STCW Circular No. 2015 - 03

ANNEX IUPDATING COURSE FOR
OFFICER IN CHARGE OF A NAVIGATIONAL WATCH(On Seagoing Ships of 500 Gross Tonnage or More)In Compliance with
Regulation I/11, par. [4] and [5]of the2010 Manila Amendments to the1978 STCW Convention

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PART ACOURSE FRAMEWORK

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1. OBJECTIVESThis training program entitled “Updating Course for Officer in Charge of a Navigational
Watch” serving on seagoing ships of 500 gross tonnage or more was developed tocomply with the requirements under paragraphs [4] and [5] of Regulation I/11
(Revalidation of Certificates) and in consonance with Regulation I/15 (Transitional
Provisions) of the 2010 Manila Amendments to the 1978 International Convention on
Standards of Training, Certification and Watchkeeping for Seafarers (1978 STCW
Convention, as amended).
It also intends to update the knowledge, understanding and proficiency of Officers in
Charge of a Navigational Watch serving on board seagoing ships of 500 gross tonnage or
more, who were certificated under the 1978 STCW Convention, as amended in 1995,
with the new competence requirements and revalidate their Certificate of Competency(COC) under the 2010 Manila Amendments.
Additionally, this training program covers certain KUPs leading to Management Level
Deck competencies that are now incorporated in the new Bachelor of Science in Marine
Transportation (BSMT) curriculum to align and prepare the aforementioned Officers intaking the new management level course for marine deck officers.
2. ENTRY STANDARDS
Entrants to this training program must be Officers in Charge of a Navigational Watch on
seagoing ships of 500 gross tonnage or more who are holders of COC issued under
Regulation II/1 of the 1978 STCW Convention, as amended in 1995.
3. EXEMPTION
Trainees who have already completed training on the “Operational Use of Electronic
Chart Display and Information System (ECDIS) can be exempted from the training
requirements under Function 1, Module 2 of this training program but shall still be
subject to assessment covering the said module. However, if such trainee so intends toretake the aforesaid module, he may do so.
4. COURSE INTAKE LIMITATIONSMaritime Training Institutions (MTIs) offering this training program shall ensure thattrainees shall not exceed a maximum of 24 in each class. For practical sessions, thefollowing man-machine ratio shall apply:

3:1 for each bridge simulator exercise;

2:1 for each ECDIS practical exercise; and

2:1 for each cargo handling practical exercise using full mission cargohandling simulator or 1:1 when using desktop cargo handling simulator.

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5. CERTIFICATE OF COURSE COMPLETION
Trainees who have successfully completed this training program and passed theassessment hereof shall be issued a Certificate of Training Completion. The format ofsuch certificate shall be in accordance with the format prescribed by the Administration.
6. STAFF REQUIREMENTS
Every MTI offering this training program shall have a Training Supervisor, a minimum oftwo (2) Instructors and at least one (1) Assessor, who shall be subject to accreditation by
the Administration and meet the general and specific qualification standards perfunction for an Instructor and an Assessor of the Management Level Course for Marine
Deck Officers as provided for under MARINA STCW Circular No. 2014-04.
7. TRAINING FACILITIESFor the theoretical part of this training program, the MTI offering this training program
shall provide at least one (1) dedicated classroom with multimedia overhead projector, acomputer set, white board and paraphernalia needed, and other facilities needed. This
does not however prevent METIs from utilizing additional teaching facilities to support
learning.
8. TRAINING EQUIPMENT
For Function 1:
1. At least one (1) Bridge Simulator with:
1.1. a valid “Type-approved Certificate” issued by an internationally recognizedClassification Body stating the simulator’s compliance with Regulation I/12of the 1978 STCW Convention, as amended and showing the STCW
Competence Standards that can be covered/addressed using such
simulator;
1.2. mini station/s;
1.3. an Instructor Station;
1.4. briefing room; and1.5. debriefing room.
2. An ECDIS Simulator with a valid “Type-approved Certificate” issued by aninternationally recognized Classification Body stating the simulator’s compliancewith Regulation I/12 of the 1978 STCW Convention.

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For Function 2:
1. Cargo handling simulator with a valid “Type-approved Certificate” issued by aninternationally recognized Classification Body stating the simulator’s compliancewith Regulation I/12 of the 1978 STCW Convention, as amended and thecompetence standards that can be covered/addressed using such simulator; andFor Function 3:
1. Bridge Simulator as prescribed for Function 1; and2. Cargo handling simulator as prescribed for Function 2.
9. TEXTBOOKS AND OTHER REFERENCES, VIDEOS AND OTHER TEACHING AIDS
MTIs offering this training program shall be responsible in determining and selecting the
textbooks and other references that they will use, provided that the same shall be
relevant and updated. The guidance and suggestions in the revised IMO Model Course
7.03 and 7.01 validated during the 44th Session of the IMO’s Sub-Committee on STW
may be considered in determining the textbooks, videos and other teaching aids thatwould be necessary to facilitate learning in this training program.

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PART B
COURSE OUTLINE

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HOURS
ALLOCATEDFUNCTION 1. NAVIGATION AT THE OPERATIONAL LEVEL (including selected KUPs leading
to certain Competences in Navigation at the Management Level (ML)
MODULEF1 - Module 1

F1 - Module 2

COMPETENCE AND TOPICS

Maintain a safe navigational watch
1. Blind pilotage techniques

2

2. The use of reporting in accordance with the General
Principles for Ship Reporting Systems and with VTS
procedures

2

3. Bridge resource management

8

Use of ECDIS to maintain the safety of navigation
1. Navigation using ECDIS:

F1 - Module 3

F1 - Module 4

1.1. Elements of ECDIS

10

1.2. Watchkeeping with ECDIS

91.3. ECDIS Route Planning and Monitoring

9

1.4. ECDIS Targets, Charts & System

7

1.5. ECDIS Responsibility & Assessment

6

Plan a voyage and conduct navigation (ML)
1. Voyage planning and navigation for all conditions byacceptable methods of plotting ocean tracks

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2. Navigation and monitoring of the voyage

6

Determine position and the accuracy of resultant position fix
by any means (ML)
1. Position determination in all conditions
1.1. Using modern electronic navigational aids

F1 - Module 5

10

Determine and allow for compass errors (ML)
1. The principles and errors of the magnetic compass
1.1. The errors of the magnetic compass and theircorrection

4

2. The principles and errors of gyro compasses
2.1. Gyro compass errors and correction
3. Systems under the control of the master gyro and theoperation and care of the main types of gyro-compasses

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MODULEF1 - Module 6

COMPETENCE AND TOPICS

HOURS
ALLOCATED

Forecast weather and oceanographic conditions (ML)
1. Synoptic charts and weather forecasting
1.1. Synoptic and prognostic charts and forecasts from any
source3

1.2. The range of information available through fax
transmission, internet and email

1

1.3. Weather Forecasting8

2. Characteristics of Various Weather Systems
2.1. Tropical revolving storms (TRS)

4

2.2. The main types of floating ice, their origins andmovements2

2.3. The guiding principles relating to the safety ofnavigation in the vicinity of ice

2

2.4. Conditions leading to ice accretion on ship‘s
superstructures, dangers and remedies available2

3. Ocean Current System
3.1. Surface water circulation of the ocean and principal
adjoining seas2

3.2. The principle of voyage planning with respect toweather conditions and wave height2

3.3. The formation of sea waves and swell waves

1

4. Calculation of tidal conditions
4.1. Ability to calculate tidal conditions

4

5. Appropriate Nautical Publications on Tides and Currents
5.1. Nautical publications on tides and currents andinformation which can be obtained via internet andemail
F1 - Module 7

1

Operate remote controls of propulsion plant and engineeringsystems and services (ML)
1. Operating principles of marine power plants

8

2. Ships’ auxiliary machinery

4

3. General knowledge of marine engineering system

4

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MODULEHOURS

COMPETENCE AND TOPICS

ALLOCATEDFUNCTION 2. CARGO HANDLING AND STOWAGE AT THE OPERATIONAL LEVEL (covering
selected KUPs leading to certain Competence in Cargo Handling and Stowage at
the Management Level (ML)F2 - Module 1

Plan and ensure safe loading, stowage, securing, care during
the voyage and unloading of cargoes (ML)
1. Effect on trim and stability of cargoes and cargo operations

F2 - Module 2

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Carriage of dangerous goods (ML)
1. International regulations, standards, codesandrecommendations on the carriage of dangerous cargoes,including the International Maritime Dangerous Goods(IMDG) Code and the International Maritime Solid Bulk
Cargoes (IMSBC) Code2

2. Carriage of dangerous, hazardous and harmful cargoes;
precautions during loading and unloading and care during
the voyage

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FUNCTION 3. CONTROLLING THE OPERATION OF THE SHIP AND CARE FOR PERSONS ON
BOARD AT THE OPERATIONAL LEVEL (including selected KUPs leading tocertain Competence in Controlling the Operation of the Ship and Care of Persons onboard at the Management Level (ML)F3 - Module 1

Ensure compliance with pollution prevention requirements
1. Importance of proactive measures to protect the marine
environment

F3 - Module 2

4

Application of leadership and team working skills
1. Shipboard personnel management and training
2. Related international maritime conventions
recommendations, and national legislation

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and

3. Task and workload management
4. Effective resource management
5. Decision making techniques

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MODULEF3 - Module 3

F3 - Module 4

COMPETENCE AND TOPICS

HOURS
ALLOCATED

Control trim, stability and stress (ML)
1. Fundamental principles of ship construction and the theories
and factors affecting trim and stability and measuresnecessary to preserve trim and stability
1.1. Stability
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1.2. Effect on stability in the event of damage to and7consequent flooding of a compartment andcountermeasures to be taken
1.3. IMO recommendations concerning ship stability
1Monitor and control compliance with legislative requirements andmeasures to ensure safety of life at sea, security and the protection of themarine environment (ML)
1. International maritime law embodied in international
agreements and conventions, with regard to:
1.1. Certificates and other documents required to be carried1
on-board ships by international conventions
1.2. Responsibilities under the relevant requirements of the
1
International Convention on Load Lines
1.3. Responsibilities under the relevant requirements of the
2
International Convention for the Safety of Life at Sea
1.4. Maritime declarations of health and the requirements
1of the International Health Regulations
1.5. Responsibilities under other international maritime law
embodied in international agreements and conventions
that impact on the role of management level deck
officers
1.5.1. Convention on Facilitation of International
1
Maritime Traffic, 1965, as amended (FAL 1965)
1.5.2. United Nations Convention on the Law of the Sea
1(UNCLOS)
1.5.3. Maritime Labor Convention (MLC 2006)
2
1.6. Responsibilities under international instruments2
affecting the safety of the ship, passengers, crew andcargo
1.7. National legislation for implementing international
1agreements and conventions

TOTAL HOURS (Excluding Time for Assessment):

234

General Rule on Time Allocation:
METIs must note that the number of hours allocated for the topics in this Function are the minimum and can be increased
as may be necessary to cover other topics that may be deemed necessary to further update the operational level officers
subject herein.

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PART CCOURSE SYLLABUS

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COURSE SYLLABUS

FUNCTION 1
NAVIGATION AT THE OPERATIONAL LEVEL(Including Selected KUPs Leading to Certain
Competencies in the Management Level)

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1. FUNCTION 1
1.1.

MODULE 1: Maintain a Safe Navigational Watch
1.1.1. Blind pilotage techniques
1.1.1.1. Knowledge of navigational techniques used for safe navigation in
restricted visibility‒ explains the importance of using parallel index techniques using
Radar‒ describes the provisions for using video mapping on radar /ARPA
1.1.2. The use of reporting in accordance with the General Principles for Ship
Reporting Systems and with VTS procedures
1.1.2.1. describes the use of reporting in accordance with the general principles
for ship reporting systems and with VTS procedures
1.1.3. Bridge resource management
Note: This part is intended to ensure that trainees can apply the generic leadership,
teamwork and resource management competence developed in Function 3 to thebridge environment.

1.1.3.1. describes the basic principles of bridge resource management
1.1.3.2. explains how responsibility for the safety is clearly defined at all times,
including periods when the master is on the bridge and while underpilotage
1.1.3.3. demonstrates clear, concise communications and acknowledgements(at all times) in a seaman-like manner
1.1.3.4. demonstrates the allocation, assignment and prioritization of resources
1.1.3.5. demonstrates the importance of ensuring the effectiveness ofcommunication between bridge team members
1.1.3.6. explains the importance of ensuring the effectiveness of informationexchange with pilot
1.1.3.7. demonstrates effective information exchange
1.1.3.8. defines "situational leadership"
1.1.3.9. explains the relationship between assertiveness and leadership1.1.3.10. explains the importance of challenge and response
1.1.3.11. explains the importance of obtaining and maintaining situationalawareness
1.1.3.12. demonstrates appropriate challenges and responses
1.1.3.13. demonstrates the ability to maintain situational awareness in complex
situations
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FUNCTION 1
1.2.

MODULE 2: Use of ECDIS to maintain the safety of navigation
Note: METIs should also refer and ensure that the details of IMO Model Course 1.27 areadequately covered in setting their own Course Syllabu and Instructor’s Guide / LessonPlan.

1.2.1. Knowledge and understanding of ECDIS
1.2.1.1. describes principal types of Electronic Chart System
1.2.1.2. describes the differences between Vector and Raster Charts
1.2.1.3. describes the terms and definitions used in the context of ECDIS
1.2.1.4. explains the major characteristics of ECDIS data such as data term anddefinition; data contents; data structure; attribute; data quality and it
accuracy
1.2.1.5. describes the position reference system
1.2.1.6. describes ECDIS display characteristics
1.2.1.7. explains the scope and selection of chart data display categories
1.2.1.8. explains the safety value available in ECDIS
1.2.1.9. describes the automatic and manual functions of ECDIS
1.2.1.10. explains various sensors, its accuracy requirement and state proper
action to take in case malfunction
1.2.1.11. describes the production and distribution of updates-manual, semiautomatic and automatic updating
1.2.1.12. describes the route planning and route monitoring in ECDIS
1.2.1.13. describes the route planning information; route planning calculation;
calculation the voyage schedule; construction of a route; planned route
checking for navigator safety; alternative route; optimization of route
planning and ultimate route selection
1.2.1.14. explains route and voyage monitoring; check route measurement andcalculations; navigation in open sea, coastal and confined waters using
ECDIS; current and wind effects
1.2.1.15. demonstrates the uses of all specific functions and obtain all relevant
information for route planning and monitoring for navigating and forthe ship's safety:‒ sea area selection,‒ route planning information,‒ construction of a route,
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adjustment of a planned route,curve track planning,planning notes,
safety values,
check for navigational safety,
Ultimate route, monitored area,
vector time,check measurements,
alarms, andcurrent and wind.

