Posted: October 20th, 2022

The STCW Manila amendments : its challenges to the Far East

THE STCW MANILA AMENDMENTS
Its Challenges to the Far East

ABSTRACT
Title of Dissertation: The STCW Manila Amendments: Its Challenges to the Far
East
Degree: MSc
The comprehensive review of the STCW 1978, as amended in 1995 and associated
Code was carried out during the last 4 years from 2006 to 2010 with the 8 scopes
approved by the Maritime Safety Committee. As a result, the diplomatic
conference took place in Manila, the Philippines, from 21 to 25 June 2010 under the
auspices of the IMO to adopt amendments to the STCW Convention. These
amendments will have a certain degree of impact on Maritime Education and
Training (MET) institutes in terms of education and training of seafarer worldwide.
Particularly, the Far East region countries are effected more than other regions since
they covered about 30% of officers and 37% ratings in 2010. In view of these facts
this dissertation conceived to analyze the problems in the Far East main seafarer
supply countries facing the implementation of “STCW Manila Amendments” To
analyze these problems, this dissertation carried out questionnaire research to 7
targeted main MET institutes or universities of major Far East seafarer supply
countries.
This dissertation also suggests the possible solutions to the problems identified
through the questionnaires. In addition, this dissertation suggests further amendments,
which should be included in “STCW Manila Amendments”. The conclusion and
recommendations are provided to suggest possible solutions to Far East major
seafarer supply countries, MET institutes and IMO to complete and fulfil the
research endeavour together in order to ensure the attainment of the defined
objectives of this study.
KEY WORDS: STCW Manila Amendments, Maritime Education and Training,
MET, Implementation, Far East region, Further amendments, Possible solutions
iv
TABLE OF CONTENTS
Declaration ————————————————————————————– i
Acknowledgements —————————————————————————- ii
Abstract —————————————————————————————– iii
Table of contents —————————————————————————— iv
List of Tables ——————————————————————————– viii
List of Figures ——————————————————————————— ix
List of Abbreviations ————————————————————————– x
CHAPTER 1
INTRODUCTION —————————————————————————- 1
1.1 Background ——————————————————————————— 1
1.1.1 Back ground of STCW 1978 ——————————————————— 1
1.1.2 Background of STCW 1978, as amended 1995 ———————————— 2
1.1.3 STCW Comprehensive review of STCW 1978, as amended 1995————– 2
1.1.4 Diplomatic conference —————————————————————- 4
1.2 Importance and purpose of the study —————————————————- 4
1.3 Methodology and scope ——————————————————————- 5
CHAPTER 2
DETAILED REVIEWS OF THE STCW MANILA AMENDMENTS ———— 8
2.1 Introduction ——————————————————————————— 8
2.2 Chapter I – Regulation I, Section A/I and B/I —————————————— 8
2.2.1 Regulation I/1 “Definitions and clarifications” ———————————— 8
2.2.2 Regulation I/2 “Certificates and endorsements” ——————————— 11
v
2.2.3 Regulation I/3 “Principles governing near-coastal voyages” —————— 13
2.2.4 Regulation I/6 “Training and assessment” ————————————— 13
2.2.5 Regulation I/7 “Communication of information”——————————– 14
2.2.6 Regulation I/9 “Medical standards” ———————————————– 14
2.2.7 Regulation I/11 “Revalidation of certificates” ———————————– 15
2.2.8 Regulation I/12 Use of simulators ————————————————- 17
2.2.9 Regulation I/14 Responsibilities of companies ———————————- 17
2.2.10 Regulation I/15 Transitional provisions —————————————– 18
2.3 Chapter II – Regulation II, Section A/II and B/II ———————————— 19
2.4 Chpater III – Regulation III, Section A/III and B/III ——————————– 22
2.5 Chapter V- Regulation V, Section A/V and B/V ———————————— 25
2.6 Chapter VI – Regulation VI, Section A/VI and B/VI ——————————- 27
2.7 Chapter VIII – Regulation VIII, Section A/VIII and B/VIII ———————– 29
2.8 Summary ———————————————————————————- 31
CHAPTER 3
CHALLENGES IN COMPLYING WITH THE STCW MANILA
AMENDMENTS —————————————————————————- 34
3.1 Introduction ——————————————————————————- 34
3.2 Analysis of questionnaire ————————————————————— 36
3.2.1 Training ships for onboard training ———————————————– 36
3.2.2 Distance learning and E-learning ————————————————– 40
3.2.3 Hours of rest regulations ———————————————————— 42
3.2.3.1 Background ———————————————————————– 42
3.2.3.2 Hours of rest and work regulations under the ILO Conventions and STCW
Manila Amendments ——————————————————————— 42
3.2.3.3 Opinions collated on hours of rest regulations ——————————- 43
3.2.3.4 Case study on hours of rest depending on manning levels —————– 44
vi
3.2.3.5 Paper workload of seafarers —————————————————- 46
3.2.3.6 Ship inspection burden ———————————————————- 46
3.2.4 Additional costs required for implementation of the STCW Manila
Amendments ——————————————————————————– 48
3.2.5 Other issues related with the STCW Manila Amendments ——————– 51
3.2.5.1 The possibility of misinterpretation of KUPs ——————————– 51
3.2.5.2 Definition of qualified person was not defined —————————— 51
3.2.5.3 Issuing party of training record books for approved seagoing service of
tanker ships ——————————————————————————– 52
3.3 Summary ———————————————————————————- 52
CHAPTER 4
POSSIBLE PROPOSALS —————————————————————– 54
4.1 Introduction ——————————————————————————- 54
4.2 Lack of onboard training placements ————————————————- 54
4.2.1 Storage in qualified seafarers —————————————————— 54
4.2.2 Proposal – Joint On-board Training Centre (JOBTC) ————————– 56
4.3 Proposal – Joint Asia Maritime E-Learning Systems (JAMES) ——————- 62
4.4 Reducing work-load, ship inspection burden and determine mandatory minimum
safety manning standards in a safe way ————————————————— 64
4.4.1 Reducing paper work-load ———————————————————- 64
4.4.2 Mandatory minimum safety manning standards ——————————— 65
4.4.3 Harmonizing ship inspections —————————————————— 67
4.5 Proposal – Technical cooperation fund to support installation of training
simulation/equipment ———————————————————————— 68
4.6 Clarify vague terminology ————————————————————– 70
vii
CHAPTER 5
PROPOSED FURTHER AMENDMENTS TO THE STCW MANILA
AMENDMENTS —————————————————————————- 72
5.1 Introduction ——————————————————————————- 72
5.2 Guidance on the training and qualifications for personnel onboard Tugs-barges 72
5.2.1 Findings ——————————————————————————- 73
5.2.2 Proposal ——————————————————————————- 75
5.3 Mandatory training requirements for seafarers in the IMDG Code ————— 75
5.3.1 Introduction ————————————————————————— 75
5.3.2 Proposal ——————————————————————————- 77
CHAPTER 6
CONCLUSION AND SUGGESTIONS ———————————————— 79
6.1 Conclusion ——————————————————————————– 79
6.2 Suggestions ——————————————————————————- 82
References ———————————————————————————– 84
Appendices
Appendix 1 Summary of STCW Manila Amendments and its Resolutions ———- 92
Appendix 2 Questionnaire paper ———————————————————- 102
Appendix 3 Brief summary of 7 MET institutes of Far East 7 Countries ———— 106
Appendix 4 Working hour record of two tanker ships ——————————— 113
viii
LIST OF TABLES
Table 1 Comparison table for existing and new definition …………………………………. 10
Table 2 List of certificates or documentary evidence required …………………………… 12
Table 3 Amended competence for engineers ……………………………………………………. 24
Table 4 Recent trends of seafarer supply …………………………………………………………. 34
Table 5 Number of officer supply in Far East ranks 7 countries …………………………. 34
Table 6 Required on-boarding training period to get CoC and tanker Certificates … 37
Table 7 Types of on board training placement available in the surveyed institutes .. 37
Table 8 Status of distance learning or E-learning possessions ……………………………. 41
Table 9 Hours of rest and works regulation under …………………………………………….. 42
Table 10 Opinion of hour of rest regulations ……………………………………………………. 43
Table 11 working hours for deck officers of VLCC “A” …………………………………… 45
Table 12 working hours for deck officers of VLCC “B” …………………………………… 45
Table 13 Listed the costs of some of simulation systems installed in MET institutes
of ROK in 2009 and 2010 ……………………………………………………………………………… 49
Table 14 Listed the course fees for ECDIS, BRM and ERM ……………………………… 49
Table 15 Status of requirement of simulation system ………………………………………… 50
Table 16 Supply and Differences by Broad National Group for 2020 …………………. 55
Table 17 General particulars of training ship of KIMFT, KMU and MMU …………. 57
Table 18 Training ship boarding rates of ROK ………………………………………………… 57
Table 19 On-board training cost of KIMFT …………………………………………………….. 59
Table 20 On-board training cost of KMU ……………………………………………………….. 59
Table 21 The rate of ship accidents versus total registered ships ………………………… 73
Table 22 The rate of tug-barge accidents versus total registered tug-barge ………….. 73
Table 23 Causes of accidents on tug-barge ……………………………………………………… 74
Table 24 Types of accidents on tug-barges ……………………………………………………… 74
Table 25 The number of ship accidents in Japan ………………………………………………. 74
ix
LIST OF FIGURES
Figure 1 Transitional provisions …………………………………………………………………….. 19
Figure 2 Certification procedures of tankers ……………………………………………………. 26
Figure 3 Yearly statistics of piracy incidents occurred since 1984 ……………………… 28
Figure 4 required hours to preparation for ……………………………………………………….. 47
Figure 5 Difficulties about Major inspection on tanker ships (Chae, 2009) ………….. 47
Figure 6 Procedure to establish JOBTC ………………………………………………………….. 61
Figure 7 Concept of Joint Asia Maritime E-learning System (JAMES) ………………. 63
Figure 8 Procedure for supporting financial resources ………………………………………. 70
x
LIST OF ABBREVIATIONS
ALAM Malaysian Maritime Academy
ASEAN Association of Southeast Asian Nations
BAC blood alcohol level
BIMCO The Baltic and International Maritime Council
BPP Beneficiary Pays Principle
BRM Bridge Resources Management
CFR Code of Federal Regulations
COC Certificate of Competency
COP Certificate of Proficiency
DMU Dalian Maritime University
DNV Det Norske Veritas
DP Dynamic Positioning
ECDIS Electronic Chart Display and Information System
ERM Engine Room Management
ETO Electro-Technical Officer
ETR Electro-Technical Rating
FSC Flag State Control
GT Gross Tonnage
GOBTC Global On-Board Training Centre
ICS International Chamber of Shipping
ILO International Labour Organization
IMDG Code International Maritime Dangerous Good Code
IMO International Maritime Organization
ISF International Shipping Federation
ISPS Code International Ship and Port Facility Security Code
ISWG Inter-Session Working Group
ITCP Integrated Technical Co-operation Programme
xi
JAMES Asia Maritime E-learning System
JOBTC Joint On-Board Training Centre
KIMFT Korea Institute of Maritime and Fisheries Technology
KMST Korea Maritime Safety Tribunal
KMU Korea Maritime University
KUP Knowledge, Understanding and Proficiency
MDTFs The Multi-Donor Trust Funds
MET Maritime Education and Training
MLC 2006 Maritime Labour Convention, 2006
MLTM Ministry of Land, Transport and Maritime Affairs
MMU Mokpo Maritime University
MoU Memorandum of Understanding
MPA Maritime and Port Authority of Singapore
MSC Maritime Safety Committee
NGO Non Governmental Organization
NMP National Maritime Polytechnic
ODA Official Development Helpance
OSV Offshore Supply Vessel
PSC Port State Control
ROK Republic of Korea
SMA Singapore Maritime Academy
STCW 78, as amended
in 1995
International Convention on Standards of Training,
Certification and Watch-keeping for Seafarers, 1978, as
amended in 1995
STCW Manila
amendments
International Convention on Standard of Training
Certification and Watch-keeping for Seafarers, 1978, as
amended Including the Final Act of the 2010
Conference of Parties to the International Convention on
Standards of Training, Certification and Watch-keeping
for Seafarers, 1978, and resolutions 1 and 3 to 19 of the
xii
conference
STW Sub-Committee on Standards of Training and Watchkeeping
TCC Technical Co-operation Committee
UK United Kingdom
UNCLOS United Nations Convention on the Law of the Sea
VIMARU Vietnam Maritime University
VTS Vessel Traffic Service
WHO World Health Organization
WMU World Maritime University
1
CHAPTER 1
INTRODUCTION
1.1 Background
According to Rothblum the maritime system is a people system, and human errors
figure prominently in casualty situations. So about 75 – 96% of marine casualties
are caused, at least in part, by some form of human error (Rothblum, 2010).
The effect of the human element is gaining awareness in relationship to safety of
ships. The competence of seafarers is one of the most critical factors in the human
element to ensure safe and efficient ship operations. It is directly related with safety
of life at sea and the protection of the marine environment as well. The STCW
Convention constitutes a comprehensive set of regulations intended to maintain the
highest standards of competence globally (ISF, 2011).
Hence, the International Convention on Standards of Training, Certification and
Watch-keeping for Seafarers (STCW) is placed as an important international
convention that will affect the human element part in the maritime industry.
1.1.1 Back ground of STCW 1978
It was noted at that time, there were different levels of seafarer training, period of
training and conditions of certification. Therefore, it is recognized that an
international platform is required to unify the standard for seafarer training some
time in 1960 ~ 1970. Meanwhile, the Torrey Canyon accident led to
international concern about standard seafarer training requirements (Stenman,
2005)1
. As a result, the International Convention on Standards of Training,
Certification and Watch-keeping for Seafarers, 1978 (STCW 78) was adopted by
the IMO diplomatic conference in London on 7 July, 1978, came into force on 28

