Model Course 7.06 - Et706e PDF - PDFCOFFEE.COM (2024)

El ec t r oni cEdi t i on

This electronic edition is licensed to BSMA for 1 copy. © International Maritime Organization

Model course 7.06 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL 2008 Edition ELECTRONIC EDITION

London, 2008 Licensed to BSMA for 1 copy. © IMO

Print edition (ISBN: 978-92-801-0041-9) First published in 2008 by the INTERNATIONAL MARITIME ORGANIZATION 4 Albert Embankment, London SE1 7SR www.imo.org Electronic edition, 2010

IMO PUBLICATION Sales number: ET706E

ACKNOWLEDGEMENTS This course for Officer in Charge of a Navigational Watch on a Fishing Vessel is based on material developed by the Korea Institute of Maritime and Fisheries Technology for IMO under the guidance of the Ministry of Maritime Affairs and Fisheries of the Republic of Korea. IMO wishes to express its sincere appreciation to the Ministry of Maritime Affairs and Fisheries of the Republic of Korea and the Korea Institute of Maritime and Fisheries Technology for its valuable assistance and co-operation.

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

Licensed to BSMA for 1 copy. © IMO

Contents Page Introduction

Function 1: Navigation

Part A1: Course Framework

Part B1: Course Outline and Guidance Notes

Part C1: Detailed Teaching Syllabus

Function 2: Catch Handling and Stowage

Part A2: Course Framework

Part B2: Course Outline and Guidance Notes

Part C2: Detailed Teaching Syllabus Function 3: Controlling the Operation of the Fishing Vessel and Care for Persons on Board

104 111

Part A3: Course Framework

112

Part B3: Course Outline and Guidance Notes

116

Part C3: Detailed Teaching Syllabus

164

Guidance on the Implementation of Model Courses

209

iii

Licensed to BSMA for 1 copy. © IMO

Foreword Since its inception the International Maritime Organization (IMO) has recognized the importance of human resources to the development of the maritime industry and has given the highest priority to assisting developing countries in enhancing their maritime training capabilities through the provision or improvement of maritime training facilities at national and regional levels. IMO has also responded to the needs of developing countries for postgraduate training for senior personnel in administrations, ports, shipping companies and maritime training institutes by establishing the world Maritime University in Malmö, Sweden, in 1983. Following the adoption of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978 (STCW), a number of IMO Member Governments had suggested that IMO should develop model training courses to assist in the implementation of the Convention and in achieving a more rapid transfer of information and skills regarding new developments in maritime technology. IMO training advisers and consultants also subsequently determined from their visits to training establishments in developing countries that the provision of model courses could help instructors improve the quality of their existing courses and enhance their implementation of the associated Conference and IMO Assembly resolutions. In addition, it was appreciated that a comprehensive set of short model courses in various fields of maritime training would supplement the instruction provided by maritime academies and allow administrators and technical specialists already employed in maritime administrations, ports and shipping companies to improve their knowledge and skills in certain specialized fields. With the generous assistance of the Government of Norway, IMO developed model courses in response to these generally identified needs and now keeps them updated through a regular revision process taking into account any amendments to the requirements prescribed in IMO instruments and any technological developments in the field. These model courses may be used by any training institution and, when the requisite financing is available, the Organization is prepared to assist developing countries in implementing any course. E. E. MITROPOULOS Secretary-General

v Licensed to BSMA for 1 copy. © IMO

flag state implementation.indd vii

04/03/2010 09:16

Licensed to BSMA for 1 copy. © IMO

flag state implementation.indd viii

04/03/2010 09:16

Introduction ■

Purpose of the model courses

The purpose of the IMO model courses is to assist maritime training institutes and their teaching staff in organizing and introducing new training courses, or in enhancing, updating or supplementing existing training material where the quality and effectiveness of the training courses may thereby be improved. It is not the intention of the model course programme to present instructors with a rigid “teaching package” which they are expected to “follow blindly”. Nor is it the intention to substitute audio-visual or “programmed” material for the instructor’s presence. As in all training endeavours, the knowledge, skills and dedication of the instructor are the key components in the transfer of knowledge and skills to those being trained through IMO model course material. The educational systems and the cultural backgrounds of trainees in maritime subjects vary considerably from country to country. The model course material has been designed to identify the basic entry requirements and trainee target group for each course in universally applicable terms, and to specify clearly the technical content and levels of knowledge and skill necessary to meet the technical intent of IMO conventions and related recommendations. ■

Use of the model course

To use the model course the instructor should review the subject outline and the detailed teaching syllabus in each module, taking into account the information provided under the entry standards specified in the subject framework. The actual level of knowledge and skills and the prior technical education of the trainees in the subject concerned should be kept in mind during this review, and any areas within the detailed teaching syllabus which may cause difficulties because of differences between the actual trainee entry level and that assumed by the course designer should be identified. To compensate for such differences, the instructor is expected to delete from the course, or to reduce the emphasis on, items dealing with knowledge or skills already attained by the trainees. He or she should also identify any academic knowledge, skills or technical training which they may not have acquired. By analysing the detailed syllabus and the academic knowledge required to allow training in the technical area to proceed, the instructor can design an appropriate pre-entry course in the subjects or, alternatively, insert the elements of academic knowledge required to support the technical training elements concerned at appropriate points within the technical course. Adjustment of the course objectives, scope and content may also be necessary if in your fisheries industry the trainees completing the course are to undertake duties which differ from the course objectives specified in the model course. Within the course plan the course designers have indicated their assessment of the time which should be allotted to each area of learning. However, it must be appreciated that these allocations are arbitrary and assume that the trainees have fully met all entry requirements of the course. The instructor should therefore review these assessments and may need to reallocate the time required to achieve each specific learning objective or training outcome. 1

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

■

Lesson plans

Having adjusted the course content to suit the trainee intake and any revision of the subject objectives, the instructor should draw up lesson plans based on each detailed syllabus. The detailed syllabus contains specific references to the textbooks or teaching material proposed to be used in the course. An example of a lesson plan is given for guidance only. Where no adjustment has been found necessary in the learning objectives of a detailed syllabus, the lesson plans may simply consist of the detailed syllabus with key words or other reminders added to assist the instructor in making his or her presentation of the material. ■

Presentation

The presentation of concepts and methodologies must be repeated in various ways until the instructor is satisfied that the trainee has attained each specific learning objective or training objective. The syllabus is laid out in learning objective format and each objective specifies a required performance or, what the trainee must be able to as the learning or training outcome. Taken as a whole, these objectives aim to meet the knowledge, understanding and proficiency specified in the functional skill/knowledge requirements relating to the 1995 STCW-F Convention. ■

Implementation

For the course to run smoothly and to be effective, considerable attention must be paid to the availability and use of: ●

Properly qualified instructors

●

Support staff

●

Rooms and other spaces

●

Workshops and equipment

●

Suggested reference material, textbooks, technical papers

●

Other reference material.

Thorough preparation is the key to successful implementation of the course. IMO has produced a booklet entitled “Guidance on the implementation of IMO model courses”, which deals with this aspect in greater detail and is included as an attachment to this model course. In cases where the requirements for some or all of the training in a particular subject is covered by another IMO model course, an appropriate reference will be made to the other model course. ■

Course objective

This model course has been developed to meet the standards of training for officers in charge of a navigational watch required by regulation II/2 of the 1995 STCW-F Convention. The material in this model course comprises the three functions as set out in regulation II/2 and has been written in such a manner so as to clearly identify the training objectives and

Licensed to BSMA for 1 copy. © IMO

INTRODUCTION

outcomes of each function and give Administrations the opportunity to arrange the course structure best suited to their particular needs. On successful completion of the course and meeting the minimum standard of competence for the officer in charge of a navigational watch including the requisite watchkeeping experience, officers will be competent to take the responsibility of a watchkeeper for the safety of the vessel, fishing vessel personnel and the catch. They will also be aware of their obligation under international agreements and conventions concerning safety and the protection of the marine environment and will be able to take the practical measures necessary to meet those obligations. The teaching schemes should be carefully scrutinized to ensure that all of the tabulated training outcomes are covered, that repetition is avoided and that essential underpinning knowledge at any stage has already been covered. A certain amount of duplication under different subjects will probably occur. Providing it is not excessive, the different approaches can provide useful reinforcement of work already learned. Care should be taken to see that items not included in the syllabus, or treatment beyond the depth indicated by the objectives, have not been introduced except where necessary to meet additional requirements of the Administration. The teaching scheme should be adjusted to take account of those matters and the timing of any modular courses (such as training in Fire fighting, Medical care) which are to be included. ■

Entry standards

Entrants should meet the minimum age for certification (18 years), obtain the minimum of 1 year of approved education and training, and also satisfy the Administration concerned as to medical fitness, including eyesight and hearing in accordance with regulation 2.2. ■

Course certificate

On successful completion of the course and demonstration of competence, a document may be issued certifying that the holder has met the standard of competence specified in regulation 2 of chapter II of the 1995 STCW-F Convention. A certificate may be issued only by Administrations or other organizations approved by the Administration. ■

Course intake limitations

Class sizes should be limited to not more than 24 in order to allow the instructor to give adequate attention to individual trainees. Larger numbers may be admitted depending on the availability of additional instructors, equipment and facilities to provide meaningful training. Where practical exercises and group activities are included in the course framework, it will be necessary to consider restraints on class size. ■

Staff requirements

The course should preferably be conducted under the control of an instructor who is qualified in the tasks for which training is being conducted and have appropriate training in instructional techniques and training methods, assisted by other appropriately trained staff. Guidance 3

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

on requirements for teaching staff is given in chapter 2 paragraph 2.5 of the FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel. ■

Teaching facilities and equipment

A classroom equipped with an overhead projector and a blackboard or flipchart should be provided for teaching the theory of the course and holding group discussions. Multi-media equipment, where available, will be an advantage. Additional spaces for practical instruction, demonstrations and workshop exercises should also be made available, as appropriate. For ease of reference, more information on facilities and equipment required to deliver the specific functional elements will be provided under the subject elements. ■

Teaching aids and textbooks

Textbooks and other publications may be used to deliver the training course. The framework in each function contains lists of specified textbooks which are referred to in the syllabus appropriate to the learning objectives. Other textbooks may also be considered equally suitable; however, the chosen books should assist trainees to achieve the learning objectives. Details of additional books which would provide useful library references and further background reading are included where appropriate under each subject. References to books are made in the syllabuses of the individual subject elements to aid both instructors and trainees in finding relevant information and to help in defining the intended scope and depth of the subject to be covered. Every effort has been made, where possible, to quote the latest editions of the publications mentioned but newer editions might exist. Instructors should therefore always try to use the latest edition for preparing and delivering their courses. It is suggested to course instructors that they should provide, where possible, some appropriate visual aids such as videos and CDs concerning the subject matter to aid trainees in their learning. ■

Computer applications

In view of the rapid growth of information technology (IT) and widespread use of computers aboard ship, it is recommended that, at the discretion of the Administration, computer applications should be included where possible for training skippers and chief mates. If this topic has not been covered already during training as officer in charge of a navigational watch, some basic training would also be required. Training will depend upon the computer facilities available and the needs and aptitude of the trainees and could include topics such as the use of IT applications for communications (e-mail, databases, etc), the internet, intranets and the world-wide web (www.), automatic monitoring, data-recording and alarm systems.

Licensed to BSMA for 1 copy. © IMO

INTRODUCTION

The use of multi-media applications can enhance learning in topics in many areas of knowledge for junior officers and other crew members. Many of the IMO rules and Assembly resolutions, for example, are available on CD and information may be found on the IMO web site at http://www.imo.org. ■

Training and the 1995 STCW-F Convention

The standards of competence that have to be met by fishing vessel personnel are defined in the Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel Convention, 1995. It sets out the education and training required to achieve those standards. Regulation II/2 sets out as follows: Chapter II Regulation 2 “Mandatory minimum requirements for certification of officers in charge of a navigational watch on fishing vessels of 24 metres in length and over operating in unlimited waters 1

Every officer in charge of a navigational watch on a fishing vessel of 24 metres in length and over operating in unlimited waters shall hold an appropriate certificate.

Every candidate for certification shall: .1

be not less than 18 years of age;

satisfy the Party as to medical fitness, particularly regarding eyesight and hearing;

have approved seagoing service of not less than two years in the deck department on fishing vessels of not less than 12 metres in length. However, the Administration may allow the substitution of the seagoing service by a period of special training not exceeding one year, provided that the period of the special training programme shall be at least equivalent in value to the period of the required seagoing service it substitutes or by a period of approved seagoing service evidenced by an approved record book covered by the 1978 STCW Convention.

have passed an appropriate examination or examinations for the assessment of competency to the satisfaction of the Party. Such examination or examinations shall include the material set out in the appendix to this regulation. A candidate for examination who holds a valid certificate of competency issued in accordance with the provisions of the 1978 STCW Convention need not be re-examined in those subjects listed in the appendix which were passed at a higher or equivalent level for the issue of the Convention certificate; and

meet the applicable requirements of regulation 6, as appropriate for performing designated radio duties in accordance with the Radio Regulations.”

The course is organized under the three functions at the operational level of responsibility. Specifically, this course covers the minimum standard of competence for officers in charge of a navigational watch on fishing vessels of 24 metres in length and over operating in unlimited waters. 5

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

For ease of reference, the course material is organized in three separate functions, namely: ●

Function 1: Navigation

●

Function 2: Catch handling and stowage

●

Function 3: Controlling the operation of the fishing vessel and care for persons on board

Each function is addressed in three parts: Part A, Part B and Part C. Part A provides the framework for the course with its aims and objectives and notes on the suggested teaching facilities and equipment. A list of useful teaching aids, IMO references and textbooks is also included. Part B provides an outline of lectures, demonstrations and exercises for the course. No detailed timetable is suggested. From the teaching and learning point of view, it is more important that the trainee achieves the minimum standard of competence defined in the FAO/ ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel than that a strict timetable is followed. Depending on their experience and ability, some students will naturally take longer to become proficient in some topics than in orders. Also included in this section are guidance notes and additional explanations. A separate IMO model course addresses Assessment of Competence. This course explains the use of various methods for demonstrating competence and criteria for evaluating competence. The FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel provides tables of competency units and functional skill components that could be used to assess the competence of engineer officers serving on board fishing vessels. Part C gives the Detailed Teaching Syllabus. This is based on the theoretical and practical knowledge specified in the FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel. It is written as a series of learning objectives, in other words what the trainee is expected to be able to do as a result of the teaching and training. Each of the objectives is expanded to define a required performance of knowledge, understanding and proficiency. IMO references, textbook references and suggested teaching aids are included to assist the teacher in designing lessons. ■

Responsibilities of Administrations

Administrations should ensure that training courses delivered by colleges and academies are such as to ensure officers completing training meet the standards of competence required by the STCW-F 1995 Convention regulation II/2, paragraph 2.

Licensed to BSMA for 1 copy. © IMO

Function 1: Navigation Index Part A1: Course Framework

Objective Teaching aids Video/DVD/CD IMO references Textbooks Part B1: Course Outline and Guidance Notes

Timetable Lectures Course outline Guidance notes Part C1: Detailed Teaching Syllabus

Introduction Explanation of information contained in the syllabus tables 1.1

Navigation and position determination

1.2

Watchkeeping

1.3

Radar navigation

1.4

Magnetic and gyro-compasses

1.5

Meteorology and oceanography

1.6

Fishing vessel manoeuvring and handling

1.7

Emergency procedures

1.8

English language

1.9

Communications

1.10

Search and rescue

1.11

Fishing vessel power plants

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Function 1: Navigation Part A1: Course Framework ■

Objective

The syllabus covers the requirements of the 1995 STCW-F Convention chapter II, regulation 2, and provides the details of the knowledge required to support the training outcomes related to the functional element of navigation. This section provides the background knowledge to support the tasks, duties and responsibilities in: ●

determining position and conducting navigation

●

using compasses and determining compass errors

●

operating and using radar

●

obtaining and applying meteorological information

●

establishing watchkeeping arrangements and procedures

●

manoeuvring and handling a vessel in all conditions

●

response to navigational emergencies

■

Teaching aids (A)

A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13 A14 A15 A16 A17 A18 A19 A20 A21 A22 A23

Instructor Guidance (Part B1 of this course) Catalogue of British Admiralty charts and other hydrographic publications British Admiralty Notices to mariners Charts Deviation Table British Admiralty List of Lights National List of Lights and Buoyage System British Admiralty Tide Table of the area concerned National Tide Table Tidal stream atlas British Admiralty ‘Pilot’ book for the area concerned National sailing direction Star Finder and Identifier HO 2101-D Nautical Almanac IALA Maritime Buoyage System Ocean plotting sheet Distance table Ship’s Log-book Nautical table (Norie’s, Burton’s or others) Star Chart Pre-computed altitude and azimuth tables (e.g. HO229) Pocket calculator GPS receiver

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

A24 A25 A26 A27 A28 A29

Echo sounder Speed log Magnetic compass Gyro-compass Automatic Pilot Video cassette player

■

Video/DVD/CD

IMO – Safe secure and efficient shipping on clean oceans (IMO Code No. VOIOM) Available from: IMO Publications Section Albert Embankment London SE1 7SR, UK, Fax: 44 (0) 20 7587 3241; Website: www.imo.org

V3 V4 V5 V6 V7 V8

Know the current rules (Code No. 328) Bridge watchkeeping (Code No. 497) Passage planning (Code No. 496) Search and rescue: co-ordination (Code No. 574) Man overboard (Code No. 644) Theory of mooring (Code No. 615)

Available from: Videotel Marine International Ltd 84 Newman Street, London W1 P 3LD, UK Tel: 442072991800 Fax: 442072991818 E-mail: [emailprotected] Website: www.videotel.co.uk ■

IMO references (R)

International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel (STCW-F), 1995 ((IMO Sales No. I915E) FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel, 2001 (IMO Sales No. IA948E) Torremolinos Protocol and Torremolinos International Convention for the Safety of Fishing Vessels, 1993 (IMO Sales No. I793E) International Convention for the Safety of Life at Sea (SOLAS), as amended (IMO Sales No. ID110E). Assembly resolution A.382(X) – Magnetic compasses: carriage and performance standards Assembly resolution A.424(XI) – Performance standards for gyro-compasses Assembly resolution A.574(14) – Recommendation on general requirements for electronic navigational aids Radar Navigation, Radar Plotting and use of ARPA, Radar navigation – Operational level (Model course 1.07) (1999 edition), TA107E

R2 R3 R4 R5 R6 R7 R8

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Details of distributors of IMO publications that maintain a permanent stock of all IMO publications may be found on the IMO web site at http://www.imo.org ■

Textbooks (T)

Admiralty Manual of Navigation. Vol 1. London, HMSO 1997, 1st impression (ISBN 0-11460-3-68-8) Bole, A.G. and Dineley, W.0. and Nicholls, C.E. The Navigation Control Manual 2nd ed. Oxford. Heinemann Professional,1992 (ISBN 0-7506-0542-1) Danton, G. The Theory and Practice of Seamanship. 11th ed. London, Routledge,1996 (ISBN 0-4151-5372-7) Frost, A. Practical Navigation for Second Mates. 6th ed. Glasgow, Brown, Son & Ferguson, 1985 (ISBN 0-8517-4397-8) Frost, A. The Principles and Practice of Navigation. 3rd ed. Glasgow, Brown, Son & Ferguson, 1988 (ISBN 0-8517-4542-3) Gylden, S. The Use of Constant Rate Turns OUT OF PRINT 1998 Hensen, H. Tug Use In Port, Nautical Institute (ISBN 1-8700-7739-3) Hooyer, H.H. The Behaviour and Handling of Ships. Cornell Maritime Press (ISBN 0-7870-33306-2) International Chamber of Shipping, Bridge Procedures Guide, 3rd ed. 1998 Kemp, J.1. and Young, P. Notes on Compass Work. End ed. London, Stanford Maritime, 1972; reprinted 1987 (ISBN 0-5400-0362-X) MacElvrey, D.H. Shiphandling for the Mariner. 3rd ed. Centreville (Maryland, US), Cornell Maritime Press, 1995. (ISBN 0-8703-3464-6) Maritime Meteorology, End Ed. 1997. Thomas Reed Publications (ISBN 0-9012-8167-0) Merrifield, F.G. Ship Magnetism and The Magnetic Compass, Pergamon Press Meteorological Office, Marine Observer’s Handbook. 11th ed. (Met.0.887). London, HMSO, 1995 (ISBN 0-1140-0367-X) Meteorological Office, Meteorology for Mariners, 3rd ed. 8th impression. London, HMSO,1978 (ISBN 0-1140-0311-4) Rowe, R.W. The Shiphandler’s Guide. The Nautical Institute, 1996. (ISBN 1-870077-35-0) Tetley, L. and Calcutt, D. Electronic Aids to Navigation: Position Fixing 2nd ed. 1986 London, Edward Arnold, 1991 (ISBN 0-3405-4380-9) The Mariner’s Handbook. (NP 100). 6th ed. Taunton (UK), Hydrographer of the Navy, 1989 IMO Standard Marine Communications Phrases (SMCP) (including CD: pronunciation guide) (2002 edition) English IA987E Taylor, D.A. Introduction to Marine Engineering. End ed. London, Butterworth, 1990. (ISBN 0-4080-5700-8) Daniel H. MacElrevey, Daniel E. MacElrevey & Earl R. McMillin, Shiphandling for the Mariner, Cornell Matitime Press, 2004. (ISBN 870335588) Maurice Cornish & E. Ives, Maritime Meteorology, Thomas Reed Publications, 2002. (ISBN 901281670) W. Burger, Radar Observer’s Handbook for Merchant Navy Officers (Glasgow, Brown, Son and Ferguson, 1983) (ISBN 0-85174-443-5) R. Lownsborough and D. Calcutt, Electronic Aids to Navigation: Radar and ARPA (London, Edward Arnold, 1993) (ISBN 0-340-59258-3)

T2 T3 T4 T5 T6 T7 T8 T9 T10 T11 T12 T13 T14 T15 T16 T17 T18 T19 T20 T21 T22 T23 T24

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

T25 Christopher Emms & S. Gossif, An Instruction to Coastal Navigation: A Seaman’s Guide, Morgans Technical Books Ltd., 1985. (ISBN 948254025) T26 W.H. Perry, Fishermen’s Handbook, Fishing News Books Ltd., 1987. (ISBN 852381433) Textbooks may be available from the following: Blackwell Publishing Ltd. 9600 Garsington Road Oxford OX4 2DQ UK, Tel. +44 1865 776868, Fax +44 1865 714591 Fishing News Books Ltd. Osney Mead, Oxford OX2 OEL, UK Warsash Nautical Bookshop, 6 Dibles Road, Warsash, Southampton S031 9HZ, UK. Tel: 44 1489 572 384 Fax: 44 1489 885756 E-mail: [emailprotected] URL: www.nauticalbooks.co.uk

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Function 1: Navigation Part B1: Course Outline and Guidance Notes ■

Timetable

No formal example of a timetable is included in this model course. Development of a detailed timetable depends on the level of skills of the trainees entering the course and the amount of work on basic principles that may be required. Lecturers must develop their own timetable to suit the course intake, also taking into account: ●

the level of skills of trainees at entry

●

the numbers to be trained

●

the number of instructors

and normal practices at the training establishment. Preparation and planning constitute important factors which make a major contribution to the effective presentation of any course of instruction. ■

Lectures

As far as possible, lectures should be presented within a familiar context and should make use of practical examples. They should be well illustrated with diagrams, photographs and charts where appropriate, and be related to matter learned during seagoing time. An effective manner of presentation is to develop a technique of giving information and then reinforcing it. For example, first tell the trainees briefly what you are going to present to them; then cover the topic in detail; and, finally, summarize what you have told them. The use of an overhead projector or a beam projector and the distribution of copies of the transparencies as trainees handouts contribute to the learning process. ■

Course outline

The tables that follow list the competencies and areas of knowledge, understanding and proficiency, together with the estimated total hours required for lectures and practical exercises. Teaching staff should note that timings are suggestions only and should be adapted to suit individual groups of trainees depending on their experience, ability, equipment and staff available for training.

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

Course outline Total hours for each topic

Functional skill components

Total hours for each subject area of required performance

COMPETENCE:

1.1

Navigation and position determination

1.1.1 APPLY CELESTIAL BODY OBSERVATION FOR POSITION FIXING AND NAVIGATION .1 Use a sextant .2 Complete sight reduction .3 Obtain and plot position lines 1.1.2 USE TERRESTRIAL OBSERVATION FOR POSITION FIXING AND COASTAL NAVIGATION .1 Define basic theories or knowledge for terrestrial observation .2 Identify navigational hazard .3 Use navigational aids, clearing marks and transit bearings to safely navigate hazards .4 Read and interpret marine charts .5 Obtain and plot position line to determine vessel’s position .6 Apply dead reckoning procedures to determine vessel’s position .7 Use notices to mariners and other publications to asses accuracy of positions .8 Exercise chartwork 1.1.3 USE ELECTRONIC NAVIGATIONAL AIDS FOR POSITION FIXING AND NAVIGATION .1 Operate electronic navigational aids .2 Determine vessel’s position with electronic aids

5 15 25

20 5 15 10 15 10 5 10

20 20

20 5 5

COMPETENCE:

1.2

Watchkeeping

1.2.1 APPLY INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA TO FISHING VESSEL OPERATION .1 Apply steering and sailing rules .2 Apply light and shape regulations .3 Apply sound and light signal requirements 1.2.2 PRINCIPLES TO BE OBSERVED IN KEEPING A NAVIGATIONAL WATCH .1 Navigational watch .2 Maintain a navigational watch .3 Maintain a anchor watch

4 5 1 10

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Total hours for each topic

Functional skill components

Total hours for each subject area of required performance

COMPETENCE:

1.3

Radar navigation See IMO Model Course No. 1.07 for guidance

1.3.1 .1 .2 .3 .4 .5

OPERATE RADAR Identify factors affecting performance and accuracy Set up radar and maintain displays Detect misrepresentation of information, false echoes, sea return etc. Establish the range and bearing of a radar target Identify critical echoes

1.3.2 USE RADAR FOR COLLISION AVOIDANCE .1 Establish the course and speed of other ships .2 Determine the time and distance of closet approach of crossing, meeting, or overtaking ships .3 Detect course and speed changes of other ships .4 Identify the effect of changes in own vessel’s course or speed or both .5 Apply the International regulations for Preventing Collisions at Sea

29.5 7 5.5 1 3 2

18.5

5.5 2 1 1 1.5

COMPETENCE:

1.4

Magnetic and gyro-compasses

1.4.1 DETERMINE AND APPLY COMPASS ERRORS USING TERRESTRIAL OBSERVATION .1 The magnetism of the earth and the ship’s deviation .2 Magnetic compass .3 Gyro-compass .4 Automatic pilot

20 10 10 5

1.4.2 DETERMINE AND APPLY COMPASS ERRORS USING CELESTIAL OBSERVATION .1 Determine and apply compass errors using terrestrial observation .2 Determine and apply compass errors using celestial observation

1 14

COMPETENCE:

1.5

Meteorology and oceanography

1.5.1 .1 .2 .3

OBTAIN AND APPLY METEOROLOGICAL INFORMATION Identify weather conditions liable to endanger the vessel Use shipborne meteorological instruments Identify the characteristics of various weather systems

1.5.2 OBTAIN AND APPLY OCEANOGRAPHIC INFORMATION .1 Use appropriate navigational publication on tides and currents .2 Calculate the times and heights of the high and and low water and estimate the direction and rate of tidal streams

Licensed to BSMA for 1 copy. © IMO

10 10 10

10 5

FUNCTION 1: NAVIGATION

Total hours for each topic

Functional skill components

Total hours for each subject area of required performance

COMPETENCE:

1.6

Fishing vessel manoeuvring and handling

1.6.1 IDENTIFY TECHNIQUES FOR MANOEUVRING AND HANDLING FISHING VESSELS IN ALL CONDITIONS .1 Identify requirements for berthing, unberthing and manoeuvring alongside other vessel at sea .2 Identify requirements for manoeuvring during fishing operations .3 Identify the effects of wind, tide and current on ship handling .4 Identify requirements for manoeuvring in shallow waters .5 Identify major considerations for managing a fishing vessel in heavy weather .6 Identify requirements for rescuing persons and assisting vessels in distress .7 Identify requirements for towing and being towed .8 Identify vessel handling requirements for man-overboard procedures .9 Identify, where applicable, practical measures to be taken when navigating in ice or conditions of ice accretion

5 3 3 3 3 3 3 2 5

COMPETENCE:

1.7

Emergency procedures

1.7.1 RESPOND TO EMERGENCY SITUATIONS INVOLVING FISHING VESSEL PERSONNEL .1 Follow emergency procedures specified in the vessel’s contingency plans .2 Identify relevant emergency situation duties and responsibilities .3 Identify appropriate action to be taken following a fire or collision .4 Indicate procedures to be followed in abandoning the fishing vessel .5 Indicate action to be taken in rescuing persons .6 Identify man-overboard procedures 1.7.2 .1 .2 .3 .4 .5 .6 .7 .8 .9 .10

RESPOND TO FISHING VESSEL EMERGENCY SITUATIONS Specify precautions to be taken when beaching a vessel Identify actions to be taken prior to, and after, grounding Specify action to be taken when the gear becomes fast to the ground or other obstructions Follow procedures for floating a grounded vessel, with and without assistance Indicate action to be taken following a collision Follow procedures for the temporary plugging of leaks Prepare contingency plans for the protection and safety of fishing vessel personnel in emergencies Identify procedures for limiting damage and salving the vessel following a fire or explosion Specify abandoning ship procedures Identify emergency steering arrangements

5 3 3 3 3 3

3 4 3 3 3 4 3 5 3 3

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Total hours for each topic

Functional skill components

1.7.3 PROVIDE ASSISTANCE IN EMERGENCY SITUATIONS .1 Follow recommended procedures for rescuing persons from a ship in distress or from a wreck .2 Follow recommended man-overboard procedures .3 Apply procedures for towing and being towed

Total hours for each subject area of required performance

3 3 3

COMPETENCE:

1.8

English language

1.8.1 APPLY ENGLISH LANGUAGE TO FISHING VESSEL OPERATIONS .1 .2 .3 .4

Interpret English language charts and nautical publications Interpret English language meteorological information and safety message Communicate with other ships and coast stations Interpret and use relevant sections of IMO standard marine communication phrases as appropriate

COMPETENCE:

1.9

Communications See IMO Model Course No. 1.26 for guidance

1.9.1 IDENTIFY GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS) AND RADIOCOMMUNICATIONS REQUIREMENTS .1 .2 .3

Principles and basic factors for GMDSS use Navigational and meteorological warning systems and select the appropriate communication services The adverse effects of misuse of communication equipment

1.9.2 PROVIDE GMDSS AND RADIOCOMMUNICATIONS SERVICES .1 .2 .3 .4 .5 .6

Operate radiocommunications equipment Provide radio service in an emergency Apply search and rescue radiocommunications procedures Use vessel reporting systems Apply radio medical services procedures Apply measures to protect personnel from radiation hazards

1.9.3 MAKE VISUAL SIGNALS .1 .2

Use the International Code of Signals Transmit and receive signals by Morse light

COMPETENCE:

1.10 Search and rescue See IMO Model Course No. 1.08 for guidance

COMPETENCE:

1.11 Fishing vessel power plants 1.11.1 OPERATE AND MAINTAIN FISHING VESSEL POWER PLANTS .1 Identify operating principles of marine power plants in fishing vessels Total for Function 1: Navigation

5 393

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Guidance Notes The following notes are intended to highlight the main objectives or training outcomes of each part of the function. The notes also contain some material on topics which are not adequately covered in the quoted references. This function covers the theoretical knowledge, understanding and proficiency for the safe navigation of a fishing vessel in coastal waters and in the open ocean. ■

Function 1: Navigation

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

●

use appropriate means of navigation in coastal waters make use of publications and other information sources for safe voyage in coastal waters use pilot charts, Ocean Passages for the World and other publications to select a safe and economic ‘best’ route.

Officers will be able to demonstrate a thorough knowledge of the International Regulations for Preventing Collisions at Sea (COLREG 1972). They will be able to apply them correctly in all situations as officer in charge of a navigational watch of a vessel. Officers will be able to arrange and monitor the keeping of a safe navigational watch at sea to and from the fishing ground, an effective anchor watch and a deck watch in port taking account of the standards regarding watchkeeping in the STCW-F 1995 Convention chapter IV. They will have knowledge of all modern navigational aids, enabling them to navigate safely in all parts of the world. They will have specific knowledge of operating principles, limitations, sources of error, detection of misrepresentation of information and methods of correction to obtain accurate position fixing. Officers will appreciate the danger of exclusive reliance on information gained from instruments and the necessity for calibration and frequent checking of the instruments. On completion of the function, officers will be able to demonstrate a thorough knowledge of the theory of magnetism as applied to the earth’s field and magnetic conditions aboard the vessel. They will understand the reasons for the change of compass deviation with time and position and the need for routine checking of the ship’s deviation. They will also be able to produce and analyse a deviation table, make a tentative adjustment of the vessel’s compass and understand the further adjustments to make in the light of deviations experienced.

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

Officers will have a knowledge and understanding of gyro-compass errors and will be able to evaluate possible errors and appreciate the limitations of the instrument. On completion of the function, officers will: ●

●

possess a general understanding of the elements and processes which determine the weather; be able to draw conclusions on the basis of observations made on board and from information available;

●

be able to utilize information from weather and wave charts; and

●

have a basic knowledge of the elements of oceanography.

This knowledge will enable the trainee to take into account climatic conditions, the weather prognosis, ocean currents and information on the presence of ice for the safe operation of the fishing vessel. The officer will understand and interpret a synoptic chart, predict area weather, have a knowledge of the characteristics of various weather systems and ocean current systems and be able to use all appropriate navigational publications. Officers will also be aware of all of the factors affecting the manoeuvring and handling of vessels. They will be able to plan berthing or anchoring procedures, taking account of prevailing conditions of wind and tide and their own vessel’s characteristics. They will, after having gained seagoing experience or training on a ship-handling simulator, also be able to handle a vessel so as to minimize the risk of damage or stranding resulting from heavy weather. Officers will be aware of the dangers to be encountered when navigating in ice or conditions of ice accumulation on board and the precautions to take for the safety of the vessel and crew. Officers will know the procedures to use in VHF communications and be able to use radiotelephones, particularly with respect to distress, urgency, safety and navigational messages. They will also know the procedures for emergency distress signals by radiotelegraphy, as prescribed in the Radio Regulations, and will be able to send a distress call by using an automatic keying device and the emergency transmitter. The radio communications requirements of the 77/93 Torremolinos International Convention and Protocol, and the procedures for distress, urgency, safety and navigational messages in accordance with chapter IX of the Radio Regulations will be known. COMPETENCE

1.1 Navigation and position determination

175 hours

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

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

1.1.1 APPLY CELESTIAL BODY OBSERVATION FOR POSITION FIXING AND NAVIGATION

45 hours

Use a sextant The trainee should first practise measuring the altitude of the sun, reading a sextant and applying index error. Secondly, the trainee should do exercises in correcting a sextant. Regarding altitude corrections, it is optional whether the Nautical Almanac or an appropriate nautical table is used. It is recommended that the trainee does sufficient simple exercises in altitude corrections to master such problems thoroughly. At low altitudes the correction for refraction is significant. The trainee should understand this effect and be able to explain it. Complete sight reduction The main objective of this subject area is that the trainee shall gain knowledge and ability in position fixing by using stars and planets. To compute the altitude of the celestial body, three methods are available: ●

the cosine formula and a pocket calculator

●

the haversine formula and logarithmic tables

●

pre-computed altitude and azimuth tables.

Which of these is chosen is optional. After having introduced these methods, it is recommended to select one of them and specialize in that particular method. These days, with universal access to inexpensive pocket calculators, the first method may be preferable. Obtain and plot position lines The Marcq St. Hilaire’s method of position fixing is universal and can be utilized for any celestial body in any direction, the body in the meridian included. It is recommended that position fixing using celestial bodies that are out of the meridian is restricted to this method. Fixing positions might be carried out as geometrical problems, preferably on an ocean plotting sheet or the navigation chart used (if scale permits). Composite exercises, including various observation methods, dead reckoning and greatcircle sailing, should be a part of the learning process. The examination of trainees in celestial navigation should be mainly limited to their demonstrating the ability to explain the most common definitions and, in a written examination, to the ability to carry out the calculations related to the various observations.

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

1.1.2 USE TERRESTRIAL OBSERVATION FOR POSITION FIXING AND COASTAL NAVIGATION

90 hours

Navigational hazards, navigational aids, clearing marks and transit bearings This subject area is primarily concerned with reading information from charts. It is essential for a nautical officer to understand fully the signs and symbols on charts, with special emphasis on buoys and beacons. Thus, the trainee should be familiar with the IALA Maritime Buoyage System. It takes some time to become familiar with a chart, its huge amount of information, use and limitations. Therefore, it is important to give the trainees time for chart exercises, including, if possible, some aboard a training vessel. Assess accuracy of position fixes This subject area is intended to give the trainee sufficient knowledge and ability in: 1)

chart projections, with the emphasis on those appropriate to navigational use;

sailing calculations, using the Mercator formula;

simple analysis of errors that may occur in position fixing.

The latter is a very important task. As far as mathematical knowledge permits, statistical methods may be used. A more practical approach to the problem may in most cases be more fruitful. The trainees’ ability to make critical judgments and to adopt a critical attitude should be encouraged. In particular, the understanding of possible errors, limitations of accuracy and the need for repeated observations should be stressed. Calculation of the course, distance and intermediate positions should be practised by working a sufficient number of exercises. The choice of formulae and the method of calculation are optional. In the case of a pocket calculator being chosen, which these days is a natural choice, use of the cosine formula for the distance and of the cotangent formula for the course is convenient. The cotangent formula cannot be used close to the equator, where the greatcircle method is of little or no benefit. Except for this restriction, the formulae can be used in any position. Despite great-circle sailing having the advantage over Mercator sailing for a shorter distance, the method has certain disadvantages. In some cases, use of the method may lead to latitude which is too high, and composite sailing has to be used. Discussion of routes and the analysis of the optimum track may start in this subject area and continue in the subject area of voyage planning.

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

1.1.3 USE ELECTRONIC NAVIGATIONAL AIDS FOR POSITION FIXING AND NAVIGATION

40 hours

Basic principles of hyperbolic navigation This subject area is an introduction to the general theory of hyperbolic position lines. The topic should not be given a mathematical approach, but a basic understanding of the nature of hyperbolic position lines is important. Graphic representation should be used. Demonstration should be given of how the position lines diverge as distance from the foci (stations) increases, how intersection between position lines varies and how these facts influence the accuracy. Loran-C system The main points in this subject area should be the practical use of the instrument, position fixing using Loran-C, coverage area, possible errors and accuracy. The trainee should be able to explain how various external factors may effect accuracy of position data. Satellite navigation systems GPS is the primary satellite system, although reference should be made to GLONASS and other systems. COMPETENCE

1.2 Watchkeeping

40 hours

1.2.1 APPLY INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA TO FISHING VESSEL OPERATION

30 hours

This section will be dealt with mainly by question-and-answer sessions, using teaching aids such as models or magnetic boards. Trainees are already expected to be thoroughly familiar with COLREG 1972 and their application, so these sessions will be for purposes of revision and consolidation. Where the level of knowledge of COLREGs is found to be insufficient, additional information would have to be provided. The response “call the skipper”, of course, should no longer be available to them as a first response. The attention of trainees should be drawn to collision examples of cases and court judgments, where possible, when discussing their answers and the actions they propose. When dealing with manoeuvring in traffic separation schemes, particular attention should be drawn to the proper use of inshore traffic zones where they exist. Exercises should involve planning passages during which it would be necessary to join or to leave lanes, including cases which involve crossing the other lane. Some attention should be paid to the posting of look-outs, the proper use of sound signals, the actions to take on hearing the fog signal of another vessel and other matters which do not lend themselves to simulation. 22

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

1.2.2 PRINCIPLES TO BE OBSERVED IN KEEPING A NAVIGATIONAL WATCH 10 hours Navigational watch This should be based on the requirements set out in the appropriate regulations of the STCW-F 1995 Convention, chapter IV. In most cases, a failure to keep an adequate navigational watch caused or contributed to the accident. These should be used to emphasize the importance of following the guidance given. Particular attention should be drawn to the recommendation to fix the ship’s position by more than one method whenever possible. The tendency to rely entirely on radar fixes in coastal waters should be discouraged. COMPETENCE

1.3 Radar navigation

29.5 hours

1.3.1 OPERATE RADAR

18.5 hours

1.3.2 USE RADAR FOR COLLISION AVOIDANCE

11 hours

Trainees should be conversant with the application of COLREGS to avoid collisions or close encounters and means of avoiding collisions. COMPETENCE

1.4 Magnetic and gyro-compasses

60 hours

The compass can be checked by transit bearing, bearing to a distant object or azimuth of a celestial body. Checking by means of the amplitude method is the simplest and therefore the most common way of compass checking using celestial bodies. The comparison of compasses, for instance of gyro-compasses against magnetic compasses, should be a normal checking procedure. The importance of frequent checks should be stressed. 1.4.1 DETERMINE AND APPLY COMPASS ERRORS USING TERRESTRIAL OBSERVATION

45 hours

Although the magnetic compass is mainly used only as a stand-by for the gyro-compass, its errors should be regularly checked and recorded. Readjustment should be carried out when necessary, to ensure that a reliable and predictable instrument is available in the event of failure of the gyro-compass. 1.4.2 DETERMINE AND APPLY COMPASS ERRORS USING CELESTIAL OBSERVATION

15 hours

The errors should be treated non-mathematically. The various errors may be referred to the performance standards for gyro-compasses to give trainees an indication of the limits of the accuracy that can be expected.

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE

1.5 Meteorology and oceanography

45 hours

1.5.1 OBTAIN AND APPLY METEOROLOGICAL INFORMATION

30 hours

Identify weather conditions liable to endanger the vessel The wind and pressure system over the oceans The trainee should have a basic knowledge of the general global pressure distribution and wind circulation, including the doldrums, trade winds, monsoon areas and seasons, winds of the temperate zone and the more important local winds. There are good world climatic charts in The Mariner’s Handbook (T18) in addition to those in the textbooks. Tropical revolving storms The instructor should make use of drawings of the structure of a tropical storm, graphical representations of temperature, pressure and wind speed, satellite pictures and charts showing actual storm tracks. Trainees should be fully conversant with the means of avoiding tropical storms, where to find details of radio storm warnings, and the information which should be transmitted if the skipper has good reason to believe that a tropical storm is developing or exists in his neighbourhood. Apply available meteorological information If a facsimile receiver is available, receiving and interpreting the weather chart of the day should be part of the training process. The planetary system of wind and pressure Reference should be made to the way in which the stability of the atmosphere determines the type of cloud, the height at which it forms and its thickness. The stability of the different air masses and how it is modified as they move should be related to the weather associated with them. A qualitative treatment of the various forces which give rise to surface winds is intended. Climatology Trainees should have a general idea of the climate of the oceans and the seasonal change to be expected. The Mariner’s Handbook (T18) contains world climatic charts. Weather forecasting On occasions, the observations taken do not agree with the forecasts or prognostic charts as the result of a system having a speed or direction of movement different from that expected. 24

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

Trainees should be able to use their observations and knowledge of the weather expected in different parts of the system to revise the original forecast. If a facsimile receiver is available, receiving and interpreting the weather chart of the day should be part of the training process. 1.5.2 OBTAIN AND APPLY OCEANOGRAPHIC INFORMATION

15 hours

Use appropriate navigational publications on tide and currents Trainees should possess sufficient knowledge of ocean currents and sources of information on currents to enable them to select an optimal route for a fishing voyage and season. Calculate the times and heights of high and low water and estimate the direction rate of the tidal stream The variation of water levels can be interpreted as being made up of two components, i.e. the astronomic component (tide) and the meteorological component. The tide is predicted to a reasonable accuracy for different ports around the world. The meteorological component cannot be predicted, at least not for longer periods than normal weather prediction. This latter component is added to, or subtracted from, the predicted height. It is therefore important to emphasize that the predicted height of the tide is not an accurate value. COMPETENCE

1.6 Fishing vessel manoeuvring and handling

30 hours

1.6.1 IDENTIFY TECHNIQUES FOR MANOEUVRING AND HANDLING FISHING VESSELS IN ALL CONDITIONS 30 hours Berthing, unberthing and anchoring Trainees should demonstrate, with the use of aids such as models on a large table, how to berth and unberth at given port facilities, under various conditions of wind and current, detailing the helm and engine orders, anchors, mooring lines and instructions to tugs that they would use. The class should be asked to evaluate and criticize the actions taken and suggest alternative methods where applicable (V5). Exercises in anchoring are particularly suitable for practice with a training vessel where one is available. Trainees should be required to produce a plan for anchoring in a given position and then carry out the plan, acting as a bridge team. Their roles in the bridge team would be rotated in subsequent exercises. Mention should be made of the importance of checking, lateral as well as fore-and-aft, movement of the fishing vessel when anchoring near very large ships.