1.2.1.16. explains the meaning of Status Indications, Indicators and Alarm
relating to ECDIS
1.2.1.17. explains the typical errors of interpretation and take proper action to
avoid these errors
1.2.1.18. explains the meaning of voyage recording, operate the corresponding
functions and the reconstruction of past track
1.2.1.19. describes the possible risk of over-reliance and complacency on ECDISFUNCTION 1
1.3.

MODULE 3: Plan a voyage and conduct navigation (ML)1.3.1. Voyage planning and navigation for all conditions by acceptable methods ofplotting ocean tracks
Note: METIs and instructors should include refresher topics about passage planning,
position monitoring, chartwork, sailings using plane, mercator and great circle
methods, tidal, meteorology and oceanography for Officers in charge of a
Navigational Watch before proceeding to main content of this module.

1.3.1.1. determines key parameters for the voyage to be planned and briefs
officers appropriately
1.3.1.2. fully appraises all information that may be relevant to the voyage,
including information from:

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Routeing and pilot charts,
Ocean Passages of the World,
Sailing Directions,Charts,IMO Routeing Guide,
Lists of Lights,

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Lists of Radio Signals,
Tidal and Tidal Stream Information,
Loadline, insurance and charter party parameters,
Port Information,
Notices to mariners,
Navigation Warnings,
Meteorological information, andVessel condition, draught, trim and handling characteristics.
1.3.1.3. plans voyages from berth to berth using appropriate strategies andcontingency plans in order to deal with various factors, such as:

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1.3.1.4.

1.3.1.5.

1.3.1.6.
1.3.1.7.
1.3.1.8.

encountering restricted visibility,
expected meteorological conditions,navigational hazards and no go areas,making landfall,accuracy of position fixing required in critical areas,
encountering or navigating in ice,
areas of restricted/confined/pilotage waters,
traffic separation schemes en-route,expected traffic density,
operational requirements in terms of passage time and fuelconsumption,‒ areas of extensive tidal effects,‒ ensuring adequate fuel, water and provisions,‒ ensuring the safety of the personnel, property and theenvironment,‒ ship reporting requirements in vessel traffic service (VTS) andother reporting areas, and‒ vessel condition, draught, trim and handling characteristics.
ensures that charts, course cards and other voyage planningdocumentation, i.e. navigation notebooks etc accurately detail the plan
and are prepared in accordance with industry practice including ECDIS
where appropriate
ensures that positions, distances and ETAs or average speed required
calculations completed using Mercator sailing, great circle sailing,
composite great circle sailing and limited latitude sailing are accurate
ensures that there is adequate fuel, water and provisions on board forthe voyage
ensures that all watchkeeping officers are fully briefed and familiar withthe voyage plan
ensures that watchkeeping offers understand the circumstances inwhich they may deviate from the initial plan and the requirement to
update the plan where this occurs

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1.3.2. Navigation and monitoring of the voyage
1.3.2.1. plans and establishes parameters and guidance to watchkeeping
officers to ensure that the navigation and monitoring of the voyage isappropriate for the area being navigated, with particular regard tonavigation in areas of:

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restricted waters,
meteorological conditions,
ice,
restricted visibility,
traffic separation schemes,
vessel traffic service (VTS) areas, andareas of extensive tidal effects.

1.3.2.2. ensures that the vessel‘s position is monitored using two or more
independent position determination systems appropriate to the area
1.3.2.3. ensures that the vessel‘s position is determined at appropriate intervals
and monitored continuously
1.3.2.4. ensures that the execution of the voyage plan is monitored and thatany required alterations are appraised, evaluated and approved wherethese are outside the authority of the watchkeeping officer

FUNCTION 1
1.4.

MODULE 4: Determine position and the accuracy of resultant position
fix by any means (ML)
1.4.1. Position determination in all conditions using Modern Electronic
Navigational Aids
1.4.1.1. Modern electronic navigational aids with specific knowledge of theiroperating principles, limitations, sources of error, detection of
misrepresentation of information and methods of correction to obtainaccurate position fixing
Note: MTIs and instructors should include refresher topics about the
principles, operation, limitations and errors of electronic navigational aids
for Officers in charge of a Navigational Watch, such as Loran C, e-Loran,
GNSS including GPS and augmented satellite systems, Echo Sounders andSpeed Measurement systems, before proceeding to main content of thismodule.

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‒ ensures that the most appropriate electronic systems andelectronic navigation aids are used for position monitoring in
any area given the information the system may provide and thelimitations, errors and accuracy of the available system‒ verifies that each electronic navigation aid used is set up andoperated effectively‒ provides guidance and support to cadets and watchkeeping
officers in the correct set up and use of electronic navigationaids‒ assesses the accuracy of position monitoring using electronic
navigation aids

‒ ensures that the vessel position is determined at appropriate
frequencies and monitored continuously using the mostappropriate electronic navigation aids available and this is crosschecked with terrestrial or celestial observations where theseare possible.
1.4.1.2. Integrated Navigation system (INS) and Integrated Bridge system (IBS)‒ briefly describe that Integrated Navigation system (INS)“supports safety of navigation by evaluating inputs from several
independent and different sensors” combining them to provide
information giving timely warnings of potential dangers anddegradation of integrity of this information‒ evaluate the three categories of INS as defined by IMO, namely:INS(A), which as a minimum provide the information of
position, speed, heading and time, each clearly marked
with an indication of integrityINS(B), which automatically, continually and graphicallyindicates the ship‘s position, speed and heading and,
where available, depth in relation to the planned route aswell as to known and detected hazards

INS(C), which provides means to automatically control
heading, track or speed and monitor the performance andstatus of these controls‒ states that Integrity monitoring is an intrinsic function of the INS
and that in the INS the integrity of information is verified bycomparison of the data derived from two or more sources if
available

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‒ states that in Integrity monitoring by the INS, the integrity isverified before essential information is displayed or used andInformation with doubtful integrity should be clearly marked by
the INS and not used for automatic control systems‒ explains that the Integrated Bridge Systems (IBS) is acombination of systems which are interconnected in order toallow centralized access to sensor information or command/
control workstations, with the aim of increasing safe andefficient ship‘s management by suitably qualified personnel‒ states that IBS recommendation apply to a system performing
two or more operations, namely: passage execution;communication; machinery control; loading, discharging andcargo control; and safety and security‒ describes the limitations of the systems
FUNCTION 1
1.5.

MODULE 5: Determine and allow for compass errors (ML)
1.5.1. The principles and errors of the magnetic compass
1.5.1.1. The errors of the magnetic compass and their correction‒ explains the importance of keeping a record of observed
deviations‒ determines deviations and prepares a table or graph ofdeviations‒ defines the approximate coefficients A, B, C, D and E‒ states the equation for the deviation on a given heading interms of the coefficients‒ describes the conditions which give rise to each of thecoefficients‒ explains the use of the approximate coefficients A, B,C, D and E‒ describes why coefficients A and E may exist at a badly sitedcompass‒ explains the non-magnetic causes of an apparent coefficient A‒ explains that coefficient B results partly from the ship's
permanent magnetism and partly from induced‒ explains that induced magnetism may also contribute tocoefficient C in a badly sited compass‒ describes how the deviation associated with the coefficientpermanent B varies with magnetic latitude

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‒ describes how the deviation associated with the coefficient
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induced B varies with magnetic latitude
explains why the deviation due to permanent magnetism should
be compensated by permanent magnets and that due toinduced magnetism by spherical soft iron correctors, where
possible
describes the causes of heeling error and how it varies with heel,course and magnetic latitude
describes the correction of heeling error and why the correction
does not remain effective with change of magnetic latitudedefines the constants lambda 1 and lambda 2
defines the constant mu
explains how the soft iron spheres increase the mean directive
force towards magnetic north and that the value of lambda withthe spheres in place is called the ship's multiplierdescribes the vertical force instrument and its use in correcting
heeling error
describes methods of obtaining a table of deviations
analyses a table of deviations to obtain approximate coefficients
states that anything which could affect the deviation of thecompass should be stowed in its sea-going position before
correcting it
explains the adjustment of the compass by the analysis and/or
tentative methods and obtains a table of residual deviations
states the order in which corrections should be made andexplains 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 latitudeand how to deal with it
explains why a large coefficient B may appear after a largechange of magnetic latitude and how to correct it
describes how sub-permanent magnetism gives rise to retentive
error
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
defines the magnetic moment of a bar magnet as the product ofthe pole strength and the length of the magnet
states that, for a suspended magnet vibrating in a magnetic
field, T2 is proportional to 1/H, where T is the period of vibrationand H is the field strength
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1.5.2. The principles and errors of gyro compasses
1.5.2.1. Gyro compass errors and correction‒ explains why a gyro-compass that is damped in tilt will settlewith its spin axis at a small angle to the meridian, except whenat 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 settingthat mechanically moves the lubber line and the follow-up
system to show the correct heading‒ states that course and speed error is caused by the tilting of thespin axis, resulting from the ship's motion over the surface ofthe 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 incompasses with liquid ballistic control‒ states that the velocity error is removed by manual settings oflatitude 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 behavior of a liquid ballast 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 pendulum of a tilt detector will be thrown outof the vertical during a change of course or speed, producing anerror in its output‒ explains that the method used in the above objective is notapplicable for compasses without liquid ballistic control sincecourse and speed error is fully corrected for all headings‒ explains that errors are limited by damping the pendulum andlimiting the applied torque for large deflections of the pendulum

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‒ states that the sensitive element of a gyro-compass is madesuch that its moment of inertia about any axis is the same, thus
preventing any tendency to turn when swinging pendulously asa 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 inter-cardinal rolling error is reduced to negligible
proportions‒ states that inter-cardinal rolling error does not occur incompasses having no gravitational control attachments to thegyroscope‒ states that errors caused by acceleration of the compass during
rolling and pitching can be reduced by sitting the mastercompass low down, near the rotational centre of the ship

‒ outlines the performance standards for gyro-compasses
1.5.3. Systems under the control of the master gyro and the operation and care of
the main types of gyro-compasses in use at sea
1.5.3.1. defines the main systems under the control of the master gyro
1.5.3.2. defines the main types of gyro-compass in use at sea
1.5.3.3. refers to manufacturers' manuals to determine necessary maintenancetasks

FUNCTION 1
1.6.

MODULE 6: Forecast weather and oceanographic conditions (ML)1.6.1. Synoptic charts and weather forecasting
1.6.1.1. Synoptic and prognostic charts and forecasts from any source‒ interprets the isobaric patterns of a synoptic weather chart withinterpolation and extrapolation as necessary‒ determines the geostrophic and approximate surface windspeeds from the chart by use of the geostrophic wind scale‒ determines the weather associated with specific places within
the plots‒ determines the likely movement of pressure systems‒ evaluates the use of prognostic charts‒ evaluates the information given in shipping forecasts‒ evaluates the information received from internet and email

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Annex - I1.6.1.2. The range of information available through fax transmission, internet
and email‒ 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 andprognostic fax charts‒ interprets the information given in wave charts‒ evaluates the information given in ice charts‒ evaluates the use of 500 hPa charts in forecasting the progressof depressions‒ evaluates the value of personal observations of weather signs, inevaluating weather trends‒ lists the information available to the mariner via internet andemail‒ evaluates the information received from internet and email
1.6.1.3. Weather Forecasting‒ forecasts anticipated local weather from synopsis and prognosis
information received, the movement of meteorological systems,
knowledge of local influences, observation of local conditions
and movement of own ship
1.6.2. Characteristics of Various Weather Systems
1.6.2.1. Tropical revolving storms (TRS)‒ states the definitions adopted by the WMO with respect toTropical Storms‒ states local nomenclature of TRS‒ states regions and seasons of greatest frequency of TRS‒ states the conditions associated with the formation of tropicalrevolving storms‒ states the factors which affect the future movement of a TRS‒ describes with the aid of diagrams typical and possible tracks ofTRS‒ explains the factors associated with the decay of TRS‒ 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 andsouth hemispheres)‒ explains the reasons for the naming of the dangerous semicircle

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‒ draws a cross section through a TRS showing areas of cloud and
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precipitation
describes the characteristics of a TRS, ie size, wind, pressure,eye, cloud and precipitation sequencedescribes the signs which give warning of the approach for the
TRS
explains the methods of determining the approximate bearing ofan approaching TRS
explains the method of determining in which sector of a TRS theship is situatedstates 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 withthe requirements of SOLAS, when a TRS is encountered, or
suspected to be in the vicinity
describes the message required to be sent in accordance withthe requirement of SOLAS when a wind of or above storm force
10 is encountered which has not previously been reported

1.6.2.2. The main types of floating ice, their origins and movements‒ explains the formation of icebergs from floating glacier tongues
and from ice shelves, and the characteristics of each

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discusses the formation of sea ice
defines ice tongue, ice shelfdefines pack ice and fast ice
discusses the normal seasons and probable tracks of North
Atlantic bergs from origin to decay‒ defines the outer limits of the area in which icebergs may be
encountered in the North Atlantic‒ discusses the normal and extreme limits of iceberg travel in thesouthern oceans during summer and winter‒ explains the reasons for the decay of icebergs‒ describes the areas affected by sea ice in regions frequented byshipping‒ discusses the seasonal development and recession of sea ice on
the coastlines of the northern oceans, and in the latitude of thenormal trade routes

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1.6.2.3. The guiding principles relating to the safety of navigation in the vicinityof ice‒ states the signs which may indicate the proximity of ice on clear
days and nights‒ defines the ranges at which observers may expect to detect ice
visually in varying conditions of visibility, see T61‒ discusses the limitations of radar as a means of detecting ice‒ states the precautions to be taken when navigating near ice, andwhen ice is suspected in the vicinity
1.6.2.4. Conditions leading to ice accretion on ship‘s superstructures, dangers
and remedies available‒ describes the factors which may give rise to ice accretion‒ describes the use of data in the Mariner's Handbook, forestimating 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
1.6.3. Ocean Current System
1.6.3.1. Surface water circulation of the ocean and principal adjoining seas

‒ 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 inwater temperature and salinity‒ discusses the generation of gradient currents resulting from theindirect 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 theabove as experienced by western shores of large land masses‒ relates the general pattern of surface water circulation to theatmospheric pressure distribution
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‒ 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 Asian monsoons‒ identifies the principal individual currents by name‒ analyses the causes of individual currents where explicitly statedin 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 incurrent atlases and on routeing charts

