
Effect of flooding o n trim

Similar calculations are necessaryto find the longitudinal position of the centre of flotation after
damage, and the reduction of BML. 'The change in GMLis 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 Icm. 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.
PART 83: COLlRSE OUTLINE - CONTROLLING THE OPERATION
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 fire fighting should be drained
to the lowest level possible if means of pumping it out of the ship cannot be arranged.
After collision or stranding damage, particularly near the middle length of the ship, the
longitudinal strength will be impaired and account should be taken of that when deciding on
the transfer or addition of weights.
Cases have occurred where a slow leakage of water has been absorbed by a cargo, such as
grain, w i b n o 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
inaccessi&le, 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.
- %q +.;: <
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Instructors should refer to the IMO publications referenced in the detailed teaching syllabus.
3.2 Monitor and Control Compliance with Legislative Requirements and

Measures to Ensure Safety of Life at Sea and the Protection of the Marine
Environment
3.2.1 INTERNATIONALMARITIMELAW EMBODIED IN INTERNATIONALCONVENI'IONS

This area covers those international conventions, regulations and recommendations which
directly affect the master in carrying out his obligations and responsibilities.
Those parts of the Geneva Conventions on Law of the Sea of 1958 and the United Nations
Convention on the Law of the Sea, 1982, which are relevant to the conduct of a voyage have
already been covered at the operational level. Some brief revision may be necessary with an
emphasis placed on the master's legal obligations concerning the requirementsfor certificates
and other documentation, the survey requirements, the provisionfor inspections bythe master
or an officer delegated by him, the maintenance of equipment and the records that are
required to be kept.
The technical details, where appropriate, are mainly dealt with under other relevant subjects.
The lnternational Regulations for Preventing Collisions at Sea are covered entirely in the
function Navigation.
We also deal with the necessary basic knowledge of law concerning carriage of cargo and
marine insurance. Those subjects, together with a few others, are supplementary to the
STCW 1995 requirements and are indicated as such below and in the Detailed Teaching
Syllabus in Part C with an asterisk, *.
Instructors should note that the following areas are covered in the training at the operational
level. Some areas are covered again with emphasis on the master's responsibilities.
1. An introduction to Maritime Law

2. Law of the Sea
2.1 Conventions on the law of the sea
2.2 Territorial sea and the contiguous zone
2.3 International straits
2.4 Exclusive economic zone and the continental shelf
2.5 High seas
2.6 Protection and preservation of the marine environment
3. Safety
3.1 lnternational Convention on Load Lines, 1966, as amended
3.2 lnternational Convention for the Safety of Life at Sea, 974, as amended
(SOLAS) - General Provisions
3.3 SOLAS - Subdivision and stability, machinery and electrical installations
3.4 SOLAS - Fire protection, fire detection and fire extinction
3.5 SOLAS - Life-saving appliances and arrangements
3.6 SOLAS - Radiotelegraphy and radiotelephony
3.7 SOLAS - Radiocommunications (amended Chapter IV)
3.8 SOLAS - Safety of navigation
3.9 SOLAS - Carriage of grain
3.10 SOLAS - Carriage of dangerous goods
3.11 International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers, 1978
3.12 ITU Radio Regulations
PART 63: COURSE OUTLINE - CON'rROLLING THE OPERATION
4. Passengers
4.1 Special Trade Passenger Ships Agreement and Rules, 1971
4.2 Protocol and Rules on Space Requirements for Special Trade Passenger Ships,
1973
4.3 Athens Convention relating to the Carriage of Passengers and their Luggage by
Sea, 1974
1.1 Certificates and Other Documents Required to be Carried on Board Ships by

International Conventions and Agreements
The master must be familiar with all the certificates and other documents required by the
vessel and by the crew. These will be subject to inspection by both the flag state and by port
State control officers. Documents found not to be in order can cause delays on detentions to
the voyage.
Relatively-new requirements include the Safety Management Certificate denoting that the
company+andits 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.
lnstr~~ctors
may note that SOLAS Annex 3, (R2) contains a list of the certificates and
documents required to be carried on board ships.
In Section C the certificates are listed for convenience of reference. The requirementsfor 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
measuredand 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 indicationto 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 log-book, the entries made in it and its eventual disposal are decided
by each Administration.
The documents listed as a minimum additional documents required at arrival or departure are
those mentioned in the Convention on Facilitation of international traffic, the international
health regulations and the dangerous goods manifest required by SOLAS.
1.2 Responsibilitiesunder the Relevant Requirements of the lnternationalConvention

on Load Lines
Instructors should note that the Load Lines Protocol of 1988 will enter into force on 3 February
2000.
1.3 Responsibilitiesunder the Relevant Requirements of the lnternational Convention

for the Safety of Life at Sea . .
Of all the international conventions dealing with maritime safety the most important is the
lnternational 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 theloss 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 V8 and the 1996
Amendments in R2.
Referenceshould 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,
see V8 and V14.
1.4 Responsibilities under the lnternational Convention for the Prevention of

Pollution from Ships, 1973, and the Protocol of 1978 relating thereto (MARPOL
73/78)
Relatively new additions to maritime law should be noted including MARPOL 73/78 Annex 1,
regulation 26 that requires every oil tanker of 150gt 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 four miles 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, when it comes into force, will set limits on sulphur oxide and nitrogen oxide
emissions from ship exhausts and prohibit deliberate emissions of ozone-depleting
substances.
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, V1, V2.
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.
PART B3: COURSE OUTLINE -CONTROLLING 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.
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 Ill - 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 NO, technical code
1.5 Maritime Declarations of Health and the Requirements of the lnternational Health
Regulations
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 lnternational Health Regulations. The ship's agents
should be consulted for the current requirements at any port.
Noting protests: the need to note or extend protests varies from country to coun.try. In many
countries it is essential to do so to protect the interests of the ship. For example, failure to do
so could debar the master from collecting general average contributions from the cargo. The
owner's agent should be able to advise the master regarding the procedure and the number
of crew members required as witnesses, if any.
1.6 Responsibilities under lnternational Instruments affecting the Safety of the Ship,
Passengers, Crew and Cargo
Maritime Labour Conventions and Recommendationscovered here includethe following. This
is an extensive list, but increasingly crew conditions of service and accommodationare coming
under scminy and these areas are covered in the following legislation.
Those areas supplementary to the STCW 1995 requirementsand are indicated as such below
with an asterisk,
Convention concerning Minimum Standards in Merchant Ships, 1976 (No. 147)

Convention concerning Seamen's Articles of Agreement, 1926 (No. 22)
Convention Fixing the Minimum Age for the Admission of Children to Employment at
Sea (Revised 1936) (No. 58)
Convention concerning Minimum Age for Admission to Employment , 1973 (No. 138)
Convention concerning Certification of Ships' Cooks, 1946 (No. 69)
Convention concerning the Certification of Able Seamen, 1946 (No. 74)
Recommendation concerning Vocational Training of Seafarers (Recommendation No.
137)
Convention concerning Wages, Hours of Work on Board Ship and Manning (Revised
1958) (No. 109)
Convention concerning Vacation Holidays with Pay for Seafarers (Revised 1949) (No.
91)
Convention concerning Annual Leave with Pay for Seafarers, 1976 (No. 146)
Convention concerning the Repatriation of Seamen, 1926 (No. 23)
Convention concerning the Repatriation of Seafarers (Revised), 1987 (No. 166)
Recommendations concerning the Repatriation of Seafarers (Recommendation No.
174)
Convention concerning Food and Catering for Crews on Board Ship, 1946 (No. 68)
Convention concerning Crew Accommodation on Board Ship (Revised 1949) (No. 92)
Convention concerning Crew Accommodation on Board Ship (Supplementary
Provisions), 1970 (No. 133)
Recommendations concerning the contents of Medicine Chests on Board Ship
(Recommendation No. 105)
Convention concerning the Prevention of Occupational Accidents to Seafarers, 1970
(No. 134)
Recommendation concerning the Prevention of Occupational Accidents to Seafarers,
1970 (Recommendation No. 142)
Convention concerning the Compulsory Medical Examination of Children and Young
Persons Employed at Sea, 1921 (No. 16)
Convention concerning the Medical Examination of Seafarers, 1946 (No. 73)
Convention concerning Health Protection and Medical Care for Seafarers, 1987 (No.
164)
Convention concerning the Liability of the Shipowner in Case of Sickness, Injury or
Death of Seamen, 1936 (No. 55)
Convention concerning Sickness lnsurance for Seamen, 1936 (No. 56)
Convention concerning Social Security for Seafarers (Revised), 1987 (No. 165)
Convention concerning Seafarers' Welfare at Sea and in Port, 1987 (No. 163)
Recommendationconcerning SeafarerslWelfare at Sea and in Port (Recommendation
No. 173)-
Convention concerning Freedomof Association and Protectionof the Right to Organise,
1948 (No. 87)
Convention concerning the Application of the Principles of the Right to Organise and
to Bargain Collectively, 1949 (No. 98)
Convention on Limitation of Liability for Maritime Claims, 1976 (LMC 1976)
Classification Societies
Cargo
International Convention for the Unification of Certain Rules of Law Relating to
Bills of Loading, as Amended by the Protocol of 1968 (Hague-Visby rules)
Charter Parties
Hamburg Rules
General Average and Marine Insurance
The York-Antwerp Rules, 1974
Marine Insurance
In covering the ILO Labour Conventions 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, as
recommended in Assembly resolution A.443(XI), R39.
Convention No. 147, Merchant Shipping (Minimum Standards), brings together the standards
laid down in the list of conventions, concerning employment and social aspects of maritime
labour, which appear in the appendix to the Convention. The appendix also includes
conventions on 'freedom of association, the right to organize and collective bargaining.
Convention 147 requires States ratifying it either to have ratified the conventions in the
appendix or to have national legislation substantially equivalent to them.
The IMO/ILO Document for Guidance, 1985, contains recommendations for .training leading
to the qualification for an able seaman certificate in Section 26.
The lnternational Medical Guide for Ships (IMGS), 2nd edition (Geneva, World Health
Organization, 1987) is designed to meet the requirements of paragraph 3 of the
recommendation. 'The Guide was prepared jointly by ILO and WHO. Chapters 17,18 and 19
of the Guide contain recommendations on the contents of ships' medicine chests.
Chapter T4 of the IMGS contains a checklist of information to be prepared before calling for
medical advice by radio.
Reference should be made to the ILO Code of Practice Accident prevention on board ship at
sea and in port and to any relevant national code of safe working practice, for example see
T70.
Collision
The master's responsibilities under the Convention on the lnternational Regulations for
Preventing Collisions at Sea, 1972, are fully covered in the function, Navigation at the
Management Level
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.
Masters atid shipowners would have a duty to arrange salvage assistance and to co-operate
with the savors to prevent or minimize damage to the environment.
The draft Convention also made provision for special compensation to a salvor in cases where
the salvor has carried out salvage operations in respect of a ship or cargo which threatened
the environment but has failed to earn a reward for physical salvage. The lnternational
Convention on Salvage, 1989, was adopted by a diplomatic conference in March 1989 and
entered into force on 14 July 1996.
Lloyd's Standard Form of Salvage Agreement (LOF) is widely used throughout the world. LOF
1990 takes account of the main changes included in the 1989 Salvage Convention and
incorporatescertain of the Convention Articles, including Article 14, which makes provision for
the award of special compensation in cases where the salvor, by his salvage operations, has
prevented or minimized damage to the environment. Since a large proportion of ,the world's
salvage is undertaken under the LOF, the use of LOF 1990 will give effect to the main
provisions of the 1989 Salvage Convention, see Appendix.
Proceedings in the event of a collision

Instructors should explain that in the event of a collision or of any other incident of navigation
concerr~inga ship on the high seas involving the penal or responsibility of the master or of any
other person in the service of the ship, no penal or disciplinary proceedings may be instituted
against such persons except before the judicial or the adrr~inistrativeauthorities either of the
flag State or of the State of which such a person is a national.
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
ship, her crew and her passengers and, where possible, to inform the other ship of the name
of his own ship, her port of registry and the nearest port at which she will call.
Submarine cables
In the event that a ship breaks or injures a submarine cable so as to interrupt or obstruct
telegraphic ortelephonic communications, or similarlythe breaks or injures submarine pipeline
or high-voltage power cable it must be understood that this is, except for the purpose of saving
lives or ships, a punishable offence.
However, owners of ships who can prove that they have sacrificed an anchor, a net or any
other fishing gear in order to avoid injuring a submarine cable or pipeline should be
indemnified by the owner of the cable or pipeline, provided that the owner has taken all
reasonable precautionary measures beforehand.
* 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
Classificationsocieties are independent, normally non-commercial organizations. They were
originally establishedto 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 a the major ports round the world
who, in addition to classification work, carry out statutory surveys required by international
conventions under authority delegated to them by national maritime Administrations.
Cargo
A brief description of the use of documentary credit has been included to show how the bill of
lading is involved as security for the sale of goods and how important it is that the description
of the goods shown in the bill of lading is correct.
'Hamburg Rules' Maritime Legislation
* 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.
a on-disclosure does not include circumstances which the shipowner could not know about.
However, dt has been held that non-disclosure of circumstances which should have been
known but-were not, possibly due to the master's failure to keep the owner informed, would
be grounds for the insurer to avoid the insurance contract.
The "duty of assured" clause is intended to encourage the assured to take all reasonable
measures to avert or minimize the damage or loss which will form a claim on the policy.
Claims under this clause are treated separately from others and are payable in addition to
other claims, even in the event of total loss. It is said that the assured should behave as if
uninsured.
Protection and Indemnity Associations and the cover provided by them are dealt with in
references below:
Use of maritimetransport. A guide forshippers, freight forwarders and ship operators, Volume
2, UN Econorr~icand Social Commission for Asia and the Pacific (STlESCAPl516).
Hudson, NG and Allen, JC Marine Claims Handbook 5th ed. London, LLP Limited, 1996
(ISBN 1 85978 048 2).
Aragon, James R., Shipmaster's handbook on ship's business, 2nd ed. (Centreville, Maryland,
Cornell ~ a & m ePress, 1988 (ISBN 0-87033-378-X). This book is based on United States
laws and regulations but contains much sound general advice for masters on legal matters and
procedures.
Hill C., Robertson B., and Hazelwood S.J., An introduction to P&l, 2nd ed. LLP Limited,
London, 1996 (ISBN 1-850440883-3).
1.7 Methods and Aids to Prevent Pollution of the Marine Environment by Ships
Pollution
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
The InternationalConventionforthe Prevention of Pollution from Ships, 1973, and the Protocol
of 1978 relating thereto (MARPOL 73/78) has been covered earlier.
1.8 National Legislationfor ImplementinglnternationalAgreements and Conventions

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 layed down
in the international conventions, codes and agreements. Emphasis should be on monitoring
compliance, identifying areas where there may be potential for non-compliance or differences
compared to international standards.
3.3 Maintain Safety and Security of Crew and Passengers and the
Operational Condition of Safety Systems
a,& ~ [ ~ E & & ~ ~ ~ @ ~ ~ ~ @ ~ N c ~ ~ ~ ~ @ u @ ~ ] ~
The requirement of ,the STCW Convention is covered by IMO Model Course 1.23, Proficiency
in ~u'ival Craft and Rescue Boats other than Fast - ~ e s c u eBoats. 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.
Search and rescue

The syllabus for training in search and rescue is contained in IMO Model Course, Maritime
Search and Rescue Co-ordinator Surface Search. That course provides a thorough
knowledge and understanding of the IMO Merchant Ship Search and Rescue Manual
(MERSAR) and satisfies the requirements of the STCW Convention. The MERSAR manual
will be replaced by the lnternational Aeronautical and Maritime Search and Rescue (IAMSAR)
manual to be published at the end of 1998. A revised SAR Convention, which will enter into
force on 1 January 2000, clarifies the responsibilities of governments and puts greater
emphasis on the regional approach and co-ordination between maritime and aeronautical SAR
operations.
3.3:4 ~~frlP &

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SOLAS Regulations list the duties related to passengerswhich 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.
Rescue of persons from a vessel in distress or from a wreck

Unless the situation is critical, conditions should be assessed carefully and a plan prepared
before initiating Unless the situation is critical, conditions should be assessed carefully and a
plan prepared before initiating rescue action. If the survivors are in no immediate danger and
existing conditions make rescue hazardous, consider waiting until conditions have improved
or until daylight. Try to establish communications with the survivors to obtain information about
their condition and to inform them of the intended method of rescue.
Direct transfer of survivors from a wreck to the ship requires nearly calm conditions and,
normally, rescue boats or motor lifeboats will be used.
PART B3: COURSE OUTLINE - CONTROLLING THE OPERATION
It is unlikely that the disabled ship or wreck will be drifting at the same rate as the rescue ship
so, if time permits, it is a good idea to try to get an estimate of their relative drift rates before
launching ,the boats. At the same 'time, the rescue ship should reconnoitre the area around
the wreck to see if there are any obstructions which might hamper the boats.
During the launching of boats, lifelines, lifebuoys, ladders and nets should be ready in case
somebody falls overboard or a boat overturns.
Goirlg alongside a wreck may be difficult. On ,the lee side the approach may be obstructed by
wreckage, and if the wreck is drifting quickly the boat will have difficulty getting away from the
side. Sea conditions may make it impossible to approach from the weather side and, since
the wreck will probably drift faster than the boat, it will be difficult to remain close enough to
transfer survivors. An approach from the weather side is the only possibility when the wreck
is on fire or releasing toxic fumes, in which case survivors may have to jump into the water to
be picked up by the boats.
If weather5conditionsmake the use of boats too hazardous, and it is not possible to wait for
conditions to moderate, a liferaft on a stout line may be towed or floated to the wreck or may
be hauled out to the wreck after making connection by line-throwing apparatus. The painter
fitted to the liferaft is not heavy enough to be used in this manner.
At the rescue ship, preparations for the transfer of survivors include the provision of a boat
rope, nets, ladders, lines and crew standing by to assist. The use of a liferaft alongside as a
landing stage releases the boat quickly if it is necessary to make several journeys. Survivors
who have been in the sea or survival craft for some time may be suffering from cold, fatigue
and sea-sickness and be unable to do much to help themselves.
Man-overboard procedures
The standard man-overboard manoeuvres were dealt with in Model Course 7.03, Officer in
Charge of a Navigational Watch, see V9.
The standard full-speed man-overboard manoeuvres, such as the Williamson turn, are not
possible in very heavy weather. Turning at speed into a heavy see and swell could cause
serious tiahage to the ship. The turn should be made in the safest way possible in the
conditions and the ship manoeuvred into a position to windward of the person in the water.
The ship'will quickly drift down to him. A few fit crew members, wearing immersion suits,
lifejackets and lifelines, should be standing by to help the person on board. Use may also be
made of the line-throwing apparatus, with a buoyant head, to drift a line to the person in the
water. It is essential to keep the person in sight throughout the operation, and this is difficult
in a heavy sea and swell, so any crew not otherwise occupied in the rescue should be posted
as look-outs.
When a person is reported to the master as missing, it may reasonably be assumed that
efforts have already been made to find him. A final call on the public address system should
be made and if there is no response the ship should be turned into its wake and a search
along the reciprocal course made. At the same time, a through search of the ship should be
organized and the time at which the missing person was last seen should be established. The
track should be searched back to the position where it is known the person was still on board.
An urgency call requesting other ships in the vicinity to keep a look-out for the person should
be made.
3.3.5 ACTIONS TO LIMITPDAMAG~

AND SALVE THE SHIP FOLLOWING A FIRE,
EXPLOSION, COLLISION OR'GROONDING
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.
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 abandoningship 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 passivg 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.
3.4 Develop Emergency And Damage Control Plans And Handle

Emergency Situations
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 (V11).
Similarly, boat drills should sometimes be organized on the assumption that certain survival
craft have been destroyed or are not usable for some reason.
PART 63: COLIRSE OUTLINE -CONTROLLING THE OPERATION
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.
3.5 Organize and Manage the Crew

g!5$ ~ERSONNEL
MANAGEMEW, O R Q & ~ I ~ ~ ? ' @ & ~ N
&ING
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Officers will have different experiences of personnel management. As officers in charge of a
watch they will also have had to exercise their authority. ?hey 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
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, (V4).
Organization of Staff
Once again, the experience of the trainees can be used as a basis to develop the various
aspects of organizing staff. It is a wide subject and will vary according to the type of ship and,
in some cases, the requirements of an Administration.
Training~~m Board Ships

Organisatim and management skills are best learnt through teamwork activities and case
studies. Ammuch time as possible should be devoted to this aspect. Role playing exercises
may be designed in communications, meetings, organising drills and training sessions, to
name but a few areas, (T72). 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 thetraining 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-1111, paragraph 6). An example of one such book is that
produced by the International Shipping Federation, see T71. Extensive guidance regarding
training is given in the STCW Code Section B-1111.
The 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.
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 theirown attitudes and behaviour help
to form those of .traineesand new entrants, who will not develop desirable attitudes to required
standards if their seniors do not adopt them orif they ignore breaches of them by others, see
v12.
Training in skills
On-the-job training usually consists of putting 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, (V13).
PART B3: COURSE OUTLINE - CONTROLI-ING THE OPERATION
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. Sufficientquestions
should be directed to trainees to test that the necessary knowledge is being transferred.
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, which should be 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.
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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 internationalagreement 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 law concerning pilotage
- stowaways
- thkcarriage of the official log-book, entries and surrender of the log-book 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
3.6 Organise and Manage the Provision of Medical Care on Board

The standards of competence required by the STCW Convention are covered by IMO Model
Course 1.15, Medical Care, T67, and V16. However, officers need to know where to get
appropriate advice and how to apply it correctly. The three main sources of information are
the publications mentioned in this section.
Appendix - Stability Data
3
I
C
i Uppor Wn 3, l u p p e r W4 2
7 - -.
: Hold 3 j Hold 2
I Db. tank 7 Db. lank 6 Db. lank 5 Db. lank 4 Db. lank 3 Db. tank 2 Db. lank 1
Curves of stancal stablllty
Woiohls in tonne8 Centre of Grwity Free

Capadlies
~n
tenka
Voblnw
in m3
-
Lub. oil
(p 0.8) (p -
Died oil
0.9)
Fud oil
(p - 0 . ~ ) (p -
Fmshw.
1.0) (P -
Banarw. VCG
1.02) (moves)
From AP
(metres)
-
sudaca
I 1 x b3 m*
Forepeak 268.4 ,275.1 728 - ...14277 - 67

Db.BnkNo. 1 2 x 214.0 7438.7 lzOg '.128.'U 495
Db.tankNo.2 2x2980 W6.8 1;19- 110.64 - ,2757
Ob.tankNo.3 2 x 328.0 672.4 1.13 83.39 2836
Ob.tankNo.4 2 x328.0 672.4 1.13 75.80 2936
Ob.tMkNo.5 2 %191.3 363.5 382.2 0.78 5822 1094
W.tMkNo.6 2 %174.8 332.1 358.3 0.76 40.78 785
Db.tankNo. 7 2 % 86.3 155.3 1.34 24.68 81
Lawr Wn. No. 5 2 x 138.1 279.0 1.76 9.46 81
Lower Wn. No.6 2 x 100.8 191.5 206.6 1.89 40.63 55
Wn. Eng. Room 2 x 145 275.5 4.88 26.79- 120
Upper Wn. No. i 2 x 149.5 306.1 11.67 127.41 152
upper wn. NO. 2 2xm . 8 418.8 11.25 110.9~ 393
upper wn. ~ o3 . 2xm . 8 419.8 11.25 93.38 39.3
upper wn. NO. 4 2xm . 8 419.8 11.25 75.80 3x3
upper wn. NO.5 2 ~204.8 419.8 11.25 9.22 3x3
Upper Wn. No.6 2 x 204.8 419.8 11.25 40.60 393
After-peak 158.5 158.5 7.98 3.44 X)6
Swim. pool 32 30 30.8 21.86 2.20 24
Freshw.tank 2 x 52.4 104.8 11.40 5.27 83
Daily diesel tank 52.2 47.0 10.76 15.00 39
Daily bd UI Bnk 71.1 67.5 10.82 11.22 102
Diesel oil lank 6.0 5.4 13.9'2 2853 1
Lub. oil tank 46.0 36.0 10.76 29.81 4
Lub. cil tank 2 x 20.8 37.4 0.67 20.60 20
Totd : 207.7
I
PART 83: COURSE OUTLINE - CONTROLLING THE OPERA'TION
Loading scale
TF 17038 tonne8 deadweipht at 8.35 rn
Ships data
LOA --
159.4 rn
LBP
I3
D
--
149.35rn
20.4171
12.5rn
Net -
Gross = 11 182 tomes
5971 tomes
A (s) = 21 441 tonnes
Cb (S) = 0.765
Light ship:
Displacement 4 895 tonnes
Draught F 0 2 5 rn, A 4.62 rn. M 2.43 rn
VCG 7.8 rn
LCG from AP 61587 rn
Cargo holds:
,+,,,, ~olurne(m3) M t r e of Grav~ty

No. Gram Babs VCG(m) M A P (m)
1 , 2919 2761 783 12832
2 3571 3435 714 111 43
3 3607 3465 713 9388
4 3607 3465 713 7629
5 3603 3460 713 58 73
6 3539 3430 719 4109
Total 20852 20 017

KN Curves
Appendix - Trim Table
Tables of changcs in ccntimctres of draught forward and aft for each 100 tonnes loaded.
MIS I
FP
I
t
I
6
-: -
I r
; Upper Wn
.
5 : Upper
HOW 5
-.-0
I
i
I
HoM 4
-. i
Wn 4
r
7 -
Hodd 3
1 r
Upper Wh 3, *per
j Hodd 2
Wh
A
6 :LowrWfi5
.
--.,
.
- -t-.- -- .-- - L -
-. .
- B
. 7
~ b tank Db.tank 6 Db. lank 5 Db. tank 4 ~ btank
. 3 Db. tank 2 DO.tank 1
I
o 10' n' 30 4d 5d 6d m1 4 Pd lml 110' 120 130 140 lam

.
3.0m Drought
I
F -16 -13 -10 -6 -1 +4 +9 +14 -18 +23 1F
I
+26 +22 t19 t15 +10 +5 0 -6 -1 1 -15 A

L --
6.0m Draught
1
I
F -15 -10 -8 -4 o iI +4 +a +12 +16 +20 F
I
A +23 +19 t17 +13 +8 i +4 o -4 -9 1-12 A
I I
9.0m Draught
Example - Find the draughts after loading 250 tonnes in No. 2 hold.
Initial draught forward 5.76 m aft 6.38 m

Correction +0.30 -0.10 (~JJ
250
x tabulated values)
New draught 6.06 m 6.28 m
Notes 1. Interpolation can be used for intermediate draughts.

2. Reverse the signs of the corrections for discharged weights.

Introduction



describes related activities which make up a professional discipline or traditional departmental
responsibility on board.
In this Model course there are three functions:

Management Level.
comprises a number of competences. For example, the Function 3, Controlling the Operation
of the Ship and Care for Persons on board at the Management Level, comprises a number of
COMPETENCES. Each competence is uniquely and consistently numbered in this model
course.
In this function the competence is Control trim, stability and stress. 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.
PART C3: DETAILED TEACHING SYLLABUS -CONTROLLING THE OPERATION OF THE SHlP
AND CARE FOR PERSONS ON BOARD AT THE MANAGEMENT LEVEL
outcomes. For example, the above competence comprises three training outcomes. The first
is concerned with the fundamental principles of FUNDAMENTAL PRINCIPLES OF SHlP
CONSTRUC'rION,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 .I. For clarity training outcomes
are printed in black on grey, for example TRAINING OUTCOME.