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Manoeuvring a vessel in shallow water Squat is not easily measured, so the information supplied to a vessel consists of estimated values. The actual squat experienced may differ somewhat from those values in the prevailing circumstances. In any case, since squat is proportional to the square of the speed, a reduction in speed effectively reduces the resulting sinkage and change of trim. See reference (T21) Vessel handling in restricted waters The approximate mean squat can be calculated by using formulae. Trainees should be reminded that values obtained from formula or from squat diagrams are theoretical and that the actual squat and trim of the their vessels may differ somewhat. Managing and handling of fishing vessels in heavy weather Full use should be made of trainees’ personal experiences when covering this section. When dealing with methods of keeping a disabled vessel out of a sea trough and lessening lee drift, trainees should be restricted to using materials which are available aboard their vessels (V6, V8). Manoeuvring the vessel during fishing operations Many accidents occur when shooting and hauling the fishing gear and deckhands should stand clear of running ropes or warps so that the vessel’s motion does not throw them onto the ropes or warps. They should keep clear of outrunning gear of all types, and should not stand on parts of the gear lying on deck when the remaining part is still in the water. The working deck is a dangerous environment, particularly in adverse weather conditions. During shooting and hauling any fishing gear, crew whose presence is not necessary for the operation should keep clear of the operating area. Fasteners (obstructions to gear on the sea-bed) are a source of danger on deck until the last section of gear is on board. The tension in the warps to clear fasteners should be from as low a point and as near to the vessel side or stern as possible. Great strains can occur in unexpected places when heaving on taut warps or by the motion of the vessel. Fasteners which result in the gear being parted at one end and the entire load being hauled from one warp present dangerous situations. Identify precautions to be taken in manoeuvring for launching boats or liferafts in bad weather A vessel stopped in high wind will probably lie with the wind approximately abeam and will drift quite rapidly to leeward. Survival craft, particularly liferafts, will experience difficulty in getting clear of the lee side and will probably be dependent on a motor lifeboat or rescue boat to tow them clear. On the weather side, conditions will be much rougher and it will be difficult to hold craft alongside for boarding. Streaming a sea-anchor will slow the drift of survival craft sufficiently to allow the vessel to drift away from them. 26

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

Identify vessel handling requirements associated with taking on board survivors from lifeboats or liferafts General maritime considerations for survivors in the water: the rescuing vessel may find it necessary to rig scramble nets, launch lifeboats, launch liferafts, have crew members suitably equipped to enter the water to assist survivors and be prepared to provide initial medical treatment. General maritime considerations for a fire or extremely heavy weather, or where it is impossible for the rescue vessel to come alongside, then a lifeboat or liferaft may be towed to a closer position. General maritime considerations in heavy weather: ●

the use of oil for reducing the effect of the sea: –

experience has shown that vegetable oils and animal oils, including fish oils, are most suitable for quelling waves

–

lubricating oils may be used

–

fuel oil should not be used, except as a last resort, as it is harmful to persons in the water

–

a lubricating oil is less harmful, and tests have shown that 200 litres discharged slowly through a rubber hose with an outlet just above the sea, while the vessel proceeds at slow speed, can effectively quell a sea area of some 5,000 square metres; and

–

a vessel with a low freeboard may be better suited to effect rescue.

A boarding station may be rigged by mooring a liferaft alongside: ●

it is particularly useful when lifeboats are used;

●

survivors can be quickly unloaded into the boarding station; and

●

releasing the boat for another trip.

The direction of approach to the distressed craft (or survivors) will depend upon circumstances: ●

●

some emergencies, such as a vessel on fire, may have to be approached from windward and others, such as liferafts, from leeward. the two key factors are: –

whether a lee-side protection is necessary during the rescue operation; and

–

the comparative rates of drift of the distressed craft and the rescuing vessel.

If time permits, assess the relative rates of drift: ●

this precaution may prevent serious mishaps during the rescue operations; and

●

in general, survivors in the water are best approached from the leeward side.

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

If practicable, arrange for injured personnel requiring the attention of a medical officer to be transferred to a vessel carrying one. Where applicable, practical measures to be taken when navigating in ice or conditions of ice accretion on board the vessel The Mariner’s Handbook (T18) contains a full treatment of ice conditions, well illustrated with photographs. Trainees should be able to know where information on ice reports can be found and understand the terms and descriptions used in them. The Marine Observer’s Handbook (T14) contain the Ice Nomenclature drawn up by the World Meteorological Organization. Trainees should also be able to recognize the conditions which may give rise to severe accumulation of ice on the vessel. Navigate at an appropriate speed to avoid damage caused by own vessel’s bow or stern wave When sailing in severe following or quartering seas, a vessel is likely to encounter various kinds of dangerous phenomena, which may lead to capsizing. The sensitivity of a vessel to dangerous phenomena will depend on the actual stability parameters, hull geometry, vessel size and vessel speed. Guidance for avoiding dangerous situations in following and quartering seas provides advice on safe and unsafe combinations of vessel speed and course relative to waves, in a simplified form of a polar diagram. The watchkeeping officer should pay careful attention that the vessel maintains a good state of stability and does not carelessly navigate in severe following and quartering seas. Procedures for transferring fish at sea to factory ships or other vessels A vessel at anchor will pivot around her stem to a degree depending on wind, tide and swell. A vessel in an anchorage which is not sheltered from wind and/or swell, or one in open waters, will certainly be moving in a figure of eight motion either large or small. Fishing vessels which are called upon to go alongside a vessel at anchor should exercise the utmost degree of caution and skill before doing so. The first task before going alongside the anchored vessel, after having decided that it is safe to do so, is to establish communication by VHF and maintain it throughout the operation. The approach run to the anchored vessel should not be made at a fine angle from the stern, nor should it be made with very much headway. As the bow of the approaching vessel nears the stern of the anchored vessel, even in a calm sea, interaction between the vessels will be set up, depending on the way of the approaching vessel. The displacement effect at the bow will put pressure on the stern of the anchored vessel and push it away. The vessel at anchor will pivot at an angle across the approaching vessel’s bows and a collision will probably

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

occur. If contact is made at the forepart of the anchored vessel, both vessels will sheer away forward and a second contact will take place between the quarters. It is far better to approach an anchored vessel on her beam at a suitable distance and pass breast ropes across. By doing so the vessels may be brought together under the control of the breast ropes and by winch. If the anchored vessel takes a sheer when the two vessels are abeam, it can be corrected by the use of helm and engines. The vessel about to moor must also take action to avoid impact and if necessary steam away altogether. Once having moored alongside an anchored vessel it is of primary importance to be sure that the vessels are well fendered. It will also be seen that any two vessels are unlikely to have the same characteristics insofar as draught, length, beam and stability conditions. Consequently, in any sea, swell, or wind, the vessels will have different roll and pitch periods, and they will range differently. In moderate to good conditions, good fendering may be adequate to prevent damage, but the prudent skipper will have the vessel ready at all times so that he is ready to cast off in the event of worsening wind, sea, or swell and so avoid damage to his vessel. Procedures for refuelling at sea A fishing vessel intending to take fuel on board at sea should be adequately equipped and the skipper and crew properly trained. In like manner, a vessel intending to transfer fuel at sea to another vessel should be adequately equipped and the skipper and crew properly trained. Both vessels should be provided with an appropriate checklist in relation to the safe transfer of fuel at sea. To the extent practical, the transfer of fuel should be carried out in calm weather and preferably in a sheltered position. The passing of the flexible pipe from one vessel to another is a hazardous operation and should be supervised by a competent person on board both vessels. Furthermore, the persons manning the lifting gear should be in attendance at all times during the transfer of fuel operation. Similarly, experienced personnel should continuously man the relevant valves on the supply vessel ready to act quickly in the event of an emergency. On completion and when pumps are stopped, but with the deck connection valves open, the mid section of the flexible pipe should be raised to drain as much fuel as possible from the pipe. Thereafter, with the save-all still in place, valves may be closed and the pipe flange on the fuelled vessel disconnected, the blank flange refitted and the pipe retrieved by the fuel supply vessel.

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE

1.7 Emergency procedures

63 hours

1.7.1 RESPOND TO EMERGENCY SITUATIONS INVOLVING FISHING VESSEL PERSONNEL Follow emergency procedures specified in the vessel’s contingency plan Given a brief description of a vessel and a crew list, trainees should be able to divide the crew into appropriate emergency teams and draw up the muster list and emergency instructions. Instructions should cover general emergency and fire stations separately. Plans for dealing with fires in specific areas should be considered. Actual plans would depend upon the construction and arrangement of a particular vessel, but principles such as containment of a fire, escape routes, access for fire fighters and the medium to be used can be dealt with. Trainees should be reminded that these plans should be put into practice by performing drills at sea and that a different location for the fire should be chosen at each practice. It may be found that the plans need revising in the light of experience gained during drills. Similarly, boat drills should sometimes be organized on the assumption that certain survival craft have been destroyed or are not usable for some reason. The vessel safety committee should be involved in the organization of emergency drills and the evaluation of the plans in the light of those drills. Representatives can bring any difficulties or deficiencies to the attention of the committee and suggest solutions to the problem. The committee can increase awareness of the actions required from crew members through their representations. The control centre for the command team in port should normally be at main deck level, at a location suitable for liaison with shore authorities. It should have a shore telephone connection and have emergency equipment and information stored there ready for use. Means of limiting damage and salving the ship following a fire or explosion No definite procedures can be laid down as each occurrence will be unique. Trainees should consider the measures which could be taken in a variety of situations, using materials to be found aboard the vessel. It is important to keep observation on damaged areas and temporary repairs, to ensure that there is immediate warning of a worsening situation. Procedure for abandoning ship A vessel should not be abandoned prematurely. It is generally safer to remain aboard a wreck, to await the arrival of assistance, for as long as possible. This is particularly true in severe weather conditions, when abandoning a vessel is very hazardous and the condition

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

of the crew will deteriorate rapidly in survival craft. Also, in those conditions, craft are likely to become widely dispersed, making rescue more difficult. When the condition of the vessel is such that sinking or breaking up is inevitable, the vessel should be abandoned in time to get clear of her before she sinks or before wreckage makes the launching of survival craft dangerous. In the event of fire or explosion or the release of toxic fumes it may be essential to get clear of the vessel as quickly as possible. Consideration should be given to the method of passing the ‘abandon ship’ signal. It should be distinctive, so that it is not confused with other signals or instructions which may be given in an emergency. The instruction to abandon ship may have to be given by word of mouth if other communication systems have broken down. The duties of the emergency party should include provision for the shutting down of any machinery, as required. Man-overboard procedures The standard full-speed man-overboard manoeuvres, such as the Williamson turn, are not possible in very heavy weather. Turning at speed into a heavy sea and swell could cause serious damage to the ship. The turn should be made in the safest way possible in the conditions and the vessel manoeuvred into a position to windward of the person in the water. The vessel will quickly drift down to him. A few fit crew members, wearing immersion suits, lifejackets and lifelines, should be standing by to help the person on board. Use may also be made of the line-throwing apparatus, with a buoyant head, to drift a line to the person in the water. It is essential to keep the person in sight throughout the operation, and this is difficult in a heavy sea and swell, so any crew not otherwise occupied in the rescue should be posted as look-outs. When a person is reported to the skipper as missing, it may reasonably be assumed that efforts have already been made to find him. A final call on the public address system should be made and if there is no response the vessel should be turned into its wake and a search along the reciprocal course made. At the same time, a thorough search of the vessel should be organized and the time at which the missing person was last seen should be established. The track should be searched back to the position where it is known the person was still on board. An urgency call requesting other vessels in the vicinity to keep a look-out for the person should be made. 1.7.2 RESPOND TO FISHING VESSEL EMERGENCY SITUATIONS

34 hours

Precautions to be taken when beaching a vessel Although a gently shelving beach of sand or gravel is ideal, in many cases the urgency of the operation will dictate that the nearest beach is used regardless of the nature of the bottom. Similarly, the state of the tide can seldom be chosen. A loss of stability similar to that experienced on taking the blocks in dry-dock will occur. If the vessel has a large trim or the slope of the bottom is large, a heavy list may develop as the tide falls. The vessel will list similarly when one end lifts again on the rising tide. Transfer of ballast of flooding a compartment may be necessary to prevent the list becoming excessive. 31

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Beaching with the vessel parallel to the beach may avoid that problem; the vessel will settle with a list to the slope of the beach. If a boat is used to transfer non-essential crew members ashore, the broad side on position will provide a lee from onshore waves and surf for the boatwork. On the other hand, a vessel end-on to the beach with ground tackle laid out to keep the stern in place would be better able to withstand heavy onshore weather and would be easier to haul off eventually. Actions to be taken prior to, and after, grounding When planning an attempt at refloating, consideration should be given to the extent of damage, the height of tide, the assistance available and whether the vessel can be lightened by discharging fishing gears or catch. Soundings, taken from a boat, will give an indication of the most favourable direction in which to try to move the vessel during refloating. The release or probable release of oil or other harmful substances should be reported at once to the nearest coast radio station. Where a serious threat of pollution exists, the coastal State involved may intervene in the salvage operations. Action to be taken following a collision The duties of the skipper following a collision are set out in Article 8 of the International Convention for the Unification of Certain Rules of Law with respect to Collision between Vessels, Brussels, 1910. “After a collision, the master of each of the vessels in collision is bound, so far as he can do so without serious danger to his vessel, her crew and her passengers, to render assistance to the other vessel, her crew and her passengers. He is likewise bound so far as possible to make known to the other vessel the name of his vessel and the port to which she belongs, and also the names of the ports from which she comes and to which she is bound. A breach of the above provisions does not of itself impose any liability on the owner of a vessel.” There may also be national requirements regarding the recording and notification of collision accidents. In any case, full details of the collision, engine and helm orders prior to impact, estimates of the heading and speed at the time of impact and the angle of contact with the other vessel should be entered in the log-book for future reference. The trace from the course recorder should be appended to the log-book. Even a small hole in the shell plating below the waterline will admit water faster than the capacity of bilge pumps to deal with it. A rapid assessment is needed of the tonnage of water in the space, the lost buoyancy and change of trim and the effect of these factors on stability. Cross-flooding may be needed to reduce the list in certain vessels, if only to aid abandonment.

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

The release or probable release of oil or other harmful substances should be reported to the nearest coast radio station at the first opportunity. Means of limiting damage and salving the vessel following a fire or explosion No definite procedures can be laid down as each occurrence will be unique. Trainees should consider the measures which could be taken in a variety of situations, using materials to be found aboard vessel. It is important to keep observation on damaged areas and temporary repairs, to ensure that there is immediate warning of a worsening situation. Procedure for abandoning vessel A vessel should not be abandoned prematurely. It is generally safer to remain aboard a wreck, to await the arrival of assistance, for as long as possible. This is particularly true in severe weather conditions, when abandoning ship is very hazardous and the condition of the crew will deteriorate rapidly in survival craft. Also, in those conditions, craft are likely to become widely dispersed, making rescue more difficult. When the condition of the vessel is such that sinking or breaking up is inevitable, the vessel should be abandoned in time to get clear of her before she sinks or before wreckage makes the launching of survival craft dangerous. In the event of fire or explosion or of the release of toxic fumes it may be essential to get clear of the vessel as quickly as possible. Consideration should be given to the method of passing the ‘abandon ship’ signal. It should be distinctive, so that it is not confused with other signals or instructions which may be given in an emergency. The instruction to abandon a vessel may have to be given by word of mouth if other communication systems have broken down. The duties of the emergency party should include provision for the shutting down of any machinery, as required. Use of auxiliary steering gear and the rigging and use of jury steering arrangements The textbook gives examples of jury steering arrangements which have been produced with considerable ingenuity on the part of vessels’ officers concerned. Trainees should be restricted to using material which would be available aboard vessel when answering questions on jury steering arrangements or jury rudders. 1.7.3 PROVIDE ASSISTANCE IN EMERGENCY SITUATIONS

9 hours

Rescue of persons from a vessel in distress or from a wreck Unless the situation is critical, conditions should be assessed carefully and a plan prepared before initiating. Unless the situation is critical, conditions should be assessed carefully and a plan prepared before initiating rescue action. If the survivors are in no immediate danger and existing conditions make rescue hazardous, consider waiting until conditions have improved or until daylight. Try to establish communications with the survivors to obtain information about their condition and to inform them of the intended method of rescue. 33

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Direct transfer of survivors from a wreck to the vessel requires nearly calm conditions and, normally, rescue boats or motor lifeboats will be used. It is unlikely that the disabled vessel or wreck will be drifting at the same rate as the rescue vessel so, if time permits, it is a good idea to try to get an estimate of their relative drift rates before launching the boats. At the same time, the rescue vessel should reconnaître the area around the wreck to see if there are any obstructions which might hamper the boat. During the launching of boats, lifelines, lifebuoys, ladders and nets should be ready in case somebody falls overboard or a boat overturns. Going alongside a wreck may be difficult. On the lee side the approach may be obstructed by wreckage, and if the wreck is drifting quickly the boat will have difficulty getting away from the side. Sea conditions may make it impossible to approach from the weather side and, since the wreck will probably drift faster than the boat, it will be difficult to remain close enough to transfer survivors. An approach from the weather side is the only possibility when the wreck is on fire or releasing toxic fumes, in which case survivors may have to jump into the water to be picked up by the boats. If weather conditions make the use of boats too hazardous, and it is not possible to wait for conditions to moderate, a liferaft on a stout line may be towed or floated to the wreck or may be hauled out to the wreck after making connection by line-throwing apparatus. The painter fitted to the liferaft is not heavy enough to be used in this manner. At the rescue vessel, preparations for the transfer of survivors include the provision of a boat rope, nets, ladders, lines and crew standing by to assist. The use of a liferaft alongside as a landing stage releases the boat quickly if it is necessary to make several journeys. Survivors who have been in the sea or survival craft for some time may be suffering from cold, fatigue and sea-sickness and be unable to do much to help themselves. Apply procedures for towing and being towed Towing for the purpose of saving life is always permitted. For example, towing a disabled vessel away from a lee shore may be the safest way of saving the crew in some circumstances. The towing wires used by salvage tugs are much longer than the towing wires carried by fishing vessels, which do not have sufficient weight on their own to provide a catenary to absorb shock loadings. To provide the extra weight it is usual to shackle the towing wire to the anchor cable of the towed vessel and to walk back the cable sufficiently to keep the towing wire submerged throughout the towing operation. When starting to tow, the weight should be taken up gradually, the speed being slowly increased until towing speed is reached. Care should be taken to avoid jerking the tow wire on first taking the weight. The towing speed is adjusted so that the tow wire remains submerged. If the tow wire shows signs of clearing the water and straightening, the engine revolutions should be reduced until a catenary has been restored. A method of slipping the tow in an emergency (such as the foundering of the towed vessel, for example) should be reduced and known to all of the watchkeepers.

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

Disconnecting the tow, particularly in confined waters at a port approach, can be a critical operation and should be planned and agreed between the two vessels. Speed will have to be reduced gradually over a long distance. As the depth of water decreases, the towed vessel should shorten the tow by heaving in cable, to prevent the tow line fouling on the bottom. Harbour tugs should be arranged to assist with manouevring during disconnection and to take the tow into a berth. Alternatively, both vessels may be brought to anchor before disconnecting. COMPETENCE

1.8 English language 1.8.1 APPLY ENGLISH LANGUAGE TO FISHING VESSEL OPERATIONS The requirements for English language knowledge are specified in the STCW-F 1995 Convention, chapter II, which states that English language, both written and spoken is necessary for the exchange of communication relevant to the safety of life at sea. IMO Model Course 3.17 – Maritime English, is based on a clearly defined entry standard in general English, deals with maritime terminology and the use of English for the purposes of using charts and other nautical publications and understanding meteorological information. The course also includes the vocabulary needed to make use of and understand manufacturers’ technical manuals and specifications to converse with technical shore staff concerning vessel and machinery repairs. This should be an intensive stand-alone course and its duration will depend to a great extent on the current proficiency and aptitude of course entrants. A pre-course appraisal by a qualified English teacher will be necessary to ascertain the level of entrants. A test should be designed to fit in to this section to point towards the English course to be done separately within the training institution, as part of the credit to award the certificate of competency. 1.8.2 STANDARD MARINE COMMUNICATION PHRASES In addition to the above IMO model course on maritime English, the IMO Standard Marine Communication Phrases for communications with other vessels or coast stations concerning vessel’s safety and operation should also be incorporated. COMPETENCE

1.9 Communications

27 hours

The competence requirements for knowledge and understanding of communications skills should cover those areas referred in section 16 of the Appendix to Regulation II/1 of the STCW-F Convention. See also Model Course 1.26 for guidance. 35

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE

1.10 Search and rescue

6 hours

Instructors should note that the International Aeronautical and Maritime Search and Rescue Manual, published jointly by IMO and the International Civil Aviation Organization (ICAO) in three volumes, provides guidelines for a common approach to organizing and providing SAR services. The International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual was published in 2007. A revised SAR Convention, which entered into force on 1 January 2000, clarifies the responsibilities of Governments and puts greater emphasis on the regional approach and co-ordination between maritime and aeronautical SAR operations. Volume III, Mobile Facilities, is intended to be carried aboard rescue units, aircraft and vessels to help with performance of a search, rescue or on-scene co-ordination function, and with aspects of SAR that pertain to their own emergencies. COMPETENCE

1.11 Fishing vessel power plants

5 hours

1.11.1 OPERATE AND MAINTAIN FISHING VESSEL POWER PLANTS

5 hours

Operating principles of marine power plants in fishing vessels Diesel engines The principles of the working of 2-stroke and 4-stroke diesels should be covered, together with their essential services such as fuel, lubricating and cooling systems. Details of particular makes of engines are not required. Trainees should be aware of the procedures for preparing the engine for use and the change over from full sea speed to manoeuvring, with the likely times involved. They should also know what is involved in starting and controlling the engine. The rules regarding the capacity of the starting air reservoir are laid down by the classification societies. Propeller and propeller shaft The bridge control for controllable-pitch propellers is usually arranged to give about 60 to 70 % of engine full speed when set for zero pitch. Movement of the lever forward or aft initially affects the pitch only. Full pitch is usually reached by moving the control lever through half of its travel, further movement increasing the engine revolutions. There may also be a means of adjusting the maximum pitch available. The engine and CPP can be controlled from the machinery control room and facilities may be provided for overriding all remote controls. Standing orders should be indicate the procedure for informing the bridge if this has to be done. Before starting the main engines, the propeller operation control-oil pumps should be running and a check made that control is possible from all control positions. During starting, control will be from the machinery control room. The propeller should be set for zero thrust and a 36

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

check made that it is all clear to start the propeller turning. After starting, control is transferred to the bridge. Before letting go or weighing anchor, the officer of the watch should check which position has control and that it is effective, by making a small movement of the pitch control and observing the result. Before entering harbour or restricted waters, a check should be made on the control of engine speed and propeller pitch while still at sea and adequate room is available. Throughout this section, instructors should keep in mind that officers should be able to explain the principles of operating and maintaining marine power plants. In this context, officers should be familiar with the correct and commonly used engineering terminology. The officer must have sufficient knowledge to be able to understand and manage the issues – he or she, therefore, does not need to have detailed engineering knowledge. It is important that they understand the consequences of any malfunction and the actions to restore proper operations, or avoid problems if the machinery operation cannot be restored. Wheelhouse control Technical details are not required. Trainees should be able to draw block diagrams of the systems, showing the information paths between the various components. The requirements for indicators and alarms in the wheelhouse are set out in Torremolinos regulations.

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Function 1: Navigation Part C1: Detailed Teaching Syllabus ■

Introduction

The detailed teaching syllabus is presented as a series of learning objectives. The objective, therefore, describes what the trainee must do to demonstrate that the specified knowledge or skill has been transferred. Thus each training outcome is supported by a number of related performance elements in which the trainee is required to be proficient. The teaching syllabus shows the required performance expected of the trainee in the tables that follow. In order to assist the instructor, references are shown to indicate IMO references and publications, textbooks and teaching aids that instructors may wish to use in preparing and presenting their lessons. The material listed in the course framework has been used to structure the detailed teaching syllabus; in particular: ●

Teaching aids (indicated by A)

●

IMO references (indicated by R) and

●

Textbooks (indicated by T)

will provide valuable information to instructors. ■

Explanation of information contained in the syllabus tables

The information on each table is systematically organized in the following way. The line at the head of the table describes the FUNCTION with which the training is concerned. It describes related activities which make up a professional discipline or traditional departmental responsibility on board. In this Model Course there are three functions: ●

Navigation

●

Catch handling and stowage

●

Controlling the operation of the fishing vessel and Care for persons on board

The header of the first column denotes the COMPETENCE concerned. Each function comprises a number of competences. For example, the Function 1, Navigation, comprises a total of eleven COMPETENCES. Each competence is uniquely and consistently numbered in this model course. The first is Navigation and position determination, It is numbered 1.1, that is the first competence in Function 1. The term competence should be understood as the application 38

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

of knowledge, understanding, proficiency, skills, and experience for an individual to perform a task, duty or responsibility on board in a safe, efficient and timely manner. Shown next is the required TRAINING OUTCOME. The training outcomes are the areas of functional skill components in which the trainee must be able to demonstrate knowledge and understanding. Each COMPETENCE comprises a number of training outcomes. For example, the competence Navigation and position determination comprises a total of ten training outcomes. The first is in VOYAGE PLANNING AND NAVIGATION FOR ALL CONDITIONS. Each training outcome is uniquely and consistently numbered in this model course. That concerned with Voyage Planning and Navigation for all Conditions is uniquely numbered 1.1.1. Finally, each training outcome embodies a variable number of required performances – as evidence of competence. The instruction, training and foaming should lead to the trainee meeting the specified required performance. For the training outcome Voyage Planning and Navigation for all Conditions, there are two areas of performance. These are: 1.1.1.1 Use sextant 1.1.1.2 Complete sight reduction and so on. Following each numbered area of required performance there is a list of activities that the trainee should complete and, which collectively specify the standard of competence that the trainee must meet. These are for the guidance of teachers and instructors in designing lessons, lectures, tests and exercises for use in the teaching process. For example, under the topic 1.1.1.2 – Complete Sight Reduction, to meet the required performance the trainee should be able to: ●

●

define the apparent solar day and state the relationship between LHA (sun) and LAT define the sidereal day and state that it is a fixed time interval

and so on. IMO references (R) are listed in the column to the right hand side – Teaching aids (A), videos (V) and textbooks (T) relevant to the training outcome and required performances are placed immediately following the TRAINING OUTCOME title. It is not intended that lessons are organized to follow the sequence of required performances listed in the tables. The syllabus tables are organized to match with the competence in the FAO/ ILO/IMO Document for Guidance for Training and Certification of Fishing Vessel Personnel, chapter 7, section 2 and 3. Lessons and teaching should follow college practices. It is not necessary, for example, for celestial navigation to be studied before tides. It is necessary, however, to ensure that all the relevant elements are covered and that teaching is effective to allow trainees to meet the standard of the required performance and demonstrate their competence.

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.1 Navigation and position determination

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 1.1.1 CELESTIAL BODY OBSERVATION FOR POSITION FIXING AND NAVIGATION 1.1.2 TERRESTRIAL OBSERVATION FOR POSITION FIXING AND COASTAL NAVIGATION 1.1.3 ELECTRONIC NAVIGATIONAL AIDS FOR POSITION FIXING AND NAVIGATION

Licensed to BSMA for 1 copy. © IMO

Paragraphs 2, 3 and 6 of appendix of regulation II/2 in STCW-F

FUNCTION 1: NAVIGATION

COMPETENCE 1.1 Navigation and position determination Required performance: 1.1.1 CELESTIAL BODY OBSERVATION FOR POSITION FIXING AND NAVIGATION

IMO Reference

R1, R2

Textbooks: T1, T3, T4, T25 Teaching aids: A1, A13, A20

1.1

1.2

Use sextant (5 hours) –

define ‘sextant altitude’

–

demonstrate how to read a sextant

–

show how to correct a sextant into which has been introduced one or more of error of perpendicularity, side error or index error

–

demonstrate how to find the index error of the sextant by the horizon

–

demonstrate how to find the index error of the sextant by the sun and stars

–

use the sextant for taking vertical and horizontal angles

–

describe the purpose of altitude correction

–

define ‘visible’, ‘sensible’ and ‘rational’ horizons

–

define ‘observed altitude’ and ‘true altitude’

–

define ‘dip’, ‘refraction’, ‘semi-diameter’ and ‘parallax’ and explain their causes

–

apply index error

–

apply the corrections for the items listed in the above objectives and explain the factors determining their magnitude

–

illustrate the effect of terrestrial refraction on the dip and distance of the sea horizon

–

correct an altitude using tables in the Nautical Almanac, including reference to critical tables, interpolation tables and low-altitude correction tables

–

obtain the true zenith distance from the true altitude of the body

Complete sight reduction (15 hours) –

define the apparent solar day and state the relationship between LHA (sun) and LAT

–

define the sidereal day and state that it is a fixed time interval

–

explain the reasons for the sun’s irregular rate of change of SHA and hence the necessity to adopt the astronomical mean sun for timekeeping purposes

–

define the equation of time (ET) and its components

–

determine the ET from the almanac and its sign of application

–

define GMT, LMT and longitude

–

define zone times and standard times

–

explain how to alter the ship’s time during a passage with increasing or decreasing longitude

–

demonstrate the use of time signals

–

calculate the error of a chronometer or watch

–

describe the information contained in general in the Nautical Almanac and in detail in the daily pages

–

use the tables of corrections and incremental corrections in the Nautical Almanac

–

find the LHA of a body, given the date, GMT and longitude of the observer

–

explain the importance of the First Point of Aries

–

find the LHA of Aries, given the date, GMT and longitude of the observer

–

explain what is meant by the sidereal hour angle of a star and obtain it from the Nautical Almanac

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.1 Navigation and position determination Required performance:

1.3

–

derive the LHA of a star from the LHA of Aries and the SHA of the star

–

use the information in the Nautical Almanac to obtain the LMT of the meridian passage of a body to the nearest minute and interpolate for the observer’s longitude when necessary

–

apply the true zenith distance of a body when it is on the observer’s meridian to the declination of the body, to obtain the observer’s latitude

–

apply these correctly when the declination and latitude have the same names

–

apply these correctly when the declination and latitude have different names

–

state the relationship between the altitude of the elevated pole and the latitude of the observer

–

explain what is meant by a circumpolar star, and the terms upper and lower transit

–

find the value of the polar distance of the body, using its declination

–

apply the polar distance to the true altitude of a body at a lower transit to find the altitude of the elevated pole and the latitude

–

calculate the direction of the position line and the latitude of the observer by meridian altitude

–

identify certain major stellar constellations and navigational stars describe their movement relative to Polaris and the movement of Polaris with change of latitude

–

identify Polaris

–

identify some major constellations

–

describe the motion of the stars about Polaris

–

describe the relationship between the altitude of Polaris and the observer’s latitude

–

deduce from the above objective that the true altitude of Polaris can be used to find the latitude of the observer

–

obtain the corrections –1°, +a0, +a, +a2, from Pole Star tables in the Nautical Almanac and apply them to the altitude or Polaris to find the latitude of the observer

–

find the true azimuth of Polaris from the tables and the direction of the position line

Obtain and plot position lines (25 hours) –

combine the equinoctial and horizon system of co–ordinates to determine the centre and radius of a position circle and its direction in the vicinity of a selected position

–

apply the principle of a method of enabling the navigator to draw a small part of the position circle in his vicinity to at a practical problem

–

determine the direction of a position line through an observer and a position through which it passes

–

define and evaluate the co-latitude, polar distance and zenith distance and use them as the sides of the PZX triangle

–

solve the PZX triangle to find the calculated zenith distance of the body when it is out of the meridian

–

apply this calculated zenith distance to the true zenith distance of the body to find the intercept and the intercept terminal points through which to draw the position line (Marcq St. Hilaire method)

–

determine the true azimuth of the body from tables and hence determine the direction of the position line

–

find the position of the observer at the time of the final observation, given two or more position lines with the courses and distances run between the observations

Licensed to BSMA for 1 copy. © IMO

IMO Reference

FUNCTION 1: NAVIGATION

COMPETENCE 1.1 Navigation and position determination Required performance: 1.1.2 TERRESTRIAL OBSERVATION FOR POSITION FIXING AND COASTAL NAVIGATION

IMO Reference

R1, R2

Textbooks: T1, T2, T4, T5, T25 Teaching aids: A1, A4, A5, A6, A7, A9, A10, A12, A14, A15, A18, A24

2.1

Define basic theories and knowledge for terrestrial observation (20 hours) –

define ‘great circle’, ‘small circle’, ‘spherical angle’, ‘spherical triangle’, ‘poles of a great circle’

–

define ‘earth’s poles’, ‘equator’ and ‘meridians’

–

define ‘latitude’ and ‘parallels of latitude’, ‘prime meridian’ and ‘longitude’

–

define ‘difference of latitude’ and ‘difference of longitude’

–

describe the earth as an ellipsoid.

–

define ‘compression’, and state its value

–

define ‘international nautical mile’, ‘cable’ and ‘knot’

–

demonstrate basic knowledge of chart projections

–

define ‘natural scale’ of a chart

–

state the requirements of a chart appropriate for marine navigation

–

identify the Mercator chart as a mathematical projection and understand the principles of its construction. Describe the properties of the chart and the degree to which it meets navigational requirements and also its limitations

–

demonstrate the use of a chart catalogue

–

demonstrate the correcting of charts according to Notices to Mariners

–

describe the rotation of the earth about its axis

–

define directions on the earth’s surface

–

describe the direction indicated by the gyro–compass

–

describe the direction indicated by the magnetic compass

–

describe the direction of the ship’s head on a gyro–compass (gyro course)

–

describe the direction of the ship’s head in a magnetic compass (compass course)

–

state the approximate polar and equatorial circumferences of the earth

–

demonstrate how to measure the distance between two positions on a Mecator chart

–

define a position

–

plot a position on the chart from simultaneous cross bearing and from bearing and distance off

–

define ‘dead reckoning position (DR)’, ‘estimated position’ and ‘fixed position’

–

define ‘departure’ and state the relationship to difference of longitude

–

define ‘true course’ and ‘rhumb line’

–

derive the plane sailing formulae

–

explain the relationship between departure and difference of longitude in cases involving a change of latitude, by using mean latitude

–

understand the meaning of, and can derive, mean latitude

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.1 Navigation and position determination Required performance: 2.2

2.3

2.4

2.5

Identify navigational hazards (5 hours) –

recognize and demonstrate the use of the Nautical chart symbols and abbreviations on a chart

–

identify the characteristics of navigational hazards

Use navigational aids, clearing marks and transit bearings to safely navigate hazards (15 hours) –

identify the characteristics and range of lights

–

explain the principles and rules of the International Association of Lighthouse Authorities (IALA) Maritime Buoyage System, Systems “A” and “B”

–

calculate the distance of sighting lights and dipping distances

–

explain the danger of placing implicit reliance upon floating navigational aids

–

explain the danger of approaching navigational aids too closely

–

recognize coastlines, coast and radar–responsive targets

–

recognize suitable passages, approaches and anchorages in clear weather and thick weather, using radar-responsive targets

–

demonstrate simple passage planning and execution

–

explain the use of clearing marks and horizontal and vertical danger angles

Read and interpret marine charts (10 hours) –

demonstrate basic knowledge of chart projections

–

define ‘natural scale’ of a chart

–

state the requirements of a chart appropriate for marine navigation

–

identify the Mercator chart as a mathematical projection and understand the principles of its construction

–

describe the properties of the chart and the degree to which it meets navigational requirements and also its limitations

–

demonstrate the use of a chart catalogue

–

demonstrate the correcting of charts according to Notices to mariners

–

explain that ECDIS and other electronic chart systems meeting IMO performance standards may substitute for traditional charts

–

state that familiarization with the ship’s particular electronic chart equipment and controls is required

Obtain and plot position line to determine ship’s position (15 hours) –

define a position

–

give the radar distance off a charted object and plot its position circle on a chart

–

plot a position on the chart from simultaneous cross bearing and from bearing and distance off

–

plot position line – straight line, circle, hyperbola

Licensed to BSMA for 1 copy. © IMO

IMO Reference

FUNCTION 1: NAVIGATION

COMPETENCE 1.1 Navigation and position determination Required performance:

2.6

2.7

2.8

–

find position line by bearing, horizontal angle, vertical sextant angle, transit line and radio aids

–

determine a position by a combination of bearing, distance and the methods in the above object

–

determine a position by simultaneous bearings of two objects

–

find the distance that the ship will pass off a given point when abeam

–

construct a position line to clear a navigational danger by a given distance

IMO Reference

Apply dead reckoning procedures to determine ship’s position (10 hours) –

define ‘dead reckoning position (DR)’, ‘estimated position’ and ‘fixed position’

–

plot a dead reckoning position of the chart

–

plot an estimated position on the chart

Use Notices to mariners and other publications to assess accuracy of position fixes (5 hours) –

demonstrate the correcting of charts using information from Notices to mariners

–

explain that ECDIS and other electronic chart systems meeting IMO performance standards may substitute for traditional charts

–

explain why a navigation problem should be solved by using a Mercator sailing in preference to plane sailing because of the distance involved

–

explain how errors may occur in position fixing, and explain how to minimize the probability of errors

–

demonstrate how erroneous position lines influence the positions

Exercise chartwork (10 hours) –

define ‘course’ and ‘distance’

–

lay off true course between two positions

–

find the distance between two positions

–

calculate the speed between two positions

–

define ‘set’, ‘rate’, ‘drift’ and ‘leeway’ due to wind

–

define ‘ship’s speed’, ‘effective speed’, ‘course and distance made good’, ‘applied leeway’

–

find the course and distance made good with a tidal stream or current

–

find the course to steer, allowing for tidal stream or current

–

find the set and rate of tidal stream or current from charts or tables

–

explain the term ‘running fix’ and use the method to plot a position

–

find positions by running fix in a tidal stream or current

–

calculate the actual set and rate of tidal stream or current from DR and fixed positions

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.1 Navigation and position determination Required performance:

IMO Reference

1.1.3 ELECTRONIC NAVIGATIONAL AIDS FOR POSITION FIXING AND NAVIGATION Textbooks: T1, T3, T5, T17, T24, T25 Teaching aids: A1, A18, A23, A24, A25, A27, A28

3.1

Operate electronic navigational aids (20 hours) –

describe the principles of time difference used in the Loran–C system

–

show how ambiguity occurs when two radio stations are transmitting signals simultaneously

–

describe the pulsing system and cycle matching used in the Loran–C system

–

explain the possibility of sky wave interference

–

state the approximate accuracy and explain how it varies

–

explain a coverage diagram for a Loran–C chain

–

state the limitations of the system and the reason for frequent checking

–

state the areas of the world covered by the Loran–C navigation system

–

describe the basic principles of the Global Positioning System (GPS)

–

describe the configuration of satellite orbits and the periods of the satellite vehicles (SVs)

–

describe the system configuration

–

state the frequencies that are used

–

describe the C/A & P codes

–

describe how the basic line measurement is obtained

–

describe the Dilution of Precision (DOP)

–

state the various errors of GPS

–

describe the reason for selective availability and the effect it has on the accuracy of a fix

–

describe differential GPS

–

state the accuracy obtainable with GPS and how the accuracy can be downgraded

–

explain WGS 84

–

explain why a fix obtained from the GPS receiver cannot be plotted direct onto a navigational chart

–

explain datum shifts

–

state that at least four SVs at a usable elevation should be visible to the receiving antenna at any point on the earth’s surface at any time

–

describe the basic concept of an integrated navigation system, i.e. data input, processing and presentation

–

describe a system of: –

partial integration

–

total integration

Licensed to BSMA for 1 copy. © IMO

R1, R2, R7

FUNCTION 1: NAVIGATION

COMPETENCE 1.1 Navigation and position determination Required performance: 3.2

IMO Reference

Determine ship’s position with electronic aids (20 hours) –

state that SV positions are accurately controlled from the ground Master Control Station

–

state that the Master Control Station also provides data which are sent to the SVs, stored and later transmitted as a data frame to receiving stations for use in calculating position

–

explain what is meant by ‘pseudo–random noise’ codes (PRN codes)

–

describe briefly the two codes which are transmitted

–

explain why two frequencies are used

–

state that civilian sets will probably work on one frequency, using the ‘coarse and acquire’ code (C/A code) only

–

explain why an extremely stable clock is essential in the SV, while a less stable one is acceptable in the receiver

–

describe briefly how pseudo–ranges are measured by matching the received code with the same locally generated code

–

explain why the measurement is not a true range

–

state that simultaneous pseudo–ranges to three SVs are sufficient to fix the position on the earth’s surface and determine the receiver clock error from GPS time

–

list and describe the main sources of error in the determined position

–

state that measured Doppler shifts can be processed to provide speed and direction outputs

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.2 Watchkeeping

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 1.2.1 APPLY INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA TO FISHING VESSEL OPERATION 1.2.2 BASIC PRINCIPLES FOR KEEPING A NAVIGATIONAL WATCH

Licensed to BSMA for 1 copy. © IMO

Paragraph 5 of appendix 2 of regulation II/2 in STCW-F

FUNCTION 1: NAVIGATION

COMPETENCE 1.2 Watchkeeping Required performance:

IMO Reference

1.2.1 APPLY INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA TO FISHING VESSEL OPERATION

R1, R2

Textbooks: T1, T25 Teaching aids: A1, A6, A7, A15, A18

1.1

Steering and sailing rules (20 hours) –

explain the application of the rules as set out in Rule 1

–

define the term ‘traffic separation scheme’

–

state the responsibility to comply with the rules as set out in Rule 2

–

describe and cite examples of precautions which may be required by the ordinary practice of seamen or by the special circumstances of the case

–

give examples of circumstances which may make a departure from the rules necessary

–

state the general definitions which apply throughout the rules

–

explain the term ‘vessel constrained by her draught’

–

distinguish between ‘under way’ and ‘making way’

–

explain ‘a proper look-out’ and interpret the intent of ‘full appraisal of the situation and the risk of collision’

–

explain the use of radar in the context of Rule 5

–

explain what is meant by a safe speed

–

describe, with reference to court cases, how ‘proper and effective action’ and ‘within a distance appropriate to the prevailing circumstances and conditions’ may be interpreted

–

state the factors to be taken into account in determining a safe speed

–

explain how the use of radar affects the determination of safe speed

–

explain what is meant by risk of collision

–

describe the proper use of radar equipment in determining whether a risk of collision exists

–

explain the dangers of making assumptions on the basis of scanty information, citing examples from clear weather as well as the use of radar

–

illustrate, using examples from court cases, how failure to plot may lead to a lack of appreciation of a developing situation

–

illustrate, using examples from court decisions, the following actions to avoid collision referred to in Rule 8:

–

positive action in ample time large enough to be readily apparent

–

alteration of course alone

–

passing at a safe distance

–

checking the effectiveness of action taken

–

reduction of speed

–

taking all way off

demonstrate an understanding of Rule 9 by: –

defining the terms ‘narrow channel’ and ‘fairway’

–

describing how to proceed along the course of a narrow channel

–

describing the navigation of small craft and sailing vessels in a narrow channel stating the restrictions on crossing the channel or fairway

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.2 Watchkeeping Required performance:

IMO Reference

–

describing the conduct of vessels engaged in fishing stating the procedure for overtaking in a narrow channel

–

describing the actions to be taken on nearing a bend in a narrow channel or fairway

