REPUBLIC OF THE PHILIPPINESDEPARTMENT OF TRANSPORTATION AND COMMUNICATIONSMARITIME INDUSTRY AUTHORITY

MARINA Circular No. 2014 - 01

ANNEX I

NEW MANAGEMENT LEVEL COURSEFORMARINE DECK OFFICERS(Masters and Chief Mates)
In Accordance with2010 Manila Amendments to the1978 STCW Convention

6th Floor Parkview Plaza, 984 Taft Avenue cor T.M. Kalaw, Ermita, Manila, Philippines
Tel. No. (632) 526-0971
Email: stcw@marina.gov.ph
Fax No. (632) 524-2895

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Table of Contents
Title

Page

Foreword

3

Function 1 Navigation at the Management Level

4

Function Contents

5Part A - Course Framework

6

Part B - Course Outline

11

Part C - Course Syllabus

15

Function 2 Cargo Handling and Stowage at the Management Level

46

Function Contents

47

Part A - Course Framework

48

Part B - Course Outline

53

Part C - Course Syllabus

55

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

86

Function Contents

87

Part A - Course Framework

88

Part B - Course Outline

93

Part C - Course Syllabus

96

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FOREWORD
This New Management Level Course for Marine Deck Officers was developed
to comply with the requirements under Regulation II/2 of the 2010 Manila Amendments
to the 1978 International Convention on Standards of Training, Certification andWatchkeeping for Seafarers (STCW Convention).

The curriculum was designed based on the minimum standards of competence
provided in Table A-II/2 under the said regulation and guided by the revised IMO
Model Course 7.01 (Masters and Chief Mates), which was validated during the 44th
session of the IMO’s Sub-Committee on Standards of Training and Watchkeeping(STW 44) held from 29 April to 3 May 2013. Likewise, the newly revised approved
education and training for Officers In Charge of a Navigational Watch on seagoingships of 500 gross tonnage or more, otherwise known as the Bachelor of Science inMarine Transportation (BSMT) program, which was approved and issued under theoversight and supervision of the STCW Administration through CHED Memorandum
Order (CMO) No. 31, series of 2013, has been accorded due consideration since thesaid program now covers specific topics in the management level course for marine
deck officers.

In order to avoid duplication or repetition of subjects/topics and also to ensure
congruence between the BSMT and this Management Level Course, a course
mapping was made to identify which management level subjects or topics werealready covered in the aforesaid program. The management level topics that werealready covered in the BSMT are no longer repeated in this New Management Level
Course for Marine Deck Officers.

Guided by the topics or subjects and the corresponding time allocation in theabove-mentioned revised IMO Model Course 7.01, the curriculum for the New
Management Level Course for Marine Deck Officers was formulated in accordancewith the 2010 Manila Amendments to the 1978 STCW Convention.

MAXIMO Q MEJIA JR, PhD
Administrator

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FUNCTION 1
NAVIGATION AT THE MANAGEMENT LEVELNew Management Level Course for Marine Deck Officers

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FUNCTION CONTENTS

Function 1 (F1):

Navigation at the Management Level

Part A: Course Framework
1. Scope
2. Learning Objectives
3. Entry Standards
4. Course Intake Limitation
5. Staff Requirements
6. Training Facilities
7. Training Equipment
8. Exemption
9. Certificate of Course Completion
10. Suggested Textbooks and References

Part B: Course Outline
1. Competence
2. Topics
3. Time Allocation for Each Topic
4. Total Hours for Function 1

Part C: Course Syllabus
1. F1 - Module 1:
2. F1 - Module 2:
3. F1 - Module 3:
4. F1 - Module 4:

5. F1 - Module 5:

6. F1 - Module 6:
7. F1 - Module 7:Plan a voyage and conduct navigation
Coordinate search and rescue operations
Establish watchkeeping arrangements and procedures
Maintain safe navigation through the use of informationfrom navigation equipment and systems to assist
command decision making
Maintain the safety of navigation through the use of
ECDIS and associated navigation systems to assist
command decision making
Respond to navigational emergencies
Manoeuvre and handle a ship in all conditions

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FUNCTION 1

PART ACOURSE FRAMEWORKNew Management Level Course for Marine Deck Officers

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SCOPE
This Function covers the mandatory requirements for knowledge, understanding
and proficiencies for “Navigation at the Management Level” as provided for underthe 2010 STCW Manila Amendments, Regulation II/2 in relation to Section A-II/2,
Table A-II/2 thereof. The topics were carefully selected following a course
mapping based on the revised IMO Model Course 7.01 and the revised BSMT
program under CMO No. 31, series of 2013, which now covers specificmanagement level topics under this function.
LEARNING OBJECTIVES
Upon succesful completion of the training under this Function, trainees shall be
expected to have gained the minimum knowledge, understanding andproficiencies needed to carry out and undertake at the management level thetasks, duties and responsibilities for the safe navigation of a ship of 3,000 gross
tonnage or more.
ENTRY STANDARDS
Entrants to this course must be Marine Deck Officers who are holders of
Certificate of Competency (COC) under Regulation II/1 of the STCW ’78
Convention, as amended and have not less than one (1) year of seagoing service
as officer in charge of a navigational watch on ships of 500 gross tonnage or
more.
COURSE INTAKE LIMITATION

Trainees shall not exceed 24 students per class.



Practical training using a full mission bridge simulator shall follow a manmachine ratio of 4:1 and 2:1 for ECDIS.

STAFF REQUIREMENTS
Every METI offering this Management Level Course shall have a Training
Supervisor, a minimum of two (2) instructors and an assessor for the course;
subject the approval by the Administration in accordance with MARINA Circular(MC) No. 2013-03, as amended by MC 2013-12, series of 2013. The qualification
requirements shall be as follows:

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STAFF REQUIREMENTS (Continued…)
Training Supervisor

Holder of at least a Bachelor of Science Degree;Have not less than one (1) year experience in maritime education andtraining;

Have an understanding of the training course and the specific objectivesof the training being conducted under his supervision; and

Holder of a Certificate of Completion of Instructor’s Training Course (IMO
Model Course 6.09) or 18 earned units in teacher education coveringteaching methodologies, test and measurement.

Instructors
Management Level Deck Officer with not less than one (1) year of
seagoing service in that capacity on board seagoing ship of 3,000 GT or
more;



Holder of a Certificate of Completion of Instructor’s Training Course (IMO
Model Course 6.09) or 18 earned units in teacher education coveringteaching methodologies, test and measurement;

Holder of a Certificate of Completion of the Management Level Course forMarine Deck Officers;Holder of a COC as Management Level Marine Deck Officer;Holder of a valid Professional Regulation Commission (PRC) License as
Management Level Marine Deck Officer;

If conducting training using simulator:‒ Must be holder of a Certificate of Completion of the “Train the
Simulator Trainer and Assessor” (IMO Model Course 6.10), or
approved Training Course for Simulator Instructors and Assessors;and‒ Have gained practical operational experience on the particular typeof simulator being used.

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STAFF REQUIREMENTS (Continued…)
AssessorsManagement Level Deck Officer with not less than one (1) year
seagoing service in that capacity on board seagoing ship of 3000 GT or
more;



Holder of a Certificate of Completion of the Management Level Course forMarine Deck Officers;Holder of a valid PRC License as Management Level Marine Deck Officer;Holder of a Certificate of Completion of the Training Course in
Assessment, Examination and Certification of Seafarers (IMO Model
Course 3.12);Have gained practical assessment experience as understudy for not lessthan three (3) times;

If conducting assessment involving the use of simulators:‒ Must be holder of a Certificate of Completion of the Train the
Simulator Trainer and Assessor (IMO Model Course 6.10), or
approved Training Course for Simulator Instructors and Assessors;and‒ Have gained practical assessment experience on the particular typeof simulator being used under the supervision and to thesatisfaction of an experienced Assessor for not less than three (3)times.

Resource Person
The METI may be allowed to engage the services of other persons withestablished expertise on particular topics, provided that the Administration shallbe duly informed at least five (5) working days prior to engagement.
NOTE TO METIs:
The foregoing are the qualification standards that must be met by the Instructors,
Assessors and Supervisor. In addition, METIs shall exercise utmost diligence andresponsibility in the selection of such Staff and ensure that they are appropriately
qualified to carry out effective teaching, assessment and supervision of thecourse, respectively.
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TRAINING FACILITIESFor the theoretical part, a classroom with multi-media over-head projector,
with a computer set, and a white board with eraser will be utilized, among
others. This does not however preclude METIs from utilizing additional
teaching aids to facilitate learning.

TRAINING EQUIPMENT
A Full Mission Bridge Simulator certified as Class “A” or similar category showing
reference to STCW Table A-II/2, by an internationally recognized Classification
Society, capable of simulating a total shipboard bridge operation and can perform
advanced maneuvering in restricted waterways including own ship capabilities forships inter-action, bank suction and bank cushion, with briefing and debriefing
rooms among others. ECDIS Training equipment prescribed by the
Administration shall also be provided for this course.
EXEMPTION
Trainees who have already completed training on the “Operational Use of
Electronic Chart, Display and Information System [ECDIS]” (IMO Model Course
1.27) can be exempted from the training requirements under Module 5 of thisFunction but shall still be subjected to assessment covering the said Module.
CERTIFICATE OF COURSE COMPLETION
Trainees who succesfully completed this Function and passed the assessment
thereof, shall be issued a Certificate of Completion. The format of such certificate
shall be in accordance with the format prescribed by the Administration.
SUGGESTED TEXT BOOKS AND REFERENCES
For the textbooks and reference materials, METIs should refer to the list of Teaching
Aids, Videos, References, Textbooks and Bibliographies indicated in the revised IMO
Model Course 7.01 validated during the 44th Session of the IMO’s Sub-Committee on
STW. This does not however preclude METIs from utilizing other relevant and more
updated books and references that may be available or prescribed by the
Administration. METIs shall also exercise prudence and utmost responsibility inselecting the textbooks and references for this Function to ensure that only relevant
and up-to-date ones shall be utilized.

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FUNCTION 1

PART B
COURSE OUTLINE

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MAIN TOPICS

NO. OF
HOURS

Competence
F1 - Module 1: Plan a Voyage and Conduct Navigation
1. Routeing in accordance with the general provisions on
ship’s routeing12

2. Reporting in accordance with the general principles for shipreporting systems and with VTS procedures

1F1 - Module 2: Coordinate Search and Rescue Operations
1. The procedures contained in the International Aeronauticaland Maritime Search and Rescue Manual (IAMSAR)
Respond to a distress message

6

Coordinate search and rescue operation
Execute a search and rescue operation
F1 - Module 3: Establish watchkeeping arrangements andprocedures
1. The International Regulations for Preventing Collisions at
Sea, 1972, as amended30

2. Principles to be observed in keeping a navigational watch

12

3. Bridge wathckeeping equipment and systems

6

F1 - Module 4: Maintain safe navigation through the use of
information from navigation equipment andsystems to assist command decision-making

40

1. System errors and operational aspects ofnavigation systems including Radar and ARPA

modern2. Blind pilotage planning
3. Evaluation of navigational information to aid in command
decisions for avoiding collision and the safe navigation of
the ship
4. Interrelationship and optimum use of all navigational data

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MAIN TOPIC

NO. OF
HOURS

Competence
F1 - Module 5: Maintain the safety of navigation through the useof ECDIS and associated navigation systems toassist command decision-making
1. Command decision-making using the information provided
by ECDIS and associated navigation systems, including:

40

Management of operational procedures, system files & data
Use ECDIS playback functionality for passage review, route
planning and review of system functions

F1 - Module 6: Respond to Navigational Emergency
1. Precautions when beaching a ship

2

2. Actions to be taken if grounding is imminent and aftergrounding2

3. Re-floating a grounded ship with or without assistance1

4. Actions to be taken if collision is imminent, after collision or
impairment of the watertight integrity of the hull by any
cause

2

5. Assessment of damage control

1

6. Emergency steering

1

7. Emergency towing arrangements and towing procedures

2Competence
F1 - Module 7: Maneuver and handle the ship in all conditions
1.

Approaching pilot stations and embarking or disembarking
pilots, with due regard to weather, tide, head reach andstopping distances

42.

Handling ship in rivers, estuaries and restricted water
having regard to the effects of current, wind and restrictedwater on helm response

103.

Application of constant rate of turn techniques

3

4.

Maneuvering in shallow water including the reduction inunder-keel clearance caused by squat, rolling and pitching

2

5.

Interaction between passing ships and between own shipand nearby banks (canal effect)2

6.

Berthing and un-berthing under various conditions ofwind, tide and current with and without tugs

20

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MAIN TOPIC

NO. OF
HOURS

Competence
F1 - Module 7: (Continued…)
7. Ship and tug interaction

3

8. Use of propulsion and maneuvering systems including
different types of rudder

4

9. Choice of anchorage; anchoring with one or two anchors inlimited anchorages and factors involved in determining thelength of anchor cable to be used

6

10. Procedures for anchoring in deep water and in shallow
water

1

11. Dragging anchor; clearing fouled anchors

1

12. Dry-docking

4

13. Management and handling ships in heavy weather,including assisting a ship or aircraft in distress; towing
operations; means of keeping an unmanageable ship out oftrough of the sea; lessening drift and use of oil

6

14. Precautions in maneuvering to launch rescue boats orsurvival craft in bad weather

2

15. Methods of taking on board survivors from rescue boats
and survival craft

1

16. Ability to determine the maneuvering and propulsion
characteristics of common types of ships, with specialreference to stopping distances and turning circles atvarious draughts and speeds

3

17. Importance of navigating at reduced speed to avoid
damage caused due to own ship‘s bow and stern waves

1

18. Practical measures to be taken when navigating in or nearice or in conditions of ice accumulation on board

4

19. Use of, and maneuvering in and near, traffic separation
schemes and in vessel traffic service (VTS) areas

4

TOTAL FOR FUNCTION 1:

239

Geneal 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 new
requirements, laws, rules and regulations, new developments, trends and practices
in the maritime industry.
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FUNCTION 1

PART CCOURSE SYLLABUS

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F1 - Module 1
Competence: Plan a voyage and conduct navigation
1. Routeing in accordance with the general provisions on ship’s routeing
1.1 Routeing
1.1.1 Selects ocean and coastal routes that appropriately consider:-

Mandatory or recommended requirements including the IMO
Routeing Guide-

Distance-

Average passage speed and fuel consumption-

Availability of position monitoring-safety of life, property and the environment

1.1.2 Selects appropriate routes using:-weather routeing information received from shore based
providers-weather routeing techniques using synoptic and prognosis
information observed and received from ashore

2. Reporting in accordance with the general principles for ship reporting
systems and with VTS procedures
2.1 Ship reporting system
2.1.1 explains the general principles for various ship reporting systems
2.1.2 explains the general principles for reporting as per VTS
procedures
2.1.3 determines the reporting requirements for particular reporting and
VTS systems
2.1.4 explains the use of AIS within reporting systems
2.1.5 makes reports in accordance with published procedures andcriteria

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F1 - Module 2
Competence: Coordinate Search and Rescue Operations
1. The procedures contained in the International Aeronautical and Maritime
Search and Rescue (IAMSAR) Manual
1.1 Respond to a distress message
1.2 Coordinate search and rescue operation
1.3 Execute a search and rescue operation
Note: Refer to IMO Model Courses No. 1.08 (Radar, ARPA, Bridge
Teamwork and Search and Rescue) on the management level
perspective for more details of this module.
F1 - Module 3
Competence: Establish watchkeeping arrangements and procedures
1. The International Regulations for Preventing Collisions at Sea
1.1.

International Regulations for Preventing Collisions at Sea , 1972,
as amended
1.1.1. demonstrates a thorough knowledge of the content, applicationand intent of the International Regulations for Preventing
Collisions at Sea, 1972, as amended
1.1.2. describes the lights, shapes and sound signals that should beshown or made by own ship in any situation
1.1.3. demonstrates the ability to determine risk of collision and to takeappropriate action when encountering all types of vessel whenin sight of one another by day or night.
1.1.4. demonstrates the ability to determine the risk of collision and theproper action to take to avoid collision in restricted visibility
1.1.5. determines a safe speed for any situation
1.1.6. demonstrates the ability to take appropriate actions when
manoeuvring in narrow channels and traffic separation schemes
including encounters with other vessels
1.1.7. demonstrates the ability to maintain situational awareness,determine risk of collision and to take appropriate action insituations of high traffic density both when vessels are in sight
and when in restricted visibility
1.1.8. demonstrates the ability to take appropriate action when anothervessel is believed not to be taking the action required under the
Regulations or where a collision cannot be avoided by the actionof this vessel alone

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2. Principles to be observed in keeping a navigational watch
2.1.

Thorough knowledge of the content, application and intent of theprinciples to be observed in keeping a navigational watch
2.1.1. determines appropriate watch keeping arrangements that are
adequate for maintaining safe watchkeeping taking into accountthe prevailing circumstances and conditions
2.1.2. determines the appropriate composition of the watch for differingsituations
2.1.3. determines and posts watch schedules that ensure that rest
periods are observed and that watchkeepers are fit for duty for
operational conditions
2.1.4. ensures that the responsibilities and expected actions of the
Master when in charge of the navigational watch and the officerof the watch at other times are consistent with the Principles
outlined in the STCW Code and that these are clearly
understood by these officers, including:-calling the Master-

expectation of action until the Master formally takes
control of the watch-

physical presence on the bridge-

maintaining an effective lookout-

not undertaking any duties that interfere withwatchkeeping-

determining if there is risk of collision and the correct
application of Colreg-

monitoring and adjusting the vessel position in aaccordance with the voyage plan-knowing the handling characteristics of their ship,including its stopping distances-

using the helm, engines and sound signaling apparatus-

familiarization and operational use of all bridge
equipment, charts, and publications-

the checks and tests-

the actions expected when encountering restrictedvisibility or distress situations-

actions when pilots are embarked-

actions when there is any doubt

2.1.5. Prepares standing orders for watchkeeping at anchor orunderway
2.1.6. ensures that an appropriate lookout is maintained at all times

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2.1.7. states that watch schedules must be posted and accessible
2.1.8. states the contents of the STCW CODE section A-VIII/2, Part 41 – Principles to be observed in keeping a navigational watch
2.1.9. states that watch duties should be so arranged to comply withrest periods prescribed in the STCW CODE CHAPTER VIII
Standards regarding watchkeeping Section A-VIII/1 Fitness forduty
2.1.10. states that the officer in charge of the navigational watch is themaster‘s representative and is primarily responsible at all times
for the safe navigation of the ship and for complying with theInternational Regulations for Preventing Collisions at Sea,
1972, as amended
2.1.11. states that officers in charge of the navigational watch underthe master‘s general direction are responsible for navigating
the ship safely during their periods of duty, when they should
be physically present on the navigating bridge or in a directly
associated location such as the chartroom or bridge control
room at all times
2.1.12. states that the master, chief engineer officer and officer incharge of watch duties should maintain a proper watch,making the most effective use of the resources available, suchas information, installations/equipment and other personnel
2.1.13. states that the lookout must be able to give full attention to thekeeping of a proper lookout and that no other duties should beundertaken or assigned which could interfere with that task
2.1.14. states that the duties of the lookout and helmsperson are
separate and that the helmsperson should not be considered
to be the lookout while steering, except in small ships wherean unobstructed all-round view is provided at the steering
position and there is no impairment of night vision or other
impediment to the keeping of a proper lookout
2.1.15. lists all factors to be considered to decide if the officer incharge of the navigational watch can be the sole lookout indaylight
2.1.16. lists all relevant factors to be taken into account by the Masterin determining that the composition of the navigational watch isadequate to ensure that a proper lookout can continuously bemaintained, including those described in the STCW Code2.1.17. outlines all factors to be taken into account when deciding thecomposition of the watch on the bridge, which may include
appropriately qualified ratings
2.1.18. states that the officer in charge of the navigational watch
should:-keep the watch on the bridge;

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in no circumstances leave the bridge until properly
relieved; and-continue to be responsible for the safe navigation of theship, despite the presence of the master on the bridge,
until informed specifically that the master has assumed
that responsibility and this is mutually understood

2.1.19. states that the officer in charge of the navigational watch
should not be assigned or undertake any duties which willinterfere with the safe navigation of the ship
2.1.20. states that in cases of need, the officer in charge of thenavigational watch should not hesitate to use the helm,
engines and sound signaling apparatus. However, timely
notice of intended variations of engine speed should be given
where possible or effective use should be made of UMS
engine controls provided on the bridge in accordance with theapplicable procedures
2.1.21. states that the officers of the navigational watch should know
the handling characteristics of their ship, including its stopping
distances, and should appreciate that other ships may havedifferent handling characteristics
2.1.22. states that the officer in charge of the navigational watch
should make sure that a proper lookout is maintained at all
times
2.1.23. states that in a ship with a separate chartroom, the officer incharge of the navigational watch may visit the chartroom,
when essential, for a short period for the necessary
performance of navigational duties, but should first ensure that
it is safe to do so and that proper lookout is maintained
2.1.24. lists all the checks that should be carried out during thenavigational watch by the officer in charge of the navigationalwatch
2.1.25. states that the officers of the navigational watch should bethoroughly familiar with the use of all electronic navigational
aids carried, including their capabilities and limitations, andshould use each of these aids when appropriate and shouldbear in mind that the echo sounder is a valuable navigationalaid
2.1.26. states that whenever restricted visibility is encountered or
expected, the officer in charge of the navigational watch
should use the radar, and at all times in congested waters,
having due regard to its limitations
2.1.27. lists all the circumstances when the officer in charge of thenavigational watch should notify the master immediately, whichare:

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if restricted visibility is encountered or expected;
if the traffic conditions or the movements of other ships
are causing concern;
if difficulty is experienced in maintaining course;
on failure to sight land, or a navigation mark or to obtainsoundings by the expected time;
if, unexpectedly, land or a navigation mark is sighted or achange in soundings occurs;on breakdown of the engines, propulsion machinery
remote control, steering gear or any essential
navigational equipment, alarm or indicator;
if the radio equipment malfunctions;in heavy weather, if in any doubt about the possibility of
weather damage;if the ship meets any hazard to navigation, such as ice ora derelict; andin any other emergency or if in any doubt;

2.1.28. states that the officer in charge of the navigational watch,should not hesitate to take immediate action for the safety ofthe ship, where circumstances so require, despite notifying themaster immediately in the circumstances considered importantfor his presence on the bridge
2.1.29. states that the officer in charge of the navigational watch
should give watch keeping personnel all appropriate
instructions and information which will ensure the keeping of asafe watch, including a proper lookout
2.1.30. states that in clear weather the officer in charge of thenavigational watch should take frequent and accuratecompass bearings of approaching ships as a means of early
detection of risk of collision and should bear in mind that suchrisk may sometimes exist even when an appreciable bearing
change is evident, particularly when approaching a very large
ship or a tow or when approaching a ship at close range
2.1.31. states that the officer in charge of the navigational watch
should also take early and positive action in compliance withthe applicable International Regulations for Preventing
Collisions at Sea, 1972, as amended and subsequently checkthat such action is having the desired effect2.1.32. states that when restricted visibility is encountered or
expected, the first responsibility of the officer in charge of thenavigational watch is to comply with the relevant rules of theInternational Regulations for Preventing Collisions at Sea,
1972, as amended with particular regard to the sounding of fog
signals, proceeding at a safe speed and having the engines
ready for immediate maneuver
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2.1.33. states that in addition to the above, the officer in charge of thenavigational watch shall:-

inform the master;-

post a proper lookout;-exhibit navigation lights; and-operate and use the radar

2.1.34. states that when arranging lookout duty, in hours of darkness,the master and the officer in charge of the navigational watch,should have due regard to the bridge equipment andnavigational aids available for use, their limitations, procedures
and safeguards implemented
2.1.35. states that in Coastal and congested waters the largest scalechart on board, suitable for the area and corrected with thelatest available information, should be used
2.1.36. states that fixes in Coastal and congested waters should betaken at frequent intervals, and should be carried out by morethan one method whenever circumstances allow
2.1.37. states that when using ECDIS, in coastal and congested
waters, appropriate scale of electronic navigational chartsshould be used and the ship‘s position should be checked byan independent means of position fixing at appropriate
intervals
2.1.38. states that in coastal and congested waters the officer incharge of the navigational watch should positively identify all
relevant navigation marks
2.1.39. states that when navigating with pilot on board, despite theduties and obligations of pilots, their presence on board does
not relieve the master or the officer in charge of thenavigational watch from their duties and obligations for thesafety of the ship
2.1.40. states that when navigating with pilot on board, the master andthe pilot should exchange information regarding navigation
procedures, local conditions and the ship‘s characteristics
2.1.41. states that when navigating with pilot on board, the masterand/or the officer in charge of the navigational watch should
co-operate closely with the pilot and maintain an accurate
check on the ship‘s position and movement
2.1.42. states that when navigating with pilot on board, if in any doubt
as to the pilot‘s actions or intentions, the officer in charge ofthe navigational watch should seek clarification from the pilot
and, if doubt still exists, should notify the master immediately
and take whatever action is necessary before the masterarrives.