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

3.1 .I .2 Welding
3.1 .I .3 Bulkheads
trainee should corr~pleteand which collectively specify the standard of competence 'that the
topic 3.1 .I
.I,to meet the Required performance, the trainee should be able to:
- 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 society
surveyors who stamp it with approval 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 performancesare placed
immediately following the JMI~~N~P@~YTCOME title.
It is not intended that lessons are organised to follow the sequence of Required performances
listed in the Tables. The Syllabus Tables are organised to match with the competence in the
STCW Code Table A-1112. Lessons and teaching should follow college practices. It is not
necessary, for example, for ship building materials to be studied before stability. What is
necessary is that all the material is covered and that teaching is effective to allow trainees to
meet the standard of the Required performance.
COMPETENCE 3.1 Control Trim, Stability and Stress IMO Reference
'TRAINING OUTCOMES: STCW Code

Table A-1112
3.1.1 FUNDAMENTAL PRINCIPLES OF SHlP CONSTRUCTION

TRIM AND STABILITY
3.1.2 EFFECT ON TRIM AND STABILITY IN THE EVENT OF

DAMAGE AND FLOODING
3.1.3 KNOWLEDGE OF IMO RECOMMENDA-TIONS

CONCERNING SHlP STABILITY
FUNCTION 3: CONTROLLING THE OPERATION OF SHlP AND CARE FOR
PERSONS ON BOARD AT THE MANAGEMENT LEVEL
3.1.I FUNDAMENTAL PRINCIPLES OF SHlP CONSTRUCTION, TRIM

AND STABILITY
Textbooks: T I 1 , T I 2, T35, T58, T69

Teaching aids: A l , 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

7-
classification societies
- states that shipbuilding steel is tested and graded by classification society

surveyors, who stamp it with approval marks
- explains that mild steel, graded A to 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 a
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:
-Z ---
-yield point
z-=- - 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
1.2 Welding (3 hours)

- describes the process of manual electric arc welding
- explains the purpose of flux during welding
- describes briefly the automatic welding processes, electro-slag, TIG and MIG
- describes butt, lap and fillet welds
- describes the various preparations of a plate edge for welding
- explains what is meant by a full-penetration fillet weld
- explains what is meant by 'single pass', 'multipass' and 'back' run
- explains how welding can give rise to distortion and describes measures which
are taken to minimize it
- describes the use of tack welding
- describes weld faults:

- lack of fusion
- no inter-run penetration
- lack of reinforcement
- lack of root penetration
- slag inclusion
- porosity
- overlap
- undercut
- states that classification societies require tests on weld materials and
electrodes before approving them
- describes gas cutting of metals
- states that transverse bulkheads serve to subdivide a ship against flooding and
spread of fire, to support decks and superstructures and to resist racking
stresses
- distinguishes between watertight, non-watertight and oil-tight or tank bulkheads
- defines:
- margin line
- bulkhead deck
- weather tight
- states that cargo ships must have:

- a collision bulkhead, watertight up to the freeboard deck, positioned not
less than 5% of the length of the ship (or 10 metres, whichever is the less)
and not more than 8% of the length of the ship from the forward
perpendicular
- an afterpeak bulkhead enclosing the stern tube and rudder trunk in a
watertight compartment
- a bulkhead at each end of the machinery space
FUNCTION 3: CONTROLLING THE OPERATION OF SHIP AND CARE FOR
PERSONS O N BOARD AT THE MANAGEMENT LEVEL
- explains that cargo ships require additional bulkheads, as laid down by

classification society rules, according to their length
- describes the construction of a watertight bulkhead and its attachments to

sides, deck and tank top
- describes how water tightness is maintained where bulkheads are pierced by

longitudinal, beams or pipes
- states the rule regarding penetrations of the collision bulkhead
- states that watertight floors are fitted directly below main watertight bulkheads
- explains that oil tight bulkheads and bulkheads forming boundaries of tanks are
built with heavier scantlings than watertight bulkheads
- describes how bulkheads are tested for tightness
- gives examples of non-watertight bulkheads
- explains the purpose of washing bulkheads in cargo tanks or deep tanks
- states longitudinal bulkheads serve to subdivide liquid cargoes, provide

additional longitudinal support and reduce free surface effect
- distinguishes between Cofferdam, Flat plate and Corrugated bulkhead

construction
- explains the use of cross ties in tanker construction
1.4 Watertight and Weather tight Doors (3 hours)

- states that openings in watertight bulkheads must be fitted with watertight doors
- 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
explains that weather tight 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
states that all watertight doors in main transverse bulkheads, in use at sea,
must be operated daily
MASTER AND C H I E F MATE
- 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
1.5 Corrosion and its Prevention (4 hours)

- 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)
- 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
- lists common paint vehicles as:

- drying oils
- oleo-resins
- alkyd resins
- polymerizing chemicals
- bitumen
and states the suitability of each for various applications
- describes the action of anti-fouling paint

- describes the use of self-polishing anti-fouling paint, and the proposed banning
of Tributyltin (TBT)
- 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
1.6 Surveys and Dry-docking (2 hours)

- 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
- 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 crew's quarters and working areas
- states that the inspections listed above are also required for the annual
inspection under the International Convention on Load Lines, 1966
- lists the items to examine in dry-dock as:

- shell plating
- cathodic protection fittings
- rudder
- stern 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:
where S = surface area in m2

A = displacement in tonnes
L = length of ship in metres
1.7 Stability (83 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
states Simpson's first rule as
where: A = area under curve

h = interval length
y, , y, , y, 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 (y, +3y, +3y,+ y,) / 8
where: A = area
h = interval length
y,, y, y, y, 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 that the second and should be used
in preference where possible
FUNCTION 3: CONTROLLING T H E OPERATION O F SHIP A N D C A R E F O R
PERSONS O N BOARD A T T H E MANAGEMENT LEVEL
- states that errors can be reduced by using a smaller interval
- states the 5, 8, -1 rule as A = h(5y, + 8y2 - y,)/12

where: A = area between first and second ordinates
h = interval length
y,, y, y, 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
Effects of Density
- given the density of the water in the dock, calculates the displacement for a
particular draught from the seawater displacement for that draught extracted
from hydrostatic data
- calculates the TPC for given mean draught and density of the dock water
- derives the formula FWA = A cm, where A is the displacement in

40 TPC
salt water in tonnes at the summer load line and TPC is the tonnes per
centimetre immersion in salt water at the summer load line
- states that FWA only applies when the ship is floating at or near its summer
load line
- explains why the density of the water in the dock should be taken at the same
time as the draughts are read
- states that the rise of G due to free surface affect (in metres)
= inertia of tank (m4) x density of liquid in tank

-
.. . ..: . Displacement of the ship in tonnes
.-
_ dT
-- where the density of the liquid is measured in tonne/m3
- states that the inertia of the tank (I) is the second moment of area of the liquid
surface about a fore-and-aft axis through the centre of area
- states that for a rectangular tank, I = Lb3

12
L = length of tank
b = breadth of tank
I = second moment of area about a fore-and-aft axis through the centre
-
deduces from the above objective that halving the breadth of a tank reduces
the free surface effect to one eight of its original value
- deduces that 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 a capacity table 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 on arrival at destination
Stability at Moderate and Large Angles of Heel

- states that the formula GZ = GM sin 8 does not hold for angles in excess of
about 10"
states that the initial KM is calculated from
uses a metacentric diagram to obtain values of KM, KB and BM for given

draughts
states that the transverse BM = _L

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 =

12
where: L is the length of the waterplane;
B is the breadth of the waterplane
shows that, for a box-shaped vessel, KM = +

12d 2
where: d = draught
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 + tan2 8) sin 8

2
and other relevant data, calculates the value of GZ for a stated angle of heel
FUlVCTlON 3: CONTROLLING T H E OPERATION O F SHIP AND CARE FOR
PERSONS O N BOARD A T THE MANAGEMENT LEVEL
COMPETENCE 3.1 C o n t r o l Trim, S t a b i l i t y a n d S t r e s s I M O Reference
- shows that, for small angles of heel, the term tan2 0

2
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
- 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
...
.A:~-.-z.=-
.
---
..- -. >
.
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 stability R1, R2

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
(LCB)
- states that a ship trims about the centre of flotation until LCG and LCB are in the
same vertical line
- 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 LCB 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) = A 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 = A x GG1

MCT I c m
- 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
- 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
FUNC-TIOW 3: CONTROLLIIVG T H E O P E R A T I O N O F SHIP A N D C A R E F O R
P E R S O N S ON B O A R D A T T H E MANAGEMENT L E V E L
- 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
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 R6
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
pos~tion
-
Approximate GM by Means of Rolling Period Tests R1, R6

- 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:
where: f = rolling factor

B = breadth of the ship
Tr = rolling period in seconds
- states that the formula may be given as:
GMo =
Tr
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 = 1 .

P
calculates GMo
- states the limitations of the method

- states the limitations of the method states that when construction is
completed, a ship undergoes an inclining test to determine the displacement
and position of the centre of gravity, KG and LCG, in the light ship condition
- states that the displacement and KM are calculated from the observed
draughts and the ship's lines plans, making allowance for density of water and
trim
- 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 R2
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-inclinedwhenever, in comparison with the

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
FUNCTION 3: CONTROLLINGTHE OPERATION OF SHIP AND CARE FOR
- - -
COMPETENCE 3.1 C o n t r o l Trim, Stability and Stress IMO Reference
Recommendation on Intact Stability for Passenger and Cargo R1, R6

Ships under 100 Metres in Length
- describes the general precautions to be taken against capsizing
- states the recommended criteria for passenger and cargo ships
- given the initial metacentric height and the GZ curve, determines whether the
ship meets the recommended criteria
- states that stability information should comprise:

- stability characteristics of typical loading conditions
- information to enable the master to assess the stability of the ship in all
loading conditions differing from the standard ones
- information on the proper use of anti-rolling devices, if fitted
- information enabling the master to determine GMo by means of a rolling test
- corrections to be made to GMo forfree 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
- states the additional criteria recommended for passenger ships
- states that the information includes a curve or table giving, as a function of the
draught, the required initial GM which ensures compliance with the
recommendations on intact stability
Intact Stability Requirements for the Carriage of Grain

- states the intact stability requirementsfor the carriage of grain
- states that before loading bulk grain the master may be required to
demonstrate that the ship will comply with the stability criteria at all stages of
the voyage
- states that the ship must be upright before proceeding to sea
-.- states that grain loading information includes:

--
- <,. --7 - curves or tables of grain heeling moments for every compartment, whether
- -- . filled or partly filled
-tables of maximum permissible heeling moments or other information
sufficient to allow the master to demonstrate compliance with the requirements
- details of the requirements for temporary fittings and the provisions for the
bundling of bulk grain
-typical loaded service departure and arrival conditions and, where necessary,
intermediate worst service conditions
- a worked example for the guidance of the master
- loading instructions in the form of notes summarizing the requirements of
SOLAS, chapter VI
- explains what are volumetric heeling moments
- states that heeling moment = volumetric heelina moment

stowage factor
- states how the vertical shift of grain surlaces is taken into account in filled
compartments and in partly filled compartments
- calculates the heeling arm, Ao, from:

Ao = Volumetric heelinq moment
stowage factor x displacement
MASTER AND C H I E F MATE
COMPETENCE 3.1 Control Trim. Stabilitv and Stress IMO Reference
- draws the heeling-arm curve on the righting-arm curve for a given ship and KG,
corrected for free surface liquid, and:
- determines the angle of heel
- using Simpson's rules, calculates the residual dynamical stability to the
angle laid down by Regulation 4 of SOLAS chapter VI
- compares the results of the calculations in the above objective with the criteria
set out in Regulation 4 and states whether the ship complies with the
requirements or does not comply
Rolling of Ships
- describes the effect on G M 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
- 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 = K
r
where: M = mass of the ship in tonnes

v = speed in metres per second
r = radius of turn in metres
F = centripetal force.in kilonewtons
- explains how the force acting at the centre of lateral resistance can be replaced
by an equal force acting through the centre of gravity and a heeling couple equal
to the force x vertical separation between the centre of lateral resistance and the
centre of gravi ,
-I
Mv2 KG - 4
r 2 P
Cos 8
- states that the ship will heel until the resulting righting moment equals the
heeling couple, i.e.
where: g = acceleration due to gravity

8 = angle of heel
- given the relevant data, calculates the angle of heel from
FUNCTION 3: CONTROLLING T H E OPERATION O F SHIP AND C A R E FOR
PERSONS O N BOARD AT T H E MANAGEMENT LEVEL
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
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
by taking moments about the centre of buoyancy, shows that, for a small angle
of heel, 8 ,
righting moment = A x GM sin 8 - P x KM sin 8
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
A
by using the equation in the above objective and KM + KG + GM, shows that
righting moment = (A - P) x GM sin 0 - P x KG sin 8
- shows that the righting lever is that for a ship of displacement (A - P) and with
metacentric height reduced by P x KG
A -P
- explains that the righting moment remains positive providing A x GM is greater

than P x KM or equivalently, (A - 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

- 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
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
Textbooks: T I 1
Teaching aids: A1
2.1 Effect of Flooding on Transverse Stability and Trim (9 hours) R1

- 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 compartment that is flooded by salt
water can be approximated by
moment = length x (breadth)3 x 1.025112
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 hold the ship's displacement and its centre
of gravity are unchanged
explains that a heeling arm is produced, equal to the transverse separation of

G and the new position of B for the upright ship
- states that the area of intact waterplane is reduced by the area of the flooded
spaces at the level of the flooded waterline multiplied by the permeability of
the space
- states that if the flooded space is entirely below the waterline there is no
reduction in intact waterplane
- calculates the increase in mean draught of a ship, given the TPC and the
dimensions of the flooded space, using
increase in draught = volume of lost buoyancy

area of intact waterplane
- states that the height of the centre of buoyancy above the keel increases by
about half the increase in draught due to flooding
- states that a reduction in waterplane area leads to a reduction in the second

moment of area (I)
- uses the formula BM =Ito explain why the BM of a ship is generally less
v
when bilged that 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 for a rectangular surface
12v
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 x lost area x (distance from ~entreline)~

intact waterplane area displaced volume
this is oriqinal waterplane area x Ibd 2/ V

intact waterplane area
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 (CF) from the centreline, using
F = M
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
FUNCTION 3: CONTROLLING T H E OPERATION O F SHIP AND C A R E FOR
COMPETENCE 3.1 C o n t r o l T r i m , S t a b i l i t y and Stress I M O Reference
- shows that the heeling arm is given by
heeling arm = lost buoyancy (tonnes) x transverse distance from new CF

displacement
- 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
- states that, for small angles of heel, 0,
tan 0 = heelinq 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 oriqinal CF

- 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 centroid/displaced volume;
this is bL3 for a rectangular surface
12v
where: L is length of lost area

B is breadth of lost area
V is displaced volume = displacement
density of water
- oriqinal waterplane area x lost area x jdistance from CF)

intact waterplane area displaced volume
this is oriqinal waterplane area x bld2lv

-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 l c m , given,
reduction of MCT l c m = 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 effects on centre of gravity of slack tanks
- 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 super structure
- describes the effect of water absorption by deck cargo and retention of water on
deck
- describes stability requirements for dry docking

R1
- demonstrates understanding of angle of loll
- states precautions to be observed in correction of angle of loll
- explains the dangers to a vessel at an angle of loll
- describes effects of wind and waves on ships stability
- lists the main factors which affect the rolling period of a vessel
- explains the term synchronous rolling and describes the dangers associated with
it
- describes the actions that can be taken to stop synchronous rolling
3.1.3 IMO RECOMMENDATIONS CONCERNING SHIP STABILITY
Text books:
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, R2
- demonstrates correct use of IMO Grain Regulations
- explains how grain healing moment information is used
- describes the requirements for passenger ship stability after damage

R2
- explains how the effects of steady and gusting winds are determined
- states the minimum IMO stability requirements with respect to wind heeling R6
under current regulations
TRAINING OUTCOME:

STCW
3.2.1 INTERNATIONAL MARITIME LAW EMBODIED IN Code
INTERNATIONAL AGREEMENTS AND CONVENTIONS, Table A-1112
WITH PARTICULAR REGARD TO CERTIFICATES AND
DOCUMENTS TO BE CARRIED ON BOARD BY
INTERNATIONAL CONVENTIONS; RESPONSIBILITIES
UNDER THE RELEVANT REQUIREMENTS OF THE
INTERNATIONAL CONVENTION ON LOAD LINES,
SAFETY OF LIFE AT SEA, PREVENTION OF POLLUTION
FROM SHIPS, AND METHODS OF AID TO PREVENT
POLLUTION OF THE MARINE ENVIRONMENT ;
REQUIREMENTS OF THE INTERNATIONAL HEALTH
REGULATIONS; AND NATIONAL LEGISLA-TION FOR
IMPLEMENTING INTERNATIONAL AGREEMENTS AND
CONVENTIONS
COMPETENCE 3.2 Monitor a n d C o n t r o l Compliance w i t h Legislative IMO Reference

Requirements
3.2.1 INTERNAT~NALMARITIME LAW EMBODIED IN

INTERNATIONAL CONVENTIONS
Textbooks: T I 9
Teaching aids: A l , V3, V5, V6, V7, V8
1.1 Certificates and Other Documents Required to be Carried on

Board Ships by lnternational Conventions (1 hour)
- lists the following certificates and states their periods of validity:
- Certificate of Nationality (the ship's register)
- lnternational Tonnage Certificate
- (Panama and Suez Canal Tonnage Certificates)
- lnternational Load Line Certificate (1966)
- Passenger Ship Safety Certificate
- Cargo Ship Safety Construction Certificate
- Cargo Ship Safety Equipment Certificate
- Cargo Ship Safety Radiotelegraph Certificate
- Cargo Ship Safety Radiotelephony Certificate
- lnternational Certificate of Fitness for the Carriage of Dangerous Chemicals in
Bulk
- lnternational Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
- lnternational Oil Pollution Prevention Certificate
- lnternational Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk
- lnternational Sewage Pollution Prevention Certificate (1973)
- Certificate of financial security required under the lnternational Convention on
Civil Liability for Oil Pollution Damage, 1969
- Special Trade Passenger Ship Safety Certificate
-Special Trade Passenger Ship Space Certificate
- Exemption certificates, where applicable
- register of, and certificates for, cargo-handling appliances
- licence (s) for the ship radio station
- INMARSAT access authorization certificate
- lists the following documents which should be available on board:

- Classification Society Certificates for Hull and Machinery, and where
appropriate, Refrigerating Machinery and Cargo-handling Appliances
- Anchor and Chain Cable Certificate
- Inflatable Liferaft Inspection Certificates
- Stability, Loading and Ballasting Information
- Damage Control Plan and Booklets
- Document of Authorization for Grain Loading
- Oil Record Book
- Official Log-book; Deck, Engine-room and Radio Log-books
- Articles of Agreement with the Crew
- Seamen's Discharge Books
- Certificates for Competency of Officers and Ratings
- Minimum Safe Manning Document
- Safety Management Certificate
- copy of the owner's or manager's Document of Compliance
FUNCTION 3: CONTROLI-ING T H E OPERATION O F T H E SHIP AND C A R E F O R
PERSONS O N B O A R D AT T H E MANAGEMENT L E V E L
C O M P E T E N C E 3.2 M o n i t o r a n d C o n t r o l C o m p l i a n c e with L e g i s l a t i v e IMO R e f e r e n c e

Requirements
- lists as minimum additional documents required at arrival or departure:

- general declaration
- cargo declaration
- dangerous goods manifest or plan
- ship's stores declaration
- crew's effects declaration
- crew list
- passenger list
- Deratting or Deratting Exemption Certificate
- Maritime Declaration of Health
1.2 Responsibilities under the Relevant Requirements of the

international Convention on Load Lines (1 hour)
- states that, after repairs or alterations, a ship should comply with at least the
requirements previously applicable and that, after major repairs or alterations,
the ships should comply with the requirements for a new ship in so far as the
Administration deems reasonable and practicable
- states that a ship to which the Convention applies must comply with the
requirements for that ship in the zones and areas described in Annex II, as
amended
- eplains the treatment of a port lying on the boundary between two zones or
aeas
- shtes 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
- slates 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)
- stales 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
- rnaerials required for consumption between the point of departure and the sea
- describes the requirements for initial and periodical surveys
- describes the requirements for periodical inspections and lists the fittings and
appliances which are inspected
- states that the periodical inspections should be endorsed on the International
Load Line Certificate (1966)
- 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 an International Load Line Certificate (1966) should be issued to
every ship which has been surveyed and marked in accordance with the
Convention or an lnternational Load Line Exemption Certificate should be issued
to a ship which has been granted exemption
- explains the circumstances in which an International Load Line Certificate (1 966)

would be cancelled by the Administration
- describes the information which should be supplied to the master concerning

the loading and ballasting of the ship and its stability under varying conditions of
service
COMPETENCE 3.2 Monitor and Control Compliance with Legislative IMO Reference
Requirements
- describes the contents of the record of conditions of assignment which should

be supplied to the ship
1.3 Responsibilities under the Relevant Requirements of the

International Convention for the Safety of Life at Sea (2 hours) R2
- states the obligations of the master concerning the sending of danger
messages relating to dangerous ice, a dangerous derelict, other dangers to
navigation, tropical storms, sub-freezing air temperature with gale force winds
causing severe ice accretion or winds of force 10 or above for which no storm
warning has been received
- lists the information required in danger messages
- states that when ice is reported near his course, the master of every ship at
night is bound to proceed at a moderate speed or to alter his course so as to
go well clear of the danger zone
- states that the use of an international distress signal, except for the purpose of
indicating that a ship or aircraft is in distress, and the use of any signal which
may be confused with an international distress signal are prohibited
- states the obligations of the master of a ship at sea on receiving a signal from
any source that a ship or aircraft or a survival craft thereof is in distress R2 Ch.V
- explains the rights of the master of a ship in distress to requisition one or more Reg.10
ships which have answered his call for assistance
- explains when the master of a ship is released from the obligation to render
assistance
- describes the requirements for the carriage of navigational equipment
- states that all equipment fitted in compliance with Reg. Vl12 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 A.481 (XII), Principles of Safe Manning
- states that in areas where navigation demands special caution, ships should R2
have more than one steering gear power unit in operation when such units are
capable of simultaneous operation
- describes the procedure for the testing of the ship's steering gear before
departure
- describes the requirements for the display of operating instructions and

change-over procedures for remote steering gear control and steering gear
power units
- describes the requirements for emergency steering drills
- lists the entries which should be made in the log-book regarding the checks
and tests of the steering gear and the holding of emergency drills
- states that all ships should carry adequate and up-to-date charts, sailing
directions, lists of lights, notices to mariners, tide tables and other nautical
publications necessary for the voyage
FUNCTION 3: CONTROLLING THE OPERATION OF THE SHIP AND CARE FOR
Requirements
- states which ships should carry the International Code of Signals
1.4 Responsibilities under the lnternational 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
- 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 part 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 R19

- states the duration of validity of the cerlificate
- explains that ships which have been surveyed and cedified 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

Requirements
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
1.5 Maritime Declarations of Health and the Requirements of the

lnternational Health Regulations
Arrival Documents and Procedures (4 hours)

lnternational Health Regulations (1969) as amended (IHR)
- defines for the purposes of these regulations:
- arrival of a ship
- baggage
- container or freight container
- crew
- diseases subject to the Regulations
- disinsecting
- epidemic
- free pratique
- health administration
- health authority
- infected person
- in quarantine
- international voyage
- isolation
- medical examination
FUNCTION 3: CONTROLLING T H E OPERATION OF T H E SHIP AND C A R E FOR
P E R S O N S O N B O A R D AT T H E MANAGEMENT LEVEL
C O M P E T E N C E 3.2 Monitor a n d Control Compliance w i t h Legislative I M O Reference

Requirements
-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
-rr
any port, but ~fthe port is not equipped for applying the health measures which
in the oplnion of the health authority of the port are requ~red,the ship may be
-- ordered to proceed at its own risk to the nearest suitable port convenient to ~t
- 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 or1 board
- states that ships should be permanently kept free of rodents and the plague
vector or be periodically deratted
Requirements
- describes the requirements for the issue of a Deratting Certificate or a

Deratting 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

arrival of a healthy ship from an infected area
Cholera
- 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
Documents
- states that bills of health or any other certificates concerning health conditions
of a port are not require 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
Convention on Facilitation of International Maritime Traffic, 1965,

as amended (FAL 1965)
- states that the purpose of the Convention is to facilitate maritime transport by
simplifying and reducing to a minimum the formalities, documentary
requirements and procedures on the arrival, stay and departure of ships
engaged in international voyages
- explains that the Convention lays down 'standards' and 'recommended

practices' regarding documentation and procedures for facilitating international
maritime traffic
FUNCTION 3: CONTROLLING THE OPERATION O F THE SHIP AND CARE FOR
Requirements
- lists the documents which should be the only ones required by public
authorities for their retention on arrival or departure of ships to which the
Convention applies
explains that the provisions do not preclude the requirement for the
presentation for inspection by the appropriate authorities of certificates and
other papers concerned with registry, measurement, safety, manning and other
related matters
states that IMO has produced standard forms for:

- general declaration
- cargo declaration
- ship's effects declaration
- crew's effects declaration
- crew list
- passenger list
explains that arrival procedures may be expedited by:

- providing the public authorities concerned with an advance message
giving the best ETA, followed by any information as to change of time, and
stating the itinerary of the voyage
- having ship's documents ready for prompt review
- rigging a means of boarding while the ship is en route to the berth or
anchorage
-providing for prompt, orderly assembling and presentation of persons on
board, with necessary documents for inspection, including arrangements for
relieving crew members from essential duties
Noting Protests
- explains that a 'note of protest' is a declaration by the master of circumstances
beyond his control which may give, or may have given, rise to loss or damage
- states that protests are made before a notary public, magistrate, consular
officer or other authority
- states that protests should be noted as soon as possible, and in any case,
within 24 hours of arrival in port
- states that, at the time of noting protest, the master should reserve the right to
extend it
- -.-
states that protests concerning cargo damage should be made before starting
to unload
- explains that, although there is no requirement to use a special form, it is usual

to do so
- explains that statements under oath are taken from the master and other
members of the crew and that such statements must be supported by
appropriate entries in the log-book, which must be produced
- states that certified copes of the note of protest should be forwarded to the
owners and one copy retained on board
- explains why protest should be noted at each discharging port and not just at
the first port of call
- states that a note of protest is advisable when:

- during the voyage the ship has experienced weather conditions which may
result in damage to cargo
-the ship is in any way damaged, or there is reason to suspect that damage
may have occurred
- normal ventilation of perishable cargo has not been practicable on account of
weather
Requirements
-cargo is shipped in such a condition that it is likely to deteriorate during the

voyage (bills of lading must be appropriately endorsed)
-the charterer or his agent commits any serious breach of the terms of the
charter party
- consignees fail to discharge cargo, take delivery or pay freight in accordance
with the terms of a charter party or bill of lading
- any general average act has occurred
- states that, in cases where damage is found to have occurred, it is necessary to
extend protest to support claims
- states that the master should consult his owner's agent about the local
requirement and practice for extending a protest
- states that the master must normally appear in person accompanied by a

number, depending upon local custom, of crew members as witnesses
1.6 Responsibilities under International Instruments affecting the

Safety of the Ship, Passengers, Crew and Cargo (23 hours) R33
Convention Concerning Minimum Standards in Merchant Ships,

1976 (No.147)
- states that, except as otherwise provided, the Convention applies to every sea-
going ship engaged in the transport of cargo or passengers
- states that national laws or regulations should determine when ships are to be
regarded as sea-going ships
- describes the undertaking of each Member which ratifies the Convention to

have laws or regulations laying down safety standards, hours of work, manning
and social security measures
- states that national laws and regulations should also be laid down regarding
shipboard conditions of employment and shipboard living arrangements
- states that adequate procedures, subject to supervision by the competent

authority after tripartite consultation amongst that authority and representative
organizations of shipowners and seafarers, should exist for the engagement of
seafarers in its territory and for the investigation of complaints in that
connection
- states that a reporting procedure should be established for dealing with certain
complaints
- explains that a Member undertakes to verify by inspection or other appropriate

means that ships in its registry comply with ILO conventions in force which it
has ratified
- states the undertaking to hold an official inquiry into any serious marine
casualty involving ships registered in its territory, particularly those involving
injury or loss of life
- explains the procedure which may be followed by a Member which has ratified
the Convention on receiving a complaint or obtaining evidence that a visiting
ship does not conform to the standards of this Convention
- states that the ship should not be unreasonably detained or delayed