–

define ‘traffic lane’, ‘separation line’, ‘separation zone’, ‘inshore traffic zone’

–

describe how to navigate in a traffic separation scheme with reference to:

–

entering and leaving the traffic separation scheme

–

entering and leaving traffic lanes

–

crossing lanes

–

the use of inshore traffic zones

–

crossing separation lines or entering separation zones other than when crossing, joining or leaving a lane

state the requirements for vessels: –

navigating in areas near the terminations of traffic separation schemes

–

anchoring

–

not using a traffic separation scheme

–

engaged in fishing

–

state that a vessel of less than 20 metres in length or a sailing vessel must not impede the safe passage of a power-driven vessel following a traffic lane

–

state the exemptions for vessels restricted in their ability to manoeuvre when engaged in an operation for the: –

maintenance of safety of navigation

–

laying, servicing or pocking up of a submarine cable

–

explain the meaning of ‘precautionary area’

–

define ‘deep water route’ and state for whom such a route is intended

–

explain what is meant by ‘vessels in sight of one another’

–

demonstrate, with the use of models displaying proper signals or lights, a navigation light simulator or otherwise, the proper action to take to avoid collision with other vessels in sight

–

explain how to decide when a vessel is an overtaking vessel

–

compare and analyse the various avoiding actions which may be taken by an overtaking vessel

–

explain the application of Rule 14, Head-on Situation

–

explain why the give-way vessel in a crossing situation shall, if the circumstances admit, avoid crossing ahead of the other vessel

–

explain the application of Rule 15 when crossing narrow channels and traffic lanes

–

explain how Rule 16 and Rule 8 relate regarding the action by a give-way vessel

–

explain the position of stand-on vessel in cases where a risk of collision exists between more than two vessels

–

explain how to decide when to take avoiding action as stand-on vessel

–

describe the actions which may be taken by the stand-on vessel

–

state the avoiding action which must be taken by the stand-on vessel

–

explain that a potential collision situation may be divided into the following four stages: –

long range, before risk of collision situation exists and both vessels are free to take any action

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

COMPETENCE 1.2 Watchkeeping Required performance:

1.2

1.3

IMO Reference

–

risk of collision applies, the give-way vessel is required to take action and the other vessel must keep her course and speed

–

the give-way vessel is not taking appropriate action

–

collision cannot be avoided by the action of the give-way vessel alone

–

explain the responsibilities between vessels with reference to Rules 18 and 3

–

explain the application of Rule 19

–

compare Rule 6 and Rule 19 regarding the determination of safe speed

–

explain how courts have interpreted ‘a close-quarters situation’

–

explain how courts have interpreted ‘navigate with extreme caution’

–

demonstrate, using a manoeuvring board or radar simulator, how to determine risk of collision and the proper action to take to avoid collision in restricted visibility

Light and shape regulations (5 hours) –

state the application of the rules concerning lights and shapes

–

state the definitions in Rule 21

–

state the visibility of lights as prescribed by Rule 22

–

identify the lights and shapes carried by any type of vessel and the operation or circumstances signified by them, including the additional signals for fishing vessels fishing in close proximity

–

describe the positioning, spacing and screening of lights

–

describe the shapes required by the rules

Sound and light signals (5 hours) –

describe the sound signals to be used by vessels in sight of one another

–

describe the sound signals to be used by vessel in or near an area of restricted visibility

–

describe the use of signals to attract attention

–

list the distress signals set out in annex IV of COLREG 72

1.2.2 BASIC PRINCIPLES FOR KEEPING A NAVIGATIONAL WATCH

R1, R2

Textbooks: T1, T2, T4, T25 Teaching aids: A1, A6, A7, A15, A18

2.1

Plan a navigational watch (4 hours) –

state that the officer of the watch is responsible for navigating safely with particular regard to avoiding collision and stranding

–

list factors to be taken into account when deciding the composition of the watch on the bridge

–

state that watch duties should be so arranged that the efficiency of watchkeepers is not impaired by fatigue

–

describe how the intended voyage should be planned in advance

–

state that the skipper should ensure that officers in charge of watches know the location and operation of all navigational and safety equipment and can take account of the operating limitations of such equipment

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.2 Watchkeeping Required performance:

2.2

–

state that the skipper should ensure that officers in charge of watches check the course steered, position and speed to ensure that the vessel follows the planned course

–

state that the officer in charge of a navigational watch should not be assigned or undertake any duties which would interfere with the safe navigation of the vessel

Maintain a navigational watch (5 hours) –

–

2.3

IMO Reference

draw up standing orders reflecting the principles to be observed in keeping a navigational watch on board fishing vessels, as set out in chapter IV of STCW-F 1995, and the basic principles to be observed in a navigational watch on fishing vessels stated in chapter 5, paragraph 5.10 of FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel second edition 2001, regarding: –

arrangements of the navigational watch for en route to or from fishing grounds

–

fitness for duty

–

navigation

–

the use of navigational equipment, radar

–

navigational duties and responsibilities and the circumstances in which to call the skipper

–

handing over and taking over the watch

–

maintenance of an efficient look-out

–

actions to take in restricted visibility

–

protection of the marine environment

–

weather condition which changed adversely affecting the safety of the vessel, including conditions leading to ice accretion

–

navigation with pilot embarked

–

arrangements of the navigational watch for vessels engaged in fishing or searching for fish

state that an adequate radio watch is maintained while the vessel is at sea, on appropriate frequencies, taking into account the requirements of the Radio Regulations

Maintain an anchor watch (1 hour) –

–

state that arrangements for keeping anchor watch should: –

ensure the safety of the vessel and personnel

–

observe international, national and local rules

–

maintain order and the normal routine of the ship

draw up standing orders for keeping anchor watch, reflecting the guidance contained in Resolution 3 of the STCW Conference, 1978

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

COMPETENCE 1.3 Radar navigation

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 1.3.1 OPERATE RADAR 1.3.2 USE RADAR FOR COLLISION AVOIDANCE

Paragraph 4 of appendix to regulation II/2 in STCW-F

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.3 Radar navigation Required performance:

IMO Reference

1.3.1 OPERATE RADAR Textbooks: T23, T24 Teaching aids: A1, A35 See IMO Model Course No. 1.07 for guidance

1.1

1.2

Identify factors affecting performance and accuracy (7 hours) –

explain the principles of range and bearing measurement

–

state the function and sitting of components

–

state the relationship between maximum range and pulse recurrence frequency

–

state the relationship between detection range and transmitted energy (power and pulse length)

–

state the relationship between minimum range and pulse length

–

explain the effects on bearing and range accuracy of beam width, heading marker error, centring error, yawing, parallax, variable range marker, gyro error

–

explain the effects on bearing and range discrimination of beam width, spot size, plan position indicator tube size, pulse length, gain

–

use the equation for the distance to the radar horizon and explain the relationship between antenna location and detection ranges

–

explain the effect of variations in refraction on radar detection range (super refraction, sub refraction, surface duct, elevated duct)

–

state the effect of precipitation on radar detection ranges (rain, hail, snow, fog)

–

identify blind areas and shadow areas, permanent blind and shadow sectors and their relationships to the antenna location

–

state how characteristics of targets influence their detection range (aspect, shape, composition, size)

–

explain how clutter may mask targets (sea clutter, rain clutter)

–

list the performance standards contained in Resolution A.477(Xll), Resolution MSC.64(67) and Resolution MSC.192(79)

Set up radar and maintain displays (5.5 hours) –

explain the importance of not storing radar spares nearer to magnetic compasses than the specified safe distances

–

state the safety precautions necessary in the vicinity of open equipment and the radiation hazard near antennae and open waveguides

–

operate main control (power, antenna)

–

operate transmitter controls (standby/transit, pulse length, PRF)

–

adjust receiver controls to give an optimal picture (tuning, gain, linear/logarithmic gain, sensitivity time control, fast time control)

–

adjust display controls (brilliance, illumination, focus, shift, range selector, range rings, VRM, EBM, mechanical cursor, heading marker, clearscan, anti-clutter)

–

demonstrate correct order of making adjustments and state the criteria for optimum setting of the controls

–

state that small or poor echoes may escape detection

–

describe the effects of saturation by receiver noise

–

state the importance of frequent changes in range scale

–

identify different types of display mode (true motion, relative motion – unstabilized, relative motion – stabilized, north up, course up, ship’s head up)

Licensed to BSMA for 1 copy. © IMO

STCW-F chapter II, appendix to regulation 1

R1, R2

FUNCTION 1: NAVIGATION

COMPETENCE 1.3 Radar navigation Required performance:

1.3

1.4

1.5

IMO Reference

–

explain the advantages and limitations of the different types of display mode

–

explain the need for compass input for relative stabilized display, and compass and log input for true motion display

–

identify effects of transmitting compass error on stabilized and true motion display

–

identify effects of transmitting log error on true motion display, manual speed input error

–

operate special controls (presentation, speed, re-set, course made good correction, compass repeater)

–

identify maladjusted controls and explains their effects and dangers

–

detect and correct maladjustments

–

state effects of incorrect speed setting and CMG correction on true motion displays

–

describe the purpose and use of the performance monitor

–

record radar data: (performance monitor readings, modifications, blind and shadow sector diagram)

–

explain how propagation conditions can affect target detection

Detect misrepresentation of information, false echoes, sea return etc. (1 hour) –

explain the cause and effect of interference

–

explain the cause and effect of side echoes

–

explain the cause and effect of indirect echoes

–

explain the cause and effect of multiple echoes

–

explain the cause and effect of second trace echoes

–

state the effect on radar performance of power lines and bridges crossing rivers and estuaries

–

explain the effect of the ship in seaway

Establish the range and bearing of a radar target (3 hours) –

state methods and accuracy of measuring ranges (fixed range markers, VRM)

–

measure ranges with emphasis on accuracy

–

explain the methods and accuracies of measuring bearings (rotatable cursor, EBL)

–

measure bearings with emphasis on accuracy

–

check and correct error in range and bearing

–

state required accuracy (range and bearing measurement)

–

state required discrimination (range and bearing)

Identify critical echoes (2 hours) –

state the characteristics of good, radar conspicuous objects

–

state the characteristics of objects which give poor radar responses

–

fix the position fixing based on radar bearings and radar ranges

–

explain possible errors and how to minimize them

–

cross check the accuracy of radar against other navigational aids

–

compare features displayed by radar with charted features

R1, R2

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.3 Radar navigation Required performance: –

IMO Reference

identify aids to radar navigation and safety: –

passive aids (corner reflector) (recognition and use)

–

active aids (ramark, racon, echo enhancers, transponders)

–

SARTS (recognition and use)

–

data source information on active and passive aids

1.3.2 USE RADAR FOR COLLISION AVOIDANCE Textbooks: T23, T24 Teaching aids: A1, A35

2.1

2.2

2.3

2.4

Establish the course and speed of other ships (5.5 hours) –

explain a relative motion triangle, various vectors and angles

–

construct a relative motion triangle on a plotting chart

–

construct a relative motion triangle on a reflection plotter, where available

–

determine course, speed and aspects of other ships from a relative presentation (stabilized and unstabilized)

–

determine course, speed and aspect of other ships from a true presentation

–

take ranges and bearings at frequent, regular intervals

–

state the factors affecting the accuracy of derived course, speed and aspect

–

determine set and rate of current from observations of fixed target

–

explain the track made over the ground by own ship

Determine the time and distance of closest approach of crossing, meeting or overtaking ships (2 hours) –

determine CPA and TCPA with relative presentation (stabilized and unstabilized)

–

determine CPA and TCPA with true presentation

–

state the factors affecting the accuracy of CPA and TCPA obtained by plotting

Detect course and speed changes of other ships (1 hour) –

recognize the effects of changes of course and/or speed by other ships

–

compare between visual and radar observations

–

explain the delay between change in the course or speed and detection of that change

–

state the advantages of compass stabilization of a relative display

–

state the hazards of small changes of course and/or speed in relation to accuracy and direction

–

make a report stating the elements: bearing, range, CPA, TCPA, course, aspect, speed

R1, R2

Identify the effects of changes in own vessel’s course or speed or both (1 hour) –

explain the effect of changes in own-ship course or speed on the observed movement of targets (stabilized rel/true; or unstabilized)

Licensed to BSMA for 1 copy. © IMO

R1, R2

FUNCTION 1: NAVIGATION

COMPETENCE 1.3 Radar navigation Required performance: 2.5

IMO Reference

Apply the International Regulations for Preventing Collisions at Sea (1.5 hours) –

use the radar as a means of look-out

–

state importance of continuous plotting

–

list the factors which determine a safe speed, with emphasis on factors related to radar

–

list factors which provide a good plot to avoid collision/close encounter

–

make substantial alteration of course or speed to avoid collision/close encounter

–

state times when radar is to be used in clear weather by day, at night when there are indications that visibility may deteriorate, and at all times in congested waters

R1, R2

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.4 Magnetic and gyro-compasses

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 1.4.1 USE COMPASS 1.4.2 DETERMINE AND APPLY COMPASS ERRORS

Licensed to BSMA for 1 copy. © IMO

Paragraph 8 of appendix to regulation II/2 in STCW-F

FUNCTION 1: NAVIGATION

COMPETENCE 1.4 Magnetic and gyro-compasses Required performance:

IMO Reference

1.4.1 USE COMPASS Textbooks: T1, T4, T14 Teaching aids: A1, A4, A26, A27, A28

1.1

The magnetism of the earth and the ship’s deviation (20 hours) –

explain the theory of magnetism as applied to ferromagnetic materials

–

describe a simple magnet, its poles and the law of attraction and repulsion

–

describe the magnetic field around a magnet

–

describe qualitatively flux density and field strength

–

describe magnetic induction and differentiates between ‘hard’ and ‘soft’ iron

–

explain the meaning of the terms:

–

1.2

–

intensity of magnetization

–

permeability

–

magnetic susceptibility (no mathematical formula required)

describe the magnetic field of the earth

–

define ‘magnetic poles’ and ‘magnetic equator’

–

define ‘angle of dip’

–

explain how the earth’s total field can be split into horizontal and vertical components

–

define ‘magnetic variation’ and explain why it is a slowly changing quantity

–

explain that a compass needle which is constrained to the horizontal can respond only to the horizontal components of the earth’s field and the field due to the ship’s magnetism

–

describe the effect of introducing a disturbing magnetic force into the vicinity of a compass needle

–

state that the direction and strength of a magnetic field may be represented by a vector

–

use a vector diagram to find the field at a point resulting from two given fields

–

state that a compass needle will align itself with the resultant field

–

define the magnetic moment of bar magnet as the product of the pole strength and the length of the magnet

–

state that, for a suspended magnet vibrating in a magnetic field, T² is proportional to 1/H, where T is the period of vibration and H is the field strength

–

explain how the relative strengths of two fields may be found

Magnetic compass (10 hours) –

describe the construction of a liquid card magnetic compass

–

sketch a section through the compass to show the float chamber, the pivot support and arrangement of magnets

–

explain how the card is kept practically horizontal in all latitudes

–

state the composition of the liquid and explain how allowance is made for changes in volume of the liquid

–

describe how to remove an air bubble from the compass bowl

–

describe how to check that the card is turning freely on its pivot

–

explain how the compass bowl is supported in the binnacle

–

describe the marking of the lubber line and its purpose

–

describe a binnacle and arrangement of correcting devices provided

–

define ‘deviation’ and state how it is named

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.4 Magnetic and gyro-compasses Required performance:

1.3

IMO Reference

–

illustrate with sketches the deviations on various headings produced by permanent magnetism with a pole or poles lying in the plane of the compass card

–

illustrate with sketches the deviations on various headings resulting from induction in a notional soft iron rod lying in the plane of the compass card

–

explain the need for care in the placing of portable items of magnetic material, including spare corrector magnets, or electrical equipment in the vicinity of compasses

–

explain the need for regular checking of the compass error

–

explain why compass error should be checked after a major alteration of course

–

explain why regular comparisons of standard compass, steering compass and gyrocompasses should be made

–

explain that the approximate error of the standard compass can be obtained by comparison with the gyro-compass if no other means is available

–

demonstrate taking bearing of celestial bodies and landmarks

Gyro-compass (10 hours) –

describe a free gyroscope and its gimbal mountings

–

state that in the absence of disturbing forces the spin axis of a free gyroscope maintains its direction in space

–

explain what is meant by gyroscopic inertia and precession

–

describe the precession resulting from a torque about axes perpendicular to the spin axis

–

explain that friction at gimbal pivots produces torques which give rise to precession

–

state that the rate of precession is proportional to the applied torque

–

define ‘tilt’ as movement of the spin axis in the vertical plane

–

define ‘drift’ as the apparent movement of the gyroscope in azimuth resulting from the earth’s rotation

–

describe non-mathematically the apparent movement of a free gyroscope on the earth’s surface, given its position and initial attitude

–

use the apparent motion of a celestial body in the direction of the gyro axis to aid the description in 3.9

–

explain how a free gyroscope can be made north-seeking by the use of gravity control and describes the resulting oscillations of the axis

–

describe the use of damping in azimuth and damping in tilt to cause settling of the axis and thus produce a gyro-compass

–

explain that control and damping can be achieved by replacing the ballistic elements with electrical signals, provided by tilt sensors, to produce torques about the vertical and horizontal axes

–

describe a familiar gyro-compass with particular reference to: –

the method of support

–

control and damping arrangements

–

the method of maintaining the heading indication in line with the axis of the gyro

–

the transmission of heading to repeaters

–

demonstrate the starting of the gyro-compass and explains how to minimize settling time by slewing and levelling it to the correct heading

–

state the necessary time for the compass to settle after switching on prior to sailing

–

list the settings to be made or adjusted while the compass is in use

–

explain how the repeater system is switched on and aligned with the master gyrocompass

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

COMPETENCE 1.4 Magnetic and gyro-compasses Required performance:

1.4

IMO Reference

–

describe the use of gyro input to the direction-finder

–

describe how gyro heading input is supplied to radar installation

–

describe the alarms fitted to a gyro-compass

Automatic pilot (5 hours) –

explain the principle of an automatic pilot system

–

list and explain the functions of the manual settings

–

describe the procedures for change-over from automatic to manual steering and vice versa

–

explain what is meant by an adaptive automatic pilot and briefly explain how it functions

–

describe the course monitor and the off-course alarm

–

list the other alarms fitted to the system

–

state that the automatic pilot should be included in the steering gear testing prior to the ship’s departure

–

state the regulation regarding the use of the automatic pilot

–

outline the recommendation on performance standards for automatic pilots

–

explain the need for regular checking of the automatic pilot to ensure that it is steering the correct course

–

state that the automatic pilot should be tested manually at least once per watch

–

describe the factors to take into account regarding the change-over to manual control of steering in order to deal with a potentially hazardous situation

1.4.2 DETERMINE AND APPLY COMPASS ERRORS

R1, R2, R6,

Textbooks: T1, T13, T24

R8, R9

Teaching aids: A1, A4, A26, A27, A28

1.1

Determine and apply compass errors using terrestrial observation (1 hour) –

1.2

calculate compass error and gyro error, from transit bearings and bearings to distant fixed objects

Determine and apply compass errors using celestial observation (14 hours) –

obtain the error of the magnetic compass or gyro-compass by comparing the compass bearing of the body with the true azimuth of the body obtained at the time of observation

–

obtain the azimuth of the body from tables, using GMT of observation, information from the Nautical Almanac, LHA of the body and the observer’s DR position

–

obtain from tables or by calculation, using the observer’s DR position and information from the Nautical Almanac, the true bearing of a heavenly body on rising or setting, i.e. solve an amplitude problem

–

obtain the magnetic variation for the observer’s position, using isogonic lines or other information on the chart

–

apply variations to the error of the magnetic compass to find the deviations for the direction of the ship’s head

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.5 Meteorology and oceanography

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 1.5.1 OBTAIN AND APPLY METEOROLOGICAL INFORMATION 1.5.2 OBTAIN AND APPLY OCEANOGRAPHIC INFORMATION

Licensed to BSMA for 1 copy. © IMO

Paragraph 7 of appendix to regulation II/2 in STCW-F

FUNCTION 1: NAVIGATION

COMPETENCE 1.5 Meteorology and oceanography Required performance:

IMO Reference

1.5.1 OBTAIN AND APPLY METEOROLOGICAL INFORMATION

R1, R2

Textbooks: T12, T14, T15, T22, T23 Teaching aids: A1, A18

1.1

Identify weather conditions liable to endanger the vessel (10 hours) –

list the areas and seasons in which a high incidence of sea fog can be expected

–

list the areas and seasons in which strong winds at sea are experienced most often

–

state the definitions adopted by the WMO with respect to Tropical Storms

–

state local nomenclature Tropical Revolving Storms (TRS)

–

state regions and seasons of greatest frequency of TRS

–

state the conditions associated with the formation of tropical revolving storms

–

state the factors which affect the future movement of a TRS

–

describe with the aid of diagrams typical and possible tracks of TRS

–

explain the factors associated with the decay of TRS

–

draw a plan a TRS showing isobars, wind circulation, path, track, vortex or eye trough line, dangerous semicircle, dangerous quadrant and navigable semicircle (for north and south hemisphere)

–

explain the reasons for the naming of the dangerous semicircle

–

draw a cross section through a TRS showing areas of cloud and precipitation

–

describe the characteristics of a TRS, i.e. size, wind, pressure, eye, cloud and precipitation sequence

–

describe the signs which give warning of the approach for the TRS

–

explain the methods of determining in which sector of a TRS the ship is situated

–

state the correct avoidance procedure when in the vicinity of a TRS given the position and direction of travel of a TRS and ship’s voyage information

–

describe appropriate measures to avoid the danger sector of a TRS

–

describe the messages required to be sent in accordance with the requirements of SOLAS, when a TRS is encountered, or suspected to be in the vicinity

–

describe the message required to be sent in accordance with the requirements of SOLAS, when a wind of or above storm force 10 is encountered which has not previously been reported

–

explain the formation of icebergs from floating glacier tongues and from ice shelves, and the characteristics of each

–

discuss the formation of sea ice

–

define ice tongue, ice shelf

–

define pack ice and fast ice

–

discuss the normal seasons and probable tracks of North Atlantic bergs from origin to decay

–

define the outer limits of the area in which icebergs may be encountered in the North Atlantic

–

discuss the normal and extreme limits of iceberg travel in the southern oceans during summer and winter

–

explain the reasons for the decay of icebergs

–

describe the areas affected by sea ice in regions frequented by shipping

–

discuss the seasonal development and recession of sea ice on the coastlines of the northern oceans, and in the latitude of the normal trade routes

–

state the signs which may indicate the proximity of ice on clear days and nights

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.5 Meteorology and oceanography Required performance:

1.2

IMO Reference

–

define the ranges at which observers may expect to detect ice visually in varying conditions of visibility

–

discuss the limitations of radar as a means of detecting ice

–

state the precautions to be taken when navigating near ice, and when ice is suspected in the vicinity

–

describe the factors which may give rise to ice accretion

–

describe the use of data in the Mariner’s Handbook, for estimating the rate of ice accretion

–

evaluate the methods of avoiding or reducing ice accretion

–

explain the reports to be made under international Conventions when ice is encountered

–

list the information to be given in radio messages reporting dangerous ice

–

state the iceberg nomenclature in use by the International Ice Patrol

–

list the information to be given in radio messages reporting conditions leading to severe ice accretion on ship’s superstructures

–

demonstrate analysis of a synoptic chart as a whole

–

estimate areas of expected precipitation or fog

–

estimate areas of expected icing

Apply available meteorological information (10 hours) –

describe the organization, functions and objectives of the World Meteorological Organization

–

describe the sources of weather information available to shipping

–

describe the information flow between merchant ships and meteorological offices

–

describe the services provided for shipping by meteorological offices

–

describe the appropriate weather bulletin and the contents of each of its sections

–

describe the types of information received by facsimile machine

–

describe the services provided for storm warnings

–

apply previous concepts to the interpretation of symbols and isobaric patterns on weather charts and facsimile charts

–

apply previous concepts to the interpretation of synoptic and prognostic charts to ascertain wind directions, areas of strong winds, cloud and precipitation areas, fog areas, ice, and areas of fine weather

–

explain how weather observations at a ship can be used to improve the forecast derived from synoptic and prognostic charts

1.5.2 OBTAIN AND APPLY OCEANOGRAPHIC INFORMATION Textbooks: T1, T5, T12, T22, T23 Teaching aids: A1, A4, A9, A10, A24

2.1

Use appropriate navigational publication on tides and currents (10 hours) –

use the tidal information given on a chart

–

determine the course and distance made good with a tidal stream or current

–

determine the course to steer, allowing for tidal stream or current

–

determine the set and rate of tidal stream or current from charts or tables

–

define qualitatively the effect of geostrophic force on surface currents

Licensed to BSMA for 1 copy. © IMO

R1, R2

FUNCTION 1: NAVIGATION

COMPETENCE 1.5 Meteorology and oceanography Required performance:

2.2

IMO Reference

–

discuss the generation of drift currents by prevailing winds

–

discuss the generation of gradient currents from differences in water temperature and salinity

–

discuss the generation of gradient currents resulting from the indirect effect of wind causing a piling up of water on windward coasts as in the case of the Equatorial Counter Currents

–

analyse the nature of currents formed by a combination of the above as experienced by western shores of large land masses

–

relate the general pattern of surface water circulation to the atmospheric pressure distribution

–

construct a chart showing global surface water circulation applicable to the above

–

describe the seasonal changes in the above in areas under the influence of the Asiatic monsoons

–

identify the principal individual currents by name

–

analyse the onuses of individual currents where explicitly stated in Meteorology for Mariners

–

explain the classification of individual currents as warm or cold where appropriate

–

describe the form in which surface current data is presented in current atlases and on routeing charts

–

evaluate qualitatively the use of this data in passage planning

–

explain the derivation of the current rose

–

explain the derivation of the predominant current

–

show the meaning of the term constancy when applied to predominant currents

–

explain the derivation of the vector mean current

–

compare qualitatively the values of the information given by the current rose, the predominant current and the vector mean current as aids to passage planning

Calculate the times and heights of high and low water and estimate the direction and rate of streams (5 hours) –

explain the general theory of tides

–

explain in basic terms the methods of predicting tides

–

explain the non-astronomical component of sea level

–

explain other irregularities of the tide

–

state that the predicted tide level is not an accurate value

–

demonstrate the use of tide tables

–

determine height and time for high and low water in secondary ports

–

determine the predicted height of water at a given time in a tabulated port

–

determine the predicted time for a given tide level

–

demonstrate the use of tidal stream charts

–

define the zero level of the charts

–

explain the effects of tidal streams upon the operation of the vessel and in fishing

–

estimate the direction of the tidal streams

–

estimate the rate of the tidal streams

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.6 Fishing vessel manoeuvring and handling

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 1.6.1 IDENTIFY TECHNIQUES FOR MANOEUVRING AND HANDLING FISHING VESSELS IN ALL CONDITIONS

Licensed to BSMA for 1 copy. © IMO

Paragraph 13 of appendix to regulation II/2 of STCW-F

FUNCTION 1: NAVIGATION

COMPETENCE 1.6 Fishing vessel manoeuvring and handling Required performance: 1.6.1 IDENTIFY TECHNIQUES FOR MANOEUVRING AND HANDLING FISHING VESSELS IN ALL CONDITIONS

IMO Reference

R1, R2

Textbooks: T3, T8, T11, T21 Teaching aids: A1, A11

1.1

Identify requirements for berthing, unberthing and manoeuvring alongside other vessel at sea (5 hours) –

describe the effects of right- and left-handed propellers

–

explain the advantages and disadvantages of controllable-pitch propellers with regard to vessel handling

–

explain how to use engine, helm, tugs and mooring lines to berth and unberth

–

list the preparations to be made for berthing alongside

–

describe the use of head ropes, stern ropes, breast ropes and springs

–

describe the safety measures to be taken when handling mooring ropes and wires

–

describe how to join two mooring ropes together

–

describe typical mooring arrangements

–

demonstrate how to put a stopper on a rope or wire rope

–

demonstrate how to make a mooring rope or wire fast to bitts

–

describe the use of self-tensioning winches

–

state the importance of keeping mooring lines clear of the propeller and notifying the bridge when the propeller is not clear

–

describe the different ways in which tugs may be made fast and used

–

describe how to make fast tugs on towing hawsers or lashed up alongside

–

describe the use of fenders during berthing and when secured in position

–

describe method of mooring to a buoy

–

explain how to use a messenger to pass a wire or chain to a buoy

–

explain how to set up and secure a slip wire

–

describe the method of securing ropes and wires to a buoy

–

describe the procedures for singling up and letting go from berths and buoys

–

explain how to slip a slip wire

–

describe how to stow mooring ropes and wires for a sea passage

–

explain how to rig and light the pilot ladder

–

state what equipment should be at hand ready for use at the pilot ladder

–

state that rigging of the ladder and the embarkation and disembarkation of the pilot should be supervised by a responsible officer

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.6 Fishing vessel manoeuvring and handling Required performance: 1.2

1.3

Identify requirements for manoeuvring during fishing operations (3 hours) –

explain how to use engines and steer the vessel when fishing gear being shot depends on various fishing methods

–

describe the factors that should be considered related to shooting course and speed when fishing gears are being shot

–

describe how to use engines and to steer the vessel during hauling gear depending on fishing methods

–

state the danger of loading all catches on deck at once

–

state that when the trawlers tow fishing gear the rudder should be always be handoperated, and the winch drum should not be clutched in

–

state that seawater in the factory can endanger the stability of the vessel

Identify the effects of wind, tide and current on ship handling (3 hours) –

1.4

explain how the effect of wind on a given ship depends upon: –

the wind strength

–

the relative direction of the wind

–

the above-water area and profile

–

the draught and trim

–

the ship’s fore-and-aft movement

–

describe the behaviour of a ship moving ahead with a wind from various directions

–

state that, as a ship is slowed, a speed is reached at which the wind prevents marinating course

–

describe the effect of wind when making large turns

–

describe the effect of wind on a ship making sternway

–

describe the effect of current on the motion of a ship

–

state that in rivers and narrow channels the current is usually stronger in the centre of a straight channel or at the outside of bends

–

describe how to make use of different current strengths when turning in a channel

–

describe how a current may be used to control lateral movement towards or away from a river berth

–

explain how to use an anchor to dredge down with a current

Identify requirements for manoeuvring in shallow waters (3 hours) –

define shallow water as a depth of less than 1.5 m ship’s draught

–

explain that shallow-water effects become more marked as depth decreases

–

list shallow-water effects as: –

increase directional stability

–

a large increase in turning radius

–

the ship carrying her way longer and responding slowly to changes in engine speed

–

speed falling less during turns

–

squat increasing

–

trim changing, usually by the head for a full hull form

Licensed to BSMA for 1 copy. © IMO

IMO Reference

FUNCTION 1: NAVIGATION

COMPETENCE 1.6 Fishing vessel manoeuvring and handling Required performance:

1.5

1.6

–

define ‘squat’ as the reduction of under-keel clearance resulting from bodily sinkage and change of trim which occurs when a ship moves through the water

–

state that squat is considerably reduced by a reduction of speed

–

define ‘blockage factor’ as the ratio of the cross-sectional area of water in a channel

–

state that squat and other shallow-water effects increase as the blockage factor increases

–

state that excessive speed in shallow-water can ground a ship in water of sufficient depth to float it as slow speed

–

state that approaching shoal patches or banks may give rise to an unexpected sheer

–

state that reduced speed should be used in shallow-water and narrow channels to reduce shallow-water effects and allow time to correct an unwanted sheer

–

state that increased vibration may be experienced in shallow water

IMO Reference

Identify major considerations for managing a fishing vessel in heavy weather (3 hours) –

describe the precautions to be taken before the onset of heavy weather

–

define wavelength, period and period of encounter of waves and swell

–

define rolling period and synchronous rolling explains how synchronous rolling can be avoided by an alteration of speed or course to change the period of encounter

–

describe synchronous pitching and how to prevent it

–

describe how excessive speed into head seas can cause severe panting and slamming stresses

–

explain that heavy pitching also gives rise to high longitudinal stresses, racing of the propeller and the shipping of water

–

define ‘pooping’ and describe the conditions in which it may occur

–

define ‘broaching-to’ and describe the conditions in which it may occur

–

explain that a reduction in speed combined with an alteration of course can reduce the danger of ‘broaching-to’ and of ‘being pooped’

–

describe how to turn a vessel in heavy seas

–

state that a vessel may be hove-to with the wind on the bow or on the quarter or stopped

–

describe methods of turning a disabled vessel’s head to keep it out of a sea trough and of lessening lee drift

–

explain that a vessel may drift at an angle to the downwind direction and that its direction of drift will depend upon which side it has the wind

–

describe how to use oil to reduce breaking seas when hove-to and when manoeuvring in heavy seas

–

describe actions which may be taken to prevent a vessel being driven on to a lee shore

Identify requirements for rescuing persons and assisting vessels in distress (3 hours)

See competence 1.7 Emergency procedures

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.6 Fishing vessel manoeuvring and handling Required performance: 1.7

1.8

Identify requirements for towing and being towed (3 hours) –

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

–

state that a coastal State may intervene when a disabled vessel presents a potential risk to the environment

–

state that early communication should be established between the vessels to agree on the method of connecting the tow

–

state that both vessels should have everything prepared and have agreed on communications before the arrival of the towing vessel

–

describe how to approach a disabled vessel and pass the first connection by linethrowing apparatus or other methods

–

state that the tow normally passes a messenger followed by a wire messenger to the towing to haul across the towing wire

–

describe how to pay out the towing wire under control

–

describe methods of securing the towing wire at the towing vessel

–

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

–

describe the preparations made by the disabled vessel

–

state that the towing wire should be protected from chafing at fairleads

–

state that wires and cables should be inspected frequently and the nip freshened if any sign of wear or chafe is found

–

describe how to take the weight of the tow

–

explain how the towing speed should be decided

–

describe how to disconnect the tow on arrival at the destination

Identify vessel handling requirements for man overboard procedure (2 hours) –

distinguish between ‘immediate action’, ‘delayed action’ and ‘person missing’ situations

–

describe the single turn, Williamson turn and Scharnow turn manoeuvres

–

explain the situations in which each turn is appropriate

–

explain that the standard manoeuvres are not guaranteed to return a ship into its wake because of the effects of particular ship characteristics and environmental conditions on the ship and the person in the water

–

list the sequence of actions to take when a person is seen to fall overboard

–

list the actions to take when a man-overboard report is received on the bridge

Licensed to BSMA for 1 copy. © IMO

IMO Reference

FUNCTION 1: NAVIGATION

COMPETENCE 1.6 Fishing vessel manoeuvring and handling Required performance: 1.9

IMO Reference

Identify, where applicable, practical measures to be taken when navigating in ice or conditions of ice accretion (5 hours)

See also competence 1.5 Meteorology and oceanography –

state that all the available possible information about ice located on or in the vicinity of the intended track should be obtained

–

state that, when ice is reported on or near the course, all the vessels must navigate with full cautions to avoid the dangers

–

explain that radar may not detect small icebergs and growlers

–

state that navigation marks may be removed without warning in coastal areas threatened by ice

–

state that no attempt should be made to enter a region of thick ice in a vessel not specially strengthened for navigation in ice

–

explain that leads through the ice show well on radar when set to short range

–

state that it is important to follow the ice-breaker’s instructions regarding speed and manoeuvring

–

state that fenders should be ready for use when negotiating sharp turns in leads

–

describe the precautions which should be taken to prevent freezing up of tail-end shafts, deck machinery and services

–

describe how to heave to in an ice field

–

describe the need to keep a look-out, when hove-to at night, for large ice drifting through the pack

–

state that soft ice may block seawater intakes

–

describe the conditions in which ice accumulates on decks and superstructures

–

explain the dangers resulting from heavy accumulation of ice

–

state that a change of course or speed should be make to reduce the shipping of freezing spray

–

state that accumulated ice and snow should be cleared away as quickly as possible

–

describe methods of clearing deck, rigging and superstructure of ice

–

state that all possible information about ice located on or in the vicinity of the intended track should be obtained

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.7 Emergency procedures

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 1.7.1 RESPOND TO EMERGENCY SITUATIONS INVOLVING FISHING VESSEL PERSONNEL 1.7.2 RESPOND TO FISHING VESSEL EMERGENCY SITUATIONS 1.7.3 PROVIDE ASSISTANCE IN EMERGENCY SITUATIONS

Licensed to BSMA for 1 copy. © IMO

Paragraph 12 of appendix to regulation II/2 in STCW-F

FUNCTION 1: NAVIGATION

COMPETENCE 1.7 Emergency procedures Required performance:

IMO Reference

1.7.1 RESPOND TO EMERGENCY SITUATIONS INVOLVING FISHING VESSEL PERSONNEL

R1, R2, R3

Textbooks: T11, T26 Teaching aids: A1

1.1

Follow emergency procedures specified in the vessel’s contingency plans (5 hours) –

draw up a muster list and emergency instructions for a given crew and type of ship

–

assign duties for the operation of remote controls such as:

–

main engine stop

–

ventilation stops

–

lubricating and fuel oil transfer pump stops

–

dump valves

–

CO2 discharge

–

watertight doors

assign duties for the operation of essential services such as: –

emergency generator and switchboard

–

emergency fire and bilge pumps

–

describe the division of the crew into a command team, an emergency team, a backup emergency team and an engine-room emergency team

–

explain the composition of the each emergency team

–

state that crew members not assigned to emergency teams would prepare survival craft, render first aid and generally assist the emergency parties as directed

–

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

–

designate muster positions for the emergency teams

–

state that the engine-room emergency team would take control of engine-room emergencies and keep the command team informed

–

state that good communications between the command team and the emergency teams are essential

–

draw up plans to deal with: –

fire in specific areas, such as galley, accommodation, engine-room or fish hold, space, including co-ordination with shore facilities in port, taking account of the vessel’s fire-control plan

–

rescue of victims of a gassing accident in an enclosed space

–

heavy-weather damage, with particular reference to hatches, ventilators and the security of deck fishing gears

–

rescue of survivors from another vessel or from the sea

–

leakages and spills of oil

–

stranding

–

abandoning ship

–

explain how drills and practices should be organized

–

describe the role of a shipboard safety committee in contingency planning

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.7 Emergency procedures Required performance: 1.2

1.3

IMO Reference

Identify relevant emergency situation duties and responsibilities (3 hours) –

explain the appropriate action to be taken when observing and receiving distress signals

–

state that a distress or urgency signal should be transmitted and survival craft prepared if necessary in stranding situation

–

state that any discharge or probable discharge of oil should be reported to the nearest coast radio station in stranding situation

–

state that, when appropriate, a disabled vessel should report to a coastal State that it is a potential hazard to other vessels or to the environment

–

list the duties of the skipper following a collision

–

state that in calm weather the colliding vessel should generally remain embedded to allow the other ship time to assess the damage or prepare to abandon vessel

–

state that any discharge or probable discharge of oil should be reported to the nearest coast radio station in collision situation

–

state that a distress or urgency signal should be made, as appropriate in a collision situation

–

state that a distress call should be transmitted by all available means until acknowledged in an abandoning vessel situation

Identify appropriate action to be taken following a fire or collision (3 hours) –

state that after impact the engines should be stopped, all watertight doors closed, the general alarm sounded and the crew informed of the situation

–

state that survival craft should be made ready for abandoning vessel or assisting the crew of the other vessel

–

state that damage to own vessel should be determined

–

state that requests for information may be received from coastal States

–

state that, if not in danger, own vessel should stand by to render assistance to the other for as long as necessary

–

describe measures to attempt to limit damage and salve own vessel

–

state that the owners should be informed and all details of the collision and subsequent actions entered in the log-book

–

describe methods of fighting fires (see IMO Model Course 2.03: Advanced Training in Fire Fighting)

–

state that cooling of compartment boundaries where fire has occurred should be continued until ambient temperature is approached

–

explain the dangers of accumulated water from fire fighting and describe how to deal with it

–

state that watch for re-ignition should be maintained until the area is cold

–

describe the precautions to take before entry to a compartment where a fire has been extinguished

–

describe the inspection for damage

–

describe measures which may be taken to plug holes, shore up damaged or stressed structure, blank broken piping, make safe damaged electrical cables and limit ingress of water through a damaged deck or superstructure

–

state that continuous watch should be kept on the damaged area and temporary repairs

–

state that course and speed should be adjusted to minimize stresses and the shipping of water

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

COMPETENCE 1.7 Emergency procedures Required performance: 1.4

IMO Reference

Indicate procedures to be followed in abandoning the fishing vessel (3 hours) –

state that a vessel should only be abandoned when imminent danger of sinking, breaking up, fire or explosion exists or other circumstances make remaining on board impossible

–

list the information to include in the distress message

–

describe other distress signals which may be used to attract attention

–

describe the launching of boats and liferafts when the vessel is listing heavily

–

describe the launching of boats and liferafts in heavy weather conditions

–

describe the use of oil to calm the sea surface and explain why fuel oil is not suitable

1.7.2 RESPOND TO FISHING VESSEL EMERGENCY SITUATIONS

R1, R2, R3

Textbooks: T11, T26 Teaching aids: A1

2.1

2.2

Specify precautions to be taken when beaching a vessel (3 hours) –

describe the circumstances in which a vessel may be beached

–

state that a gently shelving beach of mud, sand or gravel should be chosen if possible

–

state that beaching should be at slow speed

–

state that, when trimmed heavily by the head, beaching stern first may be advantageous

–

compare the relative advantages of beaching broadside-on and at right-angles to the beach

–

state that wind or tide along the shore will quickly swing the vessel broadside-on to the beach

–

describe measures which can be taken to prevent the vessel driving further ashore and to assist with subsequent refloating

–

state that ballast should be added or transferred to counteract a tendency to bump on the bottom

–

state that all tanks and compartments should be sounded and an assessment made of damage to the ship

–

state that soundings should be taken to establish the depth of water round the ship and the nature of the bottom

Identify actions to be taken prior to, and after, grounding (4 hours) –

state that, on stranding, the engines should be stopped, watertight doors closed, the general alarm sounded and, if on a falling tide, the engines should be put full astern to see if the ship will immediately refloat

–

state that engineers should be warned to change to high-level water intakes

–

state that a distress or urgency signal should be transmitted and survival craft prepared if necessary

–

state that all tanks and compartments should be sounded and the ship should be inspected for damage

–

state that any discharge or probable discharge of harmful substances should be reported to the nearest coast radio station

–

state that soundings should be taken to establish the depth of water round the ship and the nature of the bottom

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.7 Emergency procedures Required performance:

2.3

2.4

2.5

IMO Reference

–

describe measures which can be taken to prevent the ship driving further ashore and to assist with subsequent refloating

–

state that ballast should be added or transferred to counteract a tendency to bump on the bottom

–

state that all tanks and compartments should be sounded and assessment made of damage to the ship

–

state that soundings should be taken to establish the depth of water around the ship and the nature of the bottom

–

describe the use of the main engine in attempting to refloat and the danger of building up silt from its use

Specify actions to be taken when the gear becomes fast to the ground or other obstruction (3 hours) –

state that the engines should be stopped immediately after the gear being fouled

–

state the expected dangers if the gear caught by obstruction

–

describe measures which can be taken to safely recover the gear

Follow procedures for floating a grounded vessel, with and without assistance (3 hours) –

state that soundings should be taken to establish the depth of water around the ship and the nature of the bottom

–

describe measures which can be taken to prevent further damage to the ship and to assist with subsequent refloating

–

explain how ballast or other weights may be moved, taken on or discharged to assist refloating

–

describe the use of ground tackle for hauling line

–

describe ways in which tugs may be used to assist in refloating

–

describe the use of the main engine in attempting to refloat and the danger of building up silt from its use

Indicate action to be taken following a collision (3 hours) –

list the procedures of the officer in charge of navigational watch following a collision

–

state that after impact the engines should be stopped, all watertight doors closed, the general alarm sounded and the crew informed of the situation

–

state that in calm weather the colliding ship should generally remain embedded to allow the other ship time to assess the damage or prepare to abandon ship

–

state that survival craft should be made ready for abandoning ship or assisting the crew of the other ship

–

state that damage to own ship should be determined

–

state that a distress or urgency signal should be made, as appropriate

–

state that requests for information may be received from coastal States

–

state that, if not in danger, own ship should stand by to render assistance to the other for as long as necessary