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3. Knowledge of voyage data recorders (VDR) and bridge navigational
watchkeeping alarm systems (BNWAS)
3.1.

Voyage Data Recorder (VDR) and Simplified Voyage Data
Recorder (S-VDR)
3.1.1. explains that Voyage data recorder (VDR)and Simplified Voyage
Data Recorder (S-VDR) means a complete system, including
any items required to interface with the sources of input data, forprocessing and encoding the data, the final recording medium in
its capsule, the power supply and dedicated reserve powersource3.1.2. explains that the purpose of a voyage data recorder (VDR) and
Simplified Voyage Data Recorder (S-VDR) is to maintain astore, in a secure and retrievable form, of information
concerning the position, movement, physical status, commandand control of a vessel over the period leading up to andfollowing an incident having an impact thereon
3.1.3. explains that the Information contained in a VDR and S-VDR is
made available to both the Administration and the ship ownerand this information is for use during any subsequent
investigation to identify the cause(s) of the incident
3.1.4. describe the operation of a VDR and S-VDR, that is it:-

continuously maintains sequential records of preselected
data items relating to the status and output of the ship's
equipment, and command and control of the ship;-

permits subsequent analysis of factors surrounding an
incident, the method of recording ensures that the various
data items are co-related in date and time during
playback on suitable equipment. The final recording
medium is installed in a protective capsule and in case of
S-VDR of either a fixed or float-free type that meets all of
the following requirements:
is capable of being accessed following an incident
but secure against tampering;for VDR - it maximizes the probability of survivaland recovery of the final recorded data after any
incident;for S-VDR –it maintains the recorded data for aperiod of at least 2 years following termination ofrecording;

is of a highly visible colour and marked with retroreflective materials; andis fitted with an appropriate device to aid location

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3.1.5. explains the requirements set out in MSC resolution A.861(20)on the fixed type protective capsule for S-VDR
3.1.6. explains that the equipment is so designed that, as far as ispractical, it is not possible to tamper with the selection of data
being input to the equipment, the data itself nor that which has
already been recorded, and any attempt to interfere with the
integrity of the data or the recording is recorded
3.1.7. explains that the recording method is such that each item of therecorded data is checked for integrity and an alarm is given if a
non-correctable error is detected
3.1.8. describes the continuity of operation of VDR and S-VDR
3.1.9. list and state the data items recorded in the VDR and S-VDR,
which are:- date and time
- ship‘s position- ship‘s speed- bridge audio- communications audio- radar data, post-display selection (or, for S-VDR only, AIS
data if radar data is not available)
in addition to the above data sets, a VDR should also record:- depth under the keel
- status of all mandatory bridge alarms- rudder order and rudder position- engine orders and engine response (rev/min or pitch),including any transverse - thrusters- status of hull openings- status of watertight doors and fire doors- wind speed and direction
3.1.10. explains the Data output interface of VDR and S-VDR, thatthey provide an interface for downloading the stored data andplaybacks the information to an external computer. This
interface is compatible with an internationally recognized
format, such as Ethernet, USB, FireWire, or equivalent
3.1.11. describes the software for data downloading and playback
3.1.12. states that the ship owner, in all circumstances and at all
times, owns the VDR and its information
3.1.13. explains that in the event of an accident the owner of the ship
makes all decoding instructions available as necessary torecover the recorded information and maintains the same
3.1.14. explains the recovery and relevant information of VDR and SVDR
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3.1.15. explains the custody, read-out and access to the VDR and SVDR information
3.1.16. describes the limitations of the receivers
3.2.

Bridge Navigational Watch Alarm System (BNWAS)
3.2.1. explains that the carriage requirement of Bridge Navigational
Watch Alarm Systems (BNWAS), is set out by SOLAS chapter
V/19 and the requirements will be mandatory for new ships andphased-in for existing ships
3.2.2. states when BNWAS must be fitted to existing ships
3.2.3. explains that the purpose of BNWAS is to monitor bridge activity
and detect operator disability, which could lead to marine
accidents
3.2.4. explains that this purpose is achieved by a series of indications
and alarms to alert first the OOW and, if he/she is not
responding, then to alert the Master or another qualified OOW
3.2.5. explains that the system monitors the awareness of the officeron-watch (OOW) and automatically alerts the Master or otherqualified OOW if for any reason the OOW becomes incapable ofperforming watch duties
3.2.6. explain that additionally, the BNWAS may provide the OOW witha means of calling for immediate assistance if required
3.2.7. explain that the BNWAS should be operational whenever theship‘s heading or track control system is engaged, unlessinhibited by the Master3.2.8. explains that the system has the following operational modes:
Automatic, Manual On and Manual Off
3.2.9. list and explain the operational sequence of indications andalarms:-once operational, the alarm system remains dormant fora period of between 3 and 12 min (Td- selected dormant
period)-at the end of this dormant period, the alarm system
initiates a visual indication on the bridge-

if not reset, the BNWAS additionally sounds a first stage
audible alarm on the bridge 15sec after the visualindication is initiated-if not reset, the BNWAS additionally sounds a second
stage remote audible alarm in the back-up officer‘s and/or Master‘s location 15sec after the first stage audible
alarm is initiated

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if not reset, the BNWAS additionally sounds a third stage
remote alarm at locations of further crew members
capable of taking corrective actions 90 seconds after thesecond stage remote audible alarm is initiated-in vessels other than passenger vessels, the second or
third stage remote audible alarms may sound in all theabove locations at the same time. If the second stage
audible alarm is sounded in this way, the third stage
alarm may be omitted

3.2.10. states that in larger vessels, the delay between the second
stage and third stage may be set to a longer value on
installation, up to a maximum of 3 min, to allow sufficient time
for back-up officer and /or Master to reach the bridge
3.2.11. list and explain the resetting function of the BNWAS, which are
as follows;-

it is not possible to initiate the reset or cancel any audible
alarm from any device, equipment or system notphysically located in areas of the bridge providing proper
look out-

the reset function does, by a single operator action,
cancel the visual indication and all audible alarms andinitiate a further dormant period. If the reset function is
activated before the end of the dormant period, the period
is re-initiated to run for its full duration from the time of
reset

-

to initiate the reset function, an input representing asingle operator action by the OOW is required. This input
may be generated by reset devices forming an integral
part of the BNWAS or by external inputs from otherequipment capable of registering physical activity andmental alertness of the OOW-

a continuous activation of any reset device does notprolong the dormant period or cause a suppression of thesequence of indications and alarms

3.2.12. explains that the emergency call facility may be provided on
the bridge to immediately activate the second, andsubsequently third stage, remote audible alarms by means ofan “Emergency Call” push button or similar
3.2.13. explains that the means of selecting the operational mode andthe duration of the dormant period (Td) is security protected sothat access to these controls should be restricted to the Masteronly
3.2.14. describes the limitation of the system

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F1 - Module 4Competence: Maintain safe navigation through the use of information fromnavigation equipment and systems to assist command decisionmaking
1. System errors and the operational aspects of modern navigation
systems including Radar and ARPA
2. Blind Pilotage Planning
3. Evaluation of navigational information derived from all sources,
including Radar and ARPA, in order to make and implement command
decisions for collision avoidance and for directing the safe navigation of
the ship
4. The interrelationship and optimum use of all navigational data available
for conducting navigation
Note: METIs to refer to IMO Model Courses 1.08 for Radar Navigation Management Level; 1.22 Ship Simulator and Bridge Teamwork; 1.27
Operational Use of Electronic Chart Display and Information Systems(ECDIS); and 1.34 AIS Operator Course for more details of thismodule.

F1 - Module 5Competence: Maintain the safety of navigation through the use of ECDIS andassociated navigation systems to assist command decisionmaking
1. Command decision-making using the information provided by ECDIS
and associated navigation systems, including:
1.1.

Management of operational procedures, system files and data
relating to ECDIS

1.2.

Use of ECDIS playback functionality for passage review, route
planning and review of system functions

Note: METIs to refer to IMO Model Courses No. 1.27 Operational Use of
Electronic Chart Display and Information Systems (ECDIS), IMO Model
Course No 1.34 AIS Operator Course and STCW Reg. I/12 from theperspective of command decision making, 1.08 for Radar Navigation Management Level and 1.22 Ship Simulator and Bridge Teamwork

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F1 - Module 6
Competence: Respond to Navigational Emergencies
1. Precautions when beaching a ship
1.1.

Precautions when beaching a ship
1.1.1. describes the circumstances in which a vessel may be beached1.1.2. states that a gently shelving beach of mud, sand or gravel
should be chosen if possible
1.1.3. states that beaching should be at slow speed
1.1.4. states that, when trimmed heavily by the head, beaching stern
first may be advantageous
1.1.5. compares the relative advantages of beaching broad side on
and at right-angles to the beach
1.1.6. states that wind or tide along the shore will quickly swing theship broadside-on to the beach
1.1.7. describes measures which can be taken to prevent the ship
driving further ashore and to assist with subsequent re-floating
1.1.8. states that ballast should be added or transferred to counteract
a tendency to bump on the bottom
1.1.9. states that all tanks and compartments should be sounded andan assessment made of damage to the ship
1.1.10. states that soundings should be taken to establish the depth ofwater round the ship and the nature of the bottom

2. Actions to be taken if grounding is imminent and after grounding
2.1.

Grounding
2.1.1. states that, on stranding, the engines should be stopped,
watertight doors closed, the general alarm sounded and, if on a
falling tide, the engines should be put full astern to see if theship will immediately re-float
2.1.2. states that the engineers should be warned to change to highlevel water intakes
2.1.3. states that a distress or urgency signal should be transmitted
and survival craft prepared if necessary
2.1.4. states that all tanks and compartments should be sounded andthe ship should be inspected for damage
2.1.5. states that any discharge or probable discharge of harmful
substances should be reported to the nearest coast radio station
2.1.6. states that soundings should be taken to establish the depth ofwater round the ship and the nature of the bottom

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3. Refloating a grounded ship with and without assistance
3.1.

Refloating
3.1.1. describes measures which can be taken to prevent further
damage to the ship and to assist with subsequent re-floating
3.1.2. explains how ballast or other weights may be moved, taken on
or discharged to assist re-floating
3.1.3. describes the use of ground tackle for hauling off
3.1.4. describes ways in which tugs may be used to assist in refloating
3.1.5. describes the use of the main engine in attempting to re-float
and the danger of building up silt from its use

4. Action to be taken if collision is imminent, after a collision or impairmentof the watertight integrity of the hull by any cause
4.1.

Action to be taken if collision is imminent and following a collision
or impairment of the watertight integrity of the hull by any cause
4.1.1. lists the duties of the master following a collision
4.1.2. states that after impact the engines should be stopped, allwatertight doors closed, the general alarm sounded and thecrew informed of the situation
4.1.3. states that in calm weather the colliding ship should generally
remain embedded to allow the other ship time to assess thedamage or prepare to abandon ship
4.1.4. states that survival craft should be made ready for abandoning
ship or assisting the crew of the other ship
4.1.5. states that a distress or urgency signal should be made, as
appropriate
4.1.6. states that requests for information may be received fromcoastal States
4.1.7. states that, if not in danger, own ship should stand by to renderassistance to the other for as long as necessary
4.1.8. states that any discharge or portable discharge of harmful
substances should be reported to the nearest coast radio station
4.1.9. states that the owners should be informed and all details of thecollision and subsequent actions entered in the log-book

5. Assessment of damage control
5.1.

states that damage to own ship should be determined

5.2.

describes measures to attempt to limit damage and salve own ship

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6. Emergency steering
6.1.

describes typical arrangements of auxiliary steering gear

6.2.

describes how the auxiliary steering gear is brought into action

6.3.

describes how to change from bridge control to local control in thesteering gear compartment

6.4.

states that, when appropriate, a disabled ship should report to acoastal State that it is a potential hazard to other ships or to theenvironment

6.5.

lists possible course of action which may be taken by a disabled ship

6.6.

states the navigational safety message to broadcast and signals to be
displayed by a disabled vessel

7. Emergency towing arrangements and towing procedures
7.1.

states that permission from the owners or charterers is usually required
before towing, except for the purpose of saving life

7.2.

states that a coastal State may intervene when a disabled shippresents a potential risk to the environment

7.3.

states that early communication should be established between thevessels to agree on the method of connecting the tow

7.4.

states that both vessels should have everything prepared and haveagreed on communication before the arrival of the towing ship

7.5.

describes how to approach a disabled vessel and pass the firstconnection by line throwing apparatus or other methods

7.6.

states that the tow normally passes a messenger followed by a wire
messenger to the towing vessel to haul across the towing line

7.7.

describes how to pay out the towing wire under control

7.8.

describes methods of securing the towing wire at the towing ship

7.9.

explains why the wire is usually shackled to the anchor cable of the tow

7.10. describes the preparations made by the disabled ship
7.11. states that the towing wire should be protected from chafing at fairleads
7.12. states that wires and cables should be inspected frequently and the nip
freshened if any sign of wear or chafe is found
7.13. describes how to take the weight of the tow
7.14. explains how the towing speed should be decided
7.15. describes how to disconnect the tow on arrival at the destination
7.16. describes the emergency towing arrangements for all tankers of notless than 20,000 dwt

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F1 - Module 7
Competence: Maneuver and handle the ship in all conditions
1. Maneuver and handle the ship in all conditions
1.1.

Maneuvers when approaching pilot stations and embarking or
disembarking pilots, with due regard to weather, tide, head reachand stopping distances
1.1.1. explains the importance and the procedure of making a passage
plan from sea to berth
1.1.2. describes the preparations for picking up a pilot
1.1.3. states that a second steering-gear power unit should be inoperation where possible
1.1.4. states that steering should be changed to manual in ample time
and tested
1.1.5. states that anchors should be cleared and ready for letting go
1.1.6. explains how to reduce speed when approaching the pilot
station, taking account of wind and tidal set
1.1.7. explains why the ship's speed should be reduced to a suitablespeed for the pilot boat to come alongside
1.1.8. describes how to make a lee for the pilot boat
1.1.9. states that extra care should be taken after dropping the pilot
until clear of inward ships maneuvering to embark pilots
1.1.10. plans maneuvers for the embarking and disembarking of pilots
under varying environmental conditions
1.1.11. performs maneuvers to embark and disembark pilots invarying environmental conditions

1.2.

Handling ship in rivers, estuaries and restricted waters, having
regard to the effects of current, wind and restricted water on helm
response
1.2.1. defines shallow water as a depth of less than 2 times the ship's
draught
1.2.2. explains that shallow-water effects become more marked as theunder-keel clearance decreases
1.2.3. lists shallow-water effects as:- increased directional stability and sluggish response to helm
- the speed falls less during turns- a large increase in turning radius- a more pronounced effect from transverse propeller thrust- a possibility that transverse thrust may act opposite to that
expected

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the ship carries her way longer and responds slowly tochanges in engine speed- the trim changes, usually by the head for a full hull form
- an increase in squat
1.2.4. defines squat as the reduction of under-keel clearance resulting
from bodily sinkage and change of trim which occurs when aship moves through the water
1.2.5. calculates the approximate sinkage due to squat in deep water
1.2.6. states that the squat in shallow water (ratio of water
depth/draught = 2) may be double that in deep water
1.2.7. states that squat in canals and restricted channels in proximity toother vessels may be significantly greater
1.2.8. uses a squat estimation diagram
1.2.9. explains the meaning of 'blockage factor' in restricted channels
1.2.10. explains how squat and trim effects increase with blockage
factor
1.2.11. describes the reduction in keel clearance resulting from rollingand pitching and heel or list
1.2.12. states that speed should be moderate in rivers, estuaries, etc.
to reduce shallow-water effects and to provide reserve power
for correcting a sheer
1.2.13. describes how to round bends in a channel with a current ineither direction, taking account of the effect of wind1.2.14. describes the use of an anchor to assist in rounding a bend
1.2.15. describes how to turn short round in a narrow channel with orwithout a wind1.2.16. describes the use of an anchor to assist turning in a channel
1.2.17. explains the importance of navigating at reduced speed to
avoid damage caused by own ship's bow wave or stern wave
1.2.18. describes how a passing ship affects a moored ship
1.2.19. plans maneuvers in rivers, estuaries and restricted water invarying environmental conditions
1.2.20. performs maneuvers in rivers, estuaries and restricted water invarying environmental conditions
1.3.

Application of constant rate of turn techniques
1.3.1. describes the circumstances in which a constant rate turn isappropriate
1.3.2. describes how to plan a constant rate turn1.3.3. describes how to judge the correct execution of a constant rate
turn by visual means
1.3.4. describes how radar can be used to assist in monitoring a
constant rate turn

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1.3.5. describes how to determine the wheel over position bearing for aconstant rate turn1.3.6. describes how a constant rate turn is effective in helping a
vessel maintain its planned trail
1.3.7. plans turns using constant rate of turn techniques
1.3.8. performs turns using constant rate of turn techniques
1.4.

Maneuvering in shallow water, including the reduction in underkeel clearance caused by squat, rolling and pitching
1.4.1. describes the effect of squat on under-keel clearance, trim andvessel maneuvering characteristics
1.4.2. describes the changes in dynamic under-keel clearance
Interaction between passing ships and between own ship andnearby banks (canal effect) when maneuvers are conducted inshallow water in conjunction with turning or the effects of sea
and swell
1.4.3. describes the use of the kick-ahead to control the speed anddirection of the vessel
1.4.4. explains how a ship will respond to helm before increasing
speed when using a kick-ahead
1.4.5. identifies the danger of taking a sheer in shallow water and whatcorrective action can be taken
1.4.6. describes how tugs can be used to assist in maintaining slow
speed control
1.4.7. describes how anchors can be used to assist in manoeuvring a
vessel in shallow water
1.4.8. plans maneuvers to be conducted in shallow water with andwithout the effects of sea and swell1.4.9. performs maneuvers in shallow water

1.5.

Interaction between passing ships and between own ship andnearby banks (canal effect)
1.5.1. explains and describes the interaction between ship and shore
1.5.2. explains and describes the interaction between ships when
meeting end-on
1.5.3. explains and describes the interaction between ships in an
overtaking situation
1.5.4. explains the particular dangers of interaction when working closeby other craft such as tugs

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1.5.5. describes the pattern of pressure changes round the hull of amoving ship
1.5.6. explains the interaction between a ship and nearby banks (bankcushion and bank suction)
1.5.7. describes the interaction between passing ships
1.5.8. describes how to pass or overtake another ship safely in anarrow channel
1.5.9. explains that shoal patches may give rise to bank cushion or
suction, resulting in an unexpected sheer
1.5.10. explains the possible effects on squat, trim and vessel
manoeuvring characteristics with different blockage factors andspeeds
1.5.11. plans maneuvers where ship to ship and ship to topographyinteraction are anticipated
1.5.12. performs maneuvers where ship to ship and ship to
topography interaction are experienced
1.6.

Berthing and un-berthing under various conditions of wind, tideand current with and without tugs
1.6.1. describes the effects of right- and left-handed propellers on
maneuvering
1.6.2. describes the use of twin screws for maneuvering
1.6.3. explains the advantages and disadvantages of controllable-pitch
propellers with regard to ship handling
1.6.4. describes the use of lateral thrusters
1.6.5. states that lateral thrusters cease to be effective above a certain
speed, which has to be determined by trial
1.6.6. describes, with reference to ship type and trim, the likely effectof wind on a ship when moving ahead or astern and when
stopped1.6.7. explains how an anchor or anchors may be used to assist in
maneuvering
1.6.8. describes the use of anchors for stopping in an emergency
1.6.9. describes the different ways in which tugs may be made fast andused
1.6.10. explains fully how to use engine, helm, tugs, anchors andmooring lines to berth and un-berth under various conditions ofwind and tide at:- river berths- piers
-

locks

-

enclosed docks

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two buoys-

multi-buoy berths-

Mediterranean moorings

1.6.11. describes the mooring lines to be used, their leads andmethods of securing at the berths listed above
1.6.12. explains that when wind blows against a ship, a force acts
almost in the opposite direction to the relative wind direction
and the magnitude is proportional to the square of the relative
velocity of the wind1.6.13. states that knowing the magnitude of the wind force and how it
affects the ship is of great importance during berthing /unberthing
1.6.14. explains that the knowledge of above mentioned magnitude,
will assist the Master to:-decide whether the available tugs have sufficient power tohold the ship against a cross wind or to move the ship
against a crosswind;-

decide whether the thrusters have the necessary power
to maneuver the ship safely under the prevailing windconditions;-determine the effect of a longitudinal wind in respect of its
effect on the ship‘s stopping distance

1.6.15. explains that the wind force in tones may, with a certain
approximation, be expressed by the formula:K(wind) = k * A * V2
Where K= wind force in tones
k= Constant depending on the ship anddirection of the wind (as an average figure fork, the following constants can be used: k= 0.52
* 10-4 (for a beam wind) and k= 0.39* 10-4 ( fora longitudinal wind)
A= Windage area in sq.mtrs
V= Relative velocity of the wind in m/sec
1.6.16. explains that normally tugs cannot hold a ship against a crosscurrent, as the power, which is necessary for such an
operation, is enormous
1.6.17. explains that the force (K) required to oppose a cross current
in deep waters might be determined approximately by theformula:
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K = kdeep * L * d * V2(Where K= Current force in tones, k=constant, 0.033 for deep water, L=
Vessel length in meters, d= Vessel draft
in meters and V = Current speed in
m/sec)

1.6.18. explains that the force (K) required to oppose across current inshallow waters might be determined approximately by theformula:K = kdeep * L * d * V2 (where K= Current force in tones, k=constant, 0.033 for deep water, L= Vessel length in meters, d=Vessel draft in meters and V = Current speed in m/sec)

1.6.19. explains that the force (K) required to oppose across current inshallow waters might be determined approximately by theformula:K = 0.033 * f * L * d * V2
(where K= Current force in tones, 0.033 is the constant, f = theshallow water constant modifier derived from a graph, L=
Vessel length in meters, d= vessel draft in meters and V =Current speed in m/sec)

1.6.20. plans maneuvers to berth and unberth in varying
environmental conditions and with and without tugs
1.7.

Ship and tug interaction
1.7.1. describes the type of tug, i.e. conventional single or twin-screw
tugs fitted or not fitted with nozzles, tractor type tugs and theASD (azimuth stern drive) tugs
1.7.2. describes the main difference resulting from the location of tug‘s
propulsion and towing point
1.7.3. explains the dangers related to ship-tug interaction
1.7.4. explains the dangers for relatively small tugs when comparedwith the size of assisted ships in relation to interaction
phenomenon
1.7.5. states the special attention to be paid by the master on thecondition of own vessel, i.e. ships in ballast condition or for ships
having particular overhanging stern, found generally on large
container vessels, the danger of interaction which is created andthe danger of damages that can be caused to the tug‘s hull andsuperstructure, during the ship-tug cooperation
1.7.6. explains the tug bow-cushion effect

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1.7.7. explains the risk during the ship- tug co-operation of the tug
getting sucked under the bow of the ship with risk of capsizing,
and the importance of immediate action required by the tug
master, by the application of rudder and the use of available
power to go full astern, to avoid above
1.7.8. explain why tractor type tugs are generally found to be lessvulnerable in the above mentioned situation
1.7.9. explains girting‘ and the dangers associated with it
1.7.10. explains the dangers of ships high speed during ship-tug cooperation
1.7.11. describes the meaning of gob rope‘, and how its use on
conventional tugs can improve the situation of girting
1.7.12. explains how the use of such gob rope‘ limits the
maneuverability of the towing tug
1.7.13. explains the precaution needed to be exercised for the tug‘ssafety, while using the tugs, in respect to:- the visibility of ship‘s bulbous bow- short towlines-

excessive forward speed of the ship or sudden changes
in a ship‘s heading and speed- experience and the ability of the crew in releasing tug‘stowline, when needed- underestimating wind and current forces- information exchange pilot-shipmaster-tug captain- operating bow-to-bow
1.7.14. explains the importance of keeping the ship‘s speed andheading constant when passing or taking a towline
1.7.15. explains the knowledge necessary for a master when ordering
the number and total bollard pull of tugs
1.7.16. explains the important criteria of ships‘ loading conditions
when planning for the number of tugs and the tug position
along the hull
1.7.17. describes the effectiveness of Tug(s), during ship-tug cooperation, in relation to pivot point, leverage, and tendency ofthe ship to swing in a particular direction, in the following
conditions:- when the Ship is stopped and making no way through thewater (dead in the water)- when the Ship is making headway- when the ship is making sternway
1.7.18. plans maneuvers involving tugs to minimize adverse
interaction effects and optimize tug efficiency

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1.8.