F U N C T I O N 3: CONTROLLING T H E OPERA'TION O F T H E SHIP A N D C A R E F O R
P E R S O N S ON B O A R D A T T H E M A N A G E M E N T LEVEL
COMPETENCE 3.2 M o n i t o r a n d C o n t r o l C o m p l i a n c e with L e g i s l a t i v e IMO Reference

Requirements
- defines the term 'complaint' for the purpose of Article 4
* Convention Concerning Seamen's Articles of Agreement, 1926

(No.22)
- states that the Convention applies to all sea-going vessels registered in the
country of any Member and to the owners, masters and seamen of such
vessels
- defines, for the purpose of the Convention:

- vessel
- seaman
- master
- home trade vessel
- states that the articles of agreement should be signed both by the shipowner or
his representative and by the seaman, who should be given reasonable
facilities to examine them before signing
- states that the seaman should sign the agreement under conditions prescribed
by national law and adequate supervision by the competent authority
- states that the prescribed conditions should be deemed to have been fulfilled if
the competent authority certifies that the provisions of the agreement have
been laid before it in writing and have been confirmed both by the shipowner of
his representative and the seaman
- states that national law should make adequate provision to ensure that the
seaman has understood the agreement
- states that the agreement should contain nothing contrary to national law or the
provisions of the present Convention
- states that the agreement should not contain any stipulation by which the
parties purport to contract in advance to depart from the ordinary rules as to
jurisdiction over the agreement
- states that every seaman should be given a statement containing a record of

his employment on board the vessel
=>
-. states that the form of the document and the particulars to be entered in ~t
should be determined by national law, but it should not contain any statement
as to the qual~tyof the seaman's work or as to his wages
- states that the agreement may be made either for a definite period or for a
voyage or, if permitted by law, for an indefinite period
- states that the agreement should state clearly the respective rights and
obligations of each of the parties
- lists the particulars which the articles of agreement should in all cases contain
- explains the procedure for the termination of an agreement for an indefinite

period by either party
- lists the circumstances in which an agreement is duly terminated
- states that the circumstances in which the owner or master may immediately
discharge a seaman are determined by national law
- states that the circumstances in which the seaman may demand his immediate
discharge are determined by national law
Requirements
- describes certain social and welfare cases in which a seaman may claim his
discharge
- states that the seaman in such cases is entitled to his wages up to the time of
leaving his employment
- explains that whatever the reason for the termination of the agreement, an entry
should be made in the document issued to the seaman in accordance with
Article 5 and, at the request of either party, be endorsed by the competent
public authority
- states that a seaman has a right, in addition to the record mentioned above to
obtain from the master a separate certificate as to the quality of his work or,
failing that, a certificate indicating whether he has fully discharged his
obligations under the agreement
Convention Fixing the Minimum Age for the Admission of Children R33
to Employment at Sea (Revised 1936) (No.58)
- states that children under the age of fifteen years shall not be employed or work
on vessels, other than vessels upon which only members of the same family
are employed
- states that in order to facilitate the enforcement of the provisions of the

Convention, every ship master is required to keep a record of all persons under
the age of sixteen years employed on board his vessel, or a list of them in the
articles of agreement, and of the dates of their births
Convention Concerning Minimum Age for Admission to

Employment, 1973 (IVo.138)
- explains that each Member for which this Convention is in force undertakes to
pursue a national policy designed to ensure the effective abolition of child
labour and to raise progressively the minimum age for admission to
employment or work to a level consistent with the fullest physical and mental
development of young persons
- states that each Member which ratifies this Convention must specify a minimum
age for admission to employment which in any case should not be less than
fifteen years
- explains that national laws or regulations should prescribe the registers to be

kept by the employer of persons whom he employs and who are less than 18
years of age
Convention Concerning Certification of Ships' Cooks, 1946

(N0.69)
- explains the scope of application
- defines the term 'ship's cook'
- explains that no person may be engaged as ship's cook on board any vessel
unless he holds a certificate of qualification as a ship's cook granted in
accordance with the provisions of the present Convention
- states that the competent authority should make specified arrangements for the
holding of examinations and for the granting of certificates of qualification
FUNCTION 3: CONTROLLING THE OPERATION O F T H E SHIP AND C A R E FOR
COMPETENCE 3.2 M o n i t o r a n d Control C o m p l i a n c e w i t h Legislative IMO Reference

Requirements
Convention Concerning the Certification of Able Seamen, 1946 R33

(No. 74)
- explains that no person, other than a person who by national laws or
regulations is deemed to be competent to perform any duty which may be
required of a member of the crew sewing in the deck department, shall be
engaged on any vessel as an able seaman unless he holds a certificate of
qualification as able seaman granted under the present Convention
- explains that the competent authorities should make specified arrangements for
holding examinations and for the granting of certificates of qualification
- states that the prescribed minimum age of an able seaman is to be not less
than eighteen years
- explains that the prescribed minimum period of service at sea is thirty-six
months, but that it may be reduced in respect of approved training
- states that the prescribed examination should provide a practical test of the
candidate's knowledge of seamanship and of his ability to carry out all the
duties that may be requested of an able seaman, including those of a lifeboat
man
Recommendation Concerning Vocational Training of Seafarers

(Recommendation No.137)
- explains that the Vocational Training (Seafarers) Recommendation, 1970
applies to all training for the performance of duties of persons in the deck,
engine, radio and catering departments or general purpose crews, except
fishermen
states that the Recommendation is a comprehensive instrument containing

detailed provisions on the basic objectives of training policy, the organization
and co-ordination of training, the financing of training schemes for seafarers,
advanced training courses and training methods
- describes the general recommendations contained in each of its various

sections
Convention Concerning Wages, Hours of Work on Board Ship and ~ 3 3

Maming (Revised 1958) (No.109)
- explains that the Convention lays down minimum wage rates for able seamen
and normal hours of work for officers and ratings when the vessel is at sea, in
port and on days of arrival and departure
- explains that the Convention allows for regulation by national laws or

regulations or by collective agreements between the organizations of
shipowners and seafarers concerning basic wage rates and compensation for
overtime worked in excess of normal hours
Requirements
- states that time spent in:

- work that the master deems to be necessary ad urgent for the safety of the
vessel, cargo or persons on board
- work required by the master for the purpose of giving assistance to other
vessels or persons in distress
- musters and fire, lifeboat and similar drills of the kind prescribed by the
SOLAS convention
- extra work for the purposes of customs or quarantine or other health
regulations
- normal and necessary work by officers for the determination of the ship's
position and for making meteorological observations
- extra time required for the normal relieving of watches
is not included in normal hours or considered as overtime
- states that no person under the age of sixteen should work at night
- defines 'night' for the purpose of Article 20
- explains that every ship to which the Convention applies should be sufficiently
and efficiently manned for the purposes of:
- ensuring the safety of life at sea
- giving effect to the provisions regarding hours of work
- preventing excessive strain upon the crew and avoiding or
minimizing as far as practicable the working of overtime
- states that efficient machinery for the investigation and settlement of complaints
and disputes regarding manning should be maintained and should involve
participation of representatives of organizations of shipowners and seafarers
Convention Concerning Vacation Holidays with Pay for Seafarers ~ 3 3

(Revised 1949) (IVo.91)
- states to whom the Convention is applicable
- describes the entitlement to paid vacation holidays
- states that no person may be required to take the vacation due to him at a port
other than a port in the territory of engagement or a port in his home territory
- states that a seafarer should receive his usual remuneration for the full period
of the vacation due
- states that any agreement to relinquish the right to an annual vacation holiday
with pay or to forgo such a holiday is void
- explains the entitlement of a seafarer whose employment ceases before taking

a vacation holiday due to him
Convention Concerning Annual Leave with Pay for Seafarers, R33

1976 (No. 146)
- states that this Convention revises the Paid Vacations (Seafarers) Convention
(Revised), 1949 and raises the minimum leave to 30 days for one year of
service
- explains that, under conditions to be determined by the competent authority,

service off articles and absence from work for approved maritime vocational
training and other specified reasons is to be counted as part of the period of
service
F U N C T I O N 3: C O N T R O L L I N G T H E OPERATION O F T H E S H I P AND C A R E F O R
P E R S O N S O N B O A R D A T T H E M A N A G E M E N T LEVEL
C O M P E T E N C E 3.2 Monitor and C o n t r o l C o m p l i a n c e w i t h L e g i s l a t i v e IMO Reference

Requirements
- states that, in general, the annual leave with pay should be an uninterrupted
period and a seafarer taking annual leave should be recalled only in cases of
extreme emergency, with due notice
- states where a seafarer may be required to take annual leave due to him and
the provisions which apply if a seafarer is required to take leave from a place
other than that permitted
* Convention Concerning the Repatriation of Seamen, 1926 (No.23) R33

- explains the application of the Convention
- defines:
- vessel
- seaman
- master
- home trade vessel
states the seaman's right to be repatriated
explains when a seaman is deemed to have been repatriated
states that expenses of repatriation are not to be a charge on the seaman if he

has been left behind by reason of:
- injury sustained in the service of the ship
- shipwreck
- illness not due to his own wilful act or default
- discharge for any cause for which he cannot be held responsible
explains the expenses of repatriation include transportation charges,

accommodation and food during the journey and maintenance up to the time of
his departure
states that a seaman repatriated as a member of a crew is entitled to payment

for work done during the voyage
- explains that the competent authority of the country in which the vessel is
registered is responsible for supervising the repatriation of a crew member
whatever may be his nationality
* Convention Concerning the Repatriation of Seafarers (Revised

1'%7) (No.166)
- describes the application of the Convention
- lists the circumstances in which a seafarer is entitled to repatriation
- states the destinations to which repatriation may be made
- summarizes the arrangements for repatriation
- explains when a seafarer is deemed to have been repatriated
* Recommendation Concerning the Repatriation of Seafarers, 1987 R33

(Recommendation No. 174)
- states that, whenever a seafarer is entitled to be repatriated pursuant to the
provisions of the Repatriation of Seafarers Convention (Revised), 1987, but
both the shipowner and the Member in whose territory the ship is registered fail
to meet their obligations to arrange for and meet the cost of repatriation, the
State from which the Seafarer is to be repatriated or the State of which he or
she is a national should arrange for his or her repatriation and recover the cost
from the Member in whose territory the ship is registered

Requirements
* Convention Concerning Food and Catering for Crews on Board R33

Ship, 1946 (No.68)
- explains that the purpose of the Convention is to provide for each Member
State to maintain in force national legislation to secure a proper standard of
food supply and catering service for the crews of its sea-going vessels and to
enforce regulations concerning food and water supply, catering, the
construction and equipment of galleys, and other catering department spaces,
including store-rooms and refrigerated chambers
- states that laws or regulations or, in the absence of such laws and regulations,
collective agreements must provide for inspection at prescribed intervals by the
master, or an officer specially deputed for the purpose by him, together with a
responsible member of the catering department of:
- supplies of food and water
- all spaces and equipment used for the storage and handling of food and
water, and galley and other equipment for the preparation of meals
- states that the results of each such inspection must be recorded
Convention Concerning Crew Accommodation On Board Ship R33

(Revised 1949) (No. 92)
- explains that the purpose of this Convention is to provide for each Member
State to maintain in force national legislation to ensure compliance with the
requirements of the Convention regarding planning and specifications for crew
accommodation and its application to existing ships
- states that crew accommodation should be maintained in a clean and decently

habitable condition and should be kept free of goods and stores not the
personal property of the occupants
- states that the master, or an officer specially deputed for the purpose by him,
accompanied by one or more members of the crew must inspect all crew
accommodation at intervals of not more than one week
- states that the results of each such inspection must be recorded
Convention Concerning Crew Accommodation on Board Ship, R33

1970 (Supplementary Provisions) (No.133)
- states that, in respect of ships to which this Convention applies, the provisions
of Parts II and Ill of the Accommodation of Crews Convention (Revised), 1949
also apply
- explains that Part II of this Convention contains revised and supplementary

requirements for crew accommodation regarding rooms, mess rooms,
recreation accommodation, bathrooms, water closets and facilities for washing,
drying and ironing clothes
Recommendation Concerning the Contents of Medicine Chests on R33

Board Ship (Recommendation No.105)
- explains that the recommendations should apply to every vessel engaged in
maritime navigation, whether there is a ship's doctor on board or not
- states that special provisions should be made for the custody, by the master or
other responsible officer, of medicaments the use of which is restricted
- states that all medicine chests should contain a medical guide which is
sufficiently detailed to enable persons other than a ship's doctor to administer
to the needs of sick or injured person on board with and without supplementary
medical advice by radio
FUNCTION 3: CONTROLLING T H E OPERATION OF THE SHIP AND CARE FOR
COMPETENCE 3.2 M o n i t o r a n d C o n t r o l Compliance w i t h Legislative IMO Reference

Requirements
- states that the rules and regulations should provide for proper maintenance and
care of the medicine chests and their contents and their regular inspection at
intervals not normally exceeding 12 months by person authorized by the
competent authority
- explains that there exists a recommended pre-arranged system for medical

advice by radio to ships at sea which is available free of charge at any hour of
the day or night
- explains that there is an up-to-date and complete list of radio stations from
which medical advice can be obtained and that this list should be carried on
each ship equipped with a radio installation
Convention Concerning the Prevention of Occupational Accidents R33

to Seafarers, 1970 (No.134)
- explains that the Convention deals mainly with the obligations of the competent
authority in each maritime country to ensure that occupational accidents are
prevented, adequately reported and investigated
states that the accident-prevention provisions laid down by national legislation,

codes of practice or other appropriate means should clearly specify the
obligations of shipowners, seafarers and others concerned to comply with them
states that, generally, any obligation on the shipowner to provide protective

equipment or other accident-prevention safeguards should be accompanied by
provision for the use of such equipment and safeguards by seafarers and a
requirement that they comply with the relevant accident-prevention measures
states that provision should be made for the appointment, from amongst the
crew of the ship, of a suitable person or suitable persons or of a suitable
committee responsible, under the master, for accident prevention
states that all appropriate and practicable measures should be taken to bring to
the attention of seafarers information concerning particular hazards, for
instance by means of official notices containing relevant instructions
Recommendation Concerning the Prevention of Occupational

Accidents to Seafarers, 1970 (Recommendation No.142)
- explains that this Recommendation lists in great detail possible measures for
.- .
formulating provisions to give effect to the intentions of and aims of the
Convention concerning the Prevention of Occupational Accidents to Seafarers,
1970
Convention Concerning the Compulsory Medical Examination of R33

Children and Young Persons Employed at Sea, 1921 (No.16)
- defines the term 'vessel' as all ships and boats of any nature whatsoever,
engaged in maritime navigation, whether publicly or privately owned, excluding
ships of war
- states that the employment of any child or young person under the age of
eighteen years of age on any vessel, other than vessels upon which only
members of the same family are employed, is to be conditional on the
production of a medical certificate attesting fitness for such work, signed by a
doctor approved by the competent authority
states that continued employment of such children or young persons is subject

to the repetition of such medical examination at intervals of not more than one
year
COMPETENCE 3.2 M o n i t o r a n d C o n t r o l Compliance with Legislative IMO Reference

Requirements
Convention Concerning the Medical Examination of Seafarers, R33

1946 (No.73)
- states the scope of application as to vessels
- states the persons to whom the Convention applies
- states that no person to whom this Convention applies may be engaged for
employment in a vessel to which this Convention applies unless he produces a
certificate attesting to his fitness for the work for which he is to be employed at
sea signed by a medical practitioner or, in the case of a certificate solely
concerning his sight, by a person authorized by the competent authority to
issue such a certificate
- explains that the nature of the examination should take into account the age of
the person and the nature of the duties to be performed
- states that, in particular, the medical certificate should attest that the hearing
and sight of a person, and where appropriate, the colour vision are all
satisfactory
- states that the medical certificate should attest that the person is not suffering
from any disease likely to be aggravated by, or render him unfit for, service at
sea or likely to endanger the health of other persons on board
- states that the medical certificate will remain in force for a period not exceeding
two years from the date on which it was granted
- states that a medical certificate relating to colour vision will remain in force for a
period not exceeding six years from the date on which it was granted
Convention Concerning Health Protection and Medical Care for R33

Seafarers, 1987 (No.164)
- states that shipowners are made responsible for keeping ships in proper
sanitary and hygienic conditions
- states that measures should be adopted which:

- ensure the application to seafarers of any general provisions or
occupational health protection and medical care, as well as of special
provisions peculiar to work on board
- aim at providing seafarers with health protection and medical care
comparable with that generally available to workers ashore
- guarantee seafarers the right to visit a doctor without delay in ports of call
- ensure that medical care and health protection while a seafarer is serving on
articles are provided free of charge
- include the development of programmes of health promotion and health
education
- states that every ship must carry a medicine chest, the contents of which and
the medical equipment on board are to be prescribed by the competent
authority, taking account of the WHO International Medical Guide for Ships and
the WHO list of Essential Drugs
- states that the contents of the medicine chest are to be properly maintained
and inspected at regular intervals, not exceeding 12 months, by responsible
persons designated by the competent authority
- explains that, where a dangerous cargo is to be carried which has not been
included in the most recent edition of the Medical First Aid Guide for Use in
Accidents involving Dangerous Goods, the necessary information on the nature
of the substances, the risks involved, the necessary personal protective
devices, the relevant medical procedures and specific antidotes is to be made
available to the master, seafarers and other interested persons
Requirements
- states that specific antidotes and personal protective devices must be on board
whenever dangerous goods are carried
- states that every ship must carry a ship's medical guide adopted by the
competent authority
- describes the requirements concerning medical advice by radio or satellite

communications to ships at sea
- states that all ships carrying 100 or more seafarers and engaged on
international voyages of more than three days' duration must carry a medical
doctor as a member of the crew responsible for providing medical care
- states that ships which do not carry a doctor must carry as members of the
crew one or more specified persons, who have completed an approved course
in medical skills, in charge of medical care and the administering of medicines
as part of their regular duties
- states that ships must provide all possible medical assistance, where
practicable, to other vessels which may request it
- states that any ship of 500 or more gross tonnage, carrying 15 or more
seafarers and engaged in a voyage of more than three days' duration, must be
provided with separate hospital accommodation
* Convention Concerning the Liability of the Shipowner in Case of R33

Sickness, Injury or Death of Seamen, 1936 (No.55)
- states the persons to whom the Convention applies
- describes the shipowner's liabilities and possible exceptions
- defines 'medical care and maintenance at the expenses of the shipowner' in the
context of this Convention
- describes the liability of the shipowner to defray the expense of medical care
and maintenance of sick or injured persons
- states that the shipowner is liable to defray the expense of repatriating every
sick or injured person who is landed during the voyage In consequence of
sickness or injury
- states that the shipowner is liable for the burial expenses in case of death
occurring on board, or in the case of death occurring on shore if at the time of
his death the deceased person was entitled to medical care and maintenance
at the shipowner's expense
- states that national laws or regulations must require the shipowner or his
representative to take measures to safeguard property left on board by sick,
injured or deceased persons
- states that the Convention applies equally to the treatment of all seamen
irrespective of nationality, domicile or race
* Convention Concerning Sickness Insurance for Seamen, 1936

(No.56) R33
- states the persons to whom a compulsory sickness insurance scheme applies
- descr~besthe entitlement to cash benefit and medical treatment under the

scheme
Requirements
- states that when the insured person is abroad and by reason of sickness has
lost his right to wages, the cash benefit or part of it should be paid to his family
until his return
- states that national laws should prescribe the conditions under which an
insured woman is entitled to maternity benefit
- states that, on the death of an insured person, a cash benefit is payable to

members of the family of the deceased to defray funeral expenses
- states that the right to insurance benefit extends to the normal interval between
engagements
- states that the insured persons and their employers are to share in providing
the financial resources of the sickness insurance scheme
* Convention Concerning Social Security of Seafarers (Revised R33

1987) (No.165)
- defines, for the purpose of this Convention:
- seafarer
- dependant
- survivor
- legislation
- states that the Convention applies to all seafarers and, where applicable their
dependants and survivors
- states that this Convention provides for the application of either minimum
standards or superior standards in respect of at least three branches of social
security listed in Article 3
- states that legislation should provide for seafarers' social security protection not
less favourable than that enjoyed by shoreworkers
- states that arrangements for the maintenance of rights in the course of

acquisition must be made between a scheme of compulsory social security for
seafarers and as equivalent scheme for shoreworkers
- states that a shipowner is required to provide to seafarers whose condition

requires medical care while on board or who are left abroad by reason of their
condition:
- proper and sufficient medical care until their recovery or until repatriation,
whichever first occurs
- board and lodging until they are able to obtain suitable employment or are
repatriated, whichever first occurs
- repatriation
- summarizes the continued entitlement to wages of seafarers who by reason of

their condition are left behind abroad or repatriated
- explains that the Convention contains provisions to protect the right of foreign
or migrant seafarers, their dependants and survivors to benefits enjoyed by
nationals
- states that the shipowner's liability provided for in Articles 13 to 15 applies

equally to seafarers irrespective of their place of residence
* Convention Concerning Seafarers' Welfare at Sea and in Port, R33

1987 (No.163)
- defines, for the purposes of this Convention:
- seafarer
- welfare facilities and services
COMPETENCE 3.2 M o n i t o r a n d C o n t r o l Compliance w i t h Legislative IMO Reference

Requirements
states that each Member for which this Convention is in force undertakes to
ensure that adequate welfare facilities and services are provided for seafarers
both in port and on board ship
states that each Member undertakes to ensure that welfare facilities and
services are provided for all seafarers in appropriate ports of the country
states that each Member undertakes to ensure that the welfare facilities and
services on every seagoing ship registered in its territory are provided for the
benefit of all seafarers on board
states that welfare facilities and services should be reviewed frequently to

ensure that they are appropriate
Recommendation Concerning Seafarers' Welfare at Sea and in

Poi-f, 1987 (Recommendation No.173)
- describes the recommendations on welfare facilities and services in ports
regarding:
- consultation with representative organizations of shipowners and seafarers
-the provision of welfare facilities and services
-the types of facilities and services to be provided
-the information to be made known to seafarers entering port
describes the recommendation on the protection of seafarers detained abroad
states that welfare services should include practical assistance to seafarers

stranded in foreign ports pending their repatriation
describes the recommendations on welfare facilities and services at sea
states the recommendation on the adoption of systems to help seafarers to

save and to transmit their savings to their families
Convention Concerning Freedom of Association and Protection of R33

the Right to Organise, 1948 (No.87)
- . .
states that workers and employers, without any distinction, have the right to
establish and, subject only to the rules of the organization concerned, to join
-
organizations of their own choosing
- - states that workers' and employers' organizations have the right to draw up
their constitutions and rules and run their organizations without interference
from public authorities which would restrict this r~ghtor impede its lawful
exercise
states that workers' and employers' organisations are not to be liable to be

dissolved or suspended by administrative authority
states that, in exercising the rights provided for in this Convention, workers and
employers and their respective organizations must respect the law of the land
states that each Member undertakes to take all necessary and appropriate
measures to ensure that workers and employers may exercise freely the right to
organize
Requirements
* Convention Concerning the Application of the Principles of the R33

Right to Organise and to Bargain Collectively, 1949 (No.98)
- states that workers should enjoy adequate protection against acts of anti-union
discrimination in respect of their employment, particularly in respect of acts
calculated to:
- make employment of a worker subject to the condition that he shall not be a
union member
-cause the dismissal of or otherwise prejudice a worker by reason of union
membership or participation in union activities outside working hours
- states that workers' and employers' organizations must enjoy adequate

protection against any acts of interference by each other or each other's agents
or members in their establishment, functioning or administration
- explains that appropriate measures should be taken to encourage and promote

the development and use of machinery for voluntary negotiation between
employers or employers' organizations and workers' organizations, with a view
to regulation of terms and conditions of employment by means of collective
bargaining
Collision (2 hours) R35

International Convention for the Unification of Certain Rules of
Law with Respect to Collision Between Vessels (Collision, 1910)
- states that when collision is accidental, is caused by 'force majeure' or if the
cause is left in doubt, the damages are borne by those who have suffered them
- states that if collision is caused by the fault of one of the vessels, liability to
make good the damage attaches to the one which committed the fault
- explains the apportionment of liability when two or more vessels are in fault
- explains that liability attaches where the collision is caused by the fault of a pilot
even when the pilot is carried by compulsion of law
- describes the duties of the master after a collision
- explains that the Convention extends to the making good of damages which a
vessel has caused to another vessel or to goods or persons on board either
vessel, either by the execution or non-execution of a manoeuvre or by the non-
observance of regulations, even if no collision has actually taken place
- states that in the event of a collision or any other incident of navigation

concerning a sea-going ship and involving the penal or disciplinary
responsibility of the master or any other person in the service of the ship,
criminal or disciplinary proceedings may be instituted only before the judicial or
administrative authorities of the State of which the ship was flying the flag at the
time of the collision or other incident of navigation
- states that no arrest or detention of the vessel should be ordered, even as a

measure of investigation, by any authorities other than those whose flag the
ship is flying
- states that nothing in the present Convention is to prevent any State from
permitting its own authorities, in case of collision or other incidents of
navigation, to take any action in respect of certificates of competence or
licences issued by that State or to prosecute its own nationals for offences
committed while on board a ship flying the flat of another State
- states that the Convention does not apply to collisions or other incidents of
navigation occurring within the limits of a port or in inland waters and that the
High Contracting Parties are at liberty to reserve to themselves the right to take
proceedings in respect of offences committed within their own territorial waters
F U N C T I O N 3: C O N T R O L L I N G T H E OPERATION O F T H E SHIP A N D C A R E FOR
P E R S O N S ON BOARD AT T H E M A N A G E M E N T L E V E L
Requirements
Assistance and Salvage (2 hours) R56

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
- 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
describes the reasons for the court to set aside the agreed remuneration in
whole or in part (salvor's fault, neglect, fraud or dishonesty)
states that no remuneration is due from persons whose lives are saved except
as provided in national law
describes the rights of salvors of human life who have taken part in the salvage
operations
states that every master is bound, so far as he can do so without serious

danger to his vessel, her crew and her passengers, to render assistance to
everybody, even though an enemy, found at sea in danger of being lost
- -- explains that the convention also applies to assistance or salvage services

- rendered by or to a ship of war or any other ship owned, operated or chartered
by a State or Public Authority
- explains the provision of security by the owner and the application of the
salvor's maritime lien
Lloyd's Standard Form of Salvage Agreement (LOF, 1995)

- describes the Contractor's agreed endeavours to salve the ship andlor cargo,
bunkers and stores and while performing the salvage services to prevent or
minimize damage to the environment
- describes the exception to the 'no cure - no pay' principle
- states that the Contractor's remuneration is to be fixed by arbitration in London

and any differences arising out of the Agreement are to be dealt with in the
same way
- states that the provisions of the Agreement apply to salvage services, or any
part of such services, referred to in the Agreement which have been already
rendered by the Contractor at the date of the Agreement
COMPETENCE 3.2 Monitor a n d C o n t r o l Compliance with Legislative IMO Reference

Requirements
- states that English Law is the governing law of the Agreement and of arbitration
under it
- describes the obligation of the owners, their servants and agents to co-operate
with the salvors
- describes the Contractor's duty immediately after the termination of the

services to notify the Council of Lloyd's and where practicable the owners of the
amount for which he requires security
- explains that the owners of the vessel, their servants and their agents should
use their best endeavours to ensure that cargo owners provide their proportion
of security before the cargo is released
- explains that, pending the completion of the security, the Contractor has a
maritime lien on the property salved for his remuneration
- briefly describes how claims for arbitration are decided
- states that the master or other person signing LOF on behalf of the property to
be salved enters into the agreement as agent for the vessel, her cargo, freight,
bunkers, stores and any other property thereon and the respective owners
thereof and binds each to the due performance thereof
- states that when there is no longer any reasonable prospect of a useful result
leading to a salvage reward in accordance with Convention Article 13 the
owners of the vessel shall be entitled to terminate the services of the Contractor
by giving notice to the Contractor in writing
- describes the provisions for special compensation set out in Convention Article
14
Convention on Limitation of Liability for Maritime Claims,