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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 meancurrent as aids to passage planning
1.6.3.2. The principle of voyage planning with respect to weather conditions
and wave height

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selects and uses data from Ocean Passages of the World

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describes the construction of ships‘ performance curves

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
demonstrates the use on monthly Routeing Charts
explains the construction and use of a Baillie wind rosedemonstrates familiarity with the forms of climatological,
meteorological and current data presented in the Sailing
Directions (Pilot Books) and in the Mariner' Handbook

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1.6.3.3. The formation of sea waves and swell waves

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explains the role of wind in wave formation
explains the importance of wind force in wave formation
explains the importance of duration of wind causing waves
explains the importance of fetch in the growth of waves
uses Dorrenstein's nomogram for forecasting
significant wave heights
states the relationship between sea waves and swell waves
explains the decay of swell waves as they travel from the area oforigin1.6.4. Calculation of tidal conditions
1.6.4.1. Ability to calculate tidal conditions

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explains the non-astronomical component of sea level
explains other irregularities of the tidestates 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 secondaryports‒ determines the predicted height of water at a given time in atabulated port

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determines the predicted time for a given tide level
demonstrates the use of tidal stream charts
defines the zero level of the charts
evaluates qualitatively the effect of high or low atmosphericpressure on tide levels‒ evaluates qualitatively the effect of persistent winds on tidelevels and tidal times‒ evaluates qualitatively the effect of abrupt changes of weather
conditions on tidal levels‒ describes seismic waves, their origin and areas of prevalence‒ demonstrates use of computer programmes to obtain tidal
information‒ explains briefly the use of harmonic constant method of tidal
prediction‒ explains the reliability of tidal predictions (awareness of thefactors influencing the accuracy and reliability of predictions(e.g. local weather conditions, flooding, local area knowledge,
etc)
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1.6.5. Appropriate Nautical Publications on Tides and Currents
1.6.5.1. Nautical publications on tides and currents and information which canbe obtained via internet and email‒ uses tidal height calculations in passage planning, with regard tolimiting 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 toeffect on course made good, and effect on speed, timing of
events‒ uses information which can be obtained via internet and email
on tides and currents in passage/voyage planning

FUNCTION 1
1.7.

MODULE 7: Operate remote controls of propulsion plant andengineering systems and services (ML)1.7.1. Operating principles of marine power plants
1.7.1.1. Diesel Engines‒ uses generally accepted engineering terms‒ describes the 2-stroke diesel cycle‒ describes the 4-stroke diesel cycle‒ describes the operating principles of marine diesel engine
propulsion plant‒ 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 oil system 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 turning gears‒ describes how a diesel engine is prepared for stand-by‒ describes the method of starting, stopping and reversing of adirect propulsion diesel engine

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‒ states that the number of starts is limited by the capacity of thestarting air reservoir‒ describes the waste heat recovery system of the 2-stroke main
propulsion engine
1.7.1.2. Steam Turbine Systems‒ Describes the turbine, the feed system and the boiler as asystem‒ Explains the working of an impulse turbine and a reaction
turbine‒ Describes a steam turbine installation and its gearing‒ Distinguishes between and describes open and closed feedsystems‒ 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‒ Describes the procedure for warming through a steam turbine
ready for manoeuvring‒ Describes the procedures for manoeuvring when using a steam
turbine1.7.1.3. Gas Turbine System‒ Describes the gas turbine system‒ Describes the compressor part of the gas turbine‒ Describes the combustion chamber or combustor part of the gas
turbine‒ Describes the turbine part of the gas turbine‒ Describes the two main types of compressors
1.7.1.4. 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 thethrust block and the stern tube
‒ Sketches and describes an oil-lubricated stern-tube bearing‒ Describes how the propeller is secured to the tailshaft‒ 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)
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‒ States the precautions to take with a CPP 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
1.7.1.5. 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‒ Describes bridge control of slow speed diesel engines‒ Describes bridge control of steam turbines with associatedboilers‒ Describes bridge control for gas turbines with associated gas
generators‒ 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‒ Describes the concept of control systems‒ Describes the terminology used in control systems‒ Explains when is the control system fail-safe‘‒ Explains when is the control system fail-run‘‒ Explains the meaning of safety interlocks in a control system‒ Describes the types of controls (open and closed loop)
1.7.2. Ships’ auxiliary machinery
1.7.2.1. Auxiliary Steam Systems‒ 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 andwhy 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 toturbine blading and to steam cylinders

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1.7.2.2. 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
1.7.2.3. 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 typicalapplications‒ 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 isconnected to the main circulating pump in the engine-room
1.7.2.4. 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 andhow 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 thesteering-gear compartment is made‒ Describes the requirement for power supplies to electric andelectrohydraulic steering gear
‒ Describes the requirements for emergency control of thesteering gear
‒ States the IMO requirements for testing steering gear and for
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1.7.2.5. 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 ofgeneration 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 andalarm, showing an alternative power supply‒ Descries the use of rectifiers‒ Describes the characteristics of lead-acid batteries and ofalkaline 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-ropassenger ships
1.7.2.6. Refrigeration, Air-conditioning and Ventilation‒ Describes a vapour-compression-cycle refrigeration plant‒ States desirable properties of a refrigerant‒ States the properties of commonly used refrigerants‒ Describes the use of secondary refrigerants for coolingcompartments‒ 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
1.7.2.7. Stabilisers‒ Describes the construction and operation of fin stabilizers‒ Describes the arrangement and operation of a flume stabiliser
1.7.2.8. Sewage Treatment Plants‒ Describes the operation of a chemical sewage treatment plant‒ Describes the operation of a biological sewage treatment plant

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1.7.2.9. Oily-water Separators and Oil Filtering Equipment‒ Describes the operation of an oily-water separator (producing
effluent that contains less than 100 ppm of oil)
‒ Describes the 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 andcorrectly operated, may not function properly‒ Describes how an oil-content meter functions‒ Describes an oil discharge monitoring and control system
1.7.2.10. Incinerators‒ Describes the functioning of a waste incinerator
1.7.2.11. Deck Machinery‒ States that the design and performance of anchor windlasses issubject 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 andcable lifters‒ States that both winches may be coupled mechanically toprovide 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 withdriving machinery below deck
‒ Describes a spooling device to distribute the wire evenly on the
drum of a mooring winch‒ 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
1.7.2.12. 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 hydraulicpower system

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‒ Describes radial-piston and axial-piston variable-stroke pumps‒ Explains how the variable-stroke pump can act as controller andpower supply‒ Sketches and describes a simple spool valve with shutoff andcontrol of flow direction‒ Describes ram and rotary-vane actuators‒ States that hydraulic systems can provide stepless control ofspeed 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 fromcold
‒ 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
1.7.3. General knowledge of marine engineering system
1.7.3.1. Marine Engineering Terms and Fuel Consumption‒ Uses the correct engineering terms when describing andexplaining 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 obtainablefrom it‒ Defines indicated power, shaft power, propeller power andthrust‒ Defines the Admiralty coefficient (AC) as:
AC = (displacement) ⅔ x (speed)3engine power‒ Defines the fuel coefficient (FC) as:
FC = (displacement) ⅔ x (speed)3
daily fuel consumption‒ Explains that for a given period of time:

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‒ Explains that for a given distance:‒ Explains that:‒ 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 agiven consumption‒ Explains that, for fuel economy, the actual speed at any stage ofa voyage should be as near as practicable to the required
average speed‒ Explains how the condition of the hull affects the fuel coefficientand the fuel consumption‒ Explains that keeping the leading edges and tips of propeller
blades dressed and polished improves propeller efficiency andreduces fuel consumption
1.7.3.2. Arrangements necessary for appropriate and effective engineering
watches to be maintained for the purpose of safety under normal
circumstances and ums operations‒ Explains briefly the general engine room safety that should beobserved at all given times‒ Describes the main dangers and sources of risk in an engine
room‒ Explains the importance and implementation of risk assessment
and risk management in an engine room
‒ Describes the safe systems of work and permits to work thatshould be observed in an engine room
‒ Explains the types and importance of wearing personal
protective equipment (PPE) while working in an engine room
‒ Describes the arrangements necessary for appropriate andeffective engineering watches to be maintained for the purposeof safety under normal circumstances and UMS operations
1.7.3.3. Arrangements necessary to ensure a safe engineering watch ismaintained when carrying dangerous cargo‒ Describes the arrangements necessary to ensure a safe
engineering watch is maintained when carrying dangerous cargo
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COURSE SYLLABUS

FUNCTION 2CARGO HANDLING AND STOWAGEAT THE OPERATIONAL LEVEL(Including Selected KUPs Leading to Certain
Competencies in the Management Level)

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2. FUNCTION 2
2.1.

MODULE 1: Plan and ensure safe loading, stowage, securing, careduring the voyage and unloading of cargoes (ML)2.1.1. Effect on trim and stability of cargoes and cargo operations
2.1.1.1. Draught, Trim and Stability‒ Given the draughts forward, aft and amidships, calculates thedraught to use with the deadweight scale, making allowance fortrim, 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 thedraughts, allowing for trim, deflection and water density‒ Calculates changes of draught resulting from change indistribution 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 toleave the after draught unchanged‒ Given a ship‘s hydrostatic data and the disposition of cargo, fueland water, calculates the metacentric height (GM)‒ Calculates the arrival GM from the conditions at departure andthe consumption of fuel and water‒ Identities 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 andchecks that the ship meets the minimum intact stability
requirements‒ Determines the list resulting from a change in distribution ofmasses‒ Determines the expected maximum heel during the loading ordischarging of a heavy lift with the ship‘s gear‒ Calculates the increased draught resulting from the heel
‒ Plans the loading and movement of cargo and other deadweightitems to achieve specified draughts and/or stability conditionsin terms of required statical and dynamic stability

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FUNCTION 2
2.2.

MODULE 2: Carriage of dangerous goods (ML)2.2.1. International regulations, standards, codes and recommendations on the
carriage of dangerous cargoes, including the International Maritime
Dangerous Goods (IMDG) Code and the International Maritime Solid Bulk
Cargoes (IMSBC) Code2.2.1.1. International Regulations and Codes‒ Understands and applies the content the of International
Regulations Standards, Codes and Recommendations on the
carriage of dangerous cargoes, including the International
Maritime Dangerous Goods (IMDG) Code, the International
Maritime Solid Bulk Cargoes (IMSBC) Code2.2.2. Carriage of dangerous, hazardous and harmful cargoes; precautions duringloading and unloading and care during the voyage
2.2.2.1. Dangerous Goods in Packages‒ States that the IMDG Code is an evolving document and is
updated every two years to take account of: new dangerous goods which have to be included
 new technology and methods of working with orhandling dangerous goods safety concerns which arise as a result of experience‒ Lists the explosives which may be carried on a passenger ship
‒ Describes the contents of the shipper‘s declaration ofdangerous goods‒ Identifies the marking and labelling required on packages or
cargo units‒ States why additional labelling may be necessary to meet therequirements for through transport‒ Verifies that the documentation provided to the ship and the
packaging and labelling of packaged dangerous cargo complies
with the requirements of the IMDG Code‒ Explains the actions to take when documentation, packaging,labelling or the condition of packages does not meet therequirements of the IMDG Code
‒ Plans the stowage and segregation of a cargo containing
dangerous goods when provided with the loading list, the copiesof the shipper‘s declarations and the IMDG code to plan a stow
and segregation and prepares the dangerous goods manifest
and stowage plan for a cargo containing multiple dangerous
goods

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‒ Extracts the relevant references to EmS and MFAG
‒ Identifies the appropriate action to take in emergency andmedical first aid situations involving dangerous goods‒ Describes the requirements of SOLAS chapter VII on the carriageof dangerous goods‒ Explains that the IMDG Code should be followed to ensurecompliance with the requirements of SOLAS for the carriage of
dangerous goods in packaged form
‒ Explains that the Code ensures safety mainly by stipulating the
packaging required and the segregation from other cargoes withwhich there could be an adverse reaction‒ States that the Code comprises 7 parts, which is presented in
two books; Volume 1 and Volume 2‒ States that it is necessary to use both books to obtain therequired information when shipping dangerous goods by sea‒ States that the Code also contains a supplement‒ Lists the contents of Volume 1 (Parts 1-2 & 4-7 of the Code)which comprises: part 1, general provisions, definitions and training
 part 2, classifications
 part 4, packing and tank provisions
 part 5, consignment procedures
 part 6, construction and testing of packagings,
intermediate bulk containers (IBCs), large packagings,
portable tanks, multi-element gas containers (MEGCS)
and road tank vehicles
 part 7, requirements concerning transport operations‒ Lists the contents of Volume 2 (Part 3 and the Appendices of theCode) which comprises: part 3 dangerous goods list (DGL) and limited quantities
exceptions
 appendix a list of generic and n.o.s. (not otherwise
specified) proper shipping names
 appendix b glossary of terms
 alphabetical index‒ States that the dangerous goods list (DGL) is the central core of
the IMDG Code and presents information on transport
requirements in a coded form

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‒ States that the supplement contains the following texts related
to the Code: emergency response procedures for ships carrying
dangerous goods medical first aid guide reporting procedures
 IMO/ILO/ECE guidelines for packing cargo transportunits
 safe use of pesticides in ships
 international code for the carriage of packaged
irradiated nuclear fuel, plutonium and high-level
radioactive wastes on board ships‒ States that the purpose of the IMDG Code‘s classification
system is: to distinguish between goods which are considered to be
dangerous for transport and those which are not to identify the dangers which are presented bydangerous goods in transport
 to ensure that the correct measure are taken to enable
these goods to be transported safely without risk to
persons or property (both within the port and on theship)‒ States that dangerous goods are classified into 9 classes
according to properties‒ States that the way in which different classes of dangerous
goods are handled in transport will depend upon theseproperties and hazards, for example:
 the type of packaging that can be used
 what classes of dangerous goods can be transported
together in freight containers where the goods can be stored within the port and on
the ship‒ Lists the 9 classes of dangerous goods in the IMDG code, whichare: class 1 explosives
 class 2 gases
 class 3 flammable liquids
 class 4 flammable solids
 class 5 oxidizing substances and organic peroxides
 class 6 toxic and infectious substances
 class 7 radioactive material
 class 8 corrosive substances
 class 9 miscellaneous dangerous substances and articles

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‒ States that the 9 hazard classes have been establishedinternationally by a United Nations (UN) committee to ensurethat all modes of transport (road, rail, air and sea) classify
dangerous goods in the same way‒ States that by testing the dangerous goods according toUNtest procedures, a shipper is able to classify dangerous goods
according to the 9 hazard classes‒ Explains that the hazard presented by each class is identified byan internationally accepted hazard warning label (diamond)‒ States that this hazard warning label appears on the outer
packaging of the dangerous goods when they are beingtransported as a warning to all those working within thetransport chain or coming into contact with them
‒ States that these hazard warning labels are pictured inside thefront cover of Volume 1 of the IMDG Code‒ States that the dangerous goods, within each of the 9 hazard
classes, are uniquely identified by two pieces of information:
 a four-digit number known as the UN number which ispreceded by the letters UN the corresponding proper shipping name (PSN) for example, kerosene is identified in the IMDG Code by
its UN number UN 1223 and the PSN Kerosene‒ States that together the UN Number and PSN uniquely identifies
dangerous goods to: enable rapid and precise identification during transport
 ensure the correct handling, stowage, segregation etc,
 in the event of an emergency, ensure that the correct
procedures are followed‒ Explains that the purpose of using a four-digit number to
identify dangerous goods is to enhance safety by: overcoming language barriers- the four-digit number iseasily understood in all languages
 avoiding confusing similar names- e.g. TITANIUMPOWDER, WETTED UN 1352 which is a flammable solidin class 4.1 and has very different transport
requirements to TITANIUM POWDER, DRY UN 2546
which is spontaneously combustible in class 4.2‒ States the PSN must be used for transport purposes on
documentation/labelling etc.