1
The Liberian tanker Torrey Canyon ran aground outside the Scilly Isles, UK, on March 18, 1967
with about 120,000 tonnes of crude oil.
2
April 1984. This was the first step taken to establish global minimum seafarer
training standards. However, the STCW 78 does not specific standards and
control mechanisms, and these led to different interpretations of standards; and
many maritime authorities failed to administer and enforce the convention’s
requirements, resulting in either fraudulent or genuine but worthless certificates of
competency. Due to the above stated reasons, the STCW 78 lost its credibility
and as a consequence its intentions were not totally realized.
1.1.2 Background of STCW 1978, as amended 1995
Due to the shortcoming of STCW 78, a revision was decided at a Maritime Safety
Committee meeting. The STW sub-committee was appointed to conduct a
comprehensive review of the STCW 78 Convention in December 1992. The
objective of the review was to transfer and allocate all technical requirements to
and associate Code, and ensure verification and control mechanisms. (Maquera,
1998). The first draft of the revised convention was considered by the member
states in May 1993, and the amendments were adopted in July 1995 at the
international conference. The amendments came into force in February 1997.
1.1.3 STCW Comprehensive review of STCW 1978, as amended 1995
In May 2006, the Maritime Safety Committee (MSC) of the International
Maritime Organisation (IMO) agreed to a comprehensive review of the STCW
Convention and the Code. The review was to ensure that the Convention met the
new challenges faced by the shipping industry, and to enhance competencies of
crews, while adapting them to the particular prerequisites, but not limited to, rapid
technological advances today and in the future. “This exercise is also timely and
opportune, given that more than ten years elapsed since the major revision of the
Convention in 1995, while several more limited amendments were introduced to it
in between and others are likely to ensue” (European Commission, 2010).
3
The review was conducted in two steps: First, for the sub-committee on Standards
of Training & Watch-keeping (STW) to establish the scope of review for MSC
endorsements; Second, for the STW to undertake the revision. In January 2007,
STW 38 proposed the scope of review and was subsequently approved by
Maritime Safety Committee (MSC) in October the same year. The scope of the
review covers the following principles:
1. Retain the structure and goals of the 1995 revision;
2. Do not down-scale existing standards;
3. Do not amend the articles of the Convention;
4. Address inconsistencies, interpretations, outdated provisions, MSC
instructions, clarifications already issued and technological advances;
5. Address requirements for effective communication;
6. Provide for flexibility in terms of compliance and for required levels of
training and certification and watch-keeping arrangements due to innovation
in technology;
7. Address the special character and circumstances of short sea shipping and the
offshore industry; and
8. Address security-related issues. (IMO, 2007)
In March 2008, STW 39 commenced the revision work. An Inter-Session
Working Group (ISWG 1) was convened in September 2008 to review the STCW
Convention, and the result was presented by ISWG 1. STW 40 continued with
the revision work and a preliminary draft text of the revised STCW Convention
was agreed. A further revised text was finalised in STW 41 in January 2010
after much deliberation. The proposed revised STCW Convention was endorsed
in May at the Maritime Safety Committee (MSC) 87 session. The revised text
submitted for adoption by a Diplomatic Conference of the contracting Parties,
took place in Manila in June 2010.
4
1.1.4 Diplomatic conference
The Diplomatic Conference took place in Manila, the Philippines, from 21 to 25
June 2010 under the auspicious of the IMO. It has adopted major revisions to
the STCW 1978, as amended the 1995 Convention, and its associated Code.
More than 500 delegates from 85 IMO member states as well as observers from
three associate members, the International Labour Organization (ILO), the
European Commission (EC) and 1(one) other intergovernmental organization; and
17 non-governmental organizations attended the conference (IMO, 2010).
The principle for the revision was to ensure global standards for training and
certification of seafarers to operate technologically advanced ships. The
amendments, which are known as STCW Manila Amendments will come into
force on 1 January 2012 under the tacit acceptance procedure. The objective of
these amendments is to update the convention and code since it was last revised in
1995 and to address anticipated issues that are emerging.
1.2 Importance and purpose of the study
There are about 1.4 million seafarers who were trained under the STCW Convention
in the world (BIMCO/ISF, 2010).
2 In addition, there are numerous MET
institutions or universities located in these countries. Therefore, comprehensive
revisions of STCW Manila Amendments will be a crucial factor to all seafarer supply
countries to ensure that the highest standards of seafarer competence are maintained
globally. The International Shipping Federation (ISF) and International Chamber of
Shipping (ICS) stated that;
The competence of seafarers is the most critical factor in the safe and efficient
operation of ships, and has a direct impact on the safety of life at sea and the
protection of the marine environment. The STCW Convention constitutes a

