LESSON 1

APPRECIATE SHIPPING CAREER AS A MARITIME PROFESSION (ASCM

Time Allotment: 4 Hours

PERFORMANCE STANDARD

You shall be able to understand the shipping career as a maritime profession

LEARNING COMPETENCIES

At the end of the lesson, you will have been able to:

1. Discuss prospects in a shipping career

1.1 Discuss other job opportunities in the merchant marine profession

a. Shipbuilding and repair
b. Ship operations and management
c. Port operations and management
d. Ship surveying and inspection
e. Offshore industry
f. Maritime education and training
g. Philippine Navy
h. Philippine Coast Guard
1.2 Discuss the BIMCO / ICS Manpower Report 2015
a. Baltic and International Maritime Council (BIMCO)
b. The Philippines as the leading supplier of seafarers 1.3 Explain the benefits of a shipping
career
a. High wages
b. Tax exemption
c. Expense free (travel, accommodation, and food)
d. Meet people of different cultures
e. Learn different languages

TECHNICAL VOCABULARY

charter – is a legal document that formally establishes a corporate entity.

reserve for use or contract of lease. (Kenton 2019)

salvage– to rescue or save especially from wreckage or ruin. (Merriam webster 2020)

seafarer – A person who regularly travels by sea; a sailor, a sailor or a mariner. (lexico.com, UK
dictionary 2020) ratings – member of the crew, other than the master and the officers tonnage – shipping
considered in terms of total carrying capacity
 baccalaureate – Baccalaureate comes from the Latin word "baccalarius," meaning "bachelor." Soa
baccalaureate degree means the university degree known as a bachelor's degree. This degree is an
award that signifies a certain level of educational achievement through a university or college
program. A student may attain a bachelor's degree in many subjects at colleges and universities
around the world. (Jennifer Brozak 2019)
dry cargo vessels – used to carry solid dry goods such as metal ores, coal, steel products,
forest products, etc.

remittance – money (salary) sent by overseas workers to the Philippines

WHAT DO YOU NEED TO KNOW?

I. Job Opportunities in the Merchant Marine Profession

Filipinos have been trading since the time of our early ancestors. Goods have been traded with
other countries even before the invention of steam engines. Just as Ferdinand Magellan sailed the seas and
landed in the Philippines in search of spices, modern-day shipping still uses the sea as primary means of
transporting goods. Shipping significantly contributes to the economic development of nations around the
world through seaborne import and export.

According to the International Chamber Shipping, the international shipping industry carries around 90%
of world trade. This means that the phone you are using or the shoes you are wearing wear most probably
shipped by sea. The prospects for the industry’s growth continue to be strong. With over 68,000 merchant
ships trading internationally, this industry remains to be a reliable and sustainable source of employment.

Shipping does not only mean the transfer of goods of people to and from places. Among the different
aspects of shipping include business management, construction, design, and even public service. Different
opportunities in the merchant marine profession could meet both your wants and the needs of the market.
These include the following:

A. Shipbuilding and Repair

New ships have to be built to meet the growing demand for international trade. This makes shipping an
attractive industry for developing nations especially in the Asia-Pacific region where nations are well
positioned to supply large vessels. The Philippines is the fourth largest shipbuilder, next to Korea, China,
and Japan. The construction of ships and other floating objects is done in specialized facilities known as a
shipyard. Building ships requires a huge number of manpower with special skills, such as welding and
operating heavy machinery.

Every ship has too regularly gone for dry docking for major repairs and necessary maintenance
works. These ships have to go inside a special docking facility where they can position the ships on blocks
and pump the water out. Workers can then do maintenance and repairs that cannot be done while the ships
are afloat and in service.

B. Ship Operations and Management

Operating ships is done not only by the seafarer onboard but also with the support of a shore-based
management team. The management team provides them with support and technical supervision
throughout the charter of the vessel on behalf of the shipowner. The management company may also offer
other services like inspection before purchase, supervision during building, crew management, provision
of stores and parts, and other operational requirements. These are carried out by designated personnel in
the various department within the ship management company such as sales, engineering, finance,
administration, and marine affairs departments.

While shipboard crew members make sure the ship reaches its destination safely and efficiently with
the cargo intact, the ship managers ensure that the ship will continuously have customers by managing its
business aspects. The list below shows the business management structure of a typical ship management
company.

• Shipbuilding
• Crew management, manning
• The operation, chartering, cargo handling
• Marine skills such as navigation, stowage, etc.
• Maintenance and repair, drydocking, inspection
• Hull and machinery insurance, cargo insurance
• Accounting and settlements
• Provision of lubricating oils and fuel oils
• Purchase and supply of material

C. Port Operation and Management

Many Asia Pacific nations have fast-developing ports and improving infrastructure providing a
gateway to ships from all over the world. Port operations are necessary to enable marine trade between
these nations. Operators have to ensure smooth port operations and avoid congestion in the harbor by
following sets of policies, reforms, and regulations that influence the infrastructure and operations of port
facilities including shipping services.

The amount of time a ship spends in port has to be minimized. Port operators manage the
movement of cargo containers between cargo ships, trucks, and freight trains and optimizing the flow of
goods through the customs. Maintaining efficiency involves managing and upgrading port and facilities,
communication equipment, computer systems, and dockworkers’ union contracts. Port operators also
manage safety and port security while harbor masters regulate how vessels conduct their navigation in
port.

D. Ship surveying and inspection

The standards of operating and maintaining ships are very high. Companies follow strict
international regulations and legislation and from the construction of the vessel down to the details of its
operation. To make sure that these ships follow the standards, regular detailed inspection has to be done to
determine the current condition and fitness of a commercial ship for its intended use. Marine surveys
included the structure, machinery, and equipment, ( e.g, navigational, safety, radio, etc.), and general
condition of a vessel and/ or cargo, as well as judging materials on board and their conditions. Marine
surveyors conduct inspections, surveys, or examinations of marine vessels to assess, monitor, and report
their condition and the cargo, including damages caused to both vessels and the goods carried on board.
Marine surveyors also ensure compliance with various standards or specifications by inspecting equipment
intended for new or existing vessels. They are highly qualified and technically sound and usually selected
after thorough evaluation procedures and recommendatory training considering that vessels range from
small ferries huge crude oil carries and cruise liner.

E. Offshore Industry

Human’s thirst for energy continues to grow and the demand for oil and gas grows with it.
Modern technology and techniques allow the extraction of these resources from the depths of the oceans
after nearly depleting the natural resources from the land. This results in the rising cost of oil and gas
prices, holding great promises for the industry in the coming years.

The offshore Industry is either an offshore oil and gas industry of an offshore wind energy
industry. Offshore platforms are structures used for drilling and extracting gas and oil from wells, located
deep beneath the ocean floors. Strongly built to withstand the forces of nature and designed to ensure the
test of time, these platforms can be operated at depths from 200 to 12,000 ft. they also have processing and
storage facilities, as well as accommodation for the crew.

The offshore industry has a wide range of occupations for entry-level as well as experienced
professionals. The jobs can be extremely challenging and demand long working hours in harsh conditions
but are very well compensated. Offshore occupations include different levels of employment in the fields
of oil and gas production and management. The main areas of operations include drilling, rigging,
surveying, piping, welding, diving, quality, checks, as well as health and safety and cooking.

F. Maritime Education and Training

Filipino seafarer makes up about 30 % of the world’s merchant marine fleet. Along with the
thriving shipping industry, maritime education and training also thrive with it. Maritime Industry
Authority (MARINA) recognized more than 70 maritime higher education institutions and over 100
accredited training centers are offering approved courses in 2015. The purpose of maritime education and
training is to meet the demand and supply of manpower for the shipping industry. Aimed at establishing
the fundamentals of the seafarer's discipline and providing maritime and academic programs and
vocational training, Maritime Education and Training (MET) covers a wide spectrum of training
institutions that range from those delivering the short-time course to baccalaureate degree covers a wide
spectrum of training institutions that range from those delivering short-time courses to baccalaureate
degrees and postgraduate studies.

Maritime education and training remain to be one of the preferred shore-based employment for
vacationing seafarers. Since seafarers are not trained as proper educators, they are provided with
instructors training adopted from the International Maritime Organization (IMO) model course 6.09 strict
compliance with statutory and regulatory requirements are kept to ensure quality education and training
that is at par with international standards.