–

describe measures to attempt to limit damage and salve own ship

–

state that any discharge or probable discharge of harmful substances should be reported to the nearest coast radio station

–

state that the owners should be informed and all details of the collision and subsequent actions entered in the log-book

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

COMPETENCE 1.7 Emergency procedures Required performance: 2.6

2.7

Follow procedures for the temporary plugging of leaks (4 hours) –

list the procedures for temporary plugging

–

describe measures which may be taken to plug leaks

Prepare contingency plans for the protection and safety of fishing vessel personnel in emergencies (3 hours) –

list the contents of a muster list and emergency instructions

–

state that duties are assigned for the operation of remote controls such as: –

main engine stop

–

ventilation stops

–

lubricating and fuel oil transfer pump stops

–

dump valves

–

CO2 discharge

–

watertight doors and the operation of essential services such as: –

emergency generator and switchboard

–

emergency fire and bridge pumps

–

describe the division of the crew into a command team, an emergency term, a back-up emergency team and an engine-room emergency team

–

explain the composition of emergency teams

–

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

–

state that the engine-room emergency team would take control of ER emergencies and keep the command team informed

–

state that good communications between the command team and the emergency teams are essential

–

describe the actions to take to deal with:

–

2.8

IMO Reference

–

fire in specific areas such as galley, accommodation, engine-room or cargo space, including co-ordination with shore facilities in port, taking account of the ship’s fire-control plan

–

rescue of victims of a gassing accident in an enclosed space

–

heavy weather damage, with particular reference to hatches, ventilators and the security of deck cargo

–

rescue of survivors from another ship or the sea

–

leakages and spills of dangerous cargo

–

stranding

–

abandoning ship

explain the importance of drills and practices

Identify procedures for limiting damage and salving the vessel following a fire or explosion (5 hours) –

describe methods of fighting fires (see IMO Model Course 2.03, Advanced Training in Fire Fighting)

–

state that cooling of compartment boundaries where fire has occurred should be continued until ambient temperature is approached

–

explain the dangers of accumulated water from fire fighting and describe how to deal with it

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.7 Emergency procedures Required performance:

2.9

2.10

IMO Reference

–

state that watch for re-ignition should be maintained until the area is cold

–

describe the precautions to take before entry to a compartment where a fire has been extinguished

–

describe the inspection for damage

–

state that continuous watch should be kept on the damaged area and temporary repairs

–

state that course and speed should be adjusted to minimize stresses and the shipping of water

Specify abandoning ship procedures (3 hours) –

state that a ship should only be abandoned when imminent danger of sinking, breaking up, fire or explosion exists or other circumstances make remaining on board impossible

–

state that a distress call should be transmitted by all available means until acknowledged

–

list the information to include in the distress message

–

describe other distress signals which may be used to attract attention

–

describe the launching of boats and liferafts when the ship is listing heavily

–

describe the launching of boats and liferafts in heavy weather conditions

–

describe the use of oil to calm the sea surface and explain why fuel oil is not suitable

–

state that the motor boats should be used to tow craft clear of the ship, pick up survivors from the water and marshal survival craft

–

state that survival craft should remain together in the vicinity of the sinking to aid detection and rescue

–

describe the use of rocket line-throwing appliances and breeches buoy

Identify emergency steering arrangements (3 hours) –

describe typical arrangements of auxiliary steering gear

–

describe how the auxiliary steering gear is brought into action

–

describe how to change from bridge control to local control in the steering gear compartment

–

state that, when appropriate, a disabled ship should report to a coastal State that it is a potential hazard to other ships or to the environment

–

list possible courses of action which may be taken by a disabled ship

–

describe methods of securing the rudder in the event of a broken rudder stock

–

explain that, in the event of the loss of the rudder, jury steering may be achieved by providing a drag on either side of the ship

–

describe a jury steering arrangement using materials normally found aboard vessel

–

describe a means of constructing a jury rudder, where practicable

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

COMPETENCE 1.8 English language

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 1.8.1 APPLY ENGLISH LANGUAGE TO FISHING VESSEL OPERATIONS See IMO Model Course No. 3.17 – Maritime English

1.8.2 STANDARD MARINE COMMUNICATION PHRASES

Paragraph 17 of appendix to regulation II/2 in STCW-F

See IMO publication Standard Marine Communication Phrases

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.8 English language Required performance:

IMO Reference

1.8.1 APPLY ENGLISH LANGUAGE TO FISHING VESSEL OPERATIONS Textbooks: T1, T12 Teaching aids: A2, A3, A4, A18

1.1

English language –

interpret charts and other nautical publications

–

understand meteorological information and messages concerning ship’s safety and operation

–

communicate with other ships and coast stations

–

perform the officer’s duties with multilingual crew

1.8.2 STANDARD MARINE COMMUNICATION PHRASES Textbooks: T19 Teaching aids: A4

1.1

Standard Marine Communication Phrases –

interpret and use relevant sections of IMO standard marine communication phrases, as appropriate

Licensed to BSMA for 1 copy. © IMO

R1, R2

FUNCTION 1: NAVIGATION

COMPETENCE 1.9 Communications

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 1.9.1 IDENTIFY GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS) AND RADIOCOMMUNICATIONS REQUIREMENTS 1.9.2 PROVIDE GMDSS AND RADIOCOMMUNICATIONS SERVICES

Paragraph 9 of appendix to regulation II/2 in STCW-F

1.9.3 MAKE VISUAL SIGNALS

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.9 Communications Required performance:

IMO Reference

1.9.1 IDENTIFY GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS) AND RADIOCOMMUNICATIONS REQUIREMENTS

R1, R2

Textbooks: T19 Teaching aids: A1 See IMO Model Course 1.26 for guidance

1.1

Principles and basic factors for GMDSS use

1.2

Navigational and meteorological warning systems and select the appropriate communication services

1.3

The adverse effects of misuse of communication equipment

1.9.2 PROVIDE GMDSS AND RADIOCOMMUNICATIONS SERVICES

R1, R2

Textbooks: T19 Teaching aids: A1 See IMO Model Course 1.26 for guidance

2.1

Operate radiocommunications equipment

2.2

Provide radio service in an emergency

2.3

Apply search and rescue radiocommunications procedures

2.4

Use ship reporting systems

2.5

Apply radio medical services procedures

2.6

Apply measures to protect personnel from radiation hazards

1.9.3 MAKE VISUAL SIGNALS

R1, R2, R4

Textbooks: T1 Teaching aids: A1, A6, A7

3.1

Use the International Code of Signals (10 hours) –

identify Morse symbols for the alphabet and numerals

–

send and receive Morse signals by flashing light at a rate of a least 15 characters per minute

–

list the parts of a signal made by flashing as: –

the call

–

the identity

–

the text

–

the ending

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

COMPETENCE 1.9 Communications Required performance:

IMO Reference

–

demonstrate the procedure for sending a message to an unknown ship in plain language or in code

–

correctly use the ‘erase’ signal when sending or receiving

–

correctly use the ‘repeat’ signal

–

correctly use the repetition signals AA, AB, WA, WB and BN

–

explain the use of the waiting signal AS

–

demonstrate the use of the procedure signals C, N (or NO), RQ and state that they cannot be used with single-letter signals

–

state the meaning and explain the use of YU, YV, YZ

–

state the recommendations on sound signalling

–

list the single-letter signals which may be sounded only in compliance with the requirements of the International Regulations for Preventing Collisions at Sea

–

demonstrate sending and receiving Morse by hand-flags or arms

–

state the distress signal when made by flashing light

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.10 Search and rescue

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of:

Paragraph 19 of appendix to regulation II/2 of STCW-F

1.10.1 IDENTIFY SEARCH AND RESCUE ARRANGEMENTS

R1, R2, R4

Textbooks: T8, T11 Teaching aids: A1

Required performance: See IMO Model Course No. 1.08 for guidance –

identify search and rescue procedures specified by the Ship Search and Rescue Manual (MERSAR) and the International Aeronautical and Maritime Search and Rescue Manual (IAMSAR Manual)

–

apply search and rescue procedures specified by the Ship Search and Rescue Manual (MERSAR) and the International Aeronautical and Maritime Search and Rescue Manual (IAMSAR Manual)

Licensed to BSMA for 1 copy. © IMO

FUNCTION 1: NAVIGATION

COMPETENCE 1.11 Fishing vessel power plants

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 1.11.1 OPERATE AND MAINTAIN FISHING VESSEL POWER PLANTS

Section 3 of chapter 7 of Document for Guidance on Training and Certification of Fishing Vessel Personnel

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 1.11 Fishing vessel power plants Required performance:

IMO Reference

1.1.1 OPERATE AND MAINTAIN FISHING VESSEL POWER PLANTS Textbooks: T20 Teaching aids: A1

1.1

Identify operating principles of marine power plants in fishing vessels (5 hours) –

describe the 2-stroke diesel cycle

–

describe the 4-stroke diesel cycle

–

describe the methods of scavenging in 2-stroke engines

–

explain the cause of scavenge fires and how they are dealt with

–

describe methods of supercharging

–

describe the fuel oil system from bunker tank to injection

–

describe the lubrication system

–

describe engine cooling-water systems

–

describe the arrangement of clutch and gears

–

describe how a diesel engine is prepared for stand-by

–

describe the method of starting and reversing a diesel engine

–

sketch and describe an oil-lubricated stern-tube

–

describe how the propeller is secured to the tailshaft

–

define pitch, slip and efficiency of a propeller

–

describe the arrangement and operation of a controllable-pitch propeller (CPP)

–

state the general precautions to take with a CPP

–

state that changing control positions and the use of emergency hand control of pitch and engine revolutions should be exercised

Licensed to BSMA for 1 copy. © IMO

R1, R2

Function 2: Catch Handling and Stowage Index Part A2: Course Framework

Objective Teaching aids Video cassette References Textbooks Part B2: Course Outline and Guidance Notes

Timetable Lectures Course outline Guidance notes Part C2: Detailed Teaching Syllabus

104

Introduction Explanation of information contained in the syllabus tables Catch handling and stowage

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Function 2: Catch Handling and Stowage Part A2: Course Framework ■

Objective

This syllabus meets standards of the requirements of the STCW-F Convention, 1995 and the guidance in chapter 7, section 2 and 3 of the FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel. This functional element provides the detailed knowledge to support the training outcomes related to catch handling and stowage. This section provides the background knowledge to support the tasks, duties and responsibilities in: ●

stowing and securing catch and fishing gear on board

●

loading and discharging procedures.

■

Teaching Aids (A)

Instructor Guidance (Part B2 of this course)

■

IMO references (R)

R2 R3 R4 R5 R6

■

Textbooks (T)

Derret, D.R. Ship Stability for Masters and Mates, 4th ed. Butterworth-Heinemann, 1999 (ISBN 750641010) J.J. Connell, Control of Fish Quality, 2nd ed. (Farnham, Surrey, England, Fishing News Books Ltd, 1975; reprinted 1995) (ISBN 08523822X) A.M. Pearson and T.R. Duston, HACCP IN MEAT, POULTRY AND FISH PROCESSING (London, Chapman & Hall, 1999) (ISBN 834213273) J.H. Merritt, Refrigeration on Fishing Vessels (London, Fishing News Books Ltd, 1978) (ISBN 085238095x) Immer, J.R. Cargo handling, Marine Education Textbooks, 1984 (ISBN 1-877977-806-8)

T2 T3 T4 T5 88

Licensed to BSMA for 1 copy. © IMO

FUNCTION 2: CATCH HANDLING AND STOWAGE

Textbooks may be available from the following: Blackwell Publishing Ltd. 9600 Garsington Road Oxford OX4 2DQ UK, Tel. +44 1865 776868, Fax +44 1865 714591 Fishing News Books Ltd. Osney Mead, Oxford OX2 OEL, UK Warsash Nautical Bookshop, 6 Dibles Road, Warsash, Southampton S031 9HZ, UK. Tel: 44 1489 572 384 Fax: 44 1489 885756 E-mail: [emailprotected] URL: www.nauticalbooks.co.uk

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Function 2: Catch Handling and Stowage Part B2: Course Outline and Guidance Notes ■

Timetable

No formal example of a timetable is included in this model course. Development of a detailed timetable depends on the level of skills of the officers entering the course and the amount of revision work of basic principles that may be required. Lecturers must develop their own timetable depending on: ●

the level of skills of trainees

●

the numbers to be trained

●

the number of instructors

and normal practices at the training establishment. Preparation and planning constitute an important factor which makes a major contribution to the effective presentation of any course of instruction. ■

Lectures

As far as possible, lectures should be presented within a familiar context and should make use of practical examples, They should be well illustrated with diagrams, photographs and charts where appropriate, and be related to matter learned during seagoing time. An effective manner of presentation is to develop a technique of giving information and then reinforcing it. For example, first tell the trainees briefly what you are going to present to them; then cover the topic in detail; and, finally, summarize what you have told them. The use of an overhead projector and the distribution of copies of the transparencies as trainees handouts contribute to the learning process. ■

Course Outline

Licensed to BSMA for 1 copy. © IMO

FUNCTION 2: CATCH HANDLING AND STOWAGE

Course outline Total hours For each topic

Functional skill components

Total hours for each subject area of required performance

COMPETENCE:

2.1

Catch handling and stowage

2.1.1 IDENTIFY THE EFFECT UPON THE SAFETY OF THE VESSEL OF CATCH HANDLING AND STOWAGE 2.1.2 STOWAGE AND SECURING CATCH AND FISHING GEAR ON BOARD VESSELS 2.1.3 FOLLOW LOADING AND DISCHARGING PROCEDURES

10 30 10

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

2.1 Catch Handling and Stowage

50 hours

2.1.1 IDENTIFY THE EFFECT UPON THE SAFETY OF THE VESSEL OF CATCH HANDLING AND STOWAGE

10 hours

There are some dangers in mishandling a catch when it is being landed on deck and remaining there and the changes in the fishing vessel’s stability which may arise during stowage. The effect of changes in centre of gravity and free surface effect should be understood by all handling the catch (this should be particularly stressed where fishing methods may result in very large catches at any time). It is necessary also to avoid blocking freeing ports with the catch. 2.1.2 STOWAGE AND SECURING CATCH AND FISHING GEAR ON BOARD VESSELS 2.1

30 hours

Hygienic operating practices

Clean conditions should prevail so that the numbers of spoilage bacteria and undesirable material introduced into the fishroom are held to a reasonably low level. The fishroom must be kept in a reasonable state of cleanliness in order to keep spoilage bacteria and odours in check. It should be cleaned thoroughly once a week or, if the period must be longer due to the length of voyage, after the fish has been discharged at the end of the voyage. Unused ice should be discarded because it will carry a high bacteria load, unless it has been held at low temperature. The fishroom itself should be washed thoroughly, hosing down with clean water and using a stiff brush where necessary to remove fish slime, dirt, etc… The water pressure should be 150KN/m2 gauge or more. It is preferable to use a detergent but care must be exercised in its choice to avoid tainting of the fish. It can be put into the water or applied directly. As a last step, the room should be hosed carefully with water so that no foreign material or detergent remain. According to another proposal, the fishroom would be made up of one or more removable compartments which could be lifted out and emptied by tipping.

Licensed to BSMA for 1 copy. © IMO

FUNCTION 2: CATCH HANDLING AND STOWAGE

2.2

Preparation of the catch for stowage

The major features required of a system for handling fish prior to freezing are low temperature and punctual handling. ●

● ●

As in wet fishing, there should be no contamination or rough handling of the fish from the time it arrives on board. The fish should be frozen soon after catching, consistent with adequate bleeding. The fish should be held in chilled conditions, below 5°C, from catching to freezing in order to retard spoilage, avoid the ill-effects of rigor mortis and make the bleeding operation more effective.

Bleeding Thorough bleeding of the fish is often essential. This is done in some fisheries by cutting the throat of the fish soon after catching, before gutting. Heading or gutting in the recommended manner with adequate chilling is also effective if carried out early enough. Chill conditions, below 5°C, should prevail before and after the cutting operation for best results, if blood discolorations are to be avoided, in order to prevent clotting of the blood. The time required for adequate bleeding varies considerably depending on the condition of the fish and on temperature. In most cases, one hour in ice or in chilled water is sufficient. With proper handling and stowage, blood discolorations will be at a minimum because stowage in ice provides good conditions for bleeding. Thus, after gutting (which severs important blood vessels) a delay of 30–60 minutes preferably at chill temperatures is necessary to allow blood to flow out of the flesh. The required delay and rapid chilling are efficiently provided by pre-freezing immersion in refrigerated seawater. Heading Heading, removal of the head, is sometimes practised in order to increase the stowage rate of edible material. Also some types of gutting machines include heading as an initial step before gutting. It should be carried out by cutting, at least through to the bone, not by tearing off the head. Heading may result in a loss of yield on later processing but if it is done accurately and cleanly, any loss will be slight. Where the fish is to be filleted for example, there may be losses of material on heading and on filleting, because the exposed end of the fillet may be discoloured and have to be trimmed off. Gutting Generally speaking, spoilage and discoloration during storage will be greatly decreased by gutting and the avoidance of increased temperature followed by storage in melting ice will effectively bleed the fish, leaving the flesh free of blood discolorations. In order to prevent needless contamination, gutting should remove all the gut and liver. Guts and unwanted fish should not be mixed with fish destined for stowage. Excessive and ragged cuts should be avoided but the belly cavity should be opened sufficiently to make 93

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

washing after gutting effective. The cutting of both napes of round fish such as cod helps to achieve this. It has been standard practice to gut the fish with the aid of only a knife. Much of the effort expended by the fisherman, who is more often than not exposed to the elements, is in stooping to pick up the fish and then throwing it into the washer or washing it manually after gutting. The gutting bench and the gutting machine lend themselves to conveyor systems which also can reduce handling and damage to the fish through rough handling. Guts should be carefully thrown into separate baskets – if they lay in contact with other fish those fish will deteriorate more rapidly. Washing The fish usually are washed before stowage although it is not always necessary. Removal of the causative agents where this is possible has a large beneficial effect on the rate of deterioration. Clearly intrinsic enzymes cannot be removed without destroying the commodity. In order to be practically effective the numbers of micro-organisms have to be reduced to a small percentage of those originally present but this can be achieved in many cases by washing with cold water the surface of the fish free of slime, debris, gut fragments and faeces. When the catch is visibly dirty, it is advisable to wash the fish by hosing them with water. It is normal practice to wash the fish in seawater after gutting in order to substantially eliminate loose dirt, blood, intestinal material, etc. from the outer surfaces and belly cavity of the gutted fish. There are various methods of washing. When the fish are washed by hand in batches with the aid of a hose it is as well to avoid a long delay between batches in order to stow them as soon as possible after gutting and promote more effective washing in small batches. Sometimes the fish are placed in open-mesh baskets and lowered into a tank of agitated water. In another method the fish are tossed into a tank of swirling water, supplied through jets, immediately after gutting. Assisted by the motion of the vessel they then pass over a weir at one end of the tank and down a chute into the fishroom. Quick stowage Bearing in mind the dependence of spoilage rate on temperature, it is imperative to chill the catch as soon as possible after it is landed on deck. In some cases, for example with hake, in a warm climate a delay of two hours may be excessive. Even in arctic waters the fishing deck can be warm, particularly in direct sunshine 2.3

Stowage of the catch

Bulking In bulking, the fish and ice are mixed to achieve intimate contact which will secure the maximum storage life in ice. It usually is carried out in a hold divided into pounds fitted with removable shelves of wood or metal. Bulking to a depth greater than 40 cm is not recommended for 94

Licensed to BSMA for 1 copy. © IMO

FUNCTION 2: CATCH HANDLING AND STOWAGE

cod because it can lead to damage and severe weight loss due to pressure. With some other species the limits are lower. Weight losses in excess of 10% over a period of 14 days have been recorded in cod and haddock stowed at a depth of 1 metre. Care must be exercised, therefore, to insure that the shelves are not overfilled and that each is resting on its supports, not on the bulk of fish and ice immediately below. As in any method of icing, the fish should be protected by ice against the ingress of heat. Shrimp will have a relatively high weight loss, perhaps more than 20% over a period of 14 days, even with good icing. With the method of bulking, there are difficulties in the unloading of the catch. A large amount of labour is required and there appears to be limited scope for mechanization. The most common procedure is to separate the ice and fish on board, load the fish into baskets or boxes and then transfer them to shore with the aid of a winch. The ice is discharged overboard. Alternatively, the ice and fish can be separated on shore. Often the fish are damaged by hooks and shovels and lie on the market for several hours without any ice. The method of bulking, however, makes it difficult to avoid mixing of the catch at the time of discharge. Bulk stowage without ice is sometimes practised where icing is difficult or impossible, for example with pelagic fish caught in large numbers. The storage life is dependent on temperature, species and other factors but in any case is relatively short. Shelfing Shelfing means the stowing of fish in single layers, gut cavity down, on a bed of ice. Sometimes a little ice is spread on top. It is designed to ensure bleeding through the cut surfaces of the fish and retard spoilage by chilling, bearing in mind that the gut cavity can be a source of trouble. The skin of cod stored in this way has a glossier, more attractive appearance than the skin of bulked fish. There is an absence of indentations caused by ice which may be present in bulked fish. SheIfing is a more labourious method of stowage and consumes about double the space required for bulking. It also produces inferior quality because icing is incomplete, giving higher fish temperature and more influence from fishroom conditions. With the usual fishroom temperature in arctic fishing, between 1 and 2°C, significant differences in quality between bulked and shelfed fish can be expected after 3 to 7 days storage. Boxing at sea Although bulk stowage in ice can be just as good from the point of view of quality landed, boxing in ice at sea has several advantages over bulking. Discharge is made easier and lends itself to mechanization. Boxing can eliminate handling of the fish on shore and consequently improve quality at the point of consumption. Whereas there is often a lot of mixing of the catch on discharge with the other methods, particularly with bulked fish, boxing simplifies the problem of segregation of first caught from last caught, small from large and one species from another. A disadvantage in some cases is that the space occupied in the fishroom is greater than for bulking, usually not more than one-and-a-half times. Each layer of fish should be covered with ice before the next layer is placed in the box and then ice should be placed on top. The box should not be overfilled as this will make stacking difficult and put pressure on the fish, possibly leading to a loss of weight during storage. In addition to the ice used in the boxes, ice should be placed outside the boxes to absorb heat gains as described above. The boxes should not rest directly on the ice at the bottom of the

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

fishroom but on battens or similar supports, clear of the ice. The fishroom drainage system must function as with the other methods of stowage. A common fault is to use insufficient ice because the box is not large enough. Chilled seawater Chilled seawater has also been found to be of great practical advantage in improving and equalizing the quality of fish frozen at sea. On larger freezer trawlers rather long delays can sometimes occur between catching and freezing. If left at ambient temperatures fish subjected to these delays can suffer untoward spoilage, softening and break-up of the flesh, particularly during operations in warm climates. Chilling with ice to cover this eventuality is usually impracticable because of the amount of handling involved, refrigerated seawater provides an ideal solution. Another important advantage is that fish inadequately bled and then frozen yield pinkish or brownish discoloured flesh that is marked down in quality for some purposes. Special conditions for shrimp, other crustaceans Freezing at sea has been employed in fisheries for shrimp, lobster and crab. By and large the principles involved for crustaceans and molluscs are the same as those for other fish. Air blast, plate and immersion freezers have been used for boiled and unboiled material, depending on the product and the application. Heads and some other parts of the fish may be discarded in order to increase stowage rate. The freezing of only the meat can result in large reductions in weight and volume. With some shrimp, for example, the reduction in weight will be in the ratio 1 to 3 and in volume 1 to 6. Sometimes live crab and lobster are held by placing them on a layer of ice with adequate ventilation and wetting. Stowage fish The filled boxes usually are stowed in horizontal layers or in steps vertically so that there is no danger of instability as the storage increases in height in the fishroom. 2.4

Quality assurance (HACCP)

Potential hazards Identifying potential hazards for retail deli, meat, poultry and seafood products, and devising means to control them, is the basis for developing a HACCP plan. All predictable biological, chemical and physical hazards that can affect the safety of a food must be identified. Potential food safety problems with retail deli, meat, poultry and seafood products include possible hazards associated with the raw materials received, potentially hazardous handling, preparation, storage and display practices in the retail store, and potential mishandling by the consumer.

Licensed to BSMA for 1 copy. © IMO

FUNCTION 2: CATCH HANDLING AND STOWAGE

Hazard controls Identifying critical control points, setting critical limits and determining appropriate corrective actions requires a thorough knowledge of proper retail food handling, preparation, storage and display practices. Critical control points and critical limits must prevent, eliminate or control all identified hazards. Hazard Analysis and Critical Control Points (HACCP) is a systematic preventative approach to food safety that addressees physical, chemical and biological hazards as a means of prevention rather than finished product inspection. HACCP is based around seven established principles: 1.

Conduct a hazard analysis.

Identify critical control points.

Establish critical limits for each critical control point.

Establish critical control point monitoring requirements.

Establish corrective actions.

Establish record keeping procedures.

Establish procedures for verifying the HACCP system is working as intended.

Food sources Fish may not be received for sale or service unless they are commercially and legally caught or harvested, or caught recreationally, and approved for sale or service by the regulatory authority, and if the fish are scombrotoxin-prone or are reef fish subject to ciguatera toxin, their source, preparation and distribution are controlled under conditions of a variance granted by the regulatory authority based on a HACCP plan. Molluscan shellfish that are recreationally caught may not be received for sale or service. 2.5

Factors leading to and avoidance of fish spoilage

Parts of fish where spoilage may arise in the early stage In raw fish, deterioration takes two forms: microbiological and non-microbiological. Microorganisms are present on the external surfaces (including slime) and in the gut of fish but during life are kept from invading the sterile flesh by the animal’s normal defenses. The normal population, or flora, on fish consists of several groups, or genera, of microorganisms. On death, the microorganisms or the enzymes they secrete are free to invade or diffuse into the flesh where they react with the complex mixture of natural substances present. The numbers of microorganisms in the flesh grow slowly initially but then increasingly rapidly. Non-microbial deteriorations are of two kinds: enzymatic and non-enzymatic. A closely related contemporaneous sequence of changes occurs in the odour of the external surfaces and gills or organs (where these are present).

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Prevention of spoilage Fish begin to spoil immediately after death. Efficient methods of preservation on board fishing vessels are necessary in order to land fish of good quality and permit long voyages. Since the rate of spoilage is largely dependent on temperature, increased by increase in temperate, refrigeration of the catch is common practice. Preservation methods fall into two categories, chilling and freezing. The main components of the fish to be refrigerated are water, fat and solids, of which a large amount is protein. Importance of cooling The chilling of fish to a temperature of about 0°C, just above the freezing point of the fish, does not stop spoilage but retards it. Essentially there are three aspects of spoilage in chilled fish; enzymic, bacterial and oxidative changes. Enzymes are substances present in the flesh and stomach of the fish. They cause chemical changes which during life, but not after death, are counterbalanced with the help of the digestive and blood systems. Bacterial action, aided by the changes caused by enzymes, is by far the main cause of spoilage in chilled fish. Bacteria in large numbers are confined to the surface slime, gills and intestine of the live fish. The spoilage processes which limit the length of chilled storage are virtually stopped by quick freezing and cold storage at –30°C or below. Whereas pure water freezes at 0°C, the water in the fish does not begin to freeze until it reaches –1°C or below because of the other substances present. As the temperature is reduced, more and more water is frozen. It is worth noting that, although bacterial action is progressively reduced by temperatures below 0°C and practically ceases at –5°C, the salts and other chemicals including enzymes increase in concentration in the unfrozen water as more and more of the water in the flesh becomes frozen. By this means their activity can be relatively high just below the point where freezing begins, in the region of –1 to –5°C, causing rapid changes in the protein. Odour and flavour If we confine ourselves strictly to responses in the mouth, the sense of taste is limited to a few basic notes of saltiness, sweetness and so forth. In everyday use, however, flavour is usually meant to include much of what is experienced on smelling through the nose. Thus, as far as the products under consideration are concerned odour and flavour can be taken together. These senses are powerful tools in assessing quality. A well known scale (somewhat abbreviated) showing stages by which the odour changes in spoiling white fish is the following; the description at the top relates to absolutely fresh fish, the others to decrease in freshness to absolutely putrid at the bottom:

Licensed to BSMA for 1 copy. © IMO

FUNCTION 2: CATCH HANDLING AND STOWAGE

●

Fresh seaweedy

●

Loss of fresh seaweediness, shelIfish

●

No odours, neutral

●

Slight musty, mousey, milky, caprylic

●

Bready, malty, beery, yeasty

●

Lactic acid, sour milk, oily

●

Acetic or butyric acid, grassy, slightly sweet, fruity

●

Stale cabbage, turnipy, wet matches, phosphene-like

●

Amine,’byre-like’(ortho-toluidine)

●

Hydrogen sulphide, strongly ammoniacal

●

Indole, faecal, nauseating, putrid

An example of a freshness grading scheme for whole, chilled cod, haddock, whiting (Merlangius merangus) and redfish (Sebastes) based partly on the freshness odour scale already given is as follows: Grade

Extra

C (unfit)

Skin

bright, shining, iridescent (not red fish) or opalescent, no bleaching

waxy, slight loss of bloom, very slight bleaching

dull, some bleaching

dull, gritty, marked bleaching and shrinkage

Outer

transparent or water white

milky

yellowish-grey some clotting

yellow-brown, very clotted and thick

Eyes

convex black pupil, translucent cornea

plane, slightly, opaque pupil, slightly opalescent cornea

slightly concave, grey pupil, opaque cornea

completely sunken, grey pupil, opaque discoloured

Gills

bright red mucus, transluscent

pink, mucus slightly opaque

grey, bleached mucus opaque and thick

brown, bleached, mucus yellowish grey and clotted

Peritoneum

glossy, brilliant difficult slightly dull, difficult to to tear from flesh tear from flesh

gritty, fairly easy to tear from flesh

gritty, easily torn from flesh

Gill and internal odours

fresh, strong seaweedy, shellfishy

definite musty mousy etc, bready, malty etc

acetic, fruity amines, sulphide, faecal

Slime

no odour, neutral odour, trace of musty, mousy, etc

Thermal properties Whatever the refrigeration system, its function is to reduce the fish temperature as necessary, usually quickly, and then maintain the required temperature against the ingress of heat. In order to reduce the temperature, heat must be extracted. Correct use of ice The water used for ice manufacture must be fit to drink. Even though ice is made from clean, potable water, however, appreciable numbers of bacteria can build up in the ice depending on the temperature and length of storage. Thus old ice in a wet fishroom will be heavily 99

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

contaminated with spoilage bacteria. Spoilage of the fish will be more rapid in old or dirty ice, so every trip should be started with fresh ice. There are three common forms of ice according to the method of manufacture: crushed ice, flake ice, tube ice. Crushed ice is made from blocks and slabs. Block ice can be crushed to any desired degree of fineness but commonly it consists of irregular lumps 6 mm to 50 mm in thickness. A disadvantage is that the larger pieces sometimes make indentations in the flesh of the fish. Flake ice is made by freezing water in thin layers on a smooth refrigerated surface. The ice is removed by mechanical action, for example by a scraper on a cylindrical surface, or by a hot defrost. Typically the flakes are 3 mm thick with a slightly curved area of 6 cm2. It might be expected that flake ice would give relatively quick cooling because of better contact with the fish but it is doubtful whether there are any significant differences in the cooling rates with various forms of ice. Tube or cylindrical ice is formed inside a refrigerated tube, removed with the aid of a hot defrost and cut into lengths. Typical dimensions of the pieces are 40 mm in diameter with a hole 10 mm in diameter and 40 mm in length. The depth of fish and ice should be limited in order to avoid crushing and weight loss in fish due to the weight of the bulk. Also, with limited depth and adequate drainage, exposure of the lower fish to excessive amounts of contaminated meltwater from above is avoided. With most species the depth should not exceed 40 cm but for some fish, for example herring, the limit should be less if damage due to pressure is to be avoided. Assessment of ice requirement The amount of heat removed from 1 kg of fish on cooling from 20°C is about 80 kJ. Ice absorbs 333 kJ/kg on melting, so 0.25 kg of ice will be required for only the cooling of the fish. With proper mixing of fish and ice this melting will occur in a few hours, even with fish weighing substantially more than 0.5 kg of ice per kg of fish, not including ice required to cope directly with heat gains from outside. The correct amount of ice to be used also will depend to some extent on the duration of the voyage and the rate of melting. For storage periods of up to 14 days under arctic conditions, white fish should be stowed with a fish to ice ratio of not more than three to one by weight, not including ice used to cope with heat gains from outside. Thus the overall ratio normally is two to one. Under tropical conditions the ratio is reduced to as low as one to one for the longer periods of storage, double the arctic figure. Greater amounts of ice are required in warmer waters in order to cope with the large initial cooling load imposed by the warm fish as well as increased cooling load imposed by the warm ambient conditions. Other cooling methods Freezing and cold storage: There are a number of methods employed. Freezing by immersion in brine or in a brine spray may be followed by cold storage under dry conditions. Super chilling: Super chilling or partial freezing of the fish, has been the method which can be employed with RSW to which salt has been added in order to reduce the freezing point. The amount of salt required will depend on the desired temperature but the maximum total salt content of the water need not exceed 8%, corresponding to a freezing point of about –4.5°C. The applied temperature should be in the range –1 to –3°C. The method may be useful for some fish such as salmon destined for canning. 100

Licensed to BSMA for 1 copy. © IMO

FUNCTION 2: CATCH HANDLING AND STOWAGE

Refrigerated seawater: Immersion of the fish in refrigerated sea water, RSW, has been used as an alternative to ice for the chilled storage of salmon, halibut, tuna, herring and shellfish. Generally, those species with higher fat content are more suitable for storage in RSW. The recommended storage temperature for chilling is –1°C, just above the freezing point of the fish. Seawater has a salt content of about 32 % and a freezing point of –2°C, but there may be some dilution near the mouths of rivers. The most important advantage of RSW over icing is the ease of handling and stowage on board, saving a great deal of labour. Indeed, in some fisheries where the fish are captured in large numbers over a short period, it has not been possible to ice the catch properly. Problems of cooling methods and cold storage The main changes that occur during cold storage are protein denaturation, oxidation and dehydration. Freezing itself causes some protein changes (denaturation). A notable exception to the rule that a storage temperature of –30°C is low enough is the tuna, which is stored at temperatures below –35°C in some markets in order to prevent rapid changes in the colour of the flesh during storage. The protein changes in cold storage, if excessive, cause the flesh of the thawed fish to be spongy, tasteless and dull in appearance. Juice or drip tends to run out and can be squeezed out easily. Badly denatured fish does not make a good smoke cure, largely because the surface lacks the gloss typical of good quality smoked fish. Drip in white fish fillets can be reduced by dipping the fillets in brine or other solutions before freezing but dipping at the time of thawing is also effective and usually preferred. The main concern on board the vessel will be to quick-freeze and store the fish at –30°C or below so that the changes will be at a minimum. Some dehydration of the fish can take place in cold storage. There also can be some loss of moisture on quick freezing but normally it has a negligible effect on quality. Excessive drying encountered in cold storage alters the appearance of the fish, making it dry and white, an effect known as ‘freezer burn’. It is often accompanied by high rates of protein denaturation and oxidation during storage and may have to be renewed after a time. Often the fish are not glazed at sea but are glazed after discharge for cold storage on land, especially when the period of cold storage on board is short and the storage conditions are good. Fresh water should be used for glazing. It is worth emphasizing that freezing and cold storage inevitably will cause some deterioration; the product will not be improved under any circumstances. Carried out properly, however, the method provides almost perfect preservation. Other methods of preservation of catch on board Of the methods which do not employ refrigeration, canning, salting, drying and irradiation are the most significant. Salting has been carried out on board fishing vessels on a large scale but drying has not. Excessive salt penetration of fish held in refrigerated seawater can only be avoided through experience. As a guide, fish the size of herring or mackerel become unacceptably salty after 5-6 days in seawater at 0°C. The period of storage or salt content of the medium should be reduced. 101

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

2.1.3 FOLLOW LOADING AND DISCHARGING PROCEDURES

10 hours

Loading and discharging equipment Conveyor systems, some of which automatically separate fish and ice on landing, offer some improvement and are coming into use. Pumps also have been used but in some applications there has been physical damage to the catch. There are systems where the fish are mixed with a substantial amount of water and pumped out by a centrifugal pump. Another pumping system employs a vacuum with only a little water to ease the movement of fish. Pumping systems are widely used, without appreciable damage to the fish, for pelagic fish to canneries and are used for fish such as menhaden and herring, un-iced and destined for fish meal manufacture. There has been limited success with the larger fish. In some cases the vessel is equipped with a pump for pumping the fish out of the sea into the holding tanks and this has been used for unloading. The method of pumping has an advantage in that the RSW storage can be extended to the fish on shore, in the same water and without any significant increase in temperature. Brailing is a widely employed method of unloading the fish out of the tanks on landing. For the purpose of quality control, it is essential to have a good stowage plan in order to distinguish between fish held for various periods of storage before landing and fish of various species and sizes. Species which can discolour other fish and those which produce a considerable amount of ammonia during spoilage, such as skate and dogfish, should be segregated from the rest of the catch. Ideally then, each fish should be surrounded by ice. This ensures that the mass of fish and ice is ventilated. It is fairly common for unwanted odours and colours to transfer from one species to another. The ammonia generated in the spoilage of elasmobranchs may contaminate bony fish if they are stowed with them. The pigments in the coloured spots on the upper surface of plaice can be transferred to the white underside of adjacent fish. In both cases the correction of the defects is to stow them well separated from one another. Sorting One haul should not be dumped on top of another because it will lead to mixing and can mean an unduly long delay before stowage for some fish. In a heap of fish, the spoilage rate can be accelerated because of the exclusion of air and spontaneous increase in temperature due to bacterial action. Effects of sun and wind Fish exposed to sun or wind quickly lose their bloom and their appearance may become irreversibly damaged through excessive drying of the surface. Adequate protection is the obvious remedy.

102

Licensed to BSMA for 1 copy. © IMO

FUNCTION 2: CATCH HANDLING AND STOWAGE

The deck, baskets, boots and other items in contact with the catch should be thoroughly washed by hosing before fish are landed on deck. Cleaning normally should be carried out immediately after each haul of fish has been dealt with.

103

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Function 2: Catch Handling and Stowage Part C2: Detailed Teaching Syllabus ■

Introduction

Teaching aids (indicated by A)

●

IMO references (indicated by R) and

●

Textbooks (indicated by T)

will provide valuable information to instructors. ■

Explanation of information contained in the syllabus tables

Navigation

●

Catch Handling and Stowage

●

Controlling the Operation of the Fishing Vessel and Care for Persons on Board

The header of the first column denotes the COMPETENCE concerned. Each function comprises a number of competences. For example, Function 2, Catch handling and stowage, comprises a COMPETENCE. The competence is uniquely and consistently numbered in this model course. The only one is Catch handling and stowage. It is numbered 2.1, that is the one competence in Function 2. The term competence should be understood as the application of knowledge, 104

Licensed to BSMA for 1 copy. © IMO

FUNCTION 2: CATCH HANDLING AND STOWAGE

understanding, proficiency, skills, and experience for an individual to perform a task, duty or responsibility on board in a safe, efficient and timely manner. Shown next is the required TRAINING OUTCOME. The training outcomes are the areas of functional skill components in which the trainee must be able to demonstrate knowledge and understanding. Each COMPETENCE comprises a number of training outcomes. For example, the competence Catch handling and stowage comprises a total of three training outcomes. The first is in IDENTIFY THE EFFECT UPON THE SAFETY OF THE VESSEL OF CATCH HANDING AND STOWAGE. Each training outcome is uniquely and consistently numbered in this model course. That concerned with Identify the Effect Upon the Safety Of The Vessel Of Catch Handing and Stowage is uniquely numbered 2.1.1. Finally, each training outcome embodies a variable number of required performances – as evidence of competence. The instruction, training and foaming should lead to the trainee meeting the specified required performance. For the training outcome “Identify the effect upon the safety of the vessel of catch handing and stowage”, there are three areas of performance. These are: 2.1.1

Identify the effect upon the safety of the vessel of catch handling and stowage

2.2.2

Stowage and securing catch and fishing gear on board vessels

2.2.3

Follow loading and discharging procedures

and so on. Following each numbered area of required performance there is a list of activities that the trainee should complete and which collectively specify the standard of competence that the trainee must meet. These are for the guidance of teachers and instructors in designing lessons, lectures, tests and exercises for use in the teaching process. For example, under the topic 2.1.1 “Identify the effect upon the safety of the vessel of catch handling and stowage”, to meet the required performance, the trainee should be able to: ●

state the general principles for keeping safety in catch handling and stowage

●

describe various working processes in a fish factory and hold

and so on. IMO references (R) are listed in the column to the right hand side – Teaching aids (A), videos (V) and textbooks (T) relevant to the training outcome and required performances are placed immediately following the TRAINING OUTCOME title. It is not intended that lessons are organized to follow the sequence of required performances listed in the tables. The syllabus tables are organized to match with the competence in the FAO/ ILO/IMO Document for Guidance for Training and Certification of Fishing Vessel Personnel chapter 7, section 2 and 3. Lessons and teaching should follow college practices. It is not necessary, for example, for celestial navigation to be studied before tides. It is necessary, however, to ensure that all the relevant elements are covered and that teaching is effective to allow trainees to meet the standard of the required performance and demonstrate their competence.