Use of propulsion and maneuvering systems including various
types of rudder
1.8.1. describes various types of udders, including:-

Flap Rudder (commonly known as the Becker rudder)-

Rotor Rudder (commonly known as the Jastram rudder)-

T- shaped Rudder (commonly known as the Single
Schilling Rudder)-

Twin Schilling Rudders and explain their advantages withregard to ship handling

1.8.2. describes how the use of bow-thrust can be used to assist in
maneuvering
1.8.3. describes how the use of stern-thrust can be used to assist in
maneuvering
1.8.4. describes the use of high-lift rudder systems to improve shipmaneuverability
1.8.5. describes the use of dynamically positioned vessels and theircontrol systems
1.8.6. describes the use of rudder cycling to reduce head reach in an
emergency
1.8.7. compares the effectiveness of rudder cycling with a crash stop
1.8.8. plans maneuvers using bow and stern thrusters
1.8.9. performs maneuvers using rudder cycling to control speed andbow and stern thrusters
1.9.

Choice of anchorage; anchoring with one or two anchors inlimited anchorages and factors involved in determining the lengthof anchor cable to be used
1.9.1. explains how to choose an anchorage and lists the factors which
influence the choice
1.9.2. states that an anchoring plan should be prepared in advance,
showing the direction and speed of approach and the dropping
position(s), with check bearings
1.9.3. explains how to judge that a ship is stopped ready for letting go
1.9.4. explains that positions should be obtained on letting go andagain when brought up
1.9.5. describes the use of anchor buoys
1.9.6. lists the factors to consider in determining the length of anchor
cable to be used as:-

the nature of the bottom

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the strength of current or wind-

the strength and direction of the tidal stream-

the exposure of the anchorage to bad weather-

the amount of room to swing-

the expected length of stay at anchor

1.9.7. plans anchorage positions and maneuvers to anchor the vesselusing one and two anchors
1.9.8. performs maneuvers to anchor the vessel using one and two
anchors
1.10. Procedures for anchoring in deep water and in shallow water
1.10.1. describes holding powers of different Anchors
1.10.2. describes the preparation of anchors, including walking theanchor back for anchoring in deep water
1.10.3. explains that when lowering anchor under power, excessive
load on the anchor cable could cause damage or wear of thewindlass engine and gearing
1.11. Dragging anchor; clearing fouled anchors
1.11.1. defines dragging and explains how to detect it
1.11.2. describes the actions to be taken when the anchor starts todrag
1.11.3. explains how excessive yawing may break the anchor out of its
holding and describes measures to control yaw
1.11.4. describes how to bring a ship to an open moor
1.11.5. explains what is meant by 'foul hawse' and how it occurs
1.11.6. describes how to clear a foul hawse
1.11.7. describes how to clear a fouled anchor
1.11.8. describes how to buoy and slip an anchor
1.12. Dry-docking
1.12.1. lists the information required by the dry-dock authorities as:- length, beam and rise of floor, if any- draughts and trim
- position of bilge keels and appendages such as a bulbous
bow- whether single or twin screw- the weight and disposition of any cargo on board- position of any hull damage for inspection or repair
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1.12.2. states that a plan showing the position of bulkheads, main
structural members and drain plugs is required for the
preparation of beds and shores when dry-docking in theloaded condition
1.12.3. explains why a slight trim by the stern is the ideal condition fordry-docking
1.12.4. explains the need for adequate statical stability and states
when the most critical condition occurs
1.12.5. determines that the vessel has adequate statical stability fordocking by calculation
1.12.6. plans the distribution of deadweight items to ensure adequate
statical stability during docking
1.12.7. describes the use of bilge blocks, breast shores and bilge
shores and their placement during pumping out
1.12.8. states that all tanks should be sounded and the readings
recorded when the ship takes the keel blocks
1.12.9. explains why, as far as possible, tanks should be full or empty
1.12.10. explains that tanks and movable weights should be restored totheir original condition before flooding the dock to ensure thesame trim and zero list on refloating
1.12.11. explains why a ship may be left partially waterborne if damageis accessible
1.12.12. explains how an adequate supply of water for fire fighting anda telephone for calling emergency services should be arranged
1.12.13. lists the precautions to be taken and the preparations to bemade before flooding the dock
1.13. Management and handling of ships in heavy weather, including
assisting a ship or aircraft in distress; towing operations; meansof keeping an unmanageable ship out of trough of the sea,lessening drift and use of oil
1.13.1. states that the use of weather routeing can reduce the numberof occasions on which heavy weather is encountered1.13.2. explains that the most common reason for heavy weather
damage is lack of proper route planning taking into
consideration the 96 hrs, 72 hrs and 48 hrs forecasts during
planning
1.13.3. describes the precautions to be taken before the onset ofheavy weather
1.13.4. explains the importance of understanding the enormous
stresses encountered by the ship in heavy weather conditions
1.13.5. defines wavelength, period and period of encounter of waves
and swell
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1.13.6. explains that high wave heights are one of the most common
reasons for heavy weather damage
1.13.7. describes the methods of observing the frequency of wave
beating and the formula with which it can be calculated (forships less than 250m in length and for ships whose length
exceeds 250m)
1.13.8. defines rolling period and synchronous rolling1.13.9. explains how synchronous rolling can be avoided by analteration of speed or course to change the period of
encounter
1.13.10. describes synchronous pitching and how to prevent it
1.13.11. explains that parametric rolling is caused due to changes inparameters of stability which are; Displacement W (constant),
Righting lever GZ (variable), W x GZ = righting moment
1.13.12. explains that parametric roll motions with large and dangerous
roll amplitudes in waves are due to the variation of stability
between the position on the wave crest and the position in the
wave trough1.13.13. explains that among the measures which the vessel can taketo avoid parametric rolling and synchronous rolling are
ensuring that the vessel has adequate intact stability and thatthe course and speed of the ship should be selected in a way
to avoid conditions for which the encounter period is:-close to the ship roll period or-

the encounter period is close to one half of the ship rollperiod.
1.13.14. describes how excessive speed into head seas can cause
severe panting and slamming stresses
1.13.15. states that excessive slamming may be almost unnoticed on
the bridge of a very large ship
1.13.16. explains that heavy pitching also gives rise to high longitudinal
stresses, racing of the propeller and the shipping of water
1.13.17. defines 'pooping' and describes the conditions in which it may
occur
1.13.18. defines 'broaching-to' and describes the conditions in which it
may occur
1.13.19. explains that a reduction in speed combined with an alterationof course can reduce the danger of broaching-to and of being
pooped
1.13.20. describes how to turn a ship in heavy seas
1.13.21. states that a ship may be hove-to with the wind on the bow oron the quarter or stopped
1.13.22. describes the circumstances in which each of the methods
above may be used

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1.13.23. describes methods of turning a disabled ship's head to keep it
out of a sea trough and of lessening lee drift
1.13.24. explains that a ship may drift at an angle to the downwind
direction and that its direction of drift will depend upon whichside it has the wind1.13.25. describes how to use oil to reduce breaking seas when hoveto and when maneuvering in heavy seas
1.13.26. describes actions to prevent a ship being driven on to a lee
shore
1.13.27. describes how to assist a ship or aircraft in distress - describes
towing operations
1.14. Precautions in maneuvering to launch rescue boats or survival
craft in bad weather
1.14.1. explains how to make a lee for launching/recovering rescue
and survival craft
1.14.2. describes the effect of speed and the effect of flow lines
around the vessel
1.14.3. plans maneuvers to enable launching and recovery of rescue
and survival craft
1.14.4. performs maneuvers to enable launching and recovery of
rescue and survival craft
1.15. Methods of taking on board survivors from rescue boats andsurvival craft
1.15.1. describes the methods of maneuvering the ship and theprecautions needed to take on board survivors from rescueboats and survival craft
1.16. Ability to determine the maneuvering and propulsion
characteristics of common types of ships, with special reference
to stopping distances and turning circles at various draughts andspeeds
1.16.1. explains the IMO recommendations for ship maneuverability,
which are:- standards for Ship Maneuverability, adopted by
Resolution MSC.137 (76) on 4 December 2002
- explanatory Notes to the Standards for Ship
Manoeuvrability, adopted by MSC/Circ.1053 on 16
December 2002
- provision and Display of Manoeuvring Information on
Board Ships, adopted by Resolution A.601 (15) on 19
November 1987
1.16.2. states in particular to IMO‘s recommendation, with respect tothe turning ability of the ship, that the advance should notexceed 4.5 ship lengths and the tactical diameter should notexceed 5 ship lengths in the turning circle maneuver
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1.16.3. states in particular to IMO‘s recommendation, with respect tothe stopping ability of the ship, that the track reach in the full
astern stopping test should not exceed fifteen ships length andalso keeping in mind, as guided by the recommendation, that
this value may be modified by the administration where shipsof large displacement make this criterion impracticable but inno case exceed twenty ships length
1.16.4. states that opportunity should be taken to check andsupplement the information in the ship's manoeuvring booklet
for intermediate draughts and for various weather conditions
1.16.5. states that turning circles in shallow water at various
manoeuvring speeds should be recorded when possible
1.16.6. states that details of an accelerated turn in shallow water
should be obtained
1.16.7. explains how trials of stopping ability under various conditions
should be recorded
1.16.8. states that the effect of wind on the behavior of the ship should
be recorded, in particular:-

the drifting behavior when stopped-

the speed at which steerage is lost in various conditionsof loading and wind-the behavior of the ship when making stern way

1.16.9. states why the minimum operating revolutions of the engine
and the resulting speed should be checked
1.16.10. states that any details of manoeuvring behavior which would
be useful to a pilot or future master should be recorded
1.16.11. states that STCW Code Section B-V/a recommends additional
training for masters and chief mates of large ships and ships
with unusual maneuvering characteristics
1.17. Importance of navigating at reduced speed to avoid damage
caused by own ship’s bow wave and stern wave
1.17.1. explains damage to shore due to excessive bow waves andstern waves
1.17.2. explains the effects of passing ships on ships mooredalongside
1.17.3. states the precautions that should be taken by ships alongside
to minimize the effect of passing traffic

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1.18. Navigating in or near ice: practical measures to be taken whennavigating in or near ice or in conditions of ice accumulation on
board
1.18.1. states that all possible information about ice located on or in
the vicinity of the intended track should be obtained
1.18.2. states that information is available from:-daily bulletins of the International Ice Patrol in the N.
Atlantic-

ice warnings from countries where ice is a regularproblem-Hydrographic Office ice charts-pilot books-

facsimile ice charts-

warnings from other ships in the vicinity

1.18.3. defines the following terms used in ice warnings:-

solid ice-

soft ice-drift ice-pack ice-

growler-

iceberg

1.18.4. states the master's obligation to report dangerous ice or subfreezing air temperatures associated with gale-force winds
causing severe ice accretion on superstructures
1.18.5. states that, when ice is reported on or near the course, the masterof every ship is bound to proceed at a moderate speed or to altercourse so as to go well clear of the danger zone
1.18.6. explains that radar may not detect small icebergs and growlers
1.18.7. states that navigation marks may be removed without warning incoastal areas threatened by ice
1.18.8. states that no attempt should be made to enter a region of thickice in a ship not specially strengthened for navigation in ice
1.18.9. lists precautions to take when entering ice as:-

estimating the thickness and concentration of ice andassessing whether the ship can safely pass through it-

avoiding entry to pressure areas (shown by hummocks
and rafting)-following leads used by previous ships, where possible

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Annex - I-entering on the lee side of the ice, if practicable
entering at right angles to the ice edge, to avoid damage
to hull, propeller and rudder- approaching at as slow a speed as possible, andincreasing the power to maintain headway when the bow
contacts the ice
1.18.10. explains that leads through the ice show well on radar when
set to short range
1.18.11. explains precautions to be taken to avoid damaging thepropeller and rudder when maneuvering in ice
1.18.12. explains how to obtain assistance from an ice-breaker
1.18.13. states that it is important to follow the ice-breaker's instructions
regarding speed and maneuvering
1.18.14. states that fenders should be ready for use when negotiating
sharp turns in leads
1.18.15. describes the precautions which should be taken to prevent
freezing up of tail-end shafts, deck machinery and services
1.18.16. describes how to heave-to in an ice field
1.18.17. describes the need to keep a look-out, when hove-to at night,
for large ice drifting through the pack1.18.18. states that soft ice may block seawater intakes
1.18.19. describes the conditions in which ice accumulates on decks
and superstructures
1.18.20. explains the dangers resulting from heavy accumulation of ice
1.18.21. states that a change of course or speed should be made to
reduce the shipping of freezing spray
1.18.22. states that accumulated ice and snow should be cleared away
as quickly as possible
1.18.23. describes methods of clearing decks, rigging andsuperstructure of ice
1.19. Use of, and maneuvering in and near, traffic separation schemes
and in vessel traffic service (VTS) areas
1.19.1. explains the requirements of the International Regulations forprevention of collisions at sea with respect to Traffic
Separation Schemes and narrow channels
1.19.2. discusses the actions that can be taken to maneuver thevessel in case of emergency
1.19.3. describes the information that maybe required by VTS officers
before entering leaving or manoeuvring within a VTS
controlled area
1.19.4. plans maneuvers in and near traffic separation schemes
1.19.5. performs maneuvers in and near traffic separation schemes

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FUNCTION 2CARGO HANDLING AND STOWAGE AT THE
MANAGEMENT LEVELNew Management Level Course for Marine Deck Officers

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FUNCTION CONTENTS

Function 2 (F2):Cargo Handling and Stowage at the Management Level

Part A: Course Framework
1. Scope
2. Learning Objectives
3. Entry Standards
4. Course Intake Limitations
5. Staff Requirements
6. Training Facilities
7. Training Equipment
8. Certificate of Course Completion
9. Suggested Textbooks and References

Part B: Course Outline
1. Competence
2. Topics
3. Time Allocation for Each Topic
4. Total Hours for Function 2

Part C: Course Syllabus
1. F2 - Module 1:

Plan and ensure safe loading, stowage, securing, careduring the voyage and unloading cargoes

2. F2 - Module 2:

Assess reported defects and damage to cargo spaces,
hatch covers and ballast tanks and take appropriate
action

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FUNCTION 2PART ACOURSE FRAMEWORKNew Management Level Course for Marine Deck Officers

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SCOPE
This Function covers the mandatory requirements for knowledge, understanding
and proficiencies for “Cargo Handling and Stowage at the Management Level” asprovided for under the 2010 STCW Manila Amendments, Regulation II/2 inrelation to Section A-II/2, Table A-II/2 thereof. Topics in this function were also
carefully selected following a course mapping based on the revised IMO Model
Course 7.01 and the revised BSMT program under CMO No. 31, series of 2013,
which now covers specific management level topics under this function.
LEARNING OBJECTIVES
Upon succesful completion of this Function, trainees shall be expected to havegained the minimum knowledge, understanding and proficiencies needed to carryout and undertake at the management level the tasks, duties and responsibilities
for cargo handling and stowage on a ship of 3,000 gross tannage or more.
ENTRY STANDARDS
Entrants to this course must be Marine Deck Officers who are holders of COC
under Regulation II/1 of the STCW ’78 Convention, as amended and have not lessthan one (1) year of seagoing service as officer in charge of a navigational watch
on ships of 500 gross tonnage or more.
COURSE INTAKE LIMITATION

Trainees shall not exceed 24 students per class.



Practical training using a full mission cargo handling simulator shall follow a
man-machine ratio of 2:1 or 1:1 if using desktop cargo simulator.

STAFF REQUIREMENTS
Every METI offering this Management Level Course shall have a Training
Supervisor, a minimum of two (2) instructors and an assessor for the course;
subject the approval by the Administration in accordance with MARINA Circular(MC) No. 2013-03, as amended by MC 2013-12, series of 2013. The
qualification requirements shall be as follows:

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STAFF REQUIREMENTS (Continued…)
Training Supervisor

Holder of at least a Bachelor of Science Degree;Have not less than one (1) year experience in maritime education andtraining;

Have an understanding of the training course and the specific objectivesof the training being conducted under his supervision; and

Holder of a Certificate of Completion of Instructor’s Training Course (IMO
Model Course 6.09) or 18 earned units in teacher education coveringteaching methodologies, test and measurement.

Instructors
Management Level Deck Officer with not less than one (1) year of
seagoing service in that capacity on board seagoing ship of 3,000 GT or
more;



Holder of a Certificate of Completion of Instructor’s Training Course (IMO
Model Course 6.09) or 18 earned units in teacher education coveringteaching methodologies, test and measurement;

Holder of a Certificate of Completion of the Management Level Course forMarine Deck Officers;Holder of a COC as Management Level Marine Deck Officer;Holder of a valid Professional Regulation Commission (PRC) License as
Management Level Marine Deck Officer;

If conducting training using simulator:‒ Must be holder of a Certificate of Completion of the “Train the
Simulator Trainer and Assessor” (IMO Model Course 6.10), or
approved Training Course for Simulator Instructors and Assessors;and‒ Have gained practical operational experience on the particular typeof simulator being used.

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STAFF REQUIREMENTS (Continued…)
AssessorsManagement Level Deck Officer with not less than one (1) year
seagoing service in that capacity on board seagoing ship of 3000 GT or
more;



Holder of a Certificate of Completion of the Management Level Course forMarine Deck Officers;Holder of a valid PRC License as Management Level Marine Deck Officer;Holder of a Certificate of Completion of the Training Course in
Assessment, Examination and Certification of Seafarers (IMO Model
Course 3.12);Have gained practical assessment experience as understudy for not lessthan three (3) times;

If conducting assessment involving the use of simulators:‒ Must be holder of a Certificate of Completion of the Train the
Simulator Trainer and Assessor (IMO Model Course 6.10), or
approved Training Course for Simulator Instructors and Assessors;and‒ Have gained practical assessment experience on the particular typeof simulator being used under the supervision and to thesatisfaction of an experienced Assessor for not less than three (3)times.

Resource Person
The METI may be allowed to engage the services of other persons withestablished expertise on particular topics, provided that the Administration shallbe duly informed at least five (5) working days prior to engagement.
NOTE TO METIs:
The foregoing are the qualification standards that must be met by the Instructors,
Assessors and Supervisor. In addition, METIs shall exercise utmost diligence andresponsibility in the selection of such Staff and ensure that they are appropriately
qualified to carry out effective teaching, assessment and supervision of thecourse, respectively.

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TRAINING FACILITIESFor the theoretical part, a classroom with multi-media over-head projector, with acomputer set, and a white board with eraser will be utilized, among others. This
does not however preclude METIs from utilizing additional teaching aids tofacilitate learning.
TRAINING EQUIPMENT
Cargo handling simulator duly certified by an internationally recognizedClassification Society showing reference to STCW Table A-II/2, capable ofsimulating the required knowledge, understanding and proficiencies (KUPs) for
cargo handling at the management level in the aforesaid Table.
Other equipment and training materials to demonstrate required competences,with briefing and debriefing rooms, among others.
CERTIFICATE OF COURSE COMPLETION
Trainees who succesfully completed this Function and passed the assessment
thereof, shall be issued a Certificate of Completion. The format of such certificate
shall be in accordance with the format prescribed by the Administration.
SUGGESTED TEXT BOOKS AND REFERENCES
For the textbooks and reference materials, METIs should refer to the list of
Teaching Aids, Videos, References, Textbooks and Bibliographies indicated in
the revised IMO Model Course 7.01 validated during the 44 th Session of the
IMO’s Sub-Committee on STW. This does not however preclude METIs fromutilizing other relevant and more updated books and references that may beavailable or prescribed by the Administration. METIs shall also exercise prudence
and utmost responsibility in selecting the textbooks and references for thisFunction to ensure that only relevant and up-to-date ones shall be utilized.

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FUNCTION 2PART B
COURSE OUTLINE

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MAIN TOPIC

NO. OF
HOURS

Competence
F2 - Module 1: Plan and ensure safe loading, stowage,
securing, care during the voyage and unloadingof cargoes
1 Application of international regulations, codes, and standards
concerning the safe handling, stowage, securing and transport ofcargoes

6

2 Stability and trim diagrams and stress-calculating equipment

22

3 Stowage and securing of cargoes on-board ship, cargo handlinggear and securing and lashing equipment

19

4 Loading and unloading operations, with special regard to thetransport of cargoes identified in the Code of Safe Practice for
Cargo Stowage and Securing

6

5 Knowledge of the operational and design limitations of bulk
carriers

5

6 Loading, care and unloading of bulk cargoes

6

7 Safe cargo handling in accordance with the provisions of therelevant instruments

3

8 Effective communications and improving working relationship

1Competence
F2 - Module 2: Assess reported defects and damage to cargo spaces,
hatch covers and ballast tanks and take appropriate action
1 Limitations on strength of the vital constructional parts of astandard bulk carrier and interpret given figures for bending
moments and shear forces

3

2 Methods to avoid the detrimental effects on bulk carriers ofcorrosion, fatigue and inadequate cargo handling

3

TOTAL FOR FUNCTION 2: Cargo Handling and Stowage at theManagement Level

74

Geneal 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 new requirements,
laws, rules and regulations, new developments, trends and practices in the maritime
industry.

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FUNCTION 2PART CCOURSE SYLLABUS

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F2 - Module 1
Competence: Plan and ensure safe loading, stowage, securing, care during
the voyage and unloading of cargoes
1. Application of international regulations, Codes, and standards
concerning the safe handling, stowage, securing and transport ofcargoes
1.1 Plans and actions conform with International Regulations
1.1.1 plans loading to comply with the Loadline Convention in termsof:- freeboard,- seasonal restrictions- zones- statical and dynamic stability requirements- bunker requirements, and considers- expected weather patterns
1.1.2 plans loading to comply with the IMO Intact Stability Code
1.1.3 plans cargo stowage and carriage in compliance with the Codeof Safe Practice for Cargo Stowage and Securing
1.1.4 states that an approved cargo securing manual is required to be
carried on board all ships except those engaged solely in the
carriage of bulk cargoes
1.1.5 lists the information provided in the cargo securing manual
1.1.6 uses data from the cargo securing manual to plan securing a
range of cargo types
1.1.7 lists the certificates required for inspection by port state control
officers
1.1.8 plans loading and securing to comply in compliance with theCode of Practice for the Carriage of Timber Deck Cargoes

2. Use of stability and trim diagrams and stress-calculating equipment
including automatic data-based equipment and knowledge of loadingcargoes and ballasting in order to keep hull stress within acceptable
limits2.1

Shear Forces, Bending Moments and Torsional Moments
2.1.1 states that the carriage of loading calculators in large ships
carrying dry or liquid cargo in bulk is a requirement of theclassification societies

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2.1.2 states that the maximum permissible values of shear force andbending moment in harbor and at sea are laid down by theclassification societies
2.1.3 states that maximum torsional moments are also laid down forsome container ships
2.1.4 describes the use of typical cargo loading instruments and lists
the information obtainable from them
2.1.5 interprets the information regarding stress limits provided to theship
2.1.6 explains that harbor stress limits should not be exceeded duringloading, discharging or ballasting operations and that it is not
sufficient just to finish within the limits
2.1.7 explains that sufficient information to arrange for the loading andballasting of the ship in such a way as to avoid the creation of
unacceptable stresses should be on board, unless the
Administration considers it unnecessary for that ship
2.1.8 plans the loading and discharge of a ship to ensure thatmaximum allowable stress limits are not exceeded
2.2Compliance with the Minimum Freeboard Requirements of the
Load Line Regulations
2.2.1 uses the chart of zones and seasonal areas to determine theload lines which apply for all stages of a particular passage
2.2.2 plans the loading, discharge, and consumption of deadweightitems to determine the minimum departure freeboards andmaximum quantities to load in one or more loading ports toensure that the vessel is not overloaded at any stage of avoyage through multiple loadline zones and seasonal zones

2.3

Use of Automatic Data Based (ADB) Equipment
2.3.1 provides an understanding of information obtained from ship
stress indicators and loading programs
2.3.2 use stress indicators and loading programs in planning for thesafe carriage of dry and liquid cargoes
2.3.3 advantages and limitations of analogue and digital stability andloading programs

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2.4 Knowledge of loading cargoes and ballasting in order to keep hullstress within acceptable limits
2.4.1 explains the importance of devising a cargo stowage plan andloading / unloading plan
2.4.2 states that the officer in charge should always refer to theloading manual to ascertain an appropriate cargo load
distribution, satisfying the imposed limits on structural loading
2.4.3 explains the stages of development of a safe cargo loading or
unloading plan
2.4.4 explains that in any event if the cargo needs to be distributed
differently from that described in the loading manual,calculations must always be made to determine, for any part ofthe voyage, that still water shear force (SWSF), still water
bending moments (SWBM) and local loading limits are notexceeded
2.4.5 explains the reason to keep the hull stress levels below thepermissible limits by the greatest possible margin2.4.6 explains that when making a plan for cargo operations, theofficer in charge must consider the ballasting operation, toensure:-correct synchronization is maintained with the cargo
operations-

that the de-ballasting/ballasting rate is specially consideredagainst the loading rate and the imposed structural andoperational limits-

that ballasting and de-ballasting of each pair of symmetrical
port and starboard tanks is carried out simultaneously