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‒ States that no alternatives or variations are permitted unlessspecifically stated‒ States that the PSN is that part of the name which appears in
the Dangerous Goods List or the Alphabetical Index in capitalletters only
‒ States that any text in lower case is only descriptive and is notpart of the PSN‒ States that the Dangerous goods list (DGL) is presented across 2
pages of the IMDG Code and is divided into 18 columns for eachindividual dangerous good listed‒ States that much of the information contained in the DGL iscoded to make it easier to present in a table‒ States that the DGL is arranged in UN Number order; column 1and column 18 contains the UN Number‒ States that to look up an entry only the UN Number is required‒ States that dangerous goods can also be searched using the PSN‒ Explains that if the UN Number is not given but the dangerous
good has the PSN, its associated UN Number can be located bylooking at the alphabetical index at the back of Volume 2 of the
IMDG code‒ Explains that the IMDG Code contains clearly definedrecommendations for the training of all staff who handle orprocess dangerous goods shipments for transportation by sea.
The full training requirements can be found in the IMDG CodeVolume 1, Chapter 1.3‒ States that a packing certificate is also required, certifying that acontainer or vehicle has been properly packed and secured, if
loaded with dangerous goods‒ Describes the information given for individual substances‒ States that an index of dangerous goods is included in Volume Iof 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 Involving Dangerous Goods(MFAG)‒ Describes the information given for individual substances‒ States the requirement for a dangerous goods manifest or
stowage plan and describes how they should be prepared

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‒ Lists, by headings, the information given in an emergency
schedule‒ Defines dangerous substances‘, port authority‘, regulatory
authority‘, designated port office‘ and responsible person‘ asused in the Recommendations on the Safe Transport, Handlingand Storage of Dangerous 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 anunacceptable 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 atleast 24 hours in advance of the transport or handling of
dangerous substances, including those which are not fordischarge at that port
‒ Describes the inspections which may be made by a port
authority‒ States that the designated port officer should be empoweredto: 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 portarea
 attach conditions appropriate to local circumstances andthe quantity and nature of the dangerous substances‒ States that the regulatory authority may require signals to beshown while transporting or handling dangerous substance‒ Describes the signals as: by day, flag “B” 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
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‒ States that at all times there should be sufficient crew on board
to maintain a proper watch and operate appliances in the caseof an emergency, taking into account the nature and quantity ofdangerous substances on board‒ States that a responsible person should be designated tosupervise 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‒ Explains that the port authority should be informed of theintention 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
2.2.2.2. Solid Bulk Cargoes‒ Outlines the contents of the International Maritime Solid Bulk
Cargoes (IMSBC Code)‒ States that the main hazards associated with the shipment ofbulk solids are: structural damage due to improper distribution of thecargo loss or reduction of stability during a voyage
 chemical reactions‒ Lists the information which should be supplied by the shipper tothe master before loading‒ States that a certificate stating the relevant characteristics ofthe material should be provided to the master at the loading
point
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‒ 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 ofpresenting the certificate‒ Explains how to distribute a high-density cargo between holds
when detailed information is not available‒ States that the loading instrument, loading information and theship‘s stability information book and calculator should be used
to check the suitability of a proposed stow for stresses andstability‒ Describes how to prevent shifting of bulk cargo by reducing an
excessively high GM‒ Describes precautions to take before, during and after loadingof bulk cargo‒ Describes the precautions to take to minimise 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 andcarriage of bulk materials‒ Sates that a copy of the Medical First Aid Guide for Use in
Accidents Involving Dangerous Goods should be on board‒ 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‒ Explains the IMSBC code method for determining theapproximate 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 transportablemoisture limit‒ Explains that such cargoes may look relatively dry when loaded
but liquefy as a result of compaction and vibration during thepassage‒ 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 tocool a shipment of these materials

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‒ States that specially fined or constructed cargo ships may carrymaterials with a moisture content above the transportablemoisture limit if approved by their Administrations‒ Describes the test for approximately determining the possibilityof 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 goodsin the IMDG code while others are Materials Hazardous only in
Bulk‘ (MHB)‒ States that the IMSBC Code categorizes cargoes into threegroups - A, B and C:
 Group A consist of the cargoes which may liquefy ifshipped with moisture content in excess of theirtransportable moisture limit.
 Group B consists of cargoes which possess a chemicalhazard which could give rise to a dangerous situation ona ship.
 Group C consists of cargoes which are not liable toliquefy (Group A) and do not possess chemical hazards(Group B)‒ Explains the content and use of the following: that in the added
supplement of the IMSBC code, the IMO documents containedare: The BLU code The BLU manual MSC/Circ. 908 - Uniform Method of Measurement of theDensity of Bulk Cargoes
 MSC/Circ. 1146 - Lists of Solid Bulk Cargoes for which a
Fixed Gas Fire-extinguishing System may be exempted or
for which a Fixed Gas Fire-extinguishing System is
Ineffective
 Res. A.1050(27) - Recommendations for Entering
Enclosed Spaces Aboard Ships
 MSC.1/Circ.1264 - Recommendations on the Safe Use of
Pesticides in Ships Applicable to the Fumigation of Cargo
Holds
 BC.1/Circ.66 - Contact Names and Addresses of the
Offices of Designated National Competent Authorities
Responsible for the Safe Carriage of Grain and Solid Bulk
Cargoes‒ Explains the list of materials possessing chemical hazards is not
exhaustive, that the properties listed are for guidance only andthat it is essential to obtain currently valid information aboutbulk materials before loading
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‒ Explains the use of the tables for segregation between
incompatible bulk materials and between bulk materials anddangerous goods in packaged form
‒ States that the IMDG code should also be consulted for
additional requirements regarding the stowage and segregationof packaged dangerous goods‒ States that particular care should be taken with the segregationof toxic substances and foodstuffs‒ Uses the IMSBC code to extract all necessary information for thesafe carriage in bulk of a stated cargo, describes how it should
be loaded and lists any special precautions or requirements tobe observed during loading, carriage and discharge
2.2.2.3. International Code for the Safe Carriage of Grain in Bulk (International
Grain Code)‒ States that the international Grain code apply to all ships towhich the SOLAS regulations apply and to cargo ships of lessthan 500 gross tons
‒ Explains that the International Code for the Safe Carriage ofGrain in Bulk (International Grain Code) are based on therecognition that grain like cargoes have a propensity to shift andthat even fully loaded cargo spaces may contain voids that allow
dangerous cargo shifts‒ Defines the following terms as used in chapter VI of SOLAS:
 grain filled compartment
 partly filled compartment
 angle of flooding‒ Explains that the Code requires demonstration, by calculation,that at all times during a voyage the ship will have sufficient
intact stability to provide adequate dynamic stability after
taking into account an assumed shift of cargo‒ States the Code requirements for minimum stability in terms ofinitial meta centric height, angle of heel due to assumed grain
shift and residual dynamic stability‒ Explains that vessels with appropriate design features may beable to meet the required minimum stability criteria after theassumed movement of cargo without taking further physicalprecautions to reduce the shift of cargo‒ Explains the stability and grain loading information that isrequired to be provided for such vessels if they are to receive a
Document of Authorisation

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‒ Explains the method of verifying that the loading of a vessel
supplied with a Document of Authorisation meets stability
requirements using volumetric heeling moments, cargo details
and maximum deadweight heeling moments‒ Explains that the grain loading stability booklet and associatedplans contain all of the information necessary to check that a
proposed loading plan complies with the stability requirementsof the Regulations at all stages of the voyage‒ States that in some countries a certificate of loading, certifyingthat the cargo has been loaded in compliance with theRegulations, is required before sailing‒ Explains the importance of trimming to fill all of the spaces
under decks and hatch covers to the maximum extent possible‒ States that the ability to comply with the stability criteria should
be demonstrated before loading‒ States that the master should ensure that the ship is uprightbefore proceeding to sea‒ Explains the use of physical precautions to reduce cargo
movement‒ Describes the use and fitting of longitudinal divisions in bothfilled and partly filled compartments‒ Demonstrates the use of Part C of the Code to determine thescantlings for uprights and shifting boards‒ Describes the construction of a saucer as an alternative to alongitudinal division in a hatchway‒ Describes the use of bagged grain or other suitable cargostowed in the wings and ends of a compartment to reduce theheeling 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 haveno cargo stowed over them should be secured as laid down inthe document of authorization‒ 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 fora cargo of bulk grain and performs the calculations to check thatthe proposed stowage complies, at all stages of the voyage, withthe stability criteria set out in chapter VI of SOLAS 1974

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COURSE SYLLABUS

FUNCTION 3
CONTROLLING THE OPERATION OF THE SHIP AND CARE FORPERSONS ON BOARD AT THE OPERATIONAL LEVEL(Including Selected KUPs Leading to Certain
Competencies in the Management Level)

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3. FUNCTION 3
3.1.

MODULE 1: Ensure compliance with pollution prevention requirements
3.1.1. Importance of proactive measures to protect the marine environment
3.1.1.1. explains the need for taking proactive measures to protect the marine
environment
3.1.1.2. describes the proactive measures that can be taken on board the ships
to protect the marine environment for shipboard operations, including:‒ bunkering;‒ loading / discharging Oil, Chemicals and hazardous cargoes;‒ tank cleaning;‒ cargo hold washing;‒ pumping out bilges (hold and engine room);‒ ballast water exchange;‒ purging and Gas freeing;‒ disposal of other garbage; and‒ discharge of sewage.

FUNCTION 3
3.2.

MODULE 2: Application of leadership and team working skills
3.2.1. Shipboard personnel management and training
3.2.1.1. Organization of crew, authority structure, responsibilities‒ Describes typical shipboard organization‒ Explains management level, states positions and describes roles‒ Explains operational level, states positions and describes roles‒ Explains support level, states positions and describes roles‒ Outlines chain of command
3.2.1.2. Cultural awareness, inherent traits, attitudes and behaviors, crosscultural communication‒ Explains cultural awareness‒ Gives examples of inherent cultural traits‒ Explains association between inherent traits, attitudes andbehaviors‒ Describes special care needed in cross-cultural communication,
especially on board ship

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3.2.1.3. Shipboard situation, informal social structures on board‒ Describes common informal structures with multi-cultural crews‒ Explains why informal social structures need to be recognized
and allowed for‒ Describes actions to improve cross-cultural relationships
3.2.1.4. Human error, situation awareness, automation awareness,complacency, boredom‒ Explains terms "active failures" and "latent conditions"‒ Explains errors of omission and errors of commission‒ Describes and explains a typical error chain‒ Explains situation awareness and gives a shipboard example‒ Describes actions subsequent to a near miss
‒ Describes linkage between automation, complacency andboredom‒ Describes actions to address complacency and boredom
3.2.1.5. Leadership and teamworking‒ Explains functional and designated leadership‒ Describes leadership qualities including self-awareness,situation awareness, interpersonal skills, motivation, respect‒ Describes leadership characteristics, including persona,assertiveness, decisiveness, applying emotional intelligence‒ Describes leadership techniques, including, leading by example,
setting expectations, providing oversight, delegating‒ Outlines the differences between team and group behavior‒ Describes the advantages of a team approach in shipboard
operations‒ States the difference between a "standing team" and a"mission" or "task" team‒ Explains "team-of-one" and why it is common on board‒ States the features of good team communications
3.2.1.6. Training, structured shipboard training program‒ Outlines importance of structured shipboard training‒ Describes effective implementation of structured shipboard
training

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‒ Explains responsibility of officers to provide structured
shipboard training‒ Describes mentoring and coaching‒ Describes how trainee progress through shipboard training
programs is assessed‒ Describes recording and reporting of trainee progress‒ Describes company involvement in structured shipboard
training programs‒ Explains that training programs have to be adjusted to suitship's operational needs
3.2.2. Related international maritime conventions and recommendations, andnational legislation (Note: Emphasis of this topic must be on human factors, not ontechnical factors)

3.2.2.1. International maritime conventions‒ Outlines intent, history and application of SOLAS convention,
including the ISM and ISPS Codes‒ Outlines intent, history and application of MARPOL Convention‒ Outlines intent, history and application of STCW Convention androle of STW Sub-Committee‒ Outlines intent, history and application of Maritime Labour
Convention‒ Describes the role of IMO with respect to maritime conventions‒ Describes the role of ILO with respect to maritime conventions‒ Describes how IMO and ILO collaborate with respect tomaritime conventions‒ Explains how convention provisions are implemented‒ Explains role of flag state in implementing provisions ofmaritime conventions‒ Explains role of port state in implementing provisions ofmaritime conventions
3.2.2.2. Recommendations and state legislation‒ Explains how recommendations differ from regulations‒ Describes the IMO guidelines on the mitigation of fatigue‒ Describes the IMO principles of safe manning and the guidelines
for their implementation‒ Gives examples of recommendations and state legislation
dealing with human factors