G. Philippine Navy
A public service is also an option in a maritime career in the field of the Armed Forces of the
Philippines (AFP). The Philippine Navy is the naval warfare service with the mission: “To organize, train,
equip, maintain, develop, and deploy forces for prompt and sustained naval and maritime operations in
support of the Unified Commands in the accomplishment of the AFP mission.” The branch is empowered
to assist in the enforcement of laws and regulations about navigation, immigration, customs revenue,
quarantine, fishing, and neutrality in the territorial and contiguous waters of the Philippine Archipelago.
They are also tasked to develop, in coordination with the other major services and area commands the
doctrines, procedures, and naval equipment for joint operations, and the doctrines and procedures for
amphibious operations.

H. Philippines Coast Guard

The Philippines’ Coast Guard is mandated and responsible to perform maritime search and rescue,
maritime law enforcement, maritime safety, maritime environmental protection, and maritime security. It
is an agency under the Department of Transportation and Communication (DOTC) that conducts maritime
security operations and safeguards life and property at sea.

The Philippines Coast Guard takes pride in fulfilling their mission that states: We are a uniformed
armed service that implements and enforces all national and international maritime safety, security, and
Maritime Transportation Network objectives, national security, and economic development of the
Philippines.
II.BIMCO / ICS Manpower Report 2015

Baltic and International Maritime Council (BIMCO) is the world’s largest international shipping
association and an independent global transport organization, with a membership composed of ship
owners, managers, brokers, agents, and many other stakeholders with interests in the shipping business.
BIMCO the world’s largest private shipping organization by representing more than 2,700 of the world's
shipping companies The members embody around 450 million Deadweight tonnages (DWT) which are
60% of the total cargo carrying capacity available. DWT is a measure of how much weight a ship could
safely bear. BIMCO headquarter building is located in Bagsvaerd, Denmark.

The main objective of BIMCO is to act on behalf of its global membership to endorse higher standards as
well as development and promotion of fair and equitable international shipping policy

BIMCO is regarded as a Non-Governmental Organization (NGO), holds observer status with

many United Nations organizations, and is in close dialogue with maritime administrations, regulatory
institutions, and other stakeholders within the EU, the USA, and Asia. The association provides one of the
most comprehensive sources of practical shipping information and a wide variety of advisory and
consulting services to its members.

BIMCO’s purpose is to make international trade easier by:

• Influencing the simplification of international trade procedures

• Enforcing best trading practices

• Developing and promoting international standards for trade documentation

• Working towards better border regulations and the removal of international trade barriers (Baltic and
International Maritime Council (BIMCO) 2016)

International Chamber of Shipping (ICS) is the principal international trade association for merchant
shipowners and operators, representing all sectors and trades and over 80% of the world merchant fleet.
(https://www.ics-shipping.org/ 2020). It is concerned with all technical, legal, employment affairs, and
policy issues that may affect international shipping.
 The Manpower Report is a comprehensive update on the global manpower situation in the shipping industry
prepared by BIMCO and ICS every five (5) years. The report aims to provide an estimate of:

• The balance between the global supply of qualified and competent seafarers available for service on
ships trading internationally, and the industry’s demand for seafarers to operate the world merchant fleet;

• Details about the composition of the supply of seafarers that operates the world merchant fleet, including
their nationalities, rank/role, age profiles and gender; and

• The anticipated future growth of the world merchant fleet over the next ten years and its possible impacts
on the global manpower situation

A. Methodology

The 2015 report follows the methodology utilized for previous BIMCO and ICS reports, however,
some changes have been effected to take into account feedback from the 2010 report and to ensure that it
remains a comprehensive source of information on maritime manpower. Views and opinions from a wider
range of stakeholders have been solicited and the number of ship types covered has been expanded to offer
specific information for different sectors

B. Estimated Supply of Seafarers

The global supply of seafarers in 2015 is estimated at 1,647,500 seafarers, of which 774,000 are officers
and 873,500 are ratings.

The global supply of seafarers has increased over the past five years, with both numbers of
qualified officers and ratings available to the international trading world merchant fleet continuing to
increase. The number of officers was reported to have increased by 34% between 2005 and 2010 and is
now estimated to have increased by 24% in the past five years. The following figure provides a summary
of how the estimated global supply of seafarers has increased since 2005.

Summary of the estimated global supply of seafarers 2005-2015

*Note: The estimates for 2015 are not directly comparable to the previous report due to changes in
approaches to data collection and definitions used in the scope of the report. Source: Country
Questionnaire, 2015, and Manpower Reports from 2005 and 2010.

Based on the estimates of national contributions to the current global supply of seafarers, the five
countries with the largest numbers of seafarers in 2015 are shown below.

Estimated five largest seafarer supply countries

 The top five countries indicated by companies were China, the Philippines, and the Russian
Federation, followed by Ukraine and then India. This closely resembles the countries estimated to supply
the largest number of seafarers, except for Indonesia.

Estimated demand for seafarers

The world merchant fleet for the purposes of the 2015 report was defined as 68,723 ships. The
largest category was general cargo ships with 31% of the total ships by number, followed by bulk carriers
with 16% and offshore supply vessels with 10%. The 2015 report has included information on the tanker
industry and various types of offshore vessels to obtain an indication of the demand for seafarers by these
sectors.

The global demand for seafarers in 2015 is estimated at 1,545,000 seafarers, with the industry requiring
approximately 790,500 officers and 754,500 ratings.
The estimated demand for officers has increased by around 24.1% since 2010, while the demand
for ratings has increased by around 1.0%. The estimated demand for officers and ratings in 2015 compared
to the estimates of demand reported in previous reports is shown below.

Estimated global demand for seafarers 2005-2015

MANPOWER REPORT 2015

Whereas the estimated demand for officers and ratings increased between 2005 and 2010 by
33.8% and 27.5% respectively, the trend of the demand for officers has continued whilst only a small
increase in demand for ratings has appeared since 2010.

Estimated supply and demand situation in 2015 The estimates prepared for the 2015 report
indicate that the current global supply of seafarers is around 1,647,500 seafarers, of which approximately
774,000 are officers and 873,500 are ratings, and that the current global demand for seafarers is around
1,545,000 seafarers, with the industry requiring approximately 790,500 officers and 754,500 ratings.

The current supply-demand situation is a shortage of 16,500 officers and a surplus of 119,000 ratings,
with an overall surplus of 102,500 seafarers.

Current estimated global supply and demand of seafarers

Recruitment and Training of Seafarers

Recruitment and training levels are estimated to have increased over the past five years and
wastage rates appear to have reduced below those identified in previous reports. The 2015 report provides
information on turnover and wastage rates by rank and role, as well as for select seafarer supply countries.
Whilst the estimated wastage and turnover rates are considered to be generally positive, the current
contribution of recruitment and training is not sufficient to reduce the current shortage of officers or keep
pace with the forecast demand for officers in the future.

Estimated future supply and demand for seafarers A basic forecast for the future supply-demand
balance is calculated based on the information and data obtained for the 2015 report. The report also
presents nine other possible future scenarios (some demand-side and some supply-side) that may affect the
future maritime manpower situation, specifically the global supply and demand for officers. The basic
forecast is that the global supply of officers will increase steadily, but be outpaced by increasing demand
for officers.

Basic forecast for the future supply-demand balance for officers

 The 2015 report indicates that the forecast growth in the world merchant fleet over the next ten
years, and its anticipated demand for seafarers, will likely continue the trend of an overall shortage in the
supply of officers. This is despite improved recruitment and training levels and reductions in officer
wastage rates over the past five years. The current maritime manpower situation and future outlook
indicate that the industry and relevant stakeholders should not expect there to be an abundant supply of
qualified and competent seafarers in the future without concerted efforts and measures to address key
manpower issues. It is crucial to promote careers at sea, enhance maritime education and training
worldwide, address the retention of seafarers, and to continue monitoring the global supply and demand
for seafarers regularly.

The following points are relevant to the Philippines:

1. China has overtaken the Philippines as the overall top supplier of seafarers. China is now
ranked as the number one supplier of officers while the Philippines is the top source for ratings.

2. The world currently has a deficit of 16,500 for officers which might increase to 92,000 by
2020 and 147,500 by 2025. As of 2015, there is an oversupply of 119,000 for ratings.

3. The supply-demand forecast indicates the steady supply of officers will be unable to outpace
the increase in the global demand for officers.

4. There is a more significant shortage of Engineer Officer – Management level and officers for
specialized ships such as LPG, LNG carriers, and chemical tankers.