2
The BIMCO/ISF Manpower update report dates are from around 190 countries in the world.
5
comprehensive set of international regulations intended to maintain the
highest standards of competence globally”. (ISF/ ICS 2011, p4)
As mentioned above the STCW Manila Amendments will entry into force on 1st
January 2012 and have a 5 year grace period until 1st January 2017.
Most major seafarer supply countries are now amending or have already amended
their regulations to comply with the new amendment requirements. However, the
same as after the major revision of STCW 1978 in 1995, there will be difficulties or
problems met by MET institutes in implementing the new requirements within the
country (Maquera, 1998).
Alternative proposals or solutions should be available to resolve the difficulties or
problems. Further amendments beyond the “STCW Manila amendments” may be
required to enhance the aim of the STCW Convention. Therefore, this dissertation
will propose further possible amendments of STCW Convention.
Following are broad questions that will be answer through the research done for this
dissertation,
z What was amended in the STCW Manila Amendments ? ;
z What is necessary to meet its requirements for MET institutes or
universities ? ;
z What kind of unexpected difficulties or problems will be in the Far East
region countries ;
z What kinds of possible solutions can there be to meet its requirements and
solving its unexpected difficulties or problems ? ; and
z What kind of further amendments should be required beyond the STCW
Manila Amendments ?
1.3 Methodology and scope
This study will conduct a detailed review of the STCW Manila Amendments and
some materials such as the STW Sub-committee papers, related books, publications,
6
some report dealing with the STCW Manila Amendments, dissertations which done
by former World Maritime University students, NGO’s (Non Governmental
Organization) reports and comments and BIMCO/ISF manpower update report, will
be used as the basic source of this dissertation research.
A questionnaire survey will be carried out to identify the opinions and status of MET
institutes or universities in implementing the STCW Manila Amendments locally.
This dissertation will focus on Far East countries, which are the biggest seafarer
supply region among five geographical areas3
on the BIMCO/ISF 2010 manpower
update report. The Far East region covering 30 percents officer and 37 percents
rating seafarer supplies and consists of 27 countries. (BIMCO/ISF, 2010) The 7
biggest seafarer supply countries among 27 Far East countries are the Philippines,
and followed by China, Indonesia, Vietnam, the Republic of Korea, Singapore and
Malaysia in terms of the number of officer supply. Additional research will be
carried out from the author’s country such as status of training ship and accident rate
of certain type of ships. In addition, the author will carry out a case study to
understand hours of rest status in certain type of ships.
This study consists of six chapters. Chapter one is the introduction. This chapter
discussed the background of the study, importance and purpose of the study and
methodology and scope.
Chapter two is a detailed review of the STCW Manila Amendments, covering the
main amendments of each chapter of the STCW Manila Amendments, except chapter
IV and VII since the amendments are relatively minor.
Chapter three will provide analysis of the difficulties, problems and challenges
faced in complying with the STCW Manila Amendments by the Far East region
countries. A survey had been carried out through questionnaires to 7 main MET
institutes or universities located in the Philippines, China, Indonesia, Vietnam, the
Republic of Korea, Singapore and Malaysia.