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3.2.3. Task and workload management
3.2.3.1. Planning and coordination‒ States what planning means with respect to individuals andgroups‒ Describes how planning outcomes are measured‒ Describes the role of feedback with respect to planningoutcomes‒ Defines coordination‒ Gives examples of shipboard coordination
3.2.3.2. Personnel assignment‒ States what personnel assignment means‒ Gives examples of personnel assignment on board
3.2.3.3. Human limitations‒ Describes common human limitations such as fatigue,
misunderstanding, and complacency‒ Describes onboard activities that test human limitations,
including use of technology‒ Describes indicators that human limitations are being exceeded‒ Explains steps taken to avoid pushing crew members beyond
personal limitations‒ Explains how hidden pressures can cause personal limitations to
be exceeded‒ Describes the consequences of pushing a person beyond theirpersonal limitations‒ Outlines STCW 2011 "Fitness for Duty" requirements
3.2.3.4. Time and resource constraints‒ Gives examples of time constraints‒ Describes factors that cause time constraints‒ States how time constraints are usually addressed on board‒ Gives examples of resource constraints‒ Describes factors that cause resource constraints‒ States how resource constraints are usually addressed on board

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3.2.3.5. Personal abilities‒ States personal characteristics essential to effective leadershipand teamwork on board‒ Describes own abilities contributing to leadership and teamwork
on board‒ Describes how personal characteristics are managed andstrengthened‒ Explains how to personally contribute to leadership andteamwork on board
3.2.3.6. Prioritization‒ Gives examples of prioritization‒ Explains why prioritization is necessary
3.2.3.7. Workloads, rest and fatigue‒ Describes own shipboard workload‒ Explains the dangers of high workload‒ Explains the disadvantages of low workload‒ Describes how workload can be assessed‒ Describes how to ensure an appropriate workload‒ States the provisions for seafarers to get adequate rest
‒ Describes recording of hours of rest
‒ Describes signs of fatigue‒ Explains how fatigue can result in very serious consequences‒ Gives examples of fatigue management guidelines andregulations
3.2.3.8. Management (leadership) styles‒ Explains how leadership and management differ‒ Explains and gives examples of designated and functional
leadership‒ States leadership qualities‒ Describes leadership techniques‒ Describes development of an effective leadership persona‒ Explains the need for a leader to "have an honest look at himself
or herself"
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3.2.3.9. Challenges and responses‒ Explains what is meant by a "challenge and response"
environment‒ Explains why a challenge and response environment is notalways appropriate‒ States when an authoritarian approach is justified‒ Describes "chain of command"
3.2.4. Effective resource management
3.2.4.1. Effective communication aboard and ashore‒ Describes the essence of effective communication‒ States the main components of a communication system‒ States the barriers to effective communication‒ Describes four lines of communication‒ Describes effective communication techniques‒ Explains why closed loop communication is used when
maneuvering the ship
‒ Describes communication protocols commonly used at sea‒ Gives examples of internal and external communication‒ Explains how communication with people ashore may differ
from communication on board‒ Explains what needs to be done to create a goodcommunication climate
3.2.4.2. Allocation, assignment and prioritization of resources‒ Outlines the resources to be managed aboard a ship at sea‒ Describes how use of resources is managed‒ Gives examples of shipboard resource allocation, assignment
and prioritization
3.2.4.3. Decision making reflecting team experience‒ Describes how to get the best out of a team
‒ Describes allocation of work based on competence‒ Explains that good teamwork and leadership are indivisible‒ Explains how a good leader can exploit a team dynamic

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3.2.4.4. Assertiveness and leadership, including motivation‒ Describes the leadership required of a junior watchkeeper‒ Explains why assertive leadership may not be effective‒ Describes how an individual or a team may be motivated andde-motivated
3.2.4.5. Obtaining and maintaining situation awareness‒ Gives examples of situation awareness while watchkeeping‒ Gives examples of lack of situation awareness while
watchkeeping‒ Describes how modern electronic aids can lead to lack ofsituation awareness‒ Explains the dangerous link between fatigue and situation
awareness
3.2.4.6. Appraisal of work performance‒ Describes how work performance can be appraised‒ States the benefits of effective work performance appraisal
3.2.4.7. Short and long term strategies‒ Defines strategy‒ Explains the role of short term strategies in effective onboard
resource management‒ Describes when the use of short term strategy is necessary‒ Explains the role of long term strategies in effective onboard
resource management
3.2.5. Decision making techniques
3.2.5.1. Situation and risk assessment‒ Explains how a situation is assessed and gives an example‒ States key characteristics of situation assessment‒ Describes how situation awareness may be weakened‒ Defines risk
‒ Describes the relationship between situation assessment andrisk‒ Describes how risk may be assessed‒ Describes how risk may be managed‒ Explains the role of risk assessment in risk management‒ Describes the role of situation and risk assessment in decision
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3.2.5.2. Identify and consider generated options‒ Gives examples of consideration of options available‒ Describes how an option may be created‒ Describes the role of leadership in creating options
3.2.5.3. Selecting course of action‒ States obligation to identify most appropriate course of action‒ Describes considerations in identifying most appropriate courseof action
3.2.5.4. Evaluation of outcome effectiveness‒ Gives examples of outcomes of shipboard courses of action‒ Describes how the outcome of a course of action can beassessed‒ Describes possible follow-up actions once outcome is assessed
3.2.5.5. Decision making and problem solving techniques‒ Gives examples and explains problem solving techniques
3.2.5.6. Authority and assertiveness‒ Explains the various forms of authority‒ Describes the form of authority found on board a ship
‒ Gives meaning of assertiveness‒ Describes shipboard situations justifying greater assertiveness3.2.5.7. Judgment‒ Gives meaning of judgment‒ Explains difference between "reality judgment" and "value
judgment"‒ Gives example of use of judgment on board
3.2.5.8. Emergency management‒ Describes the most common shipboard emergencies‒ States leadership requirements when dealing with a shipboard
emergency‒ Describes the preparations for dealing with a shipboard
emergency

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FUNCTION 3
3.3.

MODULE 3: Control trim, stability and stress (ML)3.3.1. Fundamental principles of ship construction and the theories and factors
affecting trim and stability and measures necessary to preserve trim andstability
3.3.1.1. Stability
3.3.1.1.1. Approximate Calculation of Areas and Volumes‒ States the trapezoidal rule for the area under a curve interms of the number of ordinates, the interval and theordinate values‒ Uses the trapezoidal rule to find the area under a curve
defined by given ordinates‒ States Simpson‘s first rule as
A= h (y1 + 4y2 + y3) / 3
where: A = area under curve
h = interval length
y1, y2, y3 are ordinates‒ Writes down the repeated first rule for any odd numberof ordinates‒ Uses Simpson‘s first rule to find the area under a curve
defined by an odd number of ordinates‒ States that the area is exact for a linear, quadratic or
cubic curve but an approximation otherwise‒ States, Simpson‘s second rule as
A = 3h (y1 + 3y2 + 3y3+ y4) / 8
where: A = areah = interval length
y1, y2, y3, y4 are ordinates‒ Writes down the repeated second rule for 7, 10, 13, etc,
ordinates‒ Uses Simpson‘s second rule to find the area under acurve 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 thesecond and should be used in preference where possible‒ States that errors can be reduced by using a smaller
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‒ States the 5, 8, -1 rule as A = h(5y1 + 8y2 - y3) / 12
where: A = area between first and second ordinates
h = interval length
y1, y2, y3, are ordinates‒ Uses Simpson‘s rules to find the area under a curve
defined by any number of ordinates‒ Explains that the volume of a body may be calculated byusing Simpson‘s rules with cross-sectional areas as
ordinates‒ Calculates the volume of a ship to a stated draught byapplying Simpson‘s rules to given cross-sectional areas
or waterplane areas‒ Uses Simpson‘s first, second and 5/8-1 Rules toapproximate areas and volumes of ship structure and GZ
curves with any number of ordinates and intermediate
ordinates
3.3.1.1.2. Effects of Density‒ Given the density of the water in the dock, calculates thedisplacement for a particular draught from the seawater
displacement for that draught extracted fromhydrostatic data
‒ Calculates the TPC for given mean draught and densityof the dock water‒ Discusses the use of the Fresh Water Allowance and how
to determine this for a ship
‒ States that FWA only applies when the ship is floating ator 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 virtual rise of G or apparent reduction in
effective GM due to free surface affect (in metres) at
small can be calculated‒ Describes the statical and dynamic effects on stability ofthe movement of liquids with a free surface‒ Calculates the virtual reduction in GM for liquids with afree surface in spaces with rectangular and triangularwaterplanes‒ Deduces from the above objective that halving thebreadth of a tank reduces the free surface effect to one
eight of its original value

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‒ Deduces that the subdividing a tank at the centre
reduces its free surface effect to one quarter of that of
the undivided tank
‒ States that the quantity ‘inertia x density of liquid‘ iscalled the ‘free surface moment‘ of the tank, in tonnemetres‒ States that information for calculating free surface effectis included in tank capacity tables‒ States that the information may be given in one of thefollowing ways:
 inertia in metre4
 free surface moments for a stated density of liquidin the tank
 as a loss of GM, in tabulated form for a range ofdraughts (displacements) for a stated density ofliquid in the tank
‒ Corrects free surface moments when a tank contains aliquid of different density from that slated in thecapacity table‒ Given a ship‘s displacement and the contents of its
tanks, uses the information from ship‘s stability
information 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 theGM allowing for free surfaces on arrival at destination
3.3.1.1.3. Stability at Moderate and Large Angles of Heel
‒ States that the formula GZ = GM sin θ does not hold forangles in excess of about 10º‒ States that the initial KM is calculated from KM = KB +BM
‒ Uses a metacentric diagram to obtain values of KM, KB
and BM for given draughts‒ States that the transverse BM = I / V
Where: I = second moment of area of the waterplane
about the centre line;
V = underwater volume of the ship
‒ States that for a rectangular waterplane I = LB3/ 12
Where: L is the length of the waterplane;
B is the breadth of the waterplane
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‒ Shows that, for a box-shaped vessel,
KM = (B2 /12d) + (d / 2)
Where:
d = draught‒ States that, for moderate and large angles of heel, valuesof GZ found by calculating the position of the centre ofbuoyancy are provided by the shipbuilder for a range ofdisplacements 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 andvalue 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 curveof statical stability for a ship with the same initial GM‒ States that the righting lever, GZ, may be found from thewall-sided formula up to the angle at which the deckedge is immersed‒ Given the wall-sided formula:
GZ = (GM + BM / 2 tan2φ) sinφand other relevant data, calculates the value of GZ for astated angle of heel
‒ Shows that, for small angles of heel, the term BM / 2
tan20 is negligible, leading to the usual expression for GZ
at small angles of heel
‒ Uses the wall-sided formula for calculating the angle ofloll of an initially unstable ship
‒ Compares the result in the above objective with thatobtained by connecting a curve of statical stability‒ States that cross-curves and KN curves are drawn for theship 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
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‒ States that cross-curves and KN curves are drawn for theship at the designed trim when upright‒ States that righting levers may differ from those shown if
the ship has a large trim when upright3.3.1.1.4. 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 thedeadweight moments when using the diagram of
maximum deadweight moment‒ States that if, for a stated displacement or draught, thetotal deadweight moment or KG is less than the
maximum permissible value, the ship will have adequate
stability‒ Reads the maximum permissible deadweight momentfrom 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 thediagram of deadweight moment to determine if thestability 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 storesconsumed and for any resulting free surface‒ States that curves of maximum KG or minimum GM to
ensure adequate stability in the event of partial loss of
intact buoyancy are provided in passenger ships

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3.3.1.1.5. Trim and List
‒ Defines longitudinal centre of gravity (LCG) andlongitudinal 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 LOB from amidships orfrom the after perpendicular is given in a ship‘shydrostatic data for the ship on an even keel
‒ Explains that the LCG must be at the same distance fromamidships as LCB when the ship floats on an even keel
‒ Shows on a diagram of a ship constrained to an evenkeel the couple that is formed by the weight andbuoyancy forces when LCG is not the same distance fromamidships as LCB‒ States that the trimming moment = displacement x thehorizontal distance between LCB (tabulated) and LCG(actual) = ∆ x GG1
Where: GG1 is the horizontal distance between theposition of LCG for the even- keel condition
and the actual LCG‒ States that trim = (∆ x GG1) / MCT 1cm‒ States that if the actual LCG is abaft the tabulated
position of LCB, then the trim will be by the stern, andvice 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 ofcargo, fuel, water and stores, determines the trim, themean 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 arequired 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
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‒ Calculates where to load a mass so as to keep the after
draught constant‒ States that calculated draughts refer to draughts at theperpendiculars‒ Given the distance of draught marks from theperpendiculars 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 theamount‒ 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‘sformula, may be applied to the displacement‒ Given Nemoto‘s formula, calculates the second
correction to displacement‒ Calculates the maximum list during loading ordischarging a heavy lift, using a ship‘s derrick, given therelevant stability information and the dimensions of thederrick‒ Calculates the minimum GM required to restrict the list
to a stated maximum when loading or discharging aheavy lift
‒ Calculates the quantities of fuel oil or ballast to move
between given locations to simultaneously correct a list
and achieve a desired trim
‒ Explains how to distinguish between list and loll anddescribes how to return the ship to the upright in eachcase
‒ 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 froma transverse moment of mass
3.3.1.1.6. Dynamical Stability‒ Defines dynamical stability at any angle of heel as thework done in inclining the ship to that angle
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‒ States that the dynamical stability at any angle is givenby 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 tofind the area in metre-radians up to a stated angle‒ States that dynamical stability is usually expressed intonne-metres‒ Explains that the dynamical stability at a given angle ofheel represents the potential energy of the ship
‒ States that the potential energy is used partly inovercoming 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, theship 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 windpressure 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 theforce of the wind multiplied by the vertical separation
between the centres of the lateral areas of the portionsof 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 anangle at which the righting lever is equal to the heelingover‒ 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 ofequilibrium under the action of a steady wind and theareas which represent the dynamical stability at angles
of roll to each side of the equilibrium position byreference to dynamical stability, describes the effect of
an increase in wind pressure when a vessel is at its
maximum angle of roll to windward
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‒ Summarizes the recommendation on severe wind androlling criterion for the intact stability of passenger andcargo ships‒ By reference to a curve of righting levers and dynamical
stability, describes the effect of a listing moment on therolling of the ship about the equilibrium position
3.3.1.1.7. Approximate GM by Means of Rolling Period Test
‒ States that, for ships up to 70m in length, the GM can beverified in still water by causing the ship to roll andnoting 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 sideand back to the original position‒ States that for small angles of roll in still water, the initialmetacentric height, GMo is given by:
GMo= [fB / Tr]2
Where:
f = rolling factor
B = breadth of the ship
Tr = rolling period in seconds‒ States that the formula may be given as:
GMo= F / Tr2
Where the F-value is provided by the Administration‒ Summarizes the procedures for determining a ship‘s
stability by means of the rolling period test
‒ Given values of F and T and the equation GMo = F / T2,
calculates GMo‒ States the limitations of the method‒ States the limitations of the method states that whenconstruction is completed, a ship undergoes an inclining
test to determine the displacement and position of thecentre of gravity, KG and LCG, in the light ship condition‒ States that the displacement and KM are calculated fromthe 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 carded out
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‒ Given the mass and the distance through which it was
moved, the displacement, length of the plumb line andthe deflection, calculates the KG‒ States that the values obtained in a test are corrected
for masses to be removed and added to obtain the KG
and LCG for the light ship
‒ States that, at periodical intervals not exceeding five
years, a light ship survey must be carried out on all
passenger ships to verify any changes in light shipdisplacement and longitudinal centre of gravity‒ States that the ship must be re-inclined whenever, incomparison with the approved stability information, adeviation from the light ship displacement exceeding 2%
or a deviation of the longitudinal centre of gravity
exceeding 1% of L is found or anticipated
3.3.1.1.8. The Intact Stability Code
‒ Describes the general precautions to be taken against
capsizing‒ States the recommended criteria for passenger andcargo ships of all types‒ Given the initial metacentric height and the GZ curve,
determines whether the ship meets the recommended
criteria‒ States that stability information should comprise:
 stability characteristics of typical loading conditions
 information to enable the master to assess thestability of the ship in all loading conditions
differing from the standard ones
 information on the proper use of anti-rollingdevices, if fitted
 information enabling the master to determine GMo
by means of a rolling test corrections to be made to
GMo for free surface liquids
 for ships carrying timber deck cargoes information
setting out changes in deck cargo from that shownin the loading conditions, when the permeability ofthe deck cargo is significantly different from 25%
 for ships carrying timber deck cargoes, indicationsof the maximum permissible amount of deck cargo