105

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 2.1 Catch handling and stowage

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 2.1.1 IDENTIFY THE EFFECT UPON THE SAFETY OF THE VESSEL OF CATCH HANDLING AND STOWAGE 2.1.2 STOWAGE AND SECURING CATCH AND FISHING GEAR ON BOARD VESSELS 2.1.3 FOLLOW LOADING AND DISCHARGING PROCEDURES

106

Licensed to BSMA for 1 copy. © IMO

Paragraph 16 of appendix to regulation II/2 of STCW-F

FUNCTION 2: CATCH HANDLING AND STOWAGE

COMPETENCE 2.1 Catch handling and stowage Required performance:

IMO Reference

2.1.1 IDENTIFY THE EFFECT UPON THE SAFETY OF THE VESSEL OF CATCH HANDLING AND STOWAGE (10 hours)

R1, R2, R3

Textbooks: T2, T3, T4, T5, T6, T7, T8, T9 Teaching aids: A1 –

state the general principles for keeping safety in catch handling and stowage

–

describe various working processes in a fish factory and hold

–

identify the characteristics of various methods which are used in fish processing

–

state that ship’s stability can be changed by the process of catch handling and stowage

–

state the importance of drainage system set up in a fish factory

–

state that for the safety of the vessel, fish goods should be stowed in holds by a complete stowage plan

2.1.2 STOWAGE AND SECURING CATCH AND FISHING GEAR ON BOARD VESSELS (30 hours) 2.1

Hygienic operating practices –

state fishermen’s personal hygiene

–

state preparation of the deck to receive the catch, including:

–

2.2

–

importance of using clean seawater for washing

–

washing all decks, boards, stanchions and any equipment which is likely to be in contact with the fish; and

–

the advantages in the use of disinfectant, recommended types and levels of application

state preparation of the fish hold or stowage area to receive the catch after it has been prepared and washed, including: –

ensuring adequate ventilation of fish hold or stowage area

–

washing and cleaning (as for the deck)

–

checking pounds and boards

–

disinfecting as appropriate

–

ensuring that the ice supply is ready to cool the fish as quickly as possible

state cleaning of the deck between hauls or catches, including: –

cleaning all dirt, slime and waste from gutting, etc.; and

–

washing deck with clean seawater

Preparation of the catch for stow –

state the importance of bleeding, gutting and washing prior to early stowage

–

state that the occurrence of blood clots, dark patches or an overall darkening of the flesh is considered defective

–

state that fish should be cooled immediately after capture, bled within about 30 minutes and allowed to bleed freely thereafter

107

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 2.1 Catch handling and stowage Required performance:

2.3

2.4

IMO Reference

–

state that adequate bleeding is accomplished through good gutting practice but it can be aided by cutting the throat or the tail off, especially when the fish are alive or have just died

–

state that on death, the microorganisms which are present on the outer surfaces, gill and in the viscera of fish or the enzymes secrete they are free to invade or diffuse into the flesh of fish where they react with the complex mixture of natural substances present

–

state that washing the surface of the fish with cold water free of slime, debris, gut fragments and faeces makes reducing causative agents of deterioration of fish as microorganisms

–

state that guts should be carefully thrown into separate baskets, if they lie in contact with other fish those fish will deteriorate more rapidly

–

state that if catches are large, the reasons for and against quick stowage

–

state the importance of quick stowage with associated chilling in preference to long periods on deck at high ambient temperature

Stowage of the catch –

state the advantages and disadvantages of various stowage systems including bulk, shelving, boxing, chilled seawater

–

state that in cases where fish are packed in bins or boxes, the bins should be stepped and stowed athwartships in such a manner as to prevent accidental collapse of the bins under any sea condition

–

state that boxes must not be overfilled and ensure boxes placed on top do not squash the contents of those below

–

state the special conditions for the preparation, stowage or freezing of shrimp, other crustacean or cephalapods

–

describe stowage of frozen fish products and avoidance of damage arising from frozen stowage

–

state that species, such as coalfish and common sole, etc., should be stored separately because of colour transference to other fish

–

state that skate, dogfish and coley cause a build-up of ammonia and for this reason should also be kept apart from the rest of the catch

–

state that where temperature of fishroom rises, switch off the lights as soon as possible and ensure only one hatch is open at a time and is closed tightly once the fish-room is vacated

Appreciation of factors affecting seafood quality –

define that a parasite is an organism living on or inside another and depending upon it for some of its vital needs, particularly nutriment

–

state that if parasites are visible on the whole fish they can sometimes be removed; otherwise the catch has to be discarded

–

state that sewage contains two such types of fatal microorganisms, i.e. bacterial and viral

–

state that the bacteria include the large group of Salmonellae, different members of which cause food poisoning, typhoid and paratyphoid, and Shigella which causes dysentery

108

Licensed to BSMA for 1 copy. © IMO

FUNCTION 2: CATCH HANDLING AND STOWAGE

COMPETENCE 2.1 Catch handling and stowage Required performance:

2.5

IMO Reference

–

state that Vibrio parahaemolyticus does not inhabit cold sea areas and is easily destroyed by heat

–

state that the only virus known to be incriminated is that responsible for the severely disabling disease infectious hepatitis

–

state that all the predisposing conditions for risk obtained especially for bivalve molluscs – oysters, mussels, cockles and clams which are often harvested in estuaries or shores exposed to sewage pollution

–

define biotoxins

–

state that the majority of the species involved with toxic fish are caught in tropical or sub-tropical areas

–

state that there are three major types of fish poisoning: ciguatera, puffer (globefish) and paralytic shellfish poisoning

–

identify biotoxic to distinguish from fish that become poisonous or harmful through contamination with chemicals or organisms resulting from man’s pollution

–

state that the flesh of puffer fish is non-toxic or only slightly toxic but the viscera in particular are extremely dangerous and the risk normally arises from contamination of the flesh with viscera

–

state that paralytic shellfish poisoning occurs when certain molluscs and in particular mussels and clams are eaten

–

state that the molluscs become toxic only during periods when high concentrations of certain types of unicellular organism, known as dinoflagelates, occur in the sea

–

state that naturally occurring spoilage bacteria probably act on the plentiful amounts of histidine in these fish, e.g., mackerel, tuna and saury groups, to produce biologically active amines

–

state that when ingested in sufficient quantities, spoiled mackerel, tuna and saury groups give rise to a rarely fatal allergic-type reaction consisting of headache, dizziness, nausea, vomiting and urticarial eruptions

–

state that persistent chemicals, that is those not broken down rapidly by natural processes, are a group of chlorinated hydrocarbons including DDT, DDE, DDD, aldrin, dieldrin, benezene hexachoride (BHC) and polychlorinated biphenyls (PCB’S)

–

state that evidence of mineral oil contamination on catches is apparent in the tainted odour or flavour of the fish

Quality assurance: The Hazard Analysis Critical Control Point (HACCP) system –

state that potential food safety problems with retail deli, meat, poultry and sea food products include possible hazards associated with the raw materials received, potentially hazardous handling, preparation, storage and display practices in the retail store, and potential mishandling by the consumer

–

state that critical control points must prevent, eliminate or control all identified hazards

109

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 2.1 Catch handling and stowage Required performance: 2.6

IMO Reference

Factors leading to and avoidance of fish spoilage –

state the parts of fish where spoilage may arise in the early stages after being caught

–

state recognition of fish spoilage by observation and smell

–

describe prevention of spoilage

–

state importance of cooling in prevention of spoilage

–

explain the correct use of ice

–

describe assessment of ice requirements

–

state other cooling methods, e.g., freezing and cold storage, super chilling, refrigerated seawater

–

describe problems associated with various cooling methods and cold storage

–

describe other methods of preservation of catch on board the fishing vessel e.g., use of salt and chemicals

2.1.3 FOLLOW LOADING AND DISCHARGING PROCEDURES (10 hours) –

state the importance of rapid handling, sorting and rejection of damaged or spoiled fish

–

state that fish exposed to sun or wind quickly lose their bloom and their appearance may become irreversibly damaged through excessive drying of the surface

–

list the loading and discharging equipment used in fishing vessels

–

state that there are two types of fish pump used in fishing vessels

–

state that one haul should not be dumped on top of another because it will lead to mixing and can mean an unduly long delay before stowage for some fish

–

state that in a heap of fish, the spoilage rate can be accelerated because of the exclusion of air and spontaneous increase in temperature due to bacterial action

–

state that the deck, baskets, boots and other items in contact with the catch should be thoroughly washed by hosing before fish are landed on deck

–

state that cleaning normally should be carried out immediately after each haul of fish has been dealt with

110

Licensed to BSMA for 1 copy. © IMO

Function 3: Controlling the Operation of the Fishing Vessel and Care for Persons on Board Index Part A3: Course Framework

112

Objective Teaching aids Video cassette IMO reference Textbooks Part B3: Course Outline and Guidance Notes

116

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

164

Introduction Explanation of information contained in the syllabus tables 3.1 Fishing vessel construction and stability 3.2 Fire prevention and fire fighting 3.3 Medical care 3.4 Prevention of pollution of the marine environment 3.5 Life saving 3.6 Safety and health for fishing vessel personnel 3.7 Human relationships 3.8 FAO Code of Conduct for Responsible Fisheries

111

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Function 3: Controlling the Operation of the Fishing Vessel and Care for Persons on Board Part A3: Course Framework ■

Objective

This syllabus covers the requirements of the STCW-F Convention, 1995 chapter II, regulation 2. This functional element provides the detailed knowledge to support the training outcomes related to Controlling the Operation of the Fishing Vessel and Care for Persons on Board. This section provides the background knowledge to support the tasks, duties and responsibilities in: ●

maintaining fishing vessel stability

●

applying fire prevention and fire-fighting techniques

●

rendering first aid to injured persons

●

applying international maritime legal requirements as embodied in international agreements and conventions

●

preventing pollution of the marine environment

●

applying national and other relevant laws, regulations and agreements

●

applying personal survival techniques

●

operating and maintaining emergency equipment

●

applying safety and health procedures for fishing vessel personnel

●

applying personnel management recommendation

●

conducting on board training and assessments

●

understanding FAO Code of Conduct for Responsible Fisheries

■

Teaching aids (A)

Instructor Guidance (Part B3 of this course)

■

Video cassettes

IMO – Safe, secure and efficient shipping on clean oceans (IMO Code No. VOIOM)

112

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Available from: IMO Publications Section 4 Albert Embankment London SE1 7SR, UK E-mail: [emailprotected] Fax: 44 (0) 20 7587 3241 URL: www.imo.org V2 V4 V5 V6 V7 V8 V9 V10 V11 V12 V13 V14 V15 V16 V17 V18 V20 V21 V22 V23 V24 V25 V26 V27 V29 V31 V32 V33 V34 V35 V36 V37 V38

Shipboard management role (Code No. 553) Personal safety in the accommodation (Code No. 554) Who needs it? Personal protective equipment (Code No. 597) Working at height (Scaffolding system & platforms) (Code No. 795) Unsafe act awareness (Code No. 710) Safe air to breathe (Edition 2) (Code No. 711) Entering into enclosed spaces (Edition 2) (Code No. 682) Part 4 – Accident prevention? The human factor (Code No. 637) Part 5 – Emergency procedures (Code No. 638) Shipboard familiarization (Code No. 593) Holding effective drills (Code No. 706) Manoverboard (Code No. 644) Permit to work (Code No. 621) Management for seafarers series (Code Nos. 607-612) Fire prevention (Code No. 673) Basic fire fighting (Code No. 674) Fire party operations (Code No. 509) Part one: Muster lists, drills and Helicopter operations (Code No. 678) Part two: Enclosed lifeboats, freefall lifeboats and rescue boats (Code No. 679) Part three: Liferafts and open lifeboats (Code No. 680) Survival (Code No. 681) Cold water casualty (Code No. 527) Liferaft operation (Code No. 780) Rescue boat operations (Code No. 796) First Aid Series Parts 1 & 2 (Code No. 744/745) MARPOL Annex VI – Prevention of air pollution from ships (Code No. 930) Waste and Garbage Management (Code No. 627) Shipping casualty emergency response (Code No. 467) The culture gap (Code No. 537) Onboard training by design (Code No. 489) Leadership and management (Code No. 836) Seafarers evaluation and training system, Version 6000 (Code No. 9000) Shipping casualty emergency response (Code No. 467) Available from: Videotel Marine International Ltd 84 Newman Street, London W1 P 3LD, UK Tel: 442072991800 Fax: 442072991818 e-mail: [emailprotected] URL: www.videotel.co.uk

113

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

■

IMO references (R)

International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel, 1995 (STCW-F) (Sales number: IMO-I915E) FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel, 2001 (Sales number: IMO-IA948E) Torremolinos Protocol and Torremolinos International Convention for the Safety of Fishing Vessels, 1993 (Sales number: IMO-I793E) International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS) (IMO Sales No. ID110E) International Convention on Load Lines, 1996 (LL 1966) (IMO Sales No. IB701E) The Code of Conduct for Responsible Fisheries, 1995 Technical Guidelines for Responsible Fisheries, 1996 IMO Assembly resolution A.513(13) – Amendments to the International Convention on Load Lines, 1966 Amendments to the 1974 SOLAS Convention concerning Radiocommunications for the Global Maritime Distress and Safety System PSLS. 2/Circ. 5 IMO Assembly resolution A.603(15) – Symbols related to life-saving appliances and arrangements IMO Assembly resolution A.624(15) – Guidelines on training for the purpose of launching lifeboat and rescue boats from vessels making headway through the water IMO Assembly resolution A.890(21) – Principles of safe manning International Convention for the Prevention of Pollution from Vessels, 1973 (MARPOL) (IMO Sales No. IC520E) IMO Assembly resolution A.494(XII) – Revised interim scheme for tonnage measurement for certain ships IMO Assembly resolution A.541(13) – Interim scheme for tonnage measurement for certain ships for the purposes of the International Convention for the Prevention of Pollution from Vessels, 1973, as modified by the Protocol of 1978 relating thereto IMO Assembly resolution A.647(16) – IMO Guidelines on Management for the Safe Operation of Ships and for Pollution Prevention WHO, International Health Regulations (1969), 3rd annotated ed. (Geneva, World Health Organization, 1983) (IHR) (ISBN 92-4-158007-0) Committee Maritime International, International Conventions on Maritime Law. (Antwerp, CMI Secretariat (Firma henry Voet-Genicot, Borzwstraat 17, B-2000 Antwerp), 1987) United Nations Convention on the Law of the Sea. New York, 1983 (United Nations Publication Sales No.E.83.V.5) IMO Assembly resolution A.441(XI) – Control by the flag State over the owner of a ship IMO Assembly resolution A.443(XI) – Decisions of the shipmaster with regard to maritime safety and marine environment protection IMO Assembly resolution A.671(16) – Safety zones and safety of navigation around offshore installations and structures IMO Assembly resolution A.466(XII) – Procedures for the control of vessels IMO Assembly resolution A.597(15) – Amendments to the procedures for the control of ships IMO Assembly resolution A.648(16) – General principles for ship reporting systems and ship reporting requirements, including guidelines for reporting incidents involving dangerous goods, harmful substances and/or marine pollutants

R2 R3 R4 R5 R6 R7 R8 R9 R10 R11 R12 R13 R14 R15 R16 R17 R18 R19 R20 R21 R22 R23 R24 R25 R26

114

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

■

Textbooks (T)

J. Anthony Hind, Stability and Trim of Fishing Vessels for Skippers & Second Hands, 1989 (London, Fishing News Books Ltd) (ISBN 852381212) J.Fyson, Design of Small Fishing Vessels, 1985, (London, Fishing News Books Ltd) (ISBN 0 85238 133-6) Derreett, D.R. Ship Stability for Masters and Mates, 4th ed. Butterworth-Heinemann, 1989 (ISBN 750641010) J.C. Sainbury, Commercial Fishing Methods, Fishing News Books, Ltd, 1996 (ISBN 852382170) Danton, G. The theory and practices of seamanship, 11th ed. London, Routledge, 1996 (ISBN 0-415-15372-7) Holder, L.A. Training and Assessment on Board. 2nd ed. London, Witherby & Co Ltd, 1997 (ISBN 1 85609 123 6) Code of Safe Working Practices for Merchant Seaman, London. The Stationery Office Publications Centre, 2003 (ISBN 115524878) C. Hill, Maritime Law, 3rd ed. (London, Lloyd’s of London Press Ltd., 1998) (ISBN 185978836x)

T2 T3 T4 T5 T6 T7 T8

115

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Function 3: Controlling the Operation of the Fishing Vessel and Care for Persons on Board Part B3: Course Outline and Guidance Notes ■

Timetable

No formal example of a timetable is included in this model course. Development of a detailed timetable depends on the level of skills of the trainees entering the course and the amount of revision work of basic principles that may be required. Lecturers must develop their own timetable depending on: ●

the level of skills of trainees

●

the numbers to be trained

●

the number of instructors

Lectures

As far as possible, lectures should be presented within a familiar context and should make use of practical examples. They should be well illustrated with diagrams, photographs and charts where appropriate, and be related to matter learned during seagoing time. An effective manner of presentation is to develop a technique of giving information and then reinforcing it. For example, first tell the trainees briefly what you are going to present to them; then cover the topic in detail; and, finally, summarize what you have told them. The use of an overhead projector and the distribution of copies of the transparencies as trainees handouts contribute to the learning process. ■

Course outline

The tables that follow list the competencies and areas of knowledge, understanding and proficiency, together with the estimated total hours required for lectures and practical exercises. Teaching staff should note that timings are suggestions only and should be adapted to suit individual groups of officers depending on their experience, ability, equipment and staff available for training.

116

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Course outline Total hours for each topic

Functional skill components

Total hours for each subject area of required performance

COMPETENCE:

3.1

Fishing vessel construction, stability and damage control

3.1.1 APPLY VESSEL PRINCIPAL STRUCTURAL MEMBER DESCRIPTION AND FUNCTION TO FISHING VESSEL OPERATIONS .1 Identify the principal structural members of a vessel .2 Identify the proper names of the various parts .3 Identify damage control techniques 3.1.2 MAINTAIN VESSEL STABILITY .1 Use stability data, stability and trim tables and per-calculated operating conditions .2 Identify the effects of free surface and ice accretion, where applicable .3 Identify the effects of water on deck .4 Identify the significance of weathertight and watertight integrity .5 Apply theories and factors affecting trim and stability and measures necessary to preserve safe trim and stability

12 10 10 15 5 3 10 7

1 (15)

COMPETENCE:

3.2

Fire prevention and fire fighting See IMO Model Course No. 1.20 for guidance

COMPETENCE:

3.3

Medical care

(42.5)

See IMO Model Course No. 1.15 for guidance COMPETENCE:

3.4

Prevention of pollution of the marine environment

3.4.1 PREVENTION OF POLLUTION OF THE MARINE ENVIRONMENT .1 Identify responsibilities under the International Convention for the Prevention of Pollution from Ships

1 5

COMPETENCE:

3.5

Life saving

(13.25+ 31.5)

See IMO Model Course No. 1.19 & 1.23 for guidance

117

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Total hours for each topic

Functional skill components

Total hours for each subject area of required performance

COMPETENCE:

3.6

Safety and health for fishing vessel personnel

3.6.1 APPLY SAFETY AND HEALTH PROCEDURES FOR FISHING VESSEL PERSONNEL .1 Apply safety and health precautions and procedures for fishing vessel personnel on board .2 Identify safety precautions associated with the operation of fishing gear 3.6.2 KNOWLEDGE OF THE PROVISIONS OF PART “A” OF THE FAO/ILO/IMO CODE OF SAFETY FOR FISHERMEN TO THE OPERATIONAL SAFETY OF FISHING VESSELS .1 Knowledge of fishing vessel on board safety procedures .2 Knowledge of safety in fishing operations techniques and procedures

3 3

2 3

COMPETENCE:

3.7

Human relationships

3.7.1 PERSONNEL MANAGEMENT, ORGANIZATION AND TRAINING ON BOARD VESSEL .1 Identify fishing vessel personnel management requirements .2 Establish training arrangements for safeguarding human relationships on board fishing vessels .3 Apply measures to minimize loneliness and isolation among fishing vessel personnel 3.7.2 .1 .2 .3

CONDUCT ON BOARD TRAINING AND ASSESSMENTS Conduct functional skill training arrangements Make on board functional skill assessments Conduct musters and drills

10 9 5 24

7 2.5 2.5

3.8.1 PRINCIPLES AND GUIDELINES OF THE CODE OF CONDUCT .1 The objectives of the code of conduct

3.8.2 .1 .2 .3 .4 .5

1 1 1 1 1

COMPETENCE:

3.8

FAO Code of Conduct for Responsible Fisheries

RESPONSIBLE HARVESTING PRACTICES The effects of discard and by-catch Define the detrimental effects of lost fishing gear Identify the causes of habitat damage due to fishery operation The purpose of marine reserves The appropriate utilization of fish as food

3.8.3 RESPONSIBLE FISHING GEAR/SELECTIVITY .1 The importance of fishing gear selectivity

118

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Total hours for each topic

Functional skill components

3.8.4 .1 .2 .3

ENERGY OPTIMIZATION The factors the affect size selection Factors that affect species selection The various factors that can optimize energy use in the fishing industry

3.8.5 .1 .2 .3

DUTIES OF ALL STATES, FLAG STATES AND PORT STATES Guidelines for all States Guidelines for flag States Guidelines for port States

Total for function 3: Controlling the Operation of the Fishing Vessel and Care for Persons on Board

Total hours for each subject area of required performance

00.5 0.5 1

1 1 1

14 104 (70.75)

Note: The hours shown are suggested times for coverage of the topics as presented in the detailed syllabuses. Additional time will be needed to deal with national legislation

Teaching staff should note that the hours for lectures and exercises are suggestions only as regards sequence and length of time allocated to each objective. These factors may be adapted by lecturers to suit individual groups of trainees depending on their experience, ability, equipment and staff available for teaching. Note: The optional 70.75 teaching hours in parenthesis is not included in the total hours so that this needs to be considered when designing the course for officer in charge of navigational watch.

119

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Guidance Notes The following notes are intended to highlight the main objectives or training outcomes of each part of the function. The notes also contain some material on topics which are not adequately covered in the quoted references. Officers will also be thoroughly conversant with the certificates required to be on board, their periods of validity and the procedures for their renewal. The officers will also be aware of their legal obligations and responsibilities concerning international provisions for the safety of the vessel, fishermen and for the prevention of pollution from the vessel. They will also be able to follow the correct procedures for all matters concerning the crew; their engagement and discharge, treatment of wages and deductions, discipline and dealing with disciplinary offences, the discharge of sick fishing vessel personnel abroad, repatriation, deceased fishermen and engagement of substitutes. Officers will be capable of organizing and managing the crew for the safe and efficient operation of the vessel and be able to draw up an organization for dealing with emergencies. Officers will also know the requirements for training in the operation and maintenance of safety equipment and be able to implement that training on board. Training concerned with fire prevention and fire fighting is covered in IMO Model Course 2.03. Training concerned with proficiency in medical care on board vessel is covered in IMO Model Course 1.15.

120

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Function 3: Controlling Operation of the Fishing Vessel and Care for Persons on Board COMPETENCE

3.1 Fishing vessel construction, stability and damage control

70 hours

3.1.1 APPLY VESSEL PRINCIPAL STRUCTURAL MEMBER DESCRIPTION AND FUNCTION TO FISHING VESSEL OPERATIONS

30 hours

Stability information This information takes no rigidly standardized form and it may be very full in extent or rather brief. Some of the information, if extensive, may be somewhat beyond the comprehension of the average seagoing officer but this is not necessarily superfluous because the information does provide a basis for expert opinion on the vessel wherever she may be if the skipper requires it. The usual information supplied may be expected to comprise: 1.

A General Arrangement Plan of the ship.

A General Arrangement Plan of the machinery space.

A Rigging Plan (important for fishing vessels, but not always held aboard every ship).

A Capacity Plan showing the capacity and centres of each compartment and containing a deadweight/displacement scale (and freeboard and loadlines for ships other than fishing vessels).

Hydrostatic curves or tables.

Cross curves of stability.

Conditions of loading.

The last three are most frequently put together in what is usually called a “Trim and Stability” booklet. Besides a set of hydrostatic curves and cross curves of stability the booklet will contain various “Conditions of Loading” which, for a fishing vessel should comprise: a.

Absolute Lightship (builders’ condition – ship completely empty but any permanent ballast specified).

Working Lightship (all fishing gear aboard and perhaps crew and effects, but all this will be specified).

Departure from port (as b, plus all fuel, water, stores, ice, etc.).

Arrival at fishing grounds.

Fishing grounds half-trip condition.

Departure from fishing grounds (full catch).

Arrival in port (full catch + 10% fuel and stores). 121

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Figure 1. Curve of recommended minimum freeboard

122

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Somewhere around conditions (e) to (f), it is desirable to give an intermediate worst stability condition with a heavy catch on deck with another load on the derrick. For Arctic waters, an iced-up condition is also desirable.

Figure 2. “Sagitta” conditions Typical example of conditions of loading for a stern trawler Each condition of loading should give a tabular statement of all the deadweight items, a corresponding displacement, VCG, GM both solid and corrected for slack tanks (free surface), the drafts (mean, forward and aft), freeboard and the trim by the stern. It may also give the height of the transverse metacentre KM. Each condition is desirably accompanied by a statical stability curve as well. Sometimes the booklet (especially for large fishing vessels and fish factories) will give other supplementary information, e.g. effect of trim on metacentric height, increase in displacement for trim and approximate changes in draft due to filling tanks or adding specified weights in various holds or cargo compartments. An important table which should always be included is that giving the loss of GM due to free surface in slack tanks. 123

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Metacentric radius The position of the metacentre M depends entirely on the shape and dimensions of the ship’s waterplane and the underwater form of the ship. The formula: BM =

I V

is one of the most important in ship stability. It states that the separation of moment of inertia of the intact waterplane about the centreline divided by the underwater volume of the vessel. From this it follows that so long as the draft remains constant, the height of the metacentre (above any reference point) depends mainly on the beam of the ship or the intact waterplane. Loss of waterplane inertia therefore has a serious effect on a ship’s stability. Shallow draft in relation to beam gives high metacentres and therefore large initial stability. This rapidly disappears at large inclinations where a deck edge goes under and the bilge comes out of the water. For this reason, rafts can be dangerous for the unwary. BM is known as the metacentric radius. It is related to initial stability by the following equations: GM = KM – KG or GM = KB + BM – KG Example 1 A rectangular pontoon 60 ft long with a beam of 20 ft has a displacement of 300 tons with its centre of gravity 8 ft 6 in above the keel. Calculate the initial stability condition in seawater and the final GM after the addition of 50 tons of cargo 2 ft above the bottom of the pontoon. Volume of displacement = 35 x 300/20 x 60 x mean draft mean draft =

80 10500 I 60 x 203 = = 3.85 ft. = 8.75 ft., BM = = 1200 V 12 x 35 x 300 21

For a box form KB equals half the draft, i.e. 4.375 ft. Then, KM = BM + KB = 3.85 + 4.375 = 8.225 ft. GM = KM – KG = 8.225 – 8.5 = –0.275 ft. The pontoon has a negative metacentric height and is unstable.

124

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Add 50 tons cargo: Weight 300 t

VCG 8.5 ft

Moment 2550

50 t

2.0 ft

100

350 t

New KG =

2650 Moment of weight 2650 = = 7.57 ft. Weight 350

New GM = (old) KM – KG = 8.225 – 7.57 = 0.655 ft. The effect of liquids having a free surface

(b) Deep tank centrally divided and filled to different levels.

(a) Deep tank.

Figure 3. Free surface effect of contained liquids The free surface effect depends upon the surface area of the liquid so that a few inches of depth will have the same effect on initial GM as a large volume. Where liquid is taken aboard whereby the displacement increases, then the added weight (considered as a solid) effect on GM must be considered separately. The effect of several slack tanks is cumulative, i.e. the effects are summed in applying the total free surface correction. At fairly large angles of inclination, the free surface effect is diminished for small depths or large depths of liquid, i.e. it depends on the amount of liquid in the tank (see figure 3b). In general, the greatest free surface effect will be mid-way, i.e. tank haIf-full condition. It is also important to bear in mind that as surface inertia is expressed in ft4 units, then dividing the width of the surface area into two equal parts gives an inertia of each part only 8 of the undivided surface or a total for both parts of 4 of the undivided surface. (Taking the general formula I = l(b/2)3 is only 8 of 12

lb3 12

LB3 12

where b is the width of the surface)

125

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

This means that in ballasting a double bottom tank with a watertight central division, the free surface loss of GM is only 4 what it would have been with the tank undivided (see Figure 3b). Example 2 A trawler displacing 500 tons in seawater has a GM of 2 ft. and a draft of 8 ft. Fuel oil having a density of 0.9 is being drawn from a double-bottom tank 30 ft long, 24 ft wide and 3 ft deep. Calculate approximately: a)

The GM when the tank is half-empty.

The GM for the same condition but assuming that the tank has an oiltight centreline division. (Take density of seawater at 1,025 ozs./ft.3) Oil used =

30 x 24 x 1.5 x 900 = 27 tons approx. 2240 x 16

(The loss of weight from the D.B. tank is equivalent to a gain in buoyancy which would cause a bodily rise of the vessel, i.e. a layer of buoyancy at the LWL. The distance of the c.g. of the lost weight from the LWL is therefore the approximate lever of the moment of this lost weight. Similar arguments apply where a D.B. tank is being filled or ballasted.) Distance of c.g. from LWL of the fuel used from D.B. tank: 8 – 2.25 = 5.75 ft. (d) Loss of GM (solid) =

ωxd (∆ = 500 – 27 = 473 tons) ∆ 27 x 5.75 473

= 0.33 ft. nearly Loss of GM due to free surface of oil in tank =

i V

δt δs

30 x 243 0.9 x = 1.83 ft. approx. 12 x 473 x 35 1.025

Final GM = 2 – (0.33 + 1.83) = –0.16 ft. a)

When the tank is half-empty, there is a negative GM of 0.16 ft. which is most unsatisfactory

If the D.B. tank is subdivided centrally the final GM would be: 1.83 ⎫ ⎧ 2 – ⎩ 0.33 + = 1.21 ft. (positive) 4 ⎭

126

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Ice accretion Ice formation on trawlers in Arctic waters is a serious problem and the loss of vessels has attributed this as a primary cause. The quantity of standing rigging has a major influence on both the amount of ice accretion and the height of its centre of gravity. Self-staying or tripod masts are therefore preferable, especially for head into wind attitudes. The loss of GM may be expected to be only about two-thirds that for normal rigging. The head to wind attitude results in the greatest ice formation. The stern to wind attitude results in the least ice formation. The loss of GM in the head to wind condition is about 50% greater than in the stern to wind condition. In a head-up attitude it is likely that the ice formation will be very considerable and that about 3 of its weight will be concentrated on masts, rigging and upperworks. This can have a serious effect on stability lever, freeboard and therefore range of stability. With the wind fairly good on the bow the situation is little different and the ship may list into the wind. This only makes matters worse as it appears to assist the formation of icing high up and a critical condition is reached at which the wind heeling moment is sufficient to capsize the vessel. Currently, there is no satisfactory solution to this problem other than to put stern to wind and withdraw from the area. Even with a stern-on attitude it is only a matter of time before a critical situation develops but the amount of freeboard will have a most important influence on this. It is felt that some guidance can usefully be given to skippers of fishing vessels with regard to reasonable assumptions of ice formation on which stability conditions can be based. In considering the stability in conditions of ice accumulations the displacement should be corrected for the weight of ice. This weight of ice should not be included as a deadweight item in any stated condition but considered as a weather hazard in the same way as wind and shipped water, i.e. an overload. Assumptions as to weight of ice involve consideration of surface areas of decks and superstructure and of fittings. The effect of this weight involves the height of its centre of gravity. Quantity of horizontal ice accumulation should be assumed at the rate of not less than 6 lb/ft2 for all exposed surfaces of weather decks, house tops and gangways. The projections of deck machinery and fittings can be ignored in the horizontal plane. Quantity of vertical ice accumulation should be assumed at the rate of not less than 3 lb/ft2 for the ship’s projected lateral plane (area) above the LWL. The area of discontinuous surfaces (rails, spars, rigging, etc.) should be included by adding 5% to the projected lateral area of the continuous surfaces (and static moments by 10%). The height of the centre of gravity of the ice has to be estimated or calculated by taking moments from some convenient reference point. These assumptions of ice formation apply to latitudes north of 66” 30’N or south of 60” 00’S, and the Barents, Bering and Okhotsk Seas, the Tatar Strait and Canadian East Coast in winter. In other areas of the winter seasonal zone, assumed ice accumulations may be taken at half of the above figures. 127

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Initial or metacentric stability Initial stability is the study or analysis of those conditions which determine the equilibrium of a floating body. It is usual to consider static conditions, i.e. in the case of a ship, she is assumed to be freely floating upright in still water. Figure 4 shows the difference between a righting and an upsetting moment (a force multiplied by a distance is called a ‘moment’). Consider a ship floating freely in still water and slightly inclined by some external and temporary force from the upright. Due to the change in shape of underwater body, the centre of buoyancy B will move outwards from the centreline to a new position B1. The position of the centre of gravity will not change from its centreline position (where great care has been taken by the ship designer to have it located). The two equal forces of weight and buoyancy (W = B), acting vertically and in opposite directions (and formerly acting along the centreline) will now be displaced horizontally by a distance GZ (called the Righting Lever or Righting Arm). A couple, W x GZ is thus formed which tends to rotate the ship either back to its initial position (i.e. upright) or further from it in the direction of the original inclination. Equilibrium will not be regained until the couple has disappeared and B and G are once more in the same vertical line. If the vessel does not return to the upright, but heels until B and G are in the same vertical line then the ship will heel to some permanent angle of loll. When heel is permanent it is called list.

Figure 4. Stable and unstable equilibrium It is important to note from an inspection of the diagrams that the direction of rotation of the vessel subsequent to initial inclination is dependent upon the relative positions of the centre of gravity G and the metacentric M. If M is above G the vessel will be stable; if M is below G the vessel will be initially unstable. If G is not in the centreline of the vessel when at rest in the upright condition, or if G is a little above M, then the vessel will loll. However, as M rises as the ship inclines, any further slight inclination will bring M above G and the ship will be stable again (see figure 5). It may be stated, therefore, that the metacentric is the limiting height to which the centre of gravity may be raised without producing initial instability. Hence the term metacentre which means ‘change point’. 128

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

The distance GM is called the initial metacentric height, or simply metacentric height. Its amount is important, but it is no less important to remember that it is only in position of equilibrium (i.e. at small angles of inclination from the upright, say at the most 7°) that the relative heights of G and M are criteria of stability. For large inclinations the position of M will vary appreciably. To summarize, the three conditions for stable equilibrium in still water are: 1.

Buoyancy must equal Weight (W = B)

B must be in the same vertical line as G

G must be below M

W X GZ (tons ft) is known as the moment of statical stability. It will be seen from figure 4 that GZ = GMSinθ, where θ is the angle of heel or inclination. From this we obtain the statement that the moment of statical stability = W x GMSinθ (tons ft). The amount of metacentric height GM bears an important relationship to the period of roll of the ship and the acceleration of the motion. If GM is small there will be a condition of tenderness and the motion will be sluggish. From the stability point of view the vessel will be referred to as being ‘crank’. The opposite of this is ‘stiff’ and excessive stiffness due to too much GM is not only extremely uncomfortable but could result in damage to fittings if not to the hull structure itself. Inadequate GM is extremely dangerous as it could result, in the worst case, in ‘over-rolling’ of the vessel in beam seas. Negative metacentric height A vessel with a negative GM is not necessarily in imminent danger of capsizing. In harbour or in calm waters the condition is not usually dangerous, but it is certainly a most undesirable condition and one which should be investigated without delay. In such a condition the vessel will have a list. It cannot remain upright. The first sign that such a condition is being reached is a tendency for the vessel to ‘flop’ from side-to-side. With a few inches of negative GM the vessel will list to what has already been referred to as its angle of loll. At this point the vessel will have picked-up positive GM. In any further analysis this must now be considered as the initial position. Figure 5 shows an unstable vessel at its angle of loll. The centre of buoyancy is not on the ship’s centreline. The centre of gravity will still be in the same position on the ship’s centreline but the position of the metacentre will not be the same as for the upright condition. It is required to find the new position of M. By definition, M lies at the intersection of a vertical line through B (now the initial centre of buoyancy) and the vertical through the centre of buoyancy (B1) in a slightly inclined position. It will be seen that the new metacentre M is above G, i.e. the vessel has positive metacentric height and a restoring couple will operate to return it to its angle of loll after any displacement or heel in the direction of the original list. The causes of the list might be due to improper distribution of weight within the ship either too high or excessively on one side. There may be damage to the hull or slack water or a combination of any of these factors. The cause of list may be obvious, but if in doubt assume instability. 129

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

The following advice should be acted upon in any case of suspected instability: 1.

Do not empty any fuel or water tanks below the waterline on the low side.

Press up all slack tanks to reduce liquid free surfaces as much as possible. This will most likely entail tank transfer.

Lower movable weights if possible, e.g. trim down fish in the hold and fishing gear.

Secure suspended weights and derricks and do not attempt to haul on the derricks.

As a last resort, ballasting (counter-flooding) may be attempted.

Put the vessel into the weather and ‘heave to’. Maintain reasonable trim and start filling a tank about amidships. With a centrally divided double bottom tank it is most important to start filling on the low side first. This will, of course, make the list slightly worse for a short time but weight is being added as low as possible. When the tank is from about 3 to 2 full, carry on ballasting both sides together and press right up.

Figure 5. Positive GM at angle of loll (Small inset: Vessel cannot remain upright in this condition) Effect of weights on ship condition The effect of weight can be considered under the following headings: 1.

Raising or lowering weight already aboard.

Adding or removing weight.

Suspension of a weight (e.g. on a derrick)

Moving a weight transversely.

130

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Weight already aboard If a weight of ω tons is raised a distance d feet the centre of gravity of the whole ship will also be raised to a new position G1. The metacentric height GM will decrease by an amount GG1. Now the force ω multiplied by the distance through which it is moved d is called the moment. This is equivalent to the weight or displacement of the ship multiplied by the effect (distance GG1) on G.

Figure 6. Raising a weight already aboard That is, ω x d = W x GG1 ∴ Loss of metacentric height GG1 =

ωxd W

Where W (often designated by ∆) is the displacement of the ship in tons. Note there is no change in either draft or trim when a weight already aboard is raised. Lowering a weight has the reverse effect by increasing the GM. Weights added or removed Weight added or removed from a ship will cause: a)

Increase or decrease of displacement.

Increase or decrease of draft.

Alteration in trim fore-and-aft unless added amidships.

Raising or lowering of G.

Alter the position of B and M.

List, unless added on the centreline, but this is not significant for weights of moderate amount.

Although the positions of M and G will change there may, in fact, be no change in their relative positions in which case GM value would remain the same. An example will make the effect of adding and removing weight clear.

131

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Example 3 On departure from the fishing grounds for home a trawler is found to have 30 tons of fish in the hold at a height of 8 ft above the keel. Since leaving port the trawler has consumed 13 tons of fuel (c.g. 3 ft above keel), 8 tons of fresh water. (c.g. 6 ft above keel), 2 tons of stores (c.g. to 10 ft above keel) and lost 3 tons of nets and fishing gear. (c.g. 14 ft above keel). Before leaving port the trawler had a displacement of 500 tons and the height of its centre of gravity above the keel KG was 7ft. Calculate the new position of G above the keel. If in this condition the height of M, i.e. KM is 9 ft, what is the metacentric height on leaving the fishing grounds and the value of the righting lever at 10° inclination? Weight tons

Item + Trawler

Lever ft.

Moment tons ft. +

500

3,500

240

Fish

Fuel

Stores

Net etc.

530

3,740

149

∆ = 504

∴ (New lever) KG =

149

3,591

Moment of ∆ 3,591 = = 7.14 ft ∆ 504

But GM = KM – KG = 9 – 7.14 = 1.86 ft on departure from fishing grounds. Also, righting lever GZ = GMSinθ = 1.86 Sin10° = 1.86 x 0.1736 = 0.323 ft approx. i.e. at 10° inclination the righting lever will be nearly 4 inches. Suspended weights It is most important to realize that the centre of gravity of any suspended weight aboard ship does not act at the actual centre of gravity of the weight itself, but at the point of suspension. The point of suspension is therefore known as the virtual centre of gravity of the weight. A typically important example aboard a fishing vessel is the suspension of the loaded trawl from a derrick. So long as the trawl is off the deck its weight acts at the derrick head. This has a detrimental affect on metacentric height. Also if the point of suspension, the derrick head, is offset from the centreline there will be a heeling moment acting upon the ship. figure 7 explains the situation which is unaffected by any initial list of the ship. 132

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Figure 7. Suspended weight Angle of heel due to moving a weight transversely It is assumed here that the weight to be moved is already aboard the ship. If not, and the weight is to be added or removed from one side of the ship, then the problem is in two parts, viz. the weight is first considered to be added at the centreline (see previous relevant section) and then moved transversely – or vice-versa if being removed from the ship. Consider a weight ω to be moved a distance d transversely across the deck as in figure 8. The transfer moment is ω x d G will move in the direction of transfer to G1 B will move similarly to B1 The following relationships will hold:

ω x d = ∆ x GG1 tan θ =

GG1 , or GG1 = GM tan θ GM

∴ tan θ =

ωxd ∆GM

and GM =

ωxd ∆tan θ

133

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

This latter formula is important because it means that if the angle of heel can be measured as a result of moving a known weight a given distance then GM can be found. This formula is therefore made use of in the stability investigation known as an inclining experiment.

Figure 8. Shifting a weight transversely (i.e. Angle of heel due to moving a weight across a deck) Freeboard A loadline (minimum freeboard) for fishing vessels agreed on an international basis is felt to be needed by experts in many countries. A common criterion is to fix the freeboard as some fraction of the depth of hull (e.g. D/10). That is, for flush-decked fishing vessels, the freeboard should not be less than that required at a deck edge immersion of 122°. In other words, the deck edge should not immerse at an angle of heel less than 122°. This is the same as saying f = 2 B tan 12.5°, where B is the beam of the ship. The resulting freeboards are shown in figure 1. Most authorities seem to agree that the metacentric height of a fishing vessel in the light condition should be more than 1.25 ft and not less than 2 ft at deep load. The minimum GM for purse seiners has been recommended at 1.48 ft. Another figure given for trawlers in the worst stability condition is a GM of not less than 1.31 ft. For near water fishing vessels, general confidence has been expressed in righting lever (GZ’s) of about 12” at 30° to 40° inclination and associated with metacentric heights of about 18”. All these quoted figures except the last need to be looked at in relation to the other factors as well; 15” GM in a modern boat might be ample whereas more than 2 ft in an older boat with low freeboard might even be critical.

134

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

3.1.2 MAINTAIN VESSEL STABILITY

42 hours

Preserving safe stability The following measures should be considered as preliminary guidance on matters influencing the safety of fishing vessels generally, and specifically as related to safeguarding stability. ●

●

All doorways and other openings through which water can enter the hull or deckhouses, forecastle, etc. should be suitably closed in adverse weather. Accordingly, all appliances for this purpose should be maintained aboard in good and efficient condition. Enclosed spaces like deckhouses above the weather deck contribute to stability but if their doors or openings are forced open by the sea and water collects inside this may be slow to drain away. In this case, the flooding could become a danger to the safety of the vessel. Hatch covers and flush deck scuttles should be kept properly secured when not in use during fishing. All deadlights should be maintained in good condition and securely closed in bad weather. All fishing gear and other large weights should be properly stowed and placed as low as possible. Care should be taken when the pull from fishing gear might have an adverse effect on stability, e.g. when nets are hauled by power block or the trawl catches obstructions on the sea-bed. This is particularly the case when the vessel is manoeuvring with the trawl abeam and is worse for small vessels. Gallows frames are the same size in general for small vessels as for the larger ships which means for the former a relatively greater lever. The point of action of the weight is at the hoist block of the frame or derrick head. Gear for releasing the deck load in fishing vessels carrying catch on deck, e.g. herring, should be kept in good working order for immediate use when necessary. Freeing ports in bulwarks which are provided with closing appliances should always be capable of functioning and should not be locked, especially in bad weather. Devices for locking freeing port covers should be regarded as potentially dangerous. If locking devices in particular cases are considered essential for the service of the ship, they should be of a reliable type, operative from a position which would always be accessible. When operating in areas subject to ice formation, it is recommended not to fit covers at all. Water on deck in the well between bridge and forecastle or elsewhere can be a hazard to stability unless cleared rapidly. Moreover, this can buildup by an equal amount with the onset of each successive wave. When the weather deck is prepared for the carriage of deck load by division with pound boards, there should be slots between them of a size such that an easy flow of water to the freeing ports will be ensured, i.e. good drainage. Never carry fish in bulk without first being sure that the portable divisions in the fish hold are properly installed. The cargo must not shift. At any one time keep the number of partially filled tanks to a minimum.

135

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

●

Observe any instructions given regarding the filling of water ballast tanks. Remember that slack tanks can be dangerous. Any closing devices provided for vents to fuel tanks etc. should be secured in bad weather. Reliance on automatic or fixed steering is dangerous as this prevents speedy manoeuvring which may be needed in bad weather. Be alert to all the dangers of following or quartering seas. These may cause heavy rolling and/or difficult steering. If excessive heeling or yawing occurs, reduce speed or alter course or both. Maintain a seaworthy freeboard in all conditions of loading. Remember that this has a very marked effect on the vessel’s maximum righting and recovery powers and the range of heeling angles over which the ability to recover depends. Pay special attention to the formation of any ice aboard the vessel and reduce it by all possible means. Standing wire rigging will ice-up to a greater extent than struts or yards. If icing cannot be controlled leave the area with all possible speed long before it becomes a serious menace.