3
OECD countries, Eastern Europe, Africa/Latin America, Indian Sub-continent and Far East.
7
Chapter four will propose the possible solutions for the problems raised by the main
7 countries’ MET institutes or universities in the Far East region. This chapter will
look into possible systems or programs with reasonable research.
Chapter five will cover the necessity for further amendments to the STCW Manila
Amendments. The training requirement for tug-barge operators and the IMDG
Code training for seafarers will be discussed in this chapter.
Chapter six is the conclusion of this dissertation. It will highlight the amendments
done during comprehensive review of the STCW Convention 78, as amended 95. It
also identifies the difficulties or problems faced in the Far East region’s main MET
institutes or universities with brief proposals. Lastly, this chapter will provide
suggestions to the Far East major seafarer supply countries or MET institutes and
IMO to solve their difficulties and problems faced with effective implementation of
the STCW Manila Amendments.
8
CHAPTER 2
DETAILED REVIEWS OF THE STCW MANILA
AMENDMENTS
2.1 Introduction
The comprehensive review of the STCW 78, as amended 95 had made major
revisions from Chapter I to VIII. This resulted in the creation of the STCW Manila
Amendments. This chapter will give detailed reviews of the STCW Manila
Amendments from Chapter I to VIII with the exceptions of Chapter IV and VII as the
amendments are minor.
2.2 Chapter I – Regulation I, Section A/I and B/I
2.2.1 Regulation I/1 “Definitions and clarifications”
The definitions of several important terms have been revised. Table 1
summarises the definitions that have been revised and the new definitions in
Regulation I/1.
The previous term “appropriate certificate”, which was left for interpretation by
administrations, has now been defined specifically in the “STCW Manila
Amendments” as Certificate of Competency (CoC), Certificate of Proficiency
(CoP) and documentary evidence as appropriate to discourage the fraudulent
practices for CoC and CoP.
New definitions have also been developed to specify the qualification required for
Electro-Technical Officers (ETO) and Electro-Technical Ratings (ETR), which
was previously not defined in STCW 78, as amended 95. Under STCW 95, there
are no requirements on proof of competency for deck and engine ratings. However,
in the STCW Manila Amendments, the ratings which are serving on seagoing
9
ships of 500 G/T or more will have to obtain certification showing their
competency in areas such as navigation, cargo handling and stowage, controlling
the operation of the ship and care for persons, maintenance and repair, at the
support level.4
New definitions for the ISPS Code, Ship Security Officer (SSO) and Security
duties has been added to reflect the latest development arising from the
implementation of the ISPS Code.
Therefore, it is of utmost importance for administrations, which are parties to the
STCW Convention to understand these new definitions correctly to ensure that
certificates are issued in a proper way.

4
Regulation II/5, Section A-II/5, Table A-II/5
10
Table 1 Comparison table for existing and new definition
Terms Existing Definition New Definition
Engineer officer
(Reg. I/1.7)
– Officer qualified in accordance
with the provisions of chapter III
of the Convention
– Officer qualified in accordance with the provisions
of regulation III/1, III/2 or III/3 of the Convention
GMDSS radio
operator
(Reg. I/1.12)
– Person holding an appropriate
certificate issued or recognized
by the administration under the
provisions of the Radio
Regulations
– Person who is qualified in accordance with the
provision of chapter IV of the Convention
Ro-ro passenger
ship
(Reg. I/1.21)
– Passenger ship with ro-ro cargo
or special category spaces as
defined in the SOLAS.
– Passenger ship with ro-ro spaces or special
category spaces as defined in the SOLAS.
Passenger ship
(Reg. I/1.20) N.A. – Ship as defined in the SOLAS
ISPS Code
(Reg. I/1.27) N.A.
– ISPS Code adopted on 12 December 2002 by
resolution 2 of the Conference of Contracting
Governments to the SOLAS by the organization
Ship Security
Officer
(Reg. I/1.27)
N.A.
– The person on board the ship, accountable to the
master, designated by the company as responsible
for the security of the ship including
implementation and maintenance of the ship
security plan and liaison with the company
security officer and port facility security officers;
Security duties
(Reg. I/1.29) N.A.
– Include all security tasks and duties on board ships
as defined by chapter XI-2 of the SOLAS and the
ISPS Code
Certificate of
Competency
(Reg. I/1.30)
N.A.
– Certificate issues and endorsed for masters and
officers and GMDSS radio operators in accordance
with the provisions of chapters II, III, IV and VII.
Certificate of
Proficiency
(Reg. I/1.31)
N.A.
– Certificate, other than a certificate of competency
issued to a seafarer, stating that the relevant
requirements of training, competencies or seagoing
service in the Convention have bee met
Documentary
evidence
(Reg. I/1.32)
N.A.
– Documentation, other than a CoC or CoP, used to
establish that the relevant requirements of the
Convention have been met;
Electro-technical
officer
(Reg. I/1.33)
N.A.
– Officer qualified in accordance with the provisions
of regulation III/6 of the Convention
Able seafarer
deck
(Reg. I/1.34)
N.A.
– Rating qualified in accordance with the provisions
of regulation II/5 of the Convention
Able seafarer
engine
(Reg. I/1.35)
N.A.
– Rating qualified in accordance with the provisions
of regulation III/5 of the Convention
Electro-technical
rating
(Reg. I/1.36)
N.A.
– Rating qualified in accordance with the provisions
of regulation III/5 of the Convention
Source: STCW Manila amendments Chapter I, regulation I/1
11
2.2.2 Regulation I/2 “Certificates and endorsements”
The increasing fraudulent practices associated with CoC and endorsements have
led to the addition of regulation I/2. According to the study carried out by the
Seafarers International Research Centre on “fraudulent practices associated with
certificates of competency and endorsements” 5 , 9 percent of the surveyed
seafarers possess fake certifications. Based on deriving methodology, the study
concluded that there are approximately 40,500 seafarers likely to hold fraudulent
certificate. (Seafarers International Research Centre (SIRC), 2001)
To reduce fraudulent practices associated with CoC, the STCW Manila
Amendments established “who”6
can issue a CoC and “when”7
a CoC or an
endorsement attesting recognition can be issued in Chapter I regulation I/2. In
addition, several new paragraphs highlighted the requirement on checking for
authentication on the certificates prior to recognising such certificates from other
countries had been included.8
Enforcement rights have also been added in
regulation I/5 for parties to the Convention to act against unlawful practices
involving certification and endorsements.9
According to Article II (c) of the STCW Manila Amendments, ‘Certificate’10
may be issued “by the Administration or under the authorisation of the
Administration or recognized by the Administration”. However, more stringent
requirements have been imposed for issuance of CoC and certificates relating to

