STW 41/16/Add.1

ANNEX 3
DRAFT AMENDMENTS TO PART B OF THE
SEAFARERS’ TRAINING, CERTIFICATION AND WATCHKEEPING (STCW) CODE
PART B

Recommended guidance regarding provisions of the STCW Convention
and its annex
Introduction
1
This part of the STCW Code contains recommended guidance intended to assist Parties to
the STCW Convention and those involved in implementing, applying or enforcing its measures
to give the Convention full and complete effect in a uniform manner.
2
The measures suggested are not mandatory and the examples given are only intended toillustrate how certain Convention requirements may be complied with. However, therecommendations in general represent an approach to the matters concerned which has been
harmonized through discussion within IMO involving, where appropriate, consultation with theInternational Labour Organization, the International Telecommunication Union and the World
Health Organization.
3
Observance of the recommendations contained in this part will assist the Organization inachieving its goal of maintaining the highest practicable standards of competence in respect ofcrews of all nationalities and ships of all flags.
4
Guidance is provided in this part in respect of certain articles of the Convention, in
addition to guidance on certain regulations in its annex. The numbering of the sections of thispart therefore corresponds with that of the articles and the regulations of the Convention. As inpart A, the text of each section may be divided into numbered parts and paragraphs, but such
numbering is unique to that text alone.

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Guidance regarding provisions of the articles
Section B-I
Guidance regarding general obligations under the Convention(No provisions)
Section B-II
Guidance regarding definitions and clarifications
1
The definitions contained in article II of the Convention, and the definitions andclarifications contained in regulation I/1 of its annex, apply equally to the terms used in parts A
and B of this Code. Supplementary definitions which apply only to the provisions of this Codeare contained in section A-I/1.
2

The definition of certificate appearing in article II (c) provides for three possibilities:.1

the Administration may issue the certificate;.2

the Administration may have the certificate issued under its authority; or.3

the Administration may recognize a certificate issued by another Party, as
provided for in regulation I/10.

Section B-III
Guidance regarding the application of the Convention
1
While the definition of fishing vessel contained in article II, paragraph (h) excludes
vessels used for catching fish, whales, seals, walrus or other living resources of the sea fromapplication of the Convention, vessels not engaged in the catching activity cannot enjoy suchexclusion.
2

The Convention excludes all wooden ships of primitive build, including junks.

Section B-IV
Guidance regarding the communication of information
1

In paragraph (1)(b) of article IV, the words “where appropriate” are intended to include:.1

the recognition of a certificate issued by another Party; or.2

the issue of the Administration’s own certificate, where applicable, on the basis ofrecognition of a certificate issued by another Party.

Section B-V
Guidance regarding other treaties and interpretation
1
The word “arrangements” in paragraph (1) of article V is intended to include provisions
previously established between States for the reciprocal recognition of certificates.
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Section B-VI
Guidance regarding certificatesSee the guidance given in sections B-II and B-I/2.
1
A policy statement and an outline of the procedures to be followed should be published
for the information of companies operating ships under the flag of the Administration.
Section B-VII
Guidance regarding transitional provisions
1
Certificates issued for service in one capacity which are currently recognized by a Party
as an adequate qualification for service in another capacity, e.g., chief mate certificatesrecognized for service as master, should continue to be accepted as valid for such service underarticle VII. This acceptance also applies to such certificates issued under the provisions ofparagraph (2) of article VII.
Section B-VIII
Guidance regarding dispensations
1
A policy statement and an outline of the procedures to be followed should be published
for the information of companies operating ships under the flag of the Administration. Guidanceshould be provided to those officials authorized by the Administration to issue dispensations.
Information on action taken should be summarized in the initial report communicated to theSecretary-General in accordance with the requirements of section A-I/7.
Section B-IX
Guidance regarding equivalents
1
Naval certificates may continue to be accepted and certificates of service may continue tobe issued to naval officers as equivalents under article IX, provided that the requirements of theConvention are met.
Section B-X
Guidance regarding control(No provisions – see section B-I/4.)
Section B-XI
Guidance regarding the promotion of technical co-operation
1
Governments should provide, or arrange to provide, in collaboration with IMO, assistanceto States which have difficulty in meeting the requirements of the Convention and which request
such assistance.
2
The importance of adequate training for masters and other personnel serving on board oil,chemical and liquefied gas tankers and ro-ro passenger ships is stressed, and it is recognized thatin some cases there may be limited facilities for obtaining the required experience and providing
specialized training programmes, particularly in developing countries.
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Examination database3
Parties with maritime training academies or examination centres serving several countries
and wishing to establish a database of examination questions and answers are encouraged to doso, on the basis of bilateral co-operation with a country or countries which already have such a
database.
Availability of maritime training simulators
4
The IMO Secretariat maintains a list of maritime training simulators, as a source of
information for Parties and others, on the availability of different types of simulators for training
seafarers, in particular where such training facilities may not be available to them nationally.
5
Parties are urged* to provide information on their national maritime training simulators to
the IMO Secretariat and to update the information whenever any change or addition is made totheir maritime training simulator facilities.
Information on technical co-operation
6
Information on technical advisory services, access to international training institutions
affiliated with IMO, and information on fellowships and other technical co-operation which may
be provided by or through IMO may be obtained by contacting the Secretary-General at 4 Albert
Embankment, London SE1 7SR, United Kingdom.
(No guidance is provided regarding articles XII to XVII.)*

See MSC.1/Circ.1209.

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Guidance regarding provisions of the annex to the STCW Convention
CHAPTER I
Guidance regarding general provisions
Section B-I/1
Guidance regarding definitions and clarifications
1
The definitions contained in article II of the Convention, and the definitions andinterpretations contained in regulation I/1 of its annex, apply equally to the terms used in parts A
and B of this Code. Supplementary definitions which apply only to the provisions of this Codeare contained in section A-I/1.
2
Officers with capacities covered under the provisions of chapter VII may be designated as“polyvalent officer”, “dual-purpose officer” or other designations as approved by the
Administration, in accordance with the terminology used in the applicable safe manningrequirements.
3
Ratings qualified to serve in capacities covered under the provisions of chapter VII may
be designated as “polyvalent ratings” or other designations as approved by the Administration, in
accordance with the terminology used in the applicable safe manning requirements.
Section B-I/2
Guidance regarding certificates and endorsements
1
Where an endorsement is integrated in the format of a certificate as provided bysection A-I/2, paragraph 1, the relevant information should be inserted in the certificate in themanner explained hereunder, except for the omission of the space numbered .2. Otherwise, in
preparing endorsements attesting the issue of a certificate, the spaces numbered .1 to .17 in theform which follows the text hereunder should be completed as follows:.1

Enter the name of the issuing State.

.2Enter the number assigned to the certificate by the Administration.

.3Enter the full name of the seafarer to whom the certificate is issued. The nameshould be the same as that appearing in the seafarer’s passport, seafarer’s identity
certificate and other official documents issued by the Administration.

.4

The number or numbers of the STCW Convention regulation or regulations underwhich the seafarer has been found qualified should be entered here, for example:.4.1“Regulation II/1”, if the seafarer has been found qualified to fill thecapacity of officer in charge of a navigational watch,.4.2“Regulation III/1”, if the seafarer has been found qualified to act asengineer officer in charge of a watch in a manned engine-room, or as
designated duty engineer officer in a periodically unmanned engine-room,

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Page 6.4.3“Regulation IV/2”, if the seafarer has been found qualified to fill thecapacity of radio operator,.4.4“Regulation VII/1”, if the certificate is a functional certificate and theseafarer has been found qualified to perform functions specified in part Aof the Code, for example, the function of marine engineering at the
management level, and.4.5“Regulations III/1 and V/1”, if found qualified to act as the engineer
officer in charge of a watch in a manned engine-room, or as designatedduty engineer officer in a periodically unmanned engine-room in tankers.
(See limitations in paragraphs .8 and .10 below.).5Enter the date of expiry of the endorsement. This date should not be later than thedate of expiry, if any, of the certificate in respect of which the endorsement isissued, nor later than five years after the date of issue of the endorsement.

.6

In this column should be entered each of the functions specified in part A of theCode which the seafarer is qualified to perform. Functions and their associatedlevels of responsibility are specified in the tables of competence set out inchapters II, III and IV of part A of the Code, and are also listed for convenient
reference in the introduction to part A. When reference is made under .4 above toregulations in chapter II, III or IV it is not necessary to list specific functions.

.7

In this column should be entered the levels of responsibility at which the seafarer
is qualified to perform each of the functions entered in column .6. These levels are
specified in the tables of competence set out in chapters II, III and IV of part A of
the Code, and are also listed, for convenient reference, in the introduction topart A.

.8

A general limitation, such as the requirement to wear corrective lenses when
performing duties, should be entered prominently at the top of this limitations
column. Limitations applying to the functions listed in column .6 should beentered on the appropriate line against the function concerned, for example:.8.1“Not valid for service in tankers” − if not qualified under chapter V,.8.2“Not valid for service in tankers other than oil tankers” − if qualified underchapter V for service only in oil tankers,.8.3“Not valid for service in ships in which steam boilers form part of the
ship’s machinery” − if the related knowledge has been omitted inaccordance with STCW Code provisions, and.8.4“Valid only on near-coastal voyages” − if the related knowledge has been
omitted in accordance with STCW Code provisions.

Note: Tonnage and power limitations need not be shown here if they are alreadyindicated in the title of the certificate and in the capacity entered in column .9.

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Page 7.9The capacity or capacities entered in this column should be those specified in thetitle to the STCW regulation or regulations concerned in the case of certificatesissued under chapter II or III, or should be as specified in the applicable safemanning requirements of the Administration, as appropriate.

.10

A general limitation, such as the requirement to wear corrective lenses when
performing duties, should be entered prominently at the top of this limitations
column also. The limitations entered in column .10 should be the same as thoseshown in column .8 for the functions performed in each capacity entered.

.11

The number entered in this space should be that of the certificate, so that bothcertificate and endorsement have the same unique number for reference and forlocation in the register of certificates and/or endorsements, etc.

.12

The date of original issue of the endorsement should be entered here; it may be thesame as, or differ from, the date of issue of the certificate, in accordance with thecircumstances.

.13

The name of the official authorized to issue the endorsement should be shown
here in block letters below the official’s signature.

.14

The date of birth shown should be the date confirmed from Administration records
or as otherwise verified.

.15

The endorsement should be signed by the seafarer in the presence of an official, or
may be incorporated from the seafarer’s application form duly completed andverified.

.16

The photograph should be a standard black and white or colour passport-type headand shoulders photograph, supplied in duplicate by the seafarer so that one may be
kept in or associated with the register of certificates.

.17

If the blocks for revalidation are shown as part of the endorsement form
(see section A-I/2, paragraph 1), the Administration may revalidate theendorsement by completing the block after the seafarer has demonstrated
continuing proficiency as required by regulation I/11.

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Page 8(Official Seal)(COUNTRY)
ENDORSEMENT ATTESTING THE ISSUE OF A CERTIFICATEUNDER THE PROVISIONS OF THE INTERNATIONAL CONVENTION
ON STANDARDS OF TRAINING, CERTIFICATION AND WATCHKEEPINGFOR SEAFARERS, 1978, AS AMENDED
The Government of ………. .1 ..…… certifies that Certificate No. ..… .2 …… has been issued to………………… .3 ………………….. who has been found duly qualified in accordance with theprovisions of regulation ………… .4 …………... of the above Convention, as amended, and has beenfound competent to perform the following functions, at the levels specified, subject to any limitations
indicated until ………… .5 ……………. or until the date of expiry of any extension of the validity of thisendorsement as may be shown overleaf:.6 FUNCTION.7 LEVEL.8 LIMITATIONS APPLYING (IF ANY)

The lawful holder of this endorsement may serve in the following capacity or capacities specified in theapplicable safe manning requirements of the Administration:.9 CAPACITY.10 LIMITATIONS APPLYING (IF ANY)

Endorsement No ................. .11 ....................... issued on ................................. .12 .............................
(Official Seal).............................................................................
Signature of duly authorized official...................................... .13 .............................
Name of duly authorized official

The original of this endorsement must be kept available in accordance with regulation I/2, paragraph 11 of
the Convention while serving on a ship.
Date of birth of the holder of the certificate ............................................... .14 ..........................................
Signature of the holder of the certificate .................................................... .15 ..........................................
Photograph of the holder of the certificate.16

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Page 9The validity of this endorsement is hereby extended until(Official Seal)
Signature of duly authorized official

Date of revalidation ................... .17
Name of duly authorized official

The validity of this endorsement is hereby extended until(Official Seal)
Signature of the authorized official

Date of revalidation ................... .17
Name of duly authorized official

2
An endorsement attesting the recognition of a certificate may be attached to and form partof the certificate endorsed, or may be issued as a separate document (see STCW regulation I/2,
paragraph 8). All entries made in the form are required to be in Roman characters and Arabic
figures (see STCW regulation I/2, paragraph 10). The spaces numbered .1 to .17 in the form
which follows the text hereunder are intended to be completed as indicated in paragraph 1 above,
except in respect of the following spaces:.2

where the number assigned by the Party which issued the certificate being
recognized should be entered;.3

where the name entered should be the same as that appearing in the certificate
being recognized;.4

where the name of the Party which issued the certificate being recognized should
be entered;.9

where the capacity or capacities entered should be selected, as appropriate, fromthose specified in the safe applicable manning requirements of the Administration
which is recognizing the certificate;.11

where the number entered should be unique to the endorsement both for reference
and for location in the register of endorsements; and.12where the date of original issue of the endorsement should be entered.

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Page 10(Official Seal)(COUNTRY)
ENDORSEMENT ATTESTING THE RECOGNITION OF A CERTIFICATEUNDER THE PROVISIONS OF THE INTERNATIONAL CONVENTION ON
STANDARDS OF TRAINING, CERTIFICATION AND WATCHKEEPINGFOR SEAFARERS, 1978, AS AMENDED
The Government of ……………….…. .1 ……..…… certifies that Certificate No. ….….. .2 …….………
issued to ………………… .3 ………………….by or on behalf of the Government of ………… .4 …… isduly recognized in accordance with the provisions of regulation I/10 of the above Convention, as
amended, and the lawful holder is authorized to perform the following functions, at the levels specified,subject to any limitations indicated until ………………… .5 ………………….or until the date of expiryof any extension of the validity of this endorsement as may be shown overleaf:.6 FUNCTION.7 LEVEL.8 LIMITATIONS APPLYING (IF ANY)

The lawful holder of this endorsement may serve in the following capacity or capacities specified in theapplicable safe manning requirements of the Administration:.9 CAPACITY.10 LIMITATIONS APPLYING (IF ANY)

Endorsement No ................. .11 ....................... issued on ................................. .12 .............................
(Official Seal).............................................................................
Signature of duly authorized official...................................... .13 .............................
Name of duly authorized official

The original of this endorsement must be kept available in accordance with regulation I/2, paragraph 11 of
the Convention while serving on a ship.
Date of birth of the holder of the certificate ............................................... .14 ..........................................
Signature of the holder of the certificate .................................................... .15 ..........................................
Photograph of the holder of the certificate.16

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Page 11The validity of this endorsement is hereby extended until(Official Seal)
Signature of duly authorized official

Date of revalidation ................... .17
Name of duly authorized official

The validity of this endorsement is hereby extended until(Official Seal)
Signature of the authorized official

Date of revalidation ................... .17
Name of duly authorized official

3
When replacing a certificate or endorsement which has been lost or destroyed, Parties
should issue the replacement under a new number, to avoid confusion with the document to be
replaced.
4
If an application for revalidation is made within six months before the expiry of anendorsement, the endorsement referred to in paragraphs 5, 6 and 7 of regulation I/2 may berevalidated until:.1

the fifth anniversary of the date of validity, or extension of the validity, of theendorsement; or.2

the date the certificate endorsed expires, whichever is earlier.

5
Where a Certificate of Proficiency is issued, it should contain at least the following
information:.1

names of the issuing Party and authority;.2

number assigned to the certificate by the issuing authority;.3

full name and date of birth of the seafarer to whom the certificate is issued.
The name and birth date should be the same as that appearing in the seafarer’s
passport or seafarer’s identification document;

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title of the certificate. For example, if the certificate is issued in relation toregulation VI/3, paragraph 2, the title used should be “advanced fire fighting” andif it is issued in relation to regulation VI/5, paragraph 1, the title used should be“ship security officer”;.5number, or numbers, of the Convention regulation(s) or of the STCW Codesection under which the seafarer has been found qualified;.6

dates of issue and expiry of the certificate. If validity of the certificate isunlimited, then, for the benefit of clarification, the “unlimited” term should beentered in front of the date of expiry;.7

if applicable, limitations, either general limitation (such as the requirement to wear
corrective lenses), ship’s type limitation (such as “valid only for service on ships of
GT<500”) or, voyage limitation (such as “valid only on near-coastal voyages”);.8

name and signature of the authorized person who issues the certificate;.9

photograph of the seafarer. The photograph should be a standard black and whiteor colour passport-type head and shoulders photograph;.10

if the certificate is intended to be revalidated then, the date of revalidation,
extension of the validity, name and signature of the authorized person; and.11

the contact details of the issuing Authority.

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Table B-I/2
List of certificates or documentary evidence required under the STCW Convention
The list below identifies all certificates or documentary evidence in the Convention whichauthorize the holder to serve in certain functions on board ships. The certificates are subject tothe requirements of regulation I/2 regarding language and their availability in original form.
The list also references the relevant regulations and the requirements for endorsement andregistration.
Regulations

Type of certificate and brief
description

II/1, II/2, II/3, III/1, Certificate of Competency – For
III/2, III/3, III/6, IV/2, masters, officers and GMDSS radio
VII/2
operator
II/4, III/4, VII/2
Certificate of Proficiency – For
Ratings duly certified to be a part of anavigational or engine-room watch
II/5, III/5, III/7, VII/2 Certificate of Proficiency – For
Ratings duly certified as able
seafarer deck, able seafarer engine
electro-technical rating
V/1-1
Certificate of Proficiency orendorsement to a Certificate ofCompetency – For masters andofficers on oil and chemical tankers
V/1-1
Certificate of Proficiency orendorsement to a Certificate ofCompetency – For ratings on oiland chemical tankers
V/1-2
Certificate of Proficiency – For
masters and officers on liquefied
gas tankers
V/1-2
Certificate of Proficiency – For
ratings on liquefied gas tankers
V/2
Documentary evidence – Training
for masters, officers, ratings andother personnel serving on
passenger ships
VI/1
Documentary evidence –Basic
training Or
As part of the Certificate ofCompetency – for masters andofficers

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Endorsement
attesting recognition1of a certificate

Registration2
required

Revalidation3of certificate

Yes

Yes

Yes

No

Yes

No

No

Yes

No

Yes

Yes

Yes

No

Yes

No

Yes

Yes

Yes

No

Yes

No

No

No

No

No

No

Yes

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Page 14Type of certificate and brief
description

Endorsement
attesting recognition1of a certificate

Registration2
required

Revalidation3of certificate

Certificate of Proficiency –Survival craft, rescue boats and fast
rescue boatsOr
As part of the Certificate ofCompetency – For masters andofficers
Certificate of Proficiency –Advanced fire fightingOr
As part of the Certificate ofCompetency – For masters andofficers
Certificate of Proficiency – Medical
first aid and medical care
Certificate of Proficiency – Ship
security officer
Certificate of Proficiency – Security
training for seafarers with designatedsecurity duties
Certificate of Proficiency – Security
awareness training

No

No

Yes

No

No

Yes

No

No

No

No

No

No

No

No

No

No

No

No

Regulations

VI/2

VI/3

VI/4
VI/5
VI/6

Notes:
1 Endorsement attesting recognition of certificate means endorsement in accordance with regulation I/2,
paragraph 7.
2 Registration required means as part of a register or registers in accordance with regulation I/2,
paragraph 14.
3 Revalidation of certificate means establishing continued professional competence.