1976 (LLMC 1976) (1 hour)
- lists the persons entitled to limit liability
- lists the claims subject to limitation of liability
- lists the claims exempted from limitation
- explains the circumstances in which limitation would be barred
- explains that, except for claims in respect of death or injury of passengers, the
calculation of limits of liability is based on the ship's gross tonnage
- explains that the limit for claims in respect of death or injury of passengers is
based on the number of passengers the ship is authorized to carry, subject to a
maximum sum
- describes the constitution of a limitation fund
- states the scope of application of the Convention
Classification Societies (1 hour)

- explains the reasons for having a ship classed with a classification society
- states that the majority of ships are built under survey
- explains that the classification society approves plans, examines the

manufacture of parts and tests materials during the building of hull, machinery,
equipment and, where appropriate, refrigerating machinery
Requirements
- 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 providing it
meets the society's rules regarding scantlings, materials, workmanship and
condition, assign a class to it
- states that to retain its class a ship must undergo periodical surveys as laid
down in the society's rules
- states that periodical surveys are:

- annual survey
- docking survey at approximately 2-yearly intervals
- intermediate survey
- special survey every 4 years, which may be extended to five years
- explains the special survey requirements may be met by a system of
continuous survey such that the interval between successive surveys on any
given item does not exceed 5 years
- states that an occasional survey, additional to the regular surveys, must be

conducted after any damage to the hull, machinery or equipment which may
affect the ship's seaworthiness
- states that repairs or alterations must be carried out under survey and to the
satisfaction of the society's surveyors
- states that classification societies carry out surveys for the issue of statutory
certification on behalf of many governments
- 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
* Cargo (5 hours)
International Convention for the Unification of Certain Rules of
Law Relating to Bills of Loading, as Amended by the Protocol of
1968 (Hague-Visby Rules)
- defines:
- carrier
- contract of carriage
- goods
- ship
- carriage of goods
- lists the duties of the carrier to make the ship seaworthy and fit for the carriage
of cargo
- describes the carrier's duty to care for the cargo
- describes the duty of the carrier, master or agent of the carrier to issue a bill of
lading
Requirements
lists the information which should be shown in a bill of lading
explains that a bill of lading is prima facie evidence of the receipt by the carrier
of the goods as described in it and proof to the contrary is not admissible when
the bill of lading has been transferred to a third party acting in good faith
explains that the shipper is deemed to have guaranteed the accuracy of marks,
number, quantity and weight as furnished by him, and that the shipper is to
indemnify the carrier against loss arising from inaccuracies in such particulars
explains the duty of the carrier, master or agent to issue a 'shipped' bill of
lading after the goods are loaded, provided the shipper surrenders any
previously taken up document of title
explains the mandatory domain of the Hague-Visby rules
explains the carrier's liability for loss or damage arising or resulting from
unseaworthiness
states that whenever loss of damage has resulted from unseaworthiness, the
burden of proving due diligence is on the carrier
lists the exceptions to the carrier's responsibility for loss or damage
explains the shipper's responsibility for loss or damage sustained by the carrier
or ship
states the right to deviate for the purpose of saving life or property
explains the limitation of liability for loss or damage and the circumstances in
which benefit of limitation is lost
describes the provisions regarding goods of an inflammable, explosive or

dangerous nature
explains the liability of the carrier's servants (Himalaya clause)
explains that this Convention does not apply to charter-parties, but, if bills of
lading are issued under a charter party, they must comply with the terms of this
Convention
states that any lawful provisions regarding general average may be inserted in
a bill of lading
explains that, in certain circumstances, goods may be carried under an

agreement between the carrier and shipper in any contractual terms not
contrary to public policy, provided that no bill or lading is issued and that the
terms agreed are embodies in a non-negotiable receipt, marked as such
explains that the Rules do not prevent a carrier or shipper entering into any
agreement regarding loss of damage to goods prior to the loading on, and
subsequent to, the discharge from the ship on which the goods are carried by
sea
states that the Convention does not affect the rights and obligations of the
carrier under any statute relating to the limitation of the liability of owners of
sea-going ships
describes the scope of application of the provisions of this Convention
describes briefly the system of documentary credit in the sale of goods during
shipment
FUNC-TIOIV 3: CONTROLLING T H E OPERAI'ION O F T H E SHIP AND C A R E FOR
COMPETENCE 3.2 Monitor a n d C o n t r o l C o m p l i a n c e w i t h Legislative IMO Reference

Requirements
Cha rter Parties

- states that a charter-party is a contract between the shipowner and the
charterer for the use of a ship or her cargo space
explains that a voyaqe charter-party is a contract to carry a specified, normally

full, cargo between named ports at an agreed freight rate
explains that the shipowner remains responsible for the operation of the ship
and the costs involved, but the charterer sometimes pays the stevedoring
charges
states that contracts are normally drawn up using standard charter-party forms
amended as required by alterations and additional clauses
describes the tendering of notice of readiness at the loading port
explains that if the ship is not ready to receive cargo, whether alongside or not,
by the cancellation date the charterer may cancel the charter
explains what is meant by laytime and the terms 'running dayslhours', 'Sundays
and holidays excepted' and 'weather working days'
states that the laytime for loading and discharging may be stated separately or
as a total
states that all times relevant to cargo working should be recorded in the log-
book and time sheets for the calculations of laytime completed as a check on
the charterer's laytime statement
explains that if cargo work is not completed within the permitted laytime, the
charterer is liable to pay demurrage at the agreed rate per day or hour until it is
completed
explains that time lost due to defects of the ship or its equipment is not counted
in the laytime
explains that in the event of cargo work being completed before the expiration
of laytime, despatch is usually payable by the shipowner to the charterer
states that bills of lading are normally issued under a voyage charter-party and
signed by the master or on his behalf
explains that the bills of lading may incorporate the terms of the charter-party
which, in any case, takes precedence over the bills of lading as between
shipowner and charterer
explains that when bills of lading have been transferred to a third party they
constitute the contract between the shipowner and that party
states that a voyage charter may be arranged to cover a stated number of

successive voyages or an unspecified number of voyages to be performed in a
given time
states that in a time charter-party the charterer agrees to hire the ship for a
specified period of time
explains that the charterer may use the vessel for any voyage he wants within
the trading area agreed in the charter-party
explains that the charterer pays for bunkers and for cargo loading and
discharging, port dues, canal dues and pilotage
Requirements
- states that owners pay crew costs and for provisions, necessary stores,
insurance of the ship and the costs of maintaining the ship in class and keeping
it in an efficient condition to carry out the charterer's wishes
- states that the charter-party contains a description of the ship, including its
speed and fuel consumption
- explains that inability to maintain the warranted speed or consumption as a

result of heavy weather or other cause should be substantiated by entries in the
log-book
- states that crew overtime in connection with the cargo is usually for the account
of the charterer, and separate time sheets should be kept
- explains that the off-hire clause states the circumstances in which payment of
hire ceases during time lost to the charterer
- explains that off-hire deductions may be made for time lost due to reduced-
speed resulting from defects of ship or machinery, for the cost of additional fuel
and for extra expenses
- states that the master is usually required to sign bills of lading as presented to
him by the charterer or the charter-party may give the charterer the right to sign
them on his behalf
- states that a time charter-party may be used for a single round voyage
- describes the master's actions regarding damage done by stevedores to the

ship or cargo
- explains that demise or bareboat charter-party is a leasing arrangement in

which the charterer operates the ship as if it were his own
- states that the master and crew are employed by the charterer, to whom they
are responsible as if he were the owner
- explains that a tonnaqe contract or contract of affreiqhtment may be used

where a shipper needs to transport large quantities over a long period
- explains that the contract does not name particular ships and the shipowner is
free to use any suitable ship, his own or chartered, for each shipment
- states that the loading dates are specified and that punctual performance is
essential
- states that each individual shipment is normally subject to the terms of a

conventional voyage charter-party
'Hamburg Rules' Maritime Legislation (1 hour)

- explains the effect of charges where goods are carried under Hamburg Rules
- explains carrier's extended liability for loss or damage to the goods
- explains reductions to exception to liability, inward and outward bills of lading,

live animals and deck cargo
- explains the need to inform P & I Club where goods are carried under Hamburg
Rules
F U N C T I O N 3: C O N T R O L L I N G T H E OPERATION OF T H E SHIP A N D C A R E F O R
P E R S O N S O N BOARD AT T H E M A N A G E M E N T LEVEL
C O M P E T E N C E 3.2 M o n i t o r and C o n t r o l C o m p l i a n c e w i t h L e g i s l a t i v e IMO Reference

Requirements
General Average and Marine Insurance (3 hours)

The York-Antwerp Rules, 1974
- states that where the York-Antwerp Rules apply, general average should be
adjusted according to the Rules to the exclusion of any law or practice
inconsistent with them
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 that rights to contribution in general average when the event which
gave rise to the sacrifice was due to the fault of one of the parties to the
adventure
states that the onus of proof is upon the party claiming in general average to
show that the loss or expense claimed is properly allowable as general average
states that any extra expense incurred in place of another expense which would
have been allowable as general average is deemed to be general average, but
only up to the amount of the general average expense avoided
explains that general average is to be adjusted, as regards both loss and

contribution, on the basis of values at the time and place when and where the
adventure ends
states that the general principles contained in Rules A to G are amplified by

numbered rules I to XXII, dealing with specific points of practice
states that the master should make a declaration of general average, as is

required by the law and custom of the port, at a port of refuge and at a
discharging port when general average damage to the cargo is suspected
- explains the duty of the master to see to it that general average contributions
(average bonds) are collected for the benefit of those entitled to them, whether
they are cargo owners or shipowners, exercising the shipowner's lien on the
cargo, where necessary, until they are paid
Marine lnsurance
- explains in general terms the purpose of marine insurance
- explains what is meant by an insurable interest
A
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
explains what is meant by deviation and how the insurer is discharged from
liability from the moment a ship deviates
- - --
COMPETENCE 3.2 Monitor a n d C o n t r o l C o m p l i a n c e with Legislative IMO Reference

Requirements
- lists permitted deviations
- explains that a deviation clause will often permit the assured to extend his
cover at a premium to be arranged, provided the insurer is given prompt notice
of the deviation ('held covered' clause)
- 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)
- distinguishes between partial loss, total loss and constructive total loss
- explains what is meant by 'particular average'
- explains the doctrine of subrogation
- explains the function of Protection and Indemnity Associations (P and I clubs)
- lists risks, liabilities and expenses covered by P and I clubs
1.7 Methods and Aids to Prevent Pollution of the Marine

Environment by Ships (2 hours)
Convention of the Prevention of Marine Pollution by Dumping of R21

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
Requirements
International Convention Relating to lntervention on the High Seas R22

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 lntervention 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, ~ 2 3

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 States 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 b e
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
Requirements
- 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
1.8 National legislation for implementing international

agreements and conventions
- see Instructor Guidance Notes
FUNCTION 3: CONTROLLING THE OPERATION OF THE SHlP AND CARE FOR
COMPETENCE 3.3 Maintain Safety and Security of Crew and Passengers and IMO Reference
the Operational Condition of Safety Equipment
STCW Code
TRAINING OUTC~MES$
Table A-1112
3.3.1 LIFE-SAVING APPLIANCE REGULATIONS (SOLAS)
3.3.2 ORGANIZATION OF FIRE AND ABANDON SHlP DRILLS
3.3.3 MAINTENANCE OF LIFE-SAVING, FIRE-FIGHTING AND

OTHER SAFETY SYSTEMS
3.3.4 ACTIONS TO PROTECT AND SAFEGUARD ALL

PERSONS ON BOARD IN EMERGENCIES
3.3.5 ACTIONS TO LIMIT DAMAGE AND SAVE THE SHlP

FOLLOWING A FIRE, EXPLOSION, COLLISION OR
GROUNDING
Textbooks:
Teaching aids: A1
1.I Life-Saving Appliance Regulations (SOLAS) (2 hours)
- demonstrate a knowledge of the regulations concerning life-saving appliances

and arrangements (SOLAS), including the LSA Code
2.1 Organization of Fire and Abandon Ship Drills
- See IMO Model Courses 1.23 and 2.03
3.3.3 MAINTENANCE OF LIFE-SAVING, FIRE-FIGHTING AND OTHER

SAFEN'SYSTEMS
3.1 Maintenance of Life-saving, Fire-fighting and Other Safety

Systems
- See IMO Model Courses 1.23 and 2.03

FUNCTION 3: CONTROLLING THE OPERATION O F T H E SHIP AND CARE FOR
COMPETENCE 3.3 Maintain t h e Safety a n d Security o f Crew a n d Passengers IMO Reference

a n d t h e Operational C o n d i t i o n o f Safety Equipment
3.3.4 ACTIONS TO PROTECT AND SAFEGUARD ALL PERSONS ON

BOARD IN EMERGENCIES
Textbooks: T I 0
Teaching aids: A1 , V9
4.1 Actions to Protect and Safeguard all Persons on Board in R1, R2

Emergencies (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 lifejackets 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
Rescue of Persons from a Vessel in Distress or from a Wreck R1

- states why it is preferable to wait for daylight when no immediate danger exists
- states that communications should be established between the ships and the
method of rescue agreed upon when time permits
- states that rescue boats or motor-lifeboats would be used if conditions

permitted
- states that unnecessary equipment should be removed from the boats and
replaced by lifejackets, lifebuoys, blankets and a portable VHF radio
- states that the rescue vessel should reconnoitre the area to see if there is any
wreckage which could be a danger to boats
- describes how both ships can spread oil in rough weather
- describes the preparations for taking survivors on board from the boats
- describes how to provide a lee and launch boats
- describes how boats should approach the wreck and pick up survivors
- describes the recovery of boats and survivors
- describes the methods of rescue which may be used when sea conditions are
too dangerous to use boats
M A S T E R AND CHIEF M A T E
--
Man-overboard Procedure R1
- describes methods of recovering a person from the sea when heavy weather
prevents the use of the normal manoeuvres and boats
- describes and explains the actions to take when a person is reported missing at
sea
Textbooks: T I 0
Teaching aids: A1
5.1 Actions to Limit Damage and Save the Ship following a Fire, R1
Explosion, Collision or Grounding (4 hours)
Means of limiting damage and salving the ship following a fire or

explosion
- describes methods of fighting fires (see IMO Model Course 2.03, Advanced
Training in Fire Fighting)
- states that cooling of compartment boundaries where fire has occurred should
be continued until ambient temperature is approached
- explains the dangers of accumulated water from fire fighting 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 minimise stresses and the
shipping of water
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
COMPETENCE 3.3 Maintain the Safety and Security of Crew and Passengers IMO Reference
and the Operational Condition of Safety Equipment
- states that a distress call should be transmitted by all available means until
acknowledged
- lists the information to include in the distress message
- describes other distress signals which may be used to attract attention
- 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
COMPETENCE 3.4 Develop Emergency and Damage Control Plans IMO Reference
TRAI IV I~VGO U T C ~ M
ES: STCW Code
Table A-1112
3.4.1 THE PREPARATION OF CONTINGENCY PLANS FOR

RESPONSE TO EMERGENCIES
3.4.2 SHIP CONSTRUCTION, INCLUDING DAMAGE CONTROL
3.4.3 METHODS AND AIDS FOR FIRE PREVENTION,

DETECTION AND EXTINCTION
3.4.4 FUNC-TIONS AND USE OF LIFE-SAVING APPLIANCES

- -
3.4.1 'THE PREPAFl(tRArION

OF CONTINGENCY PLANS FOR
RESPONSE TO EMERGENCIES
Textbooks: T I 0
Teaching aids: A1, VIO, V11
1.1 Contingency Plans for Response to Emergencies (9 hours)

- 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
- CO, discharge
-watertight doors
and for the operation of essential services such as:
- emergency generator and switchboard
- emergency fire and bilge pumps
describes the division of the crew 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
- draws up plans to deal with:

-fire in specific areas, such as galley, accommodation, engine-room or cargo
space, including co-ordination with shore facilities in port, taking account
of the ship's fire-control plan
- rescue of victims of a gassing accident in an enclosed space
- 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, R2

- describes actions to take in the event of fire on own ship, with particular
reference to co-operation 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
- describes the actions which can be taken to avoid a ship dragging anchor
towards own ship in an anchorage
- describes the actions and precautions to take when a submarine cable is lifted
by the anchor
- describes how to buoy and slip an anchor
- describes how an anchor may be recovered when no power is available at the

windlass
Textbooks:
Teaching aids: A1
2.1 Flooding of Compartments ( 4 hours)

- 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
- 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 R5
computation of freeboard
-- p~
- 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
- 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
STCW Code
34.3 @ J @ , O ~ ~ ~ A ~ ~FOR
: A FIRE
I D SPREVENTION,:~I%~TION Table ~ - 1 1 , ~
A~Q:E)C~~NCTION
Textbooks:
Teaching aids:
3.1 Methods and Aids for Fire-prevention, Detection and

Extinction
- See IMO Model Course 2.03
3.4.4 FUNCl'IONS AND USE OF LIFE-SAVING APPLIANCES
Text books:
Teaching aids:
4.1 Functions and Use of Life-saving Appliances
- See IMO Model Course 1.23

COMPETENCE 3.5 Organize and Manage the Crew IMO Reference
TRAINING OUTCOMES:
Demonstrates a knowledge and understanding of: STCW Code

Table A-1112
3.5.1 PERSONNEL MANAGEMENT, ORGANISATION AND
TRAINING ON BOARD SHIP
3.5.2 RELATED INTERNATIOIVAL CONVEN-TIONS AND

RECOMMENDATIOIVS, AND NATIONAL LEGISLATION
FUNC'TION 3: CONTROLLING THE OPERATION OF THE SHIP AND CARE FOR
Textbooks: T72
Teaching aids: A1 , V12, V13, V14
1.I Personnel Management (10 hours)
Principles of Controlling Subordinates and Maintaining Good R1

Relationships
- . states that the principles include:
- being consistently calm and even in temperament when giving orders and
dealing with offenders
-being honest and fair in all matters, and being firm when necessary
-treating all staff on the same basis, i.e. having no favourites
- avoiding causing disappointment to staff
- avoiding making promises, if possible; if any are made, then they must be
kept. The number of promises made should be restricted to perhaps three, as
they can be remembered easily
- keeping staff well informed
- choosing the more difficult path of making, rather than breaking, a person
whohasbeenanoffender
- having a proper attitude towards spokesmen or representatives of trade
unions
- making allowances for differences in nationality, language, religion and other
cultural matters affecting behaviour and attitude
- - making changes to a management method to allow for the personality of the

user
- being in control as a necessity for good management
- being aware that managing staff on a ship in a declining fleet is more
d~fficultthan normal
- b e ~ n gaware of the factors which govern attitudes of staff
- ensuring that all staff feel that their services on board are appreciated
- having a good attitude to staff welfare by:
- being helpful when a member of staff requires assistance on a
personal problem
- encouraging the social life of the ship
- keeping a watchful eye on the on-board consumption of alcohol, the
use of cannabis resin (hash) and hard drugs such as cocaine and its
derivat~vesand illegal trading in pornographic material, and when
necessary applying early correction
Staff Attitudes
- states that the reasons why people work include the following:
-the need to earn money
- t h e need to be a useful member of society
- the need for security of their standard of living
- - the need to use their manual and mental skills and to derive satisfaction
from them
- the need to achieve their ambitions and improve their status
- t h e desire to have authority over other people, even for an indirect reason
such as avoiding being controlled by a bully
Exercise of Authority
- explains why a person must make his own authority, and states that:
-the appointment oi a person to a higher rank gives potential authority only
- the real authority of a rank is achieved when the person concerned
demonstrates that he is fit for the rank by showing that:
- he knows the work
- he is decisive
- his decisions are generally correct
- his orders are clear and are quickly carried out without argument
- he seeks advice when necessary and helps others
- he can accept orders from superiors and carry them out
-the need for a person to be accepted by those with whom he works
Group Behaviour
- states that group behaviour, discipline and the amount of work done by the
crew are affected by:
-the need for a person to be accepted by those with whom he works
-the identification of the main groups on a ship, e.g. deck department officers
and crew, and similarly, for other departments, depending on how the ship is
manned
- unofficial groupings, for example by nationality or religion
-keeping the aims of the groups in line with the well-being of the ship, its
commercial success and with the aims of the owning company
- conflict between a self-chosen leader of a group and the appointed leader
- describes how the performance of individuals can be affected by conforming to
the behavioural patterns of the group
Conditions of Employment
- lists methods for obtaining officers and crew as:
- direct employment by a shipping company
- employment through a national organization
- employment through a trade union
- employment through an agency
- employment through a combination of any of these methods and discusses
how attitudes to work vary with the method of recruitment
- states that conditions of service can vary between countries and between
companies, but may include:
- salary scales for officers and crew
- a career structure for officers and crew
- salary scales which show 'begin at' rates, with increments for seniority and
qualifications
- leave scales, showing how the leave is earned and paid
- other allowances, showing items such as subsistence allowances, where
applicable, and paid study leave when studying for Certificates of Competency
issued by an Administration
- other benefits, such as insurance and pension arrangements, whether
contributory or not, or whether included in salary payment
- other information, such as whether overtime is paid separately and at what
rates
- states that, for safety and operational reasons, the officers and crew must be
able to communicate with each other in a common language and those
responsible for the mustering and safety of passengers must be able to
communicate effectively with them
- states that officers and crew should have had the necessary training
appropriate to their duties
- states that officers and crew must be informed as to the scope and methods
used for training aboard the ship
COMPETENCE 3.5 Organize a n d Manage t h e Crew IMO Reference
Organization of Staff (9 hours)

Manning Arrangements
- states that the organization on board depends on ship design and manning
arrangements, including:
-whether or not the ship has unattended machinery space (UMS) and bridge
control of main engines
- how the hatch covers are operated and how labour-intensive this is
-whether or not an automatic pilot is fitted
- how labour-intensive is the operation of cargo valves on a tanker
- how labour-intensive is tank cleaning on a tanker
-whether special paints have been used, to reduce the need for painting by
the crew
- t o what extent hydraulic spanners are used for speedy removal and
replacement of nuts, especially in the engine-room
- which manning arrangement is adopted:
- conventional departmental system
- general-purpose (GP) crew
- inter-departmental flexibility (IDF)
- which systems are acceptable to an Administration
Analysis of Work
- states that the following should be included:
- statutory and non-statutory requirements
- watchkeeping
- maintenance
- cargo work
-testing systems
-training for emergencies
-training for the education and training of others on board
- associated work, in particular:
- mooring and unmooring
- food and hygiene
- storing and bunkering
- preparing for dry-docking and surveys
- administration
- evaluation of personnel
- hours of work
Allocation of Staff
- states that the master is responsible for the allocation of all staff duties, but that
the following arrangements are typical:
- a conventional departmental system in which:
-the chief engineer officer is responsible for all work associated with
machinery, including deck machinery
-the chief officer, in addition to watchkeeping, is responsible for all work
associated with deck equipment and cargo handling
-the purserlcatering officer is responsible for all work associated with
obtaining, storing and processing food
- each of the above is responsible for all work associated with training and
the prevention of unhygienic conditions and accidents in their respective
fields
- a general-purpose crew:
- as per company practice
Organizing for Safety and Emergencies

- states that, at least, the following actions are required:
- appointment of a safety officer, who may be chosen from the list of officers
- appointment of a fire officer, who would normally be the chief officer
- appointment of the chief engineer as technical adviser to the fire officer for
fires in machinery spaces
- preparation and display of the muster list and the distribution of muster cards
to all staff
- checking that all fire-fighting and emergency equipment, including survival
craft, is serviceable
- holding fire and abandon ship drills as soon as is practicable after the crew
joins the ship, in accordance with SOLAS requirements
Organizing for Staff Duties R2

- draws up watchkeeping, security and other rotas for use while at sea and in
port, with regard to fitness for duty including those: A-vl 1 111
- for deck:
- watchkeeping officers and their duties
-helmsmen's duties
- gangway duties
- - for radioroom and GMDSS

- for engine-room:
- watchkeeping officers on their duties
-in UMS condition, officers in charge
- day-work officers and staff, with their duties
- for catering staff:
- galley duties
- saloon duties
- accommodation duties
Organizing for Maintenance
- lists, where appropriate to the skill of the trainee, the checklists and work
schedules, including:
- safety:
-fire and boat stations alarms and fire detectors
- maintaining survival craft and equipment
- maintaining all fixed and portable fire-extinguishing equipment, including
fireman's outfits
- emergency generation and emergency fire pump
- deck:
- painting schedules
- deck machinery
-windlasses
- cargo winches and cranes
- self-tensioning mooring winches, ropes and wires
- instruments, including logs and echo sounders
- radioroom:
- radio and radar equipment
- engine-room:
- planned maintenance schedules of machinery
- steering gear
- electrical equipment and wiring systems
- control systems and automation equipment
- deck machinery
- domestic services, including hot and cold water, sanitary services, air
conditioning, domestic cold rooms and galley refrigerators
- catering:
- accommodation
- galley
- refrigerated and dry storerooms
Ship's Records
- lists the records and certificates which have to be kept on board and maintained
in good order, including:
- document of nationality (ship's register)
- official log-book
- drawings and diagrams supplied by the shipyard
- instruction books supplied by the shipyard
FUNCTION 3: CONTROLLING T H E OPERATION O F T H E SHIP AND C A R E FOR
- company's instructions and circulars

-test certificates for wires, shackles and lifting gear
- Administration and classification society certificates as appropriate to the
type of ship and including:
- Passenger Ship Safety Certificate
- Cargo Ship Safety Construction Certificate
-Cargo Ship Safety Equipment Certificate
- Cargo Ship Safety Radiotelegraphy Certificate
- Exemption Certificate
- Load Line Certificate
- Classification - hull and machinery survey certificates
- Classification - records of surveys for continuous survey system for an oil R2
tanker, Certificate of third party insurance for oil spills
-ship's Oil Record Book
- Safety Management Certificate (SMC) (ISM)
-certified copy of Document of Compliance (DOC) (ISM)
- Safe Manning Document
Or,ganizing Communication on the Ship

- states that the holding of regular meetings is a good method of keeping staff
informed and providing liaison on matters relating to:
-the general operation of the ship ) With special Reference to
- safety 1 Safety Management System
- maintenance 1 (SMS)
states that, preferably, safety meetings should be held monthly and

management meetings weekly
states that the chairman and composition of committees should be agreed with
the master except where stipulated by national rules, e.g. election of
representatives to the safety committee
states that the basics on which the meetings are run should include:
- producing an agenda which will limit the scope of a meeting
-the keeping of minutes and their confirmation by the committee concerned
- restricting the duration of a meeting to about one hour
states that the minutes of meetings should be sent to those persons who
attended the meeting and, after confirmation, to others as required by the
master
Meeting
. ... Techniques
- describes the influence of training on meeting technique and on how a person
must conduct himself
- describes:
-the ideal size of a group
-the duration of a group meeting
states the situations when:

- meetings are convenient
-other methods of communication can be used
describes the types of meeting
prepares a meeting agenda and timetable
makes preparation for and conducts a meeting
deals successfully with disagreements
explains the steps taken to follow-up conclusion of a meeting


- describes the most common pitfalls concerning:
-the subjects
- the arrangement
-the disregarding of meeting techniques
- defines, for the requirements of on-board ship administration:

-the types of meeting that are necessary
- the objectives of the meetings
- the preferred sequence of the meetings
1.3 Training on Board Ships (12 hours)
Training Methods
- explains the purpose of on-board training
- describes the preparation needed before the start of a training session
- states why training should be relevant to the trainees' work and duties aboard
ship
- demonstrates how to conduct a training session for a given topic
- describes how to maintain interest in routine training such as fire drills and
abandon ship drills
- describes methods for training