5
The study was carried out via surveys on 1,105 seafarers of all ranks from six countries. These six
countries’ have a total of 450,190 seafarers, which covers 25% of officers and 42 % of rating in the
world.
6
Regulation I/2, paragraph 1 Certificates of competency shall be issued only by the administration,
following verification of the authenticity and validity of any necessary documentary evidence.
7
Regulation I/2, paragraph 7: An administration which recognized under regulation I/10 shall
endorse such certificate to attest its recognition only after ensuring the authenticity and validity of the
certificate.
8
Regulations V/1-1 and V/1-2 : Tanker provisions
9
Chapter I, Regulation I/5, paragraph 2
10 Certificate means a valid document, by whatever name it may be known, issued by or under the
authority of the Administration or recognized by the Administration authorizing the holder to serve as
stated in this document or as authorized by national regulations.
12
tanker operations.11 It has been specifically stated that these certificates should
only be issued by an Administration.
The following Table 2 is an extract from the STCW Code, as amended: Part B,
Chapter I – General provisions, Table B-I/2. It summarises the requirements on
the types of certifications, endorsement attesting recognition of a certificate,
registration, and revalidations required under the Convention in accordance to the
rank of the person on board ships.
Table 2 List of certificates or documentary evidence required
Regulations Type of certificate and brief
description
Endorsement
attesting recognition
of a certificate
Registration
required
Revalidation
of certificate
II/1, II/2, II/3,
III/1, III/2, III/3,
III/6, IV/2, VII/2
CoC-for masters, officers and
GMDSS radio operators Yes Yes Yes
II/4, III/4, VII/2 CoP-For ratings duly certified
to be a part of a navigational
or engine-room watch
No Yes No
II/5, III/5, III/7,
VII/2
CoP-For ratings duly certified
as able seafarer deck, able
seafarer engine or electortechnical rating
No Yes No
V/1-1, V/1-2 CoP or endorsement to a
CoC-For masters and officers
on oil, chemical or liquefied
gas tankers
Yes Yes Yes
V/1-1, V/1-2 CoP-For ratings on oil,
chemical or liquefied gas
tankers
No Yes No
V/2 Documentary evidenceTraining for masters, officers,
ratings and other personnel
serving on passenger ships
No No No
VI/1 CoP-Basic training No Yes Yes
VI/2 CoP-Survival craft, rescue
boats and fast rescue boats No Yes Yes
VI/3 CoP-Advanced fire fighting No Yes Yes
VI/4 CoP-Medical first aid and
medical care No Yes No
VI/5 CoP-Ship security officer No Yes No
VI/6 CoP-Sucurity awareness
training or security training
for seafarers with designated
security duties
No Yes No
Source: STCW Manila Amendments Section B table B-I/2

11 Regulations V/1-1 and V/1-2
13
2.2.3 Regulation I/3 “Principles governing near-coastal voyages”
The STCW Manila Amendments have made the adoption of the near-coastal
voyages limits easier. Previously, parties are required to have an “agreement”,
which is binding to both countries prior to the adoption of the near-coastal voyage
limits. Under the new amendments, parties will only be required to have an
“arrangement”, which can be in the format of a Memorandum of Undertaking
(MoU) 12. Nevertheless, the parties will still be required to keep the SecretaryGeneral informed of such bilateral or multilateral arrangements13, so that the
information could be circulated to all parties.
2.2.4 Regulation I/6 “Training and assessment”
Due to the development of technology and demand for more convenient training
programs, distance learning and E-learning are gaining popularity. To ensure the
quality and methodology of such programs, guidance on distance learning and Elearning have been added in Section B-I/6. It sets the requirements for parties to
ensure the quality and method for providing distance learning and E-learning, it
also states the requirement for companies to provide sufficient time for trainees to
study.14 Section B-I/6 also states the assessing procedures on the trainee’s
progress and achievements under the distance learning and E-learning program.
Currently, many MET institutes or universities in the world are already running
the distance learning and E-learning system. However, some MET institutes are
facing challenges to cope with these programs especially those in Far East
countries where the internet and computer technology is not at an advance stage.
Further details on the problems faced by the Far East MET institutes or
universities will be discussed in Chapter 3 of this study.

12 STCW Chapter I regulation I/3, paragraph 2
13 STCW Chapter I Regulation 1/3, paragraph 6.2
14 Section B-I/6, paragraph 8
14
2.2.5 Regulation I/7 “Communication of information”
In the STCW Manila Amendments, the “communication of information” has now
been divided into 4 parts, namely, Part 1 that covers the initial communication of
information of general information such as contact details, clear statement of the
education, training, examination, certification policies and concise outline of
procedures and summary of procedures; Part 2 that covers the subsequent reports
required to be carried out by the party within six months under various scenarios.
This part covers the information on the qualifications and experience of those who
conducted the Assessment and results of the independent Assessment; Part 3 covers
the requirement to maintain a panel of competent persons who may be called upon
to evaluate the reports submitted and to Help in the preparation of the report
required by regulation I/7, paragraph 2. It also require parties to establish
procedures for communication of information to IMO and at the same time
indicating the competent person for this task; and Part 4 covers the reporting task
of the Secretary-General to the Maritime Safety Committee and the guiding
principle of such report. In the STCW amendments, the communication of
information procedures is clearer and more organized.
2.2.6 Regulation I/9 “Medical standards”
The medical standards only act as guidance (Section B-I/9) in STCW 95.
However, it has become mandatory in STCW Manila Amendments with this new
medical standards, seafarers will not be require to carry out additional medical
examination when working in different countries. The validity of the medical
certificate has also been standardized to 2 years validity, except for seafarers who
are under 18 years old, in this case the validity is reduced to 1 year. The medical
certificate maybe extended by 3 months after the term of validity.
As it currently stands, only the standards of physical and medical fitness with
specification on minimum eyesight standards has been made mandatory as
described in Section A-I/9. The standards on minimum entry level and in-
15
service physical abilities for seafarers are still standing as guidance in Section BI/9. Consideration should be made to include the minimum entry level and inservice physical abilities mandatory in order to be in-line with the criteria stated in
Section A-I/9, paragraph 2.
Other than specifying the physical and medical fitness for seafarers, Section A-I/9
also states the requirement for the medical fitness examinations of seafarers are to
be carried out by qualified medical practitioners recognised by the parties. The
list of these medical practitioners should be made available to other parties,
companies and seafarers when required.
Although improvements have been made in the new Convention to standardize
some of the medical standard requirements, but the standards on medical fitness
examinations of seafarers still depend on the standards of the parties to the
Convention. Hence, the International Labour Organization (ILO) initiated a joint
working-group among ILO, IMO and the World Health Organization (WHO) in
developing the medical standards. However, WHO did not respond to the
request. (ILO, IMO, 2010) A joint working-group was formed between ILOIMO on 4th October 2010 held in Geneva after the STCW diplomatic conference.
The medical standards have been targeted to be completed by the end of 2011,
and the guidelines will be submitted to the IMO MSC and ILO Governing Body
in 2012. If the guidelines are accepted in IMO, MSC, they might be adopted as
standard guidelines for medical standards for all parties to the Convention.
2.2.7 Regulation I/11 “Revalidation of certificates”
Regulation I/11, paragraph 3 and Section A-I/11, paragraph 3 are new
requirements for ship masters and officers working on board tankers to establish
continued professional competence for tankers. Continued professional
competences were defined as an approved seagoing service under the appropriate
function as required under the certificate for a period of at least:
16
a) Twelve months in total during the preceding five years; or
b) Three months in total during the preceding six months immediately prior to
revalidating; or
c) Having performed in the capacity considered to be equivalent to the seagoing
service required; or
d) Passing an approved test; or
e) Completing an approved training course(s); or
f) Having performed in capacity as required by the certificate for a period of not
less than three months as a supernumerary.15
It is important to ensure the professional competence of officers working on board
tankers. As tankers are involved in carriage of bulk liquid, which is opined, to
be of higher risk and may cause substantial pollution to the environment. Hence,
it is essential to ascertain the quality of ship masters and officers to ensure safety
of navigation.
The functional differences between tankers and general ships are;
z Tankers : performing duties appropriate to the tanker certificate or
endorsement held
z General ships (container, bulk carrier etc.): performing functions appropriate
to the certificate held.
Therefore, the party, shipping company and seafarer have to make sure these
requirements are met to revalidate the certificates. In addition, if application for
revalidation is made within six months before expiry the certificate may be
revalidated until the fifth anniversary of the date of validity.16