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Section B-I/3
Guidance regarding near-coastal voyages
1
Coastal States may adopt regional “near-coastal voyage limits” through bilateral or
multilateral arrangements. Details of such arrangements shall be reported to the Secretary-General,
who shall circulate such particulars to all Parties.
Section B-I/4
Guidance regarding control procedures*
Introduction
1
The purpose of the control procedures of regulation I/4 is to enable officers duly
authorized by port States to ensure that the seafarers on board have sufficient competence toensure safe and pollution-free operation of the ship.
2
This provision is no different in principle from the need to make checks on ships’
structures and equipment. Indeed, it builds on these inspections to make an appraisal of the total
system of onboard safety and pollution prevention.
Assessment
3
By restricting assessment as indicated in section A-I/4, the subjectivity which is anunavoidable element in all control procedures is reduced to a minimum, no more than would be
evident in other types of control inspection.
4
The clear grounds given in regulation I/4, paragraph 1.3 will usually be sufficient to direct
the inspector’s attention to specific areas of competency, which could then be followed up by
seeking evidence of training in the skills in question. If this evidence is inadequate or
unconvincing, the authorized officer may ask to observe a demonstration of the relevant skill.
5
It will be a matter for the professional judgement of the inspector when on board, either
following an incident as outlined in regulation I/4 or for the purposes of a routine inspection,
whether the ship is operated in a manner likely to pose a danger to persons, property or theenvironment*.
Section B-I/5
Guidance regarding national provisions(No provisions)*

The relevant IMO Model Course(s) may be of assistance in the preparation of courses.

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Section B-I/6
Guidance regarding training and assessment
Qualifications of instructors and assessors
1
Each Party should ensure that instructors and assessors are appropriately qualified andexperienced for the particular types and levels of training or assessment of competence of
seafarers, as required under the Convention, in accordance with the guidelines in this section.
In-service training and assessment2
Any person, on board or ashore, conducting in-service training of a seafarer intended to
be used in qualifying for certification under the Convention should have received appropriate
guidance in instructional techniques*.
3
Any person responsible for the supervision of in-service training of a seafarer intended to
be used in qualifying for certification under the Convention should have appropriate knowledgeof instructional techniques and of training methods and practice.
4
Any person, on board or ashore, conducting an in-service assessment of the competenceof a seafarer intended to be used in qualifying for certification under the Convention should have:.1

received appropriate guidance in assessment methods and practice*; and.2gained practical assessment experience under the supervision and to thesatisfaction of an experienced assessor.

5
Any person responsible for the supervision of the in-service assessment of competence ofa seafarer intended to be used in qualifying for certification under the Convention should have afull understanding of the assessment system, assessment methods and practice*.
Use of distance learning and e-learning
6
Parties may allow the training of seafarers by distance learning and e-learning inaccordance with the standards of training and assessment set forth in section A-I/6 and theguidance given below.
Guidance for training by distance learning and e-learning
7*

Each Party should ensure that any distance learning and e-learning programme:.1

is provided by an entity that is approved by the Party;.2

is suitable for the selected objectives and training tasks to meet the competencelevel for the subject covered;

The relevant IMO Model Course(s) may be of assistance in the preparation of courses.

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has clear and unambiguous instructions for the trainees to understand how the
programme operates;.4

provides learning outcomes that meet all the requirements to provide theunderpinning knowledge and proficiency of the subject;.5

is structured in a way that enables the trainee to systematically reflect on what has
been learnt through both self assessment and tutor-marked assignments; and.6

provides professional tutorial support through telephone, facsimile or e-mailcommunications.

8
Companies should ensure that a safe learning environment is provided and that there has
been sufficient time provided to enable the trainee to study.
9
Where e-learning is provided, common information formats such as XML (Extensible
Markup Language), which is a flexible way to share both the format and the data on the World
Wide Web, intranets, and elsewhere, should be used.
10
The e-learning system should be secured from tampering and attempts to hack into thesystem.
Guidance for assessing a trainee’s progress and achievements by training by distance learningand e-learning
11
Each Party should ensure that approved assessment procedures are provided for any
distance learning and e-learning programme, including:.1

clear information to the students on the way that tests and examinations are
conducted and how the results are communicated;.2

have test questions that are comprehensive and will adequately assess a trainee’s
competence and are appropriate to the level being examined;.3

procedures in place to ensure questions are kept up to date and;.4

the conditions where the examinations can take place and the procedures for
invigilation to be conducted;.5

secure procedures for the examination system so that it will prevent cheating;.6

secure validation procedures to record results for the benefit of the Party.

Register of approved training providers, courses and programmes
12Each Party should ensure that a register or registers of approved training providers, courses
and programmes are maintained and made available to Companies and other Parties on request.

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Section B-I/7
Guidance regarding communication of information
Reports of difficulties encountered1
Parties are encouraged, when communicating information in accordance with article IV
and regulation I/7 of the Convention, to include an index specifically locating the required
information as follows:
Index of materials submitted in accordance witharticle IV and regulation I/7 of the STCW Convention
Article IV of the STCW Convention
1

Text of laws, decrees, orders, regulations and instruments(article IV(1)(a))

2

Details on study courses(article IV(1)(b))

3

National examination and other requirements(article IV(1)(b))

4

Specimen certificates(article IV(1)(c))

Section A-I/7 part 1 of the STCW Code
5

Information on Governmental organization(section A-I/7, paragraph 2.1)

6

Explanation of legal and administrative measures(section A-I/7, paragraph 2.2)

7

Statement of the education, training, examination, assessment
and certification policies(section A-I/7, paragraph 2.3)

8

Summary of the courses, training programmes, examinations,assessments by certificate(section A-I/7, paragraph 2.4)

9Outline of the procedures and conditions for authorizations,accreditations and approvals(section A-I/7, paragraph 2.5)

10

List of authorizations, accreditations and approvals granted(section A-I/7, paragraph 2.5)

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11

Summary of procedures for dispensations(section A-I/7, paragraph 2.6)

12Comparison carried out pursuant to regulation I/11
(section A-I/7, paragraph 2.7)

13

Outline of refresher and upgrading training mandated(section A-I/7, paragraph 2.7)

Section A-I/7, part 2, paragraph 3 of the STCW Code
14

Description of equivalency arrangements adopted pursuant toarticle IX(section A-I/7, paragraph 3.1)

15

Summary of measures taken to ensure compliance withregulation I/10
(section A-I/7, paragraph 3.2)

16

Specimen copy of safe manning documents issued to ships employing
seafarers holding alternative certificates under regulation VII/1(section A-I/7, paragraph 3.3)

Section A-I/7, part 2, paragraph 4 of the STCW Code17

Report of results of independent evaluations carried out pursuant
to regulation I/8 covering:18

Terms of reference of evaluators for the independent evaluation

19

Qualifications and experience of evaluators

20

Date and scope of evaluation21

Non-conformities found

22

Corrective measures recommended

23

Corrective measures carried out

24

List of training institutions/centres covered by
the independent evaluation

Section A-I/7, part 2, paragraph 6 of the STCW Code25

Explanation of legal and administrative measures(section A-I/7, paragraph 6.1)

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26

Statement of the education, training, examination, assessment
and certification policies(section A-I/7, paragraph 6.2)

27

Summary of the courses, training programmes, examinations,assessments by certificate(section A-I/7, paragraph 6.3)

28

Outline of refresher and upgrading training mandated(section A-I/7, paragraph 6.4)

29

Comparison carried out pursuant to regulation I/11
(section A-I/7, paragraph 6.5)

2
Parties are requested to include, in the reports required by regulation I/7, an indication of
any relevant guidance contained in part B of this Code, the observance of which has been foundto be impracticable.
Section B-I/8
Guidance regarding quality standards
1
In applying quality standards under the provisions of regulation I/8 and section A-I/8 tothe administration of its certification system, each Party should take account of existing national
or international models, and incorporate the following key elements:.1

an expressed policy regarding quality and the means by which such policy is to be
implemented;.2

a quality system incorporating the organizational structure, responsibilities,
procedures, processes and resources necessary for quality management;.3

the operational techniques and activities to ensure quality control;.4systematic monitoring arrangements, including internal quality-assurance
evaluations, to ensure that all defined objectives are being achieved; and.5arrangements for periodic external quality evaluations as described in thefollowing paragraphs.

2
In establishing such quality standards for the administration of their national certification
system, Administrations should seek to ensure that the arrangements adopted:.1

are sufficiently flexible to enable the certification system to take account of thevarying needs of the industry, and that they facilitate and encourage theapplication of new technology;.2

cover all the administrative matters that give effect to the various provisions of theConvention, in particular regulations I/2 to I/15 and other provisions which enable
the Administration to grant certificates of service and dispensations and towithdraw, cancel and suspend certificates;

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encompass the Administration’s responsibilities for approving training andassessment at all levels, from undergraduate-type courses and updating courses forcertificates of competency to short courses of vocational training; and.4

incorporate arrangements for the internal quality-assurance reviews underparagraph 1.4 involving a comprehensive self-study of the administrative
procedures, at all levels, in order to measure achievement of defined objectives
and to provide the basis for the independent external evaluation required under
section A-I/8, paragraph 3.

Quality standards model for assessment of knowledge, understanding, skills and competence3
The quality standards model for assessment of knowledge, understanding, skills andcompetence should incorporate the recommendations of this section within the generalframework of either:4.1

a national scheme for education and training accreditation or quality standards; or.2an alternative quality-standards model acceptable to the Organization.

The above quality-standards model should incorporate:.1

a quality policy, including a commitment by the training institution or unit to theachievement of its stated aims and objectives and to the consequential recognitionby the relevant accrediting or quality-standards authority;.2

those quality-management functions that determine and implement the quality
policy, relating to aspects of the work which impinge on the quality of what isprovided, including provisions for determining progression within a course orprogramme;.3

quality system coverage, where appropriate, of the academic and administrative
organizational structure, responsibilities, procedures, processes and the resourcesof staff and equipment;.4

the quality-control functions to be applied at all levels to the teaching, training,
examination and assessment activities, and to their organization andimplementation, in order to ensure their fitness for their purpose and theachievement of their defined objectives;.5

the internal quality-assurance processes and reviews which monitor the extent towhich the institution, or training unit, is achieving the objectives of the
programmes it delivers, and is effectively monitoring the quality-control
procedures which it employs; and.6

the arrangements made for periodic external quality evaluations required underregulation I/8, paragraph 2 and described in the following paragraphs, for which
the outcome of the quality-assurance reviews forms the basis and starting point.

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5
In establishing quality standards for education, training and assessment programmes, theorganizations responsible for implementing these programmes should take account of thefollowing:.1

Where provisions exist for established national accreditation, or education quality
standards, such provisions should be utilized for courses incorporating theknowledge and understanding requirements of the Convention. The quality
standards should be applied to both management and operational levels of theactivity, and should take account of how it is managed, organized, undertaken andevaluated, in order to ensure that the identified goals are achieved.

.2

Where acquisition of a particular skill or accomplishment of a designated task is
the primary objective, the quality standards should take account of whether real or
simulated equipment is utilized for this purpose, and of the appropriateness of thequalifications and experience of the assessors, in order to ensure achievement of
the set standards.

.3

The internal quality-assurance evaluations should involve a comprehensive
self-study of the programme, at all levels, to monitor achievement of defined
objectives through the application of quality standards. These quality-assurance
reviews should address the planning, design, presentation and evaluation ofprogrammes as well as the teaching, learning and communication activities.
The outcome provides the basis for the independent evaluation required under
section A-I/8, paragraph 3.

The independent evaluation
6
Each independent evaluation should include a systematic and independent examination of
all quality activities, but should not evaluate the validity of the defined objectives. The evaluationteam should:.1

carry out the evaluation in accordance with documented procedures;.2

ensure that the results of each evaluation are documented and brought to theattention of those responsible for the area evaluated; and.3check that timely action is taken to correct any deficiencies.

7
The purpose of the evaluation is to provide an independent assessment of theeffectiveness of the quality-standard arrangements at all levels. In the case of an education ortraining establishment, a recognized academic accreditation or quality-standards body or
Government agency should be used. The evaluation team should be provided with sufficientadvance information to give an overview of the tasks in hand. In the case of a major training
institution or programme, the following items are indicative of the information to be provided:.1

the mission statement of the institution;.2

details of academic and training strategies in use;

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an organization chart and information on the composition of committees andadvisory bodies;.4

staff and student information;.5

a description of training facilities and equipment; and.6an outline of the policies and procedures on:.6.1

student admission,.6.2

the development of new courses and review of existing courses,.6.3

the examination system, including appeals and resits,.6.4

staff recruitment, training, development, appraisal and promotion,.6.5

feedback from students and from industry, and.6.6

staff involvement in research and development.

The report8
Before submitting a final report, the evaluation team should forward an interim report tothe management, seeking their comments on their findings. Upon receiving their comments, theevaluators should submit their final report, which should:.1

include brief background information about the institution or training programme;.2

be full, fair and accurate;.3

highlight the strengths and weaknesses of the institution;.4

describe the evaluation procedure followed;.5

cover the various elements identified in paragraph 4;.6

indicate the extent of compliance or non-compliance with the requirements of theConvention and the effectiveness of the quality standards in ensuring achievementof defined aims and objectives; and.7spell out clearly the areas found to be deficient, offer suggestions for improvement
and provide any other comments the evaluators consider relevant.

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Section B-I/9
Guidance regarding medical standards
MEDICAL EXAMINATION AND CERTIFICATION
1The Party, in establishing seafarer medical fitness standards and provisions, should follow
the guidance contained in the ILO/WHO publication Guidelines for Conducting Pre-sea andPeriodic Medical Fitness Examinations for Seafarers, including any subsequent versions, andany other applicable international guidelines published by the International Labour Organization,
the International Maritime Organization or the World Health Organization.
2
Appropriate qualifications and experience for medical practitioners conducting medical
fitness examinations of seafarers may include occupational health or maritime healthqualifications, experience of working as a ship’s doctor or a shipping company doctor or working
under the supervision of someone with the aforementioned qualifications or experience.
3
The premises where medical fitness examinations are carried out should have thefacilities and equipment required to carry out medical fitness examination of seafarers.
4
Administrations should ensure that recognized medical practitioners enjoy full
professional independence in exercising their medical judgement when undertaking medical
examination procedures.
5
Persons applying for a medical certificate should present to the recognized medical
practitioner appropriate identity documentation to establish their identity. They should also
surrender their previous medical certificate.
6
The medical fitness standards should, so far as possible, define objective criteria withregard to fitness for sea service, taking into account access to medical facilities and medical
expertise on board ship. They should, in particular, specify the conditions under which seafarers
suffering from potentially life-threatening medical conditions that are controlled by medication
may be allowed to continue to serve at sea.
7
The medical standards should also identify particular medical conditions, such as colour
blindness, which might preclude seafarers holding particular positions on board ship.
8
The minimum in-service eyesight standards in each eye for unaided distance vision
should be at least 0.1*.
9
Persons requiring the use of spectacles or contact lenses to perform duties should have aspare pair or pairs, as required, conveniently available on board the ship. Any need to wear visual
aids to meet the required standards should be recorded on the medical fitness certificate issued.
10
Colour vision testing should be in accord with the International Recommendation for
Colour Vision Requirements for Transport, published by the Commission Internationale del’Eclairage (CIE 143-2001) or comparable test methods.

*

Value given in Snellen decimal notation.

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Section B-I/10
Guidance regarding the recognition of certificates
1
Training carried out under the STCW Convention which does not lead to the issue of an
appropriate certificate and on which information provided by a Party is found by the Maritime
Safety Committee to give full and complete effect to the Convention in accordance withregulation I/7, paragraph 2 may be accepted by other Parties to the Convention as meeting therelevant training requirements thereof.
2
Contacted Administrations should issue documentary proof referred to in regulation I/10,
paragraph 5 to enable port State control authorities to accept the same in lieu of endorsement of acertificate issued by another Party for a period of three months from the date of issue, providing
the information listed below:
.1
.2
.3
.4
.5
.6
.7
3

seafarer’s namedate of birth
number of the original Certificate of Competency
capacity
limitations
contact details of the Administration
dates of issue and expiry.

Such documentary proof may be made available by electronic means.

Section B-I/11
Guidance regarding the revalidation of certificates1
The courses required by regulation I/11 should include relevant changes in marine
legislation, technology and recommendations concerning the safety of life at sea, security and theprotection of the marine environment.
2
A test may take the form of written or oral examination, the use of a simulator or otherappropriate means.
3
Approved seagoing service stated in section A-I/11, paragraph 1 may be served in an
appropriate lower officer rank than the certificate held.
4
If an application for revalidation of a certificate referred to in paragraph 1 ofregulation I/11 is made within six months before expiry of the certificate, the certificate may berevalidated until the fifth anniversary of the date of validity, or extension of the validity, of thecertificate.
Section B-I/12
Guidance regarding the use of simulators
1
When simulators are being used for training or assessment of competency, the following
guidelines should be taken into consideration in conducting any such training or assessment.

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TRAINING AND ASSESSMENT IN RADAR OBSERVATION AND PLOTTING*
2

Training and assessment in radar observation and plotting should:.1

incorporate the use of radar simulation equipment; and.2

conform to standards not inferior to those given in paragraphs 3 to 17 below.

3
Demonstrations of and practice in radar observation should be undertaken, whereappropriate, on live marine radar equipment, including the use of simulators. Plotting exercises
should preferably be undertaken in real time, in order to increase trainees’ awareness of thehazards of the improper use of radar data and improve their plotting techniques to a standard ofradar plotting commensurate with that necessary for the safe execution of collision-avoidance
manoeuvring under actual seagoing conditions.
GeneralFactors affecting performance and accuracy
4
An elementary understanding should be attained of the principles of radar, together with afull practical knowledge of:.1range and bearing measurement, characteristics of the radar set which determine
the quality of the radar display, radar antennae, polar diagrams, the effects ofpower radiated in directions outside the main beam, a non-technical description of
the radar system, including variations in the features encountered in different
types of radar set, performance monitors and equipment factors which affectmaximum and minimum detection ranges and accuracy of information;.2

the current marine radar performance specification adopted by the Organization**;.3

the effects of the siting of the radar antenna, shadow sectors and arcs of reduced
sensitivity, false echoes, effects of antenna height on detection ranges and of siting
radar units and storing spares near magnetic compasses, including magnetic safe
distances; and.4radiation hazards and safety precautions to be taken in the vicinity of antenna andopen waveguides.

Detection of misrepresentation of information, including false echoes and sea returns
5
A knowledge of the limitations to target detection is essential, to enable the observer toestimate the dangers of failure to detect targets. The following factors should be emphasized:.1***

performance standard of the equipment;

The relevant IMO Model Course(s) may be of assistance in the preparation of courses.
See relevant/appropriate performance standards adopted by the Organization and set out in IMO publication“Performance standards for shipborne radiocommunications and navigational equipment”.

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Page 27.2brilliance, gain and video processor control settings;.3

radar horizon;.4size, shape, aspect and composition of targets;.5effects of the motion of the ship in a seaway;.6

propagation conditions;.7

meteorological conditions; sea clutter and rain clutter;.8

anti-clutter control settings;.9

shadow sectors; and.10radar-to-radar interference.

6
A knowledge should be attained of factors which might lead to faulty interpretation,
including false echoes, effects of nearby pylons and large structures, effects of power lines
crossing rivers and estuaries, echoes from distant targets occurring on second or later traces.
7
A knowledge should be attained of aids to interpretation, including corner reflectors andradar beacons; detection and recognition of land targets; the effects of topographical features;
effects of pulse length and beam width; radar-conspicuous and -inconspicuous targets; factors
which affect the echo strength from targets.
Practice
Setting up and maintaining displays
8

A knowledge should be attained of:.1

the various types of radar display mode; unstabilized ship’s-head-up relative
motion; ship’s-head-up, course-up and north-up stabilized relative motion and true
motion;.2

the effects of errors on the accuracy of information displayed; effects oftransmitting compass errors on stabilized and true-motion displays; effects oftransmitting log errors on a true-motion display; and the effects of inaccurate
manual speed settings on a true-motion display;.3

methods of detecting inaccurate speed settings on true-motion controls; the effects
of receiver noise limiting the ability to display weak echo returns, and the effectsof saturation by receiver noise, etc.; the adjustment of operational controls; criteria
which indicate optimum points of adjustment; the importance of proper
adjustment sequence, and the effects of maladjusted controls; the detection ofmaladjustments and corrections of:

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controls affecting detection ranges, and.3.2

controls affecting accuracy;.4

the dangers of using radar equipment with maladjusted controls; and.5

the need for frequent regular checking of performance, and the relationship of theperformance indicator to the range performance of the radar set.