III. The Benefits in a Shipping Career

After acquiring a baccalaureate’s degree, a graduate must pass a licensure examination to become
a merchant marine officer or engineer. Once all the relevant certifications and documentation have been
completed, you can already join a ship as a third officer or engineer. A career in maritime offers many
benefits such as high wages, tax exemption, Expense-free (travel, accommodation, and food), Meet people
of different cultures, and learn different languages and among others.

A. High Wages

People would, of course, want to know if the job they seek would compensate enough for their
needs and the needs of those they need to provide for. In the Philippines, most entry-level jobs would offer
the minimum wage as mandated by the Philippine government. Considering that seafaring is international
in nature, it offers a salary range following the minimum recommendations of the International Labor
Organization. Wage calculation is based on a formula that takes into consideration changes in the cost of
living and exchange rates against the US dollars ( USD ).

Philippines trade union’s Collective Bargaining Agreement (CBA) on Article 12 shows in detail how
these are calculated. The table below is an excerpt from the CBA on the minimum wage scale effective in
2017. International seagoing seafarers are employer, at the end of each calendar month. The table on the
next page shows the average market wages of Filipino seafarers employed onboard dry cargo vessels as
2015. (JSU Sailor Welfare 2017)

TABLE 1. CBA monthly minimum wage scale

Table 2. Filipino officer’s average market wage in USD ( for dry cargo vessels )Engineer
Rank Average Market Wage in USD
Minimum Maximum
Master/Chief Engineer 7801 8808
Chief Officer/1st Engineer 6486 6990
2nd Officer/2nd Engineer 3560 3984
3rd Officer/3rd Engineer 3051 3426

B. Tax Exemption

Despite not being physically present in the Philippines, Filipinos working abroad do not lose their
basic rights as citizens. Overseas Filipino Workers (OFW) still have the right to vote, the right to be
protected by the State, and the right to freely come and go to the Philippines. These are paying taxes to the
Philippine government.

However, the law states that OFW’S are exempted from income tax. As specified in the BIR’s Revenue
Memorandum no. 1-2011, the wage or income of an OFW arising out of his or her overseas employment
is exempted from income tax. Since seafarers are officially recognized as an OFW as registered with
POAE and possessing a valid overseas employment certificate (OEC), they are also exempted from paying
income tax.

Republic Act 8042 also mandates that all migrant workers shall continue to be exempted from
travel tax and airport fees upon showing an OEC. Although, all travel expenses are covered by the
employer. The remittances of all OFWs are also exempted from documentary tax provided that an OEC is
presented. This would include those sent through the banking system, credited to an account in the
Philippines, and withdrawn through an automatic teller machine (ATM). (Arellano law foundation 2011)
C. Expense Free

“See the world for free.” This is a famous line used to advertise the seafaring career. Another privilege being
enjoyed by seafarers is being able to travel to different countries with all expenses paid by the employer. this
means free airfare, food, accommodation, and for some generous companies, sometimes including allowance. A
seafarer joins a ship on a port where the vessel is at that particular time. The employer must make sure that the
seafarer is well taken care of from the time he or she has left the Philippines until he or she has boarded the
vessel and vice versa. This means the same mandate applies when the seafarer is disembarking or is going home
shipboard employment.

CBA imposes that an employer shall make that sure that the cost of the following be covered until the
seafarer reach the final agreed destination:

• Payment of basic wage

• The cost of accommodation and food
• Reasonable personal travel and subsistence costs
• Transport of the seafarer’s personal effects up to the agreed with the company.

D. Meeting People

Traveling the world and working overseas expose seafarers to many different nationalities and their
cultures. Working with people with different cultures, the crew members must be aware and sensitive of
these differences to increase a harmonious working relationship shows the diversity of nationalities
serving in the shipping industry with Philippines, India, and China being the top three. European countries
also has recently been supplying large numbers of seafarer specially coming from the eastern side.
Ukraine, Latvia, Greece, and others are among the major labor supplying countries in the industry.

Putting together people of different races and culture can create a difficult situation if not handles
well. This would include things as simple as food, clothing, gestures, and even religion. You must always
consider that what might be good or common for one person may be bad or unusual to another. This
makes learning different cultures interesting and exciting.

E. Learning languages

Jose Rizal was reportedly able to speak 20 different languages. Unfortunately, you will not get to
learn 20 different languages for being a seafarer unless you would really want to and learn for yourself.
The multinational culture of shipping gives an opportunity to be exposed to many different kinds of
people, with different cultural backgrounds, characters, and languages. This diverse cultural environment
often time create communication barrier that become a challenge in the working conditions on board. To
be able to bridge the communication gap between different nationalities operating the ship, the standard
Maritime communication Phrases (SMCP) was developed, rather than learning the language of other crew
members. Most Filipinos learn foreign languages easily even with standard communication phrases.
 Exposure and practice make it possible to learn many things. It is like sending a Tagalog to somewhere in
the Visayas. Eventually, that person will learn to understand and even speak the local language after being
exposed to it for some time. But then again, this all depends on a person’s willingness and interest to learn.

LESSON 2

EXPLAIN INTERNATIONAL MARITIME STANDARDS AND NATIONAL MARITIME

LEGISLATIONS (EIMS)

Time Allotment: 4 Hours

PERFORMANCE STANDARD

You shall be able to demonstrate an understanding of the International Maritime

Standards and

National Maritime Legislations

LEARNING COMPETENCIES

At the end of the lesson, you will have been able to:

1. Discuss the International Maritime Standards

1.1 Discuss the overview of maritime- related conventions and their functions
a. Safety of Life at Sea (SOLAS) 1974
b. Standard of Training, Certification, and Watchkeeping (STCW) 1978
as amended
c. Maritime Pollution (MARPOL 73/78)
d. Maritime Labor Convention (MLC) 2006 e. International Rules for
Preventing
Collision at Sea (COLREG)

a. Loadline Convention (LL)

b. United Nations Convention on the Law of the Sea (UNCLOS)
1.2 Discuss national maritime legislations
a. CHED Memorandum Order 20 Series of 2015
b. Republic Act 10635
c. Presidential Decree 474
 TECHNICAL VOCABULARY

watchkeeping– is the assignment of sailors to specific roles on a ship to operate it

continuously.

(wikipedia.org 2020)

ratify– is to officially approve it by signing or voting for it. to agree and give formal
consent.

(vocabulary.com dictionary 2020) high sea – the areas of the

oceans that are not controlled by any country

waters beyond the limits of the territorial sea jurisdiction of a state.

(Cambridge dictionary 2020)Adoption: 1 November 1974

freeboard – the height of a ship’s side above the waterline to the deck

WHAT DO YOU ALREADY KNOW?

Do a research on at least three international and domestic maritime disasters.

WHAT DO YOU NEED TO KNOW?

The United Nations created and authorized the International Maritime Organization
(IMO) as an agency to set global standards for safety, security, and environmental performance
of international shipping. It creates fair and effective regulatory frameworks through conventions
for the shipping industry.
Introduction to Maritime career focuses on competencies that students ought to possess in pursuing a career in
the maritime industry. The course is designed to enhance the student's knowledge, skills, positive attitude, and
work values in compliance with workplace standards set by international regulatory bodies of the industry.

I. International Maritime Standards

A. International Convention for the SAFETY OF LIFE AT SEA (SOLAS)

Entry into force: 25 May 1980

 The first version was adopted in 1914, in response to the Titanic disaster, the second in
1929, the third in 1948, and the fourth in 1960.

The main objective of the SOLAS Convention is to specify minimum standards for the
construction, equipment, and operation of ships, compatible with their safety.

SOLAS 1974 requires flag states to ensure that ships flagged by them comply with the
minimum safety standards in the construction, equipment, and operation of merchant ships. The
treaty includes Articles setting out general obligations, etc., followed by an annexes divided into
twelve chapters, two new chapters were added in 2016 and 2017. Of these, chapter five (often
called 'SOLAS V') is the only one that applies to all vessels on the sea, including private yachts
and small craft on local trips as well as to commercial vessels on international passages. Many
countries have turned these international requirements into national laws so that anybody on the
sea who is in breach of SOLAS V requirements may find themselves subject to legal proceedings.

Chapter I – General Provisions

Surveying the various types of ships and certifying that they meet the requirements of the convention.

Chapter II-1 – Construction – Subdivision and stability, machinery and electrical installations

The subdivision of passenger ships into watertight compartments so that after damage to its hull, a vessel will
remain afloat and stable.

Chapter II-2 – Fire protection, fire detection, and fire extinction

Fire safety provisions for all ships with detailed measures for passenger ships, cargo
ships, and tankers.

Chapter III – Life-saving appliances and arrangements

Life-saving appliances and arrangements, including requirements for lifeboats, rescue

boats and life jackets according to a type of ship. The specific technical requirements are given in
the International Life-Saving Appliance (LSA) Code.

Chapter IV – Radio communications

The Global Maritime Distress Safety System (GMDSS) requires passenger and cargo
ships on international voyages to carry radio equipment, including satellite Emergency Position
Indicating Radio Beacons (EPIRBs) and Search and Rescue Transponders (SARTs).

Chapter V – Safety of navigation

This chapter requires governments to ensure that all vessels are sufficiently and
efficiently manned from a safety point of view. It places requirements on all vessels regarding
voyage and passage planning, expecting a careful assessment of any proposed voyages by all who
put to sea. Every mariner must take account of all potential dangers to navigation, weather
forecasts, tidal predictions, the competence of the crew, and all other relevant factors. It also adds
an obligation for all vessels' masters to offer assistance to those in distress and controls the use of
lifesaving signals with specific requirements regarding danger and distress messages. It is
 different from the other chapters, which apply to certain classes of commercial shipping, in that
these requirements apply to all vessels and their crews, including yachts and private craft, on all
voyages and trips including local ones.

Chapter VI – Carriage of Cargoes

Requirements for the stowage and securing of all types of cargo and cargo containers
except liquids and gases in bulk.

Chapter VII – Carriage of dangerous goods

Requires the carriage of all kinds of dangerous goods to be in compliance with the
International Bulk Chemical Code (IBC Code), [8] The International Code of the Construction
and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) and the International
Maritime Dangerous Goods Code (IMDG Code).

Chapter VIII – Nuclear ships

Nuclear powered ships are required, particularly concerning radiation hazards, to conform
to the Code of Safety for Nuclear Merchant Ships.

Chapter IX – Management for the Safe Operation of Ships

Requires every shipowner and any person or company that has assumed responsibility for
a ship to comply with the International Safety Management Code (ISM).

Chapter X – Safety measures for high-speed craft

Makes mandatory the International Code of Safety for High-speed craft (HSC Code).

Chapter XI-1 – Special measures to enhance maritime Safety

Requirements relating to organizations responsible for carrying out surveys and

inspections, enhanced surveys, the ship identification number scheme, and operational
requirements.

Chapter XI-2 – Special measures to enhance maritime security

Includes the International Ship and Port Facility Security Code (ISPS Code). Confirms
that the role of the Master in maintaining the security of the ship is not, and cannot be,
constrained by the Company, the charterer, or any other person. Port facilities must carry out
security assessments and develop, implement, and review port facility security plans. Controls the
delay, detention, restriction, or expulsion of a ship from a port. Requires that ships must have a
ship security alert system, as well as detailing other measures and requirements.

Chapter XII – Additional safety measures for bulk carriers

Specific structural requirements for bulk carriers over 150 meters in length.

Chapter XIII - Verification of compliance

 Makes mandatory from 1 January 2016 to the IMO Member State Audit Scheme.

Chapter XIV - Safety measures for ships operating in polar waters

The chapter makes mandatory, from 1 January 2017, the Introduction and part I-A of the
International Code for Ships Operating in Polar Waters (the Polar Code). (Wikipedia 2019)

B. MARPOL 73/78

Adoption: 02 November 1973

Entry into force: 02 October 1983

The Convention includes regulations aimed at preventing and minimizing pollution from
ships - both accidental pollution and that from routine operations - and currently includes six
technical Annexes.

Six Annexes of MARPOL

Annex I- Prevention of pollution by oil & oily water

MARPOL Annex I came into force on 2 October 1983 and deals with the discharge of oil
into the ocean environment. It incorporates the oil discharge criteria prescribed in the 1969
amendments to the 1954 International Convention for the Prevention of Pollution of the Sea
by Oil (OILPOL). It specifies tanker design features that are intended to minimize oil discharge
into the ocean during ship operations and in case of accidents. It provides regulations concerning
the treatment of engine room bilge water (OWS) for all large commercial vessels and ballast and
tank cleaning waste (ODME). It also introduces the concept of "special sea areas (PPSE)" which
are considered to be at risk to pollution by oil. Discharge of oil within them has been completely
outlawed, with a few minimal exceptions.

The first half of MARPOL Annex I deals with engine room waste. There are various
generations of technologies and equipment that have been developed to prevent waste such as:
Oily water separators (OWS), Oil Content meters (OCM), and Port Reception Facilities

The second part of the MARPOL Annex I has more to do with cleaning the cargo areas
and tanks. Oil Discharge Monitoring Equipment (ODME) is a very important technology
mentioned in MARPOL Annex I that has greatly helped improve sanitation in these areas

The Oil Record Book is another integral part of MARPOL Annex I. The Oil Record Book
helps crew members log and keep track of oily wastewater discharges among other things.

(VIDEOTEL PRODUCTION 2019)

MARPOL Annex II came into force on 6 April 1987. It details the discharge criteria for
the elimination of pollution by noxious liquid substances carried in large quantities. It divides
substances into and introduces detailed operational standards and measures. The discharge of
pollutants is allowed only to reception facilities with certain concentrations and conditions. No
 matter what, no discharge of residues containing pollutants is permitted within 12 nautical miles
(22 kilometers) of the nearest land.

Stricter restrictions apply to "special areas".

Annex II covers the International Bulk Chemical Code (IBC Code) in conjunction with
Chapter 7 of the SOLAS Convention. Previously, chemical tankers constructed before 1 July
1986 must comply with the requirements of the Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk (BCH Code).

Annex III - Prevention of pollution by harmful substances carried by sea in packaged form

MARPOL Annex III came into force on 1 July 1992. It contains general requirements for
the standards on packing, marking, labeling, documentation, stowage, quantity subtraction,
division, and notifications for preventing pollution by harmful substances. The Annex is in line
with the procedures detailed in the International Maritime Dangerous Goods (IMDG) Code,
which has been expanded to include marine pollutants. The amendments entered into force on 1
January 1991.

Annex IV - Pollution by sewage from ships

Marpol Annex IV came into force on 27 September 2003. It introduces requirements to

control pollution of the sea by sewage from ships.

Annex V - Pollution by garbage from ships

MARPOL Annex V (Regulations for the Prevention of Pollution by Garbage from Ships)
came into force on 31 December 1988. It specifies the distances from land in which materials
may be disposed of and subdivides different types of garbage and marine debris. The
requirements are much stricter in some "special areas" but perhaps the most prominent part of the
Annex is the complete ban of dumping plastic into the ocean.

Annex VI - Prevention of air pollution from ships

MARPOL Annex VI came into force on 19 May 2005. It introduces requirements to

regulate the air pollution being emitted by ships, including the emission of ozone-depleting
substances, Nitrogen Oxides (NOx), Sulphur Oxides (SOx), Volatile Organic Compounds
(VOCs) and shipboard incineration. It also establishes requirements for reception facilities for
wastes from exhaust gas cleaning systems, incinerators, fuel oil quality, for off-shore platforms
and drilling rigs, and the establishment of SOx Emission Control Areas (SECAs).[4 (Wikipedia
2020)
 C. STCW - Standards of Training, Certification, and Watchkeeping

Adoption: 7 July 1978; Entry into force: 28 April 1984; Major revisions in 1995 and 2010

The main purpose of the Convention is to promote the safety of life and property at sea
and the protection of the marine environment by establishing in common agreement international
standards of training, certification, and watchkeeping for seafarers.

The STCW Convention contains basic requirements that are expanded on and explained in the Code. The current
revision of the STCW Convention, which includes the 2010 Manila amendments, is composed of 17 Articles and
18 Resolutions, specifically Resolutions 1 and 3 through 19.

Code - Part A: Mandatory standards regarding provisions of the annex to the STCW Convention Part A of the
Code, which includes Resolution 2, is mandatory. This part provides the minimum standards of competence
required for seagoing personnel.

Code – Part B: Recommended guidance regarding provisions of the STCW Convention and its annex Part B of
the Code contains recommended guidance, and is intended to clarify and help implement the Convention.

The Manila amendments to the STCW Convention and Code were adopted on 25 June
2010, marking a major revision of the STCW Convention and Code. The 2010 amendments
entered into force on 1 January 2012 under the tacit acceptance procedure and are aimed at
bringing the Convention and Code up to date with developments since they were initially adopted
and to enable them to address issues that are anticipated to emerge in the foreseeable future.

Amongst the amendments adopted, there are a number of important changes to each
chapter of the Convention and Code, including:

• Improved measures to prevent fraudulent practices associated with

certificates of competency and strengthen the evaluation process (monitoring of Parties'
compliance with the Convention);

• Revised requirements on hours of work and rest and new requirements

for the prevention of drug and alcohol abuse, as well as updated standards relating to
medical fitness standards for seafarers;

• New certification requirements for able seafarers;

• New requirements relating to training in modern technology such as

electronic charts and information systems (ECDIS);

• New requirements for marine environment awareness training and

training in leadership and teamwork;

• New training and certification requirements for electro-technical

officers;
 • Updating of competence requirements for personnel serving onboard all
types of tankers, including new requirements for personnel serving on liquefied gas
tankers;

• New requirements for security training, as well as provisions to ensure

that seafarers are properly trained to cope if their ship comes under attack by pirates;

• Introduction of modern training methodology including distance

learning and web-based learning;

• New training guidance for personnel serving onboard ships operating in

polar waters; and

• New training guidance for personnel operating Dynamic Positioning

Systems.

Maritime Safety Committee (MSC) on the Parties which fully comply. The MSC then
produces a list of "confirmed Parties" in compliance with the STCW Convention.

STCW Convention have eight chapters

Chapter I: General Provisions

Chapter II: Master and Deck Department

Chapter III: Engine Department

Chapter IV: Radio Communication and Radio Personnel

Chapter V: Special Training Requirements for Personnel on Certain Types of

Ships

Chapter VI: Emergency, Occupational Safety, Medical Care and Survival

Functions Chapter VII: Alternative Certification

Chapter VIII: Watchkeeping. (STCW 2020).

D. COLREG - Convention on the International Regulations for Preventing Collisions at

Sea, 1972

Adoption: 20 October 1972

Entry into force: 15 July 1977

 The COLREGs include 38 rules divided into five sections: Part A - General; Part B -
Steering and Sailing; Part C - Lights and Shapes; Part D - Sound and Light signals; and Part E -
Exemptions. There are also four Annexes containing technical requirements concerning lights and
shapes and their positioning; sound signaling appliances; additional signals for fishing vessels
when operating in close proximity, and international distress signals.

Part A - General (Rules 1-3)

Rule 1 Application

Rule 2 Responsibility

Rule 3 General Definition

Part B - Steering and Sailing (Rules 4-19)

Section 1 - Conduct of vessels in any condition of visibility (Rules 4-10)

Rule 4 Application

Rule 5 Look-out

Rule 6 Safe Speed

Rule 7 Risk of Collision

Rule 8 Action to avoid collision

Rule 9 Narrow Channels

Rule 10 Traffic Separation Scheme

Section II - Conduct of vessels in sight of one another (Rules 11-18)

Rule 11 Application

Rule 12 Sailing vessels

Rule 13 Overtaking

Rule 14 Head-on situations

Rule 15 Crossing situations

Rule 16 Action by give-way vessel

Rule 17 Action by stand-on vessel

Rule 18 Responsibilities between vessels

Section III - conduct of vessels in restricted visibility (Rule 19)

Rule 19 Conduct of vessel in restricted visibility

Part C Lights and Shapes (Rules 20-31)

Rule 20 Application

Rule 21 Definitions

Rule 22 Visibility of lights

Rule 23 Lights displayed by power driven vessels underway

Rule 24 Lights for vessels towing and pushing

Rule 25 Lights for sailing and rowing vessels

Rule 26 Lights for fishing vessels

Rule 27 Lights for vessels not under command or restricted in their ability to maneuver

Rule 28 Lights for vessels constrained by their draught

Rule 29 Lights for pilot vessels

Rule 30 Lights for vessels anchored and aground Rule 31

Lights for seaplanes

Part D - Sound and Light Signals (Rules 32-37)

Rule 32 Definition of whistle

Rule 33 Equipment

Rule 34 Maneuvering and warning signals using whistle or lights

Rule 35 Sound signals to be used in restricted visibility

Rule 36 Signals to be used to attract attention

Rule 37 Distress signals

Part E - Exemptions (Rule 38)

Rule 38 Exemptions

Annexes
Annex I - Positioning and technical details of lights and shapes

Annex II - Additional signals for fishing vessels fishing in close proximity

Annex III - Technical details of sounds signal appliances

Annex IV - Distress signals

E. International Convention on Load Lines

Adoption: 5 April 1966

Entry into force: 21 July 1968

Annex I is divided into four chapters:

• Chapter I - General;
• Chapter II - Conditions of assignment of freeboard;
• Chapter III - Freeboards;
• Chapter IV - Special requirements for ships assigned timber freeboards.

Annex II covers Zones, areas and seasonal periods.

Annex III contains certificates, including the International Load Line Certificate. (Wikipedia, 2020)

F. Maritime Labour Convention (MLC)

Entered into force: 20 August 2013

The Maritime Labour Convention (MLC) is an International Labour Organization

convention established in 2006 as the fourth pillar of international maritime law and embodies
"all up-to-date standards of existing international maritime labor Conventions and
Recommendations, as well as the fundamental principles to be found in other international labor
Conventions". The other "pillars are the SOLAS, STCW and MARPOL.

What is the Maritime Labour Convention (MLC)?

The Maritime Labour Convention 2006 (MLC) is an international agreement of the

International Labour Organisation (‘ILO’) which sets out seafarers’ rights to decent conditions of
work. It is sometimes called the ‘Seafarers’ Bill of Rights’. It applies to all seafarers, including
those with jobs in hotel and other passenger services on cruise ships and commercial yachts,

In 2013 the MLC became binding law for 30 countries.

As of January 2019, a total of 90 countries had ratified the MLC 2006, which has resulted
in more than 91% of the world’s shipping fleet being regulated. For detailed information please
visit the ILO website.
 More than 100 pages long, the MLC 2006 sets minimum requirements for nearly every
aspect of working and living conditions for seafarers including recruitment and placement
practices, conditions of employment, hours of work and rest, repatriation, annual leave, payment
of wages, accommodation, recreational facilities, food and catering, health protection,
occupational safety and health, medical care, onshore welfare services and social protection.

LATEST UPDATES

A second set of amendments to the Maritime Labour Convention (MLC) for improving
crew safety and welfare came into force on 8 January 2019.

Account is to be taken of the latest version of the guidance on eliminating shipboard

harassment and bullying, jointly published by the International Chamber of Shipping (ICS) and
the International Transport Workers’ Federation (ITF).

In addition to the various health and safety matters which the MLC requires should be
taken into account, there is added ‘harassment and bullying‘.

To the list of matters which should be considered for investigation in a health and safety
context, there is added ‘problems arising from harassment and bullying‘.

Bullying and harassment, including sexual harassment, is an abuse of human rights and
living on a ship offers limited alternatives to avoid it. Although these changes are non-mandatory,
flag states must give due consideration to implementing them.

A further amendment has been made to mandatory Standard A5.1.3, whereby flag states
may extend the validity of a Maritime Labour Certificate (which is otherwise limited to a
maximum period of validity of five years) by up to a further five months. This will apply where a
ship has successfully completed an MLC renewal inspection, but a new certificate cannot
immediately be issued and made available onboard.(Maritime Labour Convention (MLC) 2019)

G. United Nations Convention on the Law of the Sea (UNCLOS)

Adoption: 10 December 1982

Came into force: 16 November 1994

Part I - Introduction

Part II - Territorial sea and contiguous zone

Section 1 - General provisions

Section 2 - Limits of the territorial sea

Section 3 - Innocent passage in the territorial sea Section 4 -

Contiguous zone

Part III - Straits used for international navigation

Section 1 - General provisions

Section 2 - Transit passage

Section 3 - Innocent passage

Part IV - Archipelagic states

Part V - Exclusive economic zone

Par VI - Continental shelf

Part VII - High seas

Section 1 - General provisions

Section 2 - Conservation and management of the living resources of the high seas
Part VIII - Regime of islands

Part IX - Enclosed or semi-enclosed seas

Part X - Right of access of land-locked states to and from the sea and freedom of transit

Part XI - The Area

Section 1 - General provisions

Section 2 - Principles governing the Area

Section 3 - Development of resources of the Area

Section 4 - The Authority

Section 5 - Settlement of disputes and advisory opinions

Part XII - Protection and preservation of the marine environment

Section 1 - General provisions

Section 2 - Global and regional cooperation

Section 3 - Technical assistance

Section 4 - Monitoring and environmental assessment

Section 5 - International rules and national legislation to prevent, reduce and control pollution of the marine
environment

Section 6 - Enforcement

Section 7 - Safeguards

Section 8 - Ice-covered areas

Section 9 - Responsibility and liability

Section 10 - Sovereign immunity

Section 11 - Obligations under other conventions on the protection and preservation of the marine environment

Part XIII - Marine scientific research

Section 1 - General provisions

Section 2 - International cooperation

Section 3 - Conduct and promotion of marine scientific research

Section 4 - Scientific research installations or equipment in the marine environment

Section 5 - Responsibility and liability

Section 6 - Settlement of disputes and interim measures

Part XIV - Development and transfer of marine technology

Section 1 - General provisions

Section 2 - International cooperation

Section 3 - National and regional marine scientific and technological centers

Section 4 - Cooperation among international organizations

Part XV - Settlement of disputes

Section 1 - General provisions

Section 2 - Compulsory procedures entailing binding decisions

Section 3 - Limitations and exceptions to the applicability of section 2

Part XVI - General provisions

Part XVII - Final provisions

The convention is a very wide-ranging publication and provides a thorough definition of,
and guidelines for, the establishment of maritime zones by coastal states and the jurisdiction such
states may exercise in their claimed maritime zones as well as establishing the rights of mariners
to enjoy the freedom of navigation.

Summary of the International Convention

Convention Governing body Purpose

SOLAS IMO SAETY OF LIFE OF SEAFARERS

IMO PROTECTION OF THE MARINE
MARPOL
ENVIRONMENT
IMO SKILLS AND COMPETENCIES OF
STCW
SEAFARERS

LOAD LINE IMO FLOATABILTY OF SHIPS

 COLREG IMO CONDUCT OF SHIPS

MLC ILO WELFARE OF CREW

UNCLOS UN TERRITORIAL JURISDICTION

II. National Maritime Legislation

The Philippine government ensures the adherence of the entire Philippine maritime
industry to international standard through national legislations under various agencies. Many
different agencies and legislations where set since the industry has many different aspects such as
training, education, manning, territorial security, and ships operations, among others.

The Philippine government, therefore, recognizes the importance of the industry not only
in terms of the national economic development and stability, but also in terms of the country’s
international stature.

A. CHED Memorandum Order 20 Series of 2015

The Philippine education sector is divided into three governing bodies: the Commission on
Higher Education (CHED) for tertiary and graduate education, the Department of Education
(DepEd) for basic education, and the Technical Education and Skills Development Authority
(TESDA) for technical vocational and middle level education. CHED was created as part of a
broad agenda of reforms on the country’s education system with the mandate to formulate and
recommend development plans, policies, priorities, and programs on higher education.

The maritime baccalaureate programs are categorized into two; namely, the Bachelor of Science
in Marine Transportation a ( BSMT ) and the Bachelor of Science in Marine Engineering
(BSMarE). Both of these programs are under the supervision and jurisdiction of CHED as a
tertiary level education. CHED issued Memorandum Order (CMO) No. 20 Series of 2015 to
consolidate programs.

The review of Policies, Standards, and guidelines (PSGs) in 2005 concerning compliance with national
standards, STCW requirements, and relevant international law and convention resulted in the consolidation of
three CMOs issued as follows:

• CMO No. 51 Series of 1997 ( Policies, Standards, and Guidelines for Maritime
Education)
• CMO No. 38 Series of 1998 (Supplimental Policies, Standards, and guidelines to CMO
51 Series of 1997)
• CMO 10 Series of 1999 (Amendments to CMO No. 51 Series of 1997 and CMO No. 38
Series of
1998 Policies, Standars, and Guidelines for Maritime Education)

• This consolodition was further enhanced with the incorporation of the adopted Manila
Ammendments to the 1978 STCW Convention which was held I Manila on June 21 to
25, 2010.
 To address the issue of competency based standards In Philippine higher education, the issuance
of the following CMOs on May 3, 2013 were done to align them with national academic
standards, industry, and international needs as follows:

• CMO No. 13 Series of 2013 PSGs on Bachelor of Science in Marine Transportation

• CMO No. 14 Series of 2013 PSGs on Bachelor of Science in Marine Engineering

Supplemental amendments of CMO 13 and 14 made way to CMO 31 and 32 Series of 2013
respectively. With the implementation of the Manila Amendment to the STCW, the consolidated
CMOs were created with amendments in the course maps and curriculum that improved the
alignment of Philippine maritime education with the STCW as amended.

These CMOs give the description and specifications for the programs along with their
educational objectives and expected program outcomes.

Accordingly, the Bachelor of Science in Marine Transportation is defined by CHED as a

higher education degree program that deals with the study of navigation, cargo handling and
stowage, controlling the safe operation, and care for persons on board the ship at the operational
level.

On the other hand, the Bachelor of Science in Marine Engineering is defined by CHED as
a higher education degree program that deals with the study of marine propulsion system, its
operation, and maintenance as well as controlling the operation of the ship, and care for person on
board at the operational level of marine engineering.

After the conduct of the maritime programs, the outcome is expected so that students will
have acquired the knowledge and competences necessary to perform the requirements mandated
by the STCW as amended.

The prerequisites and corequisites of the required courses are detailed in the curriculum for both
programs. The annexes to this CMO also gives the detailed course specifications that meet the
STCW standards as amended.

The CMO is fragmented to include requirements for facilities and equipment, teaching
load, qualifications of manpower, and even study library and laboratory specifications. Guides for
the grading system have also been discussed including the basis of grading, its requirements, and
promotion. The quality standards take part in all matters for the conduct of the program
administration.

B. Republic Act No. 10635

March 13, 2014

An act establishing the Maritime Industry Authority (MARINA) as the single maritime
administration responsible for the implementation and enforcement of the 1978 International
Convention on Standards of Training, Certification and Watchkeeping for seafarers, as amended,
and international agreements or covenants related thereto. (Chanrobles 2014)
 C. Presidential Decree 474

Presidential decrees were initiated by President Ferdinand E. Marcos with the

proclamation of Martialaw Law. Their purpose was for him to have powers to create rules of law
as the Chief Executive instead of the congress.

The Presidential Decree 474 is also better known as the Maritime Industry Decree of
1974 was issued on June 1,1974 for the purpose of providing for the reorganization of maritime
functions in the Philippines, creating the Maritime Industry Authority (MARINA), and for other
relevant purposes.

The functions concerning to the development and regulation of shipping enterprises are
divided among various government agencies that made it necessary to provide a strong
organizational structure.

These were aimed at overcoming the problems encountered with regard to the
inadequacy and inefficiency of sea transport of raw materials, products, commodities, and
people that are evidently of vital importance to the growth of the Philippine economy.

To facilitate the enhancement and development of the maritime industry, the following objectives have been
declared:

• To increase production and productivity in the various islands and regions of the
archipelago through the provision the provision of effective sea linkage;
• To provide for the economical, safe adequate, and efficient shipment of raw materials,
products, commodities, and people;
• To enhance the competitive position of Philippine flag vessels in the carriage of foreign
trade;
• To strengthen the balance of payments position by minimizing the outflow of foreign
exchange and increasing dollar earnings; and
• To generate new and more job opportunities
With these objectives, the MARINA is tasked to devise and implement an attainable and
harmonized maritime industry development program. The program includes the early
replacement of old and inefficient vessels; upgrading and extension of the Philippine
merchant fleet, improvement of domestic capability for shipping, ship repair and
maintenance; and the development of pool of qualified personnel and providing financial as
well as technological assistance to the industry for the effective administration, regulation,
and validation of the organizational management, ownership, and procedures concerning
maritime enterprise.

LESSON 3
DISTINGUISH THE DIFFERENT TYPES OF SHIPS (DDTS)

Time Allotment: 20 Hours

PERFORMANCE STANDARD

You shall be able to independently demonstrate an understanding of the different types of ships

LEARNING COMPETENCIES

At the end of the lesson, you will have been able to:

1. Identify the different types of Ships

1.1 Describe the different types of ships
1.2 Differentiate the category of ships according to the type of cargo carried

TECHNICAL VOCABULARY:

bale – The definition of a bale is something that is bundled and bound together, often in equal
measure or the amount that is in the bundle.(yourdictionary.com 2018) bulk – is a large portion, great
size or big volume , or quantity. (Houghton Mifflin Harcour 2014)

twenty-foot equivalent unit (TEU) – TEU stands for Twenty-Foot Equivalent Unit which can be used
to measure a ship’s cargo carrying capacity. The dimensions of one TEU are equal to that of a standard
20′ shipping container. 20 feet long, 8 feet tall. Usually 9-11 pallets are able to fit in one TEU. Two
TEUs are equal to one FEU (forty-foot-equivalent unit).(Pappas 2011)

conveyor– system that is used to carry and convey things using an endless loop of belt running on two or
more pulleys where the belt is rotated

dead weight – a ship's load including the total weight of cargo, fuel, stores, crew, and passengers. a
measure of how much mass a ship carrying without including the weight of the ship. (merriamwebster
2020a)

draught– is the British spelling of the word draft. The noun draught is pronounced exactly like
draft, vertical distance between the waterline and the bottom of the hull. (Vocabulary.com
dictionary 2020a) ramp – inclined surface sloping to connect two floor level timber– woodcut and
sawn to to prepare for use in building and carpentry

WHAT DO YOU NEED TO KNOW?

I. Different Kinds of Ship

The different kinds of ship are:

1. DRY BULK CARGO

Dry Bulk cargoes that are being carried on board bulk carriers. They are loaded directly into the cargo holds
without being bagged or packaged.

5 Major Bulk Cargoes

Iron Ore- used mainly as raw materials for steel industry

Coal- used in making steel and in power plants

Grain- belongs to the agricultural sector and is hard to manage

Bauxite and Alumina- used as raw material for making aluminum and accounting only 10% of the bulk trade.
Alumina is the semi- refined product.

Phosphate rock- used as raw material for fertilizers

2. BREAK BULK CARGOES

Break Bulk cargoes are transported in containers or packages. The term break bulk came from “Breaking
bulk” which means the extraction of a portion of the cargo ship.

Break bulk cargoes may be in the form of the following;

Bags, Boxes, Crates, Drums, Barrels

3. AUTOMOTIVE CARGOES
Cars are high-value and high-volume cargoes that are moved in large quantities. These are shipped in
purpose-built ships designed to carry several thousands of vehicles. These cars are parked in multi-level decks
connected with internal ramps and lashings used to hold vehicles in place, especially when the ship rolls and
pitches with the waves. Dedicated car carriers are called Pure Car Carriers (PCC) with the largest having the
capacity of loading over 6,000 cars.

4. CONTAINER VESSEL
Containers are the primary form of transporting most cargoes by sea. They can be used for cargoes that are
not in bulk forms. It decreased the shipping cost and shipping time ever since it was introduced. Different
 kinds of cargoes can be transported in individual and sealed containers that were previously shipped in
cartons, crates, bales, or bags. Container ships require port facility to load and discharge their cargoes.
Cargo gears called gantry cranes, lifts and put the containers in place individually.
Two forms of containers:
20 feet container (1TEU)
40 feet container (2TEU)

Reefer Container

Transport of food commodities is very complicated as theses can easily perish if not handled and shipped
properly. Consistent maintenance of the temperature is vital in the operation to prevent deterioration. Licensed
engineers are designated on board to ensure that the refrigeration systems are working properly.

Food commodities are categorized depending on the temperatures which they should be kept:

Frozen Cargo: 26 degrees celcius (ex: meat and fish)

Chilled Cargo: Above freezing point (ex: milk, butter, and cheese)

Controlled Temperatures: require preciselly13 degrees Celsius (ex: Fruits)

5. LOG SHIP
F or additional understanding about this topic please click this link:
https://www.youtube.com/watch?v=fkDdrMtmkyk

6.WOOD CHIP CARRIER

7 F or additional understanding about this topic please click this link:

7. https://www.youtube.com/watch?v=AaLP350Evls

7. LIVESTOCK
F or additional understanding about this topic please click this link:

https://www.youtube.com/watch?v=1iYWlymvJgw
 8. PASSENGER VESSEL II. Category of Ships According to the Type of Cargo Carried

F or additional understanding about this topic please click this link:

https://www.youtube.com/watch?v=lMYc5gez4iI
1.
2.

3.
4.

5.
6.

7.
8. 9.
10. 11.
12. 13.
14.
15.
16.

F or additional understanding about this topic please click this link:

https://www.youtube.com/watch?v=BpCw7HJIjPI
1. LIQUID BULK CARGOES

F or https://www.youtube.com/watch?v=wSZUfFLzyH0

additional understanding about this topic please click this link:

2.

3.
4.

5.
6.

7.
8.

9.
10.

LESSON 4

EXPLAIN THE SHIP’S NOMENCLATURE, DIMENSIONS, AND TERMINOLOGIES

FOR GENERAL DIRECTION (ESDT)

Time Allotment: 24 Hours

PERFORMANCE STANDARD

You shall be able to independently demonstrate an understanding of the ship’s nomenclature,

dimensions, and terminologies for the general direction

LEARNING COMPETENCIES

At the end of the lesson, you will have been able to:

1. Describe the different parts of the ship

1.1 Discuss the ship’s nomenclature:
a. Hull
b. Keel
c. Bow
 d. Stern
e. Deck (e.g., compass deck, main deck, boat deck, and others)
f. Bulkheads
g. Accommodation
h. Bridge
i. Cofferdams
j. Cargo hold/tank
k. Engine room spaces
l. Steering gear room
m. Rudder
n. Propeller

1.2 Discuss the ship's dimensions:

a. Length overall (LOA)
b. Forward perpendicular
c. Aft perpendicular
d. Length between perpendicular (LBP)
e. Amidships
f. Extreme breadth
g. Summer loadline
h. Freeboard
i. Draft
j. Depth

1.3 Define the following terminologies:

a. Forward
b. Midship
c. Aft
d. Port
e. Starboard
f. Abeam
g. Port quarter
h. Starboard quarter

TECHNICAL VOCABULARY
nomenclature- a system of naming or of names." It is true that nomenclature comes from the Latin nomenclatura,
meaning "the assigning of names". (merriam-webster 2020b)

hydraulic – Machinery started, operated, or motorized by liquid pressure and pertaining to operations
involving a fluid and relating to a liquid moving under pressure in a confined area.

superstructures - upward structures serving as extension of the ship above the main deck

watertight – Closely sealed, tightly constructed or fastened, or installed with proper fitting in order that
water cannot pass through making it impenetrable.
 WHAT DO YOU NEED TO KNOW?

I. Ship nomenclature

A. Funnel

A Funnel or Stacks is a chimney on a vessel used to discharge engine and boiler smoke.Lifting of the
exhaust gasses, clear from the deck, is the constitutional purpose of the Funnel.

B. Accommodation

The accommodation area is the house for crews and lives. It has all the amenities along with offices,
gym, crew cabins, hospital, salon, recreation room, common rooms, laundry and galley.

It is a key part of the ship and consists of the garbage disposal system, freshwater system, sewage
treatment plant, refrigeration system (domestic) and air conditioning for accommodation block.It is a necessary
part of a ship and facilitates space for relaxing, medical facility and food courts.

C. Funnel Deck

Funnel releases exhaust gases into the atmosphere from engine exhaust room of the ship. It has a
similar function to chimneys in factories. Nowadays extra care has been taken in discharging shoot from
the funnel to preserve the atmosphere from pollution.

These funnels are never installed straight but inclined at a certain angle toward the aft so that the flue
gases will not cause hindrance to the deck and navigation bridge of the ship
 D. Boat Deck

Ship hull structure is covered by the deck floor. There can be multiple decks or deck sections on a
ship. The deck at the top which bears maximum exposure to weather is referred to as the main deck or
weather deck.

On the basis of the position of a ship’s deck, decks are of six main types; main deck, poop deck, upper
deck, lowers deck, weather deck and foredeck.

The boat deck’s main function is holding the hull structure and providing floor to work, and standing and guard
them against outside weather.

E. Mast

The mast is a rangy spar arrangement which is elevated more or less vertically to the Centre line of
a ship. It has several purposes which include carrying derricks and also giving fundamental height to the
navigation light, salient yards, radio or radar aerials, and scanners.