15 STCW Manila Amendments Section A-I/11, paragraph 1
16 STCW Manila Amendments Section B-I/11, paragraph 4
17
2.2.8 Regulation I/12 Use of simulators
This regulation is the evidence of new and innovative training methodology
developments. For instance, it was agreed that simulator systems could be used
for VTS training, during comprehensive review of the STCW Convention in STW
sub-committee 41 sessions on January 2010 (IMO, 2010). Requirements for
training and assessment in the operational use of Electronic Chart Display and
Information Systems (ECDIS) have also been included in Section B-I/12. A total
of 84 new competence areas were added, such as methods for demonstrating
competence in approved simulator training, where appropriate (DNV, 2010).
These new regulations show the rise of importance of simulation training for
seafarers, thence, it will be essential factor influencing the operation of MET
institutes or universities.
2.2.9 Regulation I/14 Responsibilities of companies
Two new provisions have been inserted under the companies’ responsibilities in
this regulation. These include the requirements to provide refresher and
updating training, and ensuring effective oral communication on board.17
As mentioned in Chapter I, the human element is a very important factor to keep
ship’s safety. Seafarers’ competence through education and training is one of
the most important parts to ensure that the human element is maintained in a
proper way. The importance of MET training is discussed as follows;
After any incident needing the involvement of authorities, the first thing an
inspector of Marine Investigation Branch does on boarding the vessel is to
check the competence and training of the seafarers on board. (Surugiu and
Nistor, 2010, p 62)

17 Regulation I/14, paragraph 1 .3 and .7
18
A well-trained seafarer will be valuable asset to the ship owner. Having welltrained seafarers directly demonstrate the company’s responsibility towards
safety and at the same time be seen by the public as having quality and
competitive operation. (Surugiu and Nistor, 2010, p 62)
Likewise, effective communications on board is an essential ingredient to safe and
efficient ship operations. “And when in an operational situation such as berthing
a ship or fighting a fire, it is vitally important that those involved can
communicate effectively.” (Istanbul Technical University, 2002)
These are the reasons that lead to amendment of Regulation I/14.
2.2.10 Regulation I/15 Transitional provisions
Figure 1 shows transitional provisions briefly. The implementation dates of the
STCW Manila Amendments are as follows;
z 1 January 2012: the STCW Manila Amendments will enter into force
z 1 January 2013: the governments need to report to IMO to give the STCW
Manila Amendments complete and full effect.
z 1 July 2013: Seafarers who start training after this date have to follow
training requirements of the STCW Manila Amendments.
z 1 January 2014: Seafarers who commenced service before 1 January 2012
have to meet the requirements of security training.
z 1 January 2017: Governments may continue to renew and revalidate existing
certificate and endorsements in accordance with the STCW provisions which
applied immediately prior to 1 January 2012.

19
1 January 2012 1 January 2013 1 July 2013 1 January 2014 1 January 2017
Source: (ISF, ICS, 2011, p. 16)
Figure 1 Transitional provisions
2.3 Chapter II – Regulation II, Section A/II and B/II
The amendments to this chapter covers demonstration of additional competence by
the officers at operational level and senior officers at management level in Sections
The 2010
Manila
amendments
Enter into force
Training and
Certification
May continue in
accordance with
STCW 95
Some
Governments
May begin to
Introduce new
standards
New minimum
Rest hours
enforced
Governments to
report to IMO
on steps taken to
give the revised
Convention full
and complete
effect
STCW 2010
certification for all
seafarers
Government may continue to renew
and revalidate pre 1 January 2012
certificates and endorsements and
governments may continue to issue,
recognise and endorse certificates in
accordance with the provisions of the
Convention which applied
immediately prior to 1 January 2012
in respect of those seafarers who
commenced training immediately
prior to 1 July 2013
New entrants
commencing
training are
required to do so
according to the
new standards
Mandatory
security training
in accordance with
Manila
amendments
New Training
Standards Optional
New Training
Standards Mandatory
20
A/II and B/II. Areas that have been identified for such competence requirements
are functions involving navigation and controlling the operation of the ship and care
for persons on board.
The operational level is applicable for officers in charge of a navigational watch on
ships of 500 G/T or more18. They will have to demonstrate competence in using
advanced technology, such as ECDIS, use of effective communication, and ability to
transmit and receive visual signalling such as, the Morse code signalling in the area
for navigation safety. Although it was agreed in the STW sub-committee that the
usage of the Morse code has been gradually reduced, it is vital to maintain such
training as an aid to navigation such as buoys and lighthouses are still using the
Morse signalling. Under the function for controlling the operation of the ship, the
officers will have to demonstrate their competence in ensuring compliance with
pollution prevention requirements, and application of leadership and team working
skills such as Bridge Resources Management (BRM).
The management level is applicable for masters and chief mates on ships of 500 G/T
or more. The Vessel Traffic Service (VTS) areas has been identified as an
additional area where additional competence has to be shown when planning a
voyage and conducting navigation. The competence in using of Decca and Loran
has also been replaced with the competence in using of terrestrial electronic positionfixing systems. Additional competence requirements have also been included in
areas such as management of operational procedures, system files and data to Help
in command decision-making during navigation. They will also be required to
demonstrate additional functional competence in the use of leadership and
managerial skill.
The STCW Manila Amendments state that irreducible minimum approved seagoing
services require a minimum of 12 months including 6 months supervised bridge

18 STCW Section A-II/1 “Specification of minimum standard of competence for officers in charge of
a navigational watch on ships of 500 gross tonnage or more”
21
watch-keeping period as part of an approved training program for every candidate, as
the old STCW Convention stated. The different thing is that the trainees must
follow a programme of ‘structured in-service training’ approved by the
administration issuing their certificate. “Structured in-service training means a
program approved by a government to ensure that trainees actually practise and
demonstrate their competence to perform the particular tasks and duties that will be
required of them when they are qualified”. (ISF, 2011, p 36) These requirements
are not new, however some MET institutes or universities continually suffering when
training to meet the requirements of seagoing service period. Therefore, the author
will discuss this issue in Chapter 3 with questionnaire paper responses from 7 MET
institutes or universities among 7 Far East countries.
One of the main amendments in this chapter is the inclusion of minimum
certification requirements of ratings as able seafarer deck19. This new requirement
leads to standardization of the competence level of the able seafarers specially in the
knowledge and skills in handling of deck and mooring equipment.
“The STCW qualification of Able Seafarer Deck is intended to reflect the wide range
of tasks undertaken by more experienced deck ratings and should serve as an
incentive for training and career progression”. (ISF, 2011, p 60) According to the
new competences for able seafarer deck, they should contribute to safe navigational
watch, handling of cargo and stores, operation of deck equipment and machinery,
prevention of pollution, operate survival craft and rescue boats and shipboard
maintenance and repair (BIMCO, 2010).
The STCW Manila Amendments have catered for continuous renewal and
revalidation for existing able seafarer deck certificates issued in accordance with ILO
No 74, until 1st January 2017. However, some administrations may require new
candidates to be certified in accordance with the STCW Manila Amendments
competence standards for able seafarer deck as from 1st January 2012.

19 STCW Chapter II – Regulation II/5
22
2.4 Chpater III – Regulation III, Section A/III and B/III
The STCW Manila Amendment Chapter III prescribes the standards for seafarers
working in the engine department. It describes the minimum requirements for
certifications of officers and ratings of different functional levels working in the
engine room. Major amendments are presented in this chapter.
The on board training requirements for officers in charge of an engineering watch or
designated duty engineer on seagoing ship powered by main propulsion machinery of
750 kW propulsion power or more has been increased from 6 months, to not less
than 12 months as part of an approved training program including on board training
with a documented training record book. Alternatively, the candidate could chose
to complete a combined workshop skills training and an approved seagoing service
of not less than 36 months of which not less than 30 months must be seagoing
service in the engine department20. With this amendment, the on board training
period of junior engineers is synchronized with junior deck officers.
Similar to the new minimum certification requirements for able seafarers deck in
Regulation II/5, the able seafarers engine are required to be duly certified. There
are two certification categories for the able seafarers engine, namely, those Forming
Part of an Engineering Watch (RFPEW), and those acting as able seafarers in the
engine-room. According to BIMCO manpower 2010 update, there are approximately
747,000 ratings engaged in the maritime industry as of 2010. (BIMCO/ISF, 2010)
Therefore, this new amendments will have significant impact on the industry
particularly to countries such as China, Indonesia, Malaysia and the Philippines
which are the major ratings supply countries (BIMCO/ISF, 2010).
Another main amendment in this chapter is the introduction of a new minimum
certification category for Electro-Technical Officers and Ratings21. The purpose of
this category is to address the increasing demand for such expertise on board the

20 STCW Manila Amendments Chapter III -Regulation III/1, paragraph 2.2
21 STCW Manila Amendments Chapter III- Regulation III/6 and III/7
23
vessels due to the electronic control system of the ship is main propulsion and
equipments.
In addition, some special competences were added in Section A-III in connection
with Chapter III – Regulation III/1 ~ III/7 for all levels of engineers and ratings.
The Engine-Room resource Management (ERM) and team-work and leadership
training are now mandatory at both the operational and management levels.
Due to the numerous changes in Knowledge, Understanding and Proficiency (KUP),
all the MET institutes or universities have to consider changing their education and
training curriculum to comply with the STCW Manila Amendments within in its
implementation time lines.
24
Table 3 Amended competence for engineers
Capacity affected Section New KUP22 required
Officers in charge of an
engineering watch
Section A-III
Table A-III/1
• Use of internal communication
• Operate main and auxiliary machinery and associated control systems
• Operate electrical, electronic and control systems
• Maintenance and repair of electrical and electronic equipment
• Application of leadership and teamwork skills
Chief engineer and
second engineer officers
on ships powered by
main propulsion
machinery of 3,000 kW
propulsion or more
Section A-III
Table A-III/2
• Manage the operation of propulsion plant machinery
• Plan and schedule operations
• Operation, surveillance, performance assessment and maintaining
safety of propulsion plant and auxiliary machinery
• Manage operation of electrical and electronic control equipment
• Use leadership and managerial skills
Ratings as able seafarer
engine
Section A-III/5
table A-III/5
Contribute to:
• a safe engineering watch
• the monitoring and controlling of an engine-room watch
• fuelling and oil transfer operations
• bilge and ballast operations
• operation of equipment and machinery
• safe use of electrical equipment
• shipboard maintenance and repair
• handling of stores
Apply precautions on and contribute to:
• prevention and pollution of the marine environment
• occupational health and safety procedures
Electro-technical officers Section A-III/5
table A-III/5
• monitor the operation of electrical, electronic and control systems
• monitor operation of automatic control systems of propulsion and
auxiliary machinery
• operate generators and distribution systems
• operate and maintain power systems in excess of 1,000 volts
• operate computers and computer networks on ships
• use internal communication systems
• maintenance and repair of:
– electrical and electronic equipment
– automation and control systems of main propulsion and auxiliary
machinery
– electrical, electronic and control systems of deck machinery and cargohandling equipment
• ensure compliance with pollution-prevention requirements
• prevent, control and fight fire on board
• operate life-saving appliances
• apply medical first aid on board
• application of leadership and team-working skills
• contribute to the safety of personnel and ship
Electro-technical ratings Section A-III/7
and table AIII/7
• Safe use of electrical equipment
• Contribute to monitoring the operation of electrical systems and
machinery
• Use hand tools, electrical and electronic measurement equipment for
fault finding, maintenance and repair operations
• Contribute to shipboard maintenance and repair
• Contribute to maintenance and repair of electrical systems and
machinery on board
• Contribute to the handling of stores
• Apply precautions and contribute to the prevention of pollution of the
marine environment
• Apply occupational health and safety procedures
Source: STCW Manila amendments Section A-III/1 ~ III/7

22 Knowledge, Understanding and Proficiency (KUP)
25
2.5 Chapter V- Regulation V, Section A/V and B/V
STCW Chapter V is standards regarding special training requirements for personnel
on certain types of ships. This includes tankers (oil, chemical and liquefied gas
tankers) and passenger ships.
The mandatory requirements for the training and qualifications of masters, officers,
and ratings on tankers have been split into two parts as follows;
z Oil and Chemical tankers; and
z Liquefied Gas tankers
There are two levels, i.e. basic and advanced training, of certifications requirements
for both the oil and chemical tankers, and liquefied gas tankers.
For officers and engineers with “immediate responsibility” 23 for loading,
discharging, care in transit, handling of cargo, tank cleaning or other cargo-related
operations on oil tankers will be required to obtain a certificate in advanced training
for oil tanker cargo operations.”24
The previous requirements on standards of competence have been removed and
replaced with a new category standard of competence in Section A/V.
The requirement for certification in basic training and advanced training for oil,
chemical and liquefied gas tanker is summarised in Figure 2 as follows :

23 The term “person with immediate responsibility” means a person in a decision-making capacity
with respect to loading, discharging, care in transit, handling of cargo, tank cleaning or other cargorelated operations. (STCW Manila Amendments Chapter V, Section B-V/1, paragraph 1)
24 STCW Manila Amendments Chapter V, Regulation V/1-1, paragraphs 3.
26
Source: author
Figure 2 Certification procedures of tankers
(Oil, Chemical and Liquefied gas tanker)