Range and bearing
9

A knowledge should be attained of:.1

the methods of measuring ranges; fixed range markers and variable range
markers;.2

the accuracy of each method and the relative accuracy of the different methods;.3

how range data are displayed; ranges at stated intervals, digital counter andgraduated scale;.4

the methods of measuring bearings; rotatable cursor on transparent disc covering
the display, electronic bearing cursor and other methods;.5bearing accuracy and inaccuracies caused by parallax, heading marker
displacement, centre maladjustment;.6

how bearing data are displayed; graduated scale and digital counter; and.7

the need for regular checking of the accuracy of ranges and bearings, methods ofchecking for inaccuracies and correcting or allowing for inaccuracies.

Plotting techniques and relative-motion concepts
10
Practice should be provided in manual plotting techniques, including the use of reflection
plotters, with the objective of establishing a thorough understanding of the interrelated motion
between own ship and other ships, including the effects of manoeuvring to avoid collision. At the
preliminary stages of this training, simple plotting exercises should be designed to establish asound appreciation of plotting geometry and relative-motion concepts. The degree of complexityof exercises should increase throughout the training course until the trainee has mastered all
aspects of the subject. Competence can best be enhanced by exposing the trainee to real-time
exercises performed on a simulator or using other effective means.
Identification of critical echoes
11

A thorough understanding should be attained of:.1

position fixing by radar from land targets and sea marks;

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the accuracy of position fixing by ranges and by bearings;.3

the importance of cross-checking the accuracy of radar against other navigational
aids; and.4

the value of recording ranges and bearings at frequent, regular intervals whenusing radar as an aid to collision avoidance.

Course and speed of other ships
12

A thorough understanding should be attained of:.1.2

the different methods by which course and speed of other ships can be obtained
from recorded ranges and bearings, including:.1.1

the unstabilized relative plot,.1.2

the stabilized relative plot, and.1.3

the true plot; andthe relationship between visual and radar observations, including detail and theaccuracy of estimates of course and speed of other ships, and the detection ofchanges in movements of other ships.

Time and distance of closest approach of crossing, meeting or overtaking ships
13

A thorough understanding should be attained of:.1.2

the use of recorded data to obtain:.1.1

measurement of closest approach distance and bearing, and.1.2

time to closest approach, andthe importance of frequent, regular observations.

Detecting course and speed changes of other ships
14

A thorough understanding should be attained of:.1

the effects of changes of course and/or speed by other ships on their tracks acrossthe display;.2

the delay between change of course or speed and detection of that change; and.3

the hazards of small changes as compared with substantial changes of course or
speed in relation to rate and accuracy of detection.

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Effects of changes in own ship’s course or speed or both
15
A thorough understanding of the effects on a relative-motion display of own ship’s
movements, and the effects of other ships’ movements and the advantages of compass
stabilization of a relative display.
16

In respect of true-motion displays, a thorough understanding should be attained of:.1

the effects of inaccuracies of:.1.1

speed and course settings, and.1.2

compass stabilization data driving a stabilized relative-motion display;.2

the effects of changes in course or speed or both by own ship on tracks of otherships on the display; and.3

the relationship of speed to frequency of observations.

Application of the International Regulations for Preventing Collisions at Sea, 1972
17
A thorough understanding should be attained of the relationship of the International
Regulations for Preventing Collisions at Sea, 1972 to the use of radar, including:.1

action to avoid collision, dangers of assumptions made on inadequate informationand the hazards of small alterations of course or speed;.2

the advantages of safe speed when using radar to avoid collision;.3

the relationship of speed to closest approach distance and time and to the
manoeuvring characteristics of various types of ships;.4

the importance of radar observation reports and radar reporting procedures being
well defined;.5

the use of radar in clear weather, to obtain an appreciation of its capabilities andlimitations, compare radar and visual observations and obtain an assessment of therelative accuracy of information;.6

the need for early use of radar in clear weather at night and when there areindications that visibility may deteriorate;.7

comparison of features displayed by radar with charted features; and.8comparison of the effects of differences between range scales.

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TRAINING AND ASSESSMENT IN THE OPERATIONAL USE OF AUTOMATIC
RADAR PLOTTING AIDS (ARPA)18
Training and assessment in the operational use of automatic radar plotting aids (ARPA)should:.1

require prior completion of the training in radar observation and plotting or
combine that training with the training given in paragraphs 19 to 35 below;*.2

incorporate the use of ARPA simulation equipment; and.3

conform to standards not inferior to those given in paragraphs 19 to 35 below.

19
Where ARPA training is provided as part of the general training under the 1978 STCW
Convention, masters, chief mates and officers in charge of a navigational watch should
understand the factors involved in decision-making based on the information supplied by ARPAin association with other navigational data inputs, having a similar appreciation of the operational
aspects and of system errors of modern electronic navigational systems, including ECDIS.
This training should be progressive in nature, commensurate with the responsibilities of theindividual and the certificates issued by Parties under the 1978 STCW Convention.
Theory and demonstration
Possible risks of over-reliance on ARPA
20

Appreciation that ARPA is only a navigational aid and:
.1that its limitations, including those of its sensors, make over-reliance on ARPA
dangerous, in particular for keeping a look-out; and.2

the need to observe at all times the Principles to be observed in keeping anavigational watch and the Guidance on keeping a navigational watch.

Principal types of ARPA systems and their display characteristics
21
Knowledge of the principal types of ARPA systems in use; their various display
characteristics and an understanding of when to use ground- or sea-stabilized modes andnorth-up, course-up or head-up presentations.
IMO performance standards for ARPA
22
An appreciation of the IMO performance standards for ARPA, in particular the standards
relating to accuracy.*****

The relevant IMO Model Course(s) and resolution MSC.64(67) may be of assistance in the preparation ofcourses.
See relevant/appropriate performance standards adopted by the Organization and set out in IMO publication“Performance standards for shipborne radiocommunications and navigational equipment”.

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Factors affecting system performance and accuracy
23
Knowledge of ARPA sensor input performance parameters − radar, compass and speed
inputs and the effects of sensor malfunction on the accuracy of ARPA data.
24

Knowledge of:.1

the effects of the limitations of radar range and bearing discrimination andaccuracy and the limitations of compass and speed input accuracies on theaccuracy of ARPA data; and.2

factors which influence vector accuracy.

Tracking capabilities and limitations
25

Knowledge of:.1

the criteria for the selection of targets by automatic acquisition;.2

the factors leading to the correct choice of targets for manual acquisition;.3

the effects on tracking of “lost” targets and target fading; and.4

the circumstances causing “target swap” and its effects on displayed data.

Processing delays
26
Knowledge of the delays inherent in the display of processed ARPA information,
particularly on acquisition and re-acquisition or when a tracked target manoeuvres.
Operational warnings, their benefits and limitations
27
Appreciation of the uses, benefits and limitations of ARPA operational warnings and theircorrect setting, where applicable, to avoid spurious interference.
System operational tests
28

Knowledge of:.1methods of testing for malfunctions of ARPA systems, including functional
self-testing; and.2precautions to be taken after a malfunction occurs.

Manual and automatic acquisition of targets and their respective limitations
29
Knowledge of the limits imposed on both types of acquisition in multi-target scenarios,
and the effects on acquisition of target fading and target swap.

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True and relative vectors and typical graphic representation of target information anddanger areas
30
Thorough knowledge of true and relative vectors; derivation of targets’ true courses andspeeds, including:.1

threat assessment, derivation of predicted closest point of approach and predicted
time to closest point of approach from forward extrapolation of vectors, the use ofgraphic representation of danger areas;.2

the effects of alterations of course and/or speed of own ship and/or targets on
predicted closest point of approach and predicted time to closest point of approachand danger areas;.3

the effects of incorrect vectors and danger areas; and.4

the benefit of switching between true and relative vectors.

Information on past positions of targets being tracked
31
Knowledge of the derivation of past positions of targets being tracked, recognition ofhistoric data as a means of indicating recent manoeuvring of targets and as a method of checking
the validity of the ARPA’s tracking.
Practice
Setting up and maintaining displays
32

Ability to demonstrate:.1

the correct starting procedure to obtain the optimum display of ARPA
information;.2

the selection of display presentation; stabilized relative-motion displays andtrue-motion displays;.3

the correct adjustment of all variable radar display controls for optimum display of
data;

.4

the selection, as appropriate, of required speed input to ARPA;.5

the selection of ARPA plotting controls, manual/automatic acquisition,
vector/graphic display of data;.6

the selection of the timescale of vectors/graphics;.7

the use of exclusion areas when automatic acquisition is employed by ARPA; and.8performance checks of radar, compass, speed input sensors and ARPA.

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System operational tests
33
Ability to perform system checks and determine data accuracy of ARPA, including thetrial manoeuvre facility, by checking against basic radar plot.
Obtaining information from the ARPA display
34
Demonstrate the ability to obtain information in both relative- and true-motion modes ofdisplay, including:.1

the identification of critical echoes;.2

the speed and direction of target’s relative movement;.3

the time to, and predicted range at, target’s closest point of approach;.4

the courses and speeds of targets;.5

detecting course and speed changes of targets and the limitations of suchinformation;.6

the effect of changes in own ship’s course or speed or both; and.7

the operation of the trial manoeuvre facility.

Application of the International Regulations for Preventing Collisions at Sea, 1972
35
Analysis of potential collision situations from displayed information, determination andexecution of action to avoid close-quarters situations in accordance with the International
Regulations for Preventing Collisions at Sea, 1972 in force.
TRAINING AND ASSESSMENT IN THE OPERATIONAL USE OF ELECTRONIC
CHART DISPLAY AND INFORMATION SYSTEMS (ECDIS)
Introduction
36
When simulators are being used for training or assessment in the operational use of
Electronic Chart Display and Information Systems (ECDIS), the following interim guidanceshould be taken into consideration in any such training or assessment.
37

Training and assessment in the operational use of the ECDIS should:.1

incorporate the use of ECDIS simulation equipment; and.2

conform to standards not inferior to those given in paragraphs 38 to 65 below.

38
ECDIS simulation equipment should, in addition to meeting all applicable performancestandards set out in section A-I/12 of the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW), 1978, as amended, be capable of
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simulating navigational equipment and bridge operational controls which meet all applicable
performance standards adopted by the Organization, incorporate facilities to generate soundings
and:.1create a real-time operating environment, including navigation control andcommunications instruments and equipment appropriate to the navigation andwatchkeeping tasks to be carried out and the manoeuvring skills to be assessed;and.2

realistically simulate “own ship” characteristics in open-water conditions, as wellas the effects of weather, tidal stream and currents.

39
Demonstrations of, and practice in, ECDIS use should be undertaken, where appropriate,through the use of simulators. Training exercises should preferably be undertaken in real time, inorder to increase trainees’ awareness of the hazards of the improper use of ECDIS. Accelerated
timescale may be used only for demonstrations.
GeneralGoals of an ECDIS training programme
40

The ECDIS trainee should be able to:.1

operate the ECDIS equipment, use the navigational functions of ECDIS, selectand assess all relevant information and take proper action in the case of amalfunction;.2

state the potential errors of displayed data and the usual errors of interpretation;
and.3

explain why ECDIS should not be relied upon as the sole reliable aid tonavigation.

Theory and demonstration
41
As the safe use of ECDIS requires knowledge and understanding of the basic principles
governing ECDIS data and their presentation rules as well as potential errors in displayed data
and ECDIS-related limitations and potential dangers, a number of lectures covering thetheoretical explanation should be provided. As far as possible, such lessons should be presented
within a familiar context and make use of practical examples. They should be reinforced during
simulator exercises.
42
For safe operation of ECDIS equipment and ECDIS-related information (use of thenavigational functions of ECDIS, selection and assessment of all relevant information, becoming
familiar with ECDIS man–machine interfacing), practical exercises and training on the ECDIS
simulators should constitute the main content of the course.
43
For the definition of training objectives, a structure of activities should be defined.
A detailed specification of learning objectives should be developed for each topic of this structure.
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Simulator exercises
44
Exercises should be carried out on individual ECDIS simulators, or full-mission
navigation simulators including ECDIS, to enable trainees to acquire the necessary practicalskills. For real-time navigation exercises, navigation simulators are recommended to cover thecomplex navigation situation. The exercises should provide training in the use of the various
scales, navigational modes, and display modes which are available, so that the trainees will beable to adapt the use of the equipment to the particular situation concerned.
45
The choice of exercises and scenarios is governed by the simulator facilities available.
If one or more ECDIS workstations and a full-mission simulator are available, the workstations
may primarily be used for basic exercises in the use of ECDIS facilities and for passage-planning
exercises, whereas full-mission simulators may primarily be used for exercises related topassage-monitoring functions in real time, as realistic as possible in connection with the total
workload of a navigational watch. The degree of complexity of exercises should increase
throughout the training programme until the trainee has mastered all aspects of the learning subject.
46
Exercises should produce the greatest impression of realism. To achieve this, thescenarios should be located in a fictitious sea area. Situations, functions and actions for different
learning objectives which occur in different sea areas can be integrated into one exercise andexperienced in real time.
47
The main objective of simulator exercises is to ensure that trainees understand their
responsibilities in the operational use of ECDIS in all safety-relevant aspects and are thoroughlyfamiliar with the system and equipment used.
Principal types of ECDIS systems and their display characteristics
48
The trainee should gain knowledge of the principal types of ECDIS in use; their various
display characteristics, data structure and an understanding of:.1

differences between vector and raster charts;.2

differences between ECDIS and ECS;

.3

differences between ECDIS and RCDS∗;.4

characteristics of ECDIS and their different solutions; and.5characteristics of systems for special purposes (unusual situations/emergencies).

Risks of over-reliance on ECDIS49

The training in ECDIS operational use should address:.1∗

the limitations of ECDIS as a navigational tool;

SN/Circ.207/Rev.1 – Differences between RCDS and ECDIS.

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potential risk of improper functioning of the system;.3

system limitations, including those of its sensors;.4hydrographic data inaccuracy; limitations of vector and raster electronic charts(ECDIS vs RCDS and ENC vs RNC); and.5potential risk of human errors.

Emphasis should be placed on the need to keep a proper look-out and to perform periodical
checking, especially of the ship’s position, by ECDIS-independent methods.
Detection of misrepresentation of information50
Knowledge of the limitations of the equipment and detection of misrepresentation of
information is essential for the safe use of ECDIS. The following factors should be emphasized
during training:.1

performance standards of the equipment;.2

radar data representation on an electronic chart, elimination of discrepancy
between the radar image and the electronic chart;.3

possible projection discrepancies between an electronic and paper charts;.4

possible scale discrepancies (overscaling and underscaling) in displaying anelectronic chart and its original scale;.5effects of using different reference systems for positioning;.6effects of using different horizontal and vertical datums;.7

effects of the motion of the ship in a seaway;.8

ECDIS limitations in raster chart display mode;.9

potential errors in the display of:

.10

.9.1

the own ship’s position,.9.2

radar data and ARPA and AIS information,.9.3

different geodetic co-ordinate systems; andverification of the results of manual or automatic data correction:.10.1

comparison of chart data and radar picture, and.10.2

checking the own ship’s position by using the other independent
position-fixing systems.

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51
False interpretation of the data and proper action taken to avoid errors of interpretation
should be explained. The implications of the following should be emphasized:.1

ignoring overscaling of the display;.2

uncritical acceptance of the own ship’s position;.3

confusion of display mode;.4

confusion of chart scale;.5

confusion of reference systems;.6

different modes of presentation;.7

different modes of vector stabilization;.8

differences between true north and gyro north (radar);.9

using the same data reference system;.10

using the appropriate chart scale;.11

using the best-suited sensor to the given situation and circumstances;.12

entering the correct values of safety data:

.13

.12.1

the own ship’s safety contour,.12.2

safety depth (safe water), and.12.3

events; andproper use of all available data.

52
Appreciation that RCDS is only a navigational aid and that, when operating in the RCDS
mode, the ECDIS equipment should be used together with an appropriate portfolio of up-to-date
paper charts:.1

appreciation of the differences in operation of RCDS mode as described in
SN.1/Circ.207/Rev.1 “Differences between RCDS and ECDIS”; and.2

ECDIS, in any mode, should be used in training with an appropriate portfolio of
up-to-date charts.

Factors affecting system performance and accuracy
53
An elementary understanding should be attained of the principles of ECDIS, together
with a full practical knowledge of:
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starting and setting up ECDIS; connecting data sensors: satellite and radio
navigation system receivers, radar, gyro-compass, log, echo-sounder; accuracy
and limitations of these sensors, including effects of measurement errors andship’s position accuracy, manoeuvring on the accuracy of course indicator’s
performance, compass error on the accuracy of course indication, shallow wateron the accuracy of log performance, log correction on the accuracy of speed
calculation, disturbance (sea state) on the accuracy of an echo-sounderperformance; and.2

the current performance standards for electronic chart display and information
systems adopted by the Organization∗.

Practice
Setting up and maintaining display
54

Knowledge and skills should be attained in:.1

the correct starting procedure to obtain the optimum display of ECDIS
information;.2

the selection of display presentation (standard display, display base, all otherinformation displayed individually on demand);.3

the correct adjustment of all variable radar/ARPA display controls for optimum
display of data;.4

the selection of convenient configuration;.5

the selection, as appropriate, of required speed input to ECDIS;.6

the selection of the timescale of vectors; and.7

performance checks of position, radar/ARPA, compass, speed input sensors and
ECDIS.

Operational use of electronic charts
55∗

Knowledge and skills should be attained in:.1

the main characteristics of the display of ECDIS data and selecting proper
information for navigational tasks;.2

the automatic functions required for monitoring ship’s safety, such as display of
position, heading/gyro course, speed, safety values and time;

See relevant/appropriate performance standards adopted by the Organization and set out in IMO publication“Performance standards for shipborne radiocommunications and navigational equipment”.

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the manual functions (by the cursor, electronic bearing line, range rings);.4

selecting and modification of electronic chart content;.5

scaling (including underscaling and overscaling);.6zooming;.7

setting of the own ship’s safety data;.8

using a daytime or night-time display mode;.9

reading all chart symbols and abbreviations;.10

using different kinds of cursors and electronic bars for obtaining navigational
data;

.11

viewing an area in different directions and returning to the ship’s position;.12

finding the necessary area, using geographical co-ordinates;.13

displaying indispensable data layers appropriate to a navigational situation;.14

selecting appropriate and unambiguous data (position, course, speed, etc.);.15

entering the mariner’s notes;.16

using north-up orientation presentation and other kinds of orientation; and.17

using true- and relative-motion modes.

Route planning56

Knowledge and skills should be attained in:.1

loading the ship’s characteristics into ECDIS;.2

selection of a sea area for route planning:.2.1

reviewing required waters for the sea passage, and.2.2changing over of chart scale;.3

verifying that proper and updated charts are available;.4

route planning on a display by means of ECDIS, using the graphic editor, taking
into consideration rhumb line and great-circle sailing:

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using the ECDIS database for obtaining navigational, hydro-meteorologicaland other data,.4.2

taking into consideration turning radius and wheel-over points/lines when
they are expressed on chart scale,.4.3

marking dangerous depths and areas and exhibiting guarding depth
contours,.4.4

marking waypoints with the crossing depth contours and criticalcross-track deviations, as well as by adding, replacing and erasing of
waypoints,.4.5

taking into consideration safe speed,.4.6

checking pre-planned route for navigational safety, and.4.7

generating alarms and warnings;

route planning with calculation in the table format, including:.5.1

waypoints selection,.5.2

recalling the waypoints list,.5.3

planning notes,.5.4

adjustment of a planned route,.5.5

checking a pre-planned route for navigational safety,.5.6

alternative route planning,.5.7

saving planned routes, loading and unloading or deleting routes,.5.8

making a graphic copy of the monitor screen and printing a route,.5.9

editing and modification of the planned route,.5.10

setting of safety values according to the size and manoeuvring parametersof the vessel,.5.11 back-route planning, and.5.12

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connecting several routes.

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Route monitoring
57

Knowledge and skills should be attained in:.1

using independent data to control ship’s position or using alternative systems
within ECDIS;.2

using the look-ahead function:.2.1

changing charts and their scales,.2.2

reviewing navigational charts,.2.3

vector time selecting,.2.4

predicting the ship’s position for some time interval,.2.5changing the pre-planned route (route modification),.2.6

entering independent data for the calculation of wind drift and current
allowance,.2.7

reacting properly to the alarm,.2.8

entering corrections for discrepancies of the geodetic datum,.2.9

displaying time markers on a ship’s route,.2.10

entering ship’s position manually, and.2.11

measuring co-ordinates, course, bearings and distances on a chart.