Stability after damage Damage will result in an increase in displacement, draft and a reduction of freeboard. There will usually be list and trim and a free surface effect. All of these affect the metacentric height. The amount of water which can enter a compartment depends upon whether it is empty or contains cargo or machinery. The percentage volume by which a compartment has been filled is known as its permeability. The permeability of a hold which is half-full is therefore 50%. The permeability of an empty ballast tank is 100% and when full it is zero because, of course, no sea-water can enter a full ballast tank if it is torn open. Engine rooms may have a permeability of about 85%. Permeability is designated by the Greek letter μ. The simplest case of underwater damage is the flooding of a central compartment. If the flooding is complete there is no free surface effect and no trim or list. The weight added, therefore, is the volume of the compartment multiplied by its permeability and divided by 35 (35 ft.3 of sea-water = 1 ton). The probable result is that the ship’s centre of gravity will be lowered and the increased draft may raise or lower the metacentre. The net effect is nearly always an increase in GM and, in principle, is not dissimilar from the filling of a deep water ballast tank. The reduced freeboard will shorten the stability range, but this will only be serious if the remaining freeboard is inadequate to cope with prevailing weather conditions. There are alternative ways of considering damage which results in flooding. One is to treat the flood water as added weight; the other is to base the investigation on lost buoyancy. In the ‘added weight’ method the procedure is similar to that described in initial and stability metacentre and new centres of gravity and buoyancy determined together with trim and/or list. The new draft will depend upon the interior level of flooding assumed. Flooding will, in fact, continue until a state of equilibrium has been reached and the outside draft and interior flood level are equal. This is successive approximation as added weight increases the draft which in turn increases the amount of flood water which can be admitted, which 136

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

again increases the draft and so on until equilibrium. Stability calculations assume an intact hull on the basis of added weight of water involving, of course, its appropriate free surface correction. The inertia of the free surface should be modified by its permeability (surface permeability), i.e. 1 x μ. The ‘lost buoyancy’ method assumes, in effect, that the damaged compartment is no longer a part of the ship – it has been ‘lost’ to the sea surrounding the ship by virtue of the degree of free communication. This method takes the final condition when flooding has stopped and the ship is in equilibrium. The lost buoyancy must be compensated by parallel sinkage of the ship to some new waterline where the lost buoyancy is regained. The displacement remains the same (because the part of the ship ‘lost’ has been compensated by increased draught of the remainder). The CG and LCB are in the same position but the VCB rises. The inertia of the water plane alters because only the intact portion may be considered. The value BM will therefore change. But there is no free surface correction to consider. Trimming will take place according to the redistribution of buoyancy (or displacement) but the amount is unaltered. An important point in comparing the two methods from a stability point of view is the markedly different values for metacentric height. The statical stability moment ∆GZ must be the same Vxμ , 35 whereas for lost buoyancy is constant. Therefore, in order to keep the product ∆ GM sin θ constant, the metacentric height by the lost buoyancy method always comes out greater than that by the added weight method in the inverse ratio of the two displacements. in both cases and equal to GM sin θ. But ∆ increases in the added weight method by

GM is always changing (as well as ∆) if one considers flooding as added weight, but as ∆ remains constant for lost buoyancy, the GM for any flooded condition is a correct and direct measure of the initial stability in the final condition. The added weight method is useful for the investigation of intermediate stability conditions. But in all flooding cases the method of determination has to be stated so that the appropriate displacement can be recognized. Stability at list An approximate appreciation of the stability situation of a damaged ship can be obtained in certain circumstances. If a statical stability curve is available for some standard condition of loading which is not appreciably different from the ship’s condition when damage occurs, then this curve can be quickly and approximately corrected in a very simple manner. It is assumed that the ship is damaged below the waterline and the flooding is unsymmetrical, causing a list to one side. The heeling (upsetting) moment will be the weight of flood water multiplied by the horizontal lever arm d from the CG, i.e. the moment of the weight about G which is ω x d (assume G as for the intact ship.) This upsetting moment must be balanced by the ship’s righting moment ∆GZ. If necessary, alter the vertical scale GZ to read ∆GZ and then draw a horizontal line (parallel to the angles of inclination at the base) to represent the moment ω x d. This will cut the statical stability curve at the angle of list where the heeling and righting moments are equal. The part of the stability curve above the horizontal line drawn for ω x d is the new statical stability curve.

137

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

This new curve is only approximate because, of course, no account is taken of increased ∆, the change in VCG, free surface loss or alteration in lever arm d with inclination; but these effects tend to cancel at moderate angles. It may be stated therefore, that if the angle of list can easily be ascertained, an approximate appreciation of statical stability may be obtained within a few minutes. There is no need to evaluate the moment ω x d. It will be noticed further that, as the horizontal line representing the upsetting moment ω x d is raised, the reserve of dynamical stability gets less and less until ω x d becomes tangential to the apex of the stability curve at GZmax or ∆ GZmax. At this point the angle of list is critical. Therefore, a steady list at the angle corresponding to maximum GZ means that the vessel is unsafe and in danger of capsizing. Effect of flooding on transverse stability The lost buoyancy, expressed in tonnes, is the mass of water which could enter the space up to the original waterplane, ie. the volume x permeability x density of water in which the ship is floating. The lost waterplane area is the area of the bilged compartment at the original waterplane. If the compartment is completely contained below the waterline, e.g. a double-bottom tank, there is no loss of waterplane area provided the tank top remains intact. The original waterplane area may be given in the ship’s data or it can be calculated from: waterplane area =

100 x TPC 1.025

Of the two corrections in this objective, the first is the second moment of lost waterplane area about its own centroid, the second a correction to give the loss about the new centroid of the intact waterplane. In the case of symmetrical flooding, the second correction is zero. For wing compartments, the second correction is very much greater than the first, even for compartments extending half the breadth of the ship. Generally, the displacement of the ship and the position of the centre of gravity will remain unchanged after bilging. However, if a tank containing a liquid is bilged, the weight of the tank contents is lost, causing a reduction in displacement and a shift in the position of the ship’s centre of gravity. The lost buoyancy would be comparable with the lost weight, causing a similar shift in the centre of buoyancy with the result that there would be little change of draught, trim or list. The loss of waterplane area would result in a reduction of GM. Permeability The permeability of a space is the percentage or fraction of the space which could be occupied by water. The lost buoyancy equals the permeability x the volume. If a cargo was stowed solidly, with no space for water in infiltrate, it would occupy: 1 m3/t Density 138

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

The space occupied in the hold by one tonne is its stowage factor, so the space available to 1 water = stowage factor – m3/t Density The proportion of stow which could be occupied by water, i.e. the permeability, stowage factor – =

1 Density

stowage factor

For example, a cargo has a stowage factor of 1.2 m3/t and a density of 2.5 t/m3 1 = Density

1 2.5

permeability =

= 0.4 m3/t 1.2 – 0.4 0.8 = 1.2 1.2

= 0.67

Note, if a cargo has a permeability of 0.4 but only occupies half of the compartment, the permeability of the whole compartment is 0.4 x 0.5 + 0.5 = 0.7. The loss of waterplane area is taken to be permeability x waterplane area of the compartment, but if the water level is above the top of the cargo the whole area is lost. Angle of heel Buoyancy is lost at the damaged compartment and an equal amount of buoyancy is gained at the position of the new centre of flotation. The transverse shift in the ship’s centre of buoyancy is, therefore, lost buoyancy x transverse distance from centre of flotation divided by the displacement. On the assumption that the centre of gravity is still on the centreline, the shift in buoyancy is the heeling arm. The angle of heel would be given by the intersection of the GZ curve for the damaged ship with the heeling-arm curve BB1 cos θ. Since KM curves for the damaged condition are not available, the GZ curve has to be constructed, using values for the intact ship at a displacement corresponding to the damaged draught and a KG chosen to give the modified value of GM. The angle of heel read from the curve will be approximate. If the angle is small it can be calculated from tan θ = BB1 Effect of flooding on trim

Similar calculations are necessary to find the longitudinal position of the centre of flotation after damage, and the reduction of BML. The change in GML is used to calculate the change in MCT 1cm. Buoyancy has been lost at the damaged compartment and replaced at the centre of flotation, hence the trimming moment is the product of lost buoyancy and the distance from the centre of the damaged compartment to the new centre of flotation. The change of trim and the draught at each end are then calculated in the usual way. 139

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Flooding of a compartment near one end of the ship causes a large shift in the centre of flotation away from the damaged end and a large reduction in MCT 1 cm. Combined with the sinkage due to lost buoyancy, this may produce a large increase in draught at the damaged end. The original trim of the ship will influence the chances of the ship surviving the damage. A ship already trimmed towards the damaged end is more vulnerable than one on an even keel or trimmed the other way. Measures to improve stability or trim when damaged The immediate action should be to restrict the flooding and, if possible, to stop it. In the event of collision or stranding damage, it will not be possible to stop the flooding or reduce it significantly by the use of pumps. Even a comparatively small hole below the waterline admits water at a much higher rate than the capacity of bilge or ballast pumps. All watertight doors, valves, dampers in ventilation shafts and access hatches should be closed to prevent flooding progressing to other compartments. Where cross-flooding arrangements are required, they should be put into operation at once to restrict the resulting list. The guidance in the damage control booklet should be followed on fishing ships where damage control information is provided. In nearly all cases, damage will result in sinkage, list and trim, loss of stability and loss of longitudinal strength. Corrective action for one condition will affect the others. Excessive list or trim should be corrected by moving weights, fuel, water or liquid cargoes, when possible. If ballast is added, it increases the sinkage. In some cases it may be possible to pump out ballast to improve list or trim and lighten the ship at the same time. If the ballast is taken from double-bottom tanks, however, the stability will be further reduced. Stability may be improved by transferring fuel from wing or cross bunker tanks to double bottoms if suitable tanks are empty. Efforts should be made to reduce free surface to a minimum. Water accumulating in upper decks as a result of fire fighting should be drained to the lowest level possible if means of pumping it out of the ship cannot be arranged. After collision or stranding damage, particularly near the middle length of the ship, the longitudinal strength will be impaired and account should be taken of that when deciding on the transfer or addition of weights. The Guidance notes of 3.1.1 are quoted from the book “Design of Small Fishing Vessels” by J. Fyson and “Stability and Trim of Fishing Vessels” by J. Anthony Hind which is selected as a textbook of this model course. COMPETENCE

3.2 Fire prevention and fire fighting

1 (15) hours

See IMO Model course No. 1.20 for guidance The participation in a fire fighting course similar to Model Course No. 1.20 would satisfy the requirements of the STCW-F Convention.

140

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Trainees should undertake this course as soon as possible in their career, preferably during the pre-sea stage at a shore-based establishment. In addition to the above skippers and officers in charge of a navigational watch need to have competence of organizing fire drills. COMPETENCE

3.3 Medical care

(42.5) hours

See IMO Model Course No. 1.15 for guidance See appendix 18 of the FAO/ILO/IMO Document for Guidance The elementary training in medical care can enable watchkeeping officers to take immediate effective action in the case of accidents or illnesses likely to occur on board fishing vessels, which is shown in appendix 18 of the FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel. COMPETENCE

3.4 Prevention of pollution of the marine environment

(6) hours

Responsibilities under the International Convention for the Prevention of Pollution from Ships, 1973, and the Protocol of 1978 relating thereto (MARPOL 73/78) Relatively new additions to maritime law should be noted including MARPOL 73/78 Annex 1, regulation 26 that requires every oil tanker of 150gt and above and every vessel other than a tanker of 400gt and above to have a shipboard oil pollution emergency plan (a SOPEP), and amendments to MARPOL Annex V that require garbage management plans to be in place. Under Annex IV vessels are not permitted to discharge sewage within four miles of the nearest land, unless they have in operation an approved treatment plant. Between 4 and 12 miles from land, sewage must be comminuted and disinfected before discharge. Annex VI sets limits on sulphur oxide and nitrogen oxide emissions from vessel exhausts and prohibits deliberate emissions of ozone-depleting substances. Examples of checklists can be found in the references. More extensive checklists are used at many oil installations and include, amongst other things, a list of equipment on board and ashore, whether fully operational or not, the communications to be used and emergency procedures. The completed checklists are signed by the responsible persons from the vessel and the installation when it is agreed to start operations. It is recommended that, whenever possible, disposal of garbage should be made to port facilities. Disposal at sea is strictly regulated by the provisions of the appropriate legislation. Records of waste and garbage disposed of at sea must be kept. These records are subject to inspection and checking by Port State Control officers.

141

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

The annexes to the Convention contain the applicable technical regulations. These are: Annex I – Oil Annex II – Noxious liquid substances in bulk Annex III – Harmful substances carried by sea in packaged forms Annex IV – Pollution by sewage from ships Annex V – Pollution by garbage from ships Annex VI – Air pollution from vessels and NOX technical code COMPETENCE

3.5 Life saving

(13.25) hours

See IMO Model Courses No. 1.19 and 1.23 for guidance Basic training in personal survival techniques and use of survival equipment should be given to trainees before being assigned to any shipboard duties. The requirements of the STCW-F Convention are fully covered by IMO Model Course 1.19. Training in the use (and maintenance where applicable) of survival equipment and other lifesaving appliances should be included, as appropriate, in pre-vocational training courses or other relevant shore-based training courses. Trainees who have successfully completed that course and have been issued with a certificate of proficiency in survival craft have demonstrated the ability and knowledge necessary to satisfy the requirements of the regulations concerning life saving. See also IMO Model course 1.23. COMPETENCE

3.6 Safety and health for fishing vessel personnel

(11) hours

3.6.1 APPLY SAFETY AND HEALTH PROCEDURES FOR FISHING VESSEL PERSONNEL Safety precautions and procedures Every topic will require instruction and guidance before practical work commences. Each time, opportunity should be taken to ensure that safe operation remain prominent in every process. The potential hazards present in a workshop cannot be over-emphasized. It is essential that trainees are fully aware of the dangers and the precautions necessary before commencing any activity. The main issue is to ensure that trainees consider the aspects of safety and care as an integral part of everything they do. Safety precautions, rules and practices may be found in IMO Model Course 1.33.

142

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Note that an attitude is an individual’s habitual mode of responding to an object or situation. Attitudes are developed by experience within social groups, including those of the workplace, and may become firmly implanted. To produce a change of attitude by training is therefore difficult and cannot be done quickly. A crew member may know the correct safe working practice to adopt for a particular task and yet ignore it when not being directly supervised. The necessary insistence on following safe working practices will not necessarily change a careless attitude to safety; a discussion of the consequences to himself and his family of an accident resulting in permanent disablement might be more effective. Officers should remember that their own attitudes and behaviour help to form those of trainees and new entrants, who will not develop desirable attitudes to required standards if their seniors do not adopt them or if they ignore breaches of them by others. Safety precautions and procedures relating to the activities of fishing vessel personnel working in machinery spaces are properly applied. Safety precautions relating to use of protective clothing and equipment are applied as appropriate for the category of vessel concerned. 3.6.2 KNOWLEDGE OF THE PROVISIONS OF PART “A” OF THE FAO/ILO/IMO CODE OF SAFETY FOR FISHERMEN TO THE OPERATIONAL SAFETY OF FISHING VESSELS Safety precautions associated with operation of fishing gear Safety precautions for fishing vessel personnel operating gear are identified as appropriate for the fishing method and category of fishing vessel concerned. Training may be undertaken on board fishing vessels or through integrated on board/on shore training arrangement. COMPETENCE

3.7 Human relationships

5 hours

3.7.1 PERSONNEL MANAGEMENT, ORGANIZATION AND TRAINING ON BOARD VESSEL Officers will have different experiences of personnel management. As officers in charge of a watch they will also have had to exercise their authority. They will therefore recognize and understand many of the learning objectives. It should be possible to build on this and use their prior experience to the maximum to improve their knowledge and ability to cope with seagoing and other personnel such as pilots, vessel agents, vessel repairers and other shore staff. There should also be a good opportunity to establish useful facts on the varying conditions of employment experienced by the group of trainees and perhaps to learn something of the advantages and disadvantages of the various systems which the trainees might find to be helpful in the course of their duties. If time permits, the trainees should be given group

143

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

assignments to recreate and learn how to deal with some of the typical arguments and problems which occur on board vessel. Organization of staff Once again, the experience of the trainees can be used as a basis to develop the various aspects of organizing staff. It is a wide subject and will vary according to the type of vessel and, in some cases, the requirements of an Administration. 3.7.2 CONDUCT ON BOARD TRAINING AND ASSESSMENTS Training on board vessels Organization and management skills are best learnt through teamwork activities and case studies. As much time as possible should be devoted to this aspect. Role playing exercises may be designed in communications, meetings, organizing drills and training sessions, to name but a few areas, This is an important part of the course as it involves teaching various subjects to the trainees so that they, in due course, have the capability to train staff on board in the same subjects in order to improve safety and operational standards. There is scope in this section to use role playing and group assignments for some aspects of this training. Nearly all of the training undertaken aboard vessel will be on-the-job training, i.e. the trainee uses the normal vessel’s tools, equipment and materials during the ordinary running of the vessel. Off-the-job training will probably be restricted to the use of video cassettes. The purpose of training ABI training is intended to modify attitudes, to increase skills or to provide knowledge which can be applied by the trainee in carrying out his work. The desired outcomes include a reduction in accidents, less need for supervision, greater productivity and improved quality of work. A thorough mastery of a task and a knowledge of its relevance to other tasks in the running of the vessel also increase the job satisfaction of the crew member concerned. Preparation Before starting training, the instructor should prepare what he wishes to teach, decide the order of the instruction and make a note of the important points to be emphasized. Any tools or materials which are needed should be ready to hand and equipment, such as video players, should be tested to ensure that they are working. Methods of training For training to be effective, the trainee must be able to see that it is relevant to him and his work or duties on the vessel. The instructor should question the trainees before starting to establish what they already know and can do and to explain why the task is necessary. Nearly all on-board training is of an informal nature, often one-to-one, so trainees should be encouraged to ask questions or have demonstrations repeated, if necessary, during the training. The instructor should also question or test the trainees at suitable intervals to make

144

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

sure that they have understood, or are able to perform the skill being taught, up to that point. Where appropriate, provide the trainee with a written note to support the tuition. Changing attitudes An attitude is an individual’s habitual mode of responding to an object or situation. Attitudes are developed by experience within social groups, including those of the workplace, and may become firmly implanted. To produce a change of attitude by training is therefore difficult and cannot be done quickly. A fisherman may know the correct safe working practice to adopt for a particular task and yet ignore if when not being directly supervised. The necessary insistence on following safe working practices will not necessarily change a careless attitude to safety. A discussion of the consequences to himself and his family of an accident resulting in permanent disablement, might be more effective. Officers should remember that their own attitudes and behaviour help to form those of trainees and new entrants, who will not develop desirable attitudes to required standards if their seniors do not adopt them or if they ignore breaches of them by others, see V12. Training in skills On-the-job training usually consists of putting the trainee to watch and work with an experienced person (e.g. a cadet, watchkeeping with a qualified officer). This arrangement fails if the experienced person uses incorrect methods in his work. In teaching a particular skill, such as a manual task, the instructor should divide the task into self-contained stages, each of which can be taught as a unit. He should identify any critical points at each stage. The job is demonstrated and explained to the trainees in stages, with emphasis on the critical points. The trainee then carries out the job under the supervision of the instructor. Stages are repeated as necessary until the trainees’ performances are satisfactory, (V13). Training in knowledge In the majority of cases aboard vessel this will involve an officer or petty officer describing equipment or a particular task to others, for example, instruction in how to launch an inflatable liferaft and board it, and how to survive when in it. Trainees should be encouraged to participate in the instruction by asking questions or making suggestions. Sufficient questions should be directed to trainees to test that the necessary knowledge is being transferred. Knowledge which is not often used (how to survive in a liferaft, for example) is forgotten with the passage of time, hence the necessity for repeating such instruction at intervals. Each trainee should deliver a short training session (about 10 minutes would be sufficient) to the other members of the class. Subjects, which should be drawn from those which would be undertaken aboard vessel, should be assigned to the trainees well in advance to allow them ample time for preparation.

145

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE

3.8 FAO Code of Conduct for Responsible Fisheries 3.8.1 PRINCIPLES AND GUIDELINES OF THE CODE OF CONDUCT

9 hours 0.5 hour

Objectives of the Code of Conduct for Responsible Fisheries To ensure the long term sustainability of living marine resources so that these can be harvested by generations to come thus making a substantial contribution to world food security and employment opportunities, is one of the long term objectives of the Code. The immediate objective of the Technical Guidelines is to provide practical advice to implement provisions of Article 8 to ensure all fishing operations are conducted responsibly. 3.8.2 RESPONSIBLE HARVESTING PRACTICES

3.5 hours

Lost fishing gear The competent authority should ensure that owners of fishing gear have adequate equipment available for the recovery of gear. In the event of failure of the owner to recover lost and abandoned gear, the competent authority should make appropriate arrangements for its recovery, particularly if the gear: a)

presents a hazard to the navigation of surface and sub-surface vessels;

fouls reefs;

fouls spawning beds;

becomes an impediment to fishing; or,

would continue to ghost fish.

The competent authority should encourage the re-use of recovered gear. Habitat degradation This may occur directly, e.g., as a result of mangrove clearance for various activities, coral mining, or indirectly, e.g., by sedimentation of seagrass beds and reefs due to soil run-off associated with, for example, deforestation or poor land-use practice. As with pollution, habitat degradation will affect the financial well-being of the fisheries sector. Some habitat degradation may be related to the fisheries sector itself, for example, fishing with explosives or toxic substances, and mangrove clearance and use of chemicals for aquaculture development. It is important that where there is free and open access to coastal fisheries resources that this regime is replaced as soon as possible by one based on exclusive use rights. There are a number of reasons which take into account not only the inefficiencies generated within the sector by open and free access but also because of the interaction with other sectors in the coastal area. If the fisheries sector remains open access then it may be difficult to persuade 146

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

other agencies and resource users to restrict their activities in favour of fisheries since any incremental benefits will be dissipated in the same way as resource rents. Conversely, as fisheries move towards an exclusive rights-based regime, it is essential that they can operate in an overall rights-based system of coastal resources development. Living populations or stocks are capable of growth in abundance and biomass, but only up to a certain limit. The limits to growth are determined by the current size of the population in relation to its average abundance in the unexploited state, and by the environment in which the stock occurs. The maintenance of a stock at productive levels requires an adequate abundance of reproductively mature adults, the spawners, and suitable critical environments for successfully passing through the different stages in the life history. However, particularly as a result of variability in the environment, the growth of a stock from year to year is usually highly variable. Vessel/gear conflicts No fishing vessel should anchor or remain on a fishing ground where fishing is in progress if it would interfere with such fishing unless required for the purpose of its own fishing operations or as a consequence of an accident or other circumstances beyond its control. Subject to compliance with the International Regulations for Preventing Collisions at Sea all vessels should conduct their operations so as not to interfere with the operations of fishing vessels, or fishing gear already set. Except in cases of force majeure, no fishing vessel should dump in the sea or inland waters, any substance which may interfere with fishing or obstruct or cause damage to fish, fishing gear, other fishing vessels or the aquatic environment. When a fishing vessel fouls or otherwise interferes with gear not belonging to it, it should take all necessary measures to reduce to a minimum the damage which may result to such gear. The fishing vessel to which the gear belongs should, at the same time, avoid taking any action which may tend to aggravate the damage. Those in charge of a fishing vessel or any other fishing activity, should endeavour to retrieve lost fishing gear. In the event of unsuccessful attempts to retrieve the gear, the extent, type, position and gear mark should be reported to the competent authority. Any other lost gear encountered, should, to the extent possible, be recovered and taken to port or if not recovered, details of the gear and its position should be reported to the competent authority. 3.8.3 RESPONSIBLE FISHING GEAR/SELECTIVITY

3 hours

Gear selectivity Gear restrictions affect the type, characteristics, and operation of fishing gear. Some gear has been prohibited outright to (i) avoid increases in fishing capacity through increased efficiency, (ii) avoid some unwanted impact on non-commercial sizes, species or critical habitats, or, very often, (iii) avoid an injection of new technology which could modify significantly the existing distribution of exploitation rights (particularly when these involve new participants). Regulation of gear characteristics such as minimum mesh size or dimensions of mouth opening of nets or traps is generally introduced to control fishing mortality or some particular 147

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

component of the resource, such as smaller individuals, for example juveniles of the target species or fish of by-catch species. Gear restrictions may also be designed to reduce the total catch by reducing the potential efficiency of the fisher. Area and time restrictions can be used to protect a component of a stock or community such as spawning adults or juvenile stages. As with gear restrictions, they have an important role to play but, unlike gear restrictions, can be used to regulate total fishing mortality on a resource. However, a fisheries management authority would have to monitor available effort and specify appropriate closed areas or seasons such that the effort expended in the open windows did not exceed the sustainable levels for the resource or that restrictions in some time-space windows do not simply lead to transfer of excess levels of effort to other areas in excess of that which was desirable. These measures are subject to the same social and economic problems in open access systems as all other control measures. Selective and environmentally safe fishing gear and practices should be further developed and applied, to the extent practicable, in order to maintain biodiversity and to conserve the population structure and aquatic ecosystems and protect fish quality. Where proper selective and environmentally safe fishing gear and practices exist, they should be recognized and accorded a priority in establishing conservation and management measures for fisheries. States and users of aquatic ecosystems should minimize waste, catch of non-target species, both fish and non-fish species, and impacts on associated or dependent species. The harvesting, handling, processing and distribution of fish and fishery products should be carried out in a manner which will maintain the nutritional value, quality and safety of the products, reduce waste and minimize negative impacts on the environment. All critical fisheries habitats in marine and fresh water ecosystems, such as wetlands, mangroves, reefs, lagoons, nursery and spawning areas, should be protected and rehabilitated as far as possible and where necessary. Particular effort should be made to protect such habitats from destruction, degradation, pollution and other significant impacts resulting from human activities that threaten the health and viability of the fishery resources. 3.8.4 ENERGY OPTIMIZATION

2 hours

Protection of the atmosphere States, in co-operation with relevant international organizations and the fishing industry should develop and adopt standards for the optimization of the use of energy in fisheries. Such standards and associated guidelines for their application, should cover both harvesting and post harvest sectors for full benefits to be derived by the sector as a whole. Such standards and associated guidelines should take into account the provisions of the 1987 Montreal Protocol to the Vienna Convention on Substances that Deplete the Ozone Layer, since these have a direct influence on energy optimization programmes. Technical standards, specifications and recommendations will be prepared as a supplement to these guidelines. Owners and/or managers should ensure that their vessels are designed or refitted with equipment to enhance energy optimization and reduce the emissions of dangerous substances to the atmosphere.

148

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Owners, managers, charterers and officers of fishing vessels should adopt operational strategies that would contribute to energy saving. States could make a contribution to these strategies by improving Geographic Information Systems (GIS) and through the provision of fisheries-related information regarding stocks, their distribution, and migrations as well as sea-bed characteristics. Electronic chart systems should also be upgraded to incorporate fisheries-related information. Furthermore, States, research institutions and commercial companies, should be encouraged to co-operate in the provision of satellite-generated information for use in real time as well as for forecasting fishing conditions. Officers and crews of fishing vessels should be trained in energy optimization and energy saving-techniques. States and, where appropriate, non-governmental training institutions, should ensure that existing training courses are amended accordingly. Officers and crews of fishing vessels should be conversant with the proper running and maintenance of marine machinery in order to ensure that harmful substances in exhaust gas emissions (NOX, SOX) do not exceed the levels set by the competent authority. States should make provisions in national legislation for the phasing out of the use of Chlorofluorocarbon (CFC) in refrigeration systems as well as Halon in fire-extinguishing systems. They should ensure that the shipbuilding industry and those engaged in the fishing industry are so informed of the time frame. States, owners, managers and those involved in the fishing industry should follow international guidelines for the safe disposal of CFC’s. 3.8.5 DUTIES OF ALL STATES, FLAG STATES AND PORT STATES

2 hours

GUIDELINES FOR ALL STATES Those engaged in fishing States should provide conditions for those engaged in fishing that encourage responsible fishing by ensuring that: a)

the interests of those engaged in fishing are recognized and sufficiently secure to provide for their long term contribution to the health of fisheries resources and inter-generational equity;

incomes are sufficient to allow conservation and management measures to be imposed without causing undue financial hardship on fishers and fishing vessel owners;

matters concerning the safety and health of those engaged in the fishing industry are given due consideration by taking into account the provisions of the relevant ILO conventions, as well as the recommendations of its Committee on Conditions of Work and Service in the Fishing Industry; and,

provisions are made for the views of those engaged in fishing to be taken into account when management policies are being elaborated.

149

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Authorization to fish Within waters under their jurisdiction, States should ensure that only fishing operations allowed by them are conducted. The authorization to fish should contain details of the fishing activity so authorized, as well as information regarding the names and addresses of those authorized and, where appropriate, technical information related to any fishing vessel involved. States should maintain a record, updated at regular intervals, of all authorizations to fish issued by them. The authorization to fish should contain a condition that the recipient(s) will abide by the provisions of the Code where and as these relate to fishing operations. The authorization to fish may also contain conditions concerning, inter-alia: a)

area to be fished, species to be fished and quota for the vessel or fisher;

type of fishing gear or fishing implements so authorized;

time/seasonal limitations; the need for certain classes of fishing vessels to be issued with a Certificate of Registry; and,

the limitation of navigational warranties.

States should establish systems for the monitoring, control and surveillance (MCS) and law enforcement of fishing activities and related operations that include, inter-alia: a)

the granting of powers to the officers appointed to carry out monitoring, control and surveillance activities;

legal provision for action to be taken that is of sufficient gravity so as to be effective in achieving compliance with conservation and management measures;

appropriate marking systems for the identification of vehicles, vessels and aircraft authorized for monitoring, control and surveillance activities; and,

a communications network that would ensure that all those engaged in fishing are aware of regulations in force and the penalties for misconduct.

Education, training and certification States should adopt systems of education and training programmes that would ensure that all those engaged in fishing operations are able to carry out their duties competently. In this respect they should be made aware of the provisions of the Code as well as relevant international conventions, legal instruments and codes of practice. These systems of education and training programmes would have to take into account the level of general education and the fishing activities to be carried out. It would be unreasonable to expect artisanal fishers to understand the provisions of legal instruments; on the other hand, those who expect to be placed in charge of large fishing vessels must have a knowledge of such instruments. The system would have to be developed in such a way that the older existing participants would not be disadvantaged. They should have the opportunity to attend upgrading courses and obtain dispensations. Therefore, any new requirements for certificates should include a “grandfather” clause.

150

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

States should also maintain records of certificates issued and that these records should be stored in a readily retrievable format. The entry in the record should give, inter-alia, the following information: a)

details of the issuing authority;

a description of the discipline covered by the certificate;

its validity and conditions attached with regard to its scope;

name, date of birth and nationality of the holder; and,

title, signature of the issuing officer and date of signature.

In this respect, it should be noted that the word “Certificate” is defined in the International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel (1995) as meaning “a valid document, by whatever name it may be known, issued or recognized in accordance with the provisions of the Convention, authorizing the holder to serve as stated in this document or as authorized by national regulations.” States should ensure that measures applicable in respect of a person or persons charged with an offence relating to a fishing operation, should include provisions which may permit, inter alia, refusal, withdrawal or suspension of authorization: a)

to fish; and,

to serve as masters or officers of a vessel.

With regard to masters or other officers of a fishing vessel, the measures taken should be entered in the record of the offender and, as appropriate, in the record of service and/or on the certificate of competency held by the offender. The measures should be sufficiently transparent to ensure that a flag State (other than the State that issued the certificate) would also be fully aware of the action taken in this respect. At the request of a flag State intending to employ foreign nationals, other States concerned should cooperate by providing information concerning the competence of their nationals. Safety States should ensure that all fishing operations are carried out in safety. States should make arrangements together and with the appropriate international organization for the integration of fishing vessel operations into search and rescue (SAR) systems. For such purposes, and taking into account the size and types of fishing vessels in a fleet, as well as the likely disposition of individual vessels, States should give due consideration to the adoption of integrated safety systems, such as: a)

the IMO Global Maritime Distress and Safety System (GMDSS) the basic concept of which is that search and rescue authorities ashore, as well as shipping in the immediate vicinity of the vessel in distress, will be rapidly alerted to a distress incident so that they can assist in a coordinated SAR;

operation with the minimum of delay; the system also provides for urgency and safety communications and the promulgation of maritime safety information, 151

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

navigational and meteorological warnings and forecasts and other urgent safety information to vessels; c)

the International Telecommunications Union (ITU) system of communications for maritime mobile and maritime mobile-satellite services; and,

ship position reporting systems.

States should also make safety arrangements, either individually or together as may be appropriate, for inland water fisheries. States should establish a system of forecasting and broadcasting through which fishers would be given information on weather and areas to be avoided. GUIDELINES FOR FLAG STATES Flag allocation, authorization to fish and records A flag State should establish a system to record details of vessels entitled to fly its flag whether through the process of the issue of a Certificate of Registry or other document in connection with the allocation of a flag or licence to fish. In addition, the system should allow ready comparison with the record of authorizations to fish granted to fishing vessels. Since in many countries, the competent authority for the register of a fishing vessel is often different from the authority that would issue an authorization to fish, there should be a link between both activities; this is particularly important in the case of vessels changing flags. The “authorization to fish” issued to a fishing vessel should contain conditions to be met by the owners, managers and/or charterers with regard to: a)

the allocation of a flag to a fishing vessel;

information on the vessel required for entry in the national record;

information on catch retained and on catch discarded; and, ship position reporting.

All fishing vessels operating or intending to operate in waters of States other than those of the flag State or on the high seas, should carry a document that attests to its nationality. Furthermore, flag States should ensure that their fisheries research vessels, which operate or intend to operate in waters of States other than those of the flag State or on the high seas, are also issued with a Certificate of Registry and that they carry authorization issued by the competent authority in connection with their activities. In this connection, such vessels should follow internationally agreed codes of practice. In general, fishing vessels should be subject to a process of immatriculation and a public record should be kept for fishing vessels in which the following information, as appropriate, should be recorded: a)

name of vessel or number;

port of registry/home port;

ITU International Radio Call Sign;

152

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

length overall, as used to measure length for the purpose of the International Regulations for Preventing Collisions at Sea, 1972;

registered length, as defined in the Torremolinos International Convention for the Safety of Fishing Vessels, 1977, as modified by the Torremolinos Protocol of 1993 relating thereto;

gross registered tonnage as defined in the International Convention on Tonnage Measurement of Ships, 1969;

material of build;

vessel type/fishing method(s);

hold capacities in cubic metres; number of crew;

horsepower of main engine(s) in kW;

date of build;

INMARSAT number (where applicable);

m) name(s) and address of owner(s) and/or manager(s); and, n)

details of mortgages, maritime liens and other encumbrances.

The flag State should ensure that vessels to which it has allocated its flag carry on board the original of the Certificate of Registry or document in connection with the allocation of a flag. The vessels should also carry the authorization to fish issued by the competent authority. A flag State may issue a document in which it calls on all other States to recognize that the vessel is sailing under its protection. This facility is often used when a vessel is being delivered to the flag State from the place where it had been built or in the case of a vessel that has had its registry closed by another State on the sale of the vessel to an entity in a new flag State. On arrival in the new flag State, a regular Certificate of Register (or Provisional Certificate) would normally be issued. An application for closure of the register or entry in a national record of fishing vessels should be accompanied by supporting information as to: a)

the reason for the application (decommissioning/scrapping/sale); and,

if applicable the name(s) and nationality or nationalities of the new owners.

The flag State should provide details of the closure and, where known, the name of the new flag State to the appropriate international organization and to States Parties to any international agreement for the conservation and management of living marine resources, to which the flag State is a party. A flag State should not delete from its registry, a fishing vessel that is the subject of a joint venture agreement and should remain responsible for the vessel at all times. In this respect, it would be important to note that there may be a case for exceptions to this rule with respect to a vessel under a demise charter (through which a vessel is leased bare of officers and crew for a fixed period of time) since some States allow for the primary register to be suspended or cancelled.

153

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Fishing vessel maintenance and mandatory survey A flag State should ensure that fishing vessels entitled to fly its flag are maintained in accordance with its national rules as well as the provisions of relevant international conventions to which it is a party and that vessel’s documents are in order at all times. The competent authority should maintain, as appropriate, a vessel survey service. This may be supported through arrangements with other States or the major classification societies particularly where a vessel rarely calls at a port in its flag State. A flag State should ensure, through regular inspection of vessels entitled to fly its flag that they do not use anti-fouling paints containing compounds that endanger the aquatic environment. Position reporting of a fishing vessel All fishing vessels should keep appropriate fishing and navigational logs and regularly report the position of the vessel to the competent authority. The position of the vessel may be reported in a number of ways and the requirement would differ with regard to the size of the vessel, its area of operation, the type of safety network in force and weather patterns. The authorization to fish could include a requirement for the carriage of equipment for the transmission of the position of a vessel over a local radio network or satellite communications system. Marking of fishing vessels and fishing gear A flag State should also ensure that vessels entitled to fly its flag are marked in accordance with the Standard Specification and Guidelines approved by the FAO Committee on Fisheries (COFI) at its 18th Session, Rome, 10-14 April 1989, for adoption on a voluntary basis. National legislation should also contain a requirement for the marking of fishing gear and fishing implements in order to identify the owner of the gear. Such requirements should take into account uniform and internationally recognizable gear marking systems. Nets, lines and other gear anchored in the sea as well as fish aggregating devices and nets, lines or fish aggregating devices which drift in the sea should also carry marks to indicate their position and the extent of the gear. Further details are given in: “Standard Specifications for the Marking of Fishing Gear”; and “Guidelines for the Application of a Standard System of Lights and Shapes for the Identification and Location of Fishing Gear”. Safety of fishing vessels States should adopt standards of safety for all types and sizes of fishing vessels. In setting standards of safety for fishing vessels, States should take into account: a)

The Torremolinos International Convention for the Safety of Fishing Vessels, 1977 and its Protocol of 1993 (not in force);

FAO/ILO/IMO Code of Safety for Fishermen and Fishing Vessels; and,

FAO/ILO/IMO Voluntary Guidelines for the Design, Construction and Equipment of Small Fishing Vessels.

154

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

Training and certification Further to the guidance, flag States should ensure that only trained, experienced and, where appropriate, certificated persons are placed in charge of fishing vessels entitled to fly their flags. In this respect, they should take into account the provisions of the FAO/ILO/IMO Document for Guidance on Fishermen’s Training and Certification. Since it is common practice for the training of officers and crews for fishing vessels to be conducted by a different authority to the one responsible for the examination of candidates for Certificates of Competency, States should ensure that the Code is brought to the notice of the authorities. Trainees should be well versed in the provisions of the Code in preparation for an examination for a Certificate of Competency. A flag State should assure itself that: a)

foreign nationals under consideration for service as masters or other officers on board fishing vessels entitled to fly its flag, have been adequately trained; and,

where, applicable, their Certificates of Competency meet the requirements of the flag State for its own nationals.

States whose nationals are under consideration for employment on foreign flag vessels should co-operate by providing details of such nationals on request from the flag State. Owners, managers and charterers must ensure that a vessel’s documents are in order for the intended voyage. In particular, they should ensure that a Certificate of Registry is valid since a lapsed certificate could render a vessel Stateless and such an omission could have serious consequences for a vessel operating in the waters of another State or on the high seas. Access to insurance Flag States should facilitate access to insurance markets by owners, managers and/or charterers in order to procure coverage for vessels, crew members and liability towards third parties; actual requirements, which would vary from place to place, may include, inter alia: a)

access to foreign exchange;

facilitation of marine mutual organizations;

other legal provisions (e.g. limitation of legal liability).

There should be a requirement for owners, managers and/or charterers of a fishing vessel to carry insurance coverage for the crew and risks to third parties as well as pollution of the aquatic environment from the operation of the vessel. If a vessel is the subject of a grant or loan application, there should also be a requirement to take insurance coverage against loss or damage to the vessel. Repatriation of crew Flag States should ensure that crew members are entitled to repatriation in accordance with the principles laid down in the “Repatriation of Seafarers Convention (Revised), 1987, (No. 166). The Convention expressly provides, in Article 1 (2), for the application of its contents to fishing vessels following consultations between the competent authority and the social partners. 155

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

GUIDELINES FOR PORT STATES Assistance to a foreign flag State Port States should establish procedures in their national legislation, in accordance with international law, including applicable international agreements or arrangements, for it to achieve and to assist other States in achieving the objectives of the Code. Details of these procedures and measures to be taken to enforce them, should be made available by the port State to all other States. A port State should not discriminate in form or in fact against vessels of any other State. Inspection by a port State A port State should inspect such documentation required to be presented to the competent authority on entering a port with regard to the fishing vessel, its crew and its cargo. The examination of the fishing vessel and its documents should include, inter alia: a)

a certificate in connection with the registry of the vessel or other document associated with the allocation of the flag it wears;

the safety certificate of the vessel;

the authorization to fish;

where applicable, its authorization to fish on the high seas;

the examination of the fishing gear and catch to determine whether or not these comply with: i)

national regulations for vessels operating within the EEZ of the port State;

ii)

international agreements for the conservation and management of living marine resources and protection of the environment.

Detention A port State may detain a fishing vessel if it has sufficient reason to believe that the vessel does not comply with the above requirements, unless, in the case of the following: a)

the deficiencies cannot be rectified in the port;

in the case of navigation equipment and the vessel’s propulsion machinery, the emergency or stand-by equipment has been adequately demonstrated;

in the case of vessels in class, the classification society surveyor concerned is in agreement.

The port State should immediately inform the flag State of any deficiencies found and of any action taken. The port State should also be prepared to take any, or further action as the case may be, at the request of the flag State.

156

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

A fishing vessel may not be unreasonably detained. If, in the opinion of the owner, a vessel is unreasonably detained, compensation may be claimed from the port State. However, the owner of a fishing vessel should not have the right to claim for lost fishing time or for alleged loss of income with respect to sale of the catch. For this purpose, the skipper of a fishing vessel is considered to be an agent of the owner. The port State should also inform the relevant international organization as may be required under any international convention, legal instrument or regional arrangement to which the port State is a Party. Validity of certificates and authorization to fish In the event that a certificate or document evidencing the allocation of a flag or authorization to fish may expire after the vessel leaves port and while the fishing vessel is at sea, the flag State should be immediately informed. This information should also be made available to the competent fisheries management organization for the area in which the vessel may operate with respect to the “Agreement to Promote Compliance with International Conservation and Management Measures by Fishing Vessels on the High Seas”. Stateless fishing vessel If a port State has reasonable cause to believe that a vessel is under the flag of two States and using them according to convenience, that vessel may be treated as if it were a vessel without nationality and detained. The vessel may be disposed of if so required to offset the costs incurred by the port State. Training States should cooperate with each other to adopt the common standards of training for port State inspectors and surveyors.

157

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

ANNEX I – STABILITY DATA

FUEL OIL TANK Tank Name F. P. T

Full capacity

S.G = 0.87

Capacity

Weight

20.30

19.49

16.96 (F) 24.47

2.97

No.1 F.O.T (P)

49.75

47.76

41.55 (F) 15.01

1.15

No.1 F.O.T (S)

49.75

47.76

41.55 (F) 15.01

1.15

No.2 F.O.T (P)

33.49

32.15

27.97 (F) 3.83

0.73

No.2 F.O.T (C)

54.41

52.23

45.44 (F) 1.22

0.64

No.2 F.O.T (S)

33.49

32.15

27.97 (F) 3.83

0.73

No.3 F.O.T (P)

22.76

21.85

19.01 (A) 9.94

0.61

No.3 F.O.T (S)

22.52

21.62

18.81 (A) 9.91

0.62

No.4 F.O.T (P)

15.51

14.89

12.95 (A) 20.82

3.39

No.4 F.O.T (S)

15.51

14.89

12.95 (A) 20.82

3.39

No.5 F.O.T (P)

17.87

17.16

14.93 (A) 24.48

3.83

No.5 F.O.T (C)

25.36

24.35

21.18 (A) 24.40

3.60

No.5 F.O.T (S)

17.87

17.16

14.93 (A) 24.48

3.83

378.59

363.46

Total

316.2

FISH HOLD Hold Name

Volume 187.8

No.2 Fish Hold

302.08

No.3 Fish Hold

80.17 570.05

weight

127.7 (F) 14.78

3.02

205.41 (F) 1.21

2.68

54.52 (F) 19.04 387.63

5.25

–

LUBRICATING OIL TANK Tank Name

–

S.G = 0.68 (North)

No.1 Fish Hold

Total

–

Full capacity

Capacity

S.G = 0.87 Weight

L.O.T (C)

8.85

8.50

7.40 (A) 8.09

0.54

L.O.T (C)

5.53

5.31

4.62 (A) 15.62

0.09

14.38

13.81

Total

12.02

158

Licensed to BSMA for 1 copy. © IMO

–

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

FRESH WATER TANK Tank Name

Full capacity

S.G = 1.00

Weight

F.W.T (P)

8.22

8.22 (A) 28.80

4.01

F.W.T (C)

11.47

11.47 (A) 28.83

3.90

F.W.T (S)

8.22

8.22 (A) 28.81

4.01

Total

27.91

–

BILGE OIL TANK Tank Name B.O.T (s)

Full capacity 1.84

S.G = 0.90

Weight 1.66

(A) 15.47

BALLAST WATER TANK Tank Name

Full capacity

0.55 S.G = 1.025

Weight

B.W.T. (P)

16.61

17.03 (A) 3.76

0.62

B.W.T.(S)

16.61

17.03 (A) 3.76

0.62

Total

33.22

34.06

–

SERVICE TANK Tank Name

Full capacity

Weight

L. O. S. T. (S)

1.98

1.72 (A) 13.51

5.29

CYL. O. T. (S)

4.31

3.84 (A) 15.22

5.36

F. O. S. T. (P)

3.35

2.91 (A) 15.50

5.30

F.O. = 0.87

CYL. = 0.89

L.O. = 0.87 FREEZING ROOM Room Name Freezing Room

Full capacity 163.00

Weight –

G (F) 10.15

KG 5.12

159

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

160

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

161

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

162

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

163

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Function 3: Controlling the Operation of the Fishing Vessel and Care for Persons on Board Part C3: Detailed Teaching Syllabus ■

Introduction

The detailed teaching syllabus is presented as a series of learning objectives. The objective, therefore, describes what the trainee must do to demonstrate that the specified knowledge or skill has been transferred to meet the requirements of the STCW-F Convention. Thus, each training outcome is supported by a number of related performance elements in which the trainee is required to be proficient. The teaching syllabus shows the required performance expected of the trainee in the tables that follow. In order to assist the instructor, references are shown to indicate IMO references and publications, textbooks and teaching aids that instructors may wish to use in preparing and presenting their lessons. The material listed in the course framework has been used to structure the detailed teaching syllabus; in particular, ●

Teaching aids (indicated by A)

●

IMO references (indicated by R) and

●

Textbooks (indicated by T)

will provide valuable information to instructors. ■

Explanation of information contained in the syllabus tables

The information on each table is systematically organised in the following way. The line at the head of the table describes the FUNCTION with which the training is concerned. A function means a group of tasks, duties and responsibilities related activities which make up a professional discipline or traditional departmental responsibility on board. In this Model Course there are three functions: ●

Navigation

●

Catch Handling and Stowage

●

Controlling the Operation of the Fishing vessel and Care for Persons on Board

The header of the first column denotes the COMPETENCE concerned. Each function comprises a number of competences. For example, the Function 1, Navigation, comprises a total of COMPETENCES. Each competence is uniquely and consistently numbered in this model course.

