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

Transcription

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

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

3 Print edition (ISBN: ) First published in 2008 by the INTERNATIONAL MARITIME ORGANIZATION 4 Albert Embankment, London SE1 7SR 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. Copyright International Maritime Organization 2008 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.

4 Contents Page Introduction 1 Function 1: Navigation 7 Part A1: Course Framework 8 Part B1: Course Outline and Guidance Notes 12 Part C1: Detailed Teaching Syllabus 38 Function 2: Catch Handling and Stowage 87 Part A2: Course Framework 88 Part B2: Course Outline and Guidance Notes 90 Part C2: Detailed Teaching Syllabus 104 Function 3: Controlling the Operation of the Fishing Vessel and Care for Persons on Board 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

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6 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 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

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8 Purpose of the model courses Introduction 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

9 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 2

10 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

11 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 ( , databases, etc), the internet, intranets and the world-wide web ( automatic monitoring, data-recording and alarm systems. 4

12 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 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, 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. 2 Every candidate for certification shall:.1 be not less than 18 years of age;.2 satisfy the Party as to medical fitness, particularly regarding eyesight and hearing;.3 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..4 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.5 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

13 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. 6

14 Function 1: Navigation Index Part A1: Course Framework 8 Objective Teaching aids Video/DVD/CD IMO references Textbooks Part B1: Course Outline and Guidance Notes 12 Timetable Lectures Course outline Guidance notes Part C1: Detailed Teaching Syllabus 38 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 7

15 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 Instructor Guidance (Part B1 of this course) A2 Catalogue of British Admiralty charts and other hydrographic publications A3 British Admiralty Notices to mariners A4 Charts A5 Deviation Table A6 British Admiralty List of Lights A7 National List of Lights and Buoyage System A8 British Admiralty Tide Table of the area concerned A9 National Tide Table A10 Tidal stream atlas A11 British Admiralty Pilot book for the area concerned A12 National sailing direction A13 Star Finder and Identifier HO 2101-D A14 Nautical Almanac A15 IALA Maritime Buoyage System A16 Ocean plotting sheet A17 Distance table A18 Ship s Log-book A19 Nautical table (Norie s, Burton s or others) A20 Star Chart A21 Pre-computed altitude and azimuth tables (e.g. HO229) A22 Pocket calculator A23 GPS receiver 8

16 FUNCTION 1: NAVIGATION A24 Echo sounder A25 Speed log A26 Magnetic compass A27 Gyro-compass A28 Automatic Pilot A29 Video cassette player Video/DVD/CD V1 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) ; Website: V3 Know the current rules (Code No. 328) V4 Bridge watchkeeping (Code No. 497) V5 Passage planning (Code No. 496) V6 Search and rescue: co-ordination (Code No. 574) V7 Man overboard (Code No. 644) V8 Theory of mooring (Code No. 615) Available from: Videotel Marine International Ltd 84 Newman Street, London W1 P 3LD, UK Tel: Fax: mail@videotelmail.com Website: IMO references (R) R1 International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel (STCW-F), 1995 ((IMO Sales No. I915E) R2 FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel, 2001 (IMO Sales No. IA948E) R3 Torremolinos Protocol and Torremolinos International Convention for the Safety of Fishing Vessels, 1993 (IMO Sales No. I793E) R4 International Convention for the Safety of Life at Sea (SOLAS), as amended (IMO Sales No. ID110E). R5 Assembly resolution A.382(X) Magnetic compasses: carriage and performance standards R6 Assembly resolution A.424(XI) Performance standards for gyro-compasses R7 Assembly resolution A.574(14) Recommendation on general requirements for electronic navigational aids R8 Radar Navigation, Radar Plotting and use of ARPA, Radar navigation Operational level (Model course 1.07) (1999 edition), TA107E 9

17 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 Textbooks (T) T1 Admiralty Manual of Navigation. Vol 1. London, HMSO 1997, 1st impression (ISBN ) T2 Bole, A.G. and Dineley, W.0. and Nicholls, C.E. The Navigation Control Manual 2nd ed. Oxford. Heinemann Professional,1992 (ISBN ) T3 Danton, G. The Theory and Practice of Seamanship. 11th ed. London, Routledge,1996 (ISBN ) T4 Frost, A. Practical Navigation for Second Mates. 6th ed. Glasgow, Brown, Son & Ferguson, 1985 (ISBN ) T5 Frost, A. The Principles and Practice of Navigation. 3rd ed. Glasgow, Brown, Son & Ferguson, 1988 (ISBN ) T6 Gylden, S. The Use of Constant Rate Turns OUT OF PRINT 1998 T7 Hensen, H. Tug Use In Port, Nautical Institute (ISBN ) T8 Hooyer, H.H. The Behaviour and Handling of Ships. Cornell Maritime Press (ISBN ) T9 International Chamber of Shipping, Bridge Procedures Guide, 3rd ed T10 Kemp, J.1. and Young, P. Notes on Compass Work. End ed. London, Stanford Maritime, 1972; reprinted 1987 (ISBN X) T11 MacElvrey, D.H. Shiphandling for the Mariner. 3rd ed. Centreville (Maryland, US), Cornell Maritime Press, (ISBN ) T12 Maritime Meteorology, End Ed Thomas Reed Publications (ISBN ) T13 Merrifield, F.G. Ship Magnetism and The Magnetic Compass, Pergamon Press T14 Meteorological Office, Marine Observer s Handbook. 11th ed. (Met.0.887). London, HMSO, 1995 (ISBN X) T15 Meteorological Office, Meteorology for Mariners, 3rd ed. 8th impression. London, HMSO,1978 (ISBN ) T16 Rowe, R.W. The Shiphandler s Guide. The Nautical Institute, (ISBN ) T17 Tetley, L. and Calcutt, D. Electronic Aids to Navigation: Position Fixing 2nd ed London, Edward Arnold, 1991 (ISBN ) T18 The Mariner s Handbook. (NP 100). 6th ed. Taunton (UK), Hydrographer of the Navy, 1989 T19 IMO Standard Marine Communications Phrases (SMCP) (including CD: pronunciation guide) (2002 edition) English IA987E T20 Taylor, D.A. Introduction to Marine Engineering. End ed. London, Butterworth, (ISBN ) T21 Daniel H. MacElrevey, Daniel E. MacElrevey & Earl R. McMillin, Shiphandling for the Mariner, Cornell Matitime Press, (ISBN ) T22 Maurice Cornish & E. Ives, Maritime Meteorology, Thomas Reed Publications, (ISBN ) T23 W. Burger, Radar Observer s Handbook for Merchant Navy Officers (Glasgow, Brown, Son and Ferguson, 1983) (ISBN ) T24 R. Lownsborough and D. Calcutt, Electronic Aids to Navigation: Radar and ARPA (London, Edward Arnold, 1993) (ISBN ) 10

18 FUNCTION 1: NAVIGATION T25 Christopher Emms & S. Gossif, An Instruction to Coastal Navigation: A Seaman s Guide, Morgans Technical Books Ltd., (ISBN ) T26 W.H. Perry, Fishermen s Handbook, Fishing News Books Ltd., (ISBN ) Textbooks may be available from the following: Blackwell Publishing Ltd Garsington Road Oxford OX4 2DQ UK, Tel , Fax Fishing News Books Ltd. Osney Mead, Oxford OX2 OEL, UK Warsash Nautical Bookshop, 6 Dibles Road, Warsash, Southampton S031 9HZ, UK. Tel: Fax: orders@nauticalbooks.co.uk URL: 11

19 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. 12

20 FUNCTION 1: NAVIGATION Course outline Functional skill components COMPETENCE: 1.1 Navigation and position determination APPLY CELESTIAL BODY OBSERVATION FOR POSITION FIXING AND NAVIGATION.1 Use a sextant.2 Complete sight reduction.3 Obtain and plot position lines 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 USE ELECTRONIC NAVIGATIONAL AIDS FOR POSITION FIXING AND NAVIGATION.1 Operate electronic navigational aids.2 Determine vessel s position with electronic aids COMPETENCE: 1.2 Watchkeeping 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 PRINCIPLES TO BE OBSERVED IN KEEPING A NAVIGATIONAL WATCH.1 Navigational watch.2 Maintain a navigational watch.3 Maintain a anchor watch Total hours for each topic Total hours for each subject area of required performance

21 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL Functional skill components COMPETENCE: 1.3 Radar navigation Total hours for each topic Total hours for each subject area of required performance See IMO Model Course No for guidance OPERATE RADAR.1 Identify factors affecting performance and accuracy 7.2 Set up radar and maintain displays Detect misrepresentation of information, false echoes, sea return etc. 1.4 Establish the range and bearing of a radar target 3.5 Identify critical echoes USE RADAR FOR COLLISION AVOIDANCE.1 Establish the course and speed of other ships Determine the time and distance of closet approach of crossing, meeting, or overtaking ships 2.3 Detect course and speed changes of other ships 1.4 Identify the effect of changes in own vessel s course or speed or both 1.5 Apply the International regulations for Preventing Collisions at Sea COMPETENCE: 1.4 Magnetic and gyro-compasses DETERMINE AND APPLY COMPASS ERRORS USING TERRESTRIAL OBSERVATION 20.1 The magnetism of the earth and the ship s deviation 10.2 Magnetic compass 10.3 Gyro-compass 5.4 Automatic pilot DETERMINE AND APPLY COMPASS ERRORS USING CELESTIAL OBSERVATION 1.1 Determine and apply compass errors using terrestrial observation 14.2 Determine and apply compass errors using celestial observation 15 COMPETENCE: 1.5 Meteorology and oceanography OBTAIN AND APPLY METEOROLOGICAL INFORMATION.1 Identify weather conditions liable to endanger the vessel 10.2 Use shipborne meteorological instruments 10.3 Identify the characteristics of various weather systems OBTAIN AND APPLY OCEANOGRAPHIC INFORMATION.1 Use appropriate navigational publication on tides and currents 10.2 Calculate the times and heights of the high and and low water and estimate the direction and rate of tidal streams

22 FUNCTION 1: NAVIGATION Functional skill components COMPETENCE: 1.6 Fishing vessel manoeuvring and handling 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 COMPETENCE: 1.7 Emergency procedures 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 RESPOND TO FISHING VESSEL EMERGENCY SITUATIONS.1 Specify precautions to be taken when beaching a vessel.2 Identify actions to be taken prior to, and after, grounding.3 Specify action to be taken when the gear becomes fast to the ground or other obstructions.4 Follow procedures for floating a grounded vessel, with and without assistance.5 Indicate action to be taken following a collision.6 Follow procedures for the temporary plugging of leaks.7 Prepare contingency plans for the protection and safety of fishing vessel personnel in emergencies.8 Identify procedures for limiting damage and salving the vessel following a fire or explosion.9 Specify abandoning ship procedures.10 Identify emergency steering arrangements Total hours for each topic Total hours for each subject area of required performance

23 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL Functional skill components 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 COMPETENCE: 1.8 English language APPLY ENGLISH LANGUAGE TO FISHING VESSEL OPERATIONS.1 Interpret English language charts and nautical publications.2 Interpret English language meteorological information and safety message.3 Communicate with other ships and coast stations.4 Interpret and use relevant sections of IMO standard marine communication phrases as appropriate COMPETENCE: 1.9 Communications Total hours for each topic 3 Total hours for each subject area of required performance See IMO Model Course No for guidance IDENTIFY GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS) AND RADIOCOMMUNICATIONS REQUIREMENTS.1 Principles and basic factors for GMDSS use.2 Navigational and meteorological warning systems and select the appropriate communication services.3 The adverse effects of misuse of communication equipment PROVIDE GMDSS AND RADIOCOMMUNICATIONS SERVICES.1 Operate radiocommunications equipment.2 Provide radio service in an emergency.3 Apply search and rescue radiocommunications procedures.4 Use vessel reporting systems.5 Apply radio medical services procedures.6 Apply measures to protect personnel from radiation hazards MAKE VISUAL SIGNALS.1 Use the International Code of Signals.2 Transmit and receive signals by Morse light COMPETENCE: 1.10 Search and rescue See IMO Model Course No for guidance 6 COMPETENCE: 1.11 Fishing vessel power plants OPERATE AND MAINTAIN FISHING VESSEL POWER PLANTS.1 Identify operating principles of marine power plants in fishing vessels 5 Total for Function 1: Navigation

24 FUNCTION 1: NAVIGATION 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. 17

25 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. 18

26 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. 19

27 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL 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. 20

28 FUNCTION 1: NAVIGATION 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; 2) sailing calculations, using the Mercator formula; 3) simple analysis of errors that may occur in position fixing. The latter is a very important task. As far as mathematical knowledge permits, statistical methods may be used. A more practical approach to the problem may in most cases be more fruitful. The trainees ability to make critical 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. 21

29 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL 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 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

30 FUNCTION 1: NAVIGATION 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 OPERATE RADAR 18.5 hours 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 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 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. 23

31 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.5 Meteorology and oceanography 45 hours 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

32 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 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 IDENTIFY TECHNIQUES FOR MANOEUVRING AND HANDLING FISHING VESSELS IN ALL CONDITIONS Berthing, unberthing and anchoring 30 hours 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. 25

33 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

34 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. 27

35 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 28

36 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. 29

37 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.7 Emergency procedures 63 hours 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 30

38 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 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

39 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, 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. 32

40 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 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

41 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. 34

42 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 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 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

43 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 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 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

44 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. 37

45 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

46 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 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: and so on Use sextant Complete sight reduction 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 Complete Sight Reduction, to meet the required performance the trainee should be able to: and so on. 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 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. 39

47 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: CELESTIAL BODY OBSERVATION FOR POSITION FIXING AND NAVIGATION TERRESTRIAL OBSERVATION FOR POSITION FIXING AND COASTAL NAVIGATION Paragraphs 2, 3 and 6 of appendix of regulation II/2 in STCW-F ELECTRONIC NAVIGATIONAL AIDS FOR POSITION FIXING AND NAVIGATION 40

48 FUNCTION 1: NAVIGATION COMPETENCE 1.1 Navigation and position determination Required performance: IMO Reference CELESTIAL BODY OBSERVATION FOR POSITION FIXING AND NAVIGATION Textbooks: T1, T3, T4, T25 Teaching aids: A1, A13, A20 R1, R2 1.1 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 1.2 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 41

49 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.1 Navigation and position determination Required performance: IMO Reference 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, +a 0, +a, +a 2, 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 1.3 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 42

50 FUNCTION 1: NAVIGATION COMPETENCE 1.1 Navigation and position determination Required performance: IMO Reference TERRESTRIAL OBSERVATION FOR POSITION FIXING AND COASTAL NAVIGATION Textbooks: T1, T2, T4, T5, T25 Teaching aids: A1, A4, A5, A6, A7, A9, A10, A12, A14, A15, A18, A24 R1, R2 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 43

51 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.1 Navigation and position determination Required performance: IMO Reference 2.2 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 2.3 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 2.4 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 2.5 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 44

52 FUNCTION 1: NAVIGATION COMPETENCE 1.1 Navigation and position determination Required performance: IMO Reference 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 2.6 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 2.7 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 2.8 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 45

53 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.1 Navigation and position determination Required performance: IMO Reference ELECTRONIC NAVIGATIONAL AIDS FOR POSITION FIXING AND NAVIGATION Textbooks: T1, T3, T5, T17, T24, T25 Teaching aids: A1, A18, A23, A24, A25, A27, A 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 R1, R2, R7 46

