Crew Management

The crew
• A ship without crew, or with incomplete crew or with incompetent is,
in the eyes of law, unseaworthy.
• Size of the ship, technology, complexity and degree of automation,
laws of the flag state under which it is registered, cargo
specifications, etc. influence the crew size.
• However, every ship will have a Master, the ship’s captain, and a
person who is overall in-charge.
• Assisting the Master is the first officer or chief officer, who has a
traditional range of key duties of their own as well as being the
Master’s deputy. Their most important duty lie with the correct
stowage of cargo and their ship’s stability calculations.
The crew
• Under the first officer will be the second officer who will be plotting
safe courses towards the vessel’s next port of call. At port, they keep a
cargo watch and are duty officers along with the third officer.
• Some ships maintain fourth officer who is also a watch keeper, thus
reliving first officer of these duties.
• Number of watch-keeping officers is dictated by the ship’s size, with a
minimum of one officer who is a qualified navigating officer on watch-
keeping duties.
• Large ships can have two to three such watch-keeping officers on the
bridge at one time.
The crew
• Engineering department headed by a chief engineer will take control of the
engine room.
• Modern ships enable the chief engineer to work in normal office hours and
lock-up the engine room at night, leaving computerized sensors to set off
alarms if an emergency occurs.
• Some ships carry an electrician in addition to the other engineering staff.
• In some small ships the Master of the ship will take responsibility of the
chief engineer. These ship operate with limited (4-5) people.
• In fact, some of the modern big ships can also operate with small number
of people as they are automated.
The crew
• Both the deck and engine room of a ship will have a number of ratings to
carry out the routine work during the voyage and while loading or
discharging.
• Some ship even today, carry a radio officer. But, with the advent of Global
Maritime Distress and Safety System (GMDSS) during 1990s, paved way for
electronics engineer onboard a ship.
• Traditional work of radio operator is taken over by technology with
satellites permitting email, internet access and voice-over internet
protocols (VOIP) alongside the traditional communication forms of telex,
fax, and voice telephone.
• GMDSS certified operators to operate the GMDSS communication systems
are part of the crew.
The crew
• Ships carrying specialized cargo such as refrigerated cargo carriers and
specialist tankers that need special attention to cargo, deploy deck or cargo
engineer’s department that is separate from the propulsion engine room.
• Catering staff is another component of the ship’s crew.
• The crew, apart from their primary duties, are expected to perform
additional duties, especially during emergencies.
• Some of those duties require special training and certifications, details of
which are included in the Standards of Training, Certification and
Watchkeeping for Seafarers (STCW) manuals.
• The ratings are no longer compartmentalized and work either on deck or
on the machinery, whichever department needs them. They handle the
mooring lines when berthing or sailing, under the supervision of the
second mate or chief officer.
The Master and Mates
• Often, communication between the manager’s office and the ship is
through the Master.
• Modern communication systems enable the communication flow among
the managers or owners and the Master on 24/7 basis.
• The Master who is fully in charge, has three roles to take decisions while on
sail.
• Role – 1: Safe navigation of the vessel to ensure employer’s interests, cargo
interests, and save lives on board.
• Role – 2: As administrator and disciplinarian of the crew and passengers.
He need to take care of the medical needs and emergencies.
• Role – 3: As a manager of commercial enterprise, need to have idea on
immigration policies, clauses of charter party, and other compliances.
The Master and Mates
• For ship engaged in liner trade, the agent will sign bill of lading (B/L)
on behalf of the Master, but under charter parties the Master has to
sign the B/L presented to them for signature.
• At times, they may to pressurized to sign under pressure where they
cannot contact the managers for suggestions. Here, the Master has to
be wise enough to assess the risks and either sign or wait for
instructions.
• In emergencies, when there is no time to consult, the Master has to
swiftly take decisions to avoid major losses. Responsibilities as signing
Lloyd’s Open Form of Salvage Agreement often rests with the Master.
The Master and Mates
• Stowage of cargo is first officer’s duty.
• Proper stowage, even of bulk cargoes, is important
• Decision regarding amount of cargo to be stowed in each compartment so as to
ensure that the ship is trimmed properly fore and aft and athwartships.
• It is also important to calculate the order in which the holds are loaded and
discharged so that undue strain is not placed on the structure of the ship during
these procedures.
• Mates on cargo ships need to be skillful in planning stowage. Heavy goods need
to be near bottom of the ship to ensure stability. If they are placed incorrectly,
they can crush the fragile goods.
• Care need to be taken to ensure that no cargo contaminate another cargo,
onboard the ship.
• In case of dangerous goods, additional care is required.
The Master and Mates
• On voyages with multiple load and discharge ports, stowage plan
should ensure that goods to be discharged at the first port are
accessible first and similarly for all discharges without disturbing the
ship’s stability, taking a note that cargo is loaded at multiple places.
• They need to anticipate possible accidents and ensure stability as far
as possible in the event of that the ship’s hull is damaged.
• For container ships, a team of ship planners assist the ship’s
command by recording every container as it is booked and, using
software programs, they calculate where each container must go to
satisfy both the stability and accessibility considerations.
The Master and Mates
• Most ships have a loading computer that makes calculations much
quicker and allow experimentation with different stowage
configurations before loading the cargo.
• Additionally, a new trend is developed for trim optimization software
that monitors the ship’s attitude in real time and allows navigating
officers a chance to make adjustments to ballast and bunker locations
and alter seed or course to ensure the vessel sails with the best trim
possible.
• As a result, the fuel consumption of the ship can be brought down by
5%.
The Master and Mates
• However, mates are not at liberty to stowage on their own. Each ship must carry
documentation appropriate to its type that lays down some ground rules for
stowing and securing cargoes.
• On a dry cargo ship this would include a cargo securing manual and, most likely, a
grain booklet, both of which are required to comply with SOLAS rules.
• Ships carrying sold bulk cargoes in general, and dangerous sold bulk cargoes in
particular; need to comply with the International Maritime Solid Bulk Cargoes
(IMSBC) Code.
• Owners need to be aware of the port state controls, and the port authorities of a
many countries demand proof of compliance with the IMSBC Code.
• They mandate valid document of compliance for the carriage of dangerous sold
bulk cargoes is available on board.
Standards for Training, certification, and
Watchkeeping (STCW)
• Ship’s officers and ratings are trained properly to ensure that they perform
this job safely and competently.
• Deck and engineering officers have separate training with three levels of
certification. Class 3, Class 2, and Class 1 for second mate, first mate, and
Master. The training includes both study with examination and time spent
at sea to qualify.
• The qualification achieved is recognized by a certificate of competence.
• Rating, today, whether on deck or in engine, are trained as general purpose
seamen, although some ships (like tanker and gas carriers) need specialist
staff for certain duties.
• Certificate of competence are issued by the flag administration and the
convention is amended from time to time with the current version STCW
2011.
Recruitment
• Unlike the shore management organisations, ship managers do not have
much time to take critical decisions.
• Any delayed decision from the Master of ship can lead to huge losses.
• While in shore-based companies managers and directors grow up with the
company over a period of time, ship officer’s are often unknown to their
employers before their appointment.
• Any inconsistencies in the career histories of ship officers need to be
checked thoroughly.
• Masters and former chief engineers (in their roles as marine and engineer
superintendents respectively) are closely involved in the recruitment
process.
Offshore Flags
• In the olden days, shipowning was with few traditional maritime countries whose
costs and standards of living were largely similar.
• The crew costs were generally same irrespective of the flag, and competition was
at the lowest ebb.
• However, with the expansion of shipping operations, today, trade has become
international phenomenon and the cost involved have raised sharply.
• Increased domestic wage rates forced most ship owners to move to newer
destinations like Panama and Liberia for flag registration.
• Growth of Greek shipowning and corresponding increase of taxes also paved way
to non-national flags.
• Further emergence of shipowning in newer countries led to newer flag states.
• Massive fleets built up under the flags of USSR and other communist countries
have, over the past two decades, moved into private ownership.
Offshore Flags
• Fierce competition has led to many national fleets being operated as a means of
brining in or saving foreign exchange and local wage scales of developing
countries helped in reducing crew costs.
• Further, open registries permit citizens from any country to become members of
ships’ crew.
• Unfortunately, some of them compromised on the manning and competency
levels of their crew.
• The latest response to inequality of costs has been the emergence of offshore
flags, which claims to be more respectable than full-blown open registries.
• While most of the safety regulations of the original country are retained, strict
rules about the nationality of crew members are relaxed and national agreements
regarding wage levels and the payment of social security contributions are
avoided.
Maritime Labour Convention (MLC)
• Conditions under which seafarers work and rates of pay are made
statutory under the MLC 2006 and amended in 2014.
• Provisions include:
• Minimum requirements for seafarers to work on ship;
• Conditions of employment;
• Accommodation, recreational facilities, food and catering;
• Health protection, medical care, welfare and social security protection.
Crewing agencies
• The growth of offshore and open registries has led to the growth of crewing
agencies.
• They are specialized in ship management and contract with shipowners to
maintain suitable crews on board at all times.
• Ship managers, generally, subcontract their crewing to one of these agencies.
• These agencies give advantage to shipowners/managers by ensuring that they are
not bound to the employment laws of any country.
• They also offer economy of scale as they supply crew to many shipping
companies and negotiate better.
• In spite of the existence of so many crewing agencies, the cost reductions are not
observed as most of the established shipping companies of west, for a long time,
depended on crew from Indian subcontinent or from china offering cheap labour.
Crewing agencies
• Since those days, many countries developed policies to trained seafarers for export.
• Proceeds of these seafarers to their home land is a great source of foreign exchange for
these countries.
• Thanks to privatisation of state-owned fleets, Eastern Europe is also a great source of
seafarers. Higher training standards of these countries and their wage affordability made
these seafarers popular.
• Quality of crews supplied by agencies vary to the requirements of the owner and the
demands of the flag country.
• Some owners prefer crew from different nationalities. However, this has some problems
like language that can impact the safety of vessel, crew and cargo.
• Therefore, command on English is preferred.
• Care need to be taken if crew from different countries are recruited as they come with
vide backgrounds of cultures, religion and ethnic differences. Food habits of the crew is
also to be taken care.
ISPS Code
• The IMO's International Convention for the Safety of Life at Sea (SOLAS)
1974, as amended, includes provisions adopted to address maritime
security matters.
• Chapter XI-2 of SOLAS deals with Special Measures to enhance maritime
security is the International Ship and Port Facility Security (ISPS) Code,
which is a mandatory instrument for all countries Party to the Convention.
• ISPS Code is aimed to ensure that the applicable ocean going ships and
port facilities of IMO Member States implement the highest possible
standards of security.
• Divided into two sections, the ISPS code contains detailed security-related
requirements for Governments, port authorities and shipping companies in
mandatory Part A, and a series of guidelines on how to meet those
requirements in a non-mandatory Part B.
Piracy and armed robbery against ships
• The threat posed by piracy and armed robbery against ships has been on the
IMO's agenda since the early 1980s. In the late 1990s and the early 2000s the
focus was on the South China Sea and the Straits of Malacca and Singapore.
• More recently, since 2005, IMO has focused on piracy off the coast of Somalia, in
the Gulf of Aden and the wider Indian Ocean, and is currently implementing a
strategy for enhancing maritime security in West and Central Africa, in line with
the region's maritime security agreements.
• The Organization, with support and cooperation from the shipping industry, has
through the years developed and adopted a number of antipiracy measures,
which have contributed towards the mitigation of the negative impact posed by
piracy worldwide.
• Information regarding acts of piracy and armed robbery against ships is publicly
available (subject to registration) in IMO's Piracy and Armed Robbery module
within the Organization's Global Integrated Shipping Information System (GISIS).
Piracy and armed robbery against ships
• IMO provides assistance to Member States seeking to develop their
own national or regional measures to address the threat of piracy,
armed robbery against ships and other illicit maritime activities, if and
when requested.
• This was the case of the Code of Conduct concerning the Repression
of Piracy and Armed Robbery against Ships in the Western Indian
Ocean and the Gulf of Aden (Djibouti Code of Conduct), agreed
between countries in and around the western Indian Ocean and the
case of the Code of Conduct concerning the repression of piracy,
armed robbery against ships, and illicit maritime activity in west and
central Africa in the Gulf of Guinea region of West Africa.
IMO guidance and best management practices
• IMO has adopted appropriate guidance aimed at addressing maritime
security, as well as piracy and armed robbery against ships.
• For piracy and armed robbery, this includes Guidance to Governments,
shipowners and ship operators, shipmasters and crews on preventing and
suppressing acts of piracy and armed robbery against ships; investigation of
offences and the use of armed personnel on board ships.
• Best Management Practices (BMP), which were developed by the shipping
industry, outline the appropriate procedures to be employed when
responding to acts or attempted acts of piracy and armed robbery against
ships in specific regions.
• The IMO supports the Best Management Practices, which have been
disseminated publicly by the Organization.
Armed security on board ships
• IMO does not take a position on the carriage of arms on board ships.
• It is the responsibility of individual flag states and coastal states to
determine if the use of Privately Contracted Armed Security
Personnel (PCASP) is appropriate, legal and under what conditions.
• The Organization has issued guidance to flag, port and coastal States;
as well as to shipowners, ship operators and shipmasters on the use
of PCASP on board ships in the High Risk area of the Western Indian
Ocean and the Gulf of Aden, in addition to guidance for private
maritime security companies.
Cyber security
• Recognizing that a ship's onboard information technology and
operational technology systems can be hacked just as easily as
systems ashore, and that such security breaches have the potential to
do considerable harm to the safety and security of ships, ports,
marine facilities and other elements of the maritime transportation
system, IMO has taken the initiative to raise awareness across the
industry on how to tackle risks by promoting a maritime cyber risk
management approach. The overall goal is to support safe and secure
shipping, which is operationally resilient to cyber risks.
Counter-terrorism
• To safeguard a coordinated response to counter-terrorism, the IMO is
an active participant in some of the work and activities conducted
under the auspices of the UN Security Council Counter Terrorism
Committee 's Executive Directorate and the UN General
Assembly's Counter Terrorism Implementation Task Force , through
joint country assessment visits, capacity building coordination and
exchange of policy developments with other UN and partner entities
involved in, among others, Border Management and Law
Enforcement
SUA Treaties and unlawful acts
• IMO's Suppression of Unlawful Acts (SUA) Treaties were adopted in
1988 and underwent a comprehensive revision in 2005.
• The SUA Treaties provide the international legal framework which
ensures that appropriate action is taken against persons committing
unlawful acts against ships (and fixed platforms on the continental
shelf).
• These unlawful acts listed in the treaties include the seizure of ships
by force; acts of violence against persons on board ships; and the
placing of devices on board a ship which are likely to destroy or
damage it.
Stowaways
• As defined by the Convention on Facilitation of International Maritime
Traffic, 1965, as amended, (FAL Convention), a stowaway is "A person who
is secreted on a ship, or in cargo which is subsequently loaded on the ship,
without the consent of the shipowner or the Master or any other
responsible person and who is detected on board the ship after it has
departed from a port, or in the cargo while unloading it in the port of
arrival, and is reported as a stowaway by the master to the appropriate
authorities".
• The IMO is continuously working on appropriate measures be taken to
reduce risks of unauthorized persons boarding ships, which may have
serious consequences for ships and, by extension, to the shipping industry
as a whole.
• Supporting the Organization's work on stowaways is the IMO sub-Division
for Maritime Security and Facilitation (MSF)
Drug smuggling
• The IMO's Maritime Safety Committee (MSC) and Facilitation Committee (FAL) work in
close cooperation on matters related to the prevention and suppression of drug
smuggling on ships engaged in international maritime traffic.
• In 1997, it adopted Resolution A.872(20), providing guidelines for the Prevention and
Suppression of the Smuggling of Drugs, Psychotropic Substances and Precursor
Chemicals on Ships engaged in International Maritime Traffic.
• That Assembly resolution was subsequently revoked and replaced by the Revised
Guidelines for the Prevention and Suppression of the Smuggling of Drugs, Psychotropic
Substances and Precursor Chemicals on Ships engaged in International Maritime Traffic.
• The revised guidelines were adopted by MSC through resolution MSC.228(82), on 7
December 2006; and by FAL through resolution FAL.9(34), on 30 March 2007.
• IMO works closely with other international Organizations, such as the World Customs
Organization (WCO) and the United Nations Office on Drugs and Crime (UNODC), on
matters concerning drug smuggling on board ships.
Capacity building - Overview
• Through capacity-building activities the Organization aims to enhance
maritime security worldwide, with particular focus on developing
countries.
• These activities are conducted at national and regional levels, by the IMO
sub-Division for Maritime Security and Facilitation (MSF) that operates
under the auspices of the Maritime Safety Division (MSD), which in turn
functions under the purview of MSC.
• Among other sources of funding, to support specific technical co-operation
programmes conducted globally by IMO, the Organization possesses a
number of Multi-donor Trust Funds (MDTFs).
• Within those MDTFs the International Maritime Security Trust (IMST) Fund
is designated specifically for Maritime Security projects and activities
conducted worldwide by the Organization, through MSF.
Capacity building - Overview
• The primary aim of the activities is to enhance the capacity of IMO
Member States to individually and at times collectively, manage and
respond to potential security threats.
• In addition to this global Security Trust Fund, the Organization also
oversees other security trust funds which are region specific in nature
and support its work in the Gulf of Guinea - West and Central Africa
Maritime Security Trust Fund, and in the western Indian Ocean -
Djibouti Code of Conduct Trust Fund.
Capacity building - Western Indian Ocean and
the Gulf of Aden
• In 2009, the IMO convened and facilitated the"Djibouti meeting", which led
to the adoption of the Djibouti Code of Conduct (DCoC), by countries in
and around the Western Indian Ocean and the Gulf of Aden.
• DCoC was adopted to address the then-growing problem of piracy off the
coast of Somalia.
• Since then, through the IMO Djibouti Code Trust Fund, several projects and
activities have been designed, coordinated and implemented by the IMO
Secretariat's Project Implementation Unit, to improve regional capacity to
counter piracy by promoting and enhancing regional cooperation and
coordination, based on four pillars: Training, Capacity Building, Legal and
Information Sharing.
Capacity building - Gulf of Guinea
• Developed by the West Africa and Central Africa Sub-region with technical
support from IMO, the Yaoundé Code of Conduct was adopted formally in
Yaoundé (Cameroon), in June 2013 by Heads of State or their
representatives from 25 West and Central African countries.
• The Code's primary objective is to manage and reduce considerably the
adverse impacts derived from piracy, armed robbery against ships and
other illicit maritime activities, such as Illegal, unreported and unregulated
(IUU) fishing.
• Consequently, IMO's strategy and initiatives to enhance maritime security
in West Africa are aligned to the provisions of the Yaoundé Code and helps
to safeguard that the process of implementation is adequate, being
cognizant of the fact that effective implementation should translate into
sustainable development for the region's maritime sector.
Duties and responsibilities of the Master
• The ship’s Master, person in absolute charge of the vessel, commonly
referred to as ‘Captain’.
• The term Master is a legal one and is referred to under maritime law.
• Duties and responsibilities of Captain are varied and extensive.
• He is the owner’s personal representative, and bears the ultimate
responsibility for the safe navigation of his vessel and for the efficient
loading, stowage and discharge of cargo.
• Furthermore, he has the power to act as a lawyer, a doctor and may bury
the dead.
• The Master may arrest members of the crew or passengers, if they
constitute a nuisance during the voyage.
Duties and responsibilities of the Master
• In certain circumstances, particularly if a person is dangerous to other
members of the ship, the Master may place the individual under restraint.
• In the event of any mutiny, any act of the Master is regarded as one
entirely of self-defence, and he has the power to call on persons on board
to render assistance.
• Similarly, if the ship is imperilled in any way, the Master may call upon all
persons on board to give assistance.
• Wide authority is vested in the Master and, under maritime law, acts done
within the scope of his authority are binding on his owners.
• Under very rare circumstances, he is empowered by a ‘bottomry bond’ to
pledge the vessel, and by a ‘respondentia bond’ its cargo, so that funds
may be secured to permit the voyage to proceed.
standards of competence for Masters and chief
mates of ships of 500 tons gross tonnage or more
Ship’s officers & crew manning - Deck Department
• The chief officer or first mate who supervises the handling of cargo and is responsible for the
upkeep of the ship and its equipment, excluding the engine room and auxiliary power gear.
• He also acts as a semi-chief of staff to the Master and is assisted by two or more mates on
larger vessels.
• These deck officers have to be duly certified by the Department for Transport, Local
Government and the Regions examination after the appropriate qualifying sea time has been
completed.
• There are five certificates of competence for deck officers:
• Junior Seaman
• Seaman Grade II
• Seaman Grade I
• Petty Officer (Deck)
• Chief Petty Officer (Deck)
• It is the practice in many vessels for both the chief and second officers to hold Master’s
Certificate of competence command endorsement.
Ship’s officers & crew manning - Deck Department
• The deck department also includes chief petty officer (deck), petty officers (deck) and a
carpenter, together with a number of deck-hands, including junior seamen, seamen
grade II and seamen grade I.
• The duties of the bosun are such that he acts as a foreman of the deck-hands.
• The carpenter’s responsibilities include attendance at the forward windlass during
berthing and unberthing operations.
• In common with the officers, the seamen grades I and II are watch keepers, taking their
turn at steering and look-out duties, while the remaining deck hands are day workers
employed at sea in general duties.
• The deck department in port usually works cargo watches in eight-hour stretches.
• In the case of a large passenger liner, it is the frequent practice to have a Staff Captain,
who is primarily responsible for looking after passengers’ administration.
Engine room department
• The engine room is the charge of the Chief Engineer, who is responsible to
the Master, both for the main propulsion machinery and for auxiliaries
comprising electrical plant, cargo winches, refrigerating machinery,
steering gear, ventilating system, etc.
• He is also responsible for fuel, maintenance and repairs.
• According to the size of the vessel he is assisted by a number of engineer
officers.
• The ratings of the engine room department of a modern cargo ship
comprise a fitter (a chief petty officer) and a motorman (engine room
rating).
• The complicated machinery of the modern ship has made the engine room
department important.
• A growing proportion of modern ship propulsion is now electronic.
Catering department
• The role of this department has changed dramatically with the
development of the mega cruise tonnage and focus on passenger needs in
terms of catering, retail outlets, live and passive entertainment, bars and
cabins.
• The staffing structure is often based on a hotel management style, with
personnel in charge of catering, cabins and the range of shipboard
facilities.
• Some shipping lines rely on the purser or hotel services manager to be in
overall charge of hotel facilities onboard reporting to the Master.
• In their catering department most modern cargo ships will carry one cook
and one or two stewards.
Manning
• Every vessel must carry a minimum number of duly certificated deck officers and
engineers, and ratings as stipulated in the ship’s Safe Manning Document.
• Number of personnel in each of the various departments depends on the type
and size of vessel, and the trade in which she is engaged.
• The Merchant Shipping Act 1970 introduced new regulations regarding the
certification of deck officers and marine engineer officers. These regulations are
contained in the Merchant Shipping (Certification of Deck and Marine Engineer
Officers) Regulations 1977, operative from 1 September 1981.
• The number of deck-officers required on a vessel is determined according to the
tonnage of the ship and the voyage to, from or between locations in specified
trading areas in which it will be engaged.
Manning
• Provision is made for exceptional circumstance when one deck officer
cannot be carried because of illness.
• Special requirements are prescribed for tugs and sail training ships.
• Certificates of competence will be issued to deck officers who satisfy the
requisite standards of competence as determined by the Department of
Transport.
• Additional training is required for certain deck officers and marine
engineering officers in ships carrying bulk cargoes of specified dangerous
chemicals or gases.
• Overall the new standards of certification reflect broadly the outcome of
discussions at the IMO.
• Differing scales apply to passenger vessels, and are much higher.
Manning
• The classes of Certificate of Competence for deck officers are
described in the STCW95 amendments.
• The Master Unlimited certificate is equivalent to the former Master
Mariner and is equivalent to the Master Foreign Going Certificate, as
prescribed under the Merchant Shipping Act 1894.
• Likewise, a First Mate Foreign-going Certificate and a Second Mate
Foreign-going Certificate are equivalent to the Chief Mate Unlimited
and Officer of the Watch Unlimited certificates respectively.
•
Manning
• Differing Certificates of Competence exist for tugs and vessels under 3,000GT and 500GT.
• As regards to the regulations of marine engineer officers these involve UK-registered ships having
registered power of 350 kW or more, including all sail-training ships with a propulsion engine.
• It embraces the voyage to, from or between locations in specified training areas.
• Similar requirements are prescribed for a specified number of engineer officers for ships
registered outside the UK, which carry passengers between places in the UK or between the UK
and the Channel Islands or Isle of Man or on voyages which begin and end at the same place in
the UK and call at no place outside the UK.
• Provision is made for the exceptional circumstance when one engineer officer cannot be carried
because of illness or incapacity. Special requirements are prescribed for sail-training ships.
• Overall there are three classes of Certificate of Competence which are related to the First Class
Engineer Certificate as prescribed under the Merchant Shipping Act 1894.
• Under STCW95 these classes are to be described as the Chief Engineer, Second Engineer and
Officer of the Watch (Engineer) Certificate.
Manning
• To raise the status of ratings in deck & engineer departments, and to
facilitate the productivity & diversification of rating workload on UK
vessels, a new structure has been introduced to a number of posts.
• Brief details are given below of the new structure:
•
End of the topic
• https://www.marineinsight.com/maritime-law/the-isps-code-for-
ships-a-quick-guide/ (For ISPS Code)