- in attitude
- in skills
- in knowledge
- lists the areas in which training is required and areas in which it is desirable
- delivers a training session to other members of the class
- states that training in the use of life-saving appliances and on the best method
of survival should be based on the training manual on the ship and should
include the following:
- donning of lifejackets and immersion suits, as appropriate
- muster at the assigned stations
- boarding, launching and clearing the survival craft and the rescue boats
- method of launching from within the survival craft
- release from launching appliances
- methods and use of devices for protection in launching areas, where
appropriate
- illumination in launching areas
- use of all survival equipment
- use of all detection equipment
- with the assistance of illustrations, the use of radio life-saving appliances
- use of drogues
- use of engine and accessories
- recovery of survival craft and rescue boats, including their stowage and
securing
- hazards of exposure and the need for warm clothing
- best use of survival craft facilities in order to survive
- - methods of retrieval, including the use of helicopter rescue gear (slings,

baskets, stretchers), breeches buoy, and shore life-saving apparatus and ship's
line-throwing apparatus
- all other functions contained in the muster list and emergency instructions
- instructions for emergency repair of the life-saving appliances
- states that abandon ship drills must be carried out monthly on cargo ships and
weekly on passenger ships

- states that each member of the crew must be given instructions, which must
include:
- operations and use of the ships's inflatable liferafts
- problems of hypothermia, first-aid treatment of hypothermia and other
appropriate first-aid procedures
- special instructions necessary for use of the ship's life-saving appliances in
severe weather and severe sea conditions
- states that:
- instructions in the use of the ship's life-saving appliances and in survival at
sea should be given at the same interval as the drills
- individual instructions may cover different parts of the ship's life saving system
- - all of the ship's life-saving equipment and appliances must be covered within
any period of 2 months
Emergency Drills
- states that drills should be carried out as follows;
- routine exercises
-essential tasks should be repeated at each drill, including:
- operation of emergency bilge pump
- operation of remote shut-off valves and remote stop switches
- checking for ingress of air when handles of fire flaps are in 'closed' position
- lists essential tasks as:
- donning compressed-air breathing apparatus (CABA)
- preparing hoses and nozzles
- collecting foam compound
- collecting fire extinguishers
- collecting first-aid gear
- collecting evacuation equipment
- states that emergency teams are assembled in accordance with the muster list
- states that it may be necessary to improvise when persons are absent from
emergency teams
- describes examples of fire drills as:

- sending teams into cabins, lockers, access hatches and machinery spaces
- attacking fires with appropriate equipment in cabin, lockers, hatches, galley
and machinery spaces
- - evacuating a wounded or unconscious person from the above spaces
. -= - starting the emergency generator
- - starting the emergency bilge pump
describes examples of boat drills as:

- collecting additional survival gear
- using different disciplines to prepare for launching and to launch survival craft
states that departmental training may include:
in the deck department:

- steering the ship and function of the automatic pilot
- operation of windlass and mooring winches
- operation of cargo winches, cranes or derricks
- securing of cargo or containers
- operation of bridge control of the main engines
-operation of the speed log, depth sounder, and gyro-compass and their
repeaters
- operation of the navigation lights and other ship's lights and signals
- operation of the ship's whistle or siren
-the recording and care of spares and stores
in the engine department:

- operation of the main engine and auxiliaries
- operation of electrical alternators and other electrical equipment

- operation of boilers
- operation of steering gear
- operation of oily-water separators
- operation of control and automation equipment
-tracing of pipe lines for the various services such as lubricating oil, fuel oil and
fresh and salt water
- -the compiling of methodical inspections

- the recording and care of spare gear and stores
in the catering department:

- operation of galley equipment
-the recording and care of provisions and other materials
-the loading of provisions and dry stores
- states that departmental training may include:
in the deck department:

- maintenance of cargo covers and hatch equipment
- painting hull, deck and superstructure
- planned maintenance procedures
- maintenance of cargo-securing equipment
- gyro-compass and repeaters
- fire extinguishers and fireman's outfits
- survival craft and launching equipment
in the radio department:

- radar scanners and communications aerials
- radars and communication equipment
- emergency radio equipment for survival craft
in the engine department:

- planned maintenance of machinery
- preservation and painting of structures and pipe work
- maintenance of fixed fire-extinguishing systems
- methods and details of servicing and repairing selected items of equipment,
e.g. changing piston rings and repairing pumps, alternator engines and fuel
injectors
-methods and details of testing and repairing electrical and electronic
equipment
- making proper use of drawings and of instruction and maintenance manuals
in the catering department:

- painting of galley, storerooms (not refrigerated) and alleyways, where required
- keeping galley stove and other equipment in good clean condition
- keeping filters and trunks of the galley air extractor fans clean and free of any
build-up of grease, to avoid fires
F U N C T I O N 3: CONTROLLING T H E O P E R A T I O N O F T H E SHIP A N D C A R E F O R
PERSONS O N B O A R D A T T H E MANAGEMENT LEVEL
3.5.2 RELATE,D INTERNATIONAL CONVENTIOIVS AND STCW Code

RECOMMENDATIONS, AND NATIONAL L E G I S ~ I O N Table A-1112
Textbooks:
Teaching aids: A1, V14, V15
2.1 Related International Maritime Conventions and National R1

Legislation (2 hours)
The 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 the principle of Port State Control with particular reference to:
-operation of above
-terms of reference
-master's responsibility
-legal standpoint
- explains how to implement the regulations for controlling and monitoring to

minimum hours of rest for watchkeepers
- states that after.1 February 2002 all seafarers' watchkeeping certificates will be
required to be endorsed by the flag state
- states that seafarers new to a particular type of vessel require ship specific
shipboard familiarization
- describes what shipboard familiarization may involve for watchkeeping officers Reg. 1114
- 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 1995 national legislation is subject to scrutiny and
checking by IMO appointed persons
- states national legislation may differ from one flag to another

~ -
COMPETENCE 3.6 Organize and Manage the Provision of Medical Care on IMO Reference
Board
E:
TRAINING ~?~U?COM STCW Code
Table A-1112
3.6.1 THE USE AND CONTENT OF THE FOLLOWING

PUBLICATIONS:
- INTERNATIONAL MEDICAL GUIDE FOR SHIPS
- MEDICAL SECTION OF INTERNATIONAL CODE OF
SIGNALS
- MEDICAL FIRST AID GUIDE FOR USE IN ACCIDENTS
INVOLVING DANGEROUS GOODS
COMPETENCE 3.6 Organize and Manage the Provision of Medical Care on IMO Reference
Board
3.6.1 THE USE AND CON-TENT OF 'THE FOLLOWING

PUBLICATIONS:
-~lN~EPNATlONALMEDICAL GUIDE FOR SHIPS
~@+EDICA~SECTION OF INTERNATIONAL CODE OF
SIGNAB
$@E'D~CA~EIRST-AID:GUIDE
- 4^L,7 FOR USE IN ACCIDENTS
6y >+ + $h 9 r.ci
~ ~ V @ L ~ I N G ~ D A ~ G ~GOODS
RO,US
" A ? ' h + < d , " - < * 4 ,< -,A**<
Textbooks: T30, T54, T67

Teaching aids: A1, A2, V16
1.1 International Medical Guide for Ships (0.5 hour)

- describes the content and application of the above publication
- extracts and applies information for given situations
1.2 International Code of Signals (Medical Section) (0.5 hour) R55

- constructs and interprets messages
1.3 Medical First Aid Guide for Use in Accidents Involving

Dangerous Goods (3 hours)
- extracts and applies information for given situations

APPENDIX 1 - ILO REGISTER OF LIFTING APPLIANCES
Appendix 1
INTERNATIONAL LABOUR ORGANISATION
REGISTER OF LIFTING APPLIANCES

and
ITEMS OF LOOSE GEAR
Model Form and Certificates as required by Article 25(2) of the

ILO Convention C-oncerningOccupational Safety and Health in
Dock Work (No. 1521, 1979
INTERNATIONAL LABOUR OFFICE, Geneva

November 1985
Preface
Article 25(2) of the Occupational Safety and Health (Dock Work)

Convention, 1979 (No. 152). requires that "a register of the lifting
appliances and items of loose gear shall be kept in a form prescribed
by the competent authority, account being taken of the model recommended
by the International Labour Office".
At its 231st Session (November 1985) the Governing Body of the

International ~abourOffice took note of the information supplied by the
Office about the preparation of the model referred to above and authorised
the Director-General to inform member States that the Model Form of Register
and Certificates required by Article 25(2) of Convention No. 152 are now
available.
The new Model Form of Register and Certificates can be used by the
competent authority of a member State in prescribing the form provided for
in Article 25(2). They replace those drawn up in application of the
Protection against Accidents (Dockers) Convention (Revised), 1932 (No. 32).
which were standardised and issued by the ILO in 1956.
As in the case of the earlier model documents, they have been prepared
in English only. It has been the general practice for the competent national
authorities to issue their own Register taking account of the model recommended
by the ILO and using the English text of the letter side by side with a
translation into their own language.
APPENDIX 1 - ILO REGISTER OF I-IFl-ING APPLIANCES.-
Form No. 1
I d e n t i t y o f N a t i o n a l A u t h o r i t y o r Competent Organi s a t i o n
REGISTER OF SHIPS' LIFTING APPLIANCES

AND CARGO HANDLING GEAR
Name o f S h i p
O f f i c i a1 Number
C a l l Sign
Port o f Registry
Name o f Owner
Regi s t e r Number
Date o f I s s u e
I s s u e d by
S i g n a t u r e and Stamp
Note:
- T h i s R e g i s t e r i s t h e s t a n d a r d i n t e r n a t i o n a l f o r m as recommended by
t h e I n t e r n a t i o n a l Labour O f f i c e i n accordance w i t h ILO Convention
No. 152.
hlASTER AND CHIEF MATE
Genera 1
The t e s t s , examinations and I n s p e c t i o n s i n d i c a t e d I n t h i s Register a r e based on t h e

requirements of ILO Convention No. 152 and Recfmrnendation No. 160. They a r e Intended t c
ensure t h a t s h i p s ' l i f t i n g appliances a r e i n i t i a l l y c e r t i f i e d by a c a p e t e n t person and t o
e s t a b l i s h p e r i o d i c a l l y t h a t they continue t o be i n s a f e working o r d e r t o the- s a t i s f a c t i o n of
a canpetent person acceptable t o t h e competent a u t h o r i t y .
A Register of L i f t l n g appliances and items of l o o s e gear s h a l l be kept i n a form
prescribed by t h e competent a u t h o r i t y , account belng taken of t h i s model reccinnended by t h e
I n t e r n a t i o n a l Labour Office. T h l s Register and r e l a t e d C e r t l f i c a t e s s h a l l be kept and be
avail a b l e t o any person authorlsed by t h e canpetent a u t h o r i t y . The Register and C e r t l f i c a t e s
f o r g e a r c u r r e n t l y aboard t h e s h i p s h a l l be preserved f o r a t l e a s t f i v e y e a r s a f t e r t h e d a t e
of t h e l a s t e n t r y .
Instructions
1. I n t t i a l examinatlon and c e r t l f l c a t i o n
1.1 Every l l f t i n g appliance s h a l l be c e r t i f i e d by a c m p e t e n t person before being taken

i n t o use f o r t h e f i r s t time t o ensure t h a t I t is of good deslgn and c o n s t r u c t i o n and
of adequate s t r e n g t h f o r t h e purpose f o r which i t I s intended.
1.2 Before being taken i n t o use f o r t h e f l r s t tlme a caupetent person s h a l l s u p e r v i s e

and witness t e s t l n g , and s h a l l thoroughly examine every 1l f t l q appli ance.
1.3 Every item of loose g e a r s h a l l , b e f o r e being taken i n t o use f o r t h e f l r s t tlme be

t e s t e d , thoroughly examined and c e r t i f l e d by a coagetent person i n accordance with
natlonal law or regulations.
1.4 Upon s a t i s f a c t o r y ccunpletlon of t b e procedures indicated above t h e competent person
s h a l l complete and i s s u e t h e R e g l s t e r of L i f t l n g Appllances and a t t a c h t h e
approprlate C e r t l f i c a t e s . An e n t r y s h a l l be made i n P a r t I of t h e Register.
1.5 A r i g g l n g plan showing t h e .arrangement of l i f t l n g appliances s h a l l be provided. In

t h e c a s e of d e r r l c k s and d e r r i c k c r a n e s t h e r i g g i n g plan should show a t l e a s t t h e
f 01 1owl ng 1nf onnation:
( a ) t h e p o s l t l o n of guys;
( b ) t h e r e s u l t a n t f o r c e on blocks, guys, w l r e ropes and booms;

(c) t h e p o s i t i o n of blocks;
( d l t h e I d e n t l f i c a t l o n mark of indivldual Items;

(el arrangements and worklng range of union purchase.
2. Periodic e x m i n a t l o n s and r e - t e s t i n g
2.1 A1 1 l l f t i n g appliances and every item of l o o s e gear s h a l l be thoroughly examlned by
a canpetent person a t l e a s t once i n every 12 months. The p a r t i c u l a r s of t h e s e
thorough e x m i n a t I o n s s h a l l be e n t e r e d i n P a r t I of t h e Register.
2.2 Re-testing and thorough examination of a l l l i f t i n g appliances and every Item of
loose gear i s t o be c a r r i e d out:
( a ) a f t e r any s u b s t a n t i a l a l t e r a t i o n o r renewal, o r a f t e r r t p a i r of any s t r e s s -

bearing p a r t ; and
(b) I n t h e c a s e of l i f t i n g appll ances a t l e a s t once In every f i v e years.

APPENDIX 1 - ILO REGISTER OF I-IFTING APPI-IANCES
2.3 The r e - t e s t i n g r e f e r r e d t o i n paragraph 2 . 2 ( a ) may b e o r n i t t e d , p r o v l d e d t h e

which h a s been renewed o r r e p a i r e d i s s u b j e c t e d by s e p a r a t e t e s t , t o t h e same s t r e s s
a s would have been imposed on I t i f i t had been t e s t e d i n s i t u d u r i n g t e s t i n g of t h e
l i f t i n g appliance.
2.4 The thorough e x a m i n a t i o n s and t e s t s r e f e r r e d t o i n paragraph 2.2 a r e t o be e n t e r e d

i n P a r t I of t h e R e g i s t e r .
2.5 No new i t e m o f l o o s e g e a r s h a l l be manufactured of wrought i r o n . Heat t r e a t m e n t of

any e x i s t i n g wrought i r o n components s h o u l d be c a r r i e d o u t t o t h e s a t i s f a c t i o n of
t h e competent person. No h e a t t r e a t m e n t should be a p p l i e d t o any item of l o o s e g e a r
u n l e s s t h e t r e a t m e n t I s i n accordance w i t h t h e m a n u f a c t u r e r ' s i n s t r u c t i o n ; t o t h e
s a t i s f a c t i o n o f t h e competent person. Any h e a t t r e a t m e n t and t h e a s s o c i a t e d
examination a r e t o be recorded b y t h e competent person i n P a r t I of t h e R e g i s t e r .
3. Inspections
3.1 Regular v i s u a l i n s p e c t i o n s o f e v e r y i t e m of l o o s e g e a r s h a l l be c a r r i e d o u t by a
..responsible p e r s o n b e f o r e use. A r e c o r d of t h e s e r e g u l a r i n s p e c t i o n s i s t o be
- e n t e r e d i n P a r t I 1 of t h e R e g i s t e r , b u t e n t r i e s need o n l y be made when t h e i n s p e c -
t i o n h a s i n d i c a t e d a d e f e c t i n t h e item.
4. Certificates
4.1 The c e r t i f i c a t i o n forms t o b e used i n c o n j u n c t i o n w i t h t h i s R e g i s t e r (Form No. 1 )

a r e a s follows:
Fonn No. 2 - C e r t i f i c a t e o f t e s t and thorough examination o f l i f t i n g

appl i ances.
Form No. 2 ( U ) - C e r t i f i c a t e o f t e s t and thorough examination of d e r r i c k s used i n

union purchase.
Form No. 3 - C e r t i f i c a t e of test and thorough examination o f l o o s e g e a r .
Form No. 4 - C e r t i f i c a t e of t e s t and thorough examination of wire r o p e .
Definitions
( a ) The t e r n "competent a u t h o r i t y " means a m i n i s t e r , government department o r o t h e r a u t h o r i t y

-empowered t o i s s u e r e g u l a t i o n s , o r d e r s o r o t h e r i n s t r u c t i o n s having t h e f o r c e of law.
(b) T h e q t w n t - " c a n p e t e n t person" means a person p o s s e s s i n g t h e knowledge and e x p e r i e n c e

r q u i , r e d f o r t h e performance o f thorough examinations and t e s t s o f l i f t i n g a p p l i a n c e s
and l o o s e g e a r and who i s a c c e p t a b l e t o t h e competent a u t h o r i t y .
(c) The tern " r e s p o n s i b l e person" means a person a p p o i n t e d by t h e master of t h e s h i p o r t h e

owner o f t h e g e a r t o b e r e s p o n s i b l e f o r t h e performance o f i n s p e c t i o n s and h a s
s u f f i c i e n t knowledge and e x p e r i e n c e t o undertake such i n s p e c t i o n s .
(dl The t e r n "thorough examination" means a d e t a i l e d v i s u a l examination by a c m p e t e n t

person, supplemented i f n e c e s s a r y by o t h e r s u i t a b l e means o r measures i n o r d e r t o a r r i v e
a t a r e l i a b l e c o n c l u s i o n a s t o t h e s a f e t y of t h e l i f t i n g a p p l i a n c e o r i t e m o f l o o s e g e a r
e x m i ned .
(el The tern ' i n s p e c t i o n " means a v i s u a l i n s p e c t i o n c a r r i e d o u t by a r e s p o n s i b l e p e r s o n t o
d e c t d e w h e t h e r , s o f a r a s can be a s c e r t a i n e d i n such manner. t h e l o o s e g e a r o r s l i n g i s
s a f e f o r c o n t i n u e d use.
(f) The term " l i f t i n g a p p l i a n c e " c o v e r s a1 1 S t a t i o n a r y o r mobile cargo-hand1 i n g appl i ances

used on board s h i p f o r suspending, r a i s i n g o r lowering l o a d s o r moving them from one
p o s i t i o n t o a n o t h e r w h i l e suspended o r Supported.
MA ( g ) The term " l o o s e g e a r " c o v e r s any g e a r by means of which a load can be a t t a c h e d t o a

l i f t i n g a p p l i a n c e b u t which does n o t form an i n t e g r a l p a r t o f t h e a p p l i a n c e o r l o a d .
PART I - Thorough examination of l i f t i n g appliances and loose gear
S i t u a t i o n and descrip- Certificate Examination I c e r t i f y t h a t on t h e Remarks

t i o n of l i f t i n g Nos. perf onned d a t e t o which I have
appended my s i g n a t u r e , (To be dated
appliances and loose ( s e e Note 2 )
g e a r (with d i s t i n g u i s h - t h e gear shown i n and signed)
i n g numbers o r marks, c o l m ( 1 ) was
i f any which have been thorough1 y examined
thoroughl y examined and no d e f e c t s affec-
(see Note 1 1 t i n g i t s safe working
c o n d i t i o n were found
o t h e r than t h o s e
shown i n column (5)
(Date and s i g n a t u r e
-
Note 1: If a l l t h e l i f t i n g a p p l i a n c e s a r e thoroughly examined on t h e same d a t e i t w i l l be
s u f f i c i e n t t o e n t e r i n column (1 "All l i f t i n g appliances and loose g e a r " . I f n o t ,
t h e p a r t s which have been thoroughly examined on t h e d a t e s s t a t e d must be c l e a r l y
indicated.
Note 2: The thorough examinations t o be i n d i c a t e d i n c o l m ( 3 ) include:
(a) Initial
( b ) 12 monthly
(c) Five y e a r l y
(dl Repair/damage
(el M h e r thorough examinations including t h o s e a s s o c i a t e d w i t h h e a t treatment.
APPENDIX 1 - ILO REGISTER OF LIFTING APPLIANCES,
PART I 1 - Regular i n s p e c t i o n s o f loose gear
S i t u a t i o n and d e s c r i p t i o n of l o o s e Signature and d a t e of t h e Remarks

gear ( w i t h d i s t i n g u i s h i n g number r e s p o n s i b l e person
o r mark, i f any) w h i c h has been carrying out t h e inspection (To be dated and signed)
Inspected (see Note 1
Note 1: A l l l o o s e gear should be inspected before use. However, e n t r i e s need o n l y be made

when t h e i n s p e c t i o n d i s c l o s e s a defect.
Form No. 2
I d e n t i t y of n a t i o n a l a u t h o r i t y or competent organisation
CERTIFICATE OF TEST AND THOROUGH

IHATION OF LIFTING APPLIANCES
Name of Ship C e r t i f i c a t e No. .............

O f f i c i a l Number
Call Sign
Port of Registry
Name of Owner
S i t u a t i o n and d e s c r i p t i o n Angle t o t h e T e s t load Safe working l o a d (SWL) a t

of l i f t i n g appliances horizontal o r (tonnes) angle o r r a d i u s shovn i n
(with di sti ngui shi ng r a d i u s ' a t which
numbersormarks,ifany) testloadapplied (tonnes)
which have been t e s t e d
and thoroughly examined
Name and address of t h e f i m o r competent ..............................................

person who witnessed t e s t i n g and c a r r i e d
out thorough examinatioo ..............................................
I c e r t i f y t h a t on t h e d a t e t o which I have appended my s i g n a t u r e , t h e gear shown i n column (1)
was t e s t e d and thoroughly examined and no d e f e c t s o r permanent deformation were found; and
t h a t t h e s a f e working load i s a s shown.
Date: .......................... Signature: ............................

Place: ..........................
-
Kote: T h i s C e r t i f i c a t e i s the s t a n d a r d i n t e r n a t i o n a l form a s recomnended by t h e I n t e r n a t i o n a l
Labour Office i n accordance w i t h ILO Convention No. 152.
APPENDIX 1 - iLO REGISTER OF ILIFTING APPI-IANCES.
Instructions
1. Every l i f t i n g appliance shall be tested-with a t e s t load which shall exceed the safe
working load (SWL) as follows:
SWL
- Test 1oad
Up t o 20 tonnes 25 per cent in excess
20 t o 50 tonnes 5 tonnes in excess
Over 50 tonnes 10 per cent in excess
2. In t h e case of derrick systems the t e s t load shall be l i f t e d with t h e s h i p ' s normal tackle
with t h e derrick a t t h e minimum angle t o t h e horizontal f o r which the derrick system was
designed (generally 15 degrees), or a t such greater angle as may be agreed. The angle a t which
the t e s t was made should be s t a t e d i n t h e c e r t i f i c a t e of t e s t . After t h e t e s t load has been
l i f t e d i t should be swung as f a r as possible in both directions.
2.1 The SWL. shown i s applicable t o swinging derrick systems only. When derricks are
used i n union purchase the SWL (U) i s t o be as shown on Form 2 ( U ) .
2.2 In the case of heavy derricks, care should be taken t o ensure t h a t the appropriate
stays are correctly rlgged.
3. In t h e case of cranes, t h e test load i s t o be hoisted, slewed and luffed a t slow speed.
Gantry and travelling cranes together with t h e i r trolleys, where appropriate, are t o be
traversed and travelled over t h e f u l l length of their track.
3.1 In the case of variable load-radius cranes, the t e s t s a r e generally t o be carried
out with t h e appropriate t e s t load a t maximum, minimum and a t an intermediate radius.
3.2 In the case of hydraul i c cranes where limitations of pressure make i t impossible t o
l i f t a t e s t load 25 per cent i n excess of the safe working load, i t will be
sufficient t o l i f t t h e g r e a t e s t possible load, but in general t h i s should not be l e s s
than 10 per cent i n excess of t h e safe working load.
4. As a general rule, t e s t s should be carried out using t e s t loads, and no exception should
be a1 lowed i n the case of i n i t i a l t e s t s . In the case of repairs, rep1 acement or when the
periodic examination c a l l s f o r r e - t e s t , consideration may be given t o t h e use of spring or
hydraulic balances provided t h e SWL of the l i f t i n g appliance does not exceed 15 tonnes. Where
a spring o r hydraulic balance i s used i t shall be calibrated and accurate t o within + 2 per -
cent and the imindicator should remain constant for f i v e minutes.
4.1 I f t e s t weights are not used t h i s i s t o be indicated i n column ( 3 ) .
5. The expression "tonne" shall mean a tonne of 1,000 kg.
6. The terms "competent person", 'thorough examination" and " l i f t i n g applianceu are defined
i n Form No. 1.
-
Note: For recomnendations on t e s t procedures reference may be made t o t h e ILO document
Safety and Health i n Dock Work.
-
--...:
,
Form No. 2 (U)
I d e n t i t y of n a t i o n a l a u t h o r i t y o r competent organi s a t i on
CERf I F I t A f E OF TEST AND THOROUGH EXAMINATION

OF DERRICKS USED I N UNION PURCHASE
Name o f Ship C e r t i f i c a t e No. ..............

O f f 1c i a1 Number
C a l l Sign
P o r t o f Registry
Name o f Owner
S i t u a t i o n and d e s c r i p t i o n Maximum h e i g h t o f Test load Safe working load, SWL ( U ) .

o f d e r r i c k s used i n union triangle plate when operating i n union
purchase ( w i t h d i s t i n g u i s h - above hatch coat- (tonnes) purchase
i n g n u m b e r s o r m a r k s ) which Ing (m)ormaxi-
(tonnes
have been t e s t e d and rmna angle between
thorough 1y e x m i ned runners
P o s i t i o n o f outboard preventer guy attachments: (a) f o n a r d / a f t * o f mast ............. (m)

and
(b) from s h i p ' s c e n t r e l i n e ............. (m)
P o s i t i o n o f inboard preventer guy attachments: (a) f o n a r d / a f t * o f mast ............. (m)
and
(b) from s h i p ' s c e n t r e l i n e ............. (m)
Delete as appropriate
Name and address o f t h e f i r m o f competent .............................................

person who witnessed t e s t i n g and c a r r i e d
out thorough examination
.............................................
I c e r t i f y t h a t on t h e date t o which I have appended my signature, t h e gear shown i n column ( 1 )

was t e s t e d and thoroughly examined and no defects o r permanent deformation were found; and
t h a t t h e safe working load i s as shown.
Date: .......................... Signature: ............................

Place: ..........................
Note: This C e r t i f i c a t e i s t h e standard i n t e r n a t i o n a l form as recomnended by the I n t e r n a t i o n a l
- Labour O f f i c e i n accordance w i t h ILO Convention No. 152.
APPENDIX 1 - ILO REGISTER OF LIFTING APPLIANCES
Instructions
1. Before being taken into use, the derricks rigged i n union purchase shall be tested with
a t e s t load which s h a l l exceed the safe working load (SKI- ( U ) as follows:
-
SWL Test 1oad
Up t o 20 tonnes 25 per cent in excess
20 t o 50 tonnes 5 tonnes in excess
Over 50 tonnes 10 per cent in excess
2. Tests are t o be carried out a t the approved maximum height of the t r i a n g l e plate above
the hatch coaming or a t the angle between t h e cargo runners and with the derrick booms i n
t h e i r working positions, t o prove the strength of deck eye plates and the union purchase
system. These heights or angles must not exceed the values shown on t h e rigging plan.
3. Tests should be carried out using t e s t loads.

4. 'The expression "tonne" shall mean a tonne of 1,000 kg.
5. The t e r n s "competent person", "thorough examination" and " l i f t i n g appliance" are defined
i n Form No. 1.
-
Note: For recomnendations on t e s t procedures reference may be made t o the ILO document
Safety and Health in Dock Work.
Form No. 3
I d e n t l t y of n a t l o n a l authority o r competent o r g a n i s a t i o n
CERTIFICATE OF TEST AND THOROUGH EXAMINATION Or' LOOSE GEAR
Name of Ship C e r t l f l c a t e No. .............

O f f l c l a1 N u d e r
C a l l Sign
P o r t of Registry
of owner
Dlstlngulshlng D e s c r i p t i o n of loose gear Nunber Date o f Test loaded Safe working

nurPbcr o r mark tested test l o a d (SWL)
(tonnes 1
(tonnes 1
t h e and address o f makers o r s u p p l i e r s : .............................................

M a w and address of t h e f l n n o r canpetent .............................................
person who witnessed t e s t l n g and c a r r i e d
o u t thorough e x m i n a t l on
.............................................
I c e r t l f y t h a t t h e above Items o f loose gear were t e s t e d and thoroughly examlned and no
defects a f f e c t i n g t h e i r SYL were found.
Date: .......................... Signature: ...........................