164

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

In this function the competence is fire prevention and fire fighting and stress. It is numbered 3.1, that is the first competence in function 3. The term competence should be understood as the application of knowledge, understanding, proficiency, skills, experience for an individual to perform a task, duty or responsibility on board in a safe, efficient and timely manner. Shown next is the required TRAINING OUTCOME. The training outcomes are the areas of functional skill components in which the trainee must be able to demonstrate knowledge and understanding. Each COMPETENCE comprises a number of training outcomes. For example, the above competence comprises three training outcomes. The first is concerned with the fundamental principles of fire prevention and fire fighting. Each training outcome is uniquely and consistently numbered in this model course. That concerned with fundamental principles of fire prevention and fire fighting is uniquely numbered 3.1.1. Finally, each training outcome embodies a variable number of required performances – as evidence of competence. The instruction, training and foaming should lead to the trainee meeting the specified required performance. For the training outcome concerned with fundamental principles of fire prevention and fire fighting there are three areas of performance. These are: 3.2.1.1 Classes and chemistry of fire 3.2.1.2 Fire safety procedures 3.2.1.3 Potable and fixed fire-fighting equipment and so on. Following each numbered area of required performance there is a list of activities that the trainee should complete and which collectively specify the standard of competence that the trainee must meet. These are for the guidance of teachers and instructors in designing lessons, lectures, tests and exercises for use in the teaching process. For example, under the topic 3.1.1.1, to meet the required performance, the trainee should be able to: ●

●

state that steels are alloys of iron, with properties dependant upon the type and amounts of alloying materials used state that the specifications of shipbuilding steels are laid down by classification societies state that shipbuilding steel is tested and graded by classification society surveyors who stamp it with approval marks and so on.

IMO references (R) are listed in the column to the right hand side – Teaching aids (A), videos (V) and textbooks (T) relevant to the training outcome and required performances are placed immediately following the TRAINING OUTCOME title.

165

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

It is not intended that lessons are organised to follow the sequence of required performances listed in the tables. The syllabus tables are organised to match the competence in the STCW-F Convention supported by the guidance in the FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel, chapter 7, section 2, 3 and related appendices. Lesson plans and teaching methodology should follow college practices. It is not necessary, for example, for celestial navigation to be studied before tides. However it is necessary to ensure that all the elements are covered and that teaching is effective to allow trainees to meet the standard of the required performance and demonstrate their competence.

166

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.1 Fishing vessel construction and stability

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 3.1.1 APPLY VESSEL PRINCIPAL STRUCTURAL MEMBER DESCRIPTION AND FUNCTION TO FISHING VESSEL OPERATIONS 3.1.2 MAINTAIN VESSEL STABILITY

Paragraphs 14 and 15 of appendix to regulation II/2, STCW-F

167

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.1 Fishing vessel construction and stability Required performance: 3.1.1 APPLY VESSEL PRINCIPAL STRUCTURAL MEMBER DESCRIPTION AND FUNCTION TO FISHING VESSEL OPERATIONS Textbooks: T1, T3, T4 Teaching aids: A1

1.1

Identify the principal structural members of a vessel (10 hours) –

1.2

define following principal structural members of a vessel, and explain their constructions, materials and functions: –

keel

–

bottom

–

frame

–

beam

–

plating

–

deck

–

stem

–

stern frame

–

deck girder

–

pillar

–

bulkhead

–

watertight bulkhead

–

fish hold

–

bilge well

–

cofferdam

–

hatch

–

bulwark

–

bilge keel

–

superstructure

–

deck house

–

engine room

–

shaft tunnel

Identify the proper names of the various parts (10 hours) –

describe the proper names of the various parts of fishing vessels taking into account the category of vessel concerned: –

stern trawlers

–

side trawlers

–

beam trawlers

–

multi rig trawlers

–

purse seine vessels

–

gill net vessels

–

long line vessels

–

dredge fishing vessels

168

Licensed to BSMA for 1 copy. © IMO

IMO Reference

R1, R2, R3, R19

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.1 Fishing vessel construction and stability Required performance: –

–

1.3

IMO Reference

state the location of the various parts of fishing vessels taking into account the category of vessel concerned: –

stern trawlers

–

side trawlers

–

beam trawlers

–

multi rig trawlers

–

purse seine vessels

–

gill net vessels

–

long line vessels

–

dredge fishing vessels

explain the function of the various parts of fishing vessels taking into account the category of vessel concerned: –

stern trawlers

–

side trawlers

–

beam trawlers

–

multi rig trawlers

–

purse seine vessels

–

gill net vessels

–

long line vessels

–

dredge fishing vessels

Identify damage control techniques (10 hours) –

define: –

margin line

–

permeability of a space

–

explain what is meant by ‘floodable length’

–

describe briefly the significance of the factor of subdivision

–

describe the provisions for dealing with asymmetrical flooding

–

state the final conditions of the vessel after assumed damage and, where applicable, equalization of flooding

–

state that the skipper is supplied with data necessary to maintain sufficient intact stability to withstand the critical damage

–

explain the possible effects of sustaining damage when in a less favourable condition

–

summarize the equilibrium conditions regarded as satisfactory after flooding

–

state that damage to compartments may cause a vessel to sink as a result of: –

insufficient reserve buoyancy, leading to progressive flooding

–

progressive flooding due to excessive list or trim

–

capsizing due to loss of stability

–

structural failure

169

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.1 Fishing vessel construction and stability Required performance: 3.1.2 MAINTAIN VESSEL STABILITY Textbooks: T1, T3, T4, T5 Teaching aids: A1

2.1

Use stability data, stability and trim tables and pre-calculated operating conditions (26 hours) Displacement (4 hours) –

state that, for a ship to float, it must displace a mass of water equal to its own mass

–

explain how, when the mass of a ship changes, the mass of water displaced changes by an equal amount

–

define the displacement of a vessel as its mass measured in tonnes

–

state that displacement is represented by the symbol ∆

–

explain that a graph or scale can be drawn to show the relationship between the displacement and mean draught of a ship given a displacement/draught curve, finds: –

displacements for given mean draughts

–

mean draughts for given displacements

–

the change in mean draught when given masses are loaded or discharged

–

the mass of cargo to be loaded or discharged to produce a required change of draught

–

define ‘light displacement’ and ‘load displacement’

–

define ‘deadweight’

–

use a deadweight scale to find the deadweight and displacement of a ship at various draughts in seawater

–

define ‘tonnes per centimetre immersion’ (TPC)

–

explain why TPC varies with different draughts

–

use a deadweight scale to obtain TPC at given draughts

–

use TPC obtained from a deadweight to find: –

the change of mean draught when given masses are loaded or discharged

–

the mass of cargo to be loaded or discharged to produce a required change of draught

–

define ‘block coefficient’ (Cb)

–

calculate Cb from given displacement and dimensions

–

calculate displacement from given Cb and dimensions

Buoyancy (2 hours) –

explain what is meant by ‘buoyancy’

–

define the force of buoyancy as an upward force on a floating object created by the pressure of liquid on the object

–

state that the buoyancy force is equal to the displacement of a floating object

–

explain what is meant by reserve buoyancy

–

explain the importance of reserve buoyancy

–

explain how freeboard is related to reserve buoyancy

–

explain the purpose of load lines

–

explain the requirements for maintaining watertight integrity

–

demonstrate an understanding of damage stability requirements for certain vessels

–

explain reasons for damage stability requirements

170

Licensed to BSMA for 1 copy. © IMO

IMO Reference

R1, R2, R3

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.1 Fishing vessel construction and stability Required performance: –

identify damage stability requirements

–

identify equilibrium condition after flooding

–

identify damage stability requirements for passenger vessels

IMO Reference

Statical stability (3 hours) –

state that weight is the force of gravity on a mass and always acts vertically downwards

–

state that the total weight of a ship and all its contents can be considered to act at a point called the centre of gravity (G)

–

define the centre of buoyancy (B) as being the centre of the underwater volume of the ship

–

state that the force of buoyancy always acts vertically upwards

–

explain that the total force of buoyancy can be considered as a single force acting through B

–

explain that when the shape of the underwater volume of a ship changes the position of B also changes

–

state that the position of B will change when the draught changes and when heeling occurs

–

label a diagram of a midship cross-section of an upright ship to show the weight acting through G and the buoyancy force acting through B

–

state that the buoyancy force is equal to the weight of the ship

–

label a diagram of a midship cross-section of a ship heeled to a small angle to show the weight acting through G and the buoyancy force acting through B

–

describe stability as the ability of the ship to return to an upright position after being heeled by an external force

–

define the lever GZ as the horizontal distance between the vertical forces acting through B and G

–

state that the forces of weight and buoyancy form a couple

–

state that the magnitude of the couple is displacement x lever, ∆ x GZ

–

explain how variations in displacement and GZ affect the stability of the ship on a diagram of a heeled ship, shows: –

the force at B and G

–

the lever GZ

–

state that the length of GZ will be different at different angles of heel

–

state that if the couple ∆ x GZ tends to turn the ship toward the upright, the ship is stable

–

state that for a stable ship: –

∆ x GZ is called the righting lever

–

GZ is called the righting lever

Initial stability (4 hours) –

state that it is common practice to describe the stability of a ship by its reaction to heeling to small angles (up to approximately 10°)

–

define the transverse metacentre (M) as the point of intersection of successive buoyancy tome vectors as the angle of heel increases by a small angle

–

state that, for small angles of heel, M can be considered as a fixed point on the centre line on a diagram of a ship heeled to a small angle, indicates G, B, Z and M

171

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.1 Fishing vessel construction and stability Required performance: –

show on a given diagram of a stable ship that M must be above G and state that the metacentric height GM is taken as positive

–

show that for small angles of heel (θ ), GZ = GM x sin θ

–

state that the value of GM is a useful guide to the stability of a ship

–

describe the effect on a ship’s behaviour of: –

a large GM (stiff ship)

–

a small GM (tender ship)

–

use hydrostatic curves to find the height of the metacentre above the keel (KM) at given draughts

–

state that KM is only dependent on the draught of given ship given the values of KG, uses the values of KM obtained from hydrostatic curves to find the metacentre heights, GM

–

state that, for a cargo ship, the recommended initial GM should not normally be less than 0.15m

Angle of loll (1 hour) –

show that if G is raised above M, the couple formed by the weight and buoyancy force will turn the ship further from the upright

–

state that in this condition, GM is said to be negative and ∆ x GZ is called the upsetting moment or capsizing moment

–

explain how B may move sufficiently to reduce the capsizing moment to zero at some angle of heel

–

state that the angle at which the ship becomes stable is known as the angle of loll

–

state that the ship will roll about the angle of loll instead of the upright

–

state that an unstable ship may loll to either side

–

explain why the condition described in the above objective is potentially dangerous

Curves of statical stability (3 hours) –

state that for any one draught the lengths of GZ at various angles of heel can be drawn as a graph

–

state that the graph described in the above objective is called a curve of statical stability

–

state that different curves are obtained for different draughts with the same initial GM

–

identify cross curves (KM curves and MS curves)

–

derive the formula GZ = MS + GM sin θ

–

derive the formula GZ = KM – KG sin θ

–

derive GZ curves for stable and initially unstable ships from KN curves from a given curve of statical stability, obtains: –

the maximum righting lever and the angle at which it occurs

–

the angle of vanishing stability

–

the range of stability

–

show how lowering the position of G increases all values of the righting lever and vice versa

–

state that angles of heel beyond approximately 40” are not normally of practical interest because of the probability of water entering the ship at larger angles

172

Licensed to BSMA for 1 copy. © IMO

IMO Reference

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.1 Fishing vessel construction and stability Required performance:

IMO Reference

Movement of the centre of gravity (3 hours) –

state that the centre of gravity (G) of a ship can move only when masses are moved within, added to, or removed from the ship

–

state that:

–

G moves directly towards the centre of gravity of added masses

–

G moves directly away from the centre of gravity of removed masses

–

G moves parallel to the path of movement of masses already on board

calculate the movement of G (GGI) from: CG1 =

mass added or removed x distance of mass from G new displacement of the ship

CG1 =

mass moved x distance of mass is moved displacement of the ship

–

perform calculations as in the above objective to find the vertical and horizontal shifts of the centre of gravity resulting from adding, removing or moving masses

–

state that if a load is lifted by using a ship’s derrick or crane, the weight is immediately transferred to the point of suspension

–

state that if the point of suspension is moved horizontally, the centre of gravity of the ship also moves horizontally

–

state that if the point of suspension is raised or lowered, the centre of gravity of the ship is raised or lowered

–

calculate, by using moments about the keel, the position of G after loading or discharging given masses at stated positions

–

calculate the change in KG during a passage resulting from: –

consumption of fuel and stores

–

absorption of water by a deck cargo

–

accretion of ice on decks and superstructures given the masses and their positions

Trim (5 hours) –

define ‘trim’ as the difference between the draught aft and the draught forward

–

state that trim may be changed by moving masses already on board forward or aft, or by adding or removing masses at a position forward of or abaft the centre of flotation

–

define ‘centre of flotation’ as the point about which the ship trims, and states that it is sometimes called the tipping centre

–

state that the centre of flotation is situated at the centre of area of the waterplane, which may be forward of or abaft amidships

–

use hydrostatic data to find the position of the centre of flotation for various draughts

–

define a trimming moment as mass added or removed x its distance forward or aft of the centre of flotation: or, for masses already on board, as mass moved x the distance moved forward of aft

–

define the moment to change trim by 1cm (MCT 1cm) as the moment about the centre of flotation necessary to change the trim of a ship by 1cm

–

use hydrostatic curves or deadweight scale to find the MCT 1cm for various draughts

–

given the value of MCT 1cm, masses moved and the distances moved forward or aft, calculate the change in trim

–

given the value of MGT 1 cm, the position of the centre of flotation, masses added or removed and their distances forward of or abaft the centre of flotation, calculate the change of trim

173

Licensed to BSMA for 1 copy. © IMO

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.1 Fishing vessel construction and stability Required performance:

IMO Reference

–

given initial draughts and the position of the centre of flotation, extend the calculation in the above objective to find the new draughts

–

given initial draughts and TPC, extend the calculation in the above objective to find the new draughts

–

given initial draughts and TPC, extend the calculation to find the new draughts

–

use a trimming table or trimming curves to determine changes in draughts resulting from loading, discharging or moving weights

–

state that in cases where the change of mean draught is large, calculation of change of trim by taking moments about the centre of flotation or by means of trimming tables should not be used

–

calculate final draughts and trim for a planned loading by considering changes to a similar previous loading

Actions to be taken in the event of partial loss of intact buoyancy (1 hour)

2.2

–

state that flooding should be countered by prompt closing of watertight doors, valves and any other openings which could lead to flooding of other compartments

–

state that cross-flooding arrangements, where they exist, should be put into operation immediately to limit the resulting list

–

state that any action which could stop or reduce the inflow of water should be taken

Identify the effects of free surface and ice accretion, where applicable (5 hours) –

state that partially filled tanks will have a similar effect as that of water on deck

–

state that the following advice should be acted upon in any case of suspected instability:

–

do not empty any fuel or water tanks below the waterline on the low

–

press up all slack tanks to reduce liquid free surfaces as much as possible; this will most likely entail tank transfer

–

lower movable weight if possible, e.g. trim down fish in the hold and fishing gear

–

secure suspended weights and derricks and do not attempt to haul on the derrick

–

ballasting may be attempted

state that the rise of G due to free surface effect (in metres) =

inertia of tank (m4) X density of liquid in tank displacement of the vessel in tonnes

where the density of the liquid is measured in tonne/m3 –

state that the inertia of the tank (I) is the second moment of area of the liquid surface about a fore-and-aft axis through the centre of area

–

state that for a rectangular tank, I =

lb3 12

where: l = length of tank b = breadth of tank I = second moment of area about a fore-and-aft axis through the centre –

deduce from above formula that halving the breadth of a tank reduces the free surface effect to one eighth of its original value

–

deduce that subdividing a tank at the centre reduces its free surface effect to one quarter of that of the undivided tank

–

state that information for calculating free surface effect is included in tank capacity tables

174

Licensed to BSMA for 1 copy. © IMO

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.1 Fishing vessel construction and stability Required performance: –

2.3

2.4

IMO Reference

state that the information may be given in one of the following ways: –

inertia in metres

–

free surface moments for a stated density of liquid in the tank as a loss of GM, in tabulated form for a range of draughts (displacements) for a stated density of liquid in the tank

–

state the cause of ice

–

state where the intensive ice formation generally occurs

–

state where the most dangerous areas as far as ice formation are

–

state that the most intensive ice formation takes place when wind and sea come from ahead

–

describe that at ambient temperatures of –4°C to –8°C and wind force 10-15m/s, rapid accumulation of ice takes place

–

state that very fast accumulation of ice takes place at ambient temperatures of –4°C and lower and wind forces of 16m/s and over and at ambient temperatures of –9°C and lower and wind force 10 to 15m/s

–

state that the following icing allowance should be made in the stability calculations: –

30 kg/m2 on exposed weather decks and gangway

–

7.5 kg/m2 for the projected lateral area of each side of the vessel above the water plane

–

the projected lateral area of discontinuous surfaces of rail, spars (except masts) and rigging of vessels having no sails and the projected lateral area of other small objects should be computed by increasing the total projected area of continuous surfaces by 5% and the static moments of this area by 10%

–

state that the height of the centre of gravity of ice accretion should be calculated according to the position of corresponding parts of decks and gangways and other continuous surfaces on which ice can accumulate

–

state that combating ice formation may be removal of ice by means of cold water under pressure, removal of ice with hot water and steam and breaking up of ice using tools

–

list the equipment and hand tools for combating ice formation on larger vessels

Identify the effects of water on deck (3 hours) –

state that heavy volume of water on deck will have the effect of raising the vessel’s G, increase the draft, reduce the freeboard, increase displacement, alteration in trim fore and aft and alter the position of B and M

–

explain that angle of heel due to moving a weight such as wet fishing nets, etc. transversely can be determined by the formula GM = w x d/∆ tan θ

–

explain the formulae KG = moment of ∆/∆ and GM = KM-KG

–

state that the weight of fish on deck and on shelves in fish hold is that sum with weight added

Identify the significance of weathertight and watertight integrity (10 hours) –

state that transverse bulkheads serve to subdivide a vessel against flooding and spread of fire, to support decks and superstructures and to resist racking stresses

175

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.1 Fishing vessel construction and stability Required performance: –

state that fishing vessels must have: –

a collision bulkhead, watertight up to the working deck, positioned not less than 0.05L and not more than 0.08L for vessels of 45 metres in length and over: not less than 0.05L and not more than 0.05L plus 1.35 metres for vessels of less than 45 metres in length except as may be allowed by the Administration; in no case, less than 2.0

–

an afterpeak bulkhead enclosing the stern tube and rudder trunk in a watertight compartment

–

a bulkhead at each end of the machinery space

–

explain that fishing vessels require additional bulkheads, as laid down by classification society rules, according to their length

–

describe the construction of a watertight bulkhead and its attachments to sides, deck and tank top

–

describe how watertightness is maintained where bulkheads are pierced by longitudinals, beams or pipes

–

state the rule regarding penetrations of the collision bulkhead

–

describe how bulkheads are tested for tightness

–

give examples of non-watertight bulkheads

–

state that watertight doors should be of an equivalent strength to the adjacent unpierced structure

–

state that in vessels of less than 45m in length, such doors may be of the hinged type

–

identify that where watertight doors shall be of the sliding type in case of vessels of 45m in length and over

–

explain that sliding watertight doors shall be capable of being operated when the vessel is listed up to 15 either way and by remote control from an accessible position above the working deck

–

state that deck openings which may be open during fishing operations shall normally be arranged near to the vessel’s centreline

–

state that fish flaps on stern trawlers shall be power-operated and capable of being controlled from any position which provides an unobstructed view of the operation of the flaps

–

explain that where the height above deck of sills shall be at least 600mm and at least 300mm

–

describe how the height above deck of hatchway coamings shall be on exposed parts of the working deck and superstructure deck in hatchways closed by wood covers

–

state that openings in watertight bulkheads must be fitted with watertight doors

–

state that watertight doors installed in watertight bulkhead shall be of an equivalent strength of the adjacent unpierced structure

–

state that in vessels of less than 45 metres in length, such watertight doors may be of the hinged type, which shall be capable of being operated locally from each side of the door and shall normally be kept closed at sea

–

describe that in vessels of 45 metres in length and over, where watertight doors shall be of sliding type

–

describe that sliding watertight doors shall be capable of being opened when the vessel is listed up to 15 degrees either side

–

state that sliding watertight doors whether manually operated or otherwise shall be capable of being operated locally from each side of the door

–

describe where weathertight doors shall be fitted

–

describe that a suitable alarm device is fitted to prevent persons being trapped in freezer rooms in case of the doors of freezer rooms opening from one side only

176

IMO Reference

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.1 Fishing vessel construction and stability Required performance: –

2.5

IMO Reference

categorize watertight doors as: –

class 1 – hinged doors

–

class 2 – hand-operated sliding doors

–

class 3 – sliding doors which are power-operated as well as hand-operated

–

describe and sketch the arrangement of a power-operated sliding watertight door,

–

describe and sketch a hinged watertight door, showing the means of securing it

–

state that all watertight doors in main transverse bulkheads, in use at sea, must be operated daily

–

state that watertight doors and their mechanisms and indicators, all valves the closing of which is necessary to make a compartment watertight and all valves for damage-control cross-connections must be inspected at sea at least once per week

–

state that records of drills and inspections are to be entered in the log, with a record of any defects found

–

illustrate full understanding of the dangerous effect of external forces from fishing and other gear e.g., when caught in obstructions on the sea-bed or when gear is acting on a high point in the vessel

–

illustrate full understanding of the effect of severe wind and rolling in associated sea conditions

Apply theories and factors affecting trim and stability and measures necessary to preserve safe trim and stability (7 hours) –

state that the usual information supplied may be a general arrangement plan of the vessel, a general arrangement plan of the machinery space, a rigging plan, a capacity plan showing the capacity and centres of each compartment and containing a deadweight/displacement scale, hydrostatic curves or tables, cross curves of stability and conditions of loading

–

state that conditions of loading for fishing vessels should comprise absolute lightship, working lightship (all fishing gear aboard and perhaps crew and effects, but all this will be specified), departure from port (working lightship plus all fuel, water, stores, etc.), arrival at fishing grounds, fishing grounds half-trip condition, departure from fishing grounds (full catch) and arrival in port (full catch + 10% fuel and stores)

–

state that each condition of loading should give a tabular statement of all the deadweight items, a corresponding displacement, VCG, GM, drafts, freeboard and the trim by the stern

–

state that the object of the inclining test is to determine the position of the centre of gravity

–

explain that picking up a bag of fish from over the side by derrick makes the centre of gravity move not only vertically but horizontally towards the derrick head, if we suppose M to be fixed it will be seen that the value of GM and the righting lever has been considerably reduced

–

explain that GM is decreased by the formula GG1=w x a/∆ (w: suspended weight)

–

list the dangerous phenomena for vessels in following and quartering seas

–

define the following situations: –

surf-riding and broaching-to

–

reduction of intact stability caused by riding on the wave crest at midship

–

synchronous rolling motion

–

parametric rolling motion

–

combination of various dangerous phenomena

177

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.1 Fishing vessel construction and stability Required performance: –

explain that there are two kinds of critical conditions of encountering waves under which are the dangerous phenomena: when the vessel speed approaches the phase velocity of wave; when the vessel speed is nearly equal to the group velocity of wave

–

state that the procedures of vessel handling to avoid the dangerous situations, e.g. surf-riding and beaching-to, successive high wave attack, synchronous rolling and parametric rolling motions, when navigating in severe following and quartering seas

–

state that modifications of fishing vessel or changes in its fishing gear effects its light ship condition and the position of the centre of gravity

–

state that where modifications of fishing vessel or changes in its fishing gear is made, the vessel should be re-inclined and the stability information revised

178

IMO Reference

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.2 Fire prevention and fire fighting

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 3.2.1 APPLY FIRE PREVENTION AND FIRE FIGHTING TECHNIQUES

Paragraph 10 of appendix to regulation II/2 in STCW-F

179

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.2 Fire prevention and fire fighting Required performance:

IMO Reference

3.2.1 APPLY FIRE PREVENTION AND FIRE FIGHTING TECHNIQUES Textbooks: Teaching aids: A1 See IMO Model Course No. 1.20 for guidance

2.1

Organize fire and abandon vessel drills (1 hour) –

state that drills shall, as far as practicable, be conducted as if there were an actual emergency

–

state that every crew member shall participate in at least one abandon ship drill and one fire drill every month. On vessels of less than 45 m in length, at least one abandon ship drill and one fire drill every three months

fire drills: –

state that fire drills should be planned in such a way that due consideration is given to regular practice in the various emergencies that may occur depending upon on the type of fishing vessel

–

state that while conducting fire drills the following procedures should be followed: –

reporting to stations and preparing for the duties described in the muster list

–

starting of a fire pump, using at least one or two required jets of water

–

operation and use of fire-extinguishing appliances

–

checking and using firefighter’s outfit as appropriate and other personal rescue equipment

–

testing of relevant communication equipment

–

operation of watertight doors, fire doors, fire dampers and main inlets and outlets of ventilation systems in the drill area

–

checking the necessary arrangements for abandoning the ship

–

state that the equipment used during drills shall immediately be brought back to its fully operational condition

–

state that any faults and defects discovered during drills shall be remedied as soon as possible

abandon ship drills: –

state that while conducting ship drills the following procedures must be followed: –

abandon ship drill is called by a particular alarm followed by an announcement on the public address or other communications system. All persons on board the fishing vessel shall be familiar with this alarm and announcement

–

on hearing the alarm, fishing vessel personnel shall report to stations and prepare for duties described in the muster list

–

all are suitably dressed

–

lifejackets are correctly donned

–

preparation and lowering of at least one lifeboat, as appropriate

–

starting and operating the lifeboat engine as appropriate

–

launching method of liferaft is explained

–

a mock search and rescue of a crew member trapped in a cabin is carried out

–

instruction in the use of radio life-saving appliances

–

state that different lifeboats shall be lowered at successive drills

–

state that emergency lighting for mustering and abandonment is tested at each abandon ship drill

180

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.3 Medical care

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 3.3.1 RENDER FIRST AID TO INJURED PERSONS See IMO Model Course No. 1.15 for guidance

Paragraph 18 of appendix to regulation II/2 in STCW-F

181

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.4 Prevention of pollution of the marine environment

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 3.4.1 PREVENTION OF POLLUTION OF THE MARINE ENVIRONMENT

182

Section 3 of chapter 7 of Document for Guidance on Training and Certification of Fishing Vessel Personnel

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.4 Prevention of pollution of the marine environment Required performance: 3.4.1 PREVENTION OF POLLUTION OF THE MARINE ENVIRONMENT Textbooks:

IMO Reference

R1, R2, R16, R17, R21

Teaching aids: A1

1.1

Apply provisions of the International Convention for the Prevention of Pollution from Fishing Vessels (5 hours)

MARPOL Annex I – Oil –

state that the certificate issued after survey is the International Oil Pollution Prevention (IOPP) Certificate

–

state that the dates of intermediate and annual surveys are endorsed on the IOPP Certificate

–

state that a record of construction and equipment is attached as a supplement to the IOPP Certificate

–

state that the IOPP Certificate should be available on board the vessel at all times

–

explain the duration of validity of the IOPP Certificate

–

list the item of life-saving appliances inspection held in weekly, monthly and annually

–

state the circumstances in which the IOPP Certificate will cease to be valid

–

state the conditions under which oily mixtures from machinery-space bilges may be discharged into the sea

–

explain that the provisions do not apply to the discharge of clean or segregated ballast

–

explain the conditions under which the provisions do not apply to the discharge of oily mixtures from machinery spaces where the oil content without dilution does not exceed 15 parts per million

–

state that residues which cannot be discharged into the sea in compliance with the regulations must be retained on board or discharged to reception facilities

–

list special areas for the purposes of Annex I

–

state that any discharge into the sea of oil or oily mixtures from an oil tanker or other vessels of 400 tons gross tonnage and above is prohibited while in a special area

–

state the conditions under which a vessel, other than an oil tanker, may discharge oily mixtures in a special area

–

state the requirements for the provision of Oil Record Books

–

list the entries required for machinery space operations in part A of the Oil Record Book

–

state the entries required for accidental or other exceptional discharge of oil

–

state that the Oil Record Book should be kept on board readily available for inspection and should be preserved for a period of three years after the last entry has been made

–

state that the competent authority of the Government of a Party to the Convention may inspect the Oil Record Book while the vessel is in its port or offshore terminals and may make a copy of any entry and may require the skipper to certify that the copy is a true copy of such entry

–

state that a copy certified by the skipper is admissible in any judicial proceedings as evidence of the facts stated in the entry

183

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.4 Prevention of pollution of the marine environment Required performance: MARPOL Annex IV – Sewage –

define, for the purposes of Annex IV: –

holding tank

–

sewage

–

nearest land

–

state the duration of validity of the Certificate

–

describe the provisions regarding the discharge of sewage into the sea

–

state the vessels to which the provision apply

–

state that vessels to which the regulations apply are subject to surveys for the issue of an International Sewage Pollution Prevention Certificate (1973)

MARPOL Annex V – Garbage –

define, for the purposes of Annex V: –

garbage

–

nearest land

–

special area

–

state that the provisions of Annex V apply to all vessels

–

state that the disposal into the sea of all plastics is prohibited

–

state the regulations concerning the disposal of other garbage

–

explain that when garbage is mixed with other discharges having different disposal requirements, more stringent requirements apply

–

describe the provisions for disposal of garbage from off-shore platforms and from vessels alongside or within 500 metres from them

–

list the special areas for the purposes of this annex

–

explain the requirements for disposal of garbage within special areas

–

describe the exceptions to regulations 3, 4 and 5

MARPOL Annex VI – Air pollution –

–

define, for the purpose of Annex VI: –

emission

–

continuous feeding

–

NOX Technical Code

–

Ozone depleting substances

–

Sludge oil

–

SOX Emission Control Area

state that the provisions of Annex VI apply to all vessels, except where expressly provided otherwise in regulations 3,5,6,13,15,18 and 19 of this Annex

184

IMO Reference

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.5 Life saving

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 3.5.1 APPLY PERSONAL SURVIVAL TECHNIQUES See IMO Model course No. 1.19 for guidance

Paragraph 11 of appendix to regulation II/2 in STCW-F

185

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.6 Safety and Health for Fishing vessel personnel

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 3.6.1 APPLY SAFETY AND HEALTH PROCEDURES FOR FISHING VESSEL PERSONNEL 3.6.2 KNOWLEDGE OF THE PROVISIONS OF PART “A” OF THE FAO/ILO/ IMO CODE OF SAFETY FOR FISHERMEN TO THE OPERATIONAL SAFETY OF FISHING VESSELS

186

Section 3 of chapter 7 of Document for Guidance on Training and Certification of Fishing Vessel Personnel

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.6 Safety and health for fishing vessel personnel Required performance: 3.6.1 APPLY SAFETY AND HEALTH PROCEDURES FOR FISHING VESSEL PERSONNEL

IMO Reference

R1, R2, R22

Textbooks: Teaching aids: A1

1.1

1.2

Apply safety and health precautions and procedures for fishing vessel personnel on board (3 hours) –

state the precautions to be taken for safe working on board

–

list the responsibilities of fishing vessel officers for vessel safety in general aspects

–

describe items in a occupational safety plan

–

state the hygienic problems which can occur on board

–

state the procedures for disinfection, disinfestation and deratting

–

state general principles for personnel to maintain good health

Identify safety precautions associated with the operation of fishing gear (3 hours) –

explain that particular care should be taken when nets are hauled by power-block or the trawl catches obstructions on the seabed

–

state that items should be taken into account relating to fishing vessel deck machinery when designing and operating them with regards to fishing vessel safety

–

describe the danger of wearing loose work clothing and appendages and wearing of rings in case of engaging in operating a deck machinery

–

explain that it is dangerous to lift or pull too great a load by placing extra turns of rope or wire on a warping drum

–

state that control handles of deck machinery should be designed to return to the stop position when released and be provided with a suitable locking device to prevent accidental movements or displacement or unauthorized use, when practicable and necessary

–

state that winches should be provided with means to prevent over-hoisting and the accidental release of a load if power supply fails

–

state that the brakes of winches should be proof tested under a static load of not less than 1.5 times the designed safe working load

–

state that quick release devices should preferably be fitted in the case of beam trawling and in purse seining

–

state that wire ropes used for hoisting should not have knots, kinks, reverse bends or broken strands

–

state that the skipper or navigator should conduct a formal inspection all running gear and associated equipment at least once in every twelve months

3.6.2 KNOWLEDGE OF THE PROVISIONS OF PART “A” OF THE FAO/ILO/ IMO CODE OF SAFETY FOR FISHERMEN TO THE OPERATIONAL SAFETY OF FISHING VESSELS

R1, R2, R6, R7

Textbooks: Teaching aids: A1

187

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.6 Safety and health for fishing vessel personnel Required performance: 1.1

Knowledge of fishing vessel on board safety procedures (2 hours) –

demonstrate knowledge of fishing vessel on board safety procedures

–

list the responsibilities of fishing vessel skipper for vessel safety in general aspects (code section III, chapter 1, 1.1)

–

list items which should be taken into account relating to stability and associated seaworthiness (code section III, chapter 1, 1.2) in fishing vessel safety

–

state that special care is required in bad weather, for example by easing down when crew members are traversing the deck

–

explain that the crew should be alerted to all the dangers of following or quartering seas

–

explain that bilges should be kept drained and free of debris and oil

–

state that the initial stability of a fishing vessel can be approximately determined by means of the rolling period test

–

explain that partially filled tanks can be dangerous

–

state that before vessels depart into areas subject to icing, the freeing port cover, if fitted, should be kept in the open position or removed

–

state the management of freeing ports, openings and closing appliances with regard to fishing vessel safety

–

describe the importance of being given instruction manuals made by manufacturer concerning the proper operation of main and auxiliary machinery

–

state that hoisting machinery, derricks and associated running gear, should be load tested at not more than two yearly intervals

–

state that the maximum effort necessary for operating handles, levers, etc. should not exceed 16kg and in the case of pedals not exceed 32kg

–

state that whenever any harmful gas is used in a refrigeration system, at least two sets of supplied air or self-contained breathing apparatus should be placed conveniently near to the refrigeration plant

–

explain why flame producing devices, or hot surfaces or smoking should not be permitted in which refrigeration machinery spaces

–

explain the dangers of allowing water and oil to accumulate in compressed air systems

–

state that the length of the threaded end of eyebolt should be one thread less than the depth of the threaded hole

–

state that wooden ladders should not be painted but varnished

–

state that stairways and ladders should have non-skid treads

–

state that rope ladders should be provided with two cross battens to prevent twisting

–

list the precautions against falling overboard (chapter 5, 5.3)

–

describe that suitable lifelines with manila ropes should be rigged on the working deck in bad weather

–

describe that a safety harness with a safety line attached should be used in adverse weather when work is carried out on an exposed deck

–

state that in heavy weather, crew members should not work alone on deck without the watch in the wheelhouse being aware of their presence

–

list the precautions against using ropes and lines (chapter 5, 5.4)

188

IMO Reference

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.6 Safety and health for fishing vessel personnel Required performance: –

IMO Reference

state that crew members responsible for the operation and maintenance of machinery and electrical equipment should be given clear instructions regarding: –

testing procedures for electrical circuits

–

standing procedures for the isolation of circuits and/or equipment prior to hands-on maintenance

–

routine inspection of electrical machinery and equipment and fault detection

–

proper maintenance of circuit breakers and fuse carriers

–

proper maintenance of storage batteries

Special safety precautions (chapter 6)

1.2

–

describe when fishermen should wear goggles to protect their eyes

–

state that fishermen should keep clear of water dripping from nets, as the drip may be an irritant to the eyes

–

describe the requirements of fishermen’s working clothes with regard to safety

–

list protective equipment which fishermen should be wearing (chapter 6, 6.3)

–

describe precautions against painting which should be taken for safety

–

list hazardous work on fishing vessels

–

describe precautions against loading and unloading which should be taken on fishing vessels

–

state that where wire rope is used, it should be free of kinks and broken strands

–

state that where rope of synthetic fibre is used, care should be taken to avoid slippage on whipping drums that could lead to excessive temperature rise

–

state that whenever several conveyor belts are used, they should be fitted with emergency switches at intervals of not more than 10m for stopping all working in the line

–

state that where the length of the conveyor is 15m or more, sound or light signals should be provided for giving warning when the conveyor starts

–

list precautions against taking fuel on board which should be taken

–

list precautions against working in closed spaces which should be taken

–

list the situations in which automatic steering should not be used

–

describe the special fishery signals included in the Code of Signals

–

explain the importance of sending position signals at not more than 24-hour intervals

–

describe the action to be taken by the skipper of any fishing vessel at sea on receiving a signals from a vessel or aircraft or survival craft in distress

–

list the seven basic categories which consist of maritime safety information

–

state that MSI for a given area is usually broadcast over either NAVTEX or SafetyNET

Knowledge of safety in fishing operations techniques and procedures (3 hours)

See IMO Model Course 1.33

189

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.7 Human relationships

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 3.7.1 APPLY PERSONNEL MANAGEMENT RECOMMENDATIONS 3.7.2 CONDUCT ON BOARD TRAINING AND ASSESSMENTS

190

Section 2 of chapter 7 of Document for Guidance on Training and Certification of Fishing Vessel Personnel

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.7 Human relationships Required performance:

IMO Reference

3.7.1 APPLY PERSONNEL MANAGEMENT RECOMMENDATIONS

R1,

Textbooks:

R2. App 41

Teaching aids: A1

Identify fishing vessel personnel management requirements (10 hours)

1.1

Personnel management regarding fatigue (2 hours)

1.1.1 Consideration of fatigue issues .1

danger of fatigue –

explain the danger of fatigue

–

state that fatigued persons do not realize they are fatigued and do not react adequately to situations

–

state that fatigued persons may suffer physically and mentally from a range of conditions not apparently related to fatigue

–

state that excessively long periods without sleep produce performance effects equivalent to those produced by use of alcohol to the legal blood alcohol limit for driving a motor vehicle

–

explain that fatigue can be cured by sleep not by drugs and stimulants

–

explain that rest without sleep is not a substitute

sleep and fatigue –

explain alertness and fatigue

–

explain biological clock

–

explain sleep and wake cycle

–

explain the nature and function of sleep

–

state average quantity of sleep necessary for normal persons

–

explain quality of sleep and fatigue

–

explain sleep disorder and disturbances

–

explain effect of irregular schedules

–

explain circadian dysrhythmia (jet lag)

–

explain effects of fatigue on performance

1.1.2 Fatigue factors .1

fatigue factors relating to management –

explain the fatigue factors affected by management ashore and aboard the fishing vessels as well as responsibilities of the Administration include: –

scheduling of work and rest periods

–

manning levels

–

assignment of duties

–

shore-ship-shore support and communication

–

standardization of work procedures

–

voyage planning

–

watchkeeping practices

–

management policy

191

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.7 Human relationships Required performance:

–

recreational facilities

–

administrative duties

explain that fatigue factors related to the fishing vessel itself include: –

level of automation

–

reliability of equipment

–

motion characteristics

–

vibration, heat and noise levels

–

quality of working and living environment

–

fishing vessel design

personnel specific factors –

in-port operations

fishing-vessel-specific factors –

–

IMO Reference

explain that fatigue factors related to fishing vessel personnel include: –

thoroughness of training

–

experience

–

personnel composition-cohesiveness

–

personnel competency and quality

external environment factors –

explain that external environmental factors affecting the fatigue of fishing vessel personnel include: –

weather

–

port conditions

–

ice conditions

–

density of vessel traffic

–

fishing operations

1.1.3 Prevention of fatigue .1

areas affecting prevention of fatigue: –

1.2

explain that areas affecting prevention of fatigue include: –

scheduling of work on board

–

rest periods

–

manning levels

–

watchkeeping practices and assignment of duties

General personnel management (8 hours)

1.2.1 Principles for controlling subordinates and maintaining good relationships –

state that the principles include: –

being consistently calm and even in temperament when giving orders and dealing with offenders

–

being honest and fair in all matters, and being firm when necessary

–

treating all staff on the same basis, i.e. having no favourites

–

avoiding causing disappointment to staff

192

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.7 Human relationships Required performance:

IMO Reference

–

avoiding making promises, if possible; if any are made, then they must be kept. The number of promises made should be restricted to perhaps three, as they can be remembered easily

–

keeping staff well informed

–

choosing the more difficult path of making, rather than breaking, a person who has been an offender

–

making allowances for differences in nationality, language, religion and other cultural matters affecting behaviour and attitude

–

making changes to a management method to allow for the personality of the user

–

being in control as a necessity for good management

–

being aware that managing staff on a ship in a declining fleet is more difficult than normal

–

being aware of the factors which govern attitudes of staff

–

ensuring that all staff feel that their services on board are appreciated

–

having a good attitude to staff welfare by: –

being helpful when a member of staff requires assistance on a personal problem

–

encouraging the social life of the ship

–

keeping a watchful eye on the on-board consumption of alcohol, use of cannabis resin (hash) and hard drugs such as cocaine and its derivatives and illegal trading in pornographic material, and when necessary applying early correction

1.2.2 Staff attitudes .1

state that the reasons why people work include: –

the need to earn money

–

the need to be a useful member of society

–

the need for security of their standard of living

–

the need to use their manual and mental skills and to derive satisfaction from them

–

the need to achieve their ambitions and improve their status

–

the desire to have authority over other people, even for an indirect reason such as avoiding being controlled by a bully

1.2.3 Exercise of authority .1

explain why a person must make his own authority, and state that: –

the appointment of a person to a higher rank gives potential authority only

–

the real authority of a rank is achieved when the person concerned demonstrates that he is fit for the rank by showing that: –

he/she knows the work

–

he/she is decisive

–

his/her decisions are generally correct

–

his/her orders are clear and are quickly carried out without argument

–

he/she seeks advice when necessary and helps others

–

he/she can accept orders from superiors and carry them out

–

the need for a person to be accepted by those with whom he/she works

193

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.7 Human relationships Required performance:

IMO Reference

1.2.4 Group behaviour .1

state that group behaviour, discipline and the amount of work done by the crew are affected by: –

the need for a person to be accepted by those with whom he/she works

–

the identification of the main troops on a ship, e.g. deck department officers and crew and, similarly, for other departments, depending on how the vessel is manned

–

unofficial groupings, for example by nationality or by religion

–

keeping the aims of the groups in line with the well-being of the vessel, its commercial success and the aims of the owning company

–

conflict between a self-chosen leader of a group and the appointed leader

describe how the performance of individuals can be affected by conforming to the behavioural patterns of a group

Establish training arrangements for safeguarding human relationships on board fishing vessels (9 hours)

2.1

Organizing for safety and emergencies

state that, at least, the following actions are required: –

appointment of a safety officer/who may be chosen from the list of officers

–

appointment of a fire officer who would normally be the chief officer

–

appointment of the chief engineer as technical adviser to the fire officer for fires in machinery spaces

–

preparation and display of the muster list and distribution of muster cards to all staff

–

checking that all fire-fighting and emergency equipment, including survival craft, is serviceable

–

holding fire and abandon ship drills as soon as is practicable after the crew joins the ship, in accordance with the Torremolinos Convention requirements

2.2

Manning arrangements

state that the organization on board depends on vessel design and manning arrangements, including: –

whether the vessel has unattended machinery space and bridge control of main engines

–

how the fishing gears are operated and how labour-intensive this is

–

whether an automatic pilot is fitted

–

how labour-intensive is the fishing operation

–

to what extent hydraulic spanners are used for speedy removal and replacement of nuts, especially in the engine-room

194

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.7 Human relationships Required performance:

IMO Reference

2.3

Analysis of work

state that the following would be included: –

statutory and non-statutory requirements

–

watchkeeping

–

maintenance

–

fishing operation

–

testing systems

–

training for emergencies

–

training for the education and training of others on board

–

associated work in particular: –

mooring and unmooring

–

food and hygiene

–

storing and bunkering

–

preparing for dry-docking and surveys

–

administration

–

evaluation of personnel

–

hours of work

2.4

Allocation of staff

state that the skipper is responsible for all staff allocation but that the following arrangements are typical: –

conventional departmental system in which: –

chief engineer officer (all work including deck machinery, including desk machinery)

–

chief officer (in addition to watchkeeping, all work associated with deck equipment and fishing operation)

–

purser/catering officer (all work associated with obtaining, storing and processing food)

–

all of the above (all work associated with training and the prevention of unhygienic conditions and accidents in their respective fields)

2.5

Organizing for staff duties

draw up watchkeeping, security and other rotas for use at-sea and in-port, with regards to fitness for duty including those conditions, including: –

for engine-room

–

watchkeeping officers and their duties

–

in UMS condition, officers in charge

–

day-work officers and staff and their duties

195

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.7 Human relationships Required performance:

IMO Reference

2.6

Organizing for maintenance

list, where appropriate to the skill of the trainee, the checklists and work schedules, including: –

–

safety –

fire alarms and boat stations alarms and fire detectors

–

maintaining survival craft and equipment

–

maintaining survival craft and equipment

–

maintaining all fixed and portable fire-extinguishing equipment, including fireman’s outfit

–

emergency generation and emergency fire pump

engine-room –

planned maintenance schedules of machinery

–

steering gear

–

electrical equipment and wiring systems

–

control systems and automation equipment

–

deck machinery

–

domestic services/including hot and cold water, sanitary services, air conditioning, domestic cold rooms and galley refrigerators

2.7

Organizing communications on the ship

state that the holding of regular meetings is a good method of keeping staff informed and providing liaison on matters relating to: –

the general operation of the vessel

–

safety

–

maintenance

state that, preferably, safety meetings should be held monthly and management meetings weekly

state that the chairman and the composition of committees should be agreed with the master except where stipulated by national rules, e.g. election of representatives to the safety committee

state that the basics on which the meetings are run should include: –

an agenda and its value in limiting the scope of a meeting

–

the keeping of minutes and their confirmation by the committee concerned

–

restricting the duration of a meeting to about one hour

state that the minutes of meetings should be sent to those persons who attended the meeting and, after confirmation, to others as required by the skipper

2.8

Meeting techniques

state different ways of performing at meetings

describe the influence of training on meeting techniques and on how a person must conduct himself

explain the psychology of the table

describe: –

the ideal with disagreements

–

the duration of a group meeting

196

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.7 Human relationships Required performance:

IMO Reference

explain how an agenda must be based on a timetable

describe the most common pitfalls concerning: –

the subjects

–

the arrangement

–

the disregarding of meeting techniques

explain four steps which can be followed in order to produce a successful meeting

state the situations when: –

meetings are convenient

–

other methods of communication can be used

describe the types of meeting

.10

define, for the requirements of on-board ship administration: –

the types of meeting that are necessary

–

the objectives of the meetings

–

the preferred sequence of the meetings

3.0

Apply measures to minimize loneliness and isolation among fishing vessel personnel (5 hours)

3.1

Causes of loneliness

state that loneliness is a universal emotion felt by almost (if not) all persons at some point in time or another

state that a five factor model of the causes of loneliness include: –

personal inadequacies

–

developmental deficits

–

unfulfilled intimate relationships

–

relocation and significant separations

–

social marginality

state that the links between loneliness and various problems include: –

–

emotional problems –

low self-esteem

–

depression

–

social anxiety

social problems –

peer rejection and victimization

–

lack of friendships

–

lack of high-quality friendships

behavioural problems –

shyness

–

social withdrawal

–

spending more time alone

–

decreased participation in religious and extra curricular activities

197

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.7 Human relationships Required performance: .4

IMO Reference

state that the associations between loneliness and other psychosocial problems include: –

physical illness

–

suicide

–

alcohol use

–

poor psychological adjustment

–

aggression

–

low grades in training

–

stealing

–

vandalism

–

social problems –

peer rejection and victimization

–

lack of friendships

–

lack of high-quality friendships

–

behavioural problems

–

shyness

–

social withdrawal

–

spending more time alone

–

decreased participation in religious and extra curricular activities

3.2

Loneliness and coping strategies

state that recent surveys revealed that lonely persons’ coping strategies focused more on behavioural than on mental coping strategies

state that coping strategies include: –

active solitude

–

study or work

–

write

–

listen to music

–

exercise

–

walk

–

work on a hobby

–

go to a movie

–

read

–

play music

–

increased activity

–

devoting more of one’s self to work as well as taking on extra activities to make one’s solitary time more pleasant, productive, and meaningful

–

social contact

–

calling a friend, visiting someone

–

social support network and increased social involvement and interaction with others and seeking romantic connections

–

sad passivity

–

cry, sleep, sit and think, do nothing, overeat, take tranquilizers, watch TV, drink, getting “stoned”

198

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.7 Human relationships Required performance:

IMO Reference

–

distancing and denial

–

unhealthy behaviour such as exaggerated consumption of medication, alcohol and drug abuse [sic], self-induced isolation, attempted suicide, turning to crime or denying loneliness altogether

explain that various measures need to be applied according to individual cases

explain that organizing various social activities on board fishing vessel is essential

explains that welfare facilities and services at sea should be provided: –

TV, radio, video films, DVD, etc.

–

sports equipment

–

a library containing vocational and other books

–

facilities for recreational handicrafts

–

access to ship-to-shore telephone communication

–

reliable forwarding of fishing vessel personnel’s mail

–

granting shore leave upon arrival in port

–

possibility of allowing fishing vessel personnel to be accompanied by their spouses on an occasional voyage

–

granting permission to have their spouses, relatives and friends as visitors on board their vessel when in port

3.7.2 CONDUCT ON BOARD TRAINING AND ASSESSMENTS Textbooks: Teaching aids: A1

2.1

Conduct functional skill training arrangements (7 hours) −

explain the purpose of on-board training

−

describe the preparation needed before the start of a training session

−

state that training should be relevant to the trainees’ work and duties aboard vessel

−

describe how to conduct a training session

−

describe how to maintain in routine training such as fire drills and abandon ship drills

−

describe methods for training: − in attitude − in skills − in knowledge

−

list the areas in which training is required and areas in which it is desirable

−

deliver a training session to other members of the class

−

state that training in the use of life-saving appliances and on the best methods of survival should be based on the training manual on the vessel and should include the following: − donning of lifejackets and immersion suits as appropriate − mustering at the assigned stations − boarding, launching and clearing the survival craft and rescue boats − methods of launching from within the survival craft − release from launching appliances − method and use of devices for protection in launching areas, where appropriate − illumination in launching areas − use of all survival equipment

199

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.7 Human relationships Required performance:

IMO Reference

–

use of all detection equipment with the assistance of illustrations, the use of radio life saving appliances

–

use of drogues

–

use of engine and accessories

–

recovery of survival craft and rescue boats, including their stowage and securing

–

hazards of exposure and the need for warm clothing

–

best use of the facilities of a survival craft in order to survive

–

methods of retrieval, including the use of helicopter rescue gear (slings, baskets, stretchers), breeches buoy, shore life-saving apparatus and ship’s line-throwing apparatus and all other functions contained in the muster list and emergency instructions

− instructions for emergency repair of the life-saving appliances −

state that abandon ship drills must be carried out monthly on fishing vessels of 45 m in length or more and every three months on other fishing vessels

−

state that each member of the crew must be given instructions, which must include: − operation and use of the ship’s inflatable liferafts − problems of hypothermia, first-aid treatment of hypothermia and other appropriate first-aid procedures − special instructions necessary for use of the ship’s life-saving appliances in severe weather and severe sea conditions

−

state that: − instructions in the use of the ship’s life-saving appliances and in survival at sea should be given at the same interval as the drills individual instruction may cover different parts of the ship’s life-saving system –

2.2

all of the vessel’s life-saving equipment and appliances must be covered within any period of two months

Make on board functional skill assessments (2.5 hours) −

explain what is meant by: –

education

–

training

–

a learning system

–

performance

–

assessment

−

explain the purpose of assessment

−

explain the methods of assessment

−

describe situations where training and assessment should be of benefit

−

explain the difference between symptoms and causes when applied to performance at work

−

describe the effect of learning on a person

−

explain five areas in which training can improve performance

−

generate tasks for a required job performance – given relevant information

−

identify training needs from given information or observation

−

determine whether a performance gap could be closed by training

−

discuss how attitude might be changed

200

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.7 Human relationships Required performance:

2.3

IMO Reference

−

explain what is meant by the cognitive domain

−

explain what is meant by knowledge, comprehension and application

−

explain what is meant by the affective domain

−

explain what is meant by the psychomotor domain

−

determine additional knowledge and skills required in a given case

−

discuss the value of issuing assessment criteria to trainees

−

determine additional knowledge, comprehension and application

−

discuss the constraints and issues to be considered by shipboard assessor

−

explain knowledge-based assessment

−

explain skill-based assessment

−

explain what is meant by “competence-based assessment”

−

discuss the factors which influence the choice of assessment method

−

explain briefly how the various factors affect the choice of assessment method

−

list the common factors of all assessment systems

−

explain the purpose of “traditional assessment”

−

explain the purpose of “competence-based assessment”

−

describe how the assessment process operates

−

explain what makes the competence-based assessment different

−

explain the implication of introducing competence-based assessment

−

explain the fundamental responsibilities of an assessor

−

state that an assessor’s role is to plan, manage and control assessment proceedings

−

describe the qualities essential to be a successful assessor

−

discuss the characteristics of trainees which influence assessment methods

−

select suitable assessment methods for specified subject areas

−

describe the role of the assessor in the various assessment methods

−

define shipboard assessment

−

define performance objective

−

define shipboard measures

−

define performance objective

−

list the issues to take into account when preparing and conducting shipboard assessments

−

list the stages of developing shipboard assessment methods

Conduct musters and drills (2.5 hours) –

state that drills should be carried out as follows: –

routine exercises

–

essential tasks should be repeated at each drill, including:

–

operation of emergency bilge pump

–

operation of remote shut-off valves and remote stop switches

–

checking for ingress of air when handles of fire flaps are in ‘closed’ position

201

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.7 Human relationships Required performance: –

IMO Reference

list essential tasks as: –

donning compressed-air breathing apparatus (CABA)

–

preparing hoses and nozzles

–

collecting foam compound

–

collecting fire extinguishers

–

collecting first-aid gear

–

collecting evacuation equipment

–

state that emergency teams are assembled in accordance with the muster list

–

state that it may be necessary to improvise when persons are absent from emergency teams

–

describe examples of fire drills as:

–

−

–

attacking fires with appropriate equipment in cabin, lockers, hatches, galley and machinery spaces

–

evacuating a wounded or unconscious person from the above spaces

–

starting the emergency generator

–

starting the emergency bilge pump

describe examples of boat drills as: –

collecting additional survival gear

–

using different disciplines to prepare for launching and to launch survival craft

state that departmental training may include in the deck department: –

steering the vessel and function of the automatic pilot

–

operation of windlass and mooring winches

–

operation of fishing gears, e.g. trawl winch, line hauler net hauler, otter board, purse winch or derricks

–

securing of fish catches or fishing gears

–

operation of bridge control of the main engines

–

operation of the speed log, fish finder, fishing sonar, current meter and gyrocompass and their repeaters the vessel carries

–

operation of the navigation lights and other vessel’s lights and signals

–

operation of the vessel’s whistle or siren

–

the recording and care of spares and stores

state that departmental training may include in the engine department: –

operation of the main engine and auxiliaries

–

operation of electrical alternators and other electrical equipment

–

operation of steering gear

–

operation of oily-water separators

–

operation of control and automation equipment

–

tracing of pipe lines for the various services such as lubricating oil, fuel oil and fresh and salt water

–

the compiling of methodical inspections

–

the recording and care of spare gear and stores

202

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.7 Human relationships Required performance: −

−

IMO Reference

state that departmental training may include in the catering department: –

operation of galley equipment

–

the recording and care of provisions and other materials

–

the loading of provisions and dry stores

state that departmental training may include in the deck department: –

painting hull, deck and superstructure

–

planned maintenance procedures

–

gyro-compass and repeaters

–

fire extinguishers and fireman’s outfits

–

survival craft and launching equipment

state that departmental training may include in the radio department: –

radar scanners and communications aerials

–

radars and communication equipments

–

emergency radio equipment for survival craft

state that departmental training may include in the engine department: –

planned maintenance of machinery

–

preservation and painting of structures and pipe work

–

maintenance of fixed fire-extinguishing systems

–

methods and details of servicing and repairing selected items of equipment,e.g. changing piston rings and repairing pumps, alternator engines and fuel injectors

–

methods and details of testing and repairing electrical and electronic equipment

–

making proper use of drawings and of instruction and maintenance manuals

state that departmental training may include in the catering department: –

painting of galley, storerooms (not refrigerated) and alleyways, where required

–

keeping galley stove and other equipment in good clean condition

–

keeping filters and trunks of the galley air extractor fans clean and free of any build-up of grease, to avoid fires

203

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.8 FAO Code of Conduct for Responsible Fisheries

IMO Reference

TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: 3.8.1 PRINCIPLES AND GUIDELINES OF THE CODE OF CONDUCT 3.8.2 RESPONSIBLE HARVESTING PRACTICES 3.8.3 RESPONSIBLE FISHING GEAR/SELECTIVITY 3.8.4 ENERGY OPTIMIZATION 3.8.5 DUTIES OF ALL STATES, FLAG STATES AND PORT STATES

204

Section 2 of chapter 7 of Document for Guidance on Training and Certification of Fishing Vessel Personnel

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.8 FAO Code of Conduct for Responsible Fisheries Required performance: 3.8.1 PRINCIPLES AND GUIDELINES OF THE CODE OF CONDUCT

IMO Reference

R2, R6, R7

Textbooks: Teaching aids: A1

1.1

The objectives of the Code of Conduct –

–

explain that the objectives of the Code of Conduct are to establish, serve, provide and promote the following: –

principles for responsible fishing and fisheries activities, taking into account all their relevant biological, technological, economic, social, environmental and commercial aspects

–

principles and criteria for the elaboration and implementation of national policies for responsible conservation of fisheries resources and fisheries management and development

–

technical, financial and other cooperation in conservation of fisheries resources and fisheries management and development

–

protection of living aquatic resources and their environments and coastal areas

–

standards of conduct for all persons involved in the fisheries sector

explain that the objectives of the Code of Conduct is to ensure: –

–

the long term sustainability of living marine resources so that they can be harvested by generations to come thus making a substantial contribution to world food security and employment opportunities is one of the long term objectives of the Code

state that responsible fishing involves fishing in a manner that the total annual fishing mortality allows for the maintenance of the long-term sustainable yield and ensures the productive character of the environment and biodiversity of the environment is not threatened

3.8.2 RESPONSIBLE HARVESTING PRACTICES Textbooks: Teaching aids: A1

2.1

The effects of discard and by-catch –

2.2

R2, R6, R7

describe the effect of by-catch

–

state that by-catch may result in discarding fish catches

–

describe the effect of discards

–

explain which fishing method leads to relatively high level of by-catch

Define the detrimental effects of lost fishing gear –

state the effect of lost fishing gear, e.g. ghost fishing, marine environment pollution

–

describe the detrimental impact of lost fishing gear on fishery resources

–

describe the effects of lost fishing gear as follows: –

presents a hazard to the navigation of surface and sub-surface vessels

–

fouls reefs

–

fouls spawning beds

–

becomes an impediment to fishing

–

would lead to ghost fishing

205

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.8 FAO Code of Conduct for Responsible Fisheries Required performance:

2.3

2.4

–

state except in case of force majeure, no fishing vessel should dump in the sea any substance which may interfere with fishing or obstruct or cause damage to fish, fishing gear, other fishing vessels or the aquatic environment

–

state that when a fishing vessel fouls other vessel’s gear, it should take all necessary measures to reduce the damage and avoid taking any action which may tend to aggravate the damage

–

state that those in charge of a fishing vessel should endeavour to retrieve lost fishing gear

Identify the causes of habitat damage due to fishery operation –

identify the causes of habitat damage due to fishery operation

–

state that some habitat degradation may be related to fishing with explosives or toxic substances, and mangrove clearance, use of chemicals for aquaculture development and sedimentations of seagrass beds and reefs due to soil run-off associated with deforestation or poor land-use practice

The purpose of marine reserves –

2.5

describe the purpose of marine reserves

The appropriate utilization of fish as food –

explain the appropriate utilization of fish as food

3.8.3 RESPONSIBLE FISHING GEAR/SELECTIVITY Textbooks: Teaching aids: A1

3.1

The importance of fishing gear selectivity –

explain the importance of fishing gear selectivity

–

state that selective fishing gears and practices contribute to maintaining biodiversity and to conserve the population structure and aquatic ecosystems and protect fish quality

–

explain the factors that affect size selection

–

explain factors that affect species selection

–

define fishing gear selectivity

–

explain the limitations of selectivity

–

describe the subsidiary devices such as BRDs, TED and grids

–

state that the failure of selectivity results in by-catch

–

explain selectivity by size

–

state that minimum mesh size or dimensions of mouth opening of nets or traps is generally introduced to improve selectivity

–

explain selectivity by species

–

explain survival of escaping fish from trawl net

–

state that successful introductions of selectivity gears are various BRDs in shrimp trawl

206

IMO Reference

FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD

COMPETENCE 3.8 FAO Code of Conduct for Responsible Fisheries Required performance: 3.8.4 ENERGY OPTIMIZATION

IMO Reference

R2, R6, R7

Textbooks: Teaching aids: A1

4.1

The factors that affect size selection –

4.2

Factors that affect species selection –

4.3

explain the factors that affect size selection

explain the factors that affect species selection

The various factors that can optimize energy use in the fishing industry –

explain the various factors that can optimize energy use in the fishing industry

–

describe how improving the Geographic Information System (GIS) and through the provision of fisheries-related information regarding stocks, their distribution, and migrations as well as sea-bed characteristics would contribute to energy saving

–

state that electronic chart systems and satellite-generated information for use in real time as well as for forecasting fishing conditions would also enhance energy optimization

–

identify that the dangerous substances to the atmosphere are exhaust gas emissions (NOX, SOX), CFC, Halon and VOCs

–

state the phasing out of the use of CFC in refrigeration systems as well as Halon in fire-extinguishing systems

–

explain the various factors that can optimize energy use in the fishing industry

3.8.5 DUTIES OF ALL STATES, FLAG STATES AND PORT STATES Textbook: Teaching aids: A1

5.1

The duties of all States (0.5 hour) –

describe items which the authorization to fish should contain

–

state that States should establish systems for the monitoring, control and surveillance and law enforcement of fishing activities and related operations

–

list the information which should be given in the entry in the records of certificates issued

–

state the duties of all States relating to fishing safety operations

207

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

COMPETENCE 3.8 FAO Code of Conduct for Responsible Fisheries Required performance: 5.2

5.3

The duties of flag States (1.0 hour) –

state the duties of all flag States relating to fishing operations

–

state the duties of flag States relating to various information concerned with flag allocation, authorization to fish and its records

–

state the duties of flag States relating to fishing vessel maintenance and mandatory survey

–

state the duties of flag States relating to position reporting of a fishing vessel, marking of fishing vessels and fishing gear, safety of fishing vessel and training and certification

–

describe the duties of flag States relating to access to insurance and repatriation of crew

The duties of port States (0.5 hour) –

state the duties of all port States relating to fishing operations, such as assistance to a foreign flag State, inspection by a port State, detention etc.

–

describe the duties of port States relating to validity of certificates and authorization to fish, stateless fishing vessel and training

208

IMO Reference

Guidance on the Implementation of Model Courses

Contents Page Part 1:

Preparation

213

Part 2:

Notes on teaching technique

218

Part 3:

Curriculum development

220

Annex A1 Preparation checklist

223

Annex A2 Example of a Model Course syllabus in a subject area

225

Annex A3 Example of a lesson plan for annex A2

230

211

GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

Part 1: Preparation 1

Introduction

1.1

The success of any enterprise depends heavily on sound and effective preparations.

1.2

Although the IMO model course “package” has been made as comprehensive as possible, it is nonetheless vital that sufficient time and resources are devoted to preparation. Preparation not only involves matters concerning administration or organization, but also includes the preparation of any course notes, drawings, sketches, overhead transparencies, etc., which may be necessary.

General considerations

2.1

The course “package” should be studied carefully; in particular, the course syllabus and associated material must be attentively and thoroughly studied. This is vital if a clear understanding is to be obtained of what is required, in terms of resources necessary to successfully implement the course.

2.2

A “checklist”, such as that set out in annex A1, should be used throughout all stages of preparation to ensure that all necessary actions and activities are being carried out in good time and in an effective manner. The checklist allows the status of the preparation procedures to be monitored, and helps in identifying the remedial actions necessary to meet deadlines. It will be necessary to hold meetings of all those concerned in presenting the course from time to time in order to assess the status of the preparation and “troubleshoot” any difficulties.

2.3

The course syllabus should be discussed with the teaching staff who are to present the course, and their views received on the particular parts they are to present. A study of the syllabus will determine whether the incoming trainees need preparatory work to meet the entry standard. The detailed teaching syllabus is constructed in “training outcome” format. Each specific outcome states precisely what the trainee must do to show that the outcome has been achieved. An example of a model course syllabus is given in annex A2. Part 3 deals with curriculum development and explains how a syllabus is constructed and used.

2.4

The teaching staff who are to present the course should construct notes or lesson plans to achieve these outcomes. A sample lesson plan for one of the areas of the sample syllabus is provided in annex A3.

2.5

It is important that the staff who present the course convey, to the person in charge of the course, their assessment of the course as it progresses.

Specific considerations

3.1

Scope of course In reviewing the scope of the course, the instructor should determine whether it needs any adjustment in order to meet additional local or national requirements (see Part 3).

213

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

3.2

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

.2 It is important that any subsequent assessment made of the course should include a review of the course objectives. 3.3

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

.2 If the entry standard will be exceeded by your planned trainee intake, you may wish to abridge or omit those parts of the course the teaching of which would be unnecessary, or which could be dealt with as revision. .3 Study the course material with the above questions in mind and with a view to assessing whether or not it will be necessary for the trainees to carry out preparatory work prior to joining the course. Preparatory material for the trainees can range from refresher notes, selected topics from textbooks and reading of selected technical papers, through to formal courses of instruction. It may be necessary to use a combination of preparatory work and the model course material in modified form. It must be emphasized that where the model course material involves an international requirement, such as a regulation of the International Convention on Standards of Training, Certification and Watchkeeping (STCW) 1978, as amended, the standard must not be relaxed; in many instances, the intention of the Convention is to require review, revision or increased depth of knowledge by candidates undergoing training for higher certificates. 3.4

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

3.5

Course intake limitations .1 The course designers have recommended limitations regarding the numbers of trainees who may participate in the course. As far as possible, these limitations should not be exceeded; otherwise, the quality of the course will be diluted.

.2 It may be necessary to make arrangements for accommodating the trainees and providing facilities for food and transportation. These aspects must be considered at an early stage of the preparations.

214

GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

3.6

Staff requirements .1 It is important that an experienced person, preferably someone with experience in course and curriculum development, is given the responsibility of implementing the course.

.2 Such a person is often termed a “course co-ordinator” or “course director”. Other staff, such as lecturers, instructors, laboratory technicians, workshop instructors, etc., will be needed to implement the course effectively. Staff involved in presenting the course will need to be properly briefed about the course work they will be dealing with, and a system must be set up for checking the material they may be required to prepare. To do this, it will be essential to make a thorough study of the syllabus and apportion the parts of the course work according to the abilities of the staff called upon to present the work. .3 The person responsible for implementing the course should consider monitoring the quality of teaching in such areas as variety and form of approach, relationship with trainees, and communicative and interactive skills; where necessary, this person should also provide appropriate counselling and support. 3.7

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

.2 Equipment Arrangements must be made at an early stage for the use of equipment needed in the spaces mentioned in 3.7.1 to support and carry through the work of the course. For example: ● ● ● ●

blackboards and writing materials apparatus in laboratories for any associated demonstrations and experiments machinery and related equipment in workshops equipment and materials in other spaces (e.g. for demonstrating fire fighting, personal survival, etc.).

3.8

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

3.9

Audio-visual aids Audio-visual aids (AVA) may be recommended in order to reinforce the learning process in some parts of the course. Such recommendations will be identified in Part A of the model course. The following points should be borne in mind:

.1 Overhead projectors Check through any illustrations provided in the course for producing overhead projector (OHP) transparencies, and arrange them in order of presentation. To produce transparencies, a supply of transparency sheets is required; the illustrations can be transferred to these via photocopying. Alternatively, transparencies can be

215

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

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

.2 Slide projectors If you order slides indicated in the course framework, check through them and arrange them in order of presentation. Slides are usually produced from photographic negatives. If further slides are considered necessary and cannot be produced locally, OHP transparencies should be resorted to. .3 Cine projector If films are to be used, check their compatibility with the projector (i.e. 16 mm, 35 mm, sound, etc.). The films must be test-run to ensure there are no breakages. .4 Video equipment It is essential to check the type of video tape to be used. The two types commonly used are VHS and Betamax. Although special machines exist which can play either format, the majority of machines play only one or the other type. Note that VHS and Betamax are not compatible; the correct machine type is required to match the tape. Check also that the TV raster format used in the tapes (i.e. number of lines, frames/second, scanning order, etc.) is appropriate to the TV equipment available. (Specialist advice may have to be sought on this aspect.) All video tapes should be test-run prior to their use on the course. .5 Computer equipment If computer-based aids are used, check their compatibility with the projector and the available software. .6 General note The electricity supply must be checked for voltage and whether it is AC or DC, and every precaution must be taken to ensure that the equipment operates properly and safely. It is important to use a proper screen which is correctly positioned; it may be necessary to exclude daylight in some cases. A check must be made to ensure that appropriate screens or blinds are available. All material to be presented should be test-run to eliminate any possible troubles, arranged in the correct sequence in which it is to be shown, and properly identified and cross-referenced in the course timetable and lesson plans. 3.10

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

3.11

Textbooks The detailed syllabus may refer to a particular textbook or textbooks. It is essential that these books are available to each student taking the course. If supplies of textbooks are limited, a copy should be loaned to each student, who will return it at the end of

216

GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

the course. Again, some courses are provided with a compendium which includes all or part of the training material required to support the course. 3.12

Bibliography Any useful supplementary source material is identified by the course designers and listed in the model course. This list should be supplied to the participants so that they are aware where additional information can be obtained, and at least two copies of each book or publication should be available for reference in the training institute library.

3.13

Timetable If a timetable is provided in a model course, it is for guidance only. It may only take one or two presentations of the course to achieve an optimal timetable. However, even then it must be borne in mind that any timetable is subject to variation, depending on the general needs of the trainees in any one class and the availability of instructors and equipment.

217

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Part 2: Notes on teaching technique 1

Preparation

1.1

Identify the section of the syllabus which is to be dealt with.

1.2

Read and study thoroughly all the syllabus elements.

1.3

Obtain the necessary textbooks or reference papers which cover the training area to be presented.

1.4

Identify the equipment which will be needed, together with support staff necessary for its operation.

1.5

It is essential to use a “lesson plan”, which can provide a simplified format for coordinating lecture notes and supporting activities. The lesson plan breaks the material down into identifiable steps, making use of brief statements, possibly with keywords added, and indicating suitable allocations of time for each step. The use of audiovisual material should be indexed at the correct point in the lecture with an appropriate allowance of time. The audio-visual material should be test-run prior to its being used in the lecture. An example of a lesson plan is shown in annex A3.

1.6

The syllabus is structured in training outcome format and it is thereby relatively straightforward to assess each traineeʼs grasp of the subject matter presented during the lecture. Such assessment may take the form of further discussion, oral questions, written tests or selection-type tests, such as multiple-choice questions, based on the objectives used in the syllabus. Selection-type tests and short-answer tests can provide an objective assessment independent of any bias on the part of the assessor. For certification purposes, assessors should be appropriately qualified for the particular type of training or assessment. REMEMBER – POOR PREPARATION IS A SURE WAY TO LOSE THE INTEREST OF A GROUP

1.7

Check the rooms to be used before the lecture is delivered. Make sure that all the equipment and apparatus are ready for use and that any support staff are also prepared and ready. In particular, check that all blackboards are clean and that a supply of writing and cleaning materials is readily available.

Delivery

2.1

Always face the people you are talking to; never talk with your back to the group.

2.2

Talk clearly and sufficiently loudly to reach everyone.

2.3

Maintain eye contact with the whole group as a way of securing their interest and maintaining it (i.e. do not look continuously at one particular person, nor at a point in space).

218

GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

2.4

People are all different, and they behave and react in different ways. An important function of a lecturer is to maintain interest and interaction between members of a group.

2.5

Some points or statements are more important than others and should therefore be emphasized. To ensure that such points or statements are remembered, they must be restated a number of times, preferably in different words.

2.6

If a blackboard is to be used, any writing on it must be clear and large enough for everyone to see. Use colour to emphasize important points, particularly in sketches.

2.7

It is only possible to maintain a high level of interest for a relatively short period of time; therefore, break the lecture up into different periods of activity to keep interest at its highest level. Speaking, writing, sketching, use of audio-visual material, questions, and discussions can all be used to accomplish this. When a group is writing or sketching, walk amongst the group, looking at their work, and provide comment or advice to individual members of the group when necessary.

2.8

When holding a discussion, do not allow individual members of the group to monopolize the activity, but ensure that all members have a chance to express opinions or ideas.

2.9

If addressing questions to a group, do not ask them collectively; otherwise, the same person may reply each time. Instead, address the questions to individuals in turn, so that everyone is invited to participate.

2.10

It is important to be guided by the syllabus content and not to be tempted to introduce material which may be too advanced, or may contribute little to the course objective. There is often competition between instructors to achieve a level which is too advanced. Also, instructors often strongly resist attempts to reduce the level to that required by a syllabus.

2.11

Finally, effective preparation makes a major contribution to the success of a lecture. Things often go wrong; preparedness and good planning will contribute to putting things right. Poor teaching cannot be improved by good accommodation or advanced equipment, but good teaching can overcome any disadvantages that poor accommodation and lack of equipment can present.

219

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Part 3: Curriculum development 1

Curriculum The dictionary defines curriculum as a “regular course of study”, while syllabus is defined as “a concise statement of the subjects forming a course of study”. Thus, in general terms, a curriculum is simply a course, while a syllabus can be thought of as a list (traditionally, a “list of things to be taught”).

Course content The subjects which are needed to form a training course, and the precise skills and depth of knowledge required in the various subjects, can only be determined through an in-depth assessment of the job functions which the course participants are to be trained to perform (job analysis). This analysis determines the training needs, thence the purpose of the course (course objective). After ascertaining this, it is possible to define the scope of the course. (Note: Determination of whether or not the course objective has been achieved may quite possibly entail assessment, over a period of time, of the “on-the-job performance” of those completing the course. However, the detailed learning objectives are quite specific and immediately assessable.)

Job analysis A job analysis can only be properly carried out by a group whose members are representative of the organizations and bodies involved in the area of work to be covered by the course. The validation of results, via review with persons currently employed in the job concerned, is essential if undertraining and overtraining are to be avoided.

Course plan Following definition of the course objective and scope, a course plan or outline can be drawn up. The potential students for the course (the trainee target group) must then be identified, the entry standard to the course decided and the prerequisites defined.

Syllabus The final step in the process is the preparation of the detailed syllabus with associated timescales; the identification of those parts of textbooks and technical papers which cover the training areas to a sufficient degree to meet, but not exceed, each learning objective; and the drawing up of a bibliography of additional material for supplementary reading.

220

GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

Syllabus content The material contained in a syllabus is not static; technology is continuously undergoing change and there must therefore be a means for reviewing course material in order to eliminate what is redundant and introduce new material reflecting current practice. As defined above, a syllabus can be thought of as a list and, traditionally, there have always been an “examination syllabus” and a “teaching syllabus”; these indicate, respectively, the subject matter contained in an examination paper, and the subject matter a teacher is to use in preparing lessons or lectures.

Training outcomes

7.1

The prime communication difficulty presented by any syllabus is how to convey the “depth” of knowledge required. A syllabus is usually constructed as a series of “training outcomes” to help resolve this difficulty.

7.2

Thus, curriculum development makes use of training outcomes to ensure that a common minimum level and breadth of attainment is achieved by all the trainees following the same course, irrespective of the training institution (i.e. teaching/lecturing staff).

7.3

Training outcomes are trainee-oriented, in that they describe an end result which is to be achieved by the trainee as a result of a learning process.

7.4

In many cases, the learning process is linked to a skill or work activity and, to demonstrate properly the attainment of the objective, the trainee response may have to be based on practical application or use, or on work experience.

7.5

The training outcome, although aimed principally at the trainee to ensure achievement of a specific learning step, also provides a framework for the teacher or lecturer upon which lessons or lectures can be constructed.

7.6

A training outcome is specific and describes precisely what a trainee must do to demonstrate his knowledge, understanding or skill as an end product of a learning process.

7.7

The learning process is the “knowledge acquisition” or “skill development” that takes place during a course. The outcome of the process is an acquired “knowledge”, “understanding”, “skill”; but these terms alone are not sufficiently precise for describing a training outcome.

7.8

Verbs, such as “calculates”, “defines”, “explains”, “lists”, “solves” and “states”, must be used when constructing a specific training outcome, so as to define precisely what the trainee will be enabled to do.

7.9

In the IMO model course project, the aim is to provide a series of model courses to assist instructors in developing countries to enhance or update the maritime training they provide, and to allow a common minimum standard to be achieved throughout the world. The use of training outcomes is a tangible way of achieving this desired aim.

221

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

7.10

As an example, a syllabus in training-outcome format for the subject of ship construction appears in annex A2. This is a standard way of structuring this kind of syllabus. Although, in this case, an outcome for each area has been identified – and could be used in an assessment procedure – this stage is often dropped to obtain a more compact syllabus structure.

Assessment Training outcomes describe an outcome which is to be achieved by the trainee. Of equal importance is the fact that such an achievement can be measured OBJECTIVELY through an evaluation which will not be influenced by the personal opinions and judgements of the examiner. Objective testing or evaluation provides a sound base on which to make reliable judgements concerning the levels of understanding and knowledge achieved, thus allowing an effective evaluation to be made of the progress of trainees in a course.

222

Course plan

Timetable

Syllabus

Scope

Objective

Entry standard

Preparatory course

Course certificate

Participant numbers

Staffing

Identified

Other

Technicians

Instructors

Lecturers

Co-ordinator

Component

Ref

Preparation checklist

Annex A1

Reserved

Electricity supply

Purchases

Tested

Accepted

Started

Finished

Status OK

GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

223

224

Lab

IMO reference

Textbooks

Bibliography

Video

Cine

Slide

AVA Equipment and materials OHP

Other

Workshop

(b) Equipment Lab

Class

Other

Facilities (a) Rooms

Identified

Workshop

Component

Ref

Reserved

Preparation checklist (continued)

Annex A1

Electricity supply

Purchases

Tested

Accepted

Started

Finished

Status OK

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

Annex A2 Example of a Model Course syllabus in a subject area Subject area:

Ship construction

Prerequisite:

Have a broad understanding of shipyard practice

General aims:

Have knowledge of materials used in shipbuilding, specification of shipbuilding steel and process of approval

Textbooks:

No specific textbook has been used to construct the syllabus, but the instructor would be assisted in preparation of lecture notes by referring to suitable books on ship construction, such as Ship Construction by Eyres (T12) and Merchant Ship Construction by Taylor (T58)

225

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

Course outline

Knowledge, understanding and proficiency

Total hours for each topic

Total hours for each subject area of required performance

Competence: 3.1 CONTROL TRIM, STABILITY and STRESS 3.1.1 FUNDAMENTAL PRINCIPLES OF SHIP CONSTRUCTION, TRIM AND STABILITY .1

Shipbuilding materials

Welding

Bulkheads

Watertight and weathertight doors

Corrosion and its prevention

Surveys and dry-docking

Stability

226

102

GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

Part C3: Detailed teaching syllabus Introduction The detailed teaching syllabus is presented as a series of learning objectives. The objective, therefore, describes what the trainee must do to demonstrate that the specified knowledge or skill has been transferred. Thus each training outcome is supported by a number of related performance elements in which the trainee is required to be proficient. The teaching syllabus shows the Required performance expected of the trainee in the tables that follow. In order to assist the instructor, references are shown to indicate IMO references and publications, textbooks and teaching aids that instructors may wish to use in preparing and presenting their lessons. The material listed in the course framework has been used to structure the detailed training syllabus; in particular: ●

Teaching aids (indicated by A)

●

IMO references (indicated by R), and

●

Textbooks (indicated by T)

will provide valuable information to instructors. Explanation of information contained in the syllabus tables The information on each table is systemtically organized in the following way. The line at the head of the table describes the FUNCTION with which the training is concerned. A function means a group of tasks, duties and responsibilities as specified in the STCW Code. It describes related activities which make up a professional discipline or traditional departmental responsibility on board. The header of the first column denotes the COMPETENCE concerned. Each function comprises a number of COMPETENCES. Each competence is uniquely and consistently numbered on this model course. In this function the competence is Control trim, stability and stress. It is numbered 3.1, that is the first competence in Function 3. The term “competence” should be understood as the application of knowledge, understanding, proficiency, skills, experience for an individual to perform a task, duty or responsibility on board in a safe, efficient and timely manner. Shown next is the required TRAINING OUTCOME. The training outcomes are the areas of knowledge, understanding and proficiency in which the trainee must be able to demonstrate knowledge and understanding. Each COMPETENCE comprises a number of training outcomes. For example, the above competence comprises three training outcomes. The first is concerned with FUNDAMENTAL PRINCIPLES OF SHIP CONSTRUCTION, TRIM AND STABILITY. Each training outcome is uniquely

227

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL

and consistently numbered in this model course. That concerned with fundamental principles of ship construction, trim and stability is uniquely numbered 3.1.1. For clarity, training outcomes are printed in black type on grey, for example TRAINING OUTCOME. Finally, each training outcome embodies a variable number of Required performances – as evidence of competence. The instruction, training and learning should lead to the trainee meeting the specified Required performance. For the training outcome concerned with the fundamental principles of ship construction, trim and stability there are three areas of performance. These are: 3.1.1.1 Shipbuilding materials 3.1.1.2 Welding 3.1.1.3 Bulkheads Following each numbered area of Required performance there is a list of activities that the trainee should complete and which collectively specify the standard of competence that the trainee must meet. These are for the guidance of teachers and instructors in designing lessons, lectures, tests and exercises for use in the teaching process. For example, under the topic 3.1.1.1, to meet the Required performance, the trainee should be able to: ●

state that steels are alloys of iron, with properties dependent upon the type and amount of alloying materials used

●

state that the specification of shipbuilding steels are laid down by classification societies

●

state that shipbuilding steel is tested and graded by classification society surveyors who stamp it with approved marks

and so on. IMO references (Rx) are listed in the column to the right-hand side. Teaching aids (Ax), videos (Vx) and textbooks (Tx) relevant to the training outcome and Required performances are placed immediately following the TRAINING OUTCOME title. It is not intended that lessons are organized to follow the sequence of Required performances listed in the Tables. The Syllabus Tables are organized to match with the competence in the STCW Code Table A-II/2. Lessons and teaching should follow college practices. It is not necessary, for example, for shipbuilding materials to be studied before stability. What is necessary is that all of the material is covered and tha teaching is effective to allow trainees to meet the standard of the Required performance.

228

GUIDANCE ON THE IMPLEMENTATION OF MODEL COURSES

FUNCTION 3: CONTROLLING THE OPERATION OF THE SHIP AND CARE FOR PERSONS ON BOARD AT THE MANAGEMENT LEVEL

COMPETENCE 3.1

Control trim, stability and stress

IMO reference

3.1.1 FUNDAMENTAL PRINCIPLES OF SHIP CONSTRUCTION, TRIM AND STABILITY Textbooks: T11, T12, T35, T58, T69 Teaching aids: A1, A4, V5, V6, V7 Required performance: 1.1

Shipbuilding materials (3 hours) ● ● ● ● ● ● ●

● ● ●

● ● ● ● ● ● ● ● ●

states that steels are alloys of iron, with properties dependent upon the type and amounts of alloying materials used states that the specifications of shipbuilding steels are laid down by classification societies states that shipbuilding steel is tested and graded by classification surveyors, who stamp it with approved marks explains that mild steel, graded A – E, is used for most parts of the ship states why higher tensile steel may be used in areas of high stress, such as the sheer strake explains that the use of higher tensile steel in place of mild steel results in saving of weight for the same strength explains what is meant by: – tensile strength – ductility – hardness – toughness defines strain as extension divided by original length sketches a stress-strain curve for mild steel explains – yield point – ultimate tensile stress – modulus of elasticity explains that toughness is related to the tendency to brittle fracture explains that stress fracture may be initiated by a small crack or notch in a plate states that cold conditions increase the chances of brittle fracture states why mild steel is unsuitable for the very low temperatures involved in the containment of liquefied gases lists examples where castings or forgings are used in ship construction explains the advantages of the use of aluminium alloys in the construction of superstructures states that aluminium alloys are tested and graded by classification society surveyors explains how strength is preserved in aluminium superstructures in the event of fire describes the special precautions against corrosion that are needed where aluminium alloy is connected to steelwork

229

Lesson number: 1

Lecture

States that the specifications of shipbuilding steels are laid down by classification societies

Explains that mild steel, graded A to E, is used for most parts of the ship

States why higher tensile steel may be used in areas of high stress, such as the sheer strake

Explains that use of higher tensile steel in place of mild steel results in a saving of weight for the same strength

Shipbuilding materials (3 hours)

Teaching method

States that steels are alloys of iron, with properties dependent upon the type and amounts of alloying materials used

1.1

Main element Specific training outcome in teaching sequence, with memory keys

230

T12, T58

Textbook

STCW II/2, A-II/2

IMO reference

Training Area: 3.1.1 Fundamental principles of ship construction, trim and stability

Subject area: 3.1 Control trim, stability and stress

Example of a lesson plan for annex A2

Annex A3

V5 to V7

A/V aid

Instructor guidelines

Duration: 3 hours

Compiled 15 by the lecturer

Compiled 10 by the lecturer

Compiled 15 by the lecturer

Compiled 20 by the lecturer

Compiled 10 by the lecturer

Lecture Time notes (minutes)

OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL