MLC, STCW

1. With regards to minimum requirements for seafarers to work on a ship, as per MLC 2006, write
short notes on the following:-
a) Minimum age to work on a ship
b) Medical certification for duties on board.
c) Training and qualifications
d) Recruitment and placement
Answer –
a) Minimum age to work on ship:
1. No person under 16 years of age shall be engaged to work in any capacity on any ship.
2. A ‘young person’ means any seafarer between the age of 16 and 18 years.
3. ‘Night’ shall cover a period of at least 9 hrs. starting from 2100 hrs. and ending at 0600 hrs. of
the time zone at the location of ship.
4. Night work for young seafarer is prohibited with the following exceptions:
• For structured training with established programs and schedules approved by DG shipping.
• For specific type of work which are scheduled to be carried out at night only. These type of
work shall be decided by DG shipping considering the well being of such young person.
5. Young person shall not be engaged or employed for carrying out following hazardous works
which may jeopardize the health of such young person.
• Operating power machines, hoists, cranes or acting as signalers for operation of such
machines.
• Working aloft on deck during rough weather.
• Entry into boilers, tanks cofferdams and other confined spaces.
• Lifting, moving or carrying heavy loads.
• Exposure to toxic / dangerous / hazardous substances.

b) Medical certification for duties onboard:

1. Any seafarer including young person employed on board a ship shall hold a medical certificate
declaring him/her to be medically fit to carry out duties on board a ship.
2. Medical certificate shall be issued in accordance with the M.S Rules 2000, as amended, issued
by GOI and shall be in compliance with STCW 2010, MLC 2006 and ILO/WHO guidelines for
conducting pre sea and periodic medical fitness examination.
3. The certificate shall be valid for a maximum period of 2 years and for young seafarer same is
valid for 1 year. The certificate for colour blindness shall be valid for a maximum period of 6
years.
4. In exceptional and urgent circumstances the seafarer including young persons are allowed to
sail up to the next port of call without valid medical certificates. Such sailing shall not exceed
3 months within this period the seafarer has to obtain a valid medical certificate.
c) Training and qualifications:
1. All seafarers working onboard any ship shall be trained or certified as competent or otherwise
qualified to perform their duties.
2. Any seafarer shall be permitted to work onboard ship only after successfully completing
training for personal safety onboard.
3. Training and certification of the seafarer shall be in accordance with and conforming to the
mandatory instruments adopted by IMO including STCW convention.
4. Qualification, training and certification of the seafarer shall be as prescribed by the Director
General as per STCW requirements.

d) Recruitment and placement:

1. To ensure that seafarer have access to efficient and well regulated seafarer recruitment and
placement service, the member state has to ensure that the service is operated in compliance
with MLC 2006.
2. MLC 2006 lists the minimum requirement that must be complied by recruitment and
placement agencies. No means, mechanism or method intended to prevent or deter seafarer
from gaining employment should be used by the seafarer recruitment and placement services
3. No fees or service charge are to be levied directly or indirectly upon the seafarer for providing
employment.
2. Referring to the Maritime Labor conventions (MLC) 2006, discuss :-
a) Minimum requirements for seafarers to work on a ship
b) Conditions of employment
c) Compliance and enforcement of the conventions.
Answer –
[A]
a) Minimum age to work on ship:
1. No person under 16 years of age shall be engaged to work in any capacity on any ship.
2. A ‘young person’ means any seafarer between the age of 16 and 18 years.
3. ‘Night’ shall cover a period of at least 9 hrs. starting from 2100 hrs. and ending at 0600
hrs. of the time zone at the location of ship.
4. Night work for young seafarer is prohibited with the following exceptions:
• For structured training with established programs and schedules approved by
DG shipping.
• For specific type of work which are scheduled to be carried out at night only.
This type of work shall be decided by DG shipping considering the well being of
such young person.
5. Young person shall not be engaged or employed for carrying out following hazardous
works which may jeopardize the health of such young person.
• Operating power machines, hoists, cranes or acting as signalers for operation of
such machines.
• Working aloft on deck during rough weather.
• Entry into boilers, tanks cofferdams and other confined spaces.
• Lifting, moving or carrying heavy loads.
• Exposure to toxic / dangerous / hazardous substances.

b) Medical certification for duties onboard:

1. Any seafarer including young person employed on board a ship shall hold a medical
certificate declaring him/her to be medically fit to carry out duties on board a ship.
2. Medical certificate shall be issued in accordance with the M.S Rules 2000, as amended,
issued by GOI and shall be in compliance with STCW 2010, MLC 2006 and ILO/WHO
guidelines for conducting pre sea and periodic medical fitness examination.
3. The certificate shall be valid for a maximum period of 2 years and for young seafarer
same is valid for 1 year. The certificate for colour blindness shall be valid for a maximum
period of 6 years.
4. In exceptional and urgent circumstances the seafarer including young persons are
allowed to sail up to the next port of call without valid medical certificates. Such sailing
shall not exceed 3 months within this period the seafarer has to obtain a valid medical
certificate.
c) Training and qualifications:
1. All seafarers working onboard any ship shall be trained or certified as competent or
otherwise qualified to perform their duties.
2. Any seafarer shall be permitted to work onboard ship only after successfully completing
training for personal safety onboard.
3. Training and certification of the seafarer shall be in accordance with and conforming to
the mandatory instruments adopted by IMO including STCW convention.
4. Qualification, training and certification of the seafarer shall be as prescribed by the
Director General as per STCW requirements.

d) Recruitment and placement:

1. To ensure that seafarer have access to efficient and well regulated seafarer recruitment
and placement service, the member state has to ensure that the service is operated in
compliance with MLC 2006.
2. MLC 2006 lists the minimum requirement that must be complied by recruitment and
placement agencies. No means, mechanism or method intended to prevent or deter
seafarer from gaining employment should be used by the seafarer recruitment and
placement services
3. No fees or service charge are to be levied directly or indirectly upon the seafarer for
providing employment.

[B] Conditions of employment:-

1. Seafarer’s employment agreement:
a. SEA must be signed by both the seafarer and the ship owner or a representative of
ship owner presenting an evidence of contract to provide decent working and living
conditions onboard.
b. Ship owner must ensure clear information regarding the conditions of employment is
easily obtainable onboard by a seafarer. Any such information should also be made
available to the DG shipping or port state control authorities.
c. At the end of contract, every seafarer’s CDC shall be endorsed with record of
employment on board the ship.
d. If CBA (collective bargaining agreement) forms a part of SEA, a copy of CBA should be
made available onboard.
e. Minimum notice period to be given for an early termination of contract is 7 days, this
however shall not be applicable in case of termination due to emergency
circumstances or compassionate grounds.
f. Ship owner or licensed recruitment and placement service provider shall file the
articles of agreement signed by the seafarer to the shipping master within the time
limit specified by DG shipping.
2. Wages:
a. All seafarers must be paid for their work regularly and in full in accordance with
the employment agreements. Ship owners must ensure that payments are made
at not greater than monthly intervals.
b. Seafarer must receive a monthly account of payments due and amounts paid,
including wages, additional payments and exchange rate if applicable.
3. Hours of work and rest:
a. The normal working hours of seafarer shall not exceed an 8 hour period with one
day rest per week and rest on public holidays as per CBA.
b. The ship owner shall adopt minimum hours of rest which shall be:
i. Not less than 10 hrs. in any 24 hr period and
ii. Not less than 77 hrs. in any 7 days period.
iii. Minimum 10 hr of rest period may be divided into no more than 2 periods,
one of which shall be at least 6 hrs in length and the period between the
interval shall not exceed 14 hours.
c. Musters, firefighting and lifeboat drills shall be conducted in such a manner so as
to minimize the disturbances of rest periods.
4. Entitlement to leave:
a. Each member shall require that seafarer employed on ships are given paid annual
leave under appropriate conditions.
b. Seafarer shall be granted shore leave to benefit their health and well-being and
consistent with the operational requirements of their positions.
5. Repatriation:
a. Seafarers have the right to be repatriated at no cost to themselves
b. Each ship owner is required to provide financial security to ensure that seafarers
are duly repatriated.
6. Seafarer’s compensation for ships loss or foundering:
a. Ship owner must pay to each seafarer on board an indemnity against
unemployment resulting from ship’s loss or foundering.
7. Manning levels:
a. The ship owner must ensure that each ship shall be manned as per the safe
manning document issued by MMD.
b. Ship owner must ensure that ships are manned by a crew that is adequate in terms
of size and qualifications so that the ships are operated safely, efficiently and with
due regards to security under all conditions. Concerns about seafarer’s fatigue and
the particular nature and condition of voyage must be taken into account.
8. Carrier and skill development opportunities for seafarer’s employment.
a. Each member state shall have policies to help seafarers strengthen their
competencies, qualification and employment opportunities.
[C] Compliance and enforcement:
1. Flag state responsibilities:
a. Each flag state is responsible for ensuring implementation of its obligations.
b. Members shall establish effective system for implementation and certification.
c. Flag states may authorize public institutions or recognized organizations for inspection
and certification.
d. Maritime labour certificate along with declaration of maritime labour compliance shall
constitute prima facie evidence of compliance.
e. Flag state must report to ILO any information regarding their system of inspection,
certification and authorization of RO.
f. Flag state is responsible to ensure that an onboard complaint procedure as per MLC
2006 is available on ships.
g. Flag states must carry out proper investigation in case of a marine casualty, with an
aim to find out the possible cause of such casualty to avoid any future recurrence.
2. Port state responsibilities:
a. Foreign ships are subject to PSC inspections to ensure compliance with requirements
of MLC 2006 relating to seafarer’s working and living conditions.
b. More detailed inspections may be carried out by PSC inspector if:
i. Required documents (MLC and DMLC) are not produced or maintained
properly.
ii. Clear grounds are there to believe that working and living conditions on ship
are not in compliance with the requirements.
iii. There is a complaint alleging that specific working and living cond. do not
comply with requirements.
iv. Reasonable grounds to believe that ship has changed flag to avoid compliance
with MLC.
3. Labour supplying responsibilities:
a. Each member state has a responsibility to ensure the implementation of the
requirements regarding the recruitment and placement of seafarers as well as the
social security protection of seafarer sailing onboard ship.
4. Reference to the maritime labor convention (MLC) 2006 discuss:-
a) Flag state and port state responsibility.
b) Onboard and Onshore complaint procedures
c) Detainable deficiencies
d) Grievance redressal mechanism for Indian seafarers Answer –
A) Flag state responsibilities:
1. Each member of the flag state is responsible for implementation of its own obligations under the
convention on ships that fly its flag.
2. Each member state shall establish an effective system for inspection and certification of MLC.
3. IN establishing an effective system for inspection and certification of MLC, a member state may
authorize (where applicable) public institutions of other organizations which it recognizes as
competent and independent to carry out inspections and /or issue certificate.
4. A MLC certificate complimented with DMLC shall provide evidence that ship has been duly
inspected.
5. Ships are required to have decent complaint procedures and casualty investigation
procedures.
6. Each flag state shall prohibit and penalize any kind of victimization of a seafarer for filing a
complaint.

Port state responsibilities:

1. Foreign flag ships are subjected to port state inspections for the purpose of reviewing
compliance with MLC requirements.
2. PSC inspections that may be carried out under the scope of this convention are to ensure
that the working and living conditions for seafarer must meet the requirement of MLC.
3. Similar to flag state, PSC shall also accept MLC certificate complemented with DMLC, as
evidence that ship is in compliance with regulations.
4. Inspection in a port shall be carried out by authorized officers in accordance with the
provisions of the code.

B) Onboard and onshore complaint procedures –

Onboard complaint procedures may be used by the seafarer to lodge complaint relating to any
matter that is alleged to constitute a breach of seafarer rights.
Procedure –
1. A complaint should be addressed to the head of the department of the seafarer lodging the
complaint or to the superior officer.
2. The HOD or superior officer should attempt to resolve the matter within prescribed time
limit according to the seriousness of the issue.
3. If the HOD or superior officer cannot resolve the complaint to the satisfaction of seafarer,
the latter may refer to the master, who should handle the matter personally.
4. Seafarer has right to be accompanied or represented by another seafarer.
5. All complaints and decision should be recorded and a copy to be given to seafarer also.
6. If complaint cannot be resolved onboard, the matter should be referred ashore to the ship
manager/owner.
7. In all cases seafarer can file complaint directly to MASTER, SHIP MANAGER/MASTER and
COMPETENT AUTHORITY.

Onshore complaint procedure

1. A complaint by a seafarer alleging a breach of the requirements of MLC 2006 (including
seafarer’s rights) may be reported to an authorized officer in the port at which the seafarer’s
ship has called. In such a case the authorized officer shall undertake an initial investigation and
later on detailed investigation.
2. Authorized officer if possible ill try to promote a resolution of complaint at shipboard level.
3. If the complaint has not been resolved then officer shall notify the flag state, seeking advice on a
corrective action plan.
4. Even after above procedure if the complaint is not resolved, the port state shall transmit a
copy of complaint to the authorized officer or to the director general.

C) Detainable deficiencies.
Where an authorized officer carrying out inspections finds out that:
1. The required documents are not produced or maintained or maintained incorrectly or that
the document produced does not contain information required by this convention or is
otherwise invalid.
2. There are clear grounds for believing that the working and living conditions on the ship do
not confirm the requirements of the convention.
3. There are reasonable grounds for believing that the ship has changed flag for the purpose of
avoiding compliance with this convention.
4. There are complaints alleging that specific working and living conditions onboard are not
confirming to the requirements of this convention
5. The conditions onboard are clearly hazardous to the safety, health and well being of sea
farer.
The authorized officer shall take steps to ensure that the ship shall not proceed to sea until NC
has been rectified or until the officers has accepted a plan of action to rectify such NC and is
satisfied that the plan will be implemented in expected manner.

D) Grievance redressal mechanism for Indian seafarers.

The nature of seafarer job limits their opportunity to be ashore and this makes if difficult for
them for a proper follow up action for resolving their individual problems. Such problems
become grievances in course of time. Such grievances need a quick and effective redressal
For this DG Shipping has started a grievance redressal mechanism for seafarers. This functions as
under –
1. Grievance of any seafarer may be filed in DGS, either by post or email to deputy director
general (crew branch), Mumbai.
2. Such grievances will be registered and an acknowledgement and registration number shall be
assigned within 48 hrs of receipt of grievance.
3. Seafarers can also register their grievance in person with respective MMD offices at Chennai
/ Mumbai / Goa / Kochi / Noida etc.
4. Such grievances will also be personally heard by the senior officers of DGS once in 3 months at
1500 hrs on 1st Wednesday of Jan, April, July and October every year.
5. The director general / Joint director general of shipping also hear seafarers grievances
personally once in a year on 3rd Wednesday of a given month at 1500 hrs in the officially
decided MMD office.
6. The decision of the DGS shall be final and binding.
5. Q
a) How is Human Element issue addressed in STCW code?
b) Discuss the IMO guidelines on fatigue mitigation and management on board ships.
Answer –
A)
“Human element” means any element that influences the interaction between a human and
another human or a system or a machine. It is human and organizational influence on maritime
safety and maritime safety performance.
The majority of marine accidents / incidents result from some form of human error. Although
this may not be proximate cause as safe performance is dependent on competent people and
accurate systems.
When human beings interact with a system, there is always a human element issue. Accidents
may happen in spite of procedures and policies in place, they can also happen because of
wrongly identified hazards or from a risk incorrectly identified.
Following are some human factors which affect human element thereby affecting human and
safety performance –
1) Fatigue – Fatigue has been cited as no. 1 concern in relation to critical accidents and
personal injuries. Adequate manning and sufficient rest hours will reduce fatigue related
errors. This issue has been addressed by STCW under section A-VIII/1. This section provides
for minimum hours of rest for seafarers.
2) Inadequate communication – another area for improvement is communication between
crew, between master and pilot, ship to ship and ship to shore communication. Better
procedures and training are designed to promote better communication and co-ordination
on and amongst vessels. STCW convention has addressed this issue by identifying ‘use of
English’ as one of the minimum standards of competence for seafarers.
3) Inadequate knowledge –The main contributor to this category is lack of knowledge of proper
use of technology. Various standards of competence for officers, masters, ratings have been
provided under STCW to address this issue. For e.g.
a. Chapter II – standards required by master and deck department.
b. Chapter III – Standards required by engine department.
c. Chapter IV – Standards required by radio operators.
4) Inadequate knowledge of own ship system – Difficulties are encountered by crew who are
working on ships of different sizes, different equipments and carrying different cargoes. A
combination of better training, standardized equipment design helps in solving this problem.
5) Poor design of automation – Poor design affects almost all shipboard automation, leading to
accidents. Equipment needs to be designed to support the user, keeping in mind how that
equipment will fit into overall equipment structure.
6) Faulty standards, policies and practices – this covers a variety of problems including lack of
precise, written and comprehensible operational procedures aboard ships. The other
important problem is management policies which encourage risk-taking. (e.g. pressure to
 meet schedules.
Above factors are discussed in Human element training and watch keeping sub-committee
(HTW) under following aspects –
1) Minimum international standards for training and certification of seafarers.
2) Technical and operational issues relating to maritime safety and environmental
protection.
3) Promoting and implementing IMO human element strategy.
4) Updating and revision of IMO model courses.
5) Guidance addressing issues such as fatigue.
At the end of each HTW sub-committee meeting a final report is prepared for submission to
MSC. The final report provides record of issues discussed and actions taken by sub-committee.

B) IMO guidelines on fatigue mitigation and management on board ships :

1. The guidelines are composed of Modules each devoted to an interested party.
2. The Guidelines on Fatigue contain practical information that can assist interested parties
(Naval Architects/Ship designers, owners/operators, Masters, Officers, other crew
members and training institutions) to better understand and manage fatigue.
3. The guidelines provide information on the potential dangers of fatigue and ultimately the
effect on the health and safety of the personnel working on ships. The guidelines contain
information on the symptoms and causes of fatigue, and address solutions to combat
fatigue in order to reduce associated health problems and prevent fatigue-related
accidents from occurring.
4. The guidelines have been divided into nine modules, as follows:
Module 1 - Fatigue
Module 2 - Fatigue and the Rating
Module 3 - Fatigue and the Ship’s Officer
Module 4 - Fatigue and the Master
Module 5 - Fatigue and the Training Institution and Mgmt Personnel in charge of Training.
Module 6 - Shipboard Fatigue and the Owner/Operator/Manager
Module 7 - Shipboard Fatigue and the Naval Architect/Ship Designer
Module 8 - Fatigue and the Maritime Pilot
Module 9 - Fatigue and Tugboat Personnel
5. Although all Modules are self-contained, it is recommended that all parties become
familiar with Module 1, which contains general information on fatigue. In other instances it
will be beneficial if the reader (interested party) becomes familiar with Modules other
than the immediately applicable one.
6. Following points are discussed in each module giving each interested party an individual
overview :
1. How to recognize fatigue in yourself and others (Signs/symptoms)?
2. What can cause fatigue?
3. How can people prevent the onset of fatigue?
4. What can mitigate the effect of fatigue?
5. What can be done to reduce crew fatigue onboard?
6. What rules and regulations are in place to prevent and deal with fatigue?
7. How does fatigue relate to the ILO and IMO instruments?
6. How do the provisions of 2010 amendments to STCW Convention intend to improve the technical
and interpersonal competence of seafarers?
Answer –
1. Change of competency tables:
a) Need for deck officers to be competent in use of ECDIS.
b) Engineer officer to be able to operate pollution prevention equipment.
c) Additional emphasis is given to environmental management.
2. Leadership and Teamwork:
a) Substantial new competence requirements related to leadership, teamwork and
managerial skills need to be added.
b) Assertiveness training for all seafarers, given its importance not only for those who have
direct operations but also for lower grades who may have to communicate on safety
matters with senior officers and shore personnel.
3. Training Record Books:
a) Mandatory for all deck and engine trainees to demonstrate competence through the use of
onboard training record books, with completion to be supervised by officers responsible
for onboard training.
4. Tanker training:
a) STCW now contains new comprehensive tables for training in oil, chemical and gas tanker
operations, at both basic and advanced levels.
5. New Seafarer Grades and Certification:
a) STCW 2010 introduces extensive training and certification requirements for new grades
of “able seafarer deck” and “able seafarer engine”. These are in addition to the current
navigational and engine watch keeping requirements which are otherwise unchanged.
b) Now competence standards and certification for the position of ETO and ETR also been
established.
6. Medical standards:
a) Additional medical fitness standards and requirements for certification have been introduced.
b) All medical certificates from 1st January 2017 must be as per STCW 2010 standards.
7. Prevention of alcohol abuse:
a) Specific limit introduced of 0.05% blood alcohol or 0.25mg/l alcohol in the breadth.
8. Mandatory security training:
a) Specific training and certification requirements for ship security officers, new security
familiarization and training requirements for all grades of shipboard personnel. These
include new anti-piracy measures.
9. Refresher training:
a) Additional emphasis given to the need for seafarer’s standards of competence to be
maintained throughout their carriers.
b) All seafarers are required to provide evidence of appropriate levels of competence in basic
 and advanced safety training every 5 years. Much of this can be conducted onboard, but
same will require training at shore based installations too.
10. Additional measures:
a. Min rest hr. period = 10 hrs. in 24 hrs. and 77 in 7 days.
b. Stricter checking by PSC for the above.
c. New training guidance for personnel working on ships operating in polar waters and DP
vessels.
7. Illustrate the salient factors for “onboard training “ and standard of competence as laid out in
STCW Chapter III. Underline the specific roles a chief engineer needs to perform towards satisfactory
training of engine room personnel under the regulation. What will be the criteria for evaluating
competence for onboard training by a chief engineer?
Answer –

STCW 95 chapter III deals with standards required for engine room personnel under different
capacities
 Chapter III/1 deals with mandatory minimum requirements for certification of officers in charge
of an engineering watch in a manned engine-room or designated duty engineers in a periodically
unmanned engine-room.
 Chapter III/2 and III/3 deals with minimum standards required for chief engineer and second
engineer officer for main propulsive power of 3000 KW or more and between 750 KW and
3000 KW respectively.
 Chapter III/4 deals with standards required for serving as engine room rating.

As per STCW 2010

 Regulation III/5 deals with minimum requirements for certification of ratings as able seafarer
engine in a manned engine-room or in a periodically unmanned engine-room.
 Regulation III/6 deals with minimum requirements for certification of electro-technical officers
 Regulation III/7 Mandatory minimum requirements for certification of electro-technical ratings

On Board Training
Every candidate shall follow an approved onboard training which:
a) Ensures that during the required period of seagoing service the candidate receives a systematic
practical training and experience in the tasks, duties and responsibilities of an officer in charge
of an engine room.
b) Is closely supervised and monitored by a qualified and certified engineer officer on board the
ships in which the approved seagoing service is performed.
c) Is adequately documented in a training record book.

Standards of Competence
STCW 95 has very clearly specified the standards required under various capacities. CH-III has
divided the competency into four functions.

Chapter III / 1
Every candidate is required to demonstrate the ability to undertake various tasks, duties and
responsibilities in the following field at the operational level.
 Marine engineering
 Electrical, electronics and control engineering
 Maintenance and repair
 Controlling the operation of ship and care for persons onboard
Chapter III/2 and chapter III/3
These gives the standards required by chief engineer and second engineer officer under
different range of propulsive power, it basically gives the standard to be followed at
management level with more importance given to
 planning of job
 making sure all safety procedures are followed
 trouble shooting
 developing emergency and damage control plans
 organizing and managing crew

Chapter III / 4
This gives the basic standards of competency expected of engine rating
 Their strength to understand orders.
 Basic knowledge of common terms used in engine room.
 Engine room alarm systems especially fire alarms.
 Knowledge of emergency duties.
 Emergency escape routes etc.

Chapter III/5
This gives basic standards of competence expected of an able seafarer engine. Every candidate
is required to demonstrate the ability to undertake various tasks, duties and responsibilities in
the following field at support level with respect to:
 Marine engineering
 Electrical, electronics and control engineering
 Maintenance and repair
 Controlling the operation of ship and care for persons onboard

Chapter III / 6
Every candidate for certification as electro-technical officer shall be required to demonstrate the
ability to undertake the tasks, duties and responsibilities in the following field at the operational
level.
 Electrical, electronic and control engineering
 Maintenance and repair
 Controlling the operation of the ship and care for persons on board

Chapter III / 7
Every electro-technical rating serving on a seagoing ship powered by main propulsion machinery of
750 kW propulsion power or more shall be required to demonstrate the competence to
perform the functions at the support level.
Role of C/E towards satisfactory training of engine room personnel
Chief engineer must establish a training programme on board ship, he should
1. Break down various jobs into duties, tasks subtasks
2. Establish priority of tasks.
3. Define performance standards for each task.
4. Identify preferred mode of learning.
5. Collect data on profile of trained personnel.
6. Give trainee a chance to work independently at the same time supervise his work
constantly.
7. Identify constraints like language, lack of training etc.

If trainee is found to be lacking in knowledge in some areas the chief engineer must discuss his
weakness with him and must try to give him a chance to improve upon. If the trainee needs
formal training in some fields then chief engineer must request for shore based training of the
person concerned.

Evaluating competence for onboard training

The criteria for evaluating competence for onboard training of engine room personnel is given in
column 4, of tables A-III/1 to A-III/7. Some of the criteria are:
1. Identification of important parameters and selection of material is appropriate.
2. Use of equipment and machine tool is appropriate and safe.
3. Selection of tools and spares is appropriate.
4. Dismantling, inspecting, repairing, and re-assembling are in accordance with manuals and good
working practices.
5. The conduct, handover and relieving of watch confirm with the accepted principles and
procedures.
6. Safety measures for working are appropriate
7. A proper record is maintained of the movement and activities relating to the ships
engineering systems.
8. Communications are clearly and well understood in accordance with established rules and
procedures to ensure safety of operations and to avoid environment pollution.
9. The causes of machinery malfunctions are properly identified and actions are designed to ensure
overall safety of the ship and plant.
10. Procedures for monitoring shipboard operations and ensuring compliance with MARPOL
requirements are fully observed.
11. The type and scale of emergency is properly identified and emergency procedures are followed
as per plan.
12. Actions in responding to abandon ship and survival situations are appropriate.
13. Legislative requirements, relating to SOLAS and MARPOL are correctly identified.

On the basis of these guidelines and evaluation criteria, the competency of onboard training can be
evaluated.