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‒ States that criteria are laid down for ships carrying
timber deck cargoes‒ Discusses the use of the weather criterion and how toassess whether a vessel complies with this‒ States the additional criteria recommended forpassenger ships‒ States that the information includes a curve or tablegiving, as a function of the draught, the required initial
GM which ensures compliance with therecommendations on intact stability
3.3.1.1.9. Intact Stability Requirements for the Carriage of Grain‒ States the intact stability requirements for the carriageof grain‒ States that before loading bulk grain the master may berequired to demonstrate that the ship will comply withthe 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:
curves or tables of grain heeling moments for every
compartment, whether filled or partly filledtables of maximum permissible heeling moments orother information sufficient to allow the master todemonstrate 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 heeling
moment/ stowage factor‒ States how the vertical shift of grain surfaces is taken
into account in filled compartments and in partly filledcompartments
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‒ Calculates the heeling arm, λO, from:‒ 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 byRegulation 4 of SOLAS chapter VI‒ Compares the results of the calculations in the above
objective with the criteria set out in Regulation 4 andstates whether the ship complies with the requirements
or does not comply
3.3.1.1.10. Rolling of Ships‒ Describes the effect on GM of rolling‒ Explains how increase of draught and of displacement
influence rolling‒ Describes how the distribution of mass within the ship
affects the rolling period‒ Explains what synchronization is and the circumstancesin which it is most likely to occur‒ Describes the actions to take if synchronization isexperienced‒ Describes how bilge keels, anti-rolling tanks andstabilizer 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 issituated at about half-draught above the keel
‒ States that the force in the above objective is called thecentripetal force, given by:
F = Mv2 / r
Where: M = mass of the ship in tonnes
v = speed in metres per second
r= radius of turn in metres
F = centripetal force in kilonewtons
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‒ Explains how the force acting at the centre of lateralresistance 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 oflateral resistance and the centre of gravity,‒ States that the ship will heel until the resulting righting
moment equals the heeling couple, i.e

where: g = acceleration due to gravity
θ = angle of heel
‒ Given the relevant data, calculates the angle of heelfrom

3.3.1.1.11. Dry-docking and Grounding‒ States that for dry-docking a ship should:

have adequate initial metacentric height

be upright

have a small or moderate trim, normally by thestern‒ States that part of the weight is taken by the blocks assoon as the ship touches, reducing the buoyancy force
by the same amount‒ States that the upthrust at the stern causes a virtual lossof metacentric height‒ Explains why the GM must remain positive until thecritical 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

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‒ Explains that a ship with a large trim will develop a large
upthrust, which may damage the stern frame, trip theblocks or lead to an unstable condition before taking theblocks overall‒ By taking moments about the centre of buoyancy, showsthat, for a small angle of heel, θ,righting moment= ∆ x GM sin θ - P x KM sin θ
where GM is the initial metacentric height when
afloat‒ Shows that the righting lever is that for the ship with its
metacentric height reduced by:‒ By using the equation in the above objective and KM +KG + GM, shows that righting moment = (∆ - P) x GM sin
θ - P x KG sin θ‒ Shows that the righting lever is that for a ship ofdisplacement (∆ - P) and with metacentric height
reduced by:‒ Explains that the righting moment remains positive
providing ∆ x GM is greater than P x KM or equivalently,(∆ - P) x GM is greater than P x KG
‒ Calculates the minimum GM to ensure that the shipremains stable at the point of taking the blocks overall‒ Calculates the maximum trim to ensure that the shipremains stable on taking the blocks overall for a given
GM‒ Calculates the virtual loss of GM and the draughts of theship 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 pointon the centre line is reduced in the same way as in drydocking‒ States that when grounding occurs at an off-centre
point, the upthrust causes heel as well as trim andreduction of GM‒ Explains that the increase in upthrust as the tide falls
increases the heeling moment and reduces the stability
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3.3.1.1.12. 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 theforces to one side of that point‒ Explains that, for a beam in equilibrium, the sum offorces to one side of a point is equal to the sum of theforces 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 abeam 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 insense‒ Draws a diagram of shear force and bending moment for
simply supported beams‒ States that the bending moment at any given point isequal to the area under the shear-force curve to thatpoint
‒ Uses the above objective to show that the bendingmoment 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 andweight is called the load
‒ Draws a load curve from a given buoyancy curve andweight curve‒ States that the shear force at any given point is equal tothe area under the load curve between the origin andthat point‒ Draws a diagram of shear force and bending moment fora given distribution of weight for a box-shaped vessel‒ Explains how wave profile affects the shear-force curveand bending-moment curve

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‒ 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 andbending moments within acceptable limits‒ States that the classification society may also require aship 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 andbending 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
3.3.1.2. Effect on stability in the event of damage to and consequent floodingof a compartment and countermeasures to be taken
3.3.1.2.1. Effect of flooding on Transverse Stability and Trim
Passenger Vessels‒ Explains what is meant by ‘floodable length‘‒ Defines: margin line bulkhead deck permeability of a space‒ Explains what is meant by permissible length ofcompartments‘ in passenger ships‒ Describes briefly the significance of the Criterion ofService Numeral

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‒ Explains the significance of the factor of subdivision‒ States the assumed extent of damage used in assessing
the stability of passenger ships in damaged condition‒ Summarises, with reference to the factor of subdivision,
the extent of damage which a passenger ship shouldwithstand‒ Describes the provisions for dealing with asymmetricalflooding‒ States the requirements for the final condition of theship after assumed damage and, where applicable,
equalization of flooding‒ States that the master is supplied with data necessary tomaintain sufficient intact stability to withstand thecritical damage‒ Explains the minimum residual stability requirements inthe damaged condition with the required number ofcompartments flooded‒ Discusses the use of the damaged stability information
required to be provided to the Master of a passenger
vesselCargo Ships‒ Distinguishes between ships of Type A and Type B for
the purpose of computation of freeboard‒ Describes the extent of damage that a Type A ship ofover 150 m in length should be able to withstand‒ Explains that a Type A ship of over 150m in length isdescribed as a one compartment ship
‒ Describes the requirements for the survivability of TypeB ships with reduced assigned freeboard‒ Summarizes the equilibrium conditions regarded assatisfactory 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 a loss of stability structural failure

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Calculation of Vessel Condition After Flooding‒ States that, in the absence of hull damage, the stability is
calculated in the usual way using the added mass andmaking allowance for free surface liquid‒ States that free surface moments for any rectangularcompartment that is flooded by salt water can beapproximated bymoment = length x (breadth)3 x 1. 025 / 12
‒ States that virtual loss of GM =moment.
flooded displacement‒ States that when a compartment is holed the ship will sink
deeper in the water until the intact volume displaces waterequivalent 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 thecompartment 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 andits stowage factor‒ States that if the lost buoyancy is greater than the reservebuoyancy the ship will sink
‒ States that the centre of buoyancy moves to the centre of
immersed volume of the intact portion of the ship
‒ States that when a compartment is holed the ship‘s
displacement and its centre of gravity are unchanged‒ Explains that a heeling arm is produced, equal to thetransverse separation of G and the new position of B for
the upright ship
‒ States that the area of intact waterplane is reduced by thearea 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 thewaterline 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
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‒ States that the height of the centre of buoyancy above thekeel increases by about half the increase in draught due toflooding‒ States that a reduction in waterplane area leads to a
reduction in the second moment of area (I)‒ Uses the formula BM = I / V to explain why the BM of aship is generally less 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 orof deep tanks that are wholly below the waterline leads toan 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 islb³ for a rectangular surface
12V

where: L is length of the lost areab is breadth of the lost area
V is displaced volume = displacement
density of wateroriginal waterplane area / intact waterplane area x lost area x(distance from centerline)2 / displaced volume
this is original

waterplane area
intact waterplane area x l.b.d2 / V

for a rectangular surface, where d is the distance of the centreof the area from the centreline‒ Deduces that the second correction applies only in thecase of asymmetrical flooding‒ Calculates the shift (F) of the centre of flotation (CE) fromthe centreline, using
F=axd
A–a
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where: a is the lost area of waterplane
A is the original waterplane aread is the distance of the centre of lost area ofwaterplane from the centerline‒ Shows that the heeling arm is given byheeling arm = lost buoyancy (tonnes) / displacement x
transverse distance from new CF‒ Constructs a GZ curve for the estimated GM andsuperimposes the heeling-arm curve to determine theapproximate 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, θ,tan θ = heeling arm
GM‒ Explains how lost area of waterplane affects the position of
the centre of flotation

Effects of Flooding on Trim
‒ Calculates the movement of the centre of flotation (CF),given:
Movement of CF = moment of lost area about original
CF / intact waterplane area
‒ Explains how the reduction in intact waterplane reduces
the MCT 1cm‒ Calculates the reduction of BML, given the following
corrections: second moment of lost area about its
centroids/ displaced volume;bL3
for a rectangular surface
12 V
where: L is length of lost area
B is breadth of lost area
V is displaced volume = displacement
density of water
this isOriginal waterplane area / intact waterplane area x lost area x(distance from CF) 2 / displaced volume
This is original waterplane area / intact waterplane area x
bld2 / v
for a rectangular surface, where d is the distance of thecentre of area from the original centre of flotation

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‒ Calculates the reduction of MCT 1cm, given, reduction of
MCT 1 cm = (displacement x reduction of GM) / 100 x
ship‘s length‒ States that the trimming moment is calculated from: trimming moment = lost buoyancy x distance fromnew CF where the lost buoyancy is measured intonnes Given the dimensions of a bilged space and theship‘s hydrostatic data, calculates the draughts inthe damaged condition
 describes measures which may be taken to improve
the stability or trim of a damaged ship
3.3.1.2.2. Theories Affecting Trim and Stability‒ Describes the static and dynamic effects on stability ofliquids with a free surface 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 avoyage‒ Describes effect on stability of ice formation onsuperstructure‒ Describes the effect of water absorption by deck cargo andretention of water on deck
‒ Describes stability requirements for dry docking‒ Demonstrates understanding of angle of loll
‒ States precautions to be observed in correction of angle ofloll‒ 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 avessel‒ Explains the terms synchronous and parametric rollingand pitching and describes the dangers associated with it‒ Describes the actions that can be taken to stop
synchronous and parametric effects

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3.3.1.3. Knowledge of IMO recommendations concerning ship stability
3.3.1.3.1. Responsibilities under the International Conventions and
Codes‒ States minimum stability requirements required by LoadLine Rules 1966
‒ States the minimum stability requirements andrecommendations of the Intact Stability Code‒ Explains the use of the weather criterion‒ Demonstrates correct use of IMO Grain Regulations‒ Explains how grain heeling moment information is used
‒ Describes the requirements for passenger ship stability
after damage

FUNCTION 3
3.4.

MODULE 4: Monitor and control compliance with legislative requirements
and measures to ensure safety of life at sea, security and theprotection of the marine environment (ML)
3.4.1. International Maritime Law Embodied in International Agreements andConventions, with regard to:
3.4.1.1. Certificates and other documents required to be carried on-board
ships by international conventions‒ states that IMO publishes a list of certificates and documents
required to be carried on board ship

‒ states how a current version of the IMO list of certificates anddocuments required to be carried on board ship may beobtained‒ identifies the certificates required by MLC (2006) to be carriedon board ship

‒ identifies the certificates and documents that are required to be
carried on board a ship of any type using the IMO information‒ states the period of validity for each of the above certificatesand explains the requirements for renewing or maintaining thevalidity of each‒ explains how each of the certificates and documents required tobe carried on board ships are obtained‒ explains the proof of validity that may be required by authorities
for the certificates and documents above

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3.4.1.2. Responsibilities under the relevant requirements of the International
Convention on Load Lines‒ states that a ship to which the Convention applies must comply
with the requirements for that ship
‒ explains the general requirements of the Conditions of Assignment
to be met before any vessel can be assigned a loadline‒ describes the factors that determine the freeboards assigned to a
vessel‒ describes the requirements and coverage of initial, renewal andannual surveys‒ describes the contents of the record of particulars which should be
supplied to the ship
‒ explains the documentation and records that must be maintainedon the ship in terms of: certificates record of particulars
 record of freeboards information relating to the stability and loading of the ship
‒ states that after any survey has been completed no change should
be made in the structure, equipment or other matters covered by
the survey without the sanction of the Administration‒ states that, after repairs or alterations, a ship should comply withat least the requirements previously applicable and that, after
major repairs or alterations, ships should comply with therequirements for a new ship in so far as the Administration deems
reasonable and practicable‒ describes the preparation required for renewal and annual loadline
surveys‒ states that the appropriate load lines on the sides of the shipcorresponding to the season and to the zone or area in which theship may be must not be submerged at any time when the shipputs to sea, during the voyage or on arrival‒ states that when a ship is in fresh water of unit density theappropriate load line may be submerged by the amount of the
fresh water allowance shown on the International Load Line
Certificate (1966)‒ states that when a ship departs from port situated on a river orinland waters, deeper loading is permitted corresponding to theweight of fuel and all other materials required for consumption
between the point of departure and the sea‒ explains the treatment of a port lying on the boundary between
two zones or areas‒ explains the circumstances in which an International Load Line
Certificate (1966) would be cancelled by the Administration

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3.4.1.3. Responsibilities under the relevant requirements of the International
Convention for the Safety of Life at Sea‒ 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, subfreezing 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 ofevery 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 forthe purpose of indicating that a ship or aircraft is in distress, andthe use of any signal which may be confused with aninternational distress signal are prohibited‒ states the obligations of the master of a ship at sea on receiving
a signal from any source that a ship or aircraft or a survival craft
thereof is in distress‒ explains the rights of the master of a ship in distress torequisition one or more ships which have answered his call forassistance‒ explains when the master of a ship is released from theobligation to render assistance‒ describes the requirements for the carriage of navigational
equipment‒ states that all equipment fitted in compliance with Reg V/12
must be of a type approved by the Administration‒ states that all ships should be sufficiently and efficiently manned‒ states that manning is subject to Port State Control inspection‒ lists the contents of the minimum safe manning document
referred to in Assembly resolution A481 (XII), Principles of Safe
Manning‒ states that in areas where navigation demands special caution,
ships should have more than one steering gear power unit inoperation when such units are capable of simultaneous
operation‒ describes the procedure for the testing of the ship‘s steering
gear before departure

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‒ 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-datecharts, sailing directions, lists of lights, notices to mariners, tidetables and other nautical publications necessary for the voyage‒ states which ships should carry the International Code of Signals

1.1.1. Maritime declarations of health and the requirements of theInternational Health Regulations.1 Arrival Documents and ProceduresInternational 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‒ states that a health authority should, if requested, issue,
free of charge to the carrier, a certificate specifying themeasures 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 orsuspected of being infected with a disease subject to theRegulations 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, ortaking on fuel or water

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‒ states that a health authority may take all practicablemeasures 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 aport may take with respect to departing travelers‒ states that no health measures should be applied by aState 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 ofa 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 ofillness on board, in the interests of the patient and thehealth authorities and to facilitate clearance of the ship
‒ states that, on arrival of a ship, an infected person may beremoved and isolated and that such removal should becompulsory if required by the master‒ states that a ship should not be prevented for healthreasons from calling at any port, but if the port is not
equipped for applying the health measures which in theopinion of the health authority of the port are required,
the ship may be ordered to proceed at its own risk to thenearest suitable port convenient to it‒ explains the actions open to a ship which is unwilling tosubmit to the measures required by the health authority ofa port‒ describes the measures concerning cargo and goods‒ describes the measures concerning baggage

Plague‒ states that, for the purposes of the Regulations, theincubation period of plague is six days

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‒ states that vaccination against plague should not be
required as a condition of admission of any person to aterritory‒ states that during the stay of a ship in a port infected byplague, special care should be taken to prevent the
introduction of rodents on board‒ states that ships should be permanently kept free ofrodents and the plague vector or be periodically derailed‒ describes the requirements for the issue of a Ship
Sanitation Control Certificate or a Ship Sanitation Control
Exemption Certificate and states their periods of validity‒ states the conditions in which a ship on arrival is to be
regarded as infected, suspected or healthy‒ describes the measures which may be applied by a healthauthority on the arrival of an infected or suspected ship

Cholera‒ describes the measures which may be applied by a healthauthority on the arrival of a healthy ship from an infectedarea states that, for the purposes of the Regulations, theincubation 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, theincubation period of yellow fever is six days
‒ states that vaccination against yellow fever may berequired of any person leaving an infected area on aninternational 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‒ describes the measures which may be applied by a healthauthority on the arrival of an infected or suspected ship

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Documents‒ states that bills of health or any other certificatesconcerning health conditions of a port are not required
from any ship
‒ describes the master‘s obligations concerning a Maritime
Declaration of Health‒ states that the master and the ship‘s surgeon, if one iscarried, must supply any information required by thehealth 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 internationaltraffic

1.1.2. Responsibilities under other international maritime law embodied ininternational agreements and conventions that impact on the role ofmanagement level deck officers.1 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 aminimum the formalities, documentary requirements andprocedures on the arrival, stay and departure of ships
engaged in international voyages‒ explains that the Convention lays down “standards” and“recommended practices” regarding documentation andprocedures for facilitating international maritime traffic‒ lists the documents which should be the only ones
required by public authorities for their retention on arrival,
or departure of ships to which the Convention applies‒ explains that the provisions do not preclude therequirement for the presentation for inspection by theappropriate authorities of certificates and other papers
concerned with registry, measurement, safety, manningand other related matters‒ explains that the Convention lays down “standards” and“recommended practices” regarding documentation andprocedures for facilitating international maritime traffic

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‒ 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 therequirement for the presentation for inspection by theappropriate authorities of certificates and other papers
concerned with registry, measurement, safety, manningand other related matters‒ states that IMO has produced standard forms for:
 general declaration
 cargo declaration
 ship‘s effects declaration
 crew‘s effects declaration
 crew list passenger list dangerous goods manifest‒ explains that arrival procedures may be expedited by:providing the public authorities concerned with anadvance message giving the best ETA, followed byany 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 enroute to the berth or anchorageproviding for prompt, orderly assembling andpresentation of persons on board, with necessary
documents for inspection, including arrangements
for relieving crew members from essential duties.2 United Nations Convention on the Law of the Sea (UNCLOS)‒ explains that the outcome of UNCLOS III conference
convened at Geneva in 1974 was the United Nations
Convention on the Law of the Sea commonly known as –UNCLOS‒ explains that UNCLOS attempts to codify the internationallaw of the sea‒ states that UNCLOS defines the legal status of the high seasand establishes regulations for the control of marine
pollution

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‒ states that UNCLOS is a treaty document of 320 articles
and 9 annexes, governing all aspects of ocean space, suchas delimitation, environmental control, marine scientificresearch, economic and commercial activities, transfer oftechnology and the settlement of disputes relating toocean matters‒ states that UNCLOS came into force internationally on 16
November 1994
‒ states that UNCLOS sets the width of the territorial sea at
12 nautical miles, with a contiguous zone at 24 nautical
miles from the baseline‒ states that UNCLOS defines innocent passage through theterritorial sea and defines transit passage throughinternational straits‒ states that UNCLOS defines archipelagic States and allows
for passage through archipelagic waters‒ states that UNCLOS establishes exclusive economic zones(EEZs) extending to 200 nautical miles from baselines‒ explains that it defines the continental shelf and extends
jurisdiction over the resources of the shelf beyond 200
miles where appropriate‒ explains that states in dispute about their interpretation of
UNCLOS may submit their disagreements to competentcourts such as the International Court of Justice (in The
Hague), or the Law of the Sea Tribunal (in Hamburg)‒ states that the responsibility for enforcement ofregulations rests mainly with flag States, but as vessels
enter zones closer to the coast the influence of coastal
State jurisdiction and, ultimately, port State jurisdiction,
gradually increases‒ states that Article 94 of the UNCLOS deals with duties ofthe flag State, while Article 217 deals with enforcement byflag States‒ states that Article 218 of the UNCLOS deals with port Statejurisdiction‒ explains when a vessel is voluntarily within a port or at an
offshore terminal, the port State may, where the evidence
warrants, begin proceedings in respect of discharges inviolation of international rules (i.e. regulations in MARPOL
73/78)
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‒ states that another State in which a discharge violation has
occurred, or the flag State, may request the port State toinvestigate the violation‒ states that Article 200 of the UNCLOS deals with coastal
State jurisdiction as applied in relation to pollution
provisions‒ states that where there are clear grounds for believing thata vessel navigating in the territorial sea of a State has
violated laws and regulations of the coastal State adopted
in accordance with UNCLOS or applicable international
pollution regulations, the coastal State may inspect thevessel and, where evidence warrants, institute proceedings
including detention of the vessel‒ states that vessels believed to have violated pollution laws
in an EEZ may be required to give identification and voyage
information to the coastal State‒ explains that as per UNCLOS, States must agreeinternational rules and standards to prevent pollution fromvessels (Article 211)
‒ explains that Coastal States may also promulgate andenforce pollution regulations in their own EEZs which may,in some circumstances, include imposition of routeing
restrictions‒ states that in the territorial sea additional navigational
restraints (e.g. traffic separation schemes and sea lanes)
may be imposed on vessels with dangerous and hazardous
cargoes‒ explains that Coastal States and ports may make entry tointernal waters and harbors conditional on meeting
additional pollution regulations.3 Maritime Labor Convention (MLC 2006)‒ explains that the Maritime Labor Convention, 2006 is an
important new international labor Convention that was
adopted by the International Labor Conference of theInternational Labor Organization (ILO), under article 19 of
its Constitution at a maritime session in February 2006 in
Geneva, Switzerland

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‒ explains that it sets out seafarers‘ rights to decent
conditions of work and helps to create conditions of faircompetition for shipowners‒ explains that it is intended to be globally applicable, easily
understandable, readily updatable and uniformly enforced‒ explains that the MLC, 2006, complementing other majorinternational conventions, reflects international
agreement on the minimum requirements for working andliving conditions for seafarers‒ explains that the Maritime Labor Convention, 2006 has
two primary purposes:to bring the system of protection contained inexisting labor standards closer to the workers
concerned, in a form consistent with the rapidly
developing, globalized sector (ensuring “decent
work”);

to improve the applicability of the system so thatshipowners and governments interested inproviding decent conditions of work do not have tobear an unequal burden in ensuring protection(“level playing field” fair competition)‒ explains that the Maritime Labor Convention, 2006 has
been designed to become a global legal instrument that,once it enters into force, will be the “fourth pillar” of theinternational regulatory regime for quality shipping,complementing the key Conventions of the International
Maritime Organization (IMO) such as the International
Convention for the Safety of Life at Sea, 1974, as amended(SOLAS), the International Convention on Standards ofTraining, Certification and Watchkeeping, 1978, as
amended (STCW) and the International Convention for thePrevention of Pollution from Ships, 73/78 (MARPOL)‒ states that it sometimes called the consolidated Maritime
Labor Convention, 2006 as it contains a comprehensive setof global standards, based on those that are already foundin 68 maritime labor instruments (Conventions andRecommendations), adopted by the ILO since 1920
‒ states that the new Convention brings almost all of theexisting maritime labor instruments together in a single
new Convention that uses a new format with some
updating, where necessary, to reflect modern conditions
and language
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‒ explains that the Convention “consolidates”‖ the existing
international law on all these matters‒ states that the MLC, 2006 applies to all ships engaged incommercial activities (except fishing vessels, ships oftraditional build and warships or naval auxiliaries)‒ states that ships of 500 GT or over are required to becertified: they must carry a Maritime Labor Certificate aswell as a Declaration of Maritime Labor Compliance‒ states that ships below 500 GT are subject to inspection atintervals not exceeding three years‒ explains that the existing ILO maritime labor Conventions
will be gradually phased out as ILO Member States thathave ratified those Conventions ratify the new Convention,
but there will be a transitional period when some parallel
Conventions will be in force‒ explains that countries that ratify the Maritime Labor
Convention, 2006 will no longer be bound by the existing
Conventions when the new Convention comes into force
for them‒ explains that countries that do not ratify the newConvention will remain bound by the existing Conventions
they have ratified, but those Conventions will be closed tofurther ratification‒ describes that the Convention is organized into three mainparts: the Articles coming first set out the broad principles
and obligations which is followed by the more detailed
Regulations and Code (with two parts: Parts A and B)
provisions‒ states that the Regulations and the Standards (Part A) and
Guidelines (Part B) in the Code are integrated andorganized into general areas of concern under five Titles:


Title 1: Minimum requirements for seafarers towork on a ship: minimum age, medical certificates,
training and qualification, recruitment andplacement.



Title 2: Conditions of employment: Seafarers
Employment Agreements, Wages, Hours of Workand Hours of Rest, Entitlement to Leave,
Repatriation, Seafarer compensation for the ship‘s
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Skill Development and Opportunities for Seafarers‘
Employment


Title 3: Accommodation, recreational facilities,
food and catering

Title 4: Health protection, medical care, welfare
and social security protection: Medical Care onboard ship and Ashore, Ship-owners‘ Liability,
Health & Safety Protection and Accident
Prevention, Access to Shore-based Welfare
Facilities, Social Security



Title 5: Compliance and enforcement:Flag State Responsibilities: General
Principles, Authorization of Organizations,
Maritime Labor Certificate and Declarationof Maritime Labor Compliance, Inspection
and Enforcement, On-board Complaint
Procedures, Marine Casualties

Port State Responsibilities: Inspections in
Port, Detailed Inspection, Detentions, Onshore Seafarer Complaint Handling
ProceduresLabor-supplying Responsibilities:
Recruitment and Placement services, Social
security provisions‒ explains that it occasionally contains new subjects incomparison to the existing ILO Maritime labor conventions,particularly in the area of occupational safety and health tomeet current health concerns, such as the effects of noiseand vibration on workers or other workplace risks‒ explains that the standards in the new Convention are notlower than existing maritime labor standards as the aim is
to maintain the standards in the current maritime labor
Conventions at their present level, while leaving eachcountry greater discretion in the formulation of theirnational laws establishing that level of protection‒ explains that the advantages for ships of ratifying countries
that provide decent conditions of work for their seafarers
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certification, avoiding or reducing the likelihood of lengthy
delays related to inspections in foreign ports‒ explains that the Maritime Labor Convention, 2006 aims toestablish a continuous – compliance awareness‖ at every
stage, from the national systems of protection up to theinternational system and it will improve compliance andenforcement;
Starting with the individual seafarers, who – under
the Convention – have to be properly informed of
their rights and of the remedies available in case ofalleged non-compliance with the requirements of
the Convention and whose right to makecomplaints, both on board ship and ashore, isrecognized in the Convention.



It continues with the shipowners. Those that own or
operate ships of 500 gross tonnage and above,
engaged in international voyages or voyages between
foreign ports, are required to develop and carry outplans for ensuring that the applicable national laws,
regulations or other measures to implement theConvention are actually being complied with.



The masters of these ships are then responsible forcarrying out the shipowners‘ stated plans, and forkeeping proper records to evidence implementationof the requirements of the Convention.



As part of its updated responsibilities for the labor
inspections for ships above 500 gross tonnage thatare engaged in international voyages or voyages
between foreign ports, the flag State (or recognizedorganization on its behalf) will review the shipowners‘
plans and verify and certify that they are actually inplace and being implemented.



Ships will then be required to carry a maritime labor
certificate and a declaration of maritime laborcompliance on board.

Flag States will also be expected to ensure thatnational laws and regulations implementing theConvention‘s standards are respected on smaller
ships that are not covered by the certification system.

Flag States will carry out periodic quality assessmentsof the effectiveness of their national systems ofcompliance, and their reports to the ILO under article
22 of the Constitution will need to provide
information on their inspection and certification

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assessment.
This general inspection system in the flag State (which
is founded on ILO Convention No. 178) iscomplemented by procedures to be followed incountries that are also or even primarily the source of
the world‘s supply of seafarers, which will similarly bereporting under article 22 of the ILO Constitution.



The system is further reinforced by voluntarymeasures for inspections in foreign ports (portState control)‒ states that the appendices to the Convention contain key
model documents: a maritime labor certificate and a
declaration of maritime labor compliance‒ explains that the Maritime Labor Certificate would be
issued by the flag State to a ship that flies its flag, once theState (or a recognized organization that has beenauthorized to carry out the inspections), has verified thatthe labor conditions on the ship comply with national laws
and regulations implementing the Convention‒ states that the certificate would be valid for five years
subject to periodic inspections by the flag State‒ explains that the declaration of maritime labor complianceis attached to the certificate and summarizes the nationallaws or regulations implementing an agreed-upon list of 14
areas of the maritime standards and setting out the
shipowner‘s or operator‘s plan for ensuring that thenational requirements implementing the Convention will
be maintained on the ship between inspections‒ states that the lists of the 14 areas that must be certified
by the flag State and that may be inspected, if an
inspection occurs, in a foreign port are also set out in the
Appendices to the Convention
1.1.3. Responsibilities under international instruments affecting the safety of theship, passengers, crew and cargo.1 Ballast Water Convention 2004
‒ defines the following:ballast waterballast water managementsediments

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‒ describes the application of this convention‒ describes the conditions where the application of thisconvention may be exempted‒ describes the management and control requirement basedon Section B Regulation B1 to B6‒ describes the Annex – Section A, B, C, D and E briefly‒ describes the standards that need to be observed in ballast
water exchange‒ states under Regulation B-4 Ballast Water Exchange, allships using ballast water exchange should:Whenever possible, conduct ballast water exchange
at least 200 nautical miles from the nearest land
and in water at least 200 metres in depth, taking
into account Guidelines developed by IMO;

In cases where the ship is unable to conduct ballast
water exchange as above, this should be as far fromthe nearest land as possible, and in all cases at least
50 nautical miles from the nearest land and inwater at least 200 metres in depth‒ States as per Annex – Section B Management and Control
Requirements for Ships:
Ships are required to have on board and implementa Ballast Water Management Plan approved by the
Administration (Regulation B-1). The Ballast Water
Management Plan is specific to each ship andincludes a detailed description of the actions to betaken to implement the Ballast Water Management
requirements and supplemental Ballast Water
Management practices.

‒ States that a new paragraph, 4, has been added with effectfrom July 1, 2010 to SOLAS Chapter V, Regulation 22 –Navigation bridge visibility. Some changes are operationaland others introduce new requirements applicable tonavigation records‒ states that as a consequence of this amendment, any
increase in blind sectors or reduction in horizontal fields ofvision resulting from ballast water exchange operations is
to be taken into account by the Master before determiningthat it is safe to proceed with the exchange‒ states that as an additional measure, to compensate forpossible increased blind sectors or reduced horizontal
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fields of vision, the Master must ensure that a proper
lookout is maintained at all times during the exchange.
Ballast water exchange must be conducted in accordancewith the ship‘s ballast water management plan, taking into
account the recommendations adopted by the IMO‒ explains that in accordance with SOLAS Chapter V,
Regulation 28 – Records of navigational activities and daily
reporting, the commencement and termination of theoperation should be recorded‒ explains that the navigational records generated during
ballast water exchange may be reviewed during ISM Audits
and port state control inspections.2 Port state control‒ explains that ―Port State control‖ is the inspection offoreign ships present in a nation‘s ports for the purpose ofverifying that the condition of the ships and theirequipment comply with the provisions of international
conventions and codes, and that the ships are manned andoperated in compliance with those provisions.
‒ explains that the primary responsibility for maintaining
ships‘ standards rests with their flag States, as well as theirowners and masters. However, many flag States do not, forvarious reasons, fulfil their obligations under international
maritime conventions, and port State control provides auseful ―safety net‖ to catch substandard ships.
‒ states that a ―Port State Control regime‖, where set up
under a ―memorandum of understanding‖ (―MOU‖) orsimilar accord between neighbouring port States, is asystem of harmonised inspection procedures designed totarget substandard ships with the main objective being
their eventual elimination from the region covered by the
MOU‘s participating States‒ states that there are eight international PSC agreements
currently in force world-wide‒ identifies how to ascertain which port state agreement a
particular port state might be party to and any areas ofparticular focus that may currently be in place‒ outlines that the list of certificates and documents which
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1.
2.
3.
4.
5.
6.
7.
8.

International Tonnage Certificate (1969);
Passenger Ship Safety Certificate;
Cargo Ship Safety Construction Certificate;
Cargo Ship Safety Equipment Certificate;
Cargo Ship Safety Radio Certificate;
Exemption Certificate;
Cargo Ship Safety Certificate;
Document of Compliance (SOLAS 74, regulation II2/54);
9. Dangerous Goods Special List or Manifest, or
Detailed Stowage Plan;
10. International Certificate of Fitness for the Carriageof Liquefied Gases in Bulk, or the Certificate of
Fitness for the Carriage of Liquefied Gases in Bulk,
whichever is appropriate;
11. International Certificate of Fitness for the Carriageof Dangerous Chemicals in Bulk, or the Certificate
of Fitness for the Carriage of Dangerous Chemicals
in Bulk, whichever is appropriate;
12. International Oil Pollution Prevention Certificate;
13. International Pollution Prevention Certificate for
the Carriage of Noxious Liquid Substances in Bulk;
14. International Load Line Certificate (1966);
15. International Load Line Exemption Certificate;
16. Oil Record Book, parts I and II;
17. Shipboard Oil Pollution Emergency Plan;
18. Cargo Record Book;
19. Minimum Safe Manning Document;
20. Certificates of Competency;
21. Medical certificates (MLC and STCW);
22. Stability information;
23. Safety Management Certificate and copy ofDocument of Compliance (SOLAS chapter IX);
24. Certificates as to the ship‘s hull strength andmachinery installations issued by the classificationsociety in question (only to be required if the ship
maintains its class with a classification society);
25. Survey Report Files (in case of bulk carriers or oiltankers in accordance with resolution A.744(18));
26. For ro-ro passenger ships, information on the A/A
max ratio;
27. Document of authorization for the carriage of grain;
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28. Special Purpose Ship Safety Certificate;
29. High-Speed Craft Safety Certificate and Permit toOperate High-Speed Craft;
30. Mobile Offshore Drilling Unit Safety Certificate;
31. For oil tankers, the record of oil discharge
monitoring and control system for the last ballast
voyage;32. The muster list, fire control plan and damage
control plan;
33. Ship's log-book with respect to the records of tests
and drills and the log for records of inspection andmaintenance of life-saving appliances andarrangements;
34. Procedures and Arrangements Manual (chemical
tankers);
35. Cargo Securing Manual;
36. Certificate of Registry or other document of
nationality;
37. Garbage Management Plan;
38. Garbage Record Book;
39. Bulk carrier booklet (SOLAS chapter VI regulation7); and
40. Reports of previous port State control inspections‒ outlines that in addition to the general control of above
listed certificate and documents, examinations/inspectionsof the following are generally given priority by Port State
Control Officer (PSCO):Nautical publication (SOLAS 74 R V/20)



Navigational equipment (SOLAS 74 R V/12 and 19)

Emergency starting and running tests (SOLAS 74 R
II-2 - 4.3)

Lifesaving equipment. Rafts FF (SOLAS 74 R III/20,
23, 26 and 29)

Emergency Generator (start/stop only) (SOLAS 74 R
II-1/42&43)Hull corrosion and damages (Load Lines)(SOLAS 74 R I/11)



Main engine& aux. engines (SOLAS 74 R II/26, 27&28)

Oily water separator 15 ppm alarm (MARPOL Annex
I/16(1))

Oil discharge monitor (ODM) (MARPOL Annex I/16)

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Annex - ICharts corrected and proper scale (SOLAS 74 R
V/20)



Fire safety Control plan (SOLAS 74 R II-2/20)

Ventilation inlets/outlets (SOLAS 74 R II-2/16.9&48)

Emergency training and drills (Log book rec. SOLAS
74 R III/18)



Emergency lighting/batteries (SOLAS 74 R II/42&43)



Deck- and hatches corrosion and damages (LL 1966)



Steering gear – incl. auxiliary & emergency (Bridge
inspection only – SOLAS 74 R V/19)



Cleanliness in engine room (SOLAS 74 R II-1/26 andILO 134)



Cleanliness in accommodation (ILO 92 & 133)

‒ explains that the Port State Control Inspections may be
conducted on the following basis:

initiative of the Port State Administration;the request of, or on the basis of, information
regarding a ship provided by another
Administration

information regarding a ship provided by a memberof the crew, a professional body, an association, a
trade union or any other individual with an interestin the safety of the ship, its crew and passengers, orthe protection of the marine environment.

‒ explains that the PSC inspections may be on random,targeted or periodical basis. The following types of PSC
inspections are used in PSC:
1. Initial Inspection (random)
2. More detailed inspection (escalated)
3. Expanded inspection (targeted/periodical)‒ states that the definition of Inspection is: “A visit on board
a ship to check both the validity of the relevant certificatesand other documents, and the overall condition of theship, its equipment, and its crew.”‒ explains that the certificates and documents listed above
should therefore be readily available and presented to the
PSCO at his request during the PSC inspection
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‒ states that the definition of more detailed inspection is:“An inspection conducted when there are clear grounds forbelieving that the condition of the ship, its equipment, or
its crew does not correspond substantially with theparticulars of the certificates.”‒ states that the definition of Clear grounds is: “Evidence
that the ship, its equipment, or its crew does notcorrespond substantially with the requirements of therelevant conventions or that the master or crew members
are not familiar with essential shipboard procedures
relating to the safety of ships or the prevention ofpollution.”‒ outlines that “Clear grounds” to conduct a more detailed
inspection include:
1. the absence of principal equipment or
arrangements required by the conventions;
2. evidence from a review of the ship‘s certificatesthat a certificate or certificates are clearly invalid;
3. evidence that documentation required by theconventions are not on board, incomplete, are notmaintained or are falsely maintained;
4. evidence from the PSCO‘s general impressions andobservations that serious hull or structural
deterioration or deficiencies exist that may place atrisk the structural, watertight or weathertightintegrity of the ship;
5. evidence from the PSCO‘s general impressions orobservations that serious deficiencies exist in thesafety, pollution prevention or navigational
equipment;
6. information or evidence that the master or crew is
not familiar with essential shipboard operations
relating to the safety of ships or the prevention ofpollution, or that such operations have not been
carried out;
7. indications that key crew members may not be able
to communicate with each other or with otherpersons on board;
8. the emission of false distress alerts not followed byproper cancellation procedures;
9. receipt of a report or complaint containing
information that a ship appears to be substandard.
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‒ explains that the PSCO during a more detailed inspection
generally take the following into account: structure; machinery spaces; conditions of assignment of load lines;
 life-saving appliances; fire safety;
 regulations for preventing collisions at sea; Cargo Ship Safety Construction Certificate; Cargo Ship Safety Radio Certificates; equipment in excess of convention or flag Staterequirements;
 guidelines for discharge requirements under
Annexes I and III of MARPOL 73/78 which includes:
 inspection of crude oil washing (COW)
operations; inspection of unloading, stripping andprewash operations; guidelines for control of operational
requirements – which include: muster list; communication;
 fire drills;
 abandon ship drills;
 damage control plan and Shipboard Oil
Pollution Emergency Plan; fire control plan; bridge operation;
 cargo operation; operation of the machinery;
 manuals, instructions etc.;
 oil and oily mixtures from machinery spaces;
 loading, unloading and cleaning proceduresfor cargo spaces of tankers;
 dangerous goods and harmful substances inpackaged form; garbage;
 minimum manning standards and certification;
 STCW 78;
 ISM; and ISPS Code.
‒ states that expanded inspection is an inspection conductedaccording to non-mandatory guidelines only once during
12 months period for certain types of ships and certain
categories of age and size
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‒ explains that Oil tankers, bulk carriers, gas and chemical
carriers and passenger ships are subject to expanded
inspections once during a period of 12 months‒ outlines the IMO RESOLUTIONS pertaining to Port State
Controls are as follows:

A.9/Res.321 Procedures for the control of ships
12/11/1975



A.12/Res.466 Procedures of port state control
19/11/1981



A.15/Res.597 Amendments to the procedures forthe control of ships 19/11/1987



A.19/Res.787 Procedures for port state control
23/11/1995



A 21/Res.882 Amendments to the procedures forport state control (Resolution A.787(19)25/11/1999‒ states that the publication by IMO which gives the General
Procedural Guidelines for Port State Control Officers arealso of particular relevance to shipmaster‒ explains that a record of port State control inspections
including safety-related details of many ships is available
on the internet from the Equasis database and may beviewed by any member of the public‒ explains that Equasis forms part of the Quality Shipping
campaign launched by the EU in 1997 which is formallysupported by signatories from marine Administrations,classification societies, P&I clubs and the ITF‒ explains that more than 40 organizations provide
information to Equasis and is used heavily by charterers
and insurers as well as marine Administrations with port
State control functions
1.1.4. National legislation for implementing international agreements andconventions‒ explains the process by which international agreements andconventions are ratified and implemented into national legislation( End of the Training Program )Updating Course for Officers In Charge of a Navigational Watch(Ships of 500 Gross Tonnage or More)

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