F. Flying Bridge

It is an extended area on top of a weather deck or an open area of the superstructure which provides
an unobstructed view of the fwd and aft along with the sides of the vessel to the navigational officers. It
also serves as an operating station for the officer and crew of the watch. It also contains a duplicate set of
controls which is of vital importance for the master, ship’s officers and pilot for berthing and unberthing of
the vessel
 G. Stem

Front-most part of the boat or ship’s bow is termed as Stem of the ship. The keel itself is extended
up to gunwale to form the curved edge called stem of the ship. These stems can be of two styles viz. raked
and plumb stems, where former is inclined at some angle to the waterline and later is perpendicular to the
waterline. H. Forecastle

The forecastle is one of the foremost parts of the ship of length less than 7% of total deck length.
It was initially used in military vessels, in which the soldiers used forecastle to take defensive
positions.But, today, forecastle serves many functions such as holding, anchoring and securing the major
parts of the ship

I. Foredeck

The foredeck is the forward part of a weather deck, between the superstructure and the foc’sle
superstructure. Basically, it is a part of the vessel forward of the mast

J. Bulbous Bow

It cuts the water and tweaks the water flow around the hull, increasing the vessel’s speed, fuel
efficiency and stability. 12-15% of better fuel efficiency is observed in the vessel with the bulbous bow.
It also increases the buoyancy of the onward part of the vessel, which results in the reduction of pitching
up to some extent.

K. Stern

The stern is aft end structure and designed to provide low resistance, high propulsion efficiency and
avoid vibrations. It is the rearmost part of a ship which keeps the water out. Rudders and propellers are
hanged to the stern The stern can be shaped flat, canoe-like, tapered, sharp to serve the purpose of cutting
the water in its way.
 L. Poop Deck

It serves as a roof to the cabin constructed in the aft of the ship. It facilitates the captain and
helmsman to supervise the entire working crew.But in modern ships, the poop decks are provided either in
the center of the ship or on the starboard.

M. Side Thrusters

These are somewhat like a propeller and fitted on either side of the bow of the ship. It helps in
maneuvering ship under slow speed in congested waters near ports or canals. These are also referred to as tunnel
thruster.

N. Rudder

Without steering, we can’t move a vehicle in the desired direction; so the propeller propels the ship
and rudder steer the ship. The rudder is a flat hollow structure, housed in the aft of the propeller.

O. Propeller

It is a mechanical device having blades fitted on a central shaft. These blades rotate and their
rotational energy is converted into pressure energy and due to this, the propeller produces thrust required for
propulsion. It pushes the seawater backward and, in turn, the seawater helps the ship in moving forward.

P. Hull

The hull is the exterior casing of a ship that is designed to withstand the effect of seas and extreme
weather conditions, making the ship watertight.

STRUCTURAL PARTS OF THE HULL

 This is the outer steel covering of the ship that forms its main structural component and is supported
by rib-like structures called transverse frames. These are further supported by web frames laid longitudinally
along the length of the ship called longitudinal frames. (Boats for Beginners - Navy Ships 2020)

Q. Keel:

It is the backbone of the ship. It is a structural imember that runs through the length of the ship from
now to Stern and it’s located right in the middle and lowest most part of the ship

Under keel clearance is the vertical clearance between the deepest point of the ship in the water

and the seabed.

Three main types of keels

1. Flat plate keel - a type of keel is fitted in almost all seagoing vessels and this keel is the
thinkest bottom plate in the hull construction.

2. Bar keel - is usually used by smaller ships like tugs, small ferries, and trawlers and it
introduced during the onset of construction of steel ships.
 3. Duct keel - is formed by two girders laid longitudinally with spaced apart of about two
meters width

R. Bow - is the extreme end part of the ship located forward and this is also sometimes called the head. It
is the forward part of the hull of a ship or boat

Types of bow design

1. Straight bow
2. conventional clipper bow
3. reverse sheer
4. high Cain spoon bow
5.high Cain spoon bow

1. Bulkheads – A vertical partition in a vessel similar to a wall between rooms in a house. A collision
bulkhead is a bulkhead in the forward part of the vessel near the bow that is designed to prevent
flooding as a result of a head-on collision.
2. Accommodation –is an area where the ship’s crew cabin is located along with the galley,
recreational room, meeting room etc.
3. Bridge/ Navigational Bridge –part of the accommodation for navigation purposes.
4. Cofferdams – empty space between two bulkheads separating two adjacent compartments designed
to isolate the other compartment form the other when there is a collision.
5. Cargo hold/tank – where cargoes are stowed.
6. Engine room spaces – space specially constructed to carry the main engine and the auxiliary
engines.
7. Steering gear room – room in the after part where the steering gear is fixed.
8. Rudder - It is the big size plating enabled to move radially - fitted just behind the propeller, to alter
the direction of the thrust, thus changing the heading of the ship.
 9. Propeller - This is a huge size fan or say assembly of big size blades which, when rotated under
power, generates very high thrust and that propels the ship ahead. It is fitted in the after bottom part
of the ship. In short, the "propeller" enables the ship to move under power.

II. Ship’s Dimensions

Ships are measured for how big they are in terms of its capacity to carry cargoes termed as gross
tonnage. They are also classified in size based on their ability to pass though canals such as panamax or
suezmax.

The ship’s particulars are where the dimensions of the ship detailed in numerical values and
measurements can be found. Below are the definition of the terms used primarily for ship dimensioning.

With these terminologies, the description of the ship’s size and capacity can be calculated and
determined. The size of the ship is dependent on its ship’s measurement and dimensions. The
measurement can be expressed in its linear dimensions on length, width and depth.

1. Length Overall (LOA) – length of vessel taken over from forward extremity to aft extremity.
2. Forward Perpendicular (F.P) – a perpendicular drawn to the waterline at the point where the
foreside of the stern meets the summer load line.
 3. Aft Perpendicular (A.P) – a perpendicular drawn to the waterline at the point where the aft side
of the rudder post meets the summer load line. Where no rudderpost is fitted it is taken as the
centerline of the rudder stock.
4. Length Between Perpendicular (LBP) – the length between the forward and aft perpendiculars
measured along the summer load line.
5. Amidships – the middle of the vessel in both transverse and longitudinal directions.
6. Extreme Breadth – the maximum beam of the vessel measured from the outside edge of the
shell plating on either side of the vessel.
7. Summer load line – is a marking indicating the extent to which the weight of a load may safely
submerge a ship during summer. It is the line where the hull meets the surface of the water.
8. Freeboard - The vertical distance measured at the ship’s side between the summer load line (or
service draft) and the freeboard deck. The freeboard deck is normally the uppermost complete
deck exposed to weather and sea which has permanent means of closing all openings, and below
which all openings in the ship’s side have watertight closings.
9. Draft/ Draught – taken from the lowest point of the keel to the summer load line.
10. Depth – the extreme depth of the vessel is measure from the bottom side of the keel to the top of
the deck beams, the measurement being taken at the side of the vessel.
11. Tumblehome – the inward curvature of the ship’s side shell plating above the summer load line.
12. Camber – the curvature of the deck in the athwartships direction. The measurement is made by
comparing the height of deck at the center of the vessel to height of deck at the side of the vessel.
13. Rise of Floor – this is the rise of the bottom shell plating above the base line (taken from the top
edge of the keel).
14. Baseline – a horizontal line drawn at the top of the keel place. All vertical moulded dimension
are measured relative to this line.
15. Sheer – this is curvature of the deck fore and aft direction, measured as the height of the deck at
various points above the height of the deck at the midship’s point.

III. Ship’s Terminologies for General Direction

Communication is the key in the successful navigation of a ship by the bridge team. This team
comprises the officer of the watch and a lookout or more depending on the traffic situation. In directing
where the ship will go and avoiding hazards on the way, the navigating officer has to communicate his or
her instructions well. In the same way, the lookout should communicate clearly his or her reports. In
identifying and pointing out directions in relation to the ship, specific maritime terminologies have evolved
to have common and clear understandings despite of multilingual environment. The basic knowledge on
the parts of the ship is necessary to understand the shipboard terminologies used for giving general basic
directions onboard ships.
1. Right Ahead – is the line fore and aft line if projected would extend in front of the vessel.
2. Amidships - the middle of the vessel in both transverse and longitudinal directions.
3. Astern/ Right Astern– is the line fore and aft if projected would extend at the back of the vessel.
4. Port –the left side of a vessel looking forward.
5. Starboard – the right side of a vessel looking forward.
6. Abeam – A bearing projected at right angles from the fore and aft line outwards from the widest part
of the ship.
7. Quarter – either corner of the vessel’s stern; port quarter, starboard quarter.