Place: ..........................
-
Mte: This C e r t l f l c a t e Is the standard I n t e r n a t i o n a l form as r e c m n d e d by t h e I n t e r n a t t o n a l
Labour O f f i c e I n accordance w i t h ILO Conventlon No. 152.
APPENDIX 1 - ILO REGISTER OF ILIFTING APPI-IANCES.
Instructions
1. Every item of loose gear i s t o be tested and thoroughly examined before being p u t i n t o
use f o r t h e f i r s t time and a f t e r any substantial a l t e r a t i o n O r repair t o any part l i a b l e t o
affect i t s safety. The t e s t loads t o be applied shall be i n accordance w i t h the following
table:
Item Test load (tonnes)
Single sheave blocks (see Note 1 )

Multi sheave blocks (see Note 2) :
SWL 5 25 tonnes 2 x SWL
25 tonnes < SWL 5; 160 tonnes (0.933 x SWL) + 27
SWL > 160 tonnes 1.1 x SWL
Chains, hooks; rings, shackles, swivels, etc. :

SWL > 25 tonnes (1.22 x SWL) + 20
Lifting beams, spreaders, frames and similar

devices :
10 tonnes < SWL S 160 tonnes (1.04 x SWL) + 9.6
SWL > 160 tonnes 1.1 x SWL
-
Note: 1. The SWL f o r a single sheave block, including single sheave blocks with beckets, i s
t o be taken as one half of the resultant load on the head f i t t i n g .
2. The SWL of a multi-sheave block i s t o be taken as the r e s u l t a n t load on the head

fitting.
2. This form may also be used f o r the c e r t i f i c a t i o n of interchangeable components of l i f t i n g

appliances.
3. The expression "tonne" shali mean a tonne of 1,000 kg.

4. The terms "competent person", "thorough examination" and "loose gearu are defined i n
Form No. 1 .
-
Note: For r e c m n d a t i o n s on t e s t procedures reference may be made t o the ILO document
Safety and Health in Dock Work.
Form No. 4
Identity of national authority or competent organisation
CERTIFICATE OF TEST AND THOROUGH EXAMINATION OF W I R E ROPE
Name of Ship Certificate No. ...............

Official N-er
Call Sign
Port of Registry
Name of Owner
Name and address of maker or supplier
Nominal diameter of rope (rm)

Number of strands
Nunber of wires per strand
Core
Quality of wire (N/mn 2

Date of t e s t of sample
Load a t which sample broke (tonnes)
Safe working load of rope (tonnes)
Intended use
Nitmeand address of t h e firm or competent ............................................

person who witnessed t e s t i n g and carried ............................................
out thorough examination
I c e r t i f y t h a t t h e above particulars are correct, and t h a t the rope was tested and
thoroughly examined and no defects affecting i t s SUL were found.
Date: ................................. Signature: ................................

Place: .................................
Note: This C e r t i f i c a t e i s the standard international form as r e c m n d e d by the ~ n t e r n a t i o n a l
Labour Office i n accordance with ILO Convention No. 152.
APPENDIX 1 - ILO REGISTER OF LIFTING APPLIANCES:
Instructions
1. Wire rope shall be tested by sample, a piece being tested t o destruction.
2. The t e s t procedure should be in accordance with an international o r recognised national
standard.
3. The SUL of t h e rope i s t o be determined by dividing the load a t which the sample broke,
by a c o e f f i c i e n t of u t i l i s a t i o n , determined a s follows:
Item Coefficient
Wire rope forming part of a s l i n g

SYL of t h e sling:
SUL S 10 tonnes
10 tonnes < SUL d 160 tonnes
SUL > 160 tonnes

Wire rope as integral part of a l i f t i - n g
appl i ance
SUL of the l i f t i n g appliance:
SYL S 160 tonnes
SYL > 160 tonnes
These coefficients should be adopted unless other requirements are specified by a national
authority.
4. The expression "tonne" shall mean a tonne of 1,000 kg.
5. The terms "competent person", "thorough examination" and " l i f t i n g appliance" are defined
i n Form No. 1.
-
Note: For reconmendations and t e s t procedures reference may be made t o t h e ILO document
Safety and Health i n Dock Work.
Appendix 2 - Hydrostatic data and capacity plan of a bulk carrier
AP
'l
MIS
I
t
I
r W n 6 ' :LpperWn; :;pperW~4' iLpperWn31 :&.mrWA

L . . - - . - I - . - . - . - . I . - .
: Hold 6 Hold 5 Hold A ; Hold 3
A -w'! &.--.A
- :Lower Wn6
.-.-.
Low. wn 5 - -- .-- ..- -.. - - - -
I Db. tank 7 Db. lank 6 Db. tank 5 Db. tank 4 . 3
~ btank Db. tank 2 Db.lank 1
Curves of statical stability
Angle of heel. 8
Weights in tonnes Centre of Gravity Free

Capadties Volume surface
-
sn in ma
lank
Cub. oil
(p 0.9) -
Diesel oil
(p 0.9)
Fuel oil
(p = 0.95) -
Fresh w.
(p 1 .o)
Ballastw. VCG
(p = 1.02) (metes)
From AP
(metes)
I = I x b3 m'
7
Forepeak
Db. tank No. 1
Db. lank NO. 2
Db. tank No. 3
Db. tank No. 4
Db. tank No. 5
Db. tank No. 6
Db. tank No. 7
Lower Wlt. No. 5
Lower W.I No. 6
wn. Eng. R w m
Upper Wlt. No. t
Upper wn. No. 2
Upper Wll. No. 3
Upper Wlt. No. 4
Upper Wlt. No. 5
Upper WII. No. 6
Aller-peak
Swim. pool
Freshw. Pnk
Daily d~eseltank
1 Daily luel oil tank
Diesel 011lank
Lub. od rank
Lus. 011tank
APPENDIX 2 - HYDROSTATIC DATA TANKER.
Loading scale
SPILT WATER
tans. FRESH WATER I 1
All mecnu5 n nm
TF 17039 tonnes deadweight at 9.35 m

F 16538 ' 9.16m
T 17057 - 9.17m
Ships data
LOA = 159.41~1
LBP = 149.351~1
= 20.4 m
0 = 12.5m
Gmss = 11 182 tonnes
Net = 5 971 tonnes
A (S) = 21 441 Ionnes
Cb (s) = 0.765
Light ship:
Displacemenr 4 895 tonnes
Draught F 0 2 5 m. A 4.62 m. M 2.43 m
VCG 7.8 m
LCG from AP 61.587 m
Cargo holds:
Volume (m3) Centre of Gravity

No. Grain Bales VCG (m) from AP (m)
1 2919 2761 7.83 128.32
2 3577 3435 7.14 111.43
3 3607 3465 7.13 93.88
4 3607 3465 7.13 76.29
5 3 603 3 460 7.13 58.73
6 3 539 3 430 7.19 41 09
Toral: 20852 20017
Lightship 4895 tonnes

Mean draught 2.37 m on
KN Curves
A , , , I
3 4 5 6 8 10 12 14 16 18 2b '122 24
Displacement in lhousand lonnes 21441 Ionnes
LC0 - I
75.0 i5 5 76.0 i6 5 77'0
,
LCF --'
Ah - 3 2 1 C 1 ? - - Ford
, m
APPENDIX 3 - HYDROSTATIC DATA TANKER
Appendix 3 - Hydrostatic data and ullage tables of a tanker
"VLCC" 'oading Scale:
Main particulars:
LOA E 327.00 m
Lpp = 313.000 m
B = 48.200 m
D = 25200 m
d(s) = 19.507rn
DW(s) = 218344axlnes
A(S) = 251244,V18nes
%(S) = 0 .a322
Load Lines:
Light SMp:
LCGis11.CCnnaftofL12
WLS = ALS = 32900 1onnes
MLS = 0.5 (MLSF + MLSA) = -1324925 Dnne -m
dm (even keel) = 2.883 rn
LC6 is 14.87m forward of U2
LCF is 15.73m forward of L12
Light Ship Condition:

1=4.145 m
dF = 0.996 m
dA = 5.141 m
dm = 3.067 m
SWBM = -344745 tonne -m
Lighr ship
General arrangement:
Tank information:
Cargo tanks
Tank Frame CFdes
LCG from U2 (m)
Nos. (m .100%)
C.T. No. 1 89-101 3471 7 2 104.15-F
C.T. No. 2 7-9 31449.7 50.50 F
,-
1225 F
C.T. No. 4 64-74 31449.7 25.98 A
C.T. No. 5 53-64 33222.0 78.49 A
TOTAL 146563.5
W.T. No. 1 P. 89101 15678.4 10221 F
W.T. No. 2 P. 79-89 15594.9 50.50 F
W.T.No. 4 P. 64-74 15S3.1 25.98 A
W.T. NO.5 P. 56-64 11329.0 71.08 A
Slop tank P. 53-56 3110.9 99.45 A
TOTAL P. 8 S. 122572.6
Cargo total capacity 269136.1
Limits:
APPENDIX 3 - HYDROSTATIC DATA TAIVKER
Hydrostatic Tables
Draught Displ. TPC MCT 1 cm LCB LCF WetW WP

(m) (tonnes) (tonnes) (ton-) (m) (m) surface area
fdd fdd (m2) (m2)
15.07
14.81
14.54
14.26
13.96
13.66
13.32
12.98
12.63
12.27
11.91
11.53
11.14
10.74
10.32
9.88
9.42
8.95
8.41
7.87
7.30
6.71
6.11
5.48
4.85
4.23
3.61
3.02
2.45
1.92
1.43
0.98
0.58
0.24
-0.07
-0.33
-0.65
Ullage Tables
Capacity of tank (m3)

Ullage
(metres) 4W 5W SLOP
APPENDIX 3 - HYDROSTATIC DATA TANKER
Tables for calculating shear force and bending moments
Buoyancy characteristics of sections, in tonnes

Draught
(m) Fore Eng.

Peak C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 Room
Buoyancy corrections due to trim, in tonnes

Trim
(m) Fore Eng.

Peak C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 Room
Weight of sections, in tonnes
2545 2369 2380 2475 2475 2475 2551 2551 2041 2014 1586 658 6777
Length of sections. in metres
(24.5) 28.9 27.4 25.5 25.5 25.5 25.5 25.5 20.0 20.8 15.0 4.8 (44.4)
Appendix 4 .Extracts from API/IP/ASTM Petroleum Measurement Tables
Table 1
Interrelation of Units of Measurement
LENGTH VOLUME AND CAPACITY*

.
T o Convert
I
Multiply By T o Convert Multiply By
METERS: U.S. GALLONS:

To Cubic Inches ................ 231t
T o Yards . . . . . . . . . . . . . . . . . . . . . . . 1.0936 To Cubic Feet .................. 0.133681
T o Feet . . . . . . . . . . . . . . . . . . . . . . . . 3.2808 T o Imperial Gallons . . . . . . . . . . . . 0.83268
T o Inches . . . . . . . . . . . . . . . . . . . . . 39.370 .
T o U S Barrels ................ 0.0238095
YARDS:
T o hfeters . . . . . . . . . . . . . . . . . 0.91440
I To Liters ....................... 3.78533
U.S. BARBELS:
To U.S. Gallons . . . . . . . . . . . . . . . . 42t
To Cubic Inches . . . . . . . . . . . . . . . 9702t
To Cubic Feet .................. 5.6146
To Imperial Gallons ............ 34.9726
To Liters ....................... 158.984
I SCHES :
T o Centimeters . . IMPERIAL GALLONS:
To Cubic Inches . . . . . . . . . . . . . . . 277.42
To Cubic Feet . . . . . . . . . . . . . . . . . . 0.160544
To U.S. Gallons . . . . . . . . . . . . . . . . 1.20094
WEIGHT To U.S. Barrels . . . . . . . . . . . . . . . . 0.028594
To Liters . . . . . . . . . . . . . . . . . . . . . . . 4.54596
T o Convert
LONGTOKS:
I
Multiply By CUBICFEET:
T o Imperial Gallons . . . . . . . . . . . .
To U.S. Gallons . . . . . . . . . . . . . . . .
To U.S. Barrels . . . . . . . . . . . . . . . .
To Liters . . . . . . . . . . . . . . . . . . . . . . .
6.2288
7.4805
0.1781 1
28.316
T o Pounds (Avoirdupois). . . . . 2240 To Cubic Meters . . . . . . . . . . . . . . . 0.028317
T o Short Tons ................. 1.12
.....
T o Metric Tons (Tonnes) . . . . . . 1.01605
CUBICINCHES:
To Imperial Gallons . . . . . . . . . . . 0.00360463
SHORTTOSS: To U.S. Gallons . . . . . . . . . . . . . . . 0.0043290
T o Pounds (Avoirdupois) . . . . . . . 2000 To Liters . . . . . . . . . . . . . . . . . . . . . 0.016387
T o Long Tons .................. 0.892857
To Metric Tons (Tonnes) ....... 0.907185 IAITERS
:
To Cubic Inches . . . . . . . . . . .
METRICTONS(TONNES): To Cubic Feet . . . . . . . . . . . . . . .
T o Long Tons . . . . . . . . . . . . . . . . . . 0.98421 To Imperial Gallons . . . . . . . .
T o Short Tons . . . . . . . . . . . . . . . . . 1.10231 To U.S. Gallons . . . . . . . . . . . . .
To U.S. Barrels . . . . . . . . . . . .
POUNDS(AVOIRDUPOIS) :
CUBICMETERS:
T o Kilograms . . . . . . . . . . 0.45359'2 To Imperial Gallons . . . . . . . . . . 219.97
To U.S. Gallons . . . . . . . . . . . . . . . . 264.17
KILOGRAMS : To U.S. Barrels . . . . . . . . . . . . . 6.2898
T o Pounds (Avoirdupois) . . . . . . 2.20462 To Cubic Feet . . . . . . . . . . . . . . 35.315
' These factors are solely for conversion at the same temperature .
t This relationship iu exact by definition .
APPENDIX 4 - APIIIPIASTM TABLES.
Table 2
Temperature Conversions
The temperature to be convened from degrees Fahrenheit to degrees Celsius, or v i a versa, is found in h e c m m l column and the convencd tcmpcnmrc
is rrad to h e left for degrees Celsius or to h e right for d c g n c s Fahrcnhci~
01 0'061 - AlISN3a
OS'LL LL66'0 9166'0 9L66'0
6L66'0 6L66'0 6L66'0 8166'0 8166'0 SZ'LL

1066'0 1066'0 1066'0 0066'0 0866'0 00'11
P066'0 P066'0 E066'0 E866'0 E066'0 S1'91
9066'0 9066'0 9066'0 S066'0 S866'0 OS'9L
8066'0 8866'0 0066'0 0066'0 0066'0 SZ 9L
00'91 1666'0 1666'0 1666'0 0666'0 0666'0 00'9L

SL'S1 C666'0 C666'0 E666'0 E666'0 E666'0 SL'SL
OS'S1 S666'0 9666'0 S666'0 S666'0 S666'0 OS'Sl
SZ'SL 0666'0 0666'0 8666'0 0666'0 8666'0 SZ'SL
OO'SL OOOO'L OOOO'L OOOO'L 0000'1 OOOO'L OO'Sl
SL'PL 2000' 1 2000' 1 2000' 1 2000 ' L 2000 :L 2000 ' 1 2000 ' 1 2000 ' 1 2000' 1 2000' 1 S l 'PL
0s' PI SOOO' 1 SOOO' 1 SOOO' 1 SOOO' 1 SOOO' 1 SOOO' 1 so00 ' 1 SO00 ' 1 S000'1 S000'1 OF'PL
S2'?1 L000' 1 L000' 1 L000' 1 L000' 1 L000'1 L000'1 LO00 ' 1 L000' 1 L000'L 1000'L SZ'PL
OO'PI 6000'1 6000'1 6000'1 6000' 1 0100' 1 0100' 1 0100' 1 0100'1 0100'1 0100'1 OO'PL
SL'EL 2100' L ZLOO' 1 2100' 1 2100' 1 2100' 1 2100' 1 2100' L 2 LOO' 1 2100'1 ZLOO'L SL'EL
OS'EI P100' 1 P100' 1 P100' 1 P100' 1 PLOO' 1 PLOO' 1 P100' 1 S1OO' 1 SLOO' I SLOO'L S100'1 OS'C1
SZ'EL 9L00'L 9100'1 LlOO'l L 100' 1 L100' L 1100' 1 L LOO' 1 LLOO' 1 1100'1 LLOO'L LLOO'L SZ'EL
OO'Cl 6100'1 6100'1 6100'1 6100' 1 6100' 1 6100' 1 6 LOO' L 6100' 1 6100'1 0200'1 0200'1 OO'EL
SL'ZL LZOO'L 1200'1 1200'1 1200' 1 L200'1 2200'1 2200' 1 2200 ' 1 2200 ' 1 ZZOO'L 2200'1 SL'ZL
OS'21 EZ00' 1 EZOO' 1 PZOO' 1 PZOO' 1 PZOO' L PZOO ' 1 PZOO ' L PZOO ' 1 VZOO' 1 VZ00'1 SZOO'L OS'ZL
S2'21 9200' 1 9200' 1 9200' 1 9200' 1 9200' 1 9200' 1 9200 ' 1 1200' 1 1200'1 1200'1 1200'1 SZ'ZL
00'21 0200' 1 0200' 1 8200' 1 0200' 1 6200' 1 6200' 1 6200' 1 6200' 1 6200 ' 1 6200' 1 6200' 1 OO'ZL
SL'11 OE00'1 IEOO'L 1E00'1 LEOO' 1 lC00'1 IC00'1 lC00'1 1E00' 1 EEOO ' 1 ZCOO'L 2E00'1 SL'LL
OS'11 CEOO' 1 EE00' 1 EEOO' 1 EEOO' L CEOO'1 PEOO'L PEOO ' 1 PEOO' 1 PEOO ' 1 PEOO' 1 PEOO' 1 OS'11
SZ'IL SEOO' L SEOO ' 1 SEOO ' 1 9E00' 1 9E00'1 9E00'1 9E00' 1 9E00' 1 9E00 ' 1 LEOO'L LEOO'L SZ'LL
LEOO' L -8E00' 1 0EOO' 1 0EOO' 1 8E00' 1 0EOO' 1 6EOO' 1 6E00' 1 6E00' 1 6E00' L OO'LL
OPOO' 1 OPOO' L OPOO' 1 OPOO'L 1PO0'1 LPO0'1 1P00'1 1PO0'1 ZP00'1 ZPOO'L SL'OL
ZPOO'I ZPOO'L ZPOO'L EPOO'L EP00'1 EPOO'1 EPOO'1 PP00'1 tP00'1 PP00'1 OS'OL
PP00' 1 PPOO' L SP00' 1 PPOO' 1 PPOO' 1 9POO' 1 9POO' 1 9POO' 1 9P00'1 LPOO'L SZ'O1
L P 0 0 ' 1 LPOO'L LPOO'L LPOO'L BPOO'L 0P00.1 0tO0'1 0VOO'L 6POO' 1 6POO' 1 00'01
TABLE 54A. GENERALIZED CRUDE O I L S
VOLUME CORRECTION TO 15 C
D E N S I T Y AT 15 C
TEMP 796.0 798.0 800.0 802.0 804.0 TEMP
C FACTOR FOR CORRECTING VOLUME TO 15 C C
17.50 0.9976 0.9976 0.9976 0.9976 0.9976 17.50

17.75 0.9973 0 . 9 9 7 3 0.9974 0.9974 0.9974 17.75
18.00 0.9971 0.9971, 0.9971 0.9971 0.9971 1800
18.25 0.9968 0.9969 0.9969 0.9969 0.9969 18.25
18.50 0.9966 0.9966 0.9966 0.9967 0.9967 18.50
18.75 0.9964 0.9964 0.9964 0.9964 0.9964 18.75

19.00 0.9961 0.9961 0.9962 0.9962 0.9962 19.00
19.25 0.9959 0.9959 0.9959 0.9959 0.9960 19.25
19.50 0.9956 0.9957 0.9957 0.9957 0.9957 19.50
19.75 0.9954 0.9954 0.9954 0.9955 0.9955 19.75
20.00 0.9951 0.9951 0.9951 20.00

20 25 0.9948 0.9949 0.9949 20.25
20.50 0.9946 0,9946 0.9946 20.50
20.75 0.9943 0.9944 0.9944 20.75
21 .oo 0.9941 0.9941 0.9941 21 .oo
21..25 0.9938 0.9939 0.9939

21.50 0.9936 0.9936 0.9937
21.75 0.9933 0.9934 0.9934
22.00 0.9931 0.9931 0.9932
22.25 0.9929 0.9929 0.9929
22.50 0.9926 0.9926 0.9927
22.75 0.9924 0.9924 0.9924
23.00 0.9921 0.9922 0.9922
23.25 0.9919 0,9919 0.9919
23.50 0.9916 0,9917 0.9917
23.75 0.9914 0,9914 0.9915
24.00 0.9911 0.9912 0.9912
24.25 0.9909 0.9909 0.9910
24.50 0.9906 0.9907 0.9907
24.75 0.9904 0.9904 0.9905
25.00 0.9901 0.9902 0.9902
" DEN0TES EXTRAPOLATED VALUE DENSITY = 790.0 TO
' h i s Table must IIC used wid1 a value of dcnsity at 1SC (see Table 5312) and with an observed temperature
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oommm mmmmm ct-hcw wwwmn V)V).YVW WOOC)O N w
mmmmm wmwmw mamma mmmmm mmmmm mmmmm m 3
m mmmmm mmmmm mmmmm mmmmm mmmmm mmmmm m J
c . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
00000 00000 00000 00000 00000 00000 0 >
o N m c w N
ommmm
o h m n o
mmmwm
e m w o e
c c c h w
m a o c n mom-0
WWCDUJV) m n w w w
o m n n o
uoo-o
m
N I-
E
N mmmmm mamma mmmmm mmmmm mmmmm mmmmm m <
m mmmmm m mmmm mm mmmmm
h . . . . .~~
. . . . . . ~
. -~. m. m.m .
~ mmmmm mmmmm
. . . . . . . . . . . . . .
~ ~
m
0
-1
ooooo 00000 ooooo 00000 00000 00000 o a

4
LL
o -mow- m w w ~ mC U N ~ C t r u m h t w m c = r ~ mhwrum h I-
ommmm mmmmh h e h a w wwmubn n-awvg nnoocv N x
o mmmmm mmmmm mmmmm mmmww mmwmm mmmmm m w
m mmmmm mmmmm mmmmm mmmmm mmmmm mmmmm m
h . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 'JY
00000 00000 00000 00000 00000 00000 0 +
W
0
Z
o ~ o m on o m o n o m o m o mocloV) o m o m o m o n o m 0 W
a o ~ m c o~ m c no e ~o ~ ne o a m c OCYW-O ~ m t . 0m ~ o
zu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
w nmnm w owwet. h h w m m mmmmm oooo- -,--oJN N
I- NNNNN NNNNN NNNNN NNNNN 00000 00000 0
TABLE 5 4 A . GENERALIZED CRUDE O I L S
VOLUME CORRECTION TO 1 5 C
D E N S I T Y AT 1 5 C
TEMP 796.0 798.0 800.0 802 .O 804 . O TEMP
C FACTOR FOR CORRECTING VOLUME TO 1 5 C C
0.9830 0.9830 0.9831 0.9832 0.9833

0.9827 0,9828 0.9829 0.9830 0.9831
0.9825 0.9826 0.9826 0.9827 0.9828
0.9822 0.9823 0.9824 0.9825 0.9826
0.9820 0.9821 0.9822 0.9822 0.9823
0.9817 0.9818 0.9819 0.9820 0.9821

0.9815 0,9816 0,9817 0.9818 0.9819
0.9812 0.9813 0.9814 0.9815 0.9816
0.9810 0.9811 0.9812 0.9813 0*.9814
0.9808 0.9809 0.9810 0.9810 0.9811
0.9805 0.9806 0,9807 0.9808 0.9809

0.9803 0.9804 0.9805 0.9806 0.9807
0.9800 0.9801 0.9802 0.9803 0.9804
0.9798 0.9799 0.9800 0.9801 0.9802
0.9795 0.9796 0.9797 0.9798 0.9799
0.9793 0.9794 0.9795 0.9796 0.9797

0.9790 0.9791 0.9793 0.9794 0,9795
0.9788 0.9789 0.9790 0.9791 0.9792
0.9786 0.9787 0.9788 0.9789 0.9790
0.9783 0.9784 0.9785 0.9786 0.9787
0.9781 0.9782 0.9783 0.9784 0.9785

0.9778 0.9779 0.9780 0.9781 0.9783
0.9776 0.9777 0.9778 0.9779 0.9780
0.9773 0.9774 0.9776 0.9777 0.9778
0.9771 0.9772 0.9773 0.9774 0.9775
40.00 0.9752 0.9754 0.9755 0.9756 0.9757 0.9759 0.9760 0.9761 0.9762 0.9763
DENOTES EXTRAPOLATED VALUE DENSITY -

...
C C C C C --Dm- O-Nmm JmOCO m-Nnm *CU.LN 3

OmwfN OO.aPW, -U.I-mm .-0.-mm -00-6 NOOCII) n
- 0 0 0 0 0mm-m o m o ~ m- I - C ' I - c -I--** uY*UItnm m
a ~ d j fu n n m n mnmn* n n n m n n m n n n n n n n m n
V)
r
a cd
O W U
u
C
I
...............................
mmm0.m
m-0-N
-----
mm0.0.-
mdm=C
0.m*0.m
O - 0 - N
**emu.
- 3 V , W P
wmmo-*
m-0-N
a-mm0.m
-3II)-C
-
Q
-
oa-
-8
X
m
2
U
00---
C I - C C C C C C C C
wnnmhl
--mNw
+
C C C C C
mNNNN
C C C C C
mn,mnW,
C C C C C C C C I - C
,c,
...............................
0.-mmm
Q - 0 - N
CCmmQ
0.0.0.o.m
w s m w c
mmQ0-
m-0.-0.
9 - 0 - N
mmmm0.
0.m0.mu.
m=mwI-
0.e.o.mm
00.0-w
o.0.0.0.-
mumwC
ooaoo
o.
m
-0.0.0.0. * C Q O Q 0
**w*w w**-aw ww*ww wwwww *wr-CP P C C C C C
O - ~ n t~
QQaQQ
.a-www
Q O Q Q O
o-a-Dw
W C Q * o - ~ m t mar-ma
e-emu--
w-4ww.n
m*m0.-
wwwww
o-mme
O O O O O
pf-rrr
m a ~
O O O O O
r+f-+~
~
o
-
c
m
v) E
s I-
4 r
LLu
-
U W U
on-
m
3
X U
-a W 0 - ~ n aI
mmmmul
A W I - Q ~
rnmmmm
o-run4
****-a
r n m r - ~ m O - N ~ Z inmr-m-
.D**** C C C C P C C C C C
o
0
v)
2 **w** .'?ww-* **w-aw *w*wa *w-D** ***-a* *
--
WV)
0
APPEl'JDlX 4 - API/IP/ASTM TABLES
+N*OV, m e ~ r n mN + N C N a-UQ-4 -CNCN