2.4.7 explains the importance to know the exact pumping rates
achieved on board their ship to ascertain and ensure the planare devised and modified accordingly
2.4.8 plans loading/de-ballasting operations within acceptable stressparameters
2.4.9 plans discharging/ballasting operations within acceptable stressparameters

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3. Stowage and securing of cargoes on board ships, including cargohandling gear and securing and lashing equipment
3.1

Timber Deck Cargoes
3.1.1 outlines the contents of the Code of Safe Practice for Ships
Carrying Timber Deck Cargoes with respect to:-

stowage of sawn timber, logs, cants and wood pulp-

fitting of uprights-

lashings and the arrangements for tightening them, including
the use of a wiggle wire

3.1.2 states that vibration and movement of the ship in a seawaycompacts the stow and slackens the lashings
3.1.3 states that lashings should be inspected regularly and tightened
as necessary
3.1.4 states that inspections of lashings should be entered in the logbook
3.1.5 explains the dangers of heavy seas breaking aboard and how tominimize that risk
3.1.6 states the action to take if cargo is lost overboard or jettisoned
3.1.7 states the maximum height of cargo permitted on deck in aseasonal winter zone in winter3.1.8 describes the controlling factors for height of cargo at othertimes
3.1.9 describes the requirements for fencing, for provision of walkways and for access to the top of the cargo
3.1.10 describes the requirements when loading to timber load lines
3.1.11 lists the stability information that should be available to themaster
3.1.12 explains when the worst stability conditions during a voyage arelikely to occur
3.1.13 describes the rolling period test for the approximate
determination of a ship‘s stability and the limitations of themethod
3.1.14 explains the actions to take in the event of the ship developing
an angle of loll
3.1.15 plans the loading and securing of a timber deck cargo

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3.2

Procedures for receiving and delivering cargo
3.2.1 states the period for which the ship is deemed responsible forthe cargo under conventions for the carriage of goods and undertypical carriage contracts evidenced by bills of lading or charter
parties
3.2.2 states that damaged cargo should be rejected or steps taken to
ensure that the damage is recorded and endorsed whereappropriate on the bill of lading
3.2.3 explains that bills of lading may sometimes still be drawn up
from mate‘s receipts and the importance of endorsing mate‘s
receipts for the condition of goods and packages
3.2.4 describes the endorsement of mate‘s receipts and/or bills of
lading for goods in dispute
3.2.5 describes the endorsement of mate‘s receipts and/or bills of
lading for cargoes where the weight and quality are not known to
the ship
3.2.6 explains the actions to take when a clean mate‘s receipt or bill of
lading is demanded for cargo which is not in apparent goodcondition
3.2.7 explains why letters of indemnity offered in return for clean billsof lading should be refused
3.2.8 describes the documentation which should accompany
dangerous goods and is required before loading
3.2.9 states that containers should have their seals and locks in placewhen loaded
3.2.10 states that, if damage to cargo is suspected, protest should be
noted before commencing discharging
3.2.11 explains the procedure for noting protest and extending protest
3.2.12 states that an independent cargo survey should be arranged
when cargo damage is suspected or found on opening hatches
3.2.13 states that broken or broached packages should be placed in alocker until the contents can be checked and agreed with arepresentative of the receiver and a receipt obtained for them
3.2.14 explains how to deal with empty bags or packages, sweepingsand other loose goods
3.2.15 states that cargo spaces should be searched at the completionof discharging to prevent the over carriage of cargo
3.2.16 describes the procedure for claiming for damage done to theship during loading or discharging
3.2.17 explains to whom cargo should be delivered
3.2.18 explains the potential consequences of delivering cargo to theincorrect party or under a letter of indemnity
3.2.19 explains the procedure that should be adopted whenrequested to deliver cargo against a letter of indemnity

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3.3

Care of cargo during carriage
3.3.1 plans the loading and stowage of a hold or holds using a cargo
list and reference books to take into account of the carriage
requirements of the various cargoes
3.3.2 describes the precautions to avoid crushing and chafing damage
and states which cargoes are most liable to be affected
3.3.3 explains how cargo may be damaged by residues of previous
cargo, dirty dunnage or leaking fuel oil tanks
3.3.4 describes how cargo can be damaged by dust and theprecautions to take when carrying commodities giving rise todust
3.3.5 states which cargoes are particularly liable to damage by ship or
cargo sweat and explains how to minimize the risk of sweat
damage3.3.6 explains that any goods containing liquids are liable to leak anddescribes the stowage required to prevent any leakage
damaging other goods
3.3.7 states that many goods can be spoiled by extremes oftemperature
3.3.8 explains that overheating may occur in cargo stowed againstengine-room bulkheads, heated double-bottom tanks and deeptanks carrying heated cargoes
3.3.9 states that high temperatures also occur on the underside ofsteel decks exposed to tropical sunshine
3.3.10 describes how to protect cargoes which must be kept fromfreezing
3.3.11 describes the measures to take to prevent pilferage of cargoduring loading, discharging and carriage
3.3.12 describes the damage to cargo which can result from the use offork-lift trucks and similar machinery in cargo spaces andmethods of preventing it

3.4

Requirements applicable to cargo-handling gear
3.4.1 outlines the requirements of ILO Convention 152, theOccupational Safety and Health (Dock Work) Convention, 1979,
which apply to ships
3.4.2 defines the terms:- competent person- responsible person- authorized person- lifting appliance loose gear

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3.4.3 states that national laws or regulations should prescribe
measures to cover, amongst others:- safe means of access to ships, holds, staging,equipment and lifting- appliances- opening and closing of hatches, protection ofhatchways and work in holds- construction, maintenance and use of lifting and othercargo- handling appliances- rigging and use of ship‘s derricks- testing, examination, inspection and certification, as
appropriate, of lifting appliances, of loose gear(including chains and ropes) and of slings and other- lifting devices which form an integral part of the load
- marking of cargo gear
- handling different types of cargo- dangerous substances and other hazards in theworking environment
3.4.4 describes the requirements for guarding dangerous parts ofmachinery
3.4.5 states that machinery includes mechanized hatch covers andlifting appliances
3.4.6 states the requirements for the marking of beams and portablehatch covers
3.4.7 states that only an authorized person, preferably a member ofthe ship‘s crew, should be permitted to open or close poweroperated hatch covers and equipment such as doors in hull,
ramps and car decks
3.4.8 describes the requirements for fencing of openings
3.4.9 describes the requirements for the testing of lifting appliancesand loose gear before they are used for the first time
3.4.10 describes the requirements for periodic thorough examinationand inspection of lifting appliances and loose gear
3.4.11 explains what is meant by a thorough examination
3.4.12 describes the records and certificates which should be kept in
respect of tests, thorough examinations and inspections of lifting
appliances and loose gear
3.4.13 describes the marking of safe working loads required on lifting
appliances and loose gear
3.4.14 states that every ship must have a rigging plan and relevant
information necessary for the safe rigging of derricks, cranes
and accessory gear

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3.5

Maintenance of cargo gear
3.5.1 prepares plans for the inspection of cargo gear
3.5.2 undertakes inspections of cargo gear so that any safety issues
associated with machinery, structure, running and standing
rigging and associated equipment is identified and addressed
before use
3.5.3 maintains the records and plans required for the cargo gear
3.5.4 develops maintenance plans and procedures for the
maintenance of machinery, structure, running and standing
rigging and associated equipment of cargo gear, including
blocks, shackles, wire and fiber ropes
3.5.5 provides instruction to crew and manages the maintenance ofcargo gear
3.5.6 states the requirements for the annealing of wrought iron loosegear
3.5.7 describes the precautions to be taken when working aloft for theoverhaul of cargo gear

3.6

Maintenance of hatch covers
3.6.1 states that track ways should be cleaned of loose material
before closing hatches
3.6.2 states that the tension of draw chains should be adjusted as
required
3.6.3 states that wheels, gears, racks and pinions and other moving
parts should be kept lubricated
3.6.4 states that side cleats and cross-joint wedge mechanisms
should be kept greased
3.6.5 explains that hydraulic systems should be checked for leakage,
especially in between-decks where leaked fluid may damagecargo
3.6.6 states that drainage channels should be cleaned out anddrainage holes checked on weather-deck hatches
3.6.7 describes how to check that compression bars are making
complete contact with sealing gaskets
3.6.8 explains that weather tightness may be checked by hose-testing
the covers before loading
3.6.9 prepares plans and procedures for the inspection andmaintenance of hatch covers

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4. Loading and unloading operations, with special regard to the transportof cargoes identified in the Code of Safe Practice for Cargo Stowage andSecuring
4.1

Loading, stowage and discharge of heavy weights
4.1.1 explains how a load should be spread over an area of deck ortank top by the use of dunnage to avoid heavy point loading
between beams and floors
4.1.2 states that special supports or cradles will need to be built for
awkwardly shaped lifts
4.1.3 explains the use of shoring in a tween-deck to spread the load
over a larger part of the ship‘s structure
4.1.4 states that the ship‘s stability should be checked to ensure thatthe resulting list will be acceptable
4.1.5 states that the weight of the lifting gear should be included in theweight of the lift, both for stability calculations and duringconsideration of safe working loads
4.1.6 explains why double-bottom tanks should be full or empty andthe ship upright before starting to load or to discharge
4.1.7 states that additional stays may need setting up to a mast or
kingpost
4.1.8 states that only experienced winch drivers should be allowed tohandle heavy lifts
4.1.9 states that all movements should be controlled and steady,avoiding rapid stops and starts
4.1.10 describes methods of securing heavy lifts in the hold or on deck

4.2

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

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4.2.7 describes the stowage and securing of road vehicles on ro-roships
4.2.8 describes recommended methods for the safe stowage andsecuring of:- portable tanks- portable receptacles- wheel-based (rolling) cargoes- coiled sheet steel- heavy metal products- anchor chains- metal scrap in bulk
- flexible intermediate bulk containers- unit loads
4.2.9 summarizes the guidelines for the under-deck stowage of logs
4.2.10 describes actions which may be taken in heavy weather toreduce stresses on securing arrangements induced byexcessive accelerations
4.2.11 describes actions which may be taken once cargo has shifted
4.3

Methods and Safeguards When Fumigating Holds
4.3.1 Explains recommendations given in MSC.1/Circ.1264 Recommendations on the Safe Use of Pesticides in Ships
Applicable to the Fumigation of Cargo Holds, contained in theadded supplement of the IMSBC code
4.3.2 explains the reasons for the control of pests
4.3.3 states that the control of rodents is required by the International
Health Regulations
4.3.4 describes the methods for the prevention of insect infestationand states the areas to which particular attention should be
given
4.3.5 explains how contact insecticides in the form of sprays, smokesor lacquers may be used by the crew for dealing with local
infestation
4.3.6 states that all persons not directly involved in the application
should be evacuated from the areas being treated for a period
not less than that recommended by the manufacturer of thepesticide
4.3.7 states that extensive or hazardous treatments, including
fumigation and spraying near human or animal food, should only
be undertaken by expert operators
4.3.8 states that a fumigator-in-charge should be designated by the
fumigation company or appropriate authority

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4.3.9 lists the information about the fumigation which should be
supplied to the master4.3.10 states that fumigation of empty cargo spaces should always be
carried out in port
4.3.11 states that crew should remain ashore until the ship is certified
gas-free, in writing, by the fumigator-in-charge
4.3.12 states that a watchman should be posted to prevent
unauthorized boarding and warning notices should be displayed
4.3.13 lists the precautions to be taken if essential crew members are
permitted to return before aeration (ventilation) of the ship
4.3.14 states that entry to spaces under fumigation should never takeplace except in case of extreme urgency and lists the
precautions to be taken if entry is imperative
4.3.15 states that fumigation in transit should only be carried out inships approved for such process by the flag State Administrationand that the application should be with the agreement of the port
State Administration
4.3.16 states that fumigation in transit may be:- treatment continued during the voyage in a sealed spacein which no aeration- has taken place before sailing- continuation of in-port fumigation where some aeration
has taken place but- clearance cannot be issued because of residual gas andthe cargo space has been re-sealed before sailing4.3.17 states that precautions are the same in both cases
4.3.18 states that at least two members of the crew, including one
officer, who have received appropriate training, should bedesignated as the trained representative of the master
responsible for ensuring safe conditions after the fumigator-incharge has handed over that responsibility to the master4.3.19 states that the trained representative should brief the crew
before a fumigation
4.3.20 lists the training which the designated representatives shouldhave
4.3.21 lists the items which the ship should carry
4.3.22 describes the procedures for the fumigation and the handing
over of responsibility from the fumigator in-charge to the master4.3.23 describes the safety checks on gas concentration that should bemade throughout the voyage and states that the readings should
be entered in the log-book

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4.3.24 describes the procedures to follow prior to and on arrival at thedischarging port
4.3.25 describes the precautions to be taken during the discharge ofcargo until the ship is certified free of fumigants
4.3.26 describes the procedures for the carriage of fumigated freightcontainers, barges and transport units that are loaded after
fumigation without ventilation
4.3.27 states that the master should be informed prior to loading such
freight containers, barges and transport units and that theyshould be identified with suitable warning labels showing theidentity of the fumigant and the date and time of fumigation
4.3.28 describes the methods which may be used for the control ofrodents
4.3.29 describes the use of baits by the ship‘s crew and theprecautions to observe
4.3.30 explains that the use of pesticides is regulated by Governments,
and their use may be limited by the regulations andrequirements of:- the country where the cargo is loaded or treated- the country of destination- the country of registration of the ship
4.3.31 describes the use of pesticides by the ship‘s crew and theprecautions to observe
4.3.32 describes the measures to be taken if clothing becomes
contaminated
4.3.33 states that, if contact insecticides are to be applied to grain
during loading, the master should be provided with written
instructions on the type and amount of insecticide to be used
and on the precautions to be taken
4.3.34 states the actions to be taken in the event of exposure toinsecticides resulting in illness
5. Knowledge of the operational and design limitations of Bulk Carriers
5.1 Operational and design limitations of bulk carrier
5.1.1 explains that the problems that are generally considered to be
associated with bulk carriers includes, but is not limited to:- high density cargoes, leading to loss of buoyancy or
structural failure, if holds are flooded in the loaded
condition- high loading rate, leading to possible loss of control ofload condition; with consequent high stresses

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damage, accelerated corrosion, and local structural
failurelow freeboard, leading to high green sea loads on deck
structures
vulnerability to flooding of forward holds
rapid corrosion caused by corrosive cargo

5.1.2 minor damage to single sided ship structures or hatch covers
can lead to hold flooding
5.1.3 explain that the nature of bulk cargoes can give rise to a numberof problems
5.1.4 explains that cargoes such as coal produces gas and acidic
conditions, high density cargoes produce large void spaces, andother cargoes can produce stability problems due to shifting orliquefaction
5.1.5 explains that loaded bulk carriers tend to have a low freeboard
making forward hatches vulnerable to heavy seas
5.1.6 explains that a single hold flooding on a bulk carrier, particularly
when loaded with high density cargoes, can have a severe
adverse effect on stability and hull stresses
5.1.7 explains that the corrosive effects of some cargoes accelerate
the rate of deterioration of internal structures
5.1.8 describes that ships can be more heavily stressed during ballast
passage compared to loaded passage because the use of one
or two ballast tanks leads to uneven weight distribution along thehull
5.1.9 states that hold cleaning, ballasting at sea and ballast exchange
carried out at sea are vulnerable aspects of a ballast voyage fora bulk carrier
5.1.10 describes that improper cleaning during hold cleaning leads toaccelerated corrosion and structural faults going unnoticed
5.1.11 states that additional hull stresses due to redistribution of ballast
are imposed on the ship carrying out ballasting at sea andballast water exchange which is required for operational andenvironmental reasons
5.1.12 explains that there is also a possibility of hull damage fromsloshing‘ when ballasting at sea
5.1.13 states that this is also one of the reasons why some ships havebeen fitted with hull stress monitoring systems
5.1.14 explains why at shallow drafts ships in ballast are vulnerable toslamming with the consequent risk of bottom damage

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5.1.15 explains why loading operation of a bulk carrier has been
identified as an area of operations that can have immediate andlong term affects on the structural integrity of the ship
5.1.16 describes that loading of bulk carriers requires the carefulconsideration of the loads imparted to the ship structure
5.1.17 explains that high density cargoes bring high local stresses,
particularly in shear, if the vessel is block loaded and can also
cause local damage and fatigue when being loaded
5.1.18 explains that loading at excessive speeds can cause high local
stresses
5.1.19 describes that high loading rates make it difficult to monitor theamount of cargo being loaded
5.1.20 explains that continued over stressing has a cumulative effectwith respect to fatigue
5.1.21 explains that discharging the cargoes causes similar problems
to that of loading
5.1.22 describes that in addition to the problems associated with
discharging, mechanical grabs, bulldozers, hydraulic hammers,
and other machinery produce local damage and loading that canweaken the ship‘s structure
5.1.23 explains that ballasting operations during discharge can also
5.1.24 add to the stresses on the ship if not planned and executed
properly
5.1.25 explains as with loading, the need of good coordination at thetime of discharge and ballasting of the ship
5.1.26 explains the reason why maintenance and inspection play animportant part in the safety of bulk carriers
5.1.27 explains that all ships are designed with limits deliberately
imposed on their operations to ensure that structural integrity is
maintained
5.1.28 explains that exceeding these limits may over-stress the
structure and lead to catastrophic failure
5.1.29 explains that the ship‘s hull structure is designed to withstandthe static loads of the ship‘s weight and sea water pressure on
the hull and the dynamic loads on the hull due to waves andship‘s motion
5.1.30 explains that overloading in any one cargo hold space will
increase static stress in the hull structure and reduce thecapability of the hull structure to withstand dynamic loads when
the ship is at sea

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5.1.31 explains that many bulk carriers are fitted with very large hatch
openings to facilitate cargo loading and unloading and these
openings may represent points of weakness in the hull since
they reduce the torsional resistance of the hull
5.1.32 explains that when bulk carriers are loaded with dense andheavy cargoes such as iron, dense ores or steel products they
rely on large empty spaces in holds, ballast tanks, voids andforward tanks as reserve buoyancy to stay afloat and if seawater
enters any of these spaces due to damaged hull, hatches,
accesses, ventilators or air pipes, the vessel can lose buoyancy
and sink very quickly
5.1.33 explains the need for all crew on the ship to be aware that any
loss of buoyancy in forward spaces due to flooding will reduce
the freeboard forward and dramatically increase the forces ofextreme weather on hull structures and hatches
5.1.34 explains why there is an urgent need for action if a ship takes onan unusual trim or heel, or if her motions become changed
5.1.35 explains the vulnerability of the bulkhead in bulk carriers
between number 1 and 2 holds identified by IACS and IMO andthe potential consequences of this failing
5.2

SOLAS Chapter XII Additional Safety Measures for Bulk Carriers
5.2.1 explains the regulations provided as Additional Safety Measures
for Bulk Carriers in Chapter XII of the SOLAS convention which
apply to bulk carriers of 150m in length and upwards, carrying
high density dry bulk cargoes, including:- damage stability and flotation,- structure of bulkheads and double bottoms,- overall longitudinal strength in the flooded state,- strength and flooding requirements for carrying cargoes
with densities of 1,000 kg/m3 or greater- the bulkhead strength requirements for carrying cargoesof 1,780 kg/m3 or greater- hold loading,- cargo density declarations,- provision of a loading instrument- hold, ballast and dry space water ingress alarms- availability of pumping systems- restrictions from sailing with any hold empty- the imposition of restrictions on loading higher density
cargoes and homogenous loading in adjacent holds,
including the endorsement of loading information andmarking of the ship

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5.2.2 explains that no bulk carrier over ten years old can carry a highdensity bulk cargo unless she has undergone either a periodical
survey or a survey of her cargo holds to an equivalent extent, as
required by regulation XII/7
5.3

CSR Bulk
5.3.1 explains that the IACS Common Structural Rules (CSR) areclassification society rules covering structural requirements for
Bulk Carriers and Tankers
5.3.2 states that IACS Common Structural Rules (CSR) Bulk whichcontains structural requirements are applicable for Bulk Carriers
with L > 90 m signed for construction after 1 April 2006
5.3.3 explains that vessels built to CSR shall have overall safety of thehull structure equivalent to or better than that currently achievedby present rules
5.3.4 explains that the reasons for implementing of these rule are:- to eliminate competition between class societies with respect
to structural requirements and standards- to employ the combined experience and recourses of all
IACS societies to develop a single standard, or set of rules- to fully embrace the intentions of the anticipated IMO
requirements for goal based new construction standards- to ensure that a vessel meeting this new standard will berecognized by the industry as being at least as safe androbust as would have been required by any of the existingrules
5.3.5 explains the general benefits of these rules
5.3.6 discusses the critical areas of weakness identified in bulk carrier
and tanker structure and the requirements for enhanced
inspection identified in these rule

6. Loading, care and unloading of Bulk Cargoes
6.1

Application of all available shipboard data related to loading, careand unloading of bulk cargoes
6.1.1 outlines and describes all relevant information to be appraised
prior planning of loading a bulk cargo
6.1.2 outlines the relevant publications, IMO codes andrecommendations that should be referred to prior loading a bulk
cargo:- SOLAS regulation VI/7 and the related code of practicefor the safe loading and unloading of bulk carriers (BLU
Code)

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International Maritime Solid Bulk Cargoes (IMSBC)
International Code for the Safe Carriage of Grain in Bulk
Code of Safe Practice for Cargo Stowage and Securing

6.1.3 explains the procedure for loading a bulk cargo in detail6.1.4 prepares cargo stowage plans after carefully considering andassessing information such as seasonal load line zones, port
restrictions, shipboard limits, e.g. draft, cargo capacity, stability,
stresses and loading rates
6.1.5 explains that prior to loading bulk cargo, the shipper should
declare characteristics & density, stowage factor, angle ofrepose, amounts and special properties of the cargo
6.1.6 explains that in preparing the vessel for a safe planning andcargo stowage, the loading and unloading sequences and otheroperational matters should be informed well in advance by thecharterers / terminal
6.1.7 explains the content of the loading manual
6.1.8 explains that the consumption of ship's bunkers,
consumption/generation of fresh water, during the voyage
should be taken into account when carrying out the stress anddisplacement calculations
6.1.9 explains that loading and unloading sequences must consider
the loading rate, the de-ballasting capacity and the applicablestrength and draught limitations
6.1.10 plans the loading, care and unloading of bulk cargoes using the
ship's approved loading manual and the typical information
provided
6.1.11 describes the action that should be taken if the Master does notbelieve they have been provided with the required or correct
information relating to the cargo to be loaded
6.1.12 describes the requirements for the carriage of loading
instruments
6.1.13 describes the typical information that can be obtained from aloading instrument
6.1.14 explains the certification, testing and use of a loading instrument
6.1.15 utilizes a typical loading instrument to plan and monitor bulk
carrier loading, ballast exchange and discharge operations
6.2

Code of practice for the safe loading and unloading of bulk
carriers (BLU code)
6.2.1 outlines the contents of the Code of Practice for the Safe
Loading and Unloading of Bulk Carriers (BLU code) in relationto:

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communications and coordination between ship andterminal-

allocation of ships to appropriate terminals-

condition of ships and terminal equipment-training of ship and terminal personnel-

requirement to be familiar with and comply with local
regulations-

use of safety checklists-

responsibility of the Master-

additional considerations in relation to dangerous cargoes-

the use of the BLU Manual by terminal staff-

the impact of arrival and departure condition on
maneuverability-

actions to minimize hull and local stress-actions to take where acceptable hull and local stresslevels may be exceeded