54 FUNCTION 1: NAVIGATION COMPETENCE 1.1 Navigation and position determination Required performance: IMO Reference 3.2 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 47

55 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: APPLY INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA TO FISHING VESSEL OPERATION BASIC PRINCIPLES FOR KEEPING A NAVIGATIONAL WATCH Paragraph 5 of appendix 2 of regulation II/2 in STCW-F 48

56 FUNCTION 1: NAVIGATION COMPETENCE 1.2 Watchkeeping Required performance: IMO Reference APPLY INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA TO FISHING VESSEL OPERATION Textbooks: T1, T25 Teaching aids: A1, A6, A7, A15, A18 R1, R2 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 49

57 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 50

58 FUNCTION 1: NAVIGATION COMPETENCE 1.2 Watchkeeping Required performance: 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 1.2 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 1.3 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 BASIC PRINCIPLES FOR KEEPING A NAVIGATIONAL WATCH Textbooks: T1, T2, T4, T25 Teaching aids: A1, A6, A7, A15, A18 R1, R2 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 51

59 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.2 Watchkeeping Required performance: IMO Reference 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 2.2 Maintain a navigational watch (5 hours) 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 2.3 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,

60 FUNCTION 1: NAVIGATION COMPETENCE 1.3 Radar navigation IMO Reference TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: OPERATE RADAR USE RADAR FOR COLLISION AVOIDANCE Paragraph 4 of appendix to regulation II/2 in STCW-F 53

61 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.3 Radar navigation Required performance: IMO Reference OPERATE RADAR Textbooks: T23, T24 Teaching aids: A1, A35 See IMO Model Course No for guidance STCW-F chapter II, appendix to regulation Identify factors affecting performance and accuracy (7 hours) R1, R2 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) 1.2 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) R1, R2 54

62 FUNCTION 1: NAVIGATION COMPETENCE 1.3 Radar navigation Required performance: 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 1.3 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 R1, R2 1.4 Establish the range and bearing of a radar target (3 hours) R1, R2 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) 1.5 Identify critical echoes (2 hours) R1, R2 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 55

63 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 USE RADAR FOR COLLISION AVOIDANCE Textbooks: T23, T24 Teaching aids: A1, A Establish the course and speed of other ships (5.5 hours) R1, R2 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 2.2 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 R1, R2 2.3 Detect course and speed changes of other ships (1 hour) R1, R2 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 2.4 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) R1, R2 56

64 FUNCTION 1: NAVIGATION COMPETENCE 1.3 Radar navigation Required performance: IMO Reference 2.5 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 57

65 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: USE COMPASS DETERMINE AND APPLY COMPASS ERRORS Paragraph 8 of appendix to regulation II/2 in STCW-F 58

66 FUNCTION 1: NAVIGATION COMPETENCE 1.4 Magnetic and gyro-compasses Required performance: IMO Reference USE COMPASS Textbooks: T1, T4, T14 Teaching aids: A1, A4, A26, A27, A 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: 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 1.2 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 59

67 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.4 Magnetic and gyro-compasses Required performance: 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 1.3 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 60

68 FUNCTION 1: NAVIGATION COMPETENCE 1.4 Magnetic and gyro-compasses Required performance: 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 1.4 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 DETERMINE AND APPLY COMPASS ERRORS Textbooks: T1, T13, T24 Teaching aids: A1, A4, A26, A27, A28 R1, R2, R6, R8, R9 1.1 Determine and apply compass errors using terrestrial observation (1 hour) calculate compass error and gyro error, from transit bearings and bearings to distant fixed objects 1.2 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 61

69 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: OBTAIN AND APPLY METEOROLOGICAL INFORMATION OBTAIN AND APPLY OCEANOGRAPHIC INFORMATION Paragraph 7 of appendix to regulation II/2 in STCW-F 62

70 FUNCTION 1: NAVIGATION COMPETENCE 1.5 Meteorology and oceanography Required performance: IMO Reference OBTAIN AND APPLY METEOROLOGICAL INFORMATION Textbooks: T12, T14, T15, T22, T23 Teaching aids: A1, A18 R1, R2 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 63

71 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.5 Meteorology and oceanography Required performance: 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 1.2 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 OBTAIN AND APPLY OCEANOGRAPHIC INFORMATION Textbooks: T1, T5, T12, T22, T23 Teaching aids: A1, A4, A9, A10, A24 R1, R2 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 64

72 FUNCTION 1: NAVIGATION COMPETENCE 1.5 Meteorology and oceanography Required performance: 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 2.2 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 65

73 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: IDENTIFY TECHNIQUES FOR MANOEUVRING AND HANDLING FISHING VESSELS IN ALL CONDITIONS Paragraph 13 of appendix to regulation II/2 of STCW-F 66

74 FUNCTION 1: NAVIGATION COMPETENCE 1.6 Fishing vessel manoeuvring and handling Required performance: IMO Reference IDENTIFY TECHNIQUES FOR MANOEUVRING AND HANDLING FISHING VESSELS IN ALL CONDITIONS Textbooks: T3, T8, T11, T21 Teaching aids: A1, A11 R1, R2 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 67

75 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.6 Fishing vessel manoeuvring and handling Required performance: IMO Reference 1.2 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 1.3 Identify the effects of wind, tide and current on ship handling (3 hours) 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 1.4 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 68

76 FUNCTION 1: NAVIGATION COMPETENCE 1.6 Fishing vessel manoeuvring and handling Required performance: IMO Reference 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 1.5 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 1.6 Identify requirements for rescuing persons and assisting vessels in distress (3 hours) See competence 1.7 Emergency procedures 69

77 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.6 Fishing vessel manoeuvring and handling Required performance: IMO Reference 1.7 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 1.8 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 70

78 FUNCTION 1: NAVIGATION COMPETENCE 1.6 Fishing vessel manoeuvring and handling Required performance: IMO Reference 1.9 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 71

79 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: RESPOND TO EMERGENCY SITUATIONS INVOLVING FISHING VESSEL PERSONNEL RESPOND TO FISHING VESSEL EMERGENCY SITUATIONS Paragraph 12 of appendix to regulation II/2 in STCW-F PROVIDE ASSISTANCE IN EMERGENCY SITUATIONS 72

80 FUNCTION 1: NAVIGATION COMPETENCE 1.7 Emergency procedures Required performance: IMO Reference RESPOND TO EMERGENCY SITUATIONS INVOLVING FISHING VESSEL PERSONNEL Textbooks: T11, T26 Teaching aids: A1 R1, R2, R3 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 CO 2 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 73

81 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.7 Emergency procedures Required performance: IMO Reference 1.2 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 1.3 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 74

82 FUNCTION 1: NAVIGATION COMPETENCE 1.7 Emergency procedures Required performance: IMO Reference 1.4 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 RESPOND TO FISHING VESSEL EMERGENCY SITUATIONS Textbooks: T11, T26 Teaching aids: A1 R1, R2, R3 2.1 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 2.2 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 75

83 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.7 Emergency procedures Required performance: 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 2.3 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 2.4 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 2.5 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 76

84 FUNCTION 1: NAVIGATION COMPETENCE 1.7 Emergency procedures Required performance: IMO Reference 2.6 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 2.7 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 CO 2 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: 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 2.8 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 77

85 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.7 Emergency procedures Required performance: 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 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 2.9 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 2.10 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 78

86 FUNCTION 1: NAVIGATION COMPETENCE 1.8 English language IMO Reference TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: APPLY ENGLISH LANGUAGE TO FISHING VESSEL OPERATIONS See IMO Model Course No Maritime English STANDARD MARINE COMMUNICATION PHRASES See IMO publication Standard Marine Communication Phrases Paragraph 17 of appendix to regulation II/2 in STCW-F 79

87 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.8 English language Required performance: IMO Reference APPLY ENGLISH LANGUAGE TO FISHING VESSEL OPERATIONS Textbooks: T1, T12 Teaching aids: A2, A3, A4, A18 R1, R2 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 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 80

88 FUNCTION 1: NAVIGATION COMPETENCE 1.9 Communications IMO Reference TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: IDENTIFY GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS) AND RADIOCOMMUNICATIONS REQUIREMENTS PROVIDE GMDSS AND RADIOCOMMUNICATIONS SERVICES Paragraph 9 of appendix to regulation II/2 in STCW-F MAKE VISUAL SIGNALS 81

89 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.9 Communications Required performance: IMO Reference IDENTIFY GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS) AND RADIOCOMMUNICATIONS REQUIREMENTS Textbooks: T19 Teaching aids: A1 See IMO Model Course 1.26 for guidance R1, R2 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 PROVIDE GMDSS AND RADIOCOMMUNICATIONS SERVICES Textbooks: T19 Teaching aids: A1 See IMO Model Course 1.26 for guidance R1, R2 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 MAKE VISUAL SIGNALS Textbooks: T1 Teaching aids: A1, A6, A7 R1, R2, R4 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 82

90 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 83

91 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 IDENTIFY SEARCH AND RESCUE ARRANGEMENTS R1, R2, R4 Textbooks: T8, T11 Teaching aids: A1 Required performance: See IMO Model Course No 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) 84

92 FUNCTION 1: NAVIGATION COMPETENCE 1.11 Fishing vessel power plants IMO Reference TRAINING OUTCOMES: Demonstrate a knowledge and understanding of: OPERATE AND MAINTAIN FISHING VESSEL POWER PLANTS Section 3 of chapter 7 of Document for Guidance on Training and Certification of Fishing Vessel Personnel 85

93 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 1.11 Fishing vessel power plants Required performance: IMO Reference OPERATE AND MAINTAIN FISHING VESSEL POWER PLANTS Textbooks: T20 Teaching aids: A1 R1, R2 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 86

94 Function 2: Catch Handling and Stowage Index Part A2: Course Framework 88 Objective Teaching aids Video cassette References Textbooks Part B2: Course Outline and Guidance Notes 90 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 87

95 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) A1 Instructor Guidance (Part B2 of this course) IMO references (R) R1 R2 R3 R4 R5 R6 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) Code of Safety for Fishermen and Fishing Vessels, 2005, Part A Safety and Health Practices for Skippers and Crews, 2005 (Sales number: IA749E) International Convention on Load Lines, 1966 (Sales number: IMO-IB701E) Supplement relating to the International Convention on Load Lines, 1966 (Sales number: IMO-I705E) Code on Intact Stability for all Types of Ships covered by IMO Instruments (Sales number: IMO-IA874E) Textbooks (T) T1 Derret, D.R. Ship Stability for Masters and Mates, 4 th ed. Butterworth-Heinemann, 1999 (ISBN ) T2 J.J. Connell, Control of Fish Quality, 2 nd ed. (Farnham, Surrey, England, Fishing News Books Ltd, 1975; reprinted 1995) (ISBN X) T3 A.M. Pearson and T.R. Duston, HACCP IN MEAT, POULTRY AND FISH PROCESSING (London, Chapman & Hall, 1999) (ISBN ) T4 J.H. Merritt, Refrigeration on Fishing Vessels (London, Fishing News Books Ltd, 1978) (ISBN x) T5 Immer, J.R. Cargo handling, Marine Education Textbooks, 1984 (ISBN ) 88

96 FUNCTION 2: CATCH HANDLING AND STOWAGE Textbooks may be available from the following: Blackwell Publishing Ltd Garsington Road Oxford OX4 2DQ UK, Tel , Fax Fishing News Books Ltd. Osney Mead, Oxford OX2 OEL, UK Warsash Nautical Bookshop, 6 Dibles Road, Warsash, Southampton S031 9HZ, UK. Tel: Fax: orders@nauticalbooks.co.uk URL: 89

97 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 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. 90

98 FUNCTION 2: CATCH HANDLING AND STOWAGE Course outline Functional skill components COMPETENCE: 2.1 Catch handling and stowage IDENTIFY THE EFFECT UPON THE SAFETY OF THE VESSEL OF CATCH HANDLING AND STOWAGE STOWAGE AND SECURING CATCH AND FISHING GEAR ON BOARD VESSELS FOLLOW LOADING AND DISCHARGING PROCEDURES Total hours For each topic Total hours for each subject area of required performance 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. 91

99 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. COMPETENCE 2.1 Catch Handling and Stowage 50 hours 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 STOWAGE AND SECURING CATCH AND FISHING GEAR ON BOARD VESSELS 30 hours 2.1 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/m 2 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. 92

100 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. Bleeding 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. 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 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

101 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

102 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 95

103 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. 96

104 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. 2. Identify critical control points. 3. Establish critical limits for each critical control point. 4. Establish critical control point monitoring requirements. 5. Establish corrective actions. 6. Establish record keeping procedures. 7. 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). 97

105 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: 98

106 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 A B 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 Slime 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 to tear from flesh slightly dull, difficult to tear from flesh gritty, fairly easy to tear from flesh gritty, easily torn from flesh Gill and internal odours fresh, strong seaweedy, shellfishy no odour, neutral odour, trace of musty, mousy, etc definite musty mousy etc, bready, malty etc acetic, fruity amines, sulphide, faecal 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

107 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 cm 2. 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

108 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

109 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL 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

110 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

111 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL Function 2: Catch Handling and Stowage Part C2: 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, 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

112 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 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: and so on Identify the effect upon the safety of the vessel of catch handling and stowage Stowage and securing catch and fishing gear on board vessels Follow loading and discharging procedures 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 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: and so on. state the general principles for keeping safety in catch handling and stowage describe various working processes in a fish factory and hold 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

113 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: IDENTIFY THE EFFECT UPON THE SAFETY OF THE VESSEL OF CATCH HANDLING AND STOWAGE STOWAGE AND SECURING CATCH AND FISHING GEAR ON BOARD VESSELS Paragraph 16 of appendix to regulation II/2 of STCW-F FOLLOW LOADING AND DISCHARGING PROCEDURES 106

114 FUNCTION 2: CATCH HANDLING AND STOWAGE COMPETENCE 2.1 Catch handling and stowage Required performance: IMO Reference IDENTIFY THE EFFECT UPON THE SAFETY OF THE VESSEL OF CATCH HANDLING AND STOWAGE (10 hours) 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 R1, R2, R 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: 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 2.2 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

115 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 2.1 Catch handling and stowage Required performance: 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 2.3 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 2.4 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

116 FUNCTION 2: CATCH HANDLING AND STOWAGE COMPETENCE 2.1 Catch handling and stowage Required performance: 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 2.5 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

117 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL COMPETENCE 2.1 Catch handling and stowage Required performance: IMO Reference 2.6 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 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

118 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

119 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) A1 Instructor Guidance (Part B3 of this course) Video cassettes V1 IMO Safe, secure and efficient shipping on clean oceans (IMO Code No. VOIOM) 112

120 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 publications-sales@imo.org Fax: 44 (0) URL: V2 Shipboard management role (Code No. 553) V4 Personal safety in the accommodation (Code No. 554) V5 Who needs it? Personal protective equipment (Code No. 597) V6 Working at height (Scaffolding system & platforms) (Code No. 795) V7 Unsafe act awareness (Code No. 710) V8 Safe air to breathe (Edition 2) (Code No. 711) V9 Entering into enclosed spaces (Edition 2) (Code No. 682) V10 Part 4 Accident prevention? The human factor (Code No. 637) V11 Part 5 Emergency procedures (Code No. 638) V12 Shipboard familiarization (Code No. 593) V13 Holding effective drills (Code No. 706) V14 Manoverboard (Code No. 644) V15 Permit to work (Code No. 621) V16 Management for seafarers series (Code Nos ) V17 Fire prevention (Code No. 673) V18 Basic fire fighting (Code No. 674) V20 Fire party operations (Code No. 509) V21 Part one: Muster lists, drills and Helicopter operations (Code No. 678) V22 Part two: Enclosed lifeboats, freefall lifeboats and rescue boats (Code No. 679) V23 Part three: Liferafts and open lifeboats (Code No. 680) V24 Survival (Code No. 681) V25 Cold water casualty (Code No. 527) V26 Liferaft operation (Code No. 780) V27 Rescue boat operations (Code No. 796) V29 First Aid Series Parts 1 & 2 (Code No. 744/745) V31 MARPOL Annex VI Prevention of air pollution from ships (Code No. 930) V32 Waste and Garbage Management (Code No. 627) V33 Shipping casualty emergency response (Code No. 467) V34 The culture gap (Code No. 537) V35 Onboard training by design (Code No. 489) V36 Leadership and management (Code No. 836) V37 Seafarers evaluation and training system, Version 6000 (Code No. 9000) V38 Shipping casualty emergency response (Code No. 467) Available from: Videotel Marine International Ltd 84 Newman Street, London W1 P 3LD, UK Tel: Fax: mail@videotelmail.com URL: 113

121 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL IMO references (R) R1 International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel, 1995 (STCW-F) (Sales number: IMO-I915E) R2 FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel, 2001 (Sales number: IMO-IA948E) R3 Torremolinos Protocol and Torremolinos International Convention for the Safety of Fishing Vessels, 1993 (Sales number: IMO-I793E) R4 International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS) (IMO Sales No. ID110E) R5 International Convention on Load Lines, 1996 (LL 1966) (IMO Sales No. IB701E) R6 The Code of Conduct for Responsible Fisheries, 1995 R7 Technical Guidelines for Responsible Fisheries, 1996 R8 IMO Assembly resolution A.513(13) Amendments to the International Convention on Load Lines, 1966 R9 Amendments to the 1974 SOLAS Convention concerning Radiocommunications for the Global Maritime Distress and Safety System R10 PSLS. 2/Circ. 5 R11 IMO Assembly resolution A.603(15) Symbols related to life-saving appliances and arrangements R12 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 R13 IMO Assembly resolution A.890(21) Principles of safe manning R14 International Convention for the Prevention of Pollution from Vessels, 1973 (MARPOL) (IMO Sales No. IC520E) R15 IMO Assembly resolution A.494(XII) Revised interim scheme for tonnage measurement for certain ships R16 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 R17 IMO Assembly resolution A.647(16) IMO Guidelines on Management for the Safe Operation of Ships and for Pollution Prevention R18 WHO, International Health Regulations (1969), 3 rd annotated ed. (Geneva, World Health Organization, 1983) (IHR) (ISBN ) R19 Committee Maritime International, International Conventions on Maritime Law. (Antwerp, CMI Secretariat (Firma henry Voet-Genicot, Borzwstraat 17, B-2000 Antwerp), 1987) R20 United Nations Convention on the Law of the Sea. New York, 1983 (United Nations Publication Sales No.E.83.V.5) R21 IMO Assembly resolution A.441(XI) Control by the flag State over the owner of a ship R22 IMO Assembly resolution A.443(XI) Decisions of the shipmaster with regard to maritime safety and marine environment protection R23 IMO Assembly resolution A.671(16) Safety zones and safety of navigation around offshore installations and structures R24 IMO Assembly resolution A.466(XII) Procedures for the control of vessels R25 IMO Assembly resolution A.597(15) Amendments to the procedures for the control of ships R26 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 114

122 FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD Textbooks (T) T1 J. Anthony Hind, Stability and Trim of Fishing Vessels for Skippers & Second Hands, 1989 (London, Fishing News Books Ltd) (ISBN ) T2 J.Fyson, Design of Small Fishing Vessels, 1985, (London, Fishing News Books Ltd) (ISBN ) T3 Derreett, D.R. Ship Stability for Masters and Mates, 4 th ed. Butterworth-Heinemann, 1989 (ISBN ) T4 J.C. Sainbury, Commercial Fishing Methods, Fishing News Books, Ltd, 1996 (ISBN ) T5 Danton, G. The theory and practices of seamanship, 11 th ed. London, Routledge, 1996 (ISBN ) T6 Holder, L.A. Training and Assessment on Board. 2 nd ed. London, Witherby & Co Ltd, 1997 (ISBN ) T7 Code of Safe Working Practices for Merchant Seaman, London. The Stationery Office Publications Centre, 2003 (ISBN ) T8 C. Hill, Maritime Law, 3 rd ed. (London, Lloyd s of London Press Ltd., 1998) (ISBN x) Textbooks may be available from the following: Blackwell Publishing Ltd Garsington Road Oxford OX4 2DQ UK, Tel , Fax Fishing News Books Ltd. Osney Mead, Oxford OX2 OEL, UK Warsash Nautical Bookshop, 6 Dibles Road, Warsash, Southampton S031 9HZ, UK. Tel: Fax: orders@nauticalbooks.co.uk URL: 115

123 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 and normal practices at the training establishment. Preparation and planning constitute an important factor which makes a major contribution to the effective presentation of any course of instruction. Lectures As far as possible, lectures should be presented within a familiar context and should make use of practical examples. They should be well illustrated with diagrams, photographs and charts where appropriate, and be related to matter learned during seagoing time. An effective manner of presentation is to develop a technique of giving information and then reinforcing it. For example, first tell the trainees briefly what you are going to present to them; then cover the topic in detail; and, finally, summarize what you have told them. The use of an overhead projector and the distribution of copies of the transparencies as trainees handouts contribute to the learning process. Course outline The tables that follow list the competencies and areas of knowledge, understanding and proficiency, together with the estimated total hours required for lectures and practical exercises. Teaching staff should note that timings are suggestions only and should be adapted to suit individual groups of officers depending on their experience, ability, equipment and staff available for training. 116

124 FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD Functional skill components Course outline Total hours for each topic Total hours for each subject area of required performance COMPETENCE: 3.1 Fishing vessel construction, stability and damage control APPLY VESSEL PRINCIPAL STRUCTURAL MEMBER DESCRIPTION AND FUNCTION TO FISHING VESSEL OPERATIONS.1 Identify the principal structural members of a vessel 12.2 Identify the proper names of the various parts 10.3 Identify damage control techniques MAINTAIN VESSEL STABILITY.1 Use stability data, stability and trim tables and per-calculated operating conditions 15.2 Identify the effects of free surface and ice accretion, where applicable 5.3 Identify the effects of water on deck 3.4 Identify the significance of weathertight and watertight integrity 10.5 Apply theories and factors affecting trim and stability and measures necessary to preserve safe trim and stability 7 70 COMPETENCE: 3.2 Fire prevention and fire fighting 1 (15) 1 See IMO Model Course No for guidance COMPETENCE: 3.3 Medical care (42.5) See IMO Model Course No for guidance COMPETENCE: 3.4 Prevention of pollution of the marine environment PREVENTION OF POLLUTION OF THE MARINE ENVIRONMENT.1 Identify responsibilities under the International Convention for the Prevention of Pollution from Ships 5 6 COMPETENCE: 3.5 Life saving ( ) See IMO Model Course No & 1.23 for guidance 117

125 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL Functional skill components COMPETENCE: 3.6 Safety and health for fishing vessel personnel Total hours for each topic Total hours for each subject area of required performance APPLY SAFETY AND HEALTH PROCEDURES FOR FISHING VESSEL PERSONNEL.1 Apply safety and health precautions and procedures for fishing vessel personnel on board 3.2 Identify safety precautions associated with the operation of fishing gear 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 2.2 Knowledge of safety in fishing operations techniques and procedures 3 5 COMPETENCE: 3.7 Human relationships PERSONNEL MANAGEMENT, ORGANIZATION AND TRAINING ON BOARD VESSEL 10.1 Identify fishing vessel personnel management requirements 9.2 Establish training arrangements for safeguarding human relationships on board fishing vessels 5.3 Apply measures to minimize loneliness and isolation among fishing vessel personnel CONDUCT ON BOARD TRAINING AND ASSESSMENTS.1 Conduct functional skill training arrangements 7.2 Make on board functional skill assessments Conduct musters and drills COMPETENCE: 3.8 FAO Code of Conduct for Responsible Fisheries PRINCIPLES AND GUIDELINES OF THE CODE OF CONDUCT.1 The objectives of the code of conduct RESPONSIBLE HARVESTING PRACTICES.1 The effects of discard and by-catch 1.2 Define the detrimental effects of lost fishing gear 1.3 Identify the causes of habitat damage due to fishery operation 1.4 The purpose of marine reserves 1.5 The appropriate utilization of fish as food RESPONSIBLE FISHING GEAR/SELECTIVITY.1 The importance of fishing gear selectivity 2 118

126 FUNCTION 3: CONTROLLING THE OPERATION OF THE FISHING VESSEL AND CARE FOR PERSONS ON BOARD Functional skill components ENERGY OPTIMIZATION.1 The factors the affect size selection.2 Factors that affect species selection.3 The various factors that can optimize energy use in the fishing industry DUTIES OF ALL STATES, FLAG STATES AND PORT STATES.1 Guidelines for all States.2 Guidelines for flag States.3 Guidelines for port States Total for function 3: Controlling the Operation of the Fishing Vessel and Care for Persons on Board 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 Total hours for each topic Total hours for each subject area of required performance (70.75) 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 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

127 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 Training concerned with proficiency in medical care on board vessel is covered in IMO Model Course

128 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 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. 2. A General Arrangement Plan of the machinery space. 3. A Rigging Plan (important for fishing vessels, but not always held aboard every ship). 4. 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). 5. Hydrostatic curves or tables. 6. Cross curves of stability. 7. 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). b. Working Lightship (all fishing gear aboard and perhaps crew and effects, but all this will be specified). c. Departure from port (as b, plus all fuel, water, stores, ice, etc.). d. Arrival at fishing grounds. e. Fishing grounds half-trip condition. f. Departure from fishing grounds (full catch). g. Arrival in port (full catch + 10% fuel and stores). 121

129 OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON A FISHING VESSEL Figure 1. Curve of recommended minimum freeboard 122

130 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