- 0 m c m m ~ o m
*er~n-o m ~ u - 0- m
~mwm
..... -----
-----
NNNNN
. . . . . -----
m m z e *
. . . . . .-----
NNNNN
. . . . "l?YN.
d f ~ n nn n m m m
NNNNN
NNNNN
NNNNN
-----
N----
r I-
<
cea
s
-
U W U
On.-
2 m
3
IPOC6E
O O O O O
0 0 0 0 0
----- -----
O-NWQ
0 0 Q 0 0
w O ~ 0 m0
0 0 0 0 0
- N F J
NNNNN
Q 0 Q 0 0
m * c (DO.
NNNNN
mmmmm
o m c i n n
00.-Em
WNNNN
n i o ~ i i n% N & Q C
*mOOQ
NNNNN
0OOCC
NruNNN
w o c i ~ 6 6 ;~GN;
C h C C *
NNNNN
- 4 a e W a
NNNNN
& m * t n
mmmmU7
NruNNN
-
*
N
o
C
...............................
0.P-mm
m e o - N
.O.QCCt-
LmU.O.+ -U-EmU.
r n d w a ~OEO-N
CCQQQ
U-00.0m U.mCU-- 0.-00.*
m m m m m 0mmV.m
W.
n w m a ~Q ~ O - N m w m a ~ Q
O.
C C C C C rO00Q0
C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C
o - ~ n - m a ~ e mo - N * ~ m a ~ a - 0 - N V I ~m a ~ ~
o m
C C C C C C C C C C QC.000 OOQQO am-em mO.0.e- 0
C C C C C C C C C C C C C C C C C C C C C C C C C C f - C C C Q
Ir
I- 3mf-0.- mmCm- n m C 0 r . d *Co.NS -*Corn a
-----
C O N * Q
m-PC- JNoQc mn-om e s w - m c a 3 ~ oO . c w * N
=&? m m 3 5 5 n n m r n ~~ J N N N -
0
U
-Lo
m
W Z
I-
. . . . . . . . . . .....
mv~.mmm m m n n n rrnnmm
?11?? ".?"!??
0 0 0 0 0
Y?".".
".
0
3
U
...............................
m h e m m
mmo-N F
e m ~ . h m e m ~ . m ~m. m m m ~ 0 . 0 e - m
J ~ W C mmo-rv namwr-
mmmea
c e o - n ~ n t m - c
m
c
m n z r ~ tt o t ~ o= a m m m m ~ ~ m m mwa-w -naaaw a
C C C C C C C C C C C C C C C C C C C C reef-C I - C C C C C
Appendix 5 - Example of a grain loading calculation
The "WS"... (see Appendix 2) is to load a cargo of wheat in Montreal, Canada, for Hamburg
in Germany, during the month of August.
At departure Montreal the ship has fuel, water and stores as follows:
Fuel oil 500 tonnes
Diesel oil 130 tonnes
Fresh water 200 tonnes
Stores etc. 200 tonnes
Stowage factor of wheat is 1.3 m3/tonne.
If there is a part-filled hold it is to be No. 3 hold and the grain depth is to be 9.0 m, with
VCG = 6 m.
At arrival Hamburg, assume the following:
Stores etc. 200 tonnes VCG = 9.15 m
Fuel oil (W/T Eng. Room) 200 tonnes density = 0.95 t/m3
Diesel oil (D.B. No. 7) 80 tonnes density = 0.9 t/m3
Fresh water (After Peak) 100 tonnes
The VCG of tanks is as given in the tank capacity table.
The following Upsetting Moments for Holds are taken from the ship's "Grain Stability
Information":
Hold No. 1 Full: 250 m4
Hold No. 3 Slack: 3710 m4
The ship is required to perform a type 4 calculation (Full), and tables 11, Ill, IV, V, VllB and IX
are to be filled in (see 'Instructions to Masters Loading Grain in Canada', overleaf).
a) How many tonnes of wheat are to be loaded?
b) Fill in the tables in the approved way.
Calculation of amount of grain to be loaded
Deadweight (summer) -
- 16546 tonnes
Fuel, stores, etc. -1 030 tonnes
.-.Available deadweight - 15516 tonnes
Total volume of holds = 20852 m3
Capacrty of holds (2085211.3) - 16040 tonnes
Available deadweight - 15516 tonnes
:.Reduce capacity of No. 3 hold by 524 tonnes
APPENDIX 5 - GRAIN LOADING CALCULATION
C.ALCUWTION OF STABILITY ~p -
Department of T r a n s p o r t
FOR A VESSEL LOADING BULK Canadian Coast Guard
GRAIN I?r: ACCORDANCE W I T H S h i p S a f e t y Branch
Captain:
You a r e r e q u i r e d t o c o m p l e t e a s t a b i l i t y c a l c u l a t i o n p r i o r t o t h e commencement o f
loading. T h i s i s t o i n d i c a t e your v e s s e l ' s worst c o n d i t i o n d u r i n g t h e forthcoming voyage.
The c a l c u l a t i o n s h o u l d b e made on t h i s f o r m and resented t o t h e S o r t Warden b e f o r e t h e
v e s s e l c a n b e i s s u e d w i t h a C e r t i f i c a t e o f R e a d i n e s s t o Load. I f t h e r e a r e any s u b s e q u e n t
c h a n g e s t o t h e o r i g i n a l s t o w a g e p l a n , ( t o n n a g e s , c o m m o d i t i e s o r s t o w a g e f a c t o r s ) , you
should p r e p a r e a c o r r e c t e d p l a n f o r t h e P o r t Warden's a p p r o v a l .
The manner i n w h i c h t h i s c a l c u l a t i o n i s made w i l l depend upon
(a) Your t y p e o f v e s s e l
Cb) The g e o g r a p h i c a l p o s i t i o n of y o u r l o a d i n g p o r t , and
(c) T h e t y p e o f g r a i n s t a b i l i t y i n f o r m a t i o n w i t h which y o u r v e s s e l h a s been p r o v i - d e d .
TYPE 1 CALC.I.~ATION
(5' ANGLE OF HEEL)
I f y o u r v e s s e l i s a b u l k c a r r i e r and a n " e x i s t i n g s h i p " u n d e r t h e p r o v i s i o n s o f IyCO
R e s o l u t i o n A264 ( V I I I ) P a r t B , S e c . V(B), you a r e r e q u i r e d t o p r o v e t h a t y o u r v e s s e l ' s
a n g l e of h e e l , i f g r a i n s h i f t s , w i l l n o t e x c e e d 5'. Your s t a b i l i t y i n f o r m a t i o n w i l l
i n d i c a t e i f y o u r v e s s e l i s of t h i s t y p e a n d i f s o you s h o u l d c o m p l e t e only T a b l e s I , 11, 1 1 1 ,
I V and V I I A.
I f y o u r v e s s e l h a s t o meet t h e p r o v i s i o n s of R e g u l a t i o n 4 o f t h e above . R e s o l u t i o n , i - e .
Haximum V a l u e s o f ( a ) A n g l e o f H e e l l Z O , a n d Minimum V a l u e s o f ( b ) R e s i d u a l S t a b i l i t y 0.075
m e t r e r a d i a n s a n d ( c ) GM 0.30M, you s h o u l d c o m p l e t e t h e form by o n e of t h e f o l l o w i n g m e t h o d s .
TYPE 2 CALCULATION (ALLOWABLE "UPSETTIYG MOMENTS ,12O ANGLE OF HEEL)
I f your v e s s e l ' s g r a i n s t a b i l i t y i n f o r m a t i o n c o n t a i n s a t a b l e of Allowable U p s e t t i n g
Moments c o m p l e t e o n l y T a b l e s I , 11, 111, 1 V . V and V I .
TYPE 3 CALCL'LATION (WITHOUT ALLOWABLE UPSETTING MOMENTS, 12' ANGLE OF HEEL) A B B R .
I f you a r e n o t p r o v i d e d w i t h a t a b l e o f A l l o w a b l e U p s e t t i n g Moments c o m p l e t e
T a b l e s I , 11, 111, IV, V , V I I B a n d V I I I .
I f however t h e GZ c u r v e d e p i c t e d i n y o u r g r a i n s t a b i l i t y i n f o r m a t i o n b o o k l e t t h a t i s
c l o s e s t t o y o u r p r o p o s e d l o a d i n g c o n d i t i o n i s n o t o f a normal c o n f i g u r a t i o n , or
t h e maximum
G Z v a l u e o f s;ch c u r v e o c c u r s b e f o r e 40°, t h e n you s h o u l d c o m p l e t e :
TYPE 4 CALCULATION (WITHOUT ALLOWABLE UPSETTISG MOMESTS. 12' ASGLE O F HEEL) FELL
I n t h i s c a s e c o m p l e t e T a b l e s I , 11, 111, IV, V , V I I B and IX.
TYPE 5 CALCULATION (5' ANGLE OF HEEL) TANKERS
I f y o u r v e s s e l i s a t a n k e r a l l t a n k s e x c e p t two ( t w o wings o r two c e n t r e s ) must b e
trimmed f u l l o r you w i l l b e r e q u i r e d t o meet t h e c o n d i t i o n s d e s c r i b e d i n TYPE I a b o v e
(5' ANGLE OF HEEL).
Your A d m i n i s t r a t i o n may h a v e p r o v i d e d you w i t h a s t a t e m e n t s t a t i n g t h a t y o u r v e s s e l
a t a l l t i m e s m e e t s t h e r e q u i r e d c o n d i t i o n s f o r d r a f t a n d i n i t i a l GM v a l u e s a n d i n t h i s c a s e
no c a l c u l a t i o n i s n e c e s s a r y . A l t e r n a t i v e l y you may h a v e i n f o r m a t i o n e n a b l i n g you t o c o m p l e t e
a TYPE I C a l c u l a t i o n . I f n o t you s h o u l d c o m p l e t e o n l y T a b l e s I , 11, 111, a n d VIIC.
* I t i s p o s s i b l e t h a t t h e t e r m " h e e l i n g moment" i s u s e d i n some s t a b i l i t y b o o k l e t s . This

term i s an a l t e r n a t i v e f o r " u p s e t t i n g moment" and t h e two a r e t o be t a k e n t o mean t h e
same.
TYPE 6 CALCULATION (REDUCED STABILITY CRITERIA, SHELTERED WATERS)

I f your v e s s e l i s l o a d i n g a t more t h a n o n e p o r t w i t h i n s h e l t e r e d w a t e r s you may n o t
be a b l e t o meet f u l l y t h e r e q i r e m e n t s l a i d down i n your s t a b i l i t y documents w h i l s t i n
t r a n s i t between such p o r t s . I n t h i s i n s t a n c e you may t a k e a d v a n t a g e of a r e l a x a t i o n of
such r e q u i r e m e n t s w h i l s t i n t r a n s i t between p o r t s . I n t h i s c a s e you s h o u l d complete
T a b l e s I , X I , 111 and X.
I f you meet t h e r e q u i r e m e n t s of T a b l e X y o u r v e s s e l w i l l n o t i n f a c t l i s t more t h a n
15' i f g r a i n i n a l l s l a c k h o l d s s h i f t s t h r o u g h a n a n g l e w i t h t h e h o r i z o n t a l of 12O, n o r
w i l l your a v a i l a b l e f r e e b o a r d be immersed by more t h a n SOX. B e f o r e t a k i n g a d v a n t a g e of
t h i s p r o v i s i o n you a r e a d v i s e d t o s t u d y S e c t i o n 11 o f t h e Canadian G r a i n R e g u l a t i o n s .
I f i t i s d e c i d e d t o t a k e a d v a n t a g e o f t h i s r e l a x a t i o n , i t s h o u l d be b o r n e i n mind
t h a t your v e s s e l w i l l h a v e t o comply f u l l y w i t h t h e R e g u l a t i o n s p r i o r t o d e p a r t u r e from
sheltered waters.
OTHER CONDITIONS
V e s s e l s h a v i n g onboard documents r e q u i r i n g o t h e r t h a n t h e c r i t e r i a d e s c r i b e d above, o r
no documents, s h o u l d c o n s u l t w i t h t h e P o r t Warden f o r f u r t h e r i n s t r u c t i o n s . -
APPENDIX 5 -GRAIN LOADING CALCULATION.
Thnnporc hnmporn TABLE 1
CALCULATION OF STABILITY FOR VESSELS LOADING WLK GRAIN

GENERAL PARTICULARS
NAME OF VESSEL POKT O f REGISTRY
0S.S. ~ M . V .
TYPE OF VESSEL OFFICIAL NUMBER
BULK CARRIER OTWEEN

DECKER
a
,
TANKER O T ~ E RI l n d i c a t s Type1 - . ,
CALL SIGN
DRAFT
--
w
LOADLINE
p s , UWNA FREEBOARD
8.9B m
3.54 rn
DEADWEIGHT F.W.A.
16544 /TOM.% 19 JJ&CMS 27.7
I I
LOADING PORTIS1
MONTREAL
DISCHARGING PORTlSl
YAmBL(/QG
GRAIN STABtLITY INFORMATION APPROVAL AUTHORITY AND DATE
CARGO PLAN : INDICATE HOLDS. TWEEN DECKS. COAMINGS/TRUNKS. PlPE OF GRAIN. SECURED ANDUNSECURED SURFACES AND BALLAST.
I I
do5
-
/."''+ n/O 3 do 2 u" 1
S e c - r e d by
F u [( Fu I ( -
b a 3 9 ~ dJ - * - Fu I ( FU[ [
/ / ///.
k/heq t Wheat IJhe~t kkcst

Whest
1 I I
I I I I 1 1 1 1 1 I I I I 1 1 1 1 1 1 1 1 l 1 1 l 1 1
DEPAmURE CONDITION TYPE OF STABlLlTl CALCULATION
CREW L STORES ICONSTANTI 200 BALUST NIL DPt 1 , 2. 3 . 4. 5 . 6 OR OTHER Ilndsc.ta Trml
BUNKERS 63 0 CARGO 15516
FRESH WATER 20°
T O T A L DEADWEIGHT 16566
30°C
TO^^..
4-
TYPC
I CERTIFY THAT THE CALCULATIONS SHOWN ON THIS DOCUMENT INDICATE THE WORST STABlLlrY CONDITION THAT WILL BE EXPERIENCED
DURING THE VOYAGE.
77 A w y 1990 MONTB&AL
OAT€ PORT MASTti
TAUE I1
CALCULATION OF KQ
FOR FULL COMPARTMENTS INDICATE WHnHER CARGO CENTRES "C" OR VOLWEIRIC CENTRES "V" ARE USED. IF YOUR GWIN STABILIN
INFOMATION DOES NOT DESCRIBE WHICH ARE USED PRESUME "V" VALUES USED.
COYPARTUCNT
NUMBER
G M I N CUBIC
Cu.*/M.
WIGHT
JDMS7TONNES
KG
.SOL10 MOUENTS
r WEIGHT X KG
"C'. OR "V..
CENTRES
-- LIGHT SHIP
CREW
STORES
CARGO
Ho(J NO.1 29 19 2245.4 7.83 17 5 8 7 . 5 V

uo[aUO. 2 3 577 2751.5 7. / & 19 60T. 7 V
SUBTOTAL 111 , zo6ll S U ~ O T * L ~ ~ I1

~&9gS?
LIQUIDS' WORST CONDITION

TANK WEIGHT KG LIOUIO MOMENTS FREE SURFACE
NUMBER J~RS/TONNES U/M = WEIGHT x KG MOMENTS
3 80 1887
SUB- TOTAL
S U B - T O T A L111 + 206 11
SUB TOTAL
sun-TOTAL 11) + 149859
. 393
MOMENTS
TOTAL 7 51 700
DISPLACEMENT 2 097 r MOMENTS
APPENDIX 5 - GRAIN LOADING CALCULATION.
TABLE Ill
CALCULATION OF KG & GM
UNCORRECTEO KG FROM : TOTAL MOMENTS (TABLE Ill - 151 7 4 0 7-22.q

DISPLACEMENT ITABLE 111 - 2oqQ1
+
LI~UID F.S. GAIN FROM: TOTAL F.S. MOMENTS ITABLE III - 39 3 O-olq
DISPLACEMENT ITABLE 111 20991
CORRECTED KG 1- 7.248
w IFIOM SHIP'S S T A B I L l n INFOlklATIONI FOR DISPLACEMENT SHOWN I N TABLE I1
-
.'.LEAST GM = 1 .2 H m I U U ~NOT BE LESS WAN 12 1 n c h ~ s 1 0 3 M . I 1. 20
TAME I V UPSETTING MOMENTS
COMPARTUENT GRAIN DEPTH YI/M !5lOWAGE FACTOR VOLUMETRIC UPSETTING U-ETTlNG MOMENT
NUUBER -fBR-- M O M E NU'
T~P/
PER TONNE -/M. TONNES
Hold No. 1 F u I1 1.3 2 SO 792.3

I I I I
Y O ~ ANO.3 7.0 r. 3 3770 2ss3.g

I I I I
Hoid dg.4- Fu I l 1.3 293 227.6
Ho(d No. 5 FuY l:3 253 Zzr.4-
USE THIS TOTAL FOR TABLE V I I A . A N 0 FOR TABLE V l l B ONLY WHEN THE 12% CO-ECTION FOR
I
THE VERTICAL SHIFT OF G I N SLACK COMPARTMENTS IS INCORPORATED I N THE SHIPS DATA
OTHERHlSE COMPLETE TABLE V TO CALCULATE ANGLE OF HEEL I N TABLE VIIB.
TOTAL U P S m I N G MOMENT 3 q h 7-7
I
TABlE V UPSETTING MOMENT CORRECTION FOR VERTICAL SHIFT OF G IF NOT INCLUDED I N SHIPS DATA
A --
I, TOTAL UPSET MOMENTS FOR SLACK COMPARTMENT TABLE I V MULTIPLV
-2'353-8
--- ,-----..
--,x d 1.12 = 31 9 6 . 3
I . TOTAL UPSET MOMENTS FOR FULL COMPARTMENT ITABLE IVI = 1093.9

-- - - - - -
TOTAL CORRECTEO VALUE OF URETTING MOMENTS
TABLE V I MAXIMUM ALLGWABLE UPSETTING MOMENTS
CORRECTEO KG (FROM TABLE I l l )
DISPLACEMENT IFROM TABLE Ill

I
tA1 MAXIMUM ALLOWABLE UPSETTING MOMENT IFROM SHIP'S STABILITY BOOK1
I
181 ACTUAL CORRECTED VALUE OF UPSETTING MOMENTS FROM ITABLE V I
I F I A l EICEEOS IBI VESSLL COMPLIES

TABLE VIIA ANGLE OF HEEL CALCULATION (FOR 5' CRITERION)
lvIS *lrn CORRECTION DOES NOT APPLV I N THIS C A S ~

- SUM 0 6 U P S E l T l N G MOMENTS ITABLE
DISPLACEMENT (TABLE 11) 1: G M ( T A I L € 111)
. .ANGLE O f HEEL
IF ANGLE I S LESS T H A N 5' VESSEL COMPLIES
TABLE V118 ANGLE OF HEEL CALCULATION (FOR 120 CRITERION)
HAT TAN ANGLE OF HEEL

- SUM OF UPSE~TING MOMENTS I T A ~ L EIVI OR ITAILE VI
DISPLACEMENT ITABLE Ill X G M I T A I L E 1111
.. ANGLE O F H E E L
I F ANGLE I S LESS T H A N 1p VESSEL COMPLIES
TABLE VllC ANGLE OF HEEL CALCULATION FOR TANKERS (P CRlTERlONI

TOTAL COMBINED L E N G T H OF A L L W I N G TANKS T O BE L O A D E D I L I FT.
( P . A N D 5 . T A N X S B O T H COUNTED) M.
MAXIMUM BREADTH O F W l N G T A N K S T O BE L O A D E D 181
TOTAL COMBINED L E N G T H OF A L L CENTnE T A N X S T O BE L O A D E D IL, I -

MAXIMUM BREADTH O F CENTRE T A N K S T O BE L O A D E D 1st I
W l N G TANKS U P S E l T l N G MOMENT
.0177~B'
= -
S.F.
= .0177 X I L I XI01 XlBl I101
1S.F.l
CENTRf TANXS UPSETTING MOMENT

= .0177~,8~' = .0177XlL, I XtBl I XIBI I XIB1l
S.F. 1S.F.I
FT. T O N S
TOTAL UPSEnlNG MOMENT U. TONNES
NAT T A N OF MEEL = T O T A L UPSETTING MOMENT

DISPLACEMENT ITABLE Ill X G M I T A B L E 1111
- I N G L f DF H E E L -
I r ANGLL OF HEEL LESS T H A N So VESSEL COUPLIES
'F C l n G O L S H A V I N G D I F F L R f N T STOWAGE FACTOF5 ARE L O A O L D , S L P A U T l C A L C U L A T I O N S ARE R t O U I R E O FOR E ~ c u US6

. I P A C L u h D f R TABLf V l l l
APPENDIX 5 - GRAIN LOADING CALCULA-TION.
TAME VIII CORRECTED RIGHTING ARM AT 40' HEEL USING CROSS CURVES
GZ PROU CROSS CURVES ISHIPS STA81LIN INFO~MATIONI
GZ OBTAINED USING KG VALUL OF ( ) FTlM
CORRECTION FOR KG DIFFERENCE -

GZ AT 400 HEEL OR GZ = RN - aG ISIN el
CORRECTED UPSETTING MOMENT

U P S W I N G A R 1 CORRECTIDN = 0.8 X
DISPUCEUENT
CORRECTED GZ AT 4@ HEEL
MINIMUU.REQUIRE0 GZ A T L(P HEEL
IF GZ CURVE I N THE NEAREST WPICAL LOADED CONDITION S H O W I N STABILIN BDOXLET I S OF NORUAL FOR1 A N 0 MAXIMUM GZ OCCURS AT NOT LESS THAN
140 THEN VESSEL COMPLIES.IP NOT THEN TABLE II. MUST BE COMPLETED. IF VOLUMETRIC MOMENTS ARE CARRIED FROM TABLE V THEY MUST BE DIVIDED
THE =OWAGE FACTOR BEFORE USE I N THIS TABLE.
SPACE FOR CALCULATIONS OR PflOCW INFORMATION AS REQUIRED.

APPENDIX 5 - GRAIN LOADING CALCULATIOIV
ANGLE OF HEEL CALCULATION FOR VESSELS

TAU€ X PROCEEDING BETWEEN PORTS IN SHELTERED WATERS
PlMENSlONS OF SLACK COMPARTMENT
FT. FT.
M. U
(0 YO. MAXIMUM LENGTH I L I

I I );AXIMUM WEADTH 181
I
I b l NO. UAXlMUM LENGTH I L I MAXIMUM WEADTH 181
Id NO. U A X I U U U LENGTH I L I MAXIUUM DREADTH Ill

I I I
UF5€N
Il G MOMENT OF SLACK COMPARTMEM
.0l77~l* [WHEN L = LENGTH OF THAT PORTION OF COMPARTMENT WITH NO CENTREUNE DIVISION

STOWAGE FACTOR
----
-,
.-- t W
. UL@ WHEN L: LENGTH OF THAT PORTION OF COMPARTUENT WITH CENTRELINE DIVISION
- STOWAGE FACTOR
COMPARTMENT 11
. .0l77 X I L I XIBI Xlll Xlll FT. TONS
M. TONNES
(STOWAGE FACTORI
COMPARTMENT 11
. .W X I L I Xlll Xl8I XIS1
ISTOWAGE FACTORI
COMPARIYENT lbl .0177 X I L I XI01 Xlll XIBl
ISTOWAGE FACTORI
COMPARIYENT Ibl .00U X I L I XIBI XIBI Xlll
ISTOWAGE FACTORI
COMrARTYENT lcl ,0177 X lL1 XIBI XIBI XlBl
(STOWAGE FACTORI
COUPARTMEN1 , ICl .00U X I L I XIBI XlBl XlBl
ISTOWAGE FACTORI
. . ---,
--T TOTAL UPSETTING MOMENT
GM1 = TOTAL UPSETTING MOMENT X 3.73 X 3.73

-
DISPUCEMENT (FROM TABLE Ill
GM, TOTAL UPSETTING MOMENT X BEAM
OISPUCEMENT I F R W TABLE 11) X FREEBOARD
IF G U FOUNO BY TABLE 111 EXCEEOS BOTH GM, A N 0 C M I . VESSEL COMPLIES FOR VOYAGE BETwCEN PORTS IN SHELTERED WATERS O N L I
Appendix 6 - Extract from the IMO Draft Handbook on

Implementing International Maritime Safefy
Conventions through National Legislation
IMO Instruments
One of the primary objectives of the International Maritime Organization is "to provide
machinery for co-operation among Govemmonts in the field of governmental regulation
and practices affecting shipping engaged in international tradewby, inter alia, providing for
"the drafting of conventions, agreements, or other suitable instruments." In discharging
this mandate, IMO has developed a large body of international instruments covering all
aspects of shipping and related maritime activities. These agreements may be grouped
into two main categories.
Conventions and other treaty instruments
The most significant instrument is the international convention or other treaty instrument.
The Committees and subsidiary bodies of the IMO act as forums for drafting conventions
on technical and legal matters relating to safety of navigation and protection of the marine
environment. The draft conventions are submitted to diplomatic conferences which adopt
the final text of the convention and determine the conditions for its entry into force, i.e. the
number of States which must signify their consent to be bound and, in some cases, the
share of the tonnage of the relevant shipping which must be registered in all the States
bound by the convention or in any one of them. Consent to be bound by a convention is
signified by ratification, acceptance, or approval or by accession. The effect of all these
acts is the same, except that States which did not sign the text of the convention can only
accede to it. When a sufficient number of States have signified their consent to be bound,
the convention can come into force according to its terms. In addition to conventions, IMO
adopts other treaty instruments such as Protocols and Agreements. The legal status and
implications of all such instruments are the same as those of a convention.
An international convention is a treaty between two or more countries establishing certain

principles or practices which they agree to apply in areas defined by the convention. The
principles in a convention may be entirely new principles or they may be modifications of
existing principles; or in some cases the conventions may merely codify or provide
APPENDIX 6 - EXTRACT FROM IMO DRAFT HANDBOOK
/
of generally accepted customary principles. Essentially, each State agrees
to qualify the exercise of its sovereignty, in accordance with limits or conditions set by the
terms of the convention This is done by the parties undertaking, implicitly or explicitly, to
implement the requirements of the convention and enforce them within their sphere of
jurisdiction This meansthat they will take appropriate and necessary steps to make the
of the convenf0n Pafi of their national legal regime.
provisions
c o ~ ~ ~ address
~ m amatters
Y of public law or private law questions.
public law conventions @entiallydeal with matters involving the relationship between
&ies and pubic bodie!private law treaties, on the other hand, establish rules and
concerning rights and obligations between persons or entities in their
~~pacities- In s@cases, a convention will have both public and private
aspects; all cases, a convention will have public law elements and
implications since it is Qreement between sovereign States.
A may haveera1distinct parts. The formal articles of the convention may

\4
b
with such matters applicability of the convention in terms of geographical
scope and the class ofms or Property to which the convention applies, the
obligations to be unde{,bY the Parties, the requirements for bringing the convention
into force, and the proofor amending the convention provisions. Most of IMO's
technical conventions annexes which contain the detailed technical regulations
and constipe real objectives of the convention. In some cases, these
technical regulations $u~~lemented by appendices or nprotocolsndealing with
matters which; more detailed elaboration.
--
vention ion may proit SOme part thereof is optional. This means that a State may
become a pa* to thetion but may decide to exclude that part from the obligations
it undertakes under thntion- This may be done by declaring that the part of the
convention is not inclhe expression of the consent to be bound or by a
reservation with respet Part of the provision. However, such partial acceptance or
reservations can only Provisions in respect of which the power to do so is
available to States, ei@convention itself or under the general international law of
treaties.
Some conventions are brought up to date by lneans of a protocol. Changes may be made
in a convention, subsequent to its entry into force, by means of protocols or through
amendments adopted in accordance with the procedure specified in the convention. (In
some cases it may be necessary to revise a convention even before it has entered into
force, for example, in order to make it more acceptable to a greater numbe; of States.
This practice is highly discouraged by IMO (in Assembly resolution A.500(Xll)). However,
where the need is compelling, such revision may be made by means of a "Protocol
Relating ton the convention.
In the case of conventions containing technical annexes, it is often necessary to provide

for a flexible and expeditious method of amendment to enable the regulations to keep up
with developments in the industry and other advances. In such cases, the convention will
provide for a procedure of amendment which is based on the tacit acceptance procedure.
This means that the proposals for changes are considered in the relevant Committees of
IMO and adopted by the States parties. The adopted changes are then submitted to the
parties for consideration, with a determination that the amendments will be deemed to
have been accepted by the parties unless, by a specified date, a certain number of parties
have indicated their objection to the amendments. Thereafter, the amendments enter into
force on a date stipulated by the adopting Committee at the time the amendments are
adopted. This means that the silence of any party to the convention is treated as an
indication of its consent to the amendment.
This procedure is, however, only used to amend purely technical provisions. The formal
treaty articles are usually amended by the traditional method which requires that
amendments will enter into force after they have been formally accepted by a specified
number (usually two thirds) of the States parties. This latter method is not used in respect
of technical provisions because it has been found that it is not appropriate, since it entails
long delays in bringing into force changes which are considered to be necessary and
urgent.
Of the conventions and treaty instruments developed under the auspices of IMO since it
commenced operation in 1959, thirty-four are now viable internationally. A number of
others have been superseded, wholly or partially. Of the thirty-four instruments, however,
twenty-four will be in force as at 26 October 1990. These, and the instruments not in
force, remain under constant review by the relevant bodies of IMO and amendments or
revisions are considered and adopted as and when necessary.
APPENDIX 6 - EXTRACT FROM IMO DRAFT HAblDBOOK.
Recommendations and other 'non-treaty' instruments
The other form in which international regulations are adopted by IMO is the "non-treaty"
instrument. This may have several different names, such as Codes, Recommendations,
Guidelines, etc. This form is used when Governments conclude that a regulation,
standard or practice, or suggestion for uniform policy or approach, may be adequate or
appropriate to achieve the objective of improving safety at sea or the prevention of
pollution, without necessarily being embodied in a formal treaty instrument. This may be
because it is considered that the issues are not sufficiently clear to be formalized in treaty
language; or there is not sufficient consensus in which to establish a clear rule which will
be accewble to a sufficient number of States as a mandatory rule. It may also be
thought that the formality of a convention would be too complex to deal with a matter
which may be more suitable for, or require, speedy action on a provisional basis, or the
parties to a convention may believe that a provision needs clarification rather than formal
amendment and that this could more or equally effectively be done by means of an
"agreed or uniform interpretation" coupled with a recommendation that States implement
the regulations or standards as thus interpreted.
Recommendations are generally made by the Assembly which, in the case of

recommendations regarding maritime safety and the prevention of marine pollution from
ships, is the organ with exclusive competence. However, in other matters the
Committees, particularly the Maritime Safety Committee and the Marine Environment
Protection Committee, may make recommenclations - either on their own initiative or by
way of power delegated to them by the Assembly.
Recommendations, unlike treaty provisions, are non-binding on States. They are

recommended to States for implementation in whole or in part, according to their
individual sovereign judgement. However, most of these recommendations carry
significant weight because they are the outcome of intensive discussions among highly
qualified experts and persons with considerable experience in the matters dealt with
therein. In many cases, the recommendations supplement convention provisions and
provide extremely useful guidelines on the most meaningful way to interpret and apply the
provisions in an effective way. Such guidelines can, therefore, be of great assistance to
national authorities who have to incorporate those provisions into national law and to
devise procedures for their effective and practical implementation.
Where, for whatever reasons, it is considered that the non-treaty approach is preferable,
the regulations or standards in question developed in the appropriate Committee of IMO
are adopted by a formal resolution and communicated to Governments.
Where "recommendations" deal with technical issues in a major field of activity, such as
the construction and equipment of particular types of ships, or the carriage of specific
types of cargoes and dangerous goods, they are issued in the form of a Code. These are,
however, of the same status as other "recommendations", except that they tend to be
- more widely known. In some cases, the Codes eventually become part of the treaty
instruments to which they relate, either by being incorporated in the regulations of the
treaty or by provisions which state that the requirements of the Code are jncluded in the
"obligations" undertaken by States parties.
In some cases, the regulations-in an IMO Recommendation or Code may indeed be the
only international rules and standards on the matter, and States cannot realistically
disregard them iftheir maritime activities are to conform to internationally agreed
standards.
APPENDIX 7 - LLOYDS OPEN FORM.
Appendix 7 - Lloyd's Standard Form of Salvage Agreement
LOF 1990
EXPLANATORY NOTE
The Council of Lloyd's have approved a revised Lloyd's Standard Form of Salvage Agreement
to be known as L.O.F. 1990 following recommendations received from the Lloyd's Form
Working Party under the Chairmanship of the Lloyd's Appeal Arbitrator. Mr G.R.A. Darling,
tpQzC.
The following notes are to direct attention to the principal changes. It is necesary to refer to
the full text for the terms and effects of these changes.
The format has been revised to set out in a more logical sequence the provisions of the
Agreement At the same time wherever possible the language has been simplified. It is hoped thar
the revised format will make the document more readily understandable particularly by those
whose native language is not English.
The following revisions of substance have been made.
(a) The provisions of the International Convention on Salvage 1989 which apply to the
relationship between salvors and the owners of salved praperty have been incorporated.
The main consequence of that is to empower arbitrators to award special compensation
in certain cases where the salved property threatened damage to the environment or
while damage was prevented or minimised while the salvage operation was in progress.
(See clauses 1(a) and 2.)
(b) With the prior agreement of the salvor security provided from sources outside the
United Kingdom will be accepted by the Council of Lloyd's. (See clause 4(c)).
-
(c) In limited circumstances the owner of the ship is empowered to terminate the services.
*-- (See clause 18).
The Council have also approved Procedural Rules the aim of which is to ensure that at the
outset the Arbitrator gives directions designed to lead to the most expeditious and cost effective
conclusion having regard to the circumstances of a particular case (See clause 9(a)(ii)).
LOF 1990
LLOYD'S N m
I . Iu:nna'nrofp~rronrigrri. c n & b r /
of0wn"sofproprryro & r d r e d . j k ~ u r t r
rhoulds&#nw l w n u p o u i b l e .
2. T k C o ~ ~ ~ o r i ~ r h u l d d w o p &
w u u d * 1 k 4 a n d w k n t 3 c v r k A ~ r ~ istm~
d@b&Mmq&S+ wtI(rclkr
~ m ~ q ' & C ( ~ ~ J u ~ . u ~ &
orreror orkrprrron w r dm & w t n t d in
lirv 4 befort r k wor& 'for d m behd of
T k W r d r 'for and on k h o l / o ~ - r h o i d
&l.udwkrt aC o ~ ~ o r i # ~ p c r s d l y .
&
3. I u t r r p l a u ifa#reed in clavtr I I a X i )
STANWRD FORM OF L Y d ~ w t ~ u Ja#rrcdm
-y c h e I(t).
SALVAGE AGREEMENT
(APPROVED AND PUBLISHED BY THE COUNCIL OF LLOYD'S)
NO CURE - NO PAY
On board the ..........................................................

Dated .......................................
+ Stt Nort l
h IT IS HEREBY AGREED between Caplain+ ......................................................................
for and on behalf of the Owners of the " .............................................................................. " her
-
cargo freight bunkers stores and any other property thereon (hereinafter collectively called "the Owners")
and .........................................................
for and on behalf of ..................................................
'SIC Nor<Z
...............................................hereinafter called "the Contractor".) that:-
1. (a) The Contractor shall use his best endeavours:-
(i) to salve the".......................................................................a / her cargo freight

bunkers stores and any other property thereon and take them to #............................................or
to such other place as may hereafter be agreed either place to be deemed a place of safety or if no
such place is named or agreed to a place of safety and
(ii) while performing the salvage services to prevent or minimize damage to the environment
(b) Subject to clause 2 incorporating Convention Article 14 the services shall be rendered and
accepted as salvage services upon the principle of "no cure - no pay."
(c) The Contractor's remuneration shall be fixed by Arbitration in London in the manner hereinafter
prescribed and any other difference arising out of this Agreement or the operations thereunder shall
be referred to Arbitration in the same way.
(d) In the event of the services referred to in this Agreement or any part of such services having been
already rendered at the date of this Agreement by the Contractor to the said vessel and/or her cargo
freight bunkers stores and any other property thereon the provisions of this Agreement shall apply
to such services.
(e) The security to be provided to the Council of Lloyd's (hereinafter called "the Council") the Salved
Value(s) the Award and/or any Interim Award($ and/or any Award on Appeal shall bc in
I S M Notr 3
~ b a #...........................................currency.
( f ) If clause l(e) is not completed thcn the security to be provided and the Salved Value(s) the Award
and/or lnterim Award(s) and/or Award on Appeal shall be in Pounds Sterling.
11 1 1 1
J1111%
10 16
1 0Y)
I1. 6~) (g) This Agreement and Arbitration thereunder shall except as otherwise expressly providcd bc
W 11 61
U113 1 0l
1
governed by h c law of England. includ~ngh c English law of salvage.
19m
APPENDIX 7 - LLOYDS OPEN FORM.
A
/
PROVISIONS AS TO THE SERVICES

2. M c l e s l(a) to (e), 8, 13.1, 13.2 first sentence, 13.3 and 14 of the International Convention on Salvage 1989
Cfie Convention Articles") set out hereafter are hereby incorporated into this Agreement 'The terms "Contractor"
and"se~ices"/"salvagesemicesn in (his Agreemen[ shall havethesame meanings as the terms "salvor(s)"and
..&age %peration 6)' in the Convention Articles.
3. TheQnes their Servants and Agents shall co-operate fully with the Contractdr in and about the salvage
includingW i n g entry to the place named or the place of safety as defined in clause 1. TheCbntractor may make
enabl\se of the vessel's machinery gear equipment anchors chains stores and other appllrtenances during and
for the Pbe. of the salvage services free of expense but shall not unnecessarily damage abandon or sacrifice the
s m e or aproperty the subject of this Agreement
PROVISIONS AS TO S E C U m
4. (a) 'Contractor shall immediatelyafter the tamination of the senices or sooner notifythe Council and where
p-acti~ab owners of the amount for which he demands security (inclusive of costs expenses and interest) from
a -- ,&I of tspective Owners.
.L
@) sthe exception to the principle of "no cure - no pay" under Convention Article 14 becomes likely to
appkhe owners of the vessel shall on the demand of the Contractor provide security for the Contractor's
= special mation.
(c) mount of any such security shall be reasonable in the light of the knowledge available to the Conmtnr
at the 9Ihe demand is made. Unless otherwise agreed such security shall be provided (i) to the Council (ii)
in a foIpved by the Council and (iii) by persons firms or corporations either acceptable to the Contractor or
d='L 'red Kingdom and acceptable to the Council. The Council shall not be responsible far the sufficiency
(wheth unt or otherwise)of any security which shall be provided nor for the default or insolvency of any
person, rpration providing the same.
!
( d w of the vessel their Servants and Agents shall use their best endeavours to ensure that the cargo
ownedlheir proportion of security before the cargo is released.
\,
5- (akurity has been provided as aforesaid the Contracux shall have a marime lien on the p r o m Salved
for hishion. The pmpexty salved shall not without the consent in writing of the Contractor (which shall not
be withheld) be removed from the place to which it has been taken by the Contractor under clause l(a).
@)mtractor shall not amst or detain the property salved unless:-
h t y is not provided within 14 days (exclusive of Saturdaysand Sundays or other days observed as
general holidays at Lloyd's) after the date of the termination of the services or
he has reason to believe that the removal of the property salved is contemplated conaary to clause 5(a)
----- A.
or
,..-..e any aaempt is made to remove the property salved contrary to clause 5(a).
-
-.
(c) LfbitsatOTappointed under clause 6 or the Appeal Arbinator(s) appointed under clause 1 l(d) shall have
Power i d l u t e disuetion to include in t
kamount awarded to the Conmtor the whole or part of any expenses
a n a C u r r e d by the Contnctor in:-
g-
.. demanding and obtaining the amount of security reasonably required in accordance with
clause4
( enforcing andlor protecting by insurance or otherwise or taking reasonable steps to enforce andlor
Protect his lien.
'-(a) W b t y is provided PROVISIONSASTO ARBITRATION

the Council in whole or in part the Council shall appoint an Arbitrator in respect
to
he p a covered by such security.
(b) ~ t h esecurity
r has been provided or not the Council shall appoinr an Arbitrator upon receipt of a writlen
request rrfe by letter telex facsimile or in any other permanent form provided [hat any pany requesting Such
apPoinmt shall if required by the Council undertake to pay the reasonable fees and expenses of the Council andl
Or Aimmr or Appeal Arbitrator(s).
(c) lhere an Arbitrator has bcen appointed and the parties do not p r o u d to arbination the Council may mover
any f% Osts and/or expenses which are oulstanding and thereupon terminate Ihe appointment of such Arbimtor.
7. The Contram's remuneration shall be fixed by the Arbitrator appointed under clause 6. Such remunea-arion shall
not be diminished by reason of the exception to the principle of 'no cure - no pay' under Convention Article 14.
REPRESENTATION
8. Any party to this Agreement who wishrs to be heard to adduce evidence shall nominate a person in the United
Kingdom to represent him failing which the Arbitrator or Appeal Arbitrator(s) may p& as if such party had
renounced his right to be heard or adduce evidence.
CONDUCT OFTHEARBITRATION
9. (a) The Arbitrator shall have power to :-
(i) admit such oral or documentary evidence or information as he may think fit
(ii) conduct the Arbitration in such manner in all respects as he may think fit subject to such procedural
nrtes as the Council may approve
(iii) condemn the Contractor in his absolute discretion in the whole or pan of the expense of providing
excessive security and deduct the amount in which the Contractcu is so condemned from the salvage
remunemtion andlor special compensation
(iv) make Intaim Award(s) on such terms as may be fair and just
(v) make such orders as to costs fees and expenses including those of the Council charged under clauses
9(b) and 12(b) as may be fair and just.
(b) The Arbitrator and the Council may charge reasonable fees and expenses for their services whether the
Arbitration proceeds to a hearing or not and all such fees and expenses shall be treated as part of the costs of the
Arbitration.
(c) Any Award shall (subject to Appeal as provided in this Agreement) be final and binding on all the parties
concerned whether they were represented at the Arbitration or not.
INTEREST
10. Interest at rates per annum to be f u e d by the Arbiwtor shall (subject to Appeal as provided in this Agreement)
be payable on any sum awarded taking into account any sums already paid:-
(i) from the date of termination of the services unless the Arbitrator shall in his absolute discretion
othenvisedecide until the dare of publication by the Council of the Award andlor Inteaim Award(s) and
(i) kern the expiration of 21 days (exclusive of Saturdays and Sundays or other days o b m e d as general
holidays al Lloyd's) after the date of publication by h e Council of the Award andlor Interim Award(s)
until the date payment is received by the Conrractor or the Council both dates inclusive.
PROVISIONS AS TO APPEAL
11. (a) Notice of Appeal if any shall be given to the Council within 14 days (exclusive of Saturdays and Sundays or
other days observed as general holidays at Lloyd's) after the date of the publication by the Council of the Award andl
or Interim Award(s).
(b) Noticeof Cross-Appeal if any shall begiven to thecouncil within 14 days (exclusiveof Saturdays and
Sundays or other days o k e d as general holidays at Lloyd's) afier notification by the Council to the parties of any
Notie of Appeal. Such notificaion if sent by post shall be deemed received on h e worldng day following he day of
posting.
(c) Notice of Appeal or Cross-Appeal shall be given to thecouncil by letter telex facsimile or in any other
permanent form.
(d) Upon receipt of Notice of Appeal the Council shall refer the Appeal to the hearing and determination of the
Appeal Arbitrator(s) selected by it.
(el If any Notice of Appeal or Cross-Appeal is withdrawn the Appeal hearing shall nevertheless proceed in
respect of such Notice of Appeal or Cross-Appeal as may remain.
(f) Any Award on Appeal shall be final and binding on alI the parties to that Appeal Arbitration whether they
were represented eitha at the Arbitration or at rhe Appeal Arbitration or n o t
APPENDIX 7 - LLOYDS OPEN FORM
CONDUCT OFTHEAPPEAL
12. (a) The Appeal Arbitrator(s) in addition to the powers of the Arbitrator un&r clauses 9(a) and 10 shall have
power to :-
(i) admit the evidence which was before the Arbitrator together with the Arbitrator's notes and reasons
for his Award and/or Interim Award($ and any transcript of evidence and such additional evidence
as he or Lhey may think fit
(ii) confim increase or reduce the sum awarded by the Arbitrator and to make s ~ c order
h as to the pay-
ment of interest on such sum as he or they may think fit
(iii) c d u m revoke or vary any order and/or Declamory Award made by the Arbitrator.
(b) The Appeal Arbitrator(s) and thecouncil may chargereasonable fees and expenses for their servicesin
connection with the Appeal Arbitration whether it to a hearing or not and all such feesand expenses shall
be treated as part of the costs of the Appeal Arbitration.
PROVISIONS AS TO PAYMENT
13. (a) In case of Arbitration if no Notice of Appeal be received by the Council in accordance with clause 1l(a) the
Comil shall call upon the party or parties carcemed to pay the amount awarded and in the event of non-paymentshall
subject to the Contnxtor first providing to the Council a satisfactory UndertaLing to pay all the costs thereof realize
or e n f m the security and pay therefrom to thecontractor ( w h a receipt shall be a good discharge to it) the amount
awarded to him together with intaest if any. The Contnxtor shall reimburse the parties concerned to such extent as
the Award is less than any sums paid on account or in respect of Interim Award@).
(b) If Notice of Appeal be received by the Council in accordance with clause 11 it shall as soon as the Award on
Appeal has been published by it call upon the party or parties concerned to pay the amount awarded and in the event
of non-payment shall subject to the Conhactor first providing to the Council a satisfactory Undemkhg to pay all the
costs thereof realize or enforce the security and pay therefrom to the Contractor (whose receipt shall be a good dis-
charge to it) the amount awarded to him together with inmest if any. The Conhactor shall reimburse the parties con-
cerned to such extent as the Award on Appeal is less than any sum paid on account or in respect of the Award or In-
terim Award(s).
(c) If any sum shall become payable to the Contractor as remuneration for his services and/or interest and/or
costs as the result of an agreement made between the Contractor and the Owners or any of them the Council in the
event of non-payment shall subject to the Contractor fmproviding to the Council a satisfactory Undertaking to pay
all the costs thereof realize or enforce the security and pay thaekom to h e Contractor (whose receipt shall be a good
discharge to it) the said sum.
(d) If the Award and/or Interim Award($ and/or Award on Appeal provides or provide that the costs of the
Arbitration and/or of the Appeal Arbitration or any part of such costs shall be borne by the Conhactor such costs may
be deducted from the amount awarded or agreed before payment is made to the Conmctor unless satisfactory security
is provided by the Contractor for the payment of such costs.
..@. Without prejudice to lhe provisions of clause 4(c) h e liability of h e Council shall be limited in any event t~
h e i k i u n t of security provided to it.
GENERAL PROVISIONS
14. The Master or other person signing this Agreement on behalf of the property to be salved enters into this
Agreement as agent for the vessel her cargo freight bunkers stores and any olher property thereon and h e respective
Owners thereof and binds each (but not the one for the oher or himself pemally) to the due performance lhereof.
15. In considering what sums of money have been expended by the Contractor in rendering lhe senices and/or in
fixing the amount of the Award and/or Interim Award(s) and/or Award on Appeal the Arbitrator or Appeal
Arbitrator(s) shall to such an extent and in so far as it may be fair and just in all the circumstances give effect to lhe
consequences of any change or changes in the relevant rates of exchange which may have occurred between the date
of termination of the scnices and the date on which the Award and/or In~erimAward(s) and/or Award on Appeal is
made.
16. Any Award notice authority order or olherdocument signed by h e Chairman of Lloyd's or any pcmn authoriscd
by the Comil fcr the purpose shall be d m e d to have been duly mde or given by h e Council and shall have the m e
force and effect in all respccts as if it had becn signed by every member of the Council.
17. The Contractor may claim salvage and enforce any ward or agreement made between the Contractor and the
Owners against security provided under clause 4 if any in the name and on behalf of any S u b C o n W m Servants
or Agents including Masters and members of the crews of vessels employed by him or by any Sub-contractors in the
services pmvided that he f m provides a reasonably satisfactory indemnity to the Owners against all claims by or
liabilities to the said persons.
18. When the^^ is no longer any reasonable p m of a useful result leading to a salvage reward in accordance with
Convention Article 13the ownen of the vessel shall be entilled to terminate the services of the Contractor by giving
notice to the Contractor in writing.
19. No person signing this Agreement or any party on whose behalf it is signed shall at any time or in any manner
whatsoever offer provide make give or promise to provide demand or take any form of inducement for entering inlo
this Agreement.
THECONVENTIONARTICLES
Article 1
Definitions
(a) Salvage operarwn means any act or activity undertaken to a& a vessel or any other property in danger in
navigable waters or in any other waters whatsoever
(b) Vessel means any ship or craft,or any structure capable of navigation
(c) Propeny means any property not pamanently and intentionally aaached to the shoreline and includes freight
atrisk
(d) Damage t o the environment means substantial physical damage to human health or to marine life or
resources in coastal or inland waters or areas adjacent thereto. caused by pollution. contamination. fire. explosion
or similar major incidents
(e) Payment means any reward, remuneration or compensation due under this Convention
Duties of the Salvor and of the Owner and Master
1. The salvor shall owe a duty to the owner of the vessel or other property in danger.
(a) to cany out the salvage operations with due care;

(b) in performing the duty specified in subparagraph (a), to exercise due care to prevent or minimize damage lo
the environmen~
(c) whenever circumstances reasonably require. to seek assistance from other salvors; and
(d) to accept the intervention of other salvors when reasonably requested to do so by the owner or master of the
vessel or other property in danger, provided however that the amount of his reward shall not be prejudiced should it
be found that such a request was unreasonable
2. The owner and master of the vessel or the owner of other property in danger shall owe a duty to the salvor:
(a) to co-oprate fully with him during the course of the salvage operations;
(b) in so doing. to exercise due care to prevent or minimize damage to the environment; and
(c) when the vessel or other property has been brought to a place of safety, to accept redelivery when reasonably
requested by the salvor to do so
Article 13
Criteria for furing the reward
1. The reward shall be fixed with a view to encouraging salvage operations. laking into account the following
criteria without regard to the order in which they are presented below:
(a) the salved value of the vessel and other property;

(b) the skill and efforts of the salvors in preventing or minimizing damage to the environmen~
(c) the measure of success obtained by the salvor,
(d) the nature and degree of the danger.
(e) the skill and efforts of the salvors in salving the vessel, other property and life;
(f) the time used and expenses and losses incurred by the salvors;
(S) the risk of liability and other risks run by the salvors or their equipment;
APPENDIX 7 - LLOYDS OPEN FORM
(h) the promptness of the services rendered;

(i) the availability and use of vessels or other equipment intended for salvage operations;
(j) the state of readiness and efficiency of the salvor's equipment and the value thereof
2. Payment of a reward fixed aanrding to paragraph 1 shall be made by all of the vessel apd other property inrerests
in proportion to their respective Salved values
3. The rewards, exclusive of any interest and recoverable legal costs that may be payable thereon, shall not exceed
the salved value of the vessel and other property
Article 14
Special Compensation
1. If the salvor has canied out salvage operarions in resped of a vessel which by itself a its cargo threatened damage
to the environment and has failed to earn a reward under Article 13 at least equivalentto the special compensation
assessable in accoldance with this Anicle, he shall be entitled to special compensation from the owner of that vessel
equivalent to his expenses as herein defmed
2. If, in the circumstancesset out in paragraph 1, the salvor by his salvage operations has prevented or minimized
damage to the environment the special compensation payable by the owner to the salvor under paragraph 1 may be
increased up to a maximum of 3040 of the expenses incurred by the salvor. However. the Tribunal. if it deems it fair
and just to do so and bearing in mind the relevant criteria sa out in Anicle 13,paragraph 1, may increase such special
compensafion fiather,but in no event shall the total increase be more than 100%of the expenses incurred by the salvor
3. Salvor's expenses for the purpose of paragraphs 1 and 2 means the out-of-pocket expenses reasonably incurred
by the salvor in the salvage opemion and a fair rate for equipment and personnel actually and reasonably used in the
salvage operation, taking into consideration the criteria set out in Article 13, paragraph 101). (i) andm
4. The total special compensation under this Anicle shall be paid only if and to the extent that such compensation
is greater than any reward recoverable by the salvor under Article 13
5. If the salvor has been negligent and has thereby failed to prevent or minimize damage to the environment he may
be deprived of the whole or part of any special compensation due under this Article
6. Nothing in this Article shall affect any right of recourse on the part of the owner of the vessel
For and on behalf of the Contractor For and on behalf of the Owners of property t o
be salved.
.................................................................... ........................................................................
(To besignedeitherby theContractorpersonally or (To be signed by the Master or other person whose
by the Master of the salving vessel or other person name is inserted in line 1 of this Agreement.)
whose nameis insenedin line4 of this Agreement.)
LLOYD'S
STANMRP FORM OF
SALVAGE AGREEMENT
PROCEDURAL RULES
made by the Co~incilof Lloyd's

(pursuant to clause 9(a)(ii) of LOF 1990)
1. The Arbitrator appointed by Council under clause G of LOF 1990 shall within six weeks of his appointment
or so soon thereafter as can reasonably be arranged hold a preliminary meeting unless aconsent order shall
have been agreed previously between the parties and approved by him.
2. With a view to ensuring that the arbitration proceeds as speedily and economically as possible, the
Arbiuator shall at such preliminary meeting give all such directions as may be fair and just having particular
but no exclusive regard to:-
(a) fixing dates for :-
(i) hoof of values

(ii) discovery
(i) expenevidence
(iv) application(s) for interim awards
(v) the Arbitrator to monitor progress in the interlocutory stages of the arbitration
(vi) thehearingofthearbintion.
(b) (i) the interests of unrepresented parties and/or security

(ii) the form of the hearing in cases where shortened and/or simplified procedure may be
appropriate
(iii) the reading of documentary evidence before the date appointed for the hearing of the
arbination
(iv) skeleton arguments or pleadings but only in special and appropriatecircumstances
3. In caseof non-complianceand/or latecomplianc~:withany such order the Arbitrator shall fix such terms
as may be fair and just
4. Nodung in the foregoing shall prevent any party fmm making application(s) for other preliminary meetings
or restrict or curtail the existing powers of the Arbilramr.

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MODEL

International Maritime Organization

Master and Chief Mate

Revised edition 1999

Printed in the United Kingdom

( Sales number: T701E

This course for Master and Chief Mate is based on

IMO wishes to express its sincere appreciation to the

Copyright O IMO 1999

All rights reserved.

Function 1: Navigation at the Management Level

Part A1 : Course Framework

Function 2: Cargo Handling and Stowage at the Management Level

Function 3: Controlling the Operation of the Ship and Care for

Part A3: Course Framework

Attachment: Guidance on the implementation of IMO model courses.

rn Purpose of *themodel courses

rn Use of the model course

Properly qualified instructors

be aware of their obligations under international agreements and conventions concerning

Class intake limitations

- interprets appropriate endorsements on mate's receipts and bills of lading

- completes a note of protest in English

reads and understands manufacturers' instructions for operation and maintenance of

IT and computer applications

- The installation and setup of multi-media applications.

In addition applications of computers and micro-$rocessors to instrumentation and control

- simple digital circuits, binary logic switches, bistable circuits

- logic gates, truth tables of simple logic circuits

- binary-coded decimal representation, fixed- and floating-point numbers, ASCII Code

- analogue-to-digital and digital-to-analogue converters

- computer architecture, information transfer between principal units

- memory, ROM, RAM, direct access memory, virtual memory

- input and output devices, data transfer, modems, multiplexers

- automatic monitoring, data-recording and alarm systems.

It is recommended that, at the discretion of the Administration, the subject of shipping

outlines the main world seaborne trade routes in various commodities

describes the main features of the following trades:

describes the structure and organization of:

plans the operation of the ship for a 12 month period

prepares an annual operating cost budget

describes the division of a shipping company between capital and labour

explains how freight rates vary:

describes fluctuations in the freight markets

explains the significance of the following with regard to operating policy:

lists and describes the following voyage costs:

Training and the STCW 1995 Convention

Function 1 Navigation at the management level

Each function is addressed in three parts: Part A, Part B and Part C.

- ship routeing and reporting

- emergency towirlg 6 I. <#

As previously mentioned a separate model course addresses Assessment of Competence and

Navigation at the Management Level

Part A1 : Course Framework

Part B1: Course Outline and Guidance Notes

Part C1: Detailed Teaching Syllabus

Function 1 - Navigation at the Management level^^

Part A1 : Course Framework

- planning a voyage and conducting navigation