7. Safe cargo handling in accordance with the provisions of the relevant
instruments
7.1 Establish procedures for safe cargo handling in accordance withthe provisions of the relevant instruments such as: IMDG Code;IMSBC Code; MARPOL 73/78, Annexes III and V
7.1.1 Explain the procedures that should be followed for accepting
solid bulk cargoes, packaged dangerous goods and marine
pollutants for shipment in terms of:- the required documentation- ensuring that the condition and labeling of the goods arefit for carriage- ensuring that the vessel is able to safely stow the cargo interms of vessel certification, the ability to achieve
separation and segregation requirements and theavailability of any particular safety equipment that might
be required
7.1.2 Develops stowage plans for cargoes that contain multiple
packaged dangerous goods and ensure that separation andsegregation requirements of IMDG, IMSBC and MARPOL areachieved
7.1.3 Prepares dangerous goods manifests and stowage plans inaccordance with IMDG requirements
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7.1.4 Discusses the preparations and precautions that should betaken prior to the handling of bulk cargoes, packaged dangerous
goods and marine pollutants in terms of:- preparation of spaces- mooring of the ship
- information exchange and communication with port andregulatory authorities- flag and light signals- provision of emergency, fire and protective equipment
7.1.5 Identifies the appropriate action to take in case of general andmedical emergencies involving packaged dangerous goods
using the EMS and MFAG guidance of the IMDG Code
7.1.6 Discusses the risks that might be created by undeclared
dangerous goods or goods that are not packaged or
separated/segregated in accordance with the IMDG Code7.1.7 Explains that the loading and discharge of dangerous goods,
bulk cargoes and marine pollutants may be subject to port andnational regulations in loading and discharge ports in addition to
the requirements of the IMO codes
7.1.8 explains that there are procedures also given in the safety
management system for the reporting of incidents involving theloss, or likely loss of harmful substances
7.1.9 states that the ship carrying marine pollutants should have a
special list or manifest or detailed plan showing the location ofthese goods as per MARPOL Annex III/4(3)7.1.10 states that the master and chief mate should ensure that marine
pollutants are stowed in the location specified in the special list
or manifest or detailed plan
7.1.11 states that the master and chief mate should ensure that whenmarine pollutants or any other dangerous goods are loaded on
their ship, they must be stowed as required by Chapter 7.1,
Section 7.1.4 of the IMDG Code in order to comply withMARPOL Annex III/5
7.1.12 states that the information provided on the special list or
manifest should be compliant with section 5.4.3 of the IMDG
code as per MARPOL Annex III/4(3)7.1.13 states that to avoid accident which may lead to marine pollution,
the master and chief mate should take note that marine
pollutants should not be placed on the outer row or out board
stow at the side of the ship. In addition, if they are stowed on
deck, they should be located in such a way that any leakage will
not escape into the sea and containers are not in exposed
location where they may be damaged by the action of the sea or
weather
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7.1.14 states that as given in MARPOL Annex III/5, the master andchief officer should ensure that when marine pollutants or any
other dangerous goods is carried on their ship, the stowage andsecuring must be in accordance with the requirements of theDocument of Compliance (DOC) and approved Cargo Securing
Manual (CSM)
7.1.15 states that that the disposal of dry bulk cargo residues isregulated by the requirements of MARPOL Annex V whichgoverns garbage disposal at sea
7.1.16 states that as per the guidelines given in MARPOL Annex V,
cargo-associated waste means all materials which have become
wastes as a result of use on board a ship for cargo stowage andhandling and this includes but is not limited to dunnage, shoring,
pallets, lining and packing materials, plywood, paper, cardboard,
wire, and steel strapping
7.1.17 states that as per the guidelines given in MARPOL Annex V,
operational wastes means all cargo-associated waste andmaintenance waste, and cargo residues
7.1.18 states that as per the guidelines given in MARPOL Annex V,
cargo residues, expected to be in small quantities, are definedas the remnants of any cargo material on board that cannot be
placed in proper cargo holds (loading excess and spillage) or
which remain in cargo holds and elsewhere after unloading
procedures are completed (unloading residual and spillage)
7.1.19 states that this means that under the terms of MARPOL 73/78,
discharge of cargo residues, except in limited safety
circumstances, is prohibited until the ship is more than twelve
nautical miles from the nearest land
7.1.20 states that minimization of cargo residue wash down anddischarge should form part of the ship‘s Garbage Management
Plan and all residue discharges should be recorded as garbage
category 4
7.1.21 states that discharges of cargo residues also require start andstop positions to be recorded in the Garbage record book7.1.22 states that cargo materials contained in the cargo hold bilge
water is not treated as cargo residues provided that the cargomaterial is not classified as a marine pollutant in the IMDG Codeand the bilge water is discharged from a loaded hold through thevessel‘s fixed piping bilge drainage system
7.1.23 explains that cargo residues are created through inefficiencies inloading, unloading and on-board handling

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7.1.24 states that as cargo residues fall under the scope of theseguidelines provided by MARPOL annex V, it may, in certain
cases, be difficult for port reception facilities to handle such
residues and is therefore recommended that cargo be unloaded
as efficiently as possible in order to avoid or minimize cargo
residues
7.1.25 states that spillage of the cargo during transfer operations
should be carefully controlled, both on board and from docksideand since this spillage typically occurs in port, it should becompletely cleaned up prior to sailing and either delivered into
the intended cargo space or into the port reception facility
7.1.26 states that areas on the ship where spillage is most common
should be protected such that the residues are easily recovered

8. Effective communications and improving working relationship8.1 Basic principles for establishing effective communications andimproving working relationship between ship and terminal
personnel
8.1.1 explains the necessity for effective communication and working
relationships between ship and terminal
8.1.2 outlines and describes the information that should be exchanged
between the ship and terminal:-prior to ship‘s arrival-

when arriving in a part loaded condition or with residues-

for combination carriers (OBO or O/O)-

in relation to the readiness of holds to load cargo-in ensuring that the plan and understanding of theoperation is up to date and shared by both the ship andterminal-

ensuring that the cargo declaration as required bychapter VI of SOLAS 1974 is completed-

provisions for changing loading or unloading plans

8.1.3 states that the loading plans should be kept by the ship andterminal for a period of six months

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CompetenceF2-Module 2: Assess reported defects and damage to cargo spaces, hatch
covers and ballast tanks and take appropriate action
1. Limitations on strength of the vital constructional parts of a standard
bulk carrier and interpret given figures for bending moments and shear
forces1.1

states that the longitudinally continuous upper deck of a bulk carriersuffers hull girder stress

1.2

explains that the longitudinal bending causes an axial force on theupper deck that may cause cracking of the deck plate at the locations
where the stress is concentrate

1.3

states that bulk carriers have cargo hatchways for the convenience ofcargo-handling facilities

1.4

explains that these hatchways reduce the ship‘s torsional strength andinvite concentrated stress at the hatchway corners which may beevident by cracking of the deck plates in these areas

1.5

states in this regard upper deck plating at hatchway corners is one of
the focal points for cracking

1.6

explains that cross-deck strips come under stress by transverse
bending

1.7

explains that the transverse bulkheads provide transverse strength to abulk carrier and the cross-deck strips provide the strength to withstandthe resultant axial forces in a transverse direction

1.8

explains that there are various types of cracking in the upper deck

1.9

states that those propagating from the cargo hatchways are generally
considered serious to the ship‘s safety

1.10

explains that various metal fittings are welded to the upper deck plating
and these installations may cause stress concentrations at the welded
joints or have defects in the welds

1.11

states that deck platings in the vicinity of manholes, hatch side
coaming end brackets, bulwark stays, crane post foundations and deckhouses, etc. are to be carefully watched for cracking

1.12

states that hatch coamings are subjected to hull girder stress

1.13

explains that although they are not critical longitudinal strength
members, they should be watched carefully to ensure that these cracks
do not spread

1.14

states that the area around the corners of a main cargo hatch can be
subjected to high cyclical stress due to the combined effect of hull
girder bending moments, transverse and torsional loading

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1.15

explains that discontinuous cargo hatch side coamings can be
subjected to significant longitudinal bending stress

1.16

explains that this introduces additional stresses at the mid-length ofhatches and stress concentrations at the termination of the side
coaming extensions

1.17

explains that hatch cover operations, in combination with poor
maintenance, can result in damage to cleats and gasket, leading to theloss of weathertight integrity of the hold spaces

1.18

states that damage to hatch covers can also be sustained bymishandling and overloading of deck cargoes

1.19

states that the marine environment, the humid atmosphere due to thewater vapor from the cargo in cargo holds, and the high temperature on
deck and hatch cover plating due to heating from the sun may result inaccelerated corrosion of plating and stiffeners making the structure
more vulnerable to the exposures described above

1.20

states that when carrying out visual inspection, special attention shouldbe paid to areas where pipes, e.g. fire main pipes, hydraulic pipes andpipes for compressed air, are fitted close to the plating, making proper
maintenance of the protective coating difficult to carry out

1.21

states that cracking may be initiated at defects in welded joints andmetal fittings to the coamings that will invite stress concentration

1.22

states that such cracking is considered serious to the ship‘s safety
because it may be the initiation of a fracture on a large scale

1.23

states that on typical bulk carriers, the topside and bilge hopper tanks
compose a double hull surrounding the cargo space, which together
with the double bottom provides hull strength and rigidity

1.24

states that if corrosion and waste become excessive, failure of holdframes invites additional loads to the adjacent ones, which may lead to
failure throughout the side shell structure

1.25

explains that the transverse bulkheads may also be susceptible toaccelerated corrosion, particularly at the mid height and at the bottom

1.26

states that particular care should be exercised when inspecting holdframes

1.27

states that the transverse bulkheads, in that these members may
appear in deceptively good condition

1.28

states that the tank top and side shell plating generally corrodes fromthe steel surface facing the cargo hold and corrosion from inside thedouble bottom is usually less than that from the cargo hold side

1.29

states that cargo hold frames should also be carefully inspected formechanical damage, corrosion and waste, because many cargoes will
damage hold frames through direct contact

1.30

states that this damage will invite corrosion from seawater brought onboard in loading operations

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1.31

states that the most important aspects of cargo hold inspections are
the condition of side shell structures and their reinforcements

1.32

states that special attention should be paid to the condition of holdframes and their connection to the shell plating

1.33

outlines and describes the common damage/defects that may occur onwatertight transverse bulkheads situated at the ends of dry cargo holds
of a bulk carrier

1.34

states that cracks may often be found at or near the connection of thestool of the transverse bulkhead and the tanktop in bulk carriers having
combination cargo/ballast holds

1.35

states that wastage/corrosion may affect the integrity of steel hatch
covers and the associated moving parts, e.g. cleats, pot-lifts, roller
wheels, etc

1.36

explains that deformation/twisting of exposed structure above deck,such as side-coaming brackets and bulwarks, may result from impact
due to improper handling of cargo and cargo handling machinery

1.37

explains that such damages may also be caused by shipping of green
sea water on deck in heavy weather

1.38

outlines and describes other fractures that may occur in the deck
plating at hatches and in connected coamings

1.39

outlines and describes the damages caused by cargoes in cargo holds,
especially to tanktop plating and side:
1.39.1 at loading and unloading ports for coal or iron ore, large grab
buckets, high-capacity cargo
1.39.2 loaders, bulldozers and pneumatic hammers may be employed
for cargo-handling operations
1.39.3 large grab buckets may cause considerable damage to tank top
plating when being dropped to grab cargo
1.39.4 use of bulldozers and pneumatic hammers may also be harmful
to cargo hold structures and may result in damage to tank tops,
bilge hoppers, hold frames and end brackets
1.39.5 lumber cargoes may also cause damage to the cargo holdstructures of smaller bulkers that are employed in the carriage oflight bulk cargoes and lumbers

1.40

states that side stringers and/or side shells in way of No. 1 cargo holdalong the collision bulkhead are often found cracked

1.41

explains that this kind of damage is considered to be caused byinsufficient continuity between forepeak construction and cargo holdstructure

1.42

explains that on large bulk carriers such as capsize and panamax
bulkers, bilge hopper plating around the knuckle line may be cracked
along the bilge hopper transverse webs

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1.43

states that this is considered to be caused by insufficient local
reinforcement

1.44

states that though the water ballast tanks of newer bulk carriers arewell protected against corrosion, the upper portion is susceptible tocorrosion because the protective coating will easily deteriorate due toheat from the upper deck and the cyclic wet/dry effect of seawater

1.45

states that cracks may be found at the intersections of longitudinal andtransverse members

1.46

states that cracks may be found in the side, bottom and/or tank top
longitudinal at intersections with solid floors or bilge hopper transverses

1.47

states that cracks also may be found in the floors or transverses
occurring at the corners of the slots cut for longitudinal

1.48

states that longitudinal may be cracked at the ends of additional(partial) side girders provided in the double bottom below cargo holdbulk heads or at the side walls of bilge wells for cargo holds, due toadditional stress concentration caused by the structural discontinuity atthose connections

1.49

states that cracks may be observed in transverse webs in bilge
hoppers initiating from the slot openings for longitudinal and at the
knuckled corners of the lower ends of the hoppers

1.50

states that corrosion accelerated by heat have been observed indouble-bottom water ballast tanks adjacent to fuel oil tanks

1.51

states that in recent years, the grade of bunker oil being used requires
the temperature in the tank to be 80°C or more and such a temperature
can accelerate corrosion of the steel in the tanks, particularly in thevicinity of the boundaries of the fuel oil tanks

1.52

states that bottom plates are often eroded under the suction bellmouths
in tank

1.53

states that a sounding pipe has a pad plate at its bottom end forprotection of the tank bottom against the strike of the sounding scale‘slead and extent of diminution of the protection plate should be
examined during inspections

1.54

states that connection trunks provided between topside and bilge
hopper spaces are to be carefully watched for signs of corrosion andwaste of the steelworks inside

1.55

explains that on some bulk carriers, bilge hopper tanks and topsidetanks form one integral tank connected with trunk spaces

1.56

states that the inside surface of a connection trunk is liable to corrosion
and should be examined carefully

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Interpret Given Figures for Bending Moments and Shear Forces
1.57

states that the bulk carriers are assigned 2 sets of permissible stillwater shear forces (SWSF) and still water bending moment (SWBM)
limit to each ships, namely:
1.57.1 seagoing (at sea) SWSF and SWBM limits
1.57.2 harbor (in port) SWSF and SWBM limits

1.58

states that the seagoing SWSF and SWBM limits should not be
exceeded when the ship is put to sea or during any part of a seagoing
voyage1.59

explains that in harbor, where the ship is in sheltered water and issubjected to reduced dynamic loads, the hull girder is permitted tocarry a higher level of stress imposed by the static loads

1.60

states that the harbor SWSF and SWBM limits should not be exceeded
during any stage of harbor cargo operations

1.61

explains that when a ship is floating in still water, the ship's lightweight(the weight of the ship's structure and its machinery) and deadweight(all other weights, such as the weight of the bunkers, ballast, provisions
and cargo) are supported by the global buoyancy up thrust acting on
the exterior of the hull

1.62

explains that along the ship's length there will be local differences inthe vertical forces of buoyancy and the ship's weight and these
unbalanced net vertical forces acting along the length of the shipcauses the hull girder to shear and to bend, inducing a vertical stillwater shear force (SWSF) and still water bending moment (SWBM) at
each section of the hull

1.63

explains that at sea, the ship is subjected to cyclical shearing andbending actions induced by continuously changing wave pressures
acting on the hull

1.64

explains that these cyclical shearing and bending actions give rise toan additional component of dynamic, wave induced, shear force andbending moment in the hull girder

1.65

explains that at any one time, the hull girder is subjected to a
combination of still water and wave induced shear forces and bending
moments

1.66

explains that the stresses in the hull section caused by these shearing
forces and bending moments are carried by continuous longitudinal
structural members

1.67

explains that these structural members are the strength deck, side shelland bottom shell plating and longitudinals, inner bottom plating andlongitudinals, double bottom girders and topside and hopper tanksloping plating and longitudinals, which are generally defined as thehull girder

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1.68

states that over-loading will induce greater stresses in the double
bottom, transverse bulkheads, hatch coamings, hatch corners, main
frames and associated brackets of individual cargo holds, and it can beobserved as:
1.68.1 increased stress in main frames and brackets
1.68.2 increased stress in double bottom structure
1.68.3 increased stress in transverse bulkhead
1.68.4 increased stress in cross deck strip
1.68.5 greater distortion of topside tank1.69

states that exceeding the permissible limits specified in the ship's
approved loading manual will lead to over-stressing of the ship's
structure and may result in catastrophic failure of the hull structure

1.70

states that when deviating from the cargo load conditions contained in
the ship's approved loading manual, it is necessary to ensure that both
the global and local structural limits are not exceeded

1.71

explains that all officers should be aware over-stressing of local
structural members can occur even when the hull girder still water
shear forces (SWSF) and bending moments (SWBM) are within theirpermissible limits

1.72

analyses and interprets the causes and effects of shearing forces andbending moments on ship‘s structures

1.73

demonstrate the knowledge gained on the fore mentioned topics byinterpreting given figures for bending moments and shear forces

2. Methods to avoid the detrimental effects on bulk carriers of corrosion,
fatigue and inadequate cargo handling
2.1

states that deterioration of structure through corrosion, fatigue anddamage is identified as a principal factor in the loss of many bulk
carriers

2.2

states that failing to identify such deterioration may lead to sudden andunexpected failure

2.3

states that it is critical to inspect the cargo holds, ballast tanks and vital
constructional parts of the bulk carriers, after every operation toensure, rapid action can be taken if the inspection reveals any cracks,
fracture or other damages

2.4

states that Internal degradation through corrosion may be accelerated
through chemical action from certain cargoes

2.5

states that certain cargoes, including coal, phosphates and sulfur,
transported by bulk carriers can rapidly corrode the hold side frames
and promote fractures

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2.6

states that the scouring effect of abrasive cargoes may cause holdcoatings to deteriorate rapidly

2.7

explains that corrosive effects of some cargoes like coal which
produces acidic conditions, accelerates the rate of deterioration ofinternal structures in cargo holds and welds in particular

2.8

explains that since bulk carriers tend to have low freeboard theuppermost continuous deck and other fittings including hatch covers
are prone to exposure to green seas, which may again cause
accelerated corrosion, and in some cases even structural damages
which may again lead to catastrophic result, if not detected early andappropriate action taken

2.9

states that since improper cleaning during hold cleaning leads toaccelerated corrosion all crew should be well trained for hold cleaning,and proper checks to be made after the holds have been cleaned, toensure no remnants of previous cargo is left behind

2.10

states that in ballast holds, sloshing forces due to partially filled spaces,
during ballast exchange at sea may result in damage to the structure
and this damage may go unnoticed if it is in inaccessible positions, thishas to be prone in mind while carrying out inspections

2.11

states that coatings are the first barriers to protect metal surfaces
against corrosion

2.12

states that ballast exchange, especially for cargo hold, can also cause
accelerated corrosion, if the hold has any exposed, unprotected steel
surface

2.13

states that intact coatings prevent corrosion of the steel surface,
however a local absence of coating (due to coating depletion,
deterioration, damage, etc) can result in corrosion rates similar or
greater than those of unprotected steel

2.14

states that periodic inspections at appropriate intervals and repair of
coating as required are effective in minimizing corrosion damage

2.15

states that to ensure that such exposures are not neglected, all officers
should be well trained in identifying and reporting to the chief officer orthe Master2.16

states that care should be taken, to tend any unprotected surfaces incargo holds caused due to any reasons, after carefully examining thestructure for any signs of fatigue or fracture

2.17

states that hold cleaning, ballasting at sea and ballast exchange
carried out at sea are vulnerable aspects of a bulk carrier operation,and thus to avoid any kind of undue stress, proper, careful procedures,
specified, in loading manual, ballast water management plan, among
others should be followed

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2.18

explains that, bulkheads, trunks and ballast tank boundaries in single
side-skin bulk carriers, can present "hard spots" that concentrate forceswhere the change in construction occurs (e.g. longitudinal to transverse
framing) that may lead to undetected fractures, hence careful
examination at periodic intervals is necessary

2.19

states that damage to bow plating is possible through impacts
associated with swinging or loosely stowed anchors may cause an
initiating fracture or fatigue in bow shell plating that could lead to failureand subsequent flooding

2.20

states that internal integrity of forward spaces (that are usually used forballast and/or stores) is therefore of vital importance

2.21

states that to prevent this from happening, the anchor must be fully
hauled-in, stowed and retained in position by the lashing arrangement
provided, ensuring there is three-point contact of anchor with the shipside at all given times

2.22

states that corrosion degradation will seriously reduce the ability ofplating and stiffening to withstand the forces to which it will be
subjected

2.23

states that any external forces - horizontal and/or vertical - may cause
hatch cover dislodgement

2.24

states that the cargo hatchway, if it loses its protection in this way, is amajor access for water ingress and a serious threat to the integrity of
the hull

2.25

states that to ensure such thing does not happen, the hatch covers
must be stowed, secured, battened down at all given times

2.26

states that metal fatigue is the progressive failure of metal under cyclicloading and as the name - fatigue‖ implies, it is a mode of degradationin which the steel is worked until it simply gets tired

2.27

states that bulk carriers are susceptible to many modes of cyclic forcesthat combine with other forces acting upon the vessel‘s structure andover time these cyclic stresses, can seriously weaken the vessel‘s
structural capacity

2.28

states that fatigue failure may result due to loss of cross-sectional areain the plating joints

2.29

states the areas that are prone to fatigue cracks in the cargo holds,
which have to be carefully examined during routine, periodic,
scheduled inspections, are:2.29.1 corrugated bulkhead
2.29.2 shedder plate
2.29.3 inner bottom longitudinal (tank top)

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2.29.4 side frames
2.29.5 side longitudinal
2.29.6 hopper tank
2.29.7 lower stool
2.29.8 toes of the hatch coaming termination brackets
2.30

states that carriage of high density cargoes can cause buckling,
structural deformities over a period of years, which can result inacceleration of corrosion and fatigue

2.31

states that many terminals have the practice of dislodging cargo fromside shell, frames, hoppers using mechanical grabs, bulldozers,
hydraulic hammers, and other machineries

2.32

states that these machineries produce local damage and loading thatcan weaken the ship‘s structure

2.33

states that precaution must be taken to ensure the terminals are
instructed not to use any machinery which may cause damage, clearly,
during the formal filling and agreeing as per the ship/shore checklist,
contained in the BLU code, and duty officer‘s to be instructed to stop
any such activities that may endanger the ship‘s structure, also
bringing it to the attention of Master2.34

states that buckling of plating caused due to high density cargoes,found generally on cargo hold tanktops, can lead to fractures oraccelerated corrosion, if not inspected thoroughly

2.35

states that damage to side shell caused externally through contact withdocksides or tugs and, internally from impact by cargo dislodging
equipment during discharge, can result in initiating fractures and/or
fatigue of the structure

2.36

states that careful examination is of prime importance after any such
incidents, to assess the extent of damage and action required.

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FUNCTION 3
CONTROLLING THE OPERATION OF THE SHIP AND
CARE FOR PERSONS ON BOARD AT THE
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FUNCTION CONTENTS

Function 3 (F3):Controlling the Operation of the Ship and Care for Persons
on Board at the Management Level

Part A – Course Framework
1. Scope
2. Learning Objectives
3. Entry Standards
4. Course Intake Limitations
5. Staff Requirements
6. Training Facilities
7. Training Equipment
8. Certificate of Course Completion
9. Suggested Textbooks and References
Part B – Course Outline
1. Competence
2. Topics
3. Time Allocation for Each Topic
4. Total Hours for Function 3
Part C – Course Syllabus
1. F3 - Module 1:

Control trim, stability and stress

2. F3 - Module 2:

Monitor and control compliance with legislativerequirements and measures to ensure safety of life atsea, security and the protection of the marine
environment

3. F3 - Module 3:

Maintain safety and security of the ship's crew andpassengers and the operational condition of lifesaving, fire-fighting and other safety systems

4. F3- Module 4:

Develop emergency and damage control plans andhandle emergency situations

5. F3 - Module 5:

Use of leadership and managerial skill

6. F3 - Module 6:

Organize and manage the provision of medical careon board

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FUNCTION 3

PART ACOURSE FRAMEWORKNew Management Level Course for Marine Deck Officers

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SCOPE
This Function covers the mandatory requirements for knowledge, understanding
and proficiencies for “Controlling the Operation of the Ship and Care for Persons
on Board at the Management Level” as provided for under the 2010 STCW
Manila Amendments, Regulation II/2 in relation to Section A-II/2, Table A-II/2
thereof. Topics in this function were also carefully selected following a course
mapping based on the revised IMO Model Course 7.01 and the revised BSMT
program under CMO No. 31, series of 2013, which now covers specificmanagement level topics under this function
LEARNING OBJECTIVES
Upon succesful completion of this Function, trainees shall be expected to havegained the minimum knowledge, understanding and proficiencies needed to carryout and undertake at the management level the tasks, duties and responsibilities
for controlling the operation of the ship and care of persons on board a ship of
3,000 gross tannage or more.
ENTRY STANDARDS
Entrants to this course must be Marine Deck Officers who are holders of
Certificate of Competency (COC) under Regulation II/1 of the STCW ’78
Convention, as amended and have not less than one (1) year of seagoing service
as officer in charge of a navigational watch on ships of 500 gross tonnage or
more.
COURSE INTAKE LIMITATION

Trainees shall not exceed 24 students per class.



Practical training using a full mission bridge simulator shall follow a manmachine ratio of 4:1

STAFF REQUIREMENTS
Every METI offering this Management Level Course shall have a Training
Supervisor, a minimum of two (2) instructors and an assessor for the course;
subject the approval by the Administration in accordance with MARINA Circular(MC) No. 2013-03, as amended by MC 2013-12, series of 2013. The qualification
requirements shall be as follows:

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STAFF REQUIREMENTS (Continued…)
Training Supervisor

Holder of at least a Bachelor of Science Degree;Have not less than one (1) year experience in maritime education andtraining;

Have an understanding of the training course and the specific objectivesof the training being conducted under his supervision; and

Holder of a Certificate of Completion of Instructor’s Training Course (IMO
Model Course 6.09) or 18 earned units in teacher education coveringteaching methodologies, test and measurement.

Instructors
Management Level Deck Officer with not less than one (1) year of
seagoing service in that capacity on board seagoing ship of 3,000 GT or
more;



Holder of a Certificate of Completion of Instructor’s Training Course (IMO
Model Course 6.09) or 18 earned units in teacher education coveringteaching methodologies, test and measurement;

Holder of a Certificate of Completion of the Management Level Course forMarine Deck Officers;Holder of a COC as Management Level Marine Deck Officer;Holder of a valid Professional Regulation Commission (PRC) License as
Management Level Marine Deck Officer;

If conducting training using simulator:‒ Must be holder of a Certificate of Completion of the “Train the
Simulator Trainer and Assessor” (IMO Model Course 6.10), or
approved Training Course for Simulator Instructors and Assessors;and‒ Have gained practical operational experience on the particular typeof simulator being used.

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STAFF REQUIREMENTS (Continued…)
AssessorsManagement Level Deck Officer with not less than one (1) year
seagoing service in that capacity on board seagoing ship of 3000 GT or
more;



Holder of a Certificate of Completion of the Management Level Course forMarine Deck Officers;Holder of a valid PRC License as Management Level Marine Deck Officer;Holder of a Certificate of Completion of the Training Course in
Assessment, Examination and Certification of Seafarers (IMO Model
Course 3.12);Have gained practical assessment experience as understudy for not lessthan three (3) times;

If conducting assessment involving the use of simulators:‒ Must be holder of a Certificate of Completion of the Train the
Simulator Trainer and Assessor (IMO Model Course 6.10), or
approved Training Course for Simulator Instructors and Assessors;and‒ Have gained practical assessment experience on the particular typeof simulator being used under the supervision and to thesatisfaction of an experienced Assessor for not less than three (3)times.

Resource Person
The METI may be allowed to engage the services of other persons withestablished expertise on particular topics, provided that the Administration shallbe duly informed at least five (5) working days prior to engagement.
NOTE TO METIs:
The foregoing are the qualification standards that must be met by the Instructors,
Assessors and Supervisor. In addition, METIs shall exercise utmost diligence andresponsibility in the selection of such Staff and ensure that they are appropriately
qualified to carry out effective teaching, assessment and supervision of thecourse, respectively.

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TRAINING FACILITIESFor the theoretical part, a classroom with multi-media over-head projector, with acomputer set, and a white board with eraser will be utilized, among others. This
does not however preclude METIs from utilizing additional teaching aids tofacilitate learning.
TRAINING EQUIPMENT
A Full Mission Bridge Simulator certified as Class “A” or similar category showing
reference to STCW Table A-II/2, by an internationally recognized Classification
Society, capable of simulating a total shipboard bridge operation and can perform
advanced maneuvering in restricted waterways including own ship capabilities forships inter-action, bank suction and bank cushion, with briefing and debriefing
rooms among others.
CERTIFICATE OF COURSE COMPLETION
Trainees who succesfully completed this Function and passed the assessment
thereof, shall be issued a Certificate of Completion. The format of such certificate
shall be in accordance with the format prescribed by the Administration.
SUGGESTED TEXT BOOKS AND REFERENCES
For the textbooks and reference materials, METIs should refer to the list of
Teaching Aids, Videos, References, Textbooks and Bibliographies indicated in
the revised IMO Model Course 7.01 validated during the 44 th Session of the
IMO’s Sub-Committee on STW. This does not however preclude METIs fromutilizing other relevant and more updated books and references that may beavailable or prescribed by the Administration. METIs shall also exercise prudence
and utmost responsibility in selecting the textbooks and references for thisFunction to ensure that only relevant and up-to-date ones shall be utilized.

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FUNCTION 3

PART B
COURSE OUTLINE

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MAIN TOPIC

NO. OF
HOURS

Competence
F3 - Module 1: Control trim, stability and stress
1. Fundamental principles of ship construction, trim and stability

19

F3 - Module 2: Monitor and control compliance with legislativerequirements and measures to ensure safety of life atsea, security and the protection of the marine
environment
1. International maritime laws embodied in international
agreements and conventions

20

F3 - Module 3: Maintain Safety and Security of Ship’s Crew andPassengers and the Operational Condition of LifeSaving, Fire-Fighting and Other Safety Systems
1. Life-saving appliance regulations (SOLAS)

2

2. Actions to be taken to protect and safeguard all persons onboard in emergencies

4

3. Actions to limit damage and salve the ship following a fire,
explosion, collision or grounding

4

F3 - Module 4: Develop emergency and damage control plans
and handle emergency situations
1. Preparation of contingency plans for response to
emergencies

9

2. Ship construction, including damage control

4

F3 Module 5: Use of Leadership and Managerial Skills
1. Shipboard personnel management and training

16

2. Related international maritime conventions andrecommendations, and national legislation

4

3. Application of task and workload management8

4. Effective resource management10

5. Decision-making techniques

7

6. Development, implementation, and oversight of standard
operating procedures

1

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Competence
F3 - Module 5: Organize and manage the provision of medicalcare on board
1. Medical Publications
1.1.

International Medical Guide for Ships

1.2

Medical Section of International Code of Signals(medical section)

1.3

Medical First Aid Guide for Use in Accidents
involving Dangerous Goods

TOTAL FOR FUNCTION 3: Controlling the operation of the ship
and care for persons on board at the
management level

4

112

Geneal 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 new requirements,
laws, rules and regulations, new developments, trends and practices in the maritime
industry.

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FUNCTION 3

PART CCOURSE SYLLABUS

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F3 Module 1
Competence: Control trim, stability and stress
1. Fundamental principles of ship construction and the theories and factors
affecting trim and stability
1.1 Shipbuilding Materials
1.1.1 states that steels are alloys of iron, with properties dependent
upon the type and amounts of alloying materials used
1.1.2 states that the specifications of shipbuilding steels are laid down
by classification societies
1.1.3 states that shipbuilding steel is tested and graded byclassification society surveyors, who stamp it with approval
marks
1.1.4 explains that mild steel, graded A to E, is used for most parts ofthe ship
1.1.5 states why higher tensile steel may be used in areas of highstress, such as the sheer strake
1.1.6 explains that the use of higher tensile steel in place of mild steel
results in a saving of weight for the same strength
1.1.7 explains what is meant by:- tensile strength- ductility- hardness- toughness
1.1.8 defines strain as extension divided by original length
1.1.9 sketches a stress-strain curve for mild steel
1.1.10 explains:- yield point- ultimate tensile stress- modulus of elasticity
1.1.11

explains that toughness is related to the tendency to brittle
fracture

1.1.12 explains that stress fracture may be initiated by a small crack
or notch in a plate
1.1.13 states that cold conditions increase the chances of brittle
fracture
1.1.14states why mild steel is unsuitable for the very low
temperatures involved in the containment of liquefied gases

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1.1.15 lists examples where castings or forgings are used in ship
construction
1.1.16 explains the advantages of the use of aluminum alloys in theconstruction of superstructures
1.1.17 states that aluminum alloys are tested and graded byclassification society surveyors
1.1.18 explains how strength is preserved in aluminumsuperstructures in the event of fire
1.1.19 describes the special precautions against corrosion that areneeded where aluminum alloy is connected to steelwork
1.2

Welding
1.2.1 describes the process of manual electric arc welding
1.2.2 explains the purpose of flux during welding
1.2.3 describes briefly the automatic welding processes, electro-slag,
TIG and MIG
1.2.4 describes butt, lap and fillet welds
1.2.5 describes the various preparations of a plate edge for welding
1.2.6 explains what is meant by a full-penetration fillet weld
1.2.7 explains what is meant by “single pass’, “multipass” and “back”
run
1.2.8 explains how welding can give rise to distortion and describes
measures which are taken to minimize it
1.2.9 describes the use of tack welding
1.2.10 describes weld faults:- lack of fusion- no inter-run penetration- lack of reinforcement- lack of root penetration- slag inclusion- porosity- overlap- undercut
1.2.11 states that classification societies require tests on weld materials
and electrodes before approving them
1.2.12 discusses the electrode type and process of welding high tensile
steels
1.2.13 describes gas cutting of metals

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1.2.14 briefly describes the testing of welds:

1.3-

visual-radiographic-

ultrasonic-magnetic particle-

dye penetrant

Bulkheads
1.3.1 states that transverse bulkheads serve to subdivide a ship
against flooding and spread of tire, to support decks andsuperstructures and to resist racking stresses
1.3.2 distinguishes between watertight, non-watertight and oil-tight ortank bulkheads
1.3.3 defines:-

margin line-

bulkhead deck-watertight-weather tight

1.3.4 states that cargo ships must have:-a collision bulkhead, watertight up to the freeboard deck,
positioned not less than 5% of the length of the ship (or10 meters, whichever is the less) and not more than 8%of the length of the ship from the forward perpendicular-

an after peak bulkhead enclosing the stem tube andrudder trunk in a watertight compartment-

a bulkhead at each end of the machinery space

1.3.5 explains that cargo ships require additional bulkheads, as laid
down by classification society rules, according to their length oras required by SOLAS
1.3.6 describes the construction of a watertight bulkhead and its
attachments to sides, deck and tank top
1.3.7 describes how water tightness is maintained where bulkheads
are pierced by longitudinal, beams or pipes
1.3.8 states the rule regarding penetrations of the collision bulkhead
1.3.9 states that watertight floors are fitted directly below main
watertight bulkheads
1.3.10 explains that oil tight bulkheads and bulkheads forming
boundaries of tanks are built with heavier scantlings thanwatertight bulkheads

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1.3.12 gives examples of non-watertight bulkheads
1.3.13 explains the purpose of wash bulkheads in cargo tanks or deeptanks
1.3.14 states longitudinal bulkheads serve to subdivide liquid
1.3.15 cargoes, provide additional longitudinal support and reduce freesurface effect1.3.16 distinguishes between Cofferdam, Flat plate and Corrugatedbulkhead construction
1.3.17 explains the use of cross ties in tanker construction
1.4

Watertight and Weather tight doors
Explains the general design and construction features of SOLAS
compliant vessels in terms of watertight integrity
1.4.1 explains the possible effects of sustaining damage when in aless favorable condition
1.4.2 states that the number of openings in watertight bulkheads ofpassenger ships should be reduced to the minimum compatible
with the design and working of the ship
1.4.3 categorizes watertight doors as:- class 1 — hinged doors- class 2 — hand-opened sliding doors- class 3 — sliding doors which are power-operated as wellas hand-operated
1.4.4 states that all types of watertight doors should be capable ofbeing closed with the ship listed to 15° either way
1.4.5 describes with sketches the arrangement of a power operated
sliding watertight door
1.4.6 describes with sketches a hinged watertight door, showing themeans of securing it
1.4.7 states that hinged watertight doors are only permitted above a
deck at least 2.0 meters above the deepest subdivision load line
Cargo Vessels
1.4.8 distinguishes between ships of Type “A” and Type “B” for the
purposes of computation of freeboard
1.4.9 describes the extent of damage which a Type “A” ship of over
150 meters length should withstand1.4.10 explains that a Type “A” ship of over 150 meters length isdescribed as a ‘one- compartment ship

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with reduced freeboard assigned
1.4.12 summarizes the equilibrium conditions regarded as satisfactory
after flooding
All Ships
1.4.13 states that openings in watertight bulkheads must be fitted withwatertight doors
1.4.14 explains that weather tight doors in superstructure openings are
similar to hinged watertight doors
1.4.15 states that drills for the operating of watertight doors, side
scuttles, valves and other closing mechanisms must be held
weekly1.4.16 states the requirements for watertight openings to be closed atsea
1.4.17 discusses procedures for ensuring that all watertight openings
are closed
1.4.18 states that all watertight doors in main transverse bulkheads, inuse at sea, must be operated daily
1.4.19 states that watertight doors and their mechanisms andindicators, all valves the closing of which is necessary to make acompartment watertight and all valves for damage-control crossconnections must be inspected at sea at least once per week
1.4.20 states that records of drills and inspections are to be entered in
the log, with a record of any defects found
1.5 Corrosion and its Prevention
1.5.1 explains what is meant by corrosion
1.5.2 explains what is meant by erosion of metals and gives examplesof where this is likely to occur
1.5.3 describes the formation of a corrosion cell and defines anode,cathode and electrolyte
1.5.4 states that corrosion takes place at the anode while the cathoderemains unaffected
1.5.5 describes the galvanic series of metals in seawater
1.5.6 given the galvanic series, states which of two metals will form
the anode in a corrosion cell
1.5.7 explains the differences in surface condition or in stressconcentration can give rise to corrosion cells between two areasof the same metal

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1.5.8 states that corrosion can be controlled by:-applying a protective coating to isolate the steel from theair or from seawater electrolyte-

using cathodic protection to prevent steel from forming
the anode of a corrosion cell

1.5.9 explains that cathodic protection can only be used to protect theunderwater hull or ballasted tanks
1.5.10 states that both of the methods mentioned above are normallyused together
1.5.11 explains what mill scale is and states that it is cathodic to mildsteel
1.5.12 describes the treatment of steel in a shipyard and the use ofholding primers (shop primers)
1.5.13 explains that the required preparation of steelwork depends
upon the type of paint to be applied
1.5.14 states that many modem paints, such as epoxy andpolyurethane, need to be applied to a very clean shot-blasted
surface
1.5.15 states that paints consist mainly of a vehicle, a pigment and asolvent, and explains the purpose of each
1.5.16 explains the suitability of the following paint types for various
applications as:-

drying oils-

oleo-resins-

alkyd resins-

polymerizing chemicals-

bitumen

1.5.17 describes the action of anti-fouling paint1.5.18 describes the use of self-polishing anti-fouling paint1.5.19 explains the ban on harmful types of antifouling paint1.5.20 describes typical paint schemes for:- underwater areas- boot topping- topsides- weather decks- superstructures- tank interiors
1.5.21 states the safety precautions to take when using paints

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1.5.22 describes the system of cathodic protection using sacrificial
anodes
1.5.23 lists the metals and alloys which may be used as anodes
1.5.24 explains why anodes of magnesium and of magnesium alloy are
not permitted in cargo/ballast tanks and in adjacent tanks intankers
1.5.25 states that good electrical contact between the anode and thehull or tank is essential
1.5.26 describes the impressed-current system of hull protection
1.5.27 explains that the system is adjusted for optimum protection,
often automatically, by use of a reference cell
1.5.28 states that electrical connection with the hull via slip rings andbrushes on the rudder stock and propeller shaft ensuresprotection of the rudder and propeller
1.5.29 explains that, as the underwater paintwork deteriorates, higher
currents are required for protection
1.5.30 states that too high a current can result in damage to paintwork
and a chalky deposit on areas of bare metal, which has to be
removed before repainting can be carried out
1.5.31 states that a protective shield of epoxy resin is applied for about
1 meter around the anodes to withstand the alkaline conditions
there
1.6 Surveys and Dry-docking
1.6.1 states the frequency of classification society surveys
1.6.2 states that intervals between dry-dockings may be extended up
to 2.5 years where a ship has high-resistance paint and an
approved automatic impressed- current cathodic protection
system
1.6.3 states that continuous hull survey, in which all compartments are
examined over a 5-year period, may replace the special surveys
1.6.4 explains all types of survey a ship is subjected to, including but
limiting to: Initial Survey, Renewal Survey, Periodical Survey,
Intermediate Survey, Annual Survey, Inspection of the outside of
the ships bottom, Additional Survey
1.6.5 Explains the harmonized system of ship survey and certification
1.6.6 Explains Condition Assessment Scheme (CAS) for oil tankers
and Condition Assessment Programme (CAP)
1.6.7 lists the items inspected at annual survey as:-protection of openings: hatches, ventilators, cargo doors,side scuttles, overside discharges and any otheropenings through which water might enter

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1.6.8

-

guardrails-

water-clearing arrangements, freeing ports, scuppers-

means of access to crews quarters and working areas

states that the inspections listed above are also required for theannual inspection under the International Convention on LoadLines

1.6.9 lists the items to examine in dry-dock as:-shell plating-

cathodic protection fittings-

rudder-stem frame-

propeller-anchors and chain cable

1.6.10 describes the examinations to be made of the items listed above
1.6.11 describes the cleaning, preparation and painting of the hull in
dry-dock1.6.12 calculates paint quantities, given the formula for wetted surface
area as:S = 2.58 √ Δ L
where S = surface area in m2
Δ = displacement in tones
L = length of ship in meters

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F3 Module 2
Competence: Monitor and control compliance with legislative measures toensure safety of life at sea and protection of the marine
environment
1. Responsibilities under other international maritime law embodied ininternational agreements and conventions that impact on the role ofmanagement level deck officers
1.1. Collision
1.1.1. International Convention for the Unification of Certain Rules of
Law with Respect to Collision Between Vessels (Collision, 1910)
1.1.2. states that when collision is accidental, is caused by ‗force
majeure‘ or if the cause is left in doubt, the damages are borneby those who have suffered them
1.1.3. states that if collision is caused by the fault of one of thevessels, liability to make good the damage attaches to the one
which committed the fault
1.1.4. explains the apportionment of liability when two or more vessels
are in fault
1.1.5. explains that liability attaches where the collision is caused by
the fault of a pilot even when the pilot is carried by compulsionof law
1.1.6. describes the duties of the master after a collision
1.1.7. explains that the Convention extends to the making good ofdamages which a vessel has caused to another vessel or togoods or persons on board either vessel, either by the execution
or non-execution of a maneuver or by the nonobservance ofregulations, even if no collision has actually taken place
1.1.8. states that in the event of a collision or any other incident of
navigation concerning a sea-going ship and involving the penal
or disciplinary responsibility of the master or any other person in
the service of the ship, criminal or disciplinary proceedings may
be instituted only before the judicial or administrative authoritiesof the State of which the ship was flying the flag at the time of
the collision or other incident of navigation
1.1.9. states that no arrest or detention of the vessel should beordered, even as a measure of investigation, by any authorities
other than those whose flag the ship is flying

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1.1.10. states that nothing in the present Convention is to prevent any
State from permitting its own authorities, in case of collision orother incidents of navigation, to take any action in respect ofcertificates of competence or licenses issued by that State or
to prosecute its own nationals for offences committed while onboard a ship flying the flat of another State
1.1.11. states that the Convention does not apply to collisions or otherincidents of navigation occurring within the limits of a port or in
inland waters and that the High Contracting Parties are atliberty to reserve to themselves the right to take proceedings in
respect of offences committed within their own territorial
waters
1.2. Assistance and Salvage
1.2.1. International Convention on Salvage, 1989 (The London
Salvage Convention)-

defines “salvage operation”, “vessel” and “property”-

describes the “no cure - no pay” principle-

describes the application of the Convention-

describes the duties of the salvor, of the owner and of themaster-describes the rights of salvors-

states the criteria for assessing a reward as:salved value of property (ship, cargo and bunkers)

skill and efforts of salvormeasure of success

nature and degree of danger

expenses of salvorequipment used

vessel‘s equipment used

time taken to complete the salvage operation

preventing or
environment

minimizing

thedamageto-states the criteria for assessing Special Compensation-

explains that the apportionment of the remuneration
amongst the owners, master and other persons in theservice of each salving vessel is to be determined by thelaw of the vessel‘s flag

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explains that every agreement as to assistance orsalvage entered into at the moment and under the
influence of danger may, at the request of either party, beannulled, or modified by the court, if it considers that theconditions agreed upon are not equitable-

describes the reasons for the court to set aside theagreed remuneration in whole or in part (salvor‘s fault,
neglect, fraud or dishonesty)-

states that no remuneration is due from persons whose
lives are saved except as provided in national law-

describes the rights of salvors of human life who havetaken part in the salvage operations-

states that every master is bound, so far as he can do so
without serious danger to his vessel, her crew and herpassengers, to render assistance to everybody, eventhough an enemy, found at sea in danger of being lost-

explains that the convention also applies to assistance orsalvage services rendered by or to a ship of war or any
other ship owned, operated or chartered by a State or
Public Authority-

explains the provision of security by the owner and theapplication of the salvor‘s maritime lien

1.2.2. Lloyd’s Standard Form of Salvage Agreement (LOF, 2000) (1hour)-

states that LOF 2000 should be used where the ship or
marine environment are at risk and the master has
insufficient time to request the owner to arrange salvage
services on a the basis of a pre-agreed rate or sum-

describes the Contractor‘s agreed endeavors to salve theship and/or cargo, bunkers and stores and while
performing the salvage services to prevent or minimize
damage to the environment-

explains that the LOF 2000 form does not need to be on
board; the masters of the vessels involved simply need toexpressly agree to its terms before the salvage services
commence-describes the exception to the ‗no cure — no pay‘
principle-

explains that LOF 2000 superseded LOF 95 and where asalvor offers services on LOF 95 or some other terms, themaster of the vessel in difficulties should attempt to getagreement to LOF 2000 terms

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explains that LOF 2000 is regarded by the International
Salvage Union as a major advance, with clear, userfriendly language and many innovations-

states that LOF 2000 is a single sheet (2-page) document(whereas LOF 95 consists of 6 pages) in a simplified
format-states that the Contractor‘s remuneration is to be fixed byarbitration in London and any differences arising out of
the Agreement are to be dealt with in the same way-

states that the provisions of the Agreement apply tosalvage services, or any part of such services, referred toin the Agreement which have been already rendered by
the Contractor at the date of the Agreement-

states that English Law is the governing law of theAgreement and of arbitration under it-

describes the obligation of the owners, their servants andagents to co-operate with the salvors-

describes the Contractor‘s duty immediately after thetermination of the services to notify the Council of Lloyd‘s
and where practicable the owners of the amount for
which he requires security-

explains that the owners of the vessel, their servants andtheir agents should use their best endeavors to ensurethat cargo owners provide their proportion of security
before the cargo is released-

explains that, pending the completion of the security, theContractor has a maritime lien on the property salved for
his remuneration-

briefly describes how claims for arbitration are decided-

states that the master or other person signing LOF on
behalf of the property to be salved enters into theagreement as agent for the vessel her cargo, freight,
bunkers, stores and any other property thereon and therespective owners thereof and binds each to the due
performance thereof-

states that when there is no longer any reasonable
prospect of a useful result leading to a salvage reward inaccordance with Convention Article 13 the owners of thevessel shall be entitled to terminate the services of theContractor by giving notice to the Contractor in writing-

describes the provisions for special compensation set out
in Convention Article

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explains that Personnel effects of Master, crew andpassengers including any car accompanying a passenger
are excluded from reward for salvage as per the LOF
2000-

states that the currency of award as per the LOF 2000 is
USA $

-

explains that as compared to the old LOF 1995, the duty
to co-operate as per the new LOF 2000 is extended toprovide information about nature of cargo, plans, stability
data etc.