Alarm handling
58
Knowledge and ability to interpret and react properly to all kinds of systems, such as
navigational sensors, indicators, data and charts alarms and indicator warnings, including,switching the sound and visual alarm signalling system, should be attained in case of:.1absence of the next chart in the ECDIS database;.2

crossing a safety contour;.3

exceeding cross-track limits;.4

deviation from planned route;.5

approaching a waypoint;.6

approaching a critical point;.7

discrepancy between calculated and actual time of arrival to a waypoint;

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information on under-scaling or over-scaling;.9

approaching an isolated navigational danger or danger area;.10

crossing a specified area;.11

selecting a different geodetic datum;.12

approaching other ships;.13

watch termination;.14

switching timer;.15

system test failure;.16

malfunctioning of the positioning system used in ECDIS;.17

failure of dead-reckoning; and.18

inability to fix vessel’s position using the navigational system.

Manual correction of a ship’s position and motion parameters
59

Knowledge and skills should be attained in manually correcting:.1

the ship’s position in dead-reckoning mode, when the satellite and radio
navigation system receiver is switched off;.2

the ship’s position, when automatically obtained co-ordinates are inaccurate; and.3course and speed values.

Records in the ship’s log
60

Knowledge and skills should be attained in:.1

automatic voyage recording;.2

reconstruction of past track, taking into account:.2.1

recording media,.2.2

recording intervals,.2.3

verification of database in use;.3

viewing records in the electronic ship’s log;

.4

instant recording in the electronic ship’s log;

.5changing ship’s time;

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printing the content of the electronic ship’s log;

.8

setting up the automatic record time intervals;.9

composition of voyage data and reporting; and.10interface with a voyage data recorder (VDR).

Chart updating
61

Knowledge and skills should be attained in:.1

performing manual updating of electronic charts. Special attention should be paid
to reference-ellipsoid conformity and to conformity of the measurement units used
on a chart and in the correction text;.2

performing semi-automatic updating of electronic charts, using the data obtainedon electronic media in the electronic chart format; and.3

performing automatic updating of electronic charts, using update files obtained via
electronic data communication lines.

In the scenarios where non-updated data are employed to create a critical situation, trainees
should be required to perform ad hoc updating of the chart.
Operational use of ECDIS where radar/ARPA is connected
62

Knowledge and skills should be attained in:.1connecting ARPA to ECDIS;.2

indicating target’s speed vectors;.3

indicating target’s tracks;.4archiving target’s tracks;.5viewing the table of the targets;.6

checking alignment of radar overlay with charted geographic features;.7

simulating one or more manoeuvres;.8

corrections to own ship’s position, using a reference point captured by ARPA; and.9corrections using the ARPA’s cursor and electronic bar.

See also section B-I/12, Guidance regarding the use of simulators (pertaining to radar andARPA), especially paragraphs 17 to 19 and 36 to 38.
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Operational use of ECDIS where AIS is connected
63

Knowledge and skills should be attained in:.1interface with AIS;

.2

interpretation of AIS data;.3

indicating target’s speed vectors;.4

indicating target’s tracks; and.5archiving target’s tracks.

Operational warnings, their benefits and limitations
64
Trainees should gain an appreciation of the uses, benefits and limitations of ECDIS
operational warnings and their correct setting, where applicable, to avoid spurious interference.
System operational tests
65

Knowledge and skills should be attained in:.1

methods of testing for malfunctions of ECDIS, including functional self-testing;.2

precautions to be taken after a malfunction occurs; and.3adequate back-up arrangements (take over and navigate using the back-up
system).

Debriefing exercise
66
The instructor should analyse the results of all exercises completed by all trainees andprint them out. The time spent on the debriefing should occupy between 10% and 15% of thetotal time used for simulator exercises.
RECOMMENDED PERFORMANCE STANDARDS FOR NON-MANDATORY TYPESOF SIMULATION
67
Performance standards for non-mandatory simulation equipment used for training and/or
assessment of competence or demonstration of skills are set out hereunder. Such forms ofsimulation include, but are not limited to, the following types:.1

navigation and watchkeeping;.2

ship handling and manoeuvring;.3

cargo handling and stowage;.4

reporting and radiocommunications; and.5main and auxiliary machinery operation.

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Navigation and watchkeeping simulation
68
Navigation and watchkeeping simulation equipment should, in addition to meeting all
applicable performance standards set out in section A-I/12, be capable of simulating navigational
equipment and bridge operational controls which meet all applicable performance standards
adopted by the Organization,∗ incorporate facilities to generate soundings and:.1create a real-time operating environment, including navigation control andcommunications instruments and equipment appropriate to the navigation andwatchkeeping tasks to be carried out and the manoeuvring skills to be assessed;.2

provide a realistic visual scenario by day or by night, including variable visibility,
or by night only as seen from the bridge, with a minimum horizontal field of view
available to the trainee in viewing sectors appropriate to the navigation andwatchkeeping tasks and objectives;.3

realistically simulate “own ship” dynamics in open-water conditions, including theeffects of weather, tidal stream, currents and interaction with other ships; and.4

realistically simulate VTS communication procedures between ship and shore.

Ship handling and manoeuvring simulation
69
In addition to meeting the performance standards set out in paragraph 37, ship handlingsimulation equipment should:.1

provide a realistic visual scenario as seen from the bridge, by day and by night,
with variable visibility throughout a minimum horizontal field of view available tothe trainee in viewing sectors appropriate to the ship handling and manoeuvring
training tasks and objectives;∗∗ and.2

realistically simulate “own ship” dynamics in restricted waterways, including
shallow-water and bank effects.

70
Where manned scale models are used to provide ship handling and manoeuvring
simulation, in addition to the performance standards set out in paragraphs 68.3 and 69.2, such
equipment should:

∗
∗∗

.1

incorporate scaling factors which present accurately the dimensions, areas,
volume and displacement, speed, time and rate of turn of a real ship; and.2

incorporate controls for the rudder and engines, to the correct timescale.

See relevant/appropriate performance standards adopted by the Organization and set out in IMO publication“Performance standards for shipborne radiocommunications and navigational equipment”.
The relevant IMO Model Course(s) may be of assistance in the preparation of courses.

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Cargo handling and stowage simulation
71
Cargo handling simulation equipment should be capable of simulating cargo handling andcontrol equipment which meets all applicable performance standards adopted by theOrganization,∗ and incorporate facilities to:.1create an effective operational environment, including a cargo-control station with such
instrumentation as may be appropriate to the particular type of cargo system modelled;.2

model loading and unloading functions and stability and stress data appropriate to
the cargo-handling tasks to be carried out and the skills to be assessed; and.3

simulate loading, unloading, ballasting and deballasting operations andappropriate associated calculations for stability, trim, list, longitudinal strength,
torsional stress and damage stability.∗∗

GMDSS communication simulation
72
GMDSS communication simulation equipment should be capable of simulating GMDSS
communication equipment which meets all applicable performance standards adopted by theOrganization∗∗∗, and incorporate facilities to:.1

simulate the operation of VHF, VHF-DSC, NAVTEX, EPIRB and watch receiver
equipment as required for the Restricted Operator’s Certificate (ROC);.2

simulate the operation of INMARSAT-A, -B and -C ship earth stations, MF/HF
NBDP, MF/HF-DSC, VHF, VHF-DSC, NAVTEX, EPIRB and watch receiver
equipment as required for the General Operator’s Certificate (GOC);.3

provide voice communication with background noise;.4

provide a printed text communication facility; and.5create a real-time operating environment, consisting of an integrated system,
incorporating at least one instructor/assessor station and at least two GMDSS shipor shore stations.

Main and auxiliary machinery operation simulation
73
Engine-room simulation equipment should be capable of simulating a main and auxiliarymachinery system and incorporate facilities to:.1create a real-time environment for seagoing and harbour operations, with
communication devices and simulation of appropriate main and auxiliary
propulsion machinery equipment and control panels;∗

No standards have as yet been adopted by the Organization.
The relevant IMO Model Course(s) may be of assistance in the preparation of courses.
∗∗∗
See relevant/appropriate performance standards adopted by the Organization and set out in IMO publication“Performance standards for shipborne radiocommunications and navigational equipment”.
∗∗

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simulate relevant sub-systems that should include, but not be restricted to, boiler,
steering gear, electrical power general and distribution systems, including
emergency power supplies, and fuel, cooling water, refrigeration, bilge andballast systems;.3monitor and evaluate engine performance and remote sensing systems;.4

simulate machinery malfunctions;.5allow for the variable external conditions to be changed so as to influence thesimulated operations: weather, ship’s draught, seawater and air temperatures;.6

allow for instructor-controlled external conditions to be changed: deck steam,accommodation steam, deck air, ice conditions, deck cranes, heavy power, bowthrust, ship load;.7

allow for instructor-controlled simulator dynamics to be changed: emergency
run, process responses, ship responses; and.8provide a facility to isolate certain processes, such as speed, electrical system,
diesel oil system, lubricating oil system, heavy oil system, seawater system,
steam system, exhaust boiler and turbo generator, for performing specifictraining tasks.*

Section B-I/13
Guidance regarding the conduct of trials(No provisions)
Section B-I/14
Guidance regarding responsibilities of companies and recommended responsibilities of masters
and crew members
Companies
1
Companies should provide ship-specific introductory programmes aimed at assisting
newly employed seafarers to familiarize themselves with all procedures and equipment relating
to their areas of responsibility. Companies should also ensure that:*.1

all seafarers on a ship fitted with free-fall lifeboats should receive familiarization
training in boarding and launching procedures for such lifeboats;.2prior to joining a ship, seafarers assigned as operating crew of free-fall lifeboats
should have undergone appropriate training in boarding, launching and recoveringof such lifeboats, including participation on at least one occasion in a free-falllaunch; andThe relevant IMO Model Course(s) may be of assistance in the preparation of courses.

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personnel who may be required to operate the GMDSS equipment receive
GMDSS familiarization training, on joining the ship, and at appropriate intervals
thereafter.

2
The familiarization training required by paragraph 3 of section A-I/14 should at least ensureattainment of the abilities that are appropriate to the capacity to be filled and the duties andresponsibilities to be taken up, as follows:
Design and operational limitations.1

Ability to properly understand and observe any operational limitations imposed on
the ship, and to understand and apply performance restrictions, including speed
limitations in adverse weather, which are intended to maintain the safety of life,
ship and cargo.

Procedures for opening, closing and securing hull openings.2

Ability to apply properly the procedures established for the ship regarding the
opening, closing and securing of bow, stern, and side doors and ramps and tocorrectly operate the related systems.

Legislation, codes and agreements affecting ro-ro passenger ships.3

Ability to understand and apply international and national requirements for ro-ropassenger ships relevant to the ship concerned and the duties to be performed.

Stability and stress requirements and limitations.4

Ability to take proper account of stress limitations for sensitive parts of the ship,such as bow doors and other closing devices that maintain watertight integrity,and of special stability considerations which may affect the safety of ro-ropassenger ships.

Procedures for the maintenance of special equipment on ro-ro passenger ships.5

Ability to apply properly the shipboard procedures for maintenance of equipment
peculiar to ro-ro passenger ships such as bow, stern and side doors and ramps,
scuppers and associated systems.

Loading and cargo securing manuals and calculators.6

Ability to make proper use of the loading and securing manuals in respect of all
types of vehicles and rail cars where applicable, and to calculate and apply stresslimitations for vehicle decks.

Dangerous cargo areas.7

Ability to ensure proper observance of special precautions and limitations
applying to designated dangerous cargo areas.

Emergency procedures.8

Ability to ensure proper application of any special procedures to:

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prevent or reduce the ingress of water on vehicle decks,.8.2

remove water from vehicle decks, and.8.3

minimize effects of water on vehicle decks.

Master3
The master should take all steps necessary to implement any company instructions issuedin accordance with section A-I/14. Such steps should include:.1

identifying all seafarers who are newly employed on board the ship before they
are assigned to any duties;.2

providing the opportunity for all newly arrived seafarers to:

.3

.2.1

visit the spaces in which their primary duties will be performed,.2.2

get acquainted with the location, controls and display features ofequipment they will be operating or using,.2.3

activate the equipment when possible, and perform functions, using thecontrols on the equipment, and.2.4

observe and ask questions of someone who is already familiar with theequipment, procedures and other arrangements, and who can communicate
information in a language which the seafarer understands; andproviding for a suitable period of supervision when there is any doubt that a newly
employed seafarer is familiar with the shipboard equipment, operating procedures
and other arrangements needed for the proper performance of his or her duties.

Crew members
4
Seafarers who are newly assigned to a ship should take full advantage of every
opportunity provided to become familiar with the shipboard equipment, operating procedures andother arrangements needed for the proper performance of their duties. Immediately upon arriving
on board for the first time, each seafarer has the responsibility to become acquainted with the
ship’s working environment, particularly with respect to new or unfamiliar equipment,
procedures or arrangements.
5
Seafarers who do not promptly attain the level of familiarity required for performing theirduties have the obligation to bring this fact to the attention of their supervisor or to the attentionof the crew member designated in accordance with section A-I/14, paragraph 2.2, and to identify
any equipment, procedure or arrangement which remains unfamiliar.
Section B-I/15
Guidance regarding transitional provisions(No provisions)
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CHAPTER II
Guidance regarding the master and the deck department
Section B-II/1
Guidance regarding the certification of officers in charge of a navigational watch on shipsof 500 gross tonnage or more
Training
1
Every candidate for certification as officer in charge of a navigational watch should havecompleted a planned and structured programme of training designed to assist a prospective
officer to achieve the standard of competence in accordance with table A-II/1.
2
The structure of the programme of training should be set out in a training plan whichclearly expresses, for all parties involved, the objectives of each stage of training on board andashore. It is important that the prospective officer, tutors, ships’ staff and company personnel are
clear about the competences which are to be achieved at the end of the programme and how they
are to be achieved through a combination of education, training and practical experience on
board and ashore.
3
The mandatory periods of seagoing service are of prime importance in learning the job of
being a ship’s officer and in achieving the overall standard of competence required. Properly
planned and structured, the periods of seagoing service will enable prospective officers to acquireand practice skills and will offer opportunities for competences achieved to be demonstrated andassessed.
4
Where the seagoing service forms part of an approved training programme, the following
principles should be observed:*.1

The programme of onboard training should be an integral part of the overall
training plan.

.2

The programme of onboard training should be managed and co-ordinated by thecompany which manages the ship on which the seagoing service is to be
performed.

.3

The prospective officer should be provided with a training record book* to enable
a comprehensive record of practical training and experience at sea to be
maintained. The training record book should be laid out in such a way that it can
provide detailed information about the tasks and duties which should beundertaken and the progress towards their completion. Duly completed, the record
book will provide unique evidence that a structured programme of onboard
training has been completed which can be taken into account in the process ofevaluating competence for the issue of a certificate.

The relevant IMO Model Course(s) and a similar document produced by the International Shipping Federation
may be of assistance in the preparation of training record books.

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At all times, the prospective officer should be aware of two identifiable
individuals who are immediately responsible for the management of the
programme of onboard training. The first of these is a qualified seagoing officer,
referred to as the “shipboard training officer”, who, under the authority of themaster, should organize and supervise the programme of training for the durationof each voyage. The second should be a person nominated by the company,
referred to as the “company training officer”, who should have an overall
responsibility for the training programme and for co-ordination with colleges andtraining institutions.

.5

The company should ensure that appropriate periods are set aside for completionof the programme of onboard training within the normal operational requirementsof the ship.

Roles and responsibilities
5
The following section summarizes the roles and responsibilities of those individuals
involved in organizing and conducting onboard training:
.1

.2

.3

The company training officer should be responsible for:.1.1

overall administration of the programme of training,.1.2

monitoring the progress of the prospective officer throughout, and.1.3

issuing guidance as required and ensuring that all concerned with thetraining programme play their parts.

The shipboard training officer should be responsible for:.2.1

organizing the programme of practical training at sea,

.2.2

ensuring, in a supervisory capacity, that the training record book isproperly maintained and that all other requirements are fulfilled, and.2.3

making sure, so far as is practicable, that the time the prospective officer
spends on board is as useful as possible in terms of training andexperience, and is consistent with the objectives of the training
programme, the progress of training and the operational constraints of theship.

The master’s responsibilities should be to:.3.1

provide the link between the shipboard training officer and the company
training officer ashore,.3.2

fulfil the role of continuity if the shipboard training officer is relieved
during the voyage, and

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ensure that all concerned are effectively carrying out the onboard training
programme.

The prospective officer’s responsibilities should be to:.4.1

follow diligently the programme of training as laid down,.4.2

make the most of the opportunities presented, be they in or outside
working hours, and.4.3

keep the training record book up to date and ensure that it is available at all
times for scrutiny.

Induction
6
At the beginning of the programme and at the start of each voyage on a different ship,prospective officers should be given full information and guidance as to what is expected of themand how the training programme is to be organized. Induction presents the opportunity to brief
prospective officers about important aspects of the tasks they will be undertaking, with particularregard to safe working practices and protection of the marine environment.
Shipboard programme of training
7
The training record book should contain, amongst other things, a number of training tasksor duties which should be undertaken as part of the approved programme of onboard training.
Such tasks and duties should relate to at least the following areas:.1steering systems;.2

general seamanship;.3

mooring, anchoring and port operations;.4life-saving and fire-fighting appliances;.5

systems and equipment;.6

cargo work;.7

bridge work and watchkeeping; and.8engine-room familiarization.

8
It is extremely important that the prospective officer is given adequate opportunity forsupervised bridge watchkeeping experience, particularly in the later stages of the onboard
training programme.
9
The performance of the prospective officers in each of the tasks and duties itemized in the
training record book should be initialled by a qualified officer when, in the opinion of the officer
concerned, a prospective officer has achieved a satisfactory standard of proficiency. It is
important to appreciate that a prospective officer may need to demonstrate ability on several
occasions before a qualified officer is confident that a satisfactory standard has been achieved.
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Monitoring and reviewing
10
Guidance and reviewing are essential to ensure that prospective officers are fully aware of
the progress they are making and to enable them to join in decisions about their future
programme. To be effective, reviews should be linked to information gained through the training
record book and other sources as appropriate. The training record book should be scrutinized andendorsed formally by the master and the shipboard training officer at the beginning, during and at
the end of each voyage. The training record book should also be examined and endorsed by thecompany training officer between voyages.
Assessment of abilities and skills in navigational watchkeeping
11
A candidate for certification who is required to have received special training andassessment of abilities and skills in navigational watchkeeping duties should be required toprovide evidence, through demonstration either on a simulator or on board ship as part of an
approved programme of shipboard training, that the skills and ability to perform as officer incharge of a navigational watch in at least the following areas have been acquired, namely to:.1

prepare for and conduct a passage, including:.1.1

interpreting and applying information obtained from charts,.1.2

fixing position in coastal waters,.1.3

applying basic information obtained from tide tables and other nautical
publications,.1.4

checking and operating bridge equipment,.1.5

checking magnetic and gyro-compasses,.1.6

assessing available meteorological information,.1.7

using celestial bodies to fix position,.1.8

determining the compass error by celestial and terrestrial means, and.1.9

performing calculations for sailings of up to 24 hours;.2

operate and apply information obtained from electronic navigation systems;.3

operate radar, ARPA and ECDIS and apply radar information for navigation andcollision avoidance;.4

operate propulsion and steering systems to control heading and speed;.5

implement navigational watch routines and procedures;.6

implement the manoeuvres required for rescue of persons overboard;.7

initiate action to be taken in the event of an imminent emergency situation(e.g., fire, collision, stranding) and action in the immediate aftermath of an
emergency;

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12.8

initiate action to be taken in event of malfunction or failure of major items ofequipment or plant (e.g., steering gear, power, navigation systems);.9

conduct radiocommunications and visual and sound signalling in normal andemergency situations; and.10monitor and operate safety and alarm systems, including internal communications.

Assessment of abilities and skills in navigational watchkeeping should:.1

be made against the criteria for evaluating competence for the function ofnavigation set out in table A-II/1;.2

ensure that the candidate performs navigational watchkeeping duties inaccordance with the Principles to be observed in keeping a safe navigational
watch (section A-VIII/2, part 4-1) and the Guidance on keeping a navigational
watch (section B-VIII/2, part 4-1).

Evaluation of competence
13
The standard of competence to be achieved for certification as officer in charge of anavigational watch is set out in table A-II/1. The standard specifies the knowledge and skill
required and the application of that knowledge and skill to the standard of performance required
on board ship.
14
Scope of knowledge is implicit in the concept of competence. Assessment of competence
should, therefore, encompass more than the immediate technical requirements of the job, theskills and tasks to be performed, and should reflect the broader aspects needed to meet the full
expectations of competent performance as a ship’s officer. This includes relevant knowledge,
theory, principles and cognitive skills which, to varying degrees, underpin all levels ofcompetence. It also encompasses proficiency in what to do, how and when to do it, and why itshould be done. Properly applied, this will help to ensure that a candidate can:.1

work competently in different ships and across a range of circumstances;.2

anticipate, prepare for and deal with contingencies; and.3

adapt to new and changing requirements.

15
The criteria for evaluating competence (column 4 of table A-II/1) identify, primarily inoutcome terms, the essential aspects of competent performance. They are expressed so thatassessment of a candidate’s performance can be made against them and should be adequately
documented in the training record book.
16

Evaluation of competence is the process of:.1collecting sufficient valid and reliable evidence about the candidate’s knowledge,
understanding and proficiency to accomplish the tasks, duties and responsibilities
listed in column 1 of table A-II/1; and.2

judging that evidence against the criteria specified in the standard.

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17
The arrangements for evaluating competence should be designed to take account ofdifferent methods of assessment which can provide different types of evidence about candidates’
competence, e.g.:.1

direct observation of work activities (including seagoing service);.2

skills/proficiency/competency tests;.3

projects and assignments;.4

evidence from previous experience; and.5written, oral and computer-based questioning techniques*.

18
One or more of the first four methods listed should almost invariably be used to provide
evidence of ability, in addition to appropriate questioning techniques to provide evidence of
supporting knowledge and understanding.
Training in celestial navigation
19

The following areas summarize the recommended training in celestial navigation:.1

correctly adjust sextant for adjustable errors;.2

determine corrected reading of the sextant altitude of celestial bodies;.3

accurate sight reduction computation, using a preferred method;.4

calculate the time of meridian altitude of the sun;.5

calculate latitude by Polaris or by meridian altitude of the sun;

.6

accurate plotting of position line(s) and position fixing;.7

determine time of visible rising/setting sun by a preferred method;.8

identify and select the most suitable celestial bodies in the twilight period;.9

determine compass error by azimuth or by amplitude, using a preferred method;
and

.10

nautical astronomy as required to support the required competence in paragraphs 19.1
to 19.9 above.

20
Training in celestial navigation may include the use of electronic nautical almanac andcelestial navigation calculation software.

*

The relevant IMO Model Course(s) may be of assistance in the preparation of courses.

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Section B-II/2
Guidance regarding the certification of masters and chief mates on ships of 500 gross tonnage or
more(See section B-II/1 for guidance.)
Section B-II/3
Guidance regarding the certification of officers in charge of a navigational watch and of masters
on ships of less than 500 gross tonnage(See section B-II/1 for guidance.)
Section B-II/4
Guidance regarding the training and certification of ratings forming part of a navigational watch1
In addition to the requirements stated in table A-II/4 of this Code, Parties are encouraged,
for safety reasons, to include the following subjects in the training of ratings forming part of anavigational watch:.1

a basic knowledge of the International Regulations for Preventing Collisions at
Sea, 1972;.2

rigging a pilot ladder;.3

an understanding of wheel orders given by pilots in English;.4

training for proficiency in survival craft and rescue boats;.5

support duties when berthing and unberthing and during towing operations;.6a basic knowledge of anchoring;.7

a basic knowledge of dangerous cargoes;.8

a basic knowledge of stowage procedures and arrangements for bringing stores onboard; and.9a basic knowledge of deck maintenance and of tools used on deck.

Section B-II/5
Guidance regarding the certification of ratings as able seafarer deck1

Onboard training should be documented in an approved training record book.

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CHAPTER III
Guidance regarding the engine department
Section B-III/1
Guidance regarding the certification of officers in charge of an engineering watch in a mannedengine-room or as designated duty engineers in a periodically unmanned engine-room
1
In table A-III/1, the tools referred to should include hand tools, common measuring
equipment, centre lathes, drilling machines, welding equipment and milling machines asappropriate.
2
Training in workshop skills ashore can be carried out in a training institution or approved
workshop.
3
Onboard training should be adequately documented in the training record book by
qualified assessors.
Section B-III/2
Guidance regarding the certification of chief engineer officers and second engineer officers ofships powered by main propulsion machinery of 3,000 kW propulsion power or more
(No provisions)
Guidance regarding training of engineering personnel having management responsibilities forthe operation and safety of electrical power plant above 1,000 volts
1
Training of engineering personnel having management responsibilities for the operationand safety of electrical power plant more than 1,000 V should at least include:.1

the functional, operational and safety requirements for a marine high-voltage
system;.2

assignment of suitably qualified personnel to carry out maintenance and repair ofhigh-voltage switchgear of various types;.3

taking remedial action necessary during faults in a high-voltage system;.4

producing a switching strategy for isolating components of a high-voltage system;.5selecting suitable apparatus for isolation and testing of high-voltage equipment;.6

carrying out a switching and isolation procedure on a marine high-voltage system,complete with safety documentation; and.7

performing tests of insulation resistance and polarization index on high-voltage
equipment.

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Section B-III/3
Guidance regarding the certification of chief engineer officers and second engineer officers ofships powered by main propulsion machinery between 750 kW and 3,000 kW propulsion power(No provisions)
Section B-III/4
Guidance regarding the training and certification of ratings forming part of a watch in a mannedengine-room or designated to perform duties in a periodically unmanned engine-room
In addition to the requirements stated in section A-III/4 of this Code, Parties are encouraged, forsafety reasons, to include the following items in the training of ratings forming part of anengineering watch:.1

a basic knowledge of routine pumping operations, such as bilge, ballast and cargo
pumping systems;.2

a basic knowledge of electrical installations and the associated dangers;.3a basic knowledge of maintenance and repair of machinery and tools used in theengine-room; and.4a basic knowledge of stowage and arrangements for bringing stores on board.

Section B-III/5
Guidance regarding the certification of ratings as able seafarer engine
1

Onboard training should be documented in an approved training record book.

Section B-III/6
Guidance regarding training and certification for electro-technical officers
In addition to the requirements stated in table A-III/6 of this Code, Parties are encouraged to take
into account resolution A.702(17) concerning radio maintenance guidelines for the global
maritime distress and safety system within their training programmes.
Section B-III/7
Guidance regarding training and certification for electro-technical ratings(No provisions)

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CHAPTER IV
Guidance regarding radiocommunication and radio operators
Section B-IV/1
Guidance regarding the application of chapter IV(No provisions)
Section B-IV/2
Guidance regarding training and certification of GMDSS radio operators
TRAINING RELATED TO THE FIRST-CLASS RADIOELECTRONIC CERTIFICATE
General1
The requirements of medical fitness, especially as to hearing, eyesight and speech, shouldbe met by the candidate before training is commenced.
2
The training should be relevant to the provisions of the STCW Convention, the provisionsof the Radio Regulations annexed to the International Telecommunication Convention(Radio Regulations) and the provisions of the International Convention for the Safety of Life at
Sea (SOLAS Convention) currently in force, with particular attention given to provisions for the
global maritime distress and safety system (GMDSS). In developing training requirements,
account should be taken of at least the knowledge and training given in paragraphs 3 to 14
hereunder.
Theory3
Knowledge of the general principles and basic factors necessary for safe and efficient useof all sub-systems and equipment required in the GMDSS, sufficient to support the practicaltraining provisions given in paragraph 13.
4Knowledge of the use, operation and service areas of GMDSS sub-systems, including
satellite system characteristics, navigational and meteorological warning systems and selection of
appropriate communication circuits.
5
Knowledge of the principles of electricity and the theory of radio and electronics
sufficient to meet the provisions given in paragraphs 6 to 10 below.
6
Theoretical knowledge of GMDSS radiocommunication equipment, including
narrow-band direct-printing telegraphy and radiotelephone transmitters and receivers, digital
selective calling equipment, ship earth stations, emergency position-indicating radio beacons(EPIRBs), marine antenna systems, radio equipment for survival craft together with all auxiliary
items, including power supplies, as well as general knowledge of the principles of otherequipment generally used for radionavigation, with particular reference to maintaining theequipment in service.

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Knowledge of factors that affect system reliability, availability, maintenance proceduresand proper use of test equipment.
8

Knowledge of microprocessors and fault diagnosis in systems using microprocessors.

9Knowledge of control systems in the GMDSS radio equipment, including testing andanalysis.
10Knowledge of the use of computer software for the GMDSS radio equipment andmethods for correcting faults caused by loss of software control of the equipment.
Regulations and documentation11

Knowledge of:.1.2

the SOLAS Convention and the Radio Regulations, with particular emphasis on:.1.1

distress, urgency and safety radiocommunications,.1.2

avoiding harmful interference, particularly with distress and safety traffic,
and

.1.3

prevention of unauthorized transmissions;other documents relating to operational and communication procedures for
distress, safety and public correspondence services, including charges,
navigational warnings, and weather broadcasts in the Maritime Mobile Service
and the Maritime Mobile Satellite Service; and.3
use of the International Code of Signals and the IMO Standard Marine Communication
Phrases.
Watchkeeping and procedures
12

Knowledge of and training in:.1

communication procedures and discipline to prevent harmful interference in
GMDSS sub-systems;.2

procedures for using propagation-prediction information to establish optimum
frequencies for communications;.3

radiocommunication watchkeeping relevant to all GMDSS sub-systems, exchangeof radiocommunication traffic, particularly concerning distress, urgency andsafety procedures, and radio records;.4

use of the international phonetic alphabet;.5monitoring a distress frequency while simultaneously monitoring or working on atleast one other frequency;

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ship reporting systems and procedures;.7

radiocommunication procedures of the International Aeronautical and Maritime
Search and Rescue (IAMSAR) Manual;.8

radio medical systems and procedures; and.9causes of false distress alerts and means to avoid them*.

Practical
13*

Practical training, supported by appropriate laboratory work, should be given in:.1

correct and efficient operation of all GMDSS sub-systems and equipment undernormal propagation conditions and under typical interference conditions;.2safe operation of all the GMDSS communication equipment and ancillary devices,
including safety precautions;.3adequate and accurate keyboard skills for the satisfactory exchange ofcommunications;.4

operational techniques for:.4.1

receiver and transmitter adjustment for the appropriate mode of operation,
including digital selective calling and direct-printing telegraphy,.4.2

antenna adjustment and realignment, as appropriate,.4.3

use of radio life-saving appliances, and.4.4

use of emergency position-indicating radio beacons (EPIRBs);.5antenna rigging, repair and maintenance, as appropriate;.6

reading and understanding pictorial, logic and circuit diagrams;.7

use and care of those tools and test instruments necessary to carry out at-sea
electronic maintenance;.8

manual soldering and desoldering techniques, including those involving
semi-conductor devices and modern circuits, and the ability to distinguish whether
the circuit is suitable to be manually soldered or desoldered;.9

tracing and repair of faults to component level, where practicable, and toboard/module level in other cases;

See COM/Circ.127 – Guidelines for avoiding false distress alerts.

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recognition and correction of conditions contributing to the fault occurring;.11

maintenance procedures, both preventive and corrective, for all GMDSS
communication equipment and radionavigation equipment; and.12methods of alleviating electrical and electromagnetic interference such as
bonding, shielding and bypassing.

Miscellaneous
14

Knowledge of and/or training in:.1

the English language, both written and spoken, for the satisfactory exchange ofcommunications relevant to the safety of life at sea;

.2world geography, especially the principal shipping routes, services of rescue
coordination centres (RCCs) and related communication routes;.3

survival at sea, the operation of lifeboats, rescue boats, liferafts, buoyant apparatus
and their equipment, with special reference to radio life-saving appliances;.4

fire prevention and fire fighting, with particular reference to the radio installation;.5

preventive measures for the safety of ship and personnel in connection withhazards related to radio equipment, including electrical, radiation, chemical andmechanical hazards;.6

first aid, including heart-respiration revival techniques; and.7coordinated universal time (UTC), global time zones and the international
date line.

TRAINING RELATED TO THE SECOND-CLASS RADIOELECTRONIC CERTIFICATE
General15
The requirements of medical fitness, especially as to hearing, eyesight and speech, shouldbe met by the candidate before training is commenced.
16
The training should be relevant to the provisions of the STCW Convention and the
SOLAS Convention currently in force, with particular attention given to provisions for the global
maritime distress and safety system (GMDSS). In developing training requirements, accountshould be taken of at least the knowledge and training given in paragraphs 17 to 28 hereunder*.

*The relevant IMO Model Course(s) may be of assistance in the preparation of courses.

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Theory17
Knowledge of the general principles and basic factors necessary for safe and efficient useof all sub-systems and equipment required in the GMDSS, sufficient to support the practicaltraining provisions given in paragraph 27 below.
18
Knowledge of the use, operation and service areas of GMDSS sub-systems, including
satellite system characteristics, navigational and meteorological warning systems and selection of
appropriate communication circuits.
19
Knowledge of the principles of electricity and the theory of radio and electronics
sufficient to meet the provisions given in paragraphs 20 to 24 below.
20
General theoretical knowledge of GMDSS radiocommunication equipment, including
narrow-band direct-printing telegraph and radiotelephone transmitters and receivers, digital
selective calling equipment, ship earth stations, emergency position-indicating radio beacons(EPIRBs), marine antenna systems, radio equipment for survival craft together with all auxiliary
items, including power supplies, as well as general knowledge of other equipment generally used
for radionavigation, with particular reference to maintaining the equipment in service.
21
General knowledge of factors that affect system reliability, availability, maintenanceprocedures and proper use of test equipment.
22
General knowledge of microprocessors and fault diagnosis in systems using
microprocessors.
23
General knowledge of control systems in the GMDSS radio equipment, including testing
and analysis.
24
Knowledge of the use of computer software for the GMDSS radio equipment andmethods for correcting faults caused by loss of software control of the equipment.
Regulations and documentation25

Knowledge of:.1.2

the SOLAS Convention and the Radio Regulations, with particular emphasis on:.1.1

distress, urgency and safety radiocommunications,.1.2

avoiding harmful interference, particularly with distress and safety traffic,
and

.1.3

the prevention of unauthorized transmissions;other documents relating to operational and communication procedures for
distress, safety and public correspondence services, including charges,
navigational warnings, and weather broadcasts in the Maritime Mobile Service
and the Maritime Mobile Satellite Service; and

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the use of the International Code of Signals and the IMO Standard Marine
Communication Phrases.

Watchkeeping and procedures
26

Training should be given in:.1

communication procedures and discipline to prevent harmful interference in
GMDSS sub-systems;.2

procedures for using propagation-prediction information to establish optimum
frequencies for communications;.3

radiocommunication watchkeeping relevant to all GMDSS sub-systems, exchangeof radiocommunication traffic, particularly concerning distress, urgency andsafety procedures, and radio records;.4

use of the international phonetic alphabet;.5monitoring a distress frequency while simultaneously monitoring or working on atleast one other frequency;.6

ship reporting systems and procedures;.7

radiocommunication procedures of the International Aeronautical and Maritime
Search and Rescue (IAMSAR) Manual;.8

radio medical systems and procedures; and.9causes of false distress alerts and means to avoid them.*

Practical
27*

Practical training, supported by appropriate laboratory work, should be given in:.1

correct and efficient operation of all GMDSS sub-systems and equipment undernormal propagation conditions and under typical interference conditions;.2safe operation of all the GMDSS communication equipment and ancillary devices,
including safety precautions;.3adequate and accurate keyboard skills for the satisfactory exchange ofcommunications;.4

operational techniques for:See COM/Circ.127 – Guidelines for avoiding false distress alerts.

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receiver and transmitter adjustment for the appropriate mode of operation,
including digital selective calling and direct-printing telegraphy,.4.2

antenna adjustment and realignment, as appropriate,.4.3

use of radio life-saving appliances, and.4.4

use of emergency position-indicating radio beacons (EPIRBs);.5antenna rigging, repair and maintenance, as appropriate;.6

reading and understanding pictorial, logic and module interconnection diagrams;.7

use and care of those tools and test instruments necessary to carry out at-sea
electronic maintenance at the level of replacement of a unit or module;.8basic manual soldering and desoldering techniques and their limitations;.9

tracing and repair of faults to board/module level;.10

recognition and correction of conditions contributing to the fault occurring;.11

basic maintenance procedures, both preventive and corrective, for all the GMDSS
communication equipment and radionavigation equipment; and.12methods of alleviating electrical and electromagnetic interference, such as
bonding, shielding and bypassing.

Miscellaneous
28

Knowledge of, and/or training in:.1

the English language, both written and spoken, for the satisfactory exchange ofcommunications relevant to the safety of life at sea;

.2world geography, especially the principal shipping routes, services of rescue
co-ordination centres (RCCs) and related communication routes;.3

survival at sea, the operation of lifeboats, rescue boats, liferafts, buoyant apparatus
and their equipment, with special reference to radio life-saving appliances;.4

fire prevention and fire fighting, with particular reference to the radio installation;.5

preventive measures for the safety of ship and personnel in connection withhazards related to radio equipment, including electrical, radiation, chemical andmechanical hazards;.6

first aid, including heart-respiration revival techniques; and.7coordinated universal time (UTC), global time zones and the international dateline.

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TRAINING RELATED TO THE GENERAL OPERATOR’S CERTIFICATE
General29
The requirements of medical fitness, especially as to hearing, eyesight and speech, shouldbe met by the candidate before training is commenced.
30
The training should be relevant to the provisions of the STCW Convention, the Radio
Regulations and the SOLAS Convention currently in force, with particular attention given toprovisions for the global maritime distress and safety system (GMDSS). In developing training
requirements, account should be taken of at least the knowledge and training given inparagraphs 31 to 36 hereunder*.
Theory31
Knowledge of the general principles and basic factors necessary for safe and efficient useof all sub-systems and equipment required in the GMDSS sufficient to support the practicaltraining provisions given in paragraph 35 below.
32
Knowledge of the use, operation and service areas of GMDSS sub-systems, including
satellite system characteristics, navigational and meteorological warning systems and selection of
appropriate communication circuits.
Regulations and documentation33

Knowledge of:.1*

the SOLAS Convention and the Radio Regulations, with particular emphasis on:.1.1

distress, urgency and safety radiocommunications,.1.2

avoiding harmful interference, particularly with distress and safety traffic,
and

.1.3

prevention of unauthorized transmissions;.2other documents relating to operational and communication procedures for
distress, safety and public correspondence services, including charges,
navigational warnings, and weather broadcasts in the Maritime Mobile Service
and the Maritime Mobile Satellite Service; and.3

use of the International Code of Signals and the IMO Standard Marine
Communication Phrases.

The relevant IMO Model Course(s) may be of assistance in the preparation of courses.

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Watchkeeping and procedures
34

Training should be given in:.1

communication procedures and discipline to prevent harmful interference in
GMDSS sub-systems;.2

procedures for using propagation-prediction information to establish optimum
frequencies for communications;.3

radiocommunication watchkeeping relevant to all GMDSS sub-systems, exchangeof radiocommunication traffic, particularly concerning distress, urgency andsafety procedures, and radio records;.4

use of the international phonetic alphabet;.5monitoring a distress frequency while simultaneously monitoring or working on atleast one other frequency;.6

ship reporting systems and procedures;.7

radiocommunication procedures of the International Aeronautical and Maritime
Search and Rescue (IAMSAR) Manual;.8

radio medical systems and procedures; and.9causes of false distress alerts and means to avoid them.*

Practical
35*

Practical training should be given in:.1

correct and efficient operation of all GMDSS sub-systems and equipment undernormal propagation conditions and under typical interference conditions;.2safe operation of all the GMDSS communications equipment and ancillarydevices, including safety precautions;.3

accurate and adequate keyboard skills for the satisfactory exchange ofcommunications; and.4

operational techniques for:.4.1

receiver and transmitter adjustment for the appropriate mode of operation,
including digital selective calling and direct-printing telegraphy,.4.2

antenna adjustment and realignment as appropriate,

See COM/Circ.127 – Guidelines for avoiding false distress alerts.

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use of radio life-saving appliances, and.4.4

use of emergency position-indicating radio beacons (EPIRBs).

Miscellaneous
36

Knowledge of, and/or training in:.1

the English language, both written and spoken, for the satisfactory exchange ofcommunications relevant to the safety of life at sea;

.2world geography, especially the principal shipping routes, services of rescue
coordination centres (RCCs) and related communication routes;.3

survival at sea, the operation of lifeboats, rescue boats, liferafts, buoyant apparatus
and their equipment, with special reference to radio life-saving appliances;.4

fire prevention and fire-fighting, with particular reference to the radio installation;.5

preventive measures for the safety of ship and personnel in connection withhazards related to radio equipment, including electrical, radiation, chemical andmechanical hazards;.6

first aid, including heart-respiration revival techniques; and.7coordinated universal time (UTC), global time zones and the international dateline.

TRAINING RELATED TO THE RESTRICTED OPERATOR’S CERTIFICATE
General37
The requirements of medical fitness, especially as to hearing, eyesight and speech, shouldbe met by the candidate before training is commenced.
38
The training should be relevant to the provisions of the STCW Convention, the Radio
Regulations and the SOLAS Convention currently in force, with particular attention given toprovisions for the global maritime distress and safety system (GMDSS). In developing training
guidance, account should be taken of at least the knowledge and training given in paragraphs 39
to 44 hereunder*.
Theory39
Knowledge of the general principles and basic factors, including VHF range limitation
and antenna height effect necessary for safe and efficient use of all sub-systems and equipment
required in GMDSS in sea area A1, sufficient to support the training given in paragraph 43 below.

*

The relevant IMO Model Course(s) may be of assistance in the preparation of courses.

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Knowledge of the use, operation and service areas of GMDSS sea area A1 sub-systems,e.g., navigational and meteorological warning systems and the appropriate communication circuits.
Regulations and documentation
41

Knowledge of:.1

those parts of the SOLAS Convention and the Radio Regulations relevant to sea
area A1, with particular emphasis on:.1.1

distress, urgency and safety radiocommunications,.1.2

avoiding harmful interference, particularly with distress and safety traffic,
and

.1.3

prevention of unauthorized transmissions;.2other documents relating to operational and communication procedures for distress,
safety and public correspondence services, including charges, navigational warnings
and weather broadcasts in the Maritime Mobile Service in sea area A1; and.3

use of the International Code of Signals and the IMO Standard Marine
Communication Phrases.

Watchkeeping and procedures
42

Training should be given in:.1

communication procedures and discipline to prevent harmful interference in
GMDSS sub-systems used in sea area A1;.2

VHF communication procedures for:.2.1

radiocommunication watchkeeping, exchange of radiocommunication
traffic, particularly concerning distress, urgency and safety procedures,and radio records,.2.2

monitoring a distress frequency while simultaneously monitoring or
working on at least one other frequency, and.2.3

the digital selective calling system;.3

use of the international phonetic alphabet;.4

ship reporting systems and procedures;.5

VHF radiocommunication procedures of the International Aeronautical andMaritime Search and Rescue (IAMSAR) Manual;

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radio medical systems and procedures; and.7causes of false distress alerts and means to avoid them*.

Practical
43

Practical training should be given in:.1

correct and efficient operation of the GMDSS sub-systems and equipment
prescribed for ships operating in sea area A1 under normal propagation conditions
and under typical interference conditions;.2safe operation of relevant GMDSS communication equipment and ancillarydevices, including safety precautions; and.3

operational techniques for use of:.3.1

VHF, including channel, squelch, and mode adjustment, as appropriate,.3.2

radio life-saving appliances,.3.3

emergency position-indicating radio beacons (EPIRBs), and.3.4

NAVTEX receivers.

Miscellaneous
44*

Knowledge of, and/or training in:.1

the English language, both written and spoken, for the satisfactory exchange ofcommunications relevant to the safety of life at sea;

.2

services of rescue co-ordination centres (RCCs) and related communicationroutes;.3

survival at sea, the operation of lifeboats, rescue boats, liferafts, buoyant apparatus
and their equipment, with special reference to radio life-saving appliances;.4

fire prevention and fire fighting, with particular reference to the radio installation;.5

preventive measures for the safety of ship and personnel in connection withhazards related to radio equipment, including electrical, radiation, chemical andmechanical hazards; and.6first aid, including heart-respiration revival techniques.

See COM/Circ.127 – Guidelines for avoiding false distress alerts.

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TRAINING RELATED TO MAINTENANCE OF GMDSS INSTALLATIONS ON BOARD
SHIPS
General45
Reference is made to the maintenance requirements of SOLAS Convention
regulation IV/15, and to IMO resolution A.702(17) on Radio maintenance guidelines for the
GMDSS related to sea areas A3 and A4, which includes in its annex the following provision:“4.2 The person designated to perform functions for at-sea electronic maintenanceshould either hold an appropriate certificate as specified by the Radio Regulations, as
required, or have equivalent at-sea electronic maintenance qualifications, as may beapproved by the Administration, taking into account the recommendations of theOrganization on the training of such personnel.”46
The following guidance on equivalent electronic maintenance qualifications is provided
for use by Administrations as appropriate.
47
Training as recommended below does not qualify any person to be an operator of
GMDSS radio equipment who does not hold an appropriate Radio Operator’s Certificate.
Maintenance training equivalent to the First-Class Radioelectronic Certificate
48
In determining training equivalent to the elements of the listed First-ClassRadioelectronic Certificate:.1

the theory content should cover at least the subjects given in paragraphs 3 to 10;.2

the practical content should cover at least the subjects given in paragraph 13; and.3

the miscellaneous knowledge included should cover at least the subjects given inparagraph 14.

Maintenance training equivalent to the Second-Class Radioelectronic Certificate
49
In determining training equivalent to the maintenance elements of the Second-ClassRadioelectronic Certificate:.1

the theory content should cover at least the subjects given in paragraphs 17 to 24;.2

the practical content should cover at least the subjects given in paragraph 27; and.3

the miscellaneous knowledge included should cover at least the subjects given inparagraph 28.

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CHAPTER V
Guidance regarding special training requirements for personnel on certain types of ships
Section B-V/1
Guidance regarding the training and qualifications of tanker personnel
Person with immediate responsibility
1
The term “person with immediate responsibility” as used in paragraphs 3 and 5 ofregulation V/1-1 and paragraph 3 of regulation V/1-2 means a person being in a decision-making
capacity with respect to loading, discharging, care in transit, handling of cargo, tank cleaning orother cargo-related operations.
FAMILIARIZATION TRAINING FOR ALL TANKER PERSONNEL
2
All tanker personnel should undergo familiarization training on board and, whereappropriate, ashore before being assigned to shipboard duties, which should be given by qualified
personnel experienced in the handling and characteristics of oil, chemical or liquefied gas
cargoes, as appropriate, and the safety procedures involved. The training should at least cover thematters set out in paragraphs 3 to 8 below.
Regulations
3
Knowledge of the ship’s rules and regulations governing the safety of personnel on board
a tanker in port and at sea.
Health hazards and precautions to be taken
4Dangers of skin contact; inhalation and accidental swallowing of cargo; the harmfulproperties of the cargoes carried, personnel accidents and associated first aid; lists of do’s anddon’ts.
Fire prevention and fire fighting
5
Control of smoking and cooking restrictions; sources of ignition; fire and explosion
prevention; methods of fire fighting; portable fire extinguishers and fixed installations.
Pollution prevention
6
Procedures to be followed to prevent air and water pollution and measures which will betaken in the event of spillage.
Safety equipment and its use
7
The proper use of protective clothing and equipment, resuscitators, escape and rescue
equipment.

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Emergency procedures
8

Familiarization with the emergency plan procedures.

PROOF OF QUALIFICATION
9
The master of every oil, chemical and liquefied gas tanker should ensure that the officer
or the person primarily responsible for the cargo possesses the appropriate certificate, issued or
endorsed or validated as required by regulation V/1-1, paragraph 3; regulation V/1-1, paragraph 5or regulation V/1-2, paragraph 3, as appropriate, and has had adequate recent practical experienceon board an appropriate type of tanker to permit that officer or person to safely perform theduties assigned.
GUIDANCE REGARDING APPROVED ONBOARD TRAINING
General10
The purpose of qualifying shipboard service is to provide training and knowledge for thesafe carriage of specific tanker cargoes.
11
To satisfy the experience appropriate to their duties on the type of tanker on which they
serve referred to in regulation V/1-1, paragraph 4.2.2, regulation V/1-1, paragraph 6.2.2 andregulation V/1-2, paragraph 4.2.2, onboard training should:.1emphasize practical “hands on experience” and be relative to the employment of theseafarer, i.e. the training of deck and engineering departments may be different;.2

be under the supervision of personnel qualified and experienced in the handling,
characteristics and safety procedures of the cargoes being carried by the vessel;.3

be on board the tanker carrying products relative to the tanker Certificate ofProficiency/Endorsement being sought and should be such that the specialist
equipment is brought into operation but may be on a ballast passage between
cargoes for part of that period;.4

take part in at least three loading and discharge operations; and*.5

at least cover the matters set out in “Onboard training criteria” in paragraph 19.

12
The onboard training programme must in no way affect the safe running or theseaworthiness of the vessel.

*

A loading or discharging operation is considered to be the loading or discharge of more than 60% of the total
cargo tank capacity of the vessel. Loading/discharges of less than this quantity may be summed together to beequivalent to this quantity.

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Onboard training programme
13
The trainee should be carried in a supernumerary capacity (i.e. the trainee will have noother duties than that of undertaking the training programme and emergency duties).
14
The programme of onboard training should be managed and co-ordinated by the company
which manages the ship on which the seagoing service is to be performed and be a vessel
nominated by the company as a training vessel.*15
At all times, the trainee should be aware of two identifiable individuals who are
immediately responsible for the management of the programme of onboard training. The first ofthese is a qualified seagoing officer, referred to as the “shipboard training officer”, who, under
the authority of the master, should organize and supervise the programme of training. The second
should be a person nominated by the company, referred to as the “company training officer”,
who should have an overall responsibility for the training programme and for co-ordination withtraining organizations.
16
The trainee should be provided with an approved training record book to enable acomprehensive record of practical training and experience at sea to be maintained. The approved
training record book should be laid out in such a way that it can provide detailed information
about the tasks and duties which should be undertaken and the progress towards their completion.
Duly completed and countersigned by the master, the approved record book will provide uniqueevidence that a structured programme of onboard training has been completed leading towards
the issue of a relevant Certificate in Advanced Training for Tanker Cargo Operations.
17
During the approved onboard training programme the trainee should be instructed in theloading, discharging, care in transit, handling of cargo, tank cleaning or other cargo-related
operations of the tanker to ensure that the experience gained is at least equal to that which would
be obtained in three months’ normal service.
18
If the three-loading and three-unloading criteria cannot be achieved within the one-monthonboard training period, then the period of onboard training should be extended until thesecriteria have been satisfactorily achieved.
Onboard training criteria
19
The onboard training should at least provide knowledge and experience, relevant to theapplicable tanker type, of the following:.1

Safety.1.1

All tanker types.1 Ship’s safety-management system.2 Cargo-specific fire-fighting equipment and procedures*

A nominated training vessel is a trading vessel named by the company that is suitable for the purpose of thisguidance, as applicable.

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Page 76.3 Cargo-specific first-aid procedures, including the Medical First Aid Guide
for Use in Accidents involving Dangerous Goods (MFAG).4 Ship-/cargo-specific hazards, including smoking regulations, oxygen-depleted
atmospheres, cargo hydrocarbon narcosis and toxicity.5 Risk assessment system.6 Permit to work, including hot work and enclosed spaces entry procedures.7 Use of personal protective equipment
.1.2
.1

.2

Additional for liquefied gas tankers
Dangers and precautions related to handling and storage of cargoes at
cryogenic temperatures

Construction, cargo, cargo tanks and pipelines.2.1

All tanker types.1 Hull/tank construction and limitations.2 Cargo connections.3 Properties and hazards associated with the types of cargo being carried,
including use of Material Safety Data Sheets.4 The risks that cargo operations (such as purging/gas-freeing/tank cleaning)
may have on the accommodation ventilation systems and actions to
mitigate these risks.5 Configuration of cargo and ballast system.6 Pumps and associated equipment.7 Specialist equipment associated with the cargo operations.8 Particulars of the tanker’s construction and how this affects the cargo
operations.2.2

Additional for liquefied gas tankers.1 Use of segregation, separation and airlocks to maintain gas-safe areas.2 Cargo tank, inter-barrier, insulation spaces, and pipeline relief valves andvapour venting systems.3 Cargo vapour compressors and associated equipment.3

Trim and stability.3.1

All tanker types.1 Tanker’s stability information and calculating equipment.2 Importance of maintaining stress levels within acceptable limits.3 Dangers of free surface effect and “sloshing” effect

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Cargo operations.4.1

All tanker types

.1
.2
.3
.4
.5
.6
.7
.8

Pre-planning of loading/in-transit care, discharge/ballast operations
Record keeping
Start up/stopping procedures, including emergency shutdown
Attention required for mooring arrangements during cargo operations
Purging and inerting requirements and associated hazards
Loading cargo, including topping-off operations
Discharging cargo, including draining and stripping operations
Monitoring of cargo during loading/discharging operations, including
sampling where applicable.9 Tank gauging and alarm systems.10 Dangers from electrostatic discharge and its prevention.11 Ballasting and de-ballasting operations.12 Maintenance requirements, including coating inspections.4.2

Additional for chemical tankers.1 Polymerization, cargo compatibility, tank coating compatibility and otherreactions.2 Functions of inhibitors and catalysts.3 Vapour/gas dispersion.4.3

Additional for liquefied gas tankers.1 Polymerization, cargo compatibility, tank coating compatibility and otherreactions.2 Functions of inhibitors and catalysts.3 Causes of backpressure and pressure surge effects.4 Use of boil-off gas as a fuel.5 Vapour/gas dispersion.6 Purging and cool-down operations.7 Operation and maintenance of re-liquefaction equipment.8 Understanding and use of the custody transfer system.4.4

Additional for oil tankers.1 Crude oil washing systems.5

Tank washing/cleaning.5.1

All tanker types.1 Tank cleaning systems and equipment fitted on the tanker.2 Pre-planning of tank washing/cleaning operations.3 Tank washing procedures, including purging and inerting

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.4
.5
.6
.7
.5.2

Control of slops/waste product
Electro-static hazards
Cleanliness requirements
Maintenance requirements
Additional for chemical tankers.1 Removal of inhibitors and residues.2 Use of absorption, cleaning agents and detergents.5.3

Additional for liquefied gas tankers.1 Hot-gassing/boil-off of liquid residues and regassification process.6

Inert gas systems.6.1

All tanker types.1 Inerting system(s) and equipment fitted to the tanker.2 Hazards associated with inerting spaces, with particular reference to safe
entry into tanks.3 Purging, maintaining inert atmosphere and gas-freeing operations.4 Maintenance requirements.7

Pollution prevention and control.7.1

All tanker types.1 International, flag State and company regulations, documentation and plans.2 Operation of the tanker’s pollution-prevention systems and equipment,
including discharge monitoring.3 Operation of the tanker’s pollution-containment equipment.8

Gas-detection equipment and instruments.8.1

All tanker types.1 Use and calibration of personal, portable and fixed gas analysers, withparticular reference to oxygen and hydrocarbon monitoring equipment.2 Operation, maintenance and limitation of cargo tank level measuring, level
alarm and temperature-measuring systems.8.2

Additional for liquefied gas tankers.1 Operation and maintenance of hull temperature measurement.9

Publications.9.1

All tanker types.1 International, flag State and company publications relevant to theoperation of the tanker, including SOLAS, MARPOL and applicableguidance manuals
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Page 79.2 Operating and maintenance manuals specific to the equipment on board.3 Established industrial standards and code of safe working practice(e.g., ICS, OCIMF, SIGTTO)
Section B-V/1-1
Guidance regarding training and qualifications of masters, officers and ratings on oil andchemical tankers
OIL TANKER TRAINING
20
The training required by paragraphs 2.2 and 4.3 of regulation V/1-1 in respect of oiltankers should be set out in a training plan which clearly expresses, for all parties involved, theobjectives of the training. Training may be given on board or ashore, where appropriate. It should
be supplemented by practical instruction on board and, where appropriate, in a suitable
shore-based installation. All training and instruction should be given by properly qualified andsuitably experienced personnel*.
21
As much use as possible should be made of shipboard operation and equipment manuals,
films and suitable visual aids, and the opportunity should be taken to introduce discussion of thepart to be played by the safety organization on board ship and the role of safety officers andsafety committees.
CHEMICAL TANKER TRAINING
22
The training required by paragraphs 2.2 and 6.3 of regulation V/1-1 in respect of chemical
tankers should be set out in a training plan which clearly expresses, for all parties involved, theobjectives of the training. Training may be given on board or ashore, where appropriate. It should
be supplemented by practical instruction on board and, where appropriate, in a suitable
shore-based installation. All training and instruction should be given by properly qualified andsuitably experienced personnel*.
23
As much use as possible should be made of shipboard operation and equipment manuals,
films and suitable visual aids, and the opportunity should be taken to introduce discussion of thepart to be played by the safety organization on board ship and the role of safety officers andsafety committees.
Section B-V/1-2
Guidance regarding training and qualifications of masters, officers and ratings on liquefied gas
tankers
24
The training required by paragraphs 2.2 and 4.3 of regulation V/1-2 in respect of liquefied
gas tankers should be set out in a training plan which clearly expresses, for all parties involved,
the objectives of the training. Training may be given on board or ashore, where appropriate.
It should be supplemented by practical instruction on board and, where appropriate, in a suitable
shore-based installation. All training and instruction should be given by properly qualified andsuitably experienced personnel*.

*

The relevant IMO Model Course(s) may be of assistance in the preparation of courses.

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As much use as possible should be made of shipboard operation and equipment manuals,
films and suitable visual aids, and the opportunity should be taken to introduce discussion of thepart to be played by the safety organization on board ship and the role of safety officers andsafety committees.
Section B-V/2
Guidance regarding training of seafarers on passenger ships
ENHANCED FIRE FIGHTING
1
For officers and crew on passenger ships, additional training should be provided
highlighting the difficulties of fighting fires, including access to confined spaces and preventionof the spread of fire to adjoining spaces.
DAMAGE CONTROL
2
In developing standards of competency given in sections A-II/1, A-II/2 and A-III/2 toachieve the necessary level of theoretical knowledge, understanding and proficiency in damage
control and watertight integrity, companies and training institutions should take into account theminimum knowledge, understanding and proficiency for damage control and watertight integrity
as given below:
Competence
Minimize the risk of flooding and maintain a state of readiness to respond to emergency
situations involving damage to the watertight integrity of the ship.
Knowledge, understanding and proficiency
Shipboard damage control plans and organization.
Damage control systems, equipment (lockers) and emergency escape routes
The key elements in maintaining stability and watertight integrity.
Importance of securing flooding and maintaining watertight boundaries.
Actions to be taken aboard a ship in the event of an explosion, grounding, collision,or fireDamage control techniques consistent with equipment found on board the ship bilge
systems and pumps.

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Section B-V/a*
Guidance regarding additional training for masters and chief mates of large ships and ships withunusual manoeuvring characteristics
1
It is important that masters and chief mates should have had relevant experience andtraining before assuming the duties of master or chief mate of large ships or ships having unusual
manoeuvring and handling characteristics significantly different from those in which they haverecently served. Such characteristics will generally be found in ships which are of considerable
deadweight or length or of special design or of high speed.
2

Prior to their appointment to such a ship, masters and chief mates should:.1

be informed of the ship’s handling characteristics by the company, particularly in
relation to the knowledge, understanding and proficiency listed under shipmanoeuvring and handling in column 2 of table A-II/2 − Specification of theminimum standard of competence for masters and chief mates on shipsof 500 gross tonnage or more; and.2

be made thoroughly familiar with the use of all navigational and manoeuvring aids
fitted in the ship concerned, including their capabilities and limitations.

3
Before initially assuming command of one of the ships referred to above, the prospective
master should have sufficient and appropriate general experience as master or chief mate, andeither:.1

have sufficient and appropriate experience manoeuvring the same ship under
supervision or in manoeuvring a ship having similar manoeuvring characteristics;
or.2

have attended an approved ship handling simulator course on an installation
capable of simulating the manoeuvring characteristics of such a ship.**

4
The additional training and qualifications of masters and chief mates of dynamicallysupported and high-speed craft should be in accordance with the relevant guidelines of the IMO
Code of Safety for Dynamically Supported Craft and the IMO International Codes of Safety for
High-Speed Craft (1994 HSC Code and 2000 HSC Code), as appropriate.
Section B-V/b*
Guidance regarding training of officers and ratings responsible for cargo handling on ships
carrying dangerous and hazardous substances in solid form in bulk
1
Training should be divided into two parts, a general part on the principles involved and apart on the application of such principles to ship operation. All training and instruction should begiven by properly qualified and suitably experienced personnel and cover at least the subjects
given in paragraphs 2 to 14 hereunder.

***

Note there are no corresponding regulations in the Convention or sections in part A of the Code forsections B-V/a, B-V/b, B-V/c, B-V/d, B-V/e, B-V/f and B-V/g.
The relevant IMO Model Course may be of assistance in the preparation of courses.

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PRINCIPLES
Characteristics and properties
2
The important physical characteristics and chemical properties of dangerous andhazardous substances, sufficient to give a basic understanding of the intrinsic hazards and risks
involved.
Classification of materials possessing chemical hazards
3
IMO dangerous goods classes 4 to 9 and the hazards associated with each class; andmaterials hazardous only in bulk (MHB) outlined in the International Maritime Solid Bulk
Cargoes (IMSBC) Code.
Health hazards
4Dangers from skin contact, inhalation, ingestion and radiation.

Conventions, regulations and recommendations
5
General familiarization with the relevant requirements of chapters II-2 and VII of
the 1974 SOLAS Convention, as amended.
6
General use of and familiarization with the International Maritime Solid Bulk Cargoes(IMSBC) Code, with particular reference to:.1safety of personnel, including safety equipment, measuring instruments, their use
and practical application and interpretation of results;.2

hazards from cargoes which have a tendency to shift; and.3materials possessing chemical hazards.

SHIPBOARD APPLICATIONClass 4.1 − Flammable solids
Class 4.2 − Substances liable to spontaneous combustion
Class 4.3 − Substances which, in contact with water, emit flammable gases
7
Carriage, stowage and control of temperature to prevent decomposition and possible
explosion; stowage categories; general stowage precautions, including those applicable toself-reactive and related substances; segregation requirements to prevent heating and ignition; theemission of poisonous or flammable gases and the formation of explosive mixtures.

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Class 5.1 − Oxidizing substances
8
Carriage, stowage and control of temperature to prevent decomposition and possible
explosion; stowage categories; general stowage precautions and segregation requirements toensure separation from combustible material, from acids and heat sources to prevent fire,
explosion and the formation of toxic gases.
Class 6.1 − Toxic substances
9

Contamination of foodstuffs, working areas and living accommodation and ventilation.

Class 7

− Radioactive material

10
Transport index; types of ores and concentrates; stowage and segregation from persons,
undeveloped photographic film and plates and foodstuffs; stowage categories; general stowage
requirements; special stowage requirements; segregation requirements and separation distances;
segregation from other dangerous goods.
Class 811

− Corrosive substances

Dangers from wetted substances.

Class 9− Miscellaneous dangerous substances and articles

12
Examples and associated hazards; the hazards of materials hazardous only in bulk
(IMSBC Code); general and specific stowage precautions; working and transport precautions;segregation requirements.
Safety precautions and emergency procedures
13Electrical safety in cargo spaces; precautions to be taken for entry into enclosed spacesthat may contain oxygen-depleted, poisonous or flammable atmospheres; the possible effects offire in shipments of substances of each class; use of the Emergency Response Procedures for
Ships Carrying Dangerous Goods; emergency plans and procedures to be followed in case ofincidents involving dangerous and hazardous substances and the use of individual entries in theInternational Maritime Solid Bulk Cargoes (IMSBC) Code, as appropriate, in this respect.
Medical first aid
14
The IMO Medical First Aid Guide for Use in Accidents Involving Dangerous Goods(MFAG) and its use and application in association with other guides and medical advice by radio.

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Section B-V/c∗
Guidance regarding training of officers and ratings responsible for cargo handling on ships
carrying dangerous and hazardous substances in packaged form
1
Training should be divided into two parts, a general part on the principles involved and apart on the application of such principles to ship operation. All training and instruction should begiven by properly qualified and suitably experienced personnel and cover at least the subjects
given in paragraphs 2 to 19 hereunder.
PRINCIPLES
Characteristics and properties
2
The important physical characteristics and chemical properties of dangerous andhazardous substances, sufficient to give a basic understanding of the intrinsic hazards and risks
involved.
Classification of dangerous and hazardous substances and materials possessing chemicalhazards
3

IMO dangerous goods classes 1 to 9 and the hazards associated with each class.

Health hazards
4Dangers from skin contact, inhalation, ingestion and radiation.

Conventions, regulations and recommendations
5
General familiarization with the relevant requirements of chapters II-2 and VII of
the 1974 SOLAS Convention and of Annex III of MARPOL 73/78, including its implementation
through the IMDG Code.
Use of and familiarization with the International Maritime Dangerous Goods (IMDG) Code
6
General knowledge of the requirements of the IMDG Code concerning declaration,
documentation, packing, labelling and placarding; freight container and vehicle packing; portabletanks, tank containers and road tank vehicles, and other transport units used for dangerous
substances.
7
Knowledge of identification, marking and labelling for stowage, securing, separation andsegregation in different ship types mentioned in the IMDG Code.
8
Safety of personnel, including safety equipment, measuring instruments, their use andpractical application and the interpretation of results.

*

Note there are no corresponding regulations in the Convention or sections in part A of the Code forsections B-V/a, B-V/b, B-V/c, B-V/d, B-V/e, B-V/f and B-V/g.

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SHIPBOARD APPLICATIONClass 1

− Explosives

9
The six hazard divisions and 13 compatibility groups; packagings and magazines used for
carriage of explosives; structural serviceability of freight containers and vehicles; stowage
provisions, including specific arrangements for on-deck and under-deck stowage; segregationfrom dangerous goods of other classes within class 1 and from non-dangerous goods; transportand stowage on passenger ships; suitability of cargo spaces; security precautions; precautions to
be taken during loading and unloading.
Class 2− Gases (compressed, liquefied, or dissolved under pressure), flammable,
non-flammable, non-toxic and toxic

10
Types of pressure vessels and portable tanks, including relief and closing devices used;stowage categories; general stowage precautions, including those for flammable and poisonous
gases and gases which are marine pollutants.
Class 3

− Flammable liquids

11
Packagings, tank containers, portable tanks and road tank vehicles; stowage categories,
including the specific requirements for plastics receptacles; general stowage precautions,
including those for marine pollutants; segregation requirements; precautions to be taken whencarrying flammable liquids at elevated temperatures.
Class 4.1 − Flammable solids
Class 4.2 − Substances liable to spontaneous combustion
Class 4.3 − Substances which, in contact with water, emit flammable gases
12
Types of packagings; carriage and stowage under controlled temperatures to prevent
decomposition and possible explosion; stowage categories; general stowage precautions,
including those applicable to self-reactive and related substances, desensitized explosives andmarine pollutants; segregation requirements to prevent heating and ignition, the emission of
poisonous or flammable gases and the formation of explosive mixtures.
Class 5.1 − Oxidizing substancesClass 5.2 − Organic peroxides
13
Types of packagings; carriage and stowage under controlled temperatures to prevent
decomposition and possible explosion; stowage categories; general stowage precautions,
including those applicable to marine pollutants; segregation requirements to ensure separationfrom combustible material, from acids and heat sources to prevent fire, explosion and theformation of toxic gases; precautions to minimize friction and impact which can initiate
decomposition.

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Class 6.1 − Toxic substancesClass 6.2 − Infectious substances
14
Types of packagings; stowage categories; general stowage precautions, including those
applicable to toxic, flammable liquids and marine pollutants; segregation requirements,
especially considering that the characteristic common to these substances is their ability to cause
death or serious injury to human health; decontamination measures in the event of spillage.
Class 7

− Radioactive material

15
Types of packagings; transport index in relation to stowage and segregation; stowage andsegregation from persons, undeveloped photographic film and plates and foodstuffs; stowage
categories; general stowage requirements; segregation requirements and separation distances;
segregation from other dangerous goods.
Class 8− Corrosive substances

16
Types of packagings; stowage categories; general stowage precautions, including those
applicable to corrosive, flammable liquids and marine pollutants; segregation requirements,
especially considering that the characteristic common to these substances is their ability to cause
severe damage to living tissue.
Class 917

− Miscellaneous dangerous substances and articles

Examples of hazards, including marine pollution.

Safety precautions and emergency procedures
18
Electrical safety in cargo spaces; precautions to be taken for entry into enclosed spaces that
may contain oxygen-depleted, poisonous or flammable atmospheres; the possible effects of spillage
or fire in shipments of substances of each class; consideration of events on deck or below deck; useof the IMO Emergency Response Procedures for Ships Carrying Dangerous Goods; emergency
plans and procedures to be followed in case of incidents involving dangerous substances.
Medical first aid
19
The IMO Medical First Aid Guide for Use in Accidents Involving Dangerous Goods(MFAG) and its use and application in association with other guides and medical advice by radio.
Section B-V/d∗
Guidance on application of the provisions of the STCW Convention to mobile offshore units(MOUs)
1
The provisions of the STCW Convention apply to the maritime personnel ofself-propelled MOUs proceeding on voyages.

*

Note there are no corresponding regulations in the Convention or sections in part A of the Code forsections B-V/a, B-V/b, B-V/c, B-V/d, B-V/e, B-V/f and B-V/g.

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2
The provisions of the STCW Convention do not apply to non-self-propelled MOUs or to
MOUs on station.
3
When considering appropriate standards of training and certification when an MOU is on
station, the country of registry should take account of relevant IMO recommendations.
In particular, all maritime crew members on self-propelled MOUs and, where required, on otherunits should meet the requirements of the STCW Convention, as amended.
4
Self-propelled MOUs proceeding on international voyages are required to carry safemanning documents.
5
MOUs on station are subject to the national legislation of the coastal State in whose
Exclusive Economic Zone (EEZ) they are operating. Such coastal States should also take accountof relevant IMO recommendations and should not prescribe higher standards for MOUs
registered in other countries than the standards applied to MOUs registered in that coastal State.
6
All special personnel employed on board MOUs (whether or not self-propelled) should be
provided with appropriate familiarization and basic safety training in accordance with relevant
IMO recommendations.
Section B-V/e*
Guidance regarding training and qualifications of masters and officers in charge of a navigational
watch on board offshore supply vessels
1
It is important that masters and officers involved in offshore supply operations shouldhave relevant experience or training before assuming their duties on offshore supply vessels. The
focus should be on onboard operational experience or a combination of operational experienceand simulator training.
2
Masters and officers should understand the unique manoeuvring and handlingcharacteristics common to offshore supply vessels.
3*

Prior to performing offshore supply operations, the master and officers should:.1

have knowledge of the offshore industry and the terms used in the various
operations;.2

understand the importance of maintaining a safe working distance at all times
when working in an offshore location/installation;.3

have knowledge of vessel manoeuvring and station-keeping under various weather
conditions;.4

understand the specific design parameters of the vessels; and.5

understand the need to have unrestricted oversight and views of work areas.

Note there are no corresponding regulations in the Convention or sections in part A of the Code forsections B-V/a, B-V/b, B-V/c, B-V/d, B-V/e, B-V/f and B-V/g.

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4

While on board an offshore supply vessel, the master and officers should:.1

have knowledge of the handling characteristics and behaviour of vessels fittedwith various propulsion arrangements; and.2

be capable of operating the offshore supply vessel in close proximity to an
offshore installation and other vessels.

5
Masters should understand the need for other personnel on board who are involved inperforming offshore supply operations to be familiarized with their duties.
Offshore supply vessels performing anchor-handling operations
6
It is important that masters and officers in charge of a navigational watch on board supply
vessels involved in anchor-handling operations have relevant experience and training.
7
Prior to performing anchor-handling operations, masters and officers in charge of anavigational watch should:.1.2

be well informed of the ship’s handling characteristics in relation toanchor-handling, including, but not limited to:.1.1

navigation and position-holding,.1.2

ship-handling,.1.3

thorough knowledge of the stability of offshore supply vessels, inparticular the combination of low angle of GZmax, low open deck and large
external forces. Use of loading calculators and the conflict between a rigid
and stiff ship and good work environment on deck. Potential reduction ofstability from use of anti-rolling devices, and.1.4

operations in hazardous oil-field areas, including locating any pipelines orother structures on the seabed in the area where anchors or other mooring
equipment is likely to be used; andbe made thoroughly familiar with the use of all instruments and systems fitted in
the ship concerned and involved in anchor-handling, including their capabilities
and limitations, including, but not limited to:.2.1

use of various thrusters, conventional or azimuth propulsion,.2.2

pickup, handling, heavy lifting, towing out, anchor-handling and laying of
anchors for offshore rigs, barges and installations,.2.3

towing of rigs, barges and other vessels,.2.4

operation of lifting and towing winches with up to 600 metric tons pull,

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detailed thorough knowledge of the basis of operation of towing- andanchor-handling winches; in particular, functions of load-limiting devices
and release systems and associated equipment as towing pins and stoppers,
and

.2.6

the significant difference between emergency release of towing hooks andwinches.

8
Masters and officers in charge of a navigational watch in charge of anchor-handlingshould have sufficient and appropriate experience, either by having been supervised or trained ina simulator.
Section B-V/f∗
Guidance on the training and experience for personnel operating dynamic positioning systems
1
Dynamic positioning is defined as the system whereby a self-propelled vessel’s positionand heading is automatically controlled by using its own propulsion units.
2
Personnel engaged in operating a Dynamic Positioning (DP) system should receive
relevant training and practical experience. Theoretical elements of this training should enable
Dynamic Positioning Operators (DPOs) to understand the operation of the DP system and its
components. Knowledge, understanding and experience gained should enable personnel tooperate vessels safely in DP, with due regard for safety of life at sea and protection of the marine
environment.
3
The content of training and experience should include coverage of the following
components of a DP system:∗.1

DP control station;.2

power generation and management;.3

propulsion units;.4

position reference systems;.5heading reference systems;.6

environmental reference systems; and.7external force reference systems, such as hawser tension gauges.

Note there are no corresponding regulations in the Convention or sections in part A of the Code forsections B-V/a, B-V/b, B-V/c, B-V/d, B-V/e, B-V/f and B-V/g.

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4
Training and experience should cover the range of routine DP operations, as well as thehandling of DP faults, failures, incidents and emergencies, to ensure that operations are continued
or terminated safely. Training should not be limited to DPOs and DP masters only; otherpersonnel on board, such as electro-technical and engineer officers, may require additional
training and experience to ensure that they are able to carry out their duties on a DP vessel.
Consideration should be given to conducting appropriate DP drills as a part of onboard training
and experience. DPOs should be knowledgeable of the type and purpose of documentation
associated with DP operations, such as operational manuals, Failure Modes and Effects Analysis(FMEAs) and capability plots.
5

All training should be given by properly qualified and suitably experienced personnel.

6Upon appointment to a vessel operating in DP mode, the master, DPOs and otherDP-trained personnel should be familiarized with the specific equipment fitted on and thecharacteristics of the vessel. Particular consideration should be given to the nature of the work of
the vessel and the importance of the DP system to this work.
Section B-V/g*
Guidance regarding training of masters and officers for ships operating in polar waters**
1
It is important that masters, officers in charge of a navigational watch and officers incharge of an engineering watch on board ships operating in polar waters should have relevant
experience and training, as follows:.1.2

Prior to being assigned duties on board such ships:.1.1

For masters and officers in charge of a navigational watch, the training
should provide basic knowledge on at least the subjects given inparagraphs 2 to 11 hereunder, and.1.2

For officers in charge of an engineering watch, the training should provide
basic knowledge on at least the subjects given in paragraphs 3, 6, 10
and 11 hereunder.

Masters and Chief Engineer Officers should have sufficient and appropriate
experience in operating ships in polar waters.

Ice characteristics – ice areas
2
Interpretation of different ice-charts and awareness of limitations in meteorology andoceanography data, ice physics, formation, growth, ageing and stage of melt; ice types andconcentrations; ice pressure; friction from snow-covered ice; implications of spray-icing andicing up; precautions against icing up and mitigation of consequences; ice regimes in different
regions and different seasons, including the differences between the Arctic and the Antarctic;***

Note there are no corresponding regulations in the Convention or sections in part A of the Code forsections B-V/a, B-V/b, B-V/c, B-V/d, B-V/e, B-V/f and B-V/g.
Refer to resolution A.1024(26) on Guidelines for ships operating in polar waters.

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recognition of consequences of rapid change in ice and weather conditions; movement of
icebergs and pack ice.
Ship’s performance in ice and cold climate
3
Vessel characteristics; vessel types, hull designs; ice-strengthening requirements;
ice-class in different classification societies – polar class and local regulations; limitations of
ice-classes; winterization and preparedness of vessel; low-temperature system performance.
Voyage and passage planning for a ship in ice*4
Development of safe routeing and passage planning to avoid ice where possible,
including interpreting various forms of ice imagery and data to assist in the preparation of astrategic passage planning; entering ice from open water to avoid icebergs and dangerous ice
conditions; navigation, determining when it is safe or not safe to enter areas containing ice oricebergs due to darkness, swell, fog or pressure ice.
Operating and handling a ship in ice
5
Preparations and risk assessment before approaching ice-infested waters; unassisted
operation of vessels with different ice-class in different ice-types; safe speed in the presence of
ice and icebergs; communications with an icebreaker and other vessels; navigation in various ice
concentrations and coverage; awareness of the increase in energy of movement; use of icebergs
for shelter and access through packed ice.
6
Use of different type of propulsion system and rudder, including awareness of systemstrength and capacity limitations; use of heeling and trim systems, engine loads and coolingproblems.
Regulations and recommendations
7
Local requirements for entering different regions, including the Antarctic Treaty;international regulations and recommendations.
Equipment limitations
8
Use of and hazards associated with terrestrial navigational aids in polar waters;
high-latitude compass errors; discrimination of radar targets and ice-features in ice-clutter;
limitations of electronic positioning systems at high latitude; limitations in nautical charts andpilot descriptions; limitations in communication systems.
Safety precautions and emergency procedures
9
Availability of hydrographic data sufficient for safe navigation; precautions whennavigating in poorly charted waters; limitations of search and rescue readiness and responsibility,
including GMDSS area A4 and its SAR communication facility limitation; awareness ofcontingency planning; knowledge of towing procedures; value of contact with other ships and*Refer to resolution A.999(25) on Guidelines on voyage planning for passenger ships operating in remote areas.

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local SAR organization; recognizing dangers when crews are exposed to low temperatures;procedures and techniques for abandoning the ship and survival on the ice; crew-fatigue
problems due to noise and vibrations; carriage of additional resources such as bunkers, food andextra clothing; awareness of the additional severity of consequences of incidents in polar waters.
10
Establishing safe working procedures; awareness of the most common hull andequipment damage and how to avoid them; fire-fighting systems limitations.
Environmental considerations
11
Sensitive sea areas regarding discharge; areas where shipping is prohibited or should be
avoided; special areas in MARPOL; oil-spill equipment limitations; plan for coping withincreased volumes of garbage, bilge water, sludge, sewage, etc.; consequences of pollution in acold climate.

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CHAPTER VI
Guidance regarding emergency, occupational safety, security, medical careand survival functions
Section B-VI/1
Guidance regarding mandatory requirements for safety familiarization and basic training andinstruction for all seafarers
FIRE PREVENTION AND FIRE FIGHTING
1
The training in fire prevention and fire fighting required by section A-VI/1 should include
at least the theoretical and practical elements itemized in paragraphs 2 to 4 hereunder*.
Theoretical training
2*

The theoretical training should cover:.1

the three elements of fire and explosion (the fire triangle): fuel; source of ignition;oxygen;.2ignition sources: chemical; biological; physical;.3

flammable materials: flammability; ignition point; burning temperature; burning
speed; thermal value; lower flammable limit (LFL); upper flammable limit (UFL);
flammable range; inerting; static electricity; flashpoint; auto-ignition;.4

fire hazard and spread of fire by radiation, convection and conduction;.5

reactivity;.6

classification of fires and applicable extinguishing agents;.7

main causes of fire on board ships: oil leakage in engine-room; cigarettes;
overheating (bearings); galley appliances (stoves, flues, fryers, hotplates, etc.);
spontaneous ignition (cargo, wastes, etc.); hot work (welding, cutting, etc.);
electrical apparatus (short circuit, non-professional repairs); reaction, self-heating
and auto-ignition; arson; static electricity;.8

fire prevention;.9

fire- and smoke-detection systems; automatic fire alarms;

The relevant IMO Model Course(s) may be of assistance in the preparation of courses.

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fire-fighting equipment, including:.10.1

fixed installations on board and their locations; fire mains, hydrants;
international shore connection; smothering installations, carbon dioxide(CO2), foam; pressure water spray system in special category spaces, etc.;
automatic sprinkler system; emergency fire pump; emergency generator;
chemical powder applicants; general outline of required and available
mobile apparatus; high-pressure fog system; high-expansion foam; newdevelopments and equipment,.10.2

firefighter’s outfit, personal equipment; breathing apparatus; resuscitation
apparatus; smoke helmet or mask; fireproof lifeline and harness; and theirlocation on board, and.10.3

general equipment, including fire hoses, nozzles, connections, fire axes;
portable fire extinguishers; fire blankets;.11

construction and arrangements, including escape routes; means for gas-freeingtanks; Class A, B and C divisions; inert gas systems;.12

ship fire-fighting organization, including general alarm; fire control plans, muster
stations and duties of individuals; communications, including ship–shore when in
port; personnel safety procedures; periodic shipboard drills; patrol systems;.13

practical knowledge of resuscitation methods;.14fire-fighting methods, including sounding the alarm; locating and isolating;jettisoning; inhibiting; cooling; smothering; extinguishing; reflash watch; smoke
extraction; and.15

fire-fighting agents, including water, solid jet, spray, fog, flooding; high-,
medium- and low-expansion foam; carbon dioxide (CO2); aqueous-film-forming
foam (AFFF); dry chemical powder; new developments and equipment.

Practical training
3
The practical training given below should take place in spaces which provide truly
realistic training conditions (e.g., simulated shipboard conditions), and whenever possible andpractical should also be carried out in darkness as well as by daylight and should allow thetrainees to acquire the ability to:.1

use various types of portable fire extinguishers;.2

use self-contained breathing apparatus;.3

extinguish smaller fires, e.g., electrical fires, oil fires and propane fires;

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extinguish extensive fires with water (jet and spray nozzles);.5extinguish fires with either foam, powder or any other suitable chemical agent;.6

enter and pass through, with lifeline but without breathing apparatus,
a compartment into which high-expansion foam has been injected;.7

fight fire in smoke-filled enclosed spaces, wearing self-contained breathingapparatus;.8

extinguish fire with water fog or any other suitable fire-fighting agent in an
accommodation room or simulated engine-room with fire and heavy smoke;.9extinguish an oil fire with fog applicator and spray nozzles; dry chemical powder
or foam applicators;.10

effect a rescue in a smoke-filled space, wearing breathing apparatus.

General4
Trainees should also be made aware of the necessity of maintaining a state of readinesson board.
ELEMENTARY FIRST AID*
5
The training in elementary first aid required by regulation VI/1 as part of the basic
training should be given at an early stage in vocational training, preferably during pre-sea
training, to enable seafarers to take immediate action upon encountering an accident or othermedical emergency until the arrival of a person with first-aid skills or the person in charge of
medical care on board.
PERSONAL SAFETY AND SOCIAL RESPONSIBILITIES*
6
Administrations should bear in mind the significance of communication and language
skills in maintaining safety of life and property at sea and in preventing marine pollution. Given
the international character of the maritime industry, the reliance on voice communications fromship to ship and from ship to shore, the increasing use of multinational crews, and the concernthat crew members should be able to communicate with passengers in an emergency, adoption of
a common language for maritime communications would promote safe practice by reducing therisk of human error in communicating essential information.
7
Although not universal, by common practice English is rapidly becoming the standard
language of communication for maritime safety purposes, partly as a result of the use of the IMOStandard Marine Communication Phrases.

*

The relevant IMO Model Course(s) may be of assistance in the preparation of courses.

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Administrations should consider the benefits of ensuring that seafarers have an ability to
use at least an elementary English vocabulary, with an emphasis on nautical terms and situations.
Section B-VI/2
Guidance regarding certification for proficiency in survival craft, rescue boats and fast rescueboats
1
Before training is commenced, the requirement of medical fitness, particularly regarding
eyesight and hearing, should be met by the candidate.
2
The training should be relevant to the provisions of the International Convention for the
Safety of Life at Sea (SOLAS), as amended*.
3
Parties may also accept onboard training and experience (such as participation in drills)
for maintaining the required standard of competence of table A-VI/2-1, in the areas outlined in
section A-VI/2, paragraphs 6.1.2, 6.1.3, 6.1.4, 6.2.1, and 10.1.5. Administrations should bear inmind that onboard training in these areas can only be carried out under good weather conditions
and port regulations permitting.
Section B-VI/3
Guidance regarding training in advanced fire fighting(No provisions)
Section B-VI/4
Guidance regarding requirements in medical first aid and medical care1
Training programmes for seafarers designated to undertake the tasks, duties andresponsibilities listed in column 1 of table A-VI/4-1 to provide medical first aid on board shipshould take into account guidance in the revised International Medical Guide for Ships, as
appropriate.
Section B-VI/5
Guidance regarding training and certification for ship security officers
1
The training should be relevant to the provisions of the ISPS Code and the
SOLAS Convention, as amended.*2
On completion of training, a ship security officer should have adequate knowledge of the
English language to correctly interpret and communicate messages relevant to ship or port
facility security.

*

The relevant IMO Model Course(s) may be of assistance in the preparation of courses.

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In circumstances of exceptional necessity, when a person holding a certificate ofproficiency as a ship security officer is temporarily unavailable, the Administration may permit aseafarer having specific security duties and responsibilities and an understanding of the ship
security plan to serve as ship security officer and to execute all duties and responsibilities of theship security officer until the next port of call or for a period not exceeding 30 days, whichever isgreater. The company should, as soon as possible, inform the competent authorities of the nextport(s) of call of the arrangements in place.
Section B-VI/6
Guidance regarding mandatory minimum requirements for security-related training andinstruction for all seafarers
Familiarization and security-awareness1
Seafarers and shipboard personnel are not security experts and it is not the aim of theprovisions of the Convention or this Code to convert them into security specialists.
2
Seafarers and shipboard personnel should receive adequate security-related training or
instruction and familiarization training so as to acquire the required knowledge andunderstanding to perform their assigned duties and to collectively contribute to the enhancementof maritime security.
3
Seafarers without designated security duties should complete the security awarenesstraining or instruction set out in section A-VI/6 at least one time in their career. There is no needfor refreshment or revalidation of this training if the seafarer or the shipboard personnel
concerned meet the security-related familiarization requirements of regulation VI/6 andparticipate in the drills and exercises required by the ISPS Code.
Seafarers with designated security duties
4
The expression “with designated security duties” in section A-VI/6 denotes those having
specific security duties and responsibilities in accordance with the ship security plan.
5
Seafarers with designated security duties should complete the training as set out insection A-VI/6 at least one time in their career. There is no need for refreshment or revalidationof this training if the seafarer or the shipboard personnel concerned meet the security-relatedfamiliarization requirements of regulation VI/6 and participate in the drills and exercises requiredby the ISPS Code.
6
Those providing “security-related familiarization training” in accordance withsection A-VI/6 should not be required to meet the requirements of either regulation I/6 or of
section A-I/6.
7
In circumstances of exceptional necessity, when the shipboard security-related duties are
required to be undertaken by a person qualified to perform designated security-related duties andsuch a person is temporarily unavailable, the Administration may permit a seafarer without
designated security duties to perform such duties provided such a person has an understanding of
the ship security plan, until the next port of call or for a period not exceeding 30 days, whichever isgreater.
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CHAPTER VII
Guidance regarding alternative certification
Section B-VII/1
Guidance regarding the issue of alternative certificates(No provisions)
Section B-VII/2
Guidance regarding special integrated deck and engine training programmes
1Each Party should ensure that any special integrated deck and engine training programme:.1

is provided by means of an approved training programme;.2

takes place ashore within maritime training institutions and/or on board approved
training ships; and.3is documented in an approved training record book.

Section B-VII/3
Guidance regarding principles governing the issue of alternative certificates(No provisions)

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CHAPTER VIII
Guidance regarding watchkeeping
Section B-VIII/1
Guidance regarding fitness for duty
Prevention of fatigue
1
In observing the rest period requirements, “overriding operational conditions” should beconstrued to mean only essential shipboard work which cannot be delayed for safety or
environmental reasons or which could not reasonably have been anticipated at thecommencement of the voyage.
2
Although there is no universally accepted technical definition of fatigue, everyone
involved in ship operations should be alert to the factors which can contribute to fatigue,
including, but not limited to, those identified by the Organization*, and take them into accountwhen making decisions on ship operations.
3

In applying regulation VIII/1, the following should be taken into account:.1

provisions made to prevent fatigue should ensure that excessive or unreasonable
overall working hours are not undertaken. In particular, the minimum rest periods
specified in section A-VIII/1 should not be interpreted as implying that all otherhours may be devoted to watchkeeping or other duties;.2

the frequency and length of leave periods, and the granting of compensatory
leave, are material factors in preventing fatigue from building up over a period oftime; and.3

the provisions may be varied for ships on short sea voyages, provided special
safety arrangements are put in place.

[3bis Exceptions provided for in section A-VIII/1, paragraph 9, should be construed to mean
the exceptions laid down by the ILO Convention on Seafarers’ Hours of Work and the Manningof Ships, 1996 (No.180) or the Maritime Labour Convention, 2006, when it enters into force.
The circumstances under which such exceptions are applied should be defined by the Parties.]
4
Based on information received as a result of investigating maritime casualties,
Administrations should keep their provisions on prevention of fatigue under review.

*

See the annex to IMO resolution A.772(18), paragraphs 2 to 4.4.1 and MSC/Circ.1014.

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5
Drug and alcohol abuse directly affect the fitness and ability of a seafarer to perform
watchkeeping duties or duties that involve designated safety, prevention of pollution and security
duties. Seafarers found to be under the influence of drugs or alcohol should not be permitted toperform watchkeeping duties or duties that involve designated safety, prevention of pollution andsecurity duties, until they are no longer impaired in their ability to perform those duties.
6
Administrations should ensure that adequate measures are taken to prevent alcohol anddrugs from impairing the ability of watchkeeping personnel and those whose duties involve
designated safety, prevention of pollution and security duties, and should establish screening
programmes as necessary which:.1

identify drug and alcohol abuse;.2

respect the dignity, privacy, confidentiality and fundamental legal rights of theindividuals concerned; and.3take into account relevant international guidelines.

7
Companies should consider the implementation of a clearly written policy of drug andalcohol abuse prevention, including prohibition to consume alcohol within four hours prior toserving as a member of a watch either by inclusion in the company’s quality-management system
or by means of providing adequate information and education to the seafarers.
8
Those involved in establishing drug and alcohol abuse prevention programmes shouldtake into account the guidance contained in the ILO publication Drug and Alcohol Prevention
Programmes in the Maritime Industry (A Manual for Planners)*, as may be amended.
Section B-VIII/2
Guidance regarding watchkeeping arrangements and principles to be observed
1
The following operational guidance should be taken into account by companies, masters
and watchkeeping officers.
PART 1 – GUIDANCE ON CERTIFICATION(No provisions)PART 2 – GUIDANCE ON VOYAGE PLANNING(No provisions)*Annex III of this manual includes “Guiding Principles on Drug and Alcohol Testing procedures for Worldwide
Application in the Maritime Industry”. These guiding principles were adopted by the Joint ILO/WHO
Committee on the Health of Seafarers (May 1993).

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PART 3 – WATCHKEEPING PRINCIPLES IN GENERAL(No provisions)PART 4 – GUIDANCE ON WATCHKEEPING AT SEAPart 4-1 – Guidance on keeping a navigational watch
Introduction
2
Particular guidance may be necessary for special types of ships as well as for ships
carrying hazardous, dangerous, toxic or highly flammable cargoes. The master should provide
this operational guidance as appropriate.
3
It is essential that officers in charge of the navigational watch appreciate that the efficientperformance of their duties is necessary in the interests of the safety of life and property at sea
and of preventing pollution of the marine environment.
Anchor watch
4
The master of every ship at an unsheltered anchorage, at an open roadstead or any othervirtually “at sea” conditions in accordance with chapter VIII, section A-VIII/2, part 4-1,
paragraph 51 of the STCW Code, should ensure that watchkeeping arrangements are adequate formaintaining a safe watch at all times. A deck officer should at all times maintain responsibility
for a safe anchor watch.
5
In determining the watchkeeping arrangements, and commensurate with maintaining theship’s safety and security and the protection of the marine environment, the master should take
into account all pertinent circumstances and conditions such as:.1maintaining a continuous state of vigilance by sight and hearing as well as by allother available means;.2

ship-to-ship and ship-to-shore communication requirements;.3

the prevailing weather, sea, ice and current conditions;.4the need to continuously monitor the ship’s position;.5

the nature, size and characteristics of anchorage;.6

traffic conditions;.7

situations which might affect the security of the ship;.8

loading and discharging operations;.9the designation of stand-by crew members; and.10

the procedure to alert the master and maintain engine readiness.

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Part 4-2 – Guidance on keeping an engineering watch
6
Particular guidance may be necessary for special types of propulsion systems or ancillaryequipment and for ships carrying hazardous, dangerous, toxic or highly flammable materials orother special types of cargo. The chief engineer officer should provide this operational guidance
as appropriate.
7
It is essential that officers in charge of the engineering watch appreciate that the efficientperformance of engineering watchkeeping duties is necessary in the interest of the safety of lifeand property at sea and of preventing pollution of the marine environment.
8

The relieving officer, before assuming charge of the engineering watch, should:.1

be familiar with the location and use of the equipment provided for the safety oflife in a hazardous or toxic environment;.2

ascertain that materials for the administration of emergency medical first aid arereadily available, particularly those required for the treatment of burns and scalds;
and.3

when in port, safely anchored or moored, be aware of:.3.1

cargo activities, the status of maintenance and repair functions and allother operations affecting the watch, and.3.2

the auxiliary machinery in use for passenger or crew accommodation
services, cargo operations, operational water supplies and exhaust systems.

Part 4-3 – Guidance on keeping a radio watch
General
9
Among other things, the Radio Regulations require that each ship radio station islicensed, is under the ultimate authority of the master or other person responsible for the ship andis only operated under the control of adequately qualified personnel. The Radio Regulations also
require that a distress alert shall only be sent on the authority of the master or other person
responsible for the ship.
10
The master should bear in mind that all personnel assigned responsibility for sending a
distress alert must be instructed with regard to, be knowledgeable of, and be able to operateproperly all radio equipment on the ship, as required by regulation I/14, paragraph 1.5.
This should be recorded in the deck or radio log-book.
Watchkeeping
11
In addition to the requirements concerning radio watchkeeping, the master of every
seagoing ship should ensure that:

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the ship’s radio station is adequately manned for the purpose of exchanging generalcommunications – in particular public correspondence, taking into account theconstraints imposed by the duties of those authorized to operate it; and.2

the radio equipment provided on board and, where fitted, the reserve sources ofenergy are maintained in an efficient working condition.

12
Necessary instruction and information on use of radio equipment and procedures for
distress and safety purposes should be given periodically to all relevant crew members by the
person designated in the muster list to have primary responsibility for radiocommunications
during distress incidents. This should be recorded in the radio log.
13
The master of every ship not subject to the SOLAS Convention should require that radio
watchkeeping is adequately maintained as determined by the Administration, taking into accountthe Radio Regulations.
Operational
14
Prior to sailing, the radio operator designated as having primary responsibility forradiocommunications during distress incidents should ensure that:

15

16

.1

all distress and safety radio equipment and the reserve source of energy are in an
efficient working condition, and that this is recorded in the radio log;

.2

all documents required by international agreement, notices to ship radio stations
and additional documents required by the Administration are available and arecorrected in accordance with the latest supplements, and that any discrepancy isreported to the master;.3

the radio clock is correctly set against standard time signals;.4antennae are correctly positioned, undamaged and properly connected; and.5to the extent practicable, routine weather and navigational warning messages forthe area in which the ship will be navigating are updated together with those forother areas requested by the master, and that such messages are passed to themaster.

On sailing and opening the station, the radio operator on watch should:.1

listen on the appropriate distress frequencies for any possible existing distresssituation; and.2send a traffic report (name, position and destination, etc.) to the local coast station
and any other appropriate coast station from which general communications may
be expected.

While the station is open, the radio operator on watch should:.1check the radio clock against standard time signals at least once a day;

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send a traffic report when entering and on leaving the service area of a coaststation from which general communications might be expected; and.3transmit reports to ship reporting systems in accordance with the instructions of
the master.

17
While at sea, the radio operator designated as having primary responsibility forradiocommunications during distress incidents should ensure the proper functioning of:.1

the digital selective calling (DSC) distress and safety radio equipment by meansof a test call at least once each week; and.2

the distress and safety radio equipment by means of a test at least once each day
but without radiating any signal.

The results of these tests should be recorded in the radio log.
18
The radio operator designated to handle general communications should ensure that aneffective watch is maintained on those frequencies on which communications are likely to beexchanged, having regard to the position of the ship in relation to those coast stations and tocoast earth stations from which traffic may be expected. When exchanging traffic, radio
operators should follow the relevant ITU recommendations.
19
When closing the station on arrival at a port, the radio operator on watch should advise
the local coast station and other coast stations with which contact has been maintained of the
ship’s arrival and of the closing of the station.
20
When closing the radio station, the radio operator designated as having primary
responsibility for radiocommunications during distress incidents should:.1

ensure that transmitting antennae are earthed; and.2check that the reserve sources of energy are sufficiently charged.

Distress alerts and procedures
21
The distress alert or distress call has absolute priority over all other transmissions.
All stations which receive such signals are required by the Radio Regulations to immediately
cease all transmissions capable of interfering with distress communications.
22
In the case of a distress affecting own ship, the radio operator designated as having
primary responsibility for radiocommunications during distress incidents should immediately
assume responsibility for following the procedures of the Radio Regulations and relevant
ITU-R Recommendations.
23

On receiving a distress alert:.1

the radio operator on watch should alert the master and, if appropriate, the radio
operator designated as having primary responsibility for radiocommunications
during distress incidents; and

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the radio operator designated as having primary responsibility forradiocommunications during distress incidents should evaluate the situation and
immediately assume responsibility for following the procedures of the Radio
Regulations and relevant ITU-R Recommendations.

Urgency messages
24
In cases of urgency affecting own ship, the radio operator designated as having
responsibility for radiocommunications during distress incidents should immediately assume
responsibility for following the procedures of the Radio Regulations and relevant
ITU-R Recommendations.
25
In cases of communications relating to medical advice, the radio operator designated ashaving primary responsibility for radiocommunications during distress incidents should follow
the procedures of the Radio Regulations and adhere to the conditions as published in the relevantinternational documentation (see paragraph 14.2) or as specified by the satellite service provider.
26
In cases of communications relating to medical transports, as defined in the Protocol
additional to the Geneva Conventions of 12 August 1949, and relating to the protection of
victims of international armed conflicts (Protocol I), the radio operator designated as having
primary responsibility for radiocommunication during distress incidents should follow theprocedures of the Radio Regulations.
27
On receiving an urgency message, the radio operator on watch should alert the master
and, if appropriate, the radio operator designated as having primary responsibility forradiocommunications during distress incidents.
Safety messages
28
When a safety message is to be transmitted, the master and the radio operator on watch
should follow the procedures of the Radio Regulations.
29
On receiving a safety message, the radio operator on watch should note its content andact in accordance with the master’s instructions.
30
Bridge-to-bridge communications should be exchanged on VHF channel 13.
Bridge-to-bridge communications are described as “Intership Navigation Safety Communications”
in the Radio Regulations.
Radio records
31
Additional entries in the radio log should be made in accordance with paragraphs 10, 12, 14, 17
and 33.
32
Unauthorized transmissions and incidents of harmful interference should, if possible, be
identified, recorded in the radio log and brought to the attention of the Administration incompliance with the Radio Regulations, together with an appropriate extract from the radio log.

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Battery maintenance
33
Batteries providing a source of energy for any part of the radio installation, including
those associated with uninterrupted power supplies, are the responsibility of the radio operator
designated as having primary responsibility for radiocommunications during distress incidents
and should be:.1tested on-load and off-load daily and, where necessary, brought up to the fully
charged condition;.2

tested once per week by means of a hydrometer where practicable, or, where ahydrometer cannot be used, by a suitable load test; and.3checked once per month for the security of each battery and its connections andthe condition of the batteries and their compartment or compartments.

The results of these tests should be recorded in the radio log.
PART 5 – GUIDANCE ON WATCHKEEPING IN PORT(No provisions)______________

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