-states that as per LOF 2000, the salvors have right toterminate when “no longer any reasonable prospects ofuseful result”-

states that in the LOF 2000, SCOPIC clause is introduced
as an alternative to Art 14 set out in the convention-

states that as per LOF 2000, the Master is authorized tosign on behalf of cargo interests-

explains that LOF 2000 defines the conditions underwhich a casualty is in a safe condition for redelivery to theowner which can be of crucial importance in the closing
stages of a salvage operation

1.2.3. Special Compensation P and I Club (SCOPIC)Clause-

explains that SCOPIC clause is supplementary to any
Lloyd‘s Form Salvage Agreement “No Cure - No Pay”(“Main Agreement”) which incorporates the provisions ofArticle 14 of the International Convention on Salvage
1989 (“Article 14”)-

explains that the Contractor have the option to invoke by
written notice to the owners of the vessel the SCOPIC
clause at any time of his choosing regardless of thecircumstances and, in particular, regardless of whether or
not there is a “threat of damage to the environment”-

explains that SCOPIC Clause determines the method ofassessing special compensation where payable under
Article 14(1) to 14(4) of the Convention-

explains that special compensation assessed inaccordance with the SCOPIC Clause is called “SCOPIC
remuneration”-

explains that the SCOPIC remuneration is payable onlyby the owners of the vessel (and not by the cargoowners) and is only payable to the extent that it exceeds
the total Article 13 award (the salvage award) or, if none,
any potential Article 13 award

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explains that where the owner of the vessel is a memberof a P&I club the club is normally required to pay the
special compensation hence interest and involvement of
the P&I clubs in drafting the SCOPIC Clause-

explains that the assessment of SCOPIC remunerationcommences from the time the written notice is given to
the owners of the vessel and services rendered before
the said written notice will not be remunerated under thisSCOPIC clause at all but in accordance with Convention
Article 13 as incorporated into the Main Agreement(“Article 13”)-

explains that the owners of the vessel have to provide theContractor within 2 working days (excluding Saturdays
and Sundays and holidays usually observed at Lloyd‘s)after receiving written notice from the contractor invoking
the SCOPIC clause, a bank guarantee or P&I Club letter(called “the Initial Security”) in a form reasonably
satisfactory to the Contractor providing security for his
claim for SCOPIC remuneration in the sum of US$3
million, inclusive of interest and costs-

explains that the rates are based on time and materials
plus an uplift of 25% in all cases-

explains that in the absence of agreement, any disputeconcerning the proposed Guarantor, the form of the
security or the amount of any reduction or increase in the
security in place shall be resolved by the Arbitrator-

explains that if the owners of the vessel do not provide
the Initial Security within the said 2 working days, theContractor-

at his option, and on giving notice to the owners of thevessel, shall be entitled to withdraw from all theprovisions of the SCOPIC clause and revert to his rights
under the Main Agreement including Article 14 whichshall apply as if the SCOPIC clause had not existed-

explains that the Owner and Contractor both have option
to terminate SCOPIC under certain agreed circumstances-

explains that even when the SCOPIC clause is invoked,
the duties and liabilities of the Contractor remains thesame as under the Main Agreement, namely to use hisbest endeavors to salve the vessel and property thereon
and in so doing to prevent or minimize damage to theenvironment

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explains that the assessment of SCOPIC remuneration
includes the prevention of pollution as well as the removalof pollution in the immediate vicinity of the vessel insofar
as this is necessary for the proper execution of thesalvage-

explains that the owner has the right to send on-board acasualty Representative (SCR)-

explains that Underwriters have the right to send one
special hull representative and one special cargo
representativecollectively
calledthe“Special
Representatives”)-

explains that the salvage masters are required to send
daily reports to Lloyds and the owner until SCR arrives
and thereafter to SCR-

explains that the SCOPIC remuneration is not a General
Average expense to the extent that it exceeds the Article
13 Award; any liability to pay such SCOPIC remunerationis that of the Shipowner alone and no claim whether
direct, indirect, by way of indemnity or recourse orotherwise relating to SCOPIC remuneration in excess of
the Article 13 Award is to be made in General Average orunder the vessel‘s Hull and Machinery Policy by theowners of the vessel-

explains that any dispute arising out of this SCOPIC
clause or the operations is to be referred to Arbitration asprovided for under the Main Agreement-

explains that a non binding code of practice has been
agreed between the International Salvage Union (ISU)and the International Group of Clubs

1.3. Cargo
1.3.1. International Convention for the Unification of Certain Rules of
Law Relating to Bills of Loading, as Amended by the Protocol of1968 (Hague-Visby Rules)--

defines:

carrier

contract of carriage



goods



ship



carriage of goods

lists the duties of the carrier to make the ship seaworthy
and fit for the carriage of cargo

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describes the carrier‘s duty to care for the cargo-

describes the duty of the carder, master or agent of thecarrier to issue a bill of lading-

lists the information which should be shown in a bill of
lading-explains that a bill of lading is prima facie evidence of thereceipt by the carrier of the goods as described in it andproof to the contrary is not admissible when the bill of
lading has been transferred to a third party acting in good
faith

-

explains that the shipper is deemed to have guaranteed
the accuracy of marks, number, quantity and weight asfurnished by him, and that the shipper is to indemnify the
carrier against loss arising from inaccuracies in suchparticulars-

explains the duty of the carrier, master or agent to issue a“shipped” bill of lading after the goods are loaded,
provided the shipper surrenders any previously taken up
document of title-

explains the mandatory domain of the Hague-Visby rules-

explains the carrier‘s liability for loss or damage arising or
resulting from unseaworthiness-states that whenever loss of damage has resulted from
unseaworthiness, the burden of proving due diligence ison the carrier-

lists the exceptions to the carriers responsibility for loss ordamage-explains the shippers responsibility for loss or damage
sustained by the carrier or ship-

states the right to deviate for the purpose of saving life orproperty-

explains the limitation of liability for loss or damage andthe circumstances in which benefit of limitation is lost-

describes the provisions regarding goods
inflammable, explosive or dangerous nature-explains the liability of the carrier‘s servants (Himalaya
clause) explains that this Convention does not apply tocharter-parties, but, if bills of lading are issued under acharter party, they must comply with the terms of thisConvention-

states that any lawful provisions regarding general
average may be inserted in a bill of lading

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explains that, in certain circumstances, goods may be
carried under an agreement between the carrier andshipper in any contractual terms not contrary to public
policy, provided that no bill of lading is issued and that theterms agreed are embodies in a non-negotiable receipt,
marked as such-

explains that the Rules do not prevent a carrier or shipper
entering into any agreement regarding loss of damage togoods prior to the loading on, and subsequent to, thedischarge from the ship on which the goods are carriedby sea-states that the Convention does not affect the rights andobligations of the carrier under any statute relating to thelimitation of the liability of owners of sea-going ships-

describes the scope of application of the provisions of thisConvention-

describes briefly the system of documentary credit in thesale of goods during shipment

1.3.2. Casualty Investigation Code-explains the general procedures for the conduct of
casualty investigations under the IMO Casualty
Investigation Code

1.3.3. Charter Parties-

states that a charter-party is a contract between the
shipowner and the charterer for the use of a ship or her
cargo space-

explains that a voyage charter-party is a contract to carrya specified, normally full, cargo between named ports at
an agreed freight rate explains that the shipownerremains responsible for the operation of the ship and thecosts involved, but the charterer sometimes pays thestevedoring charges-

states that contracts are normally drawn up using
standard charter-party forms amended as required byalterations and additional clauses-

describes the tendering of notice of readiness at theloading port-

explains that if the ship is not ready to receive cargo,
whether alongside or not, by the cancellation date thecharterer may cancel the charter

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explains what is meant by laytime and the terms “runningdays/hours”, “Sundays and holidays excepted” and“weather working days”-

states that the laytime for loading and discharging may bestated separately or as a total-

states that all times relevant to cargo working should berecorded in the logbook and time sheets for the
calculations of laytime completed as a check on thecharterer‘s laytime statement-

states that all times relevant to cargo working should berecorded in the logbook and time sheets for the
calculations of laytime completed as a check on thecharterer‘s laytime statement-

explains that time lost due to defects of the ship or its
equipment is not counted in the laytime-

explains that in the event of cargo work being completed
before the expiration of laytime, dispatch is usually
payable by the shipowner to the charterer-

states that bills of lading are normally issued under avoyage charter-party and signed by the master or on hisbehalf-explains that the bills of lading may incorporate the termsof the charter-party which, in any case, takes precedence
over the bills of lading as between shipowner andcharterer-

explains that when bills of lading have been transferred toa third party they constitute the contract between the
shipowner and that party-

states that a voyage charter may be arranged to cover astated number of successive voyages or an unspecified
number of voyages to be performed in a given time-states that in a time charter-party the charterer agrees tohire the ship for a specified period of time-

explains that the charterer may use the vessel for any
voyage he wants within the trading area agreed in thecharter-party-

explains that the charterer pays for bunkers and for cargoloading and discharging, port dues, canal dues andpilotage

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Annex - I-states that owners pay crew costs and for provisions,necessary stores, insurance of the ship and the costs ofmaintaining the ship in class and keeping it in an efficientcondition to carry out the charterer‘s wishes-

states that the charter-party contains a description of theship, including its speed and fuel consumption-

explains that inability to maintain the warranted speed or
consumption as a result of heavy weather or other cause
should be substantiated by entries in the log-book-states that crew overtime in connection with the cargo isusually for the account of the charterer, and separate
time sheets should be kept-

explains that the off-hire clause states the circumstancesin which payment of hire ceases during time lost to thecharterer-

explains that off-hire deductions may be made for time
lost due to reduced- speed resulting from defects of shipor machinery, for the cost of additional fuel and for extra
expenses-states that the master is usually required to sign bills of
lading as presented to him by the charterer or the charterparty may give the charterer the right to sign them on hisbehalf-states that a time charter-party may be used for a single
round voyage-

describes the master‘s actions regarding damage doneby stevedores to the ship or cargo-

explains that demise or bareboat charter-party is aleasing arrangement in which the charterer operates theship as if it were his own-

states that the master and crew are employed by thecharterer, to whom they are responsible as if he were the
owner

-

explains that a tonnage contract or contract ofaffreightment may be used where a shipper needs totransport large quantities over a long period-

explains that the contract does not name particular ships
and the shipowner is free to use any suitable ship, his
own or chartered, for each shipment-

states that the loading dates are specified and thatpunctual performance is essential-

states that each individual shipment is normally subject tothe terms of a conventional voyage charter-party

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1.3.4. Hamburg Rules’ Maritime Legislation-

explains the effect of charges where goods are carried
under Hamburg Rules-

explains carrier‘s extended liability for loss or damage tothe goods-

explains reductions to exception to liability, inward andoutward bills of lading, live animals and deck cargo-

explains the need to inform P & I Club where goods arecarried under Hamburg Rules

1.4. General Average and Marine Insurance
1.4.1. The York-Antwerp Rules, 1974-

states that where the York-Antwerp Rules apply, general
average should be adjusted according to the Rules to the
exclusion of any law or practice inconsistent with them-

defines a general average act-

states that general average sacrifices and expenses areto be borne by the different contributing interests on thebasis of these Rules-

explains that only such losses, damages or expenses
which are the direct consequence of the general average
act are allowed as general average and that no indirectloss whatsoever will be admitted-

explains that rights to contribution in general averagewhen the event which gave rise to the sacrifice was dueto the fault of one of the parties to the adventure-states that the onus of proof is upon the party claiming in
general average to show that the loss or expense claimed
is properly allowable as general average-states that any extra expense incurred in place of anotherexpense which would have been allowable as general
average is deemed to be general average, but only up to
the amount of the general average expense avoided-

explains that general average is to be adjusted, asregards both loss and contribution, on the basis of values
at the time and place when and where the adventure
ends-

states that the general principles contained in Rules A to
G are amplified by numbered rules I to XXII, dealing withspecific points of practice

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1.5.

-

states that the master should make a declaration ofgeneral average, as is required by the law and custom of
the port, at a port of refuge and at a discharging port
when general average damage to the cargo is suspected-

explains the duty of the master to see to it that general
average contributions (average bonds) are collected forthe benefit of those entitled to them, whether they arecargo owners or shipowners, exercising the ship owner‘slien on the cargo, where necessary, until they are paid

Stowaways
1.5.1. explains that as per IMO Guidelines - a “stowaway” is defined as“a person who is secreted on a ship, or in a cargo which issubsequently loaded on the ship, without the consent of the
shipowner or the master or any other responsible person, and
who is detected on board after the ship has departed from a port
and is reported as a stowaway by the master to the appropriate
authorities”
1.5.2. explains that an international convention relating to stowaways
was adopted in Brussels in 1957, but it has not yet entered into
force
1.5.3. explains that according to the P&I clubs (who deal with many
stowaway incidents), certain parts of the world are high-riskareas for stowaways
1.5.4. explains that since the P&I clubs invariably have the latest
intelligence on stowaway risks, masters should endeavor to
obtain their latest club bulletins and information
1.5.5. explains that at any port in a high-risk area, great care should betaken to ensure that stowaways do not board, and the following
safeguards should be observed:-

A watch should be kept on the accommodation ladder organgway-

Stevedores should only be allowed to work in restricted
areas and a watch should be kept on them-Open spaces should be closed as far as possible-

A search of the ship should be carried out before the ship
sails

-

All open-top containers on the quay should be checked.
All containers on the quay should be stacked door-todoor, if possible

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1.5.6. explains IMO has introduced various guidelines on stowaway
matters, the latest being in Resolution A.871(20), adopted on 27
November 1997, and its Annex, “Guidelines on the Allocation of
Responsibilities to seek the Successful Resolution of Stowaway
Cases”
1.5.7. explains that the guidelines in the resolution state that theresolution of stowaway cases is difficult because of different
national legislation in the various countries involved,
nevertheless, some basic principles can be applied generally
1.5.8. explains that as per the IMO guideline there are nine basic
principles which can be applied generally with respect tostowaway cases, the second of these is that stowaway/asylumseekers should be treated in compliance with international
protection principles as set out in international instruments(including the UN Convention relating to the Status of Refugeesof 28 July 1951 and the UN Protocol relating to the Status of
Refugees of 31 January 1967) and relevant national legislation,
the ninth is that stowaway incidents should be dealt withhumanely by all parties involved. Due consideration should
always be given to the operational safety of the ship and to thewell-being of the stowaway
1.5.9. explains that Paragraph 5.1 of the IMO Guidelines lists
responsibilities of the master in stowaway cases, which are as
follows:-

to make every effort to determine immediately the port ofembarkation of the stowaway;-

to make every effort to establish the identity, including thenationality/citizenship of the stowaway;-

to prepare a statement containing all information relevantto the stowaway, in accordance with information specified
in the standard document annexed to these Guidelines,
for presentation to the appropriate authorities;-

to notify the existence of a stowaway and any relevant
details to his shipowner and appropriate authorities at theport of embarkation, the next port of call and the flag
State;-

not to depart from his planned voyage to seek thedisembarkation of a stowaway to any country unlessrepatriation has been arranged with sufficient
documentation and permission for disembarkation, orunless there are extenuating security or compassionate
reasons;

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to ensure that the stowaway is presented to appropriate
authorities at the next port of call in accordance with theirrequirements;-

to take appropriate measures to ensure the security,
general health, welfare and safety of the stowaway until
disembarkation.

1.5.10. explains the procedure to be adopted, in general, on the
discovery at sea of stowaways, which is;-

The owner or manager, as appropriate, should becontacted. The owner will normally contact the P&I club‘s
managers to decide on a course of action. The P&I club‘scorrespondent serving the next port of call will normallybe contacted by the club managers. The correspondentshould be able to advise what information will be requiredby port State and other officials.

-

An entry should be made in the Official Log Book
recording the discovery of the stowaways.

-

The compartment or area in which the stowaways were
found should be searched. Any documents or articles ofclothing, etc. may give an indication of their place oforigin. (Most countries only allow a stowaway to belanded if he has the necessary travel documents to return
to his own country. Stowaways rarely have any
documentation, however, and some will try to destroy allclues as to their identity.)-

The clothing of the stowaways should be searched forindications as to their origin.

-

The agent at the next port of call should be contacted andinstructed to advise the appropriate authorities of the port
State of the presence of stowaways on board.

-

Each stowaway found should be individually interviewed
in order to establish the following details:
 name of stowaway; stowaway‘s date and place of birth; nationalityof stowaway; name, date and place of birth of either or bothof the stowaway‘s parents;
 postal and residential address of the stowaway
and either parent; stowaway‘s passport or seaman‘s booknumber, together with date and place of issue;and stowaway‘s next of kin, if different from above.

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Stowaway details should be obtained the completed
details should be communicated to the agent and the P&I
club correspondent at the next port of call.

-

Photographs of each stowaway should be taken and,
where digital camera facilities are available, transmitted
to the P&I club correspondent; these may enable travel
documents to be obtained more quickly on the ship‘s
arrival.

-All stowaways should be housed in some part of the crew
accommodation which can be locked when necessary.

-

The stowaways should not be locked in theiraccommodation when the vessel is at sea and well clearof land unless they are considered a threat to the safetyof the ship or personnel on board. Consideration should
be given, however, to the possibility of unguarded
stowaways launching a liferaft or boat in an attempt toreach land.

-

The stowaways should be locked securely in theiraccommodation when the vessel approaches any port ornears any land. (Consideration should be given to thepossibility of the stowaways‘escape through open
scuttles.)-The stowaways should be provided with adequate food,water, sanitary facilities, etc.

-

The stowaways should be treated in a humane manner.

-

The stowaways should not be made to work for their
keep.

-

The stowaways should not be signed on the Crew
Agreement and should not be entered on any List ofCrew. A “Stowaway List” should be made recording any
known particulars, ready for production to port officials.

-

Evidence of costs relating to the stowaway case, such as
fuel, insurance, wages, stores, provisions and port
charges, should be gathered to support the owner‘s claim
on his P&I policy. (The owner‘s costs associated with thelanding of stowaways are usually recoverable from his
P&I club.)-

Full details of all events and particulars relating to thestowaway incident should be recorded in the Official Log
Book, if necessary in an annexed document. (This may
be used as part of any report required by owners, theclub, etc.)

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1.5.11. explains that arriving with stowaways on board can havecomplications
1.5.12. explains that the IMO Guidelines on the Allocation of
Responsibilities to seek the Successful Resolution of
Stowaway Cases state (in paragraph 3) that the resolution of
stowaway cases is difficult because of different national
legislation in each of the potentially several countries involved:
the country of embarkation, the country of disembarkation, theflag State of the vessel, the country of apparent, claimed or
actual nationality/citizenship of the stowaway, and countries oftransit during repatriation
1.5.13. explains that the IMO Guidelines on the Allocation of
Responsibilities to seek the Successful Resolution of
Stowaway Cases contain (in paragraph 4) certain basic
principles which can be applied generally, the first of these isthat there is recognition that stowaways arriving at or enteringa country without the required documents are, in general,
illegal entrants. Decisions on dealing with such situations are
the prerogative of the countries where such arrival or entry
occurs, the third is that the shipowner and his representatives
on the spot, the master, as well as the port authorities andnational Administrations, should co-operate as far as possible
in dealing with stowaway cases
1.5.14. states that in every case the agent should be notified of thepresence of stowaways in advance of arrival
1.5.15. explains that under the U.S. Refugee Act 1980 a stowaway
who arrives in the USA can request political asylum
1.5.16. explains that the Immigration and Naturalization Service (INS)
has taken the position that shipowners are required to provide
24-hour armed guards during the entire asylum process which
can take months
1.5.17. explains that there have been cases where the owner has
incurred costs in excess of $1m for such detention
1.5.18. explains that many countries impose very heavy penalties (insome cases of over US$200,000) on masters who fail toensure that stowaways are kept securely on board in port
1.6.

Ship’s Agents and Agency
1.6.1. explains that as per United Nations Conference on Trade andDevelopment, UNCTAD MINIMUM STANDARDS FORSHIPPING AGENTS, " Shipping agent" means any person(natural or legal) engaged on behalf of the owner, charterer or
operator of a ship, or of the owner of cargo, in providing shipping
services including;

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Negotiating and accomplishing the sale or purchase of aship;
Negotiating and supervising the charter of a ship;
Collection of freight and/or charter hire where appropriate
and all related financial matters;
Arrangements for Customs and cargo documentation andforwarding of cargo;
Arrangements
forprocuring,processing
thedocumentation and performing all activities required
related to dispatch of cargo;
Organizing arrival or departure arrangements for the ship;
Arranging for the supply of services to a ship while in port

1.6.2. explains the authority of the agency and where it may be actual
authority or apparent authority (also called ostensible authority)
1.6.3. explains that actual authority may be express or implied
1.6.4. states that express authority is given by words (spoken or
written) such as when an officer is appointed by letter tocommand of a ship and authority is implied when it is inferred by
the conduct of the parties and the circumstances of the case,such as when a shipmaster is appointed to command by ashipowner, who thereby impliedly authorizes him to carry out, on
the owner‘s behalf, all the usual things that fall within the scopeof a master‘s position, e.g. engagement and discharge of crew,
signing of bills of lading, and purchasing of provisions
1.6.5. explains that an exception to this would be where the principal
has expressly placed a restriction on the implied authority of theagent, e.g. where the master is expressly prohibited fromsigning bills of lading
1.6.6. describes the different types of agent and agency
1.6.7. explains that agents are normally either general agents or
special agents
1.6.8. explains that a general agent is an agent who has authority to
act for his principal in all matters concerning a particular trade orbusiness, or of a particular nature, many liner agents, forexample, act as general agent in a particular city or country for
one or more carriers
1.6.9. explains that a special agent is an agent appointed for the
carrying out of particular duties which are not part of his normal
business activities
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Annex - I1.6.10. explains that a special agent‘s authority is therefore limited byhis actual instructions, most port agents are special agents
since their authority does not extend beyond their actual
instructions
1.6.11. states that shipmasters are similarly special agents forpurposes of engaging and discharging crew, purchasing ships‘
stores and bunkers, and making salvage agreements in certain
cases
1.6.12. outlines that an agent‘s duties to his principal are:-to perform his duties in person, using ordinary skill anddiligence, and if he purports to have special skills, to use
his special skills also;-

to obey lawful instructions of his principal, and when he is
not instructed on a particular matter, to act in his
principal‘s best interests;-

to disclose all information relevant to the agency to theprincipal, avoiding any conflict of interest;-

to maintain confidentiality about matters communicated tohim as agent, and not to disclose them to prospective
third parties;-

to keep proper accounts of all transactions and renderthem to his principal on request;-

not to make extra profits from the agency without
disclosing them to his principal

1.6.13. explains that under the terms of voyage charters port agentsare normally appointed, and therefore paid for, by the
shipowner. However, many voyage charterers insist on
nominating port agents, and are entitled to do so if the charter
party is suitably claused to that effect
1.6.14. explains where a charter party provides that “the vessel shallbe consigned to Charterers’ agents….”, it means that thecharterer will nominate agents
1.6.15. explains that when on a time charter, most of the ―voyage
costs‖ associated with earning the freight or other revenue arenormally for the time charterer‘s account, and it can be
expected that port agents will be appointed by the charterer inorder to look after his commercial interests
1.6.16. explains that the charterer‘s obligation to provide and pay foragents may be in a “Charterers to provide” clause, or aseparate Agency Clause or Consignment Clause

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Annex - I1.6.17. explains that any “protecting” or “husbandry agent” used will
be nominated and appointed by the shipowner
1.6.18. explains that the shipping agents have to adhere to a Code ofprofessional conduct given in United Nations Conference on
Trade and Development, UNCTAD Minimum Standards For
Shipping Agents, which states that the shipping agent shall:- discharge his duties to his principal(s) with honesty,
integrity and impartiality;- apply a standard of competence in order to perform in a
conscientious, diligent and efficient manner all services
undertaken as shipping agent;- observe all national laws and other regulations relevant to
the duties he undertakes;- exercise due diligence to guard against fraudulent
practices;- exercise due care when handling monies on behalf of his
principal(s)1.7.

Port of refuge procedures
1.7.1. states that a “port of refuge” is a port or place that a vessel
diverts to when her master considers it unsafe to continue thevoyage due to a peril that threatens the “common safety”, e.g.
when there is a dangerous ingress of water into the vessel, a
dangerous shift of cargo, the vessel adopts an angle of loll,
there is a serious fire on board, etc.
1.7.2. explains that where such a deviation is for the preservation fromperil of property involved in a common maritime adventure, it willusually constitute a general average act and the costs of thedeviation to and stay at the port of refuge will be allowed ingeneral average
1.7.3. explains that where the shipowner or carrier is a party to acontract of carriage, discontinuation of the voyage is a deviationfrom the contract
1.7.4. explains that a deviation to a port of refuge will be regarded as ajustifiable deviation if the reason can be shown to be a valid one
within the terms of the contract. All contractual rights would, inthat case, be unaffected
1.7.5. explains that if the reason for deviating could not be shown to bevalid, the deviation would be considered unjustifiable and theconsequences could be severe for the shipowner or carrier, inthat it would probably constitute a repudiatory breach of thecontract, making the owner/carrier liable for all costs of any
accident to ship or cargo sustained during the deviation

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1.7.6. outlines that Valid reasons for deviating to a port of refuge
usually include:-

weather, collision or grounding
seaworthiness of the ship;damageaffecting-serious fire;-

dangerous shift of cargo;-

serious machinery breakdown;-

any other accident causing some serious threat to thevessel and cargo;-

shortage of bunkers (if it can be proved that the vessel
left port with adequate bunkers for the foreseeable
voyage, and ran short as a consequence of weathering
exceptionally severe weather, contamination, etc.)

1.7.7. explains that a ―Port of refuge‖ is a term usually associatedwith a general average act since, under the York-Antwerp Rules,
certain costs and expenses incurred in making for, entering,staying at and leaving a port or place of refuge, even where theship returns to her port or place of loading, are admitted as
general average
1.7.8. describes the explanation given in Rule X for expenses at port ofrefuge provided in the York-Antwerp Rules
1.7.9. explains that a port or place where a vessel seeks temporary
shelter from adverse weather is not a port of refuge, sincerunning for shelter is “ordinary” practice and not “extraordinary”
in the context of Rule A of the York-Antwerp Rules
1.7.10. explains that a “common maritime adventure” is said to beterminated on completion of discharge of cargo (ordisembarkation of passengers) at the port of destination
following a general average act. If the voyage is abandoned at
an intermediate port (e.g. a port of refuge), then the adventureterminates at that port
1.7.11. explains that a declaration of general average should beformally made in compliance with local law and custom before
delivery of cargo at the termination of the voyage, in order toinitiate an adjustment
1.7.12. explains that the declaration is usually made by the shipowneror the master, but in some countries any one of the interested
parties may make it. The owners or agent should be able toadvise on local requirements

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Annex - I1.7.13. explain the procedure for any particular port or place of refuge
in general, the following basic steps should be followed:-

as soon as the decision is taken to discontinue thevoyage and make for a port or place of refuge, (whether
under tow or otherwise) inform the owner and charterer (ifany), stating the reason for the deviation-

record the ship‘s position. Sound tanks for quantity of
bunkers on board. From this point until departure from theport or place of refuge, keep accurate records of eventsand expenditure, etc., for eventual delivery to the owner
and average adjuster-

request the owner to arrange the appointment of an agent
at the port of refuge to handle the vessel‘s visit-

if the cause of the deviation is an ―accident‖ inform theflag state-call the agent as soon as his identity is known. Pass ETA
and information necessary for making preparations forthe vessel‘s arrival, including tonnage, length, flag, P&I
club, classification society, etc. Request the agent to
notify:Port State Administration if vessel is damaged
or seaworthiness is affected;



harbor master or port authority. Inform port
authority of the full facts, as the authority may
want to keep vessel outside port until cargodischarged, etc. Give details of the nature andseverity of damage, mentioning any disablednavaids, steering gear, machinery, etc. Stateany pollution hazard.

pilot station, linesmen, boatman, customs, port
health, immigration, etc.

local correspondent of the owner‘s P&I club.
(See club handbook for name and address, or
ask owners.) A representative from thecorrespondent firm, or a surveyor appointed by
the correspondent, should attend on arrival.

-

On arrival at the port or place of refuge, the salvor (if any)
will require salvage security, which should be arranged by
the owner and cargo owners. Failing this, the salvor may
have vessel arrested pending satisfaction of his claim.

-

obtain health clearance in accordance
regulations (as advised by the agent).

-

enter vessel in with customs “under average”.

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-

-

-

-

-

-

-

inform the owner (and charterer, if any) of vessel‘s safe
arrival.
owners will declare general average. (Any of the parties
involved may declare general average, but the owners
will normally do this since they are closest to “the action”.)
note protest as soon as possible but in any case within 24
hours, in compliance with local custom (ask the agent
about this), reserving the right “to extend at a time andplace convenient”.
Where there is hull or machinery damage, the agent
should be requested to notify local Lloyd‘s Agent (arequirement of the Notice of Claim and Tenders Clause in
Institute Time Clauses - Hulls 1.10.83).
Hull and machinery underwriters normally instruct asurveyor, in major cases from the Salvage Association
Where there is hull or machinery damage, a classsurveyor, if available at the port, will inspect and report on
the damage, stipulating repairs necessary for the vessel
to maintain class. Temporary repairs may be acceptable.
if no class surveyor is available, the class society should
be contacted, and will advise the appropriate steps totake in order for class to be maintained until a port can bereached for survey, the old practice of requesting two
independent masters or engineers to inspect temporary
repairs and issue a Certificate of Seaworthiness should
no longer be necessary. Even where a class surveyor
cannot reach a damaged ship, the classification society
can usually be notified of the damage and asked for
instructions.
if cargo damage is probable, or cargo discharge isnecessary before repairs can be made, call a hatch
survey before commencing discharge. Employ only
registered and unbiased surveyors recommended by the
P&I club correspondent. Cargo interests should be
notified so that they can appoint their own surveyors.
Remember that cargo surveyors are appointed by cargointerests and may criticize the master‘s actions or allege
that the vessel was unseaworthy. Be guided by the P&I
club correspondent as to who to allow on board andabout making statements which may adversely affect theowner‘s legal position.
if the voyage is being terminated and cargo owners aretaking delivery of their consignments, General Average
Bond and General Average Guarantee forms will firsthave to be signed. The owner‘s lien on cargo should be
exercised if necessary; this should be discussed with theowner and agent.

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arrange cargo discharge (under survey) and either transshipment or warehousing of cargo during the repairs, if
necessary. (This will depend on the length of time in port,
nature of cargo, etc.)-

on receipt of class surveyor‘s report re- hull/machinery
damage, the owner will advertise for-tenders.(Superintendents and the Salvage Association
surveyor will jointly attend to this, bearing in mind the
Notice of Claim and Tenders Clause and underwriters‘
power of veto. Tenders should only be accepted withguidance from Salvage Association surveyor and Lloyd‘s
or IUA Agent.)-

carry out repairs under class and Salvage Association
surveyors‘guidance.

-

On completion of repairs, class surveyor will carry out
another survey. If, in his opinion, the vessel is seaworthy
he will issue an Interim Certificate of Class, and will send
his report to the classification society. If acceptable to thesociety‘s committee, the vessel will retain class. If theclass surveyor is employed by an authorized society, he
may also issue provisional statutory certificates on behalfof MCA (or other flag State Administration) to enable thevessel to continue her voyage.

-

reload cargo (under survey) if voyage being continued.

-

Extend Protest to include all details of the damage andrepairs. Obtain copies for owners.

-

port agent will pay repairers. (If unpaid, repairers will
have a maritime lien on the vessel.) Allow general
averageandSalvage
Association
surveyors(representing H&M insurers) to see the agent‘s accountbefore paying.

-send all relevant documents to the owner for onwards
delivery to the average adjuster.

-Enter vessel outwards with Customs (in accordance withlocal regulations, as advised by the agent). Obtainoutwards clearance.

-

continue the voyage.

1.7.14. explains that in most general average cases the mainevidence required for the adjustment comes from the various
survey reports, supported by statements by witnesses andship‘s records

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full and accurate records should be kept of the general
average incident and the call at the port of refuge,
including details of all the various parties involved andtheir actions-

photographs and video footage may be useful; thegeneral average statement may take more than a year to
produce-where salvage services are engaged, a full record should
be kept of the salvor‘s actions and of the equipment usedby both parties-

in order to assess the various contributory values, theaverage adjuster will require the following documents:all general average security documents
including signed average bonds, average
guarantees, counterfoils of average deposit
receipts and cancelled deposit receipts;

casualty reports from the master;

certified extracts from deck and engine room
logs;



copies of extended protests;survey reports on hull and machinery damage;survey reports on cargo lost or damaged bygeneral average sacrifice;

account sales of any cargo sold;

copies of any shipping invoices;

copies of telexes;accounts for disbursements incurred together
with all supporting vouchers;cargo valuation forms;

manifest of cargo onboard at time of thegeneral average act;

copies of bills of lading;

portage account for the voyage, and an
account of stores consumed;

any other evidence relating to the casualty.

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1.8.

The master/pilot relationship1.8.1. explains that the ―maritime pilot‖ referred to in this section does
not include deep-sea pilots or shipmasters or crew who are
certificated or licensed to carry out pilotage duties in particularareas
1.8.2. reviews the applicable contents of IMO Assembly Resolution
A.960(23), “Recommendations on Training and Certification andOperational Procedures for Maritime Pilots Other Than DeepSea Pilots”
1.8.3. explains that the law in most countries makes clear that while amaritime pilot is engaged in pilotage duties aboard a vessel incompulsory pilotage waters the pilot has conduct of the vessel
and directs the navigation of the vessel, subject to the master‘soverall command of the ship and the ultimate responsibility forits safety. In this respect, the navigation of a ship in compulsory
pilotage waters is a shared responsibility between the pilot andthe master/bridge team
1.8.4. explains that maritime pilots are expected to act in the public
interest and to maintain a professional judgement that is
independent of any economic pressures to the ship or otherdesires that do not comport with the needs of maritime safety.
Because of these duties, a maritime pilot is not considered amember of the bridge ―team‖, but a maritime pilot is expected
to develop and maintain a cooperative, mutually-supportive
working relationship with the master and bridge team inrecognition of the respective responsibility of each for the safe
navigation of the vessel
1.8.5. explains the provisions relating to pilotage contained in STCW,
Section A-VIII, Part 4-1, paragraph 49
1.8.6. explains that the master has the right, and in fact the duty, tointervene or displace the pilot in circumstances where the pilot is
manifestly incompetent or incapacitated or the ship is in
immediate danger („in extremis‟) due to the pilots actions or
intentions
1.8.7. explains that the master should generally:- see that the ship‘s navigation is monitored (including plotting
fixes/positions on charts) as if there were no pilot on board;- ensure that officers, helmsmen, etc. attend to the pilot‘srequests with efficiency and courtesy;- instruct the officer-of-the-watch that he has charge of thevessel whilst under pilotage, unless specifically informed
otherwise by the master;- clearly state his/her opinion to the pilot on important mattersof navigation and maneuvering.
1.8.8. states that the shipowner is generally liable for theconsequences of negligent navigation whilst the ship is underpilotage

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Competence
F3 Module 3: Maintain Safety and Security of Ship’s Crew and Passengers
and the Operational Condition of Life-Saving, Fire-Fighting andOther Safety Systems
1. Life-saving appliance regulations (SOLAS)
1.1.

demonstrate a thorough knowledge of the regulations concerning lifesaving appliances and arrangements (SOLAS), including the LSA
Code

1.2.

Organization of Fire and Abandon Ship Drills

1.3.

Maintenance of Life-saving, Fire-fighting and Other Safety Systems

2. Actions to protect and safeguard all persons on board in emergencies
2.1.

states that some crew members will be assigned specific duties
for mustering and control of passengers

2.2.

lists those duties as:
2.2.1. warning the passengers
2.2.2. ensuring that all passenger spaces are evacuated
2.2.3. guiding passengers to muster stations
2.2.4. maintaining discipline in passageways, stairs and doorways
2.2.5. checking that passengers are suitably clothed and that
Lifejackets are correctly donned
2.2.6. taking a roll-call of passengers
2.2.7. instructing passengers on procedure for boarding survival craft
or jumping into the sea
2.2.8. directing passengers to embarkation stations
2.2.9. instructing passengers during drills
2.2.10. ensuring that a supply of blankets is taken to the survival craft

2.3.

Rescue of Persons from a Vessel in Distress or from a Wreck
2.3.1. states why it is preferable to wait for daylight when no immediate
danger exists
2.3.2. states that communications should be established between theships and the method of rescue agreed upon when time permits
2.3.3. states that rescue boats or motor-lifeboats would be used if
conditions permitted

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2.3.4. states that unnecessary equipment should be removed from theboats and replaced by lifejackets, if buoys, blankets and aportable VHF radio
2.3.5. states that the rescue vessel should reconnoiter the area to see
if there is any wreckage which could be a danger to boats
2.3.6. describes how both ships can spread oil in rough weather
2.3.7. describes the preparations for taking survivors on board fromthe boats
2.3.8. describes how to provide a lee and launch boats
2.3.9. describes how boats should approach the wreck and pick up
survivors
2.3.10. describes the recovery of boats and survivors
2.3.11. describes the methods of rescue which may be used when sea
conditions are too dangerous to use boats
2.4.

Man-overboard Procedure
2.4.1. describes methods of recovering a person from the sea whenheavy weather prevents the use of the normal man oeuvres andboats
2.4.2. describes and explains the actions to take when a person isreported missing at sea

3. Actions to limit damage and salve the ship following a fire, explosion,collision or grounding
3.1.

Means of limiting damage and salving the ship following a fire or
explosion
3.1.1. describes the use and limitations of standard procedures andprepared contingency plans in emergency situations
3.1.2. describes methods of fighting fires (see IMO Model Course 2.03,
Advanced Training in Fire Fighting)
3.1.3. states that cooling of compartment boundaries where fire has
occurred should be continued until ambient temperature isapproached3.1.4. explains the dangers of accumulated water from fire fighting anddescribes how to deal with it
3.1.5. states that watch for re-ignition should be maintained until thearea is cold
3.1.6. describes the precautions to take before entry to a compartment
where a fire has been extinguished

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3.1.7. describes the inspection for damage
3.1.8. describes measures which may be taken to plug holes, shore-up
damaged or stressed structure, blank broken piping, make safe
damaged electrical cables and limit ingress of water through adamaged deck or superstructure
3.1.9. outlines the measures to be taken when the inert-gas main andgas lines to a mast riser are fractured
3.1.10. states that continuous watch should be kept on the damaged
area and temporary repairs
3.1.11. states that course and speed should be adjusted to minimize
stresses and the shipping of water
3.2.

Procedure for Abandoning Ship
3.2.1. states that a ship should only be abandoned when imminent
danger of sinking, breaking up, fire or explosion exists or othercircumstances make remaining on board impossible
3.2.2. states that a distress call should be transmitted by all available
means until acknowledged
3.2.3. lists the information to include in the distress message
3.2.4. describes other distress signals which may be used to attract
attention
3.2.5. describes the launching of boats and liferafts when the ship islisting heavily
3.2.6. describes the launching of boats and liferafts in heavy weather
conditions
3.2.7. describes the use of oil to calm the sea surface and explains
why fuel oil is not suitable

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Competence
F3 Module 4: Develop emergency and damage control plans and handle
emergency situations
1. The preparation of contingency plans for response to emergencies
1.1

draws up a muster list and emergency instructions for a given crew andtype of ship

1.2

assigns duties for the operation of remote controls such as:
1.2.1 main engine stop
1.2.2 ventilation stops
1.2.3 lubricating and fuel oil transfer pump stops
1.2.4 dump valves
1.2.5 CO2 discharge
1.2.6 watertight doors
1.2.7 and for the operation of essential services such as:-

emergency generator and switchboard-

emergency fire and bilge pumps

1.3

describes options for the division of the crew, e.g., into a command
team, an emergency team, a back-up emergency team and an engineroom emergency team

1.4

explains the composition of the emergency teams in the above
objective

1.5

states that crew members not assigned to emergency teams would
prepare survival craft, render first aid, assemble passengers andgenerally assist the emergency parties as directed

1.6

states that crew members not assigned to emergency teams would
prepare survival craft, render first aid, assemble passengers andgenerally assist the emergency parties as directed

1.7

designates muster positions for the command team, both at sea and in
port

1.8

designates muster positions for the emergency teams

1.9

states that the engine-room emergency team would take control ofengine-room emergencies and keep the command team informed

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1.10

states that good communications between the command team and theemergency teams are essential

1.11

prepares contingency plans to deal with:
1.11.1 fire and/or explosion in specific areas, such as galley,accommodation, container stows on or under deck, engine-roomor cargo space, including co-ordination with shore facilities in
port, taking account of the ship‘s fire-control plan
1.11.2 rescue of victims from an enclosed space
1.11.3 water ingress into the ship
1.11.4 serious shift of cargo
1.11.5 being towed by another ship or tug
1.11.6 heavy-weather damage, with particular reference to hatches,
ventilators and the security of deck cargo
1.11.7 rescue of survivors from another ship or from the sea
1.11.8 leakages and spills of dangerous cargo stranding
1.11.9 abandoning ship

1.12 explains how drills and practices should be organized1.13 describes the role of a shipboard safety committee in contingency planning

2. Actions to be Taken when Emergencies Arise in Port
2.1

describes actions to take in the event of fire on own ship, with particularreference to co-operation and communication with shore facilities

2.2

describes action which should be taken when fire occurs on a nearby
ship or an adjacent port facility

2.3

describes the circumstances in which a ship should put to sea forreasons of safety

2.4

describes the actions to be taken when own ship is dragging anchor
towards dangers in port

2.5

describes the actions which can be taken to avoid a ship dragging
anchor towards own ship in an anchorage

2.6

describes the actions and precautions to take when a submarine cableis lifted by the anchor

2.7

describes how to buoy and slip an anchor

2.8

describes how an anchor may be recovered when no power isavailable at the windlass

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3. Ship construction, including damage control
3.1

Flooding of compartments
3.1.1 defines:- margin line
- permeability of a space
3.1.2 explains what is meant by floodable length
3.1.3 explains what is meant by permissible length of compartments inpassenger ships
3.1.4 describes briefly the significance of the factor of subdivision
3.1.5 states the assumed extent of damage used in assessing thestability of passenger ships in damaged condition
3.1.6 summarizes, with reference to the factor of subdivision, theextent of damage which a passenger ship should withstand3.1.7 describes the provisions for dealing with asymmetrical flooding
3.1.8 states the final conditions of the ship after assumed damage
and, where applicable, equalization of flooding
3.1.9 states that the master is supplied with data necessary tomaintain sufficient intact stability to withstand the critical damage
3.1.10 explains the possible effects of sustaining damage when in aless favorable condition
3.1.11 distinguishes between ships of Type ‘A‘ and Type ‘B‘ for the
purposes of computation of freeboard
3.1.12 describes the extent of damage which a Type "A" ship of over
150 meters length should withstand3.1.13 explains that a Type “A” ship of over 150 meters length isdescribed as a “one- compartment ship”
3.1.14 describes the requirements for survivability of Type ‘B‘ ships
with reduced freeboard assigned
3.1.15 summarizes the equilibrium conditions regarded as satisfactory
after flooding
3.1.16 states that damage to compartments may cause a ship to sink
as a result of:- insufficient reserve buoyancy, leading to progressive
flooding- progressive flooding due to excessive list or trim
- capsizing due to loss of stability structural failure

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Competence
F3 Module 5: Use of Leadership and Managerial Skills
1. Personnel Management, Organization and Training on Board Ship
1.1

Shipboard personnel management and training
1.1.1 Principles of controlling subordinates and maintaining good
relationships-

identifies sources of authority and power-

discusses theories on how effective authority and power may
be enhanced or diminished by management level officers on
ships

-

reviews theories in cultural awareness and cross culturalcommunication-

discusses strategies that management level officers could
adopt to enhance their effectiveness in managing crews ofdifferent cultures-

reviews theories in human error, situational awareness,
automation awareness, complacency and boredom-

discusses strategies that management level officers canadopt to optimize situational awareness and to minimize
human error and complacency of individuals and teams-

reviews theories in leadership and teamwork-

discusses strategies that management level officers canadopt to enhance leadership and teamwork-

discusses theories of personnel motivation and relates theseto shipboard situations encountered by management level
officers-

explains that an individual‘s motivation and well being may
be effected by both real and perceived influences on board
ship and at home-

discusses strategies that management levels officers could
adopt to optimize the motivation of individuals and teams-

discusses theories on coaching individuals and teams to
improve performance-

discusses approaches to managing and improving theperformance of oneself, individuals and teams-

prepares for and conducts a simulated formal performance
review

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1.2-

identifies the impact of repeated harassment including
bullying on individuals-

recognizes indications that crew members may be physicallyor mentally unwell or badly demotivated-describes strategies that can be adopted when a crew
member is believed to be physically or mentally unwell orbadly demotivated-describes strategies that management level officers can taketo ensure that crew remain physically well and areencouraged to remain physically active-

explains the need for management level officers to be fully
familiar with the requirements of national law relating to crew
employment and of all crew agreements in place on the ship-discusses the process for signing on and discharging crew
under national law-

discusses the need to ensure that new crew areappropriately certificated, competent and familiarized withthe safety management system, security plan, working
procedures and equipment of the ship-

explains that procedures for conducting investigations andapplying consequences in disciplinary situations aregoverned by national law, codes of conduct, employment
agreements and company procedures-

explains the process for investigating and applying
consequences in disciplinary situations under relevant
national law and procedures-

explains the formal process for addressing continuing levelsof unacceptable performance by a crew member undernational law-

explains the process for investigating and responding toincidents of harassment or bullying of crew members undernational law-

explains requirements for handling crew wages, advances
and allotments when this is done by management level
officers on board ship

Training
1.2.1 Training methods-

reviews training methods that could be adopted on board
ship-

discusses the effectiveness of training methods that can be
adopted for training:

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in attitudein skills
in knowledge-

describes the preparation needed before the start of a
training session-

discusses methods for ensuring that crew are motivated toparticipate fully in training-

demonstrates how to conduct a training session for a given
topic

-

lists the areas in which training is required by regulation
including the requirements of SOLAS-

identifies other topics where training might be desirable-

delivers a training session to other members of the class-discusses the resources that may be available on board shipthat can be used for training

2. Related international conventions, STCW recommendations and national
legislation
2.1

The ISM Code2.1.1 explains the principles underlying the ISM Code2.1.2 describes the content and application of the ISM Code

2.2

STCW Convention
2.2.1 explains the principles underlying the STCW Convention
2.2.2 describes the content and application of the STCW Convention
2.2.3 explains how to implement the regulations for ensuring fitness
for duty
2.2.4 states that seafarers new to a particular type of vessel require
ship specific shipboard familiarization
2.2.5 describes what shipboard familiarization may involve forwatchkeeping officers
2.2.6 describes what tasks or duties elementary basic safety
familiarization involves for a watchkeeping officer
2.2.7 describes how to organize shipboard training and how tomaintain records
2.2.8 states that penalties are prescribed for breaches of STCW
Convention,1978, as amended requirements and that these aredetermined by the flag state
2.2.9 states that national legislation is required to implement theprovisions of an international convention

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2.2.10 states that for STCW Convention, 1978, as amended, national
legislation is subject to scrutiny and checking by IMO appointed
persons
2.2.11 states national legislation may differ from one flag to another
2.3

Maritime Labor Convention
2.3.1 demonstrates a working knowledge of the Maritime Labor
Convention provisions relating to the management of personnel
on board ship, with particular reference to:- engagement of crew
- employment conditions- crew entitlements and repatriation- medical requirements

3. Application of task and workload management
3.1

Task and workload management
3.1.1 reviews theories on applying task and workload managementfrom IMO Model Course 1.39, Leadership and Teamwork
3.1.2 explains that the scope of activity and conflict between activities
managed by management level officers is broader than for
operational level officers and requires greater task and workload
management ability
3.1.3 plans the task and workload allocation for significant shipboard
activities so that the following are considered:- human limitations- personal abilities- time and resource constraints- prioritization- workload, rest and fatigue
3.1.4 discusses strategies to monitor the effectiveness of task andworkload management during an activity and to adjust the planas necessary
3.1.5 discusses strategies to ensure that all personnel understand theactivity to be undertaken and their tasks in this
3.1.6 discusses whether the encouragement of a challenge andresponse environment is appropriate to the task and workload
management of particular shipboard tasks
3.1.7 discusses the importance of debriefs and reflection after
activities have been conducted to identify opportunities for
improving task and workload management

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4. Effective resource management
4.1

Application of effective resource management
4.1.1 reviews theories on effective communication
4.1.2 demonstrates effective communication in simulated or realsituations involving communications on board ship and between
ship and shore
4.1.3 discusses how management level officers can encourage otherpersonnel to use effective communications
4.1.4 reviews theories on effective resource allocation, assignment
and prioritization
4.1.5 demonstrates the effective allocation, assignment andprioritization of resources when managing simulated or real
shipboard activities
4.1.6 reviews theories on decision making that considers teamexperience
4.1.7 demonstrates the ability to involve team member effectively indecision making when managing simulated or real shipboard
activities
4.1.8 reviews theories on assertiveness and leadership4.1.9 discusses appropriate leadership styles and levels ofassertiveness for management level officers in a range of
shipboard activities
4.1.10 demonstrates the ability to apply appropriate leadership styles
and levels of assertiveness when managing simulated or real
shipboard activities
4.1.11 reviews theories on obtaining and maintaining situationalawareness
4.1.12 demonstrates the ability to obtain and maintain situationalawareness when managing complex simulated or real shipboard
activities
4.1.13 reviews theories on the use of short and long term strategies
4.1.14 demonstrates the ability to apply short and long term strategies
when managing simulated or real shipboard activities

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5. Decision-Making Techniques
5.1

Situation and risk assessment
5.1.1 reviews theories of situation and risk assessment
5.1.2 discusses formal and informal approaches to risk assessment
5.1.3 identifies typical risks that management level officers may haveto assess
5.1.4 demonstrates the ability to effectively assess risk in the planningand conduct of simulated or real shipboard activities

5.2

Identify and generate options
5.2.1 reviews theories on identifying and generating options
5.2.2 demonstrate the ability to identify and generate options when
making decisions as a management level officer in simulated orreal shipboard activity

5.3

Selecting course of action
5.3.1 reviews theories on selecting the course of action in making
decisions5.3.2 demonstrate the ability to select appropriate courses of action
when making decisions as a management level officer insimulated or real shipboard activity

5.4

Evaluation of outcome effectiveness5.4.1 explains how to carry out the evaluation of outcome
effectiveness and the importance of doing it

6. Development, implementation and oversight of standard operatingprocedures.
6.1

discusses approaches to developing standard operating procedures(SOP‘s)6.2

explains the methods to implement the SOP‘s

6.3

explains why it may be desirable for there to be oversight and approvalof many SOPs and explains the dangers associated with it

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Competence
F3 Module 6: Organize and manage the provision of medical care on board.
1. Medical publications
1.1

The use and content of International Medical Guide for Ships,
Medical Section of the International Code of Signals and Medical
First Aid Guide for Use in Accidents involving Dangerous Goods
1.1.1 International Medical Guide for Ships-

describes the content and application of the above
publication-

extracts and applies information for given situations

1.1.2 International Code of Signals (Medical Section)-

describes the content and application of the above
publication constructs and interprets messages

1.1.3 Medical First Aid Guide for Use in Accidents involving
Dangerous Goods-

describes the content and application of the above
publication-

extracts and applies information for given situations(End of the Course)

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