or or
or
and and
Approved basic
training for oil
and chemical
tankers
– 3 months sea-time
on oil or chemical
tankers and;
– meet competence
Section A-V/1-1
Certification of Basic
Oil and Chemical tanker
Oil tanker Chemical tanker
3 months approved
sea-time
on oil tanker
z1 month onboard
training oil tanker
zSupernumerary
capacity
z3 loading and
unloading
operations
zTraining record
book
3 months approved
sea-time
on chemical tanker
z1 month onboard
training chemical
tanker
zSupernumerary
capacity
z3 loading and
unloading operations
zTraining record
book
Certification of
advanced
Oil tanker
Certification of
advanced chemical
tanker
Advanced training
course of oil tanker
Advanced training
course of chemical
tanker
and
or
or
Approved basic
training for
liquefied gas
tankers
– 3 months sea-time
on liquefied gas
tankers and;
– meet competence
Section A-V/1-2
Certification of Basic
liquefied gas tanker
Liquefied gas tanker
3 months approved
sea-time on liquefied
gas tanker
z 1 month onboard
training liquefied gas
tanker
z Supernumerary
capacity
z 3 loading and
unloading operations
z Training record book
Certification of
advanced liquefied
gas tanker
Advanced training
course of liquefied
gas tanker
27
New tables, A-V/1-1-1, table A-V/1-1-2 and table A-V/1-1-3 have been inserted for
description of the standards of competence in basic training for oil and chemical
tankers, advanced training for oil tankers and advanced training for chemical tankers.
Table A-V/1-2-1 and Table A-V/1-2-2 on the standards of competence in basic
training for liquefied gas tankers and advanced training for liquefied gas tankers have
also been created.
In addition to the basic fire-fighting course, new competence requirements in
carrying out fire-fighting operations on all types of tankers have been included.
Other new KUPs were added in standards of competence in advanced training for all
types of tankers, such as vapour recovery system, ship-to-ship transfers, precautions
for hot and cold work, cargo operations emergency shutdown and enclosed space
rescue.
The training and qualifications requirements for officers and personnel on board RoRo passenger ships have been unified with passenger ships in regulations V/2. It
means only one category of passenger ships will be applicable after the STCW
Manila Amendments. A new section on passenger safety, cargo safety and hull
integrity training is created in Section A-V/2. Recommendatory guidance for
officers and personnel on board offshore supply vessels25 (OSV) and ships operating
in polar waters26 has been included in Section B-V. It generally covers training
and qualification required and specific training items such as operating dynamic
positioning (DP) systems which have been prescribed in detail.
2.6 Chapter VI – Regulation VI, Section A/VI and B/VI
The STCW Manila amendments chapter VI incorporates proficiency in emergency,
occupational safety, medical care and survival functions. The term “Certificate of
Proficiency” has replaced the phrase special certificate or documentary evidence, as
appropriate to ensure consistency of interpretation among administrations.

25 Section B-V/e
26 Section B-V/g
28
Regulation VI/6 “Mandatory minimum requirements for security-related training
and instruction for all seafarers” was also added, in view of the increasing piracy
and armed robbery accidents at sea. Figure 3 shows piracy incidents that have
occurred since 1984. As can be seen, the total number of piracy and armed robbery
incidents are on the rise until 2000. It then fluctuated between 2000 and 2004, and
started to rise again from year 2006.
Source: (International Maritime Organization, 2011)
Figure 3 Yearly statistics of piracy incidents occurred since 1984
The types of new security training as stated in the amendments are as follows :
z Security-related familiarization training; (all crew members)27
z Security-awareness training or instruction; and (ISPS Code, all crew
members )28
z Training for seafarers with designated security duties (person with security
duties)29
z Requirements for issue of CoP for Ship Security Officers (ISPS Code)30

27 Section A-VI/6, paragraph 1
28 Section A-VI/6, paragraph 4
29 Section A-VI/6, paragraph 6 to 9
29
Marine environmental awareness issues, effective communications on board ship,
effective human relationships on board ship and control of fatigue have been
included in Chapter VI Section A Table A-VI/1-431 as part of basic safety training.
These new requirements may lead to additional educational days. For example, the
duration for a basic safety training course is normally 5 days. In order to meet the
additional requirements, it may be required lengthening the duration of the course to
5.5 or 6 days.
The refresher training requirements were vague in Chapter VI, Section A. The
requirement of “within five years” for basic safety training and other proficiency
training was left for parties to interpret loosely before. (Belokas, 2011). The new
Section A-VI/1, 2 and 3 has been included to ensure that competence for such
training is being maintained. The refresher training may be carried out in the form
of E-learning, shipboard drills and training or shore based training. “On board
training and experience may also be accepted as a form of maintaining the required
standard of competence32”. However, additional shore based training, such as,
actions to be taken when in the water, fire fighting and free fall life boat drill may be
required. Therefore, new shore based training items may have to be established as
discussed in each specification of minimum standards of competence tables.
2.7 Chapter VIII – Regulation VIII, Section A/VIII and B/VIII
The most significant changes in Chapter VIII were hours of rest regulations. The
amendments are highlighted as follows :
z “A minimum 10 hours of rest in any 24 hour period; and
z 77 hours in any 7-day period”33

30 Section A-VI/5, paragraph 1 to 4
31 Table A-VI/1-4 Specification of minimum standard of competence in personal safety and social
responsibilities
32 Section A-VI/I paragraph 3, A-VI/2, paragraph 5 and 11, A-VI/3, paragraph 5.
33 Section A-VIII/1, paragraph 2
30
“The hours of rest divided into no more than two periods, one of which shall
be at least 6 hours in length, and the intervals between consecutive periods of
rest shall not exceed 14 hours.” 34
Exception clause has also been included:
“parties may to allow exceptions from the required hours of rest provided that
the rest period is not less than 70 hours in any 7 day period” and on certain
conditions, namely” 35
z Exceptions from the weekly rest period shall not be allowed for more than
two consecutive weeks;
z The intervals between two periods of exceptions on board shall not be less
than twice the duration of the exception;
z The hours of rest may be divided into no more than three periods
z One at least 6 hours in length; and
z Neither of the other two periods less than one hour in length
z The intervals between consecutive periods of rest shall not exceed 14 hours;
and
z Exceptions shall not extend beyond two 24-hour periods in any 7-day period.
z Exceptions shall, as far as possible, take into account the guidance regarding
prevention of fatigue in section B-VIII/1.
The Section A-VIII/1 of the STCW Manila Amendments has been harmonized with
the Maritime Labour Convention, 2006 (MLC 2006) Standard A2.
The objective for amending these regulations is to reduce fatigue. However, the
consideration should be taken prior to inception of the exception clause in the STCW
Manila Amendments, Section A/VIII, paragraph 9. Further details on this issue will
be discussed in Chapter 3 of this study.

34 Section A-VIII/1, paragraph 4
35 Section A-VIII/1, paragraph 9
31
In addition, new mandatory regulations in preventing alcohol abuse is added as
follows;
z Not greater than 0.05% blood alcohol level (BAC), or
z 0.25 mg/ℓ alcohol in the breath, or
z A quantity of alcohol leading to such alcohol concentration for masters,
officers and other seafarers while performing designated safety, security and
marine environmental duties
Administrations will need to check or put in place a monitoring system to comply
with these alcohol abuse regulations.
The new watch-keeping arrangements and principle requirements are added in this
Section A/VIII. For example, similar mandatory requirements for the use of BRM
and ERM principles, and use of ECDIS are added in Section A/II and A/III.36
2.8 Summary
To summarize this chapter, the following regulations have been included, or
amended in the STCW Manila Amendments :
z Chapter I
– Definitions of the ISPS Code, Ship security officer, Security duties, CoC,
CoP, Documentary evidence, Electro-technical officer, Able seafarer deck,
Able seafarer engine, Electro-technical rating (Reg. I/1)
– CoC issuing rules for administration, regulation on the issuing of certificates
to masters and officers for tanker training, rules for administrations
recognising certificates prior to endorsement, endorsing or issuing
certification must make information available to other administrations and
companies and a list of certificates or documentary evidence required (Reg.
I/2)

36 Section A/VIII/2, paragraph 8 and 47
32
– Rules for certificates for seafarers operating in near-coastal voyages (Reg. I/3)
– Guidance for use of distance learning and e-learning (Section B-I/6.6 – 6.10)
– Requirements for the IMO MSC with respect to the communication of
information by governments to IMO (Reg. I/7)
– Medical certification and medical fitness standards requirements (Reg. I/8
and I/9)
– The requirement for tanker training certificate holders to maintain
competence every 5 years (Reg. I/11)
– Use of simulators for seafarer training (Section B-I/12)
– Responsibilities for companies (Reg. I/14)
– Transitional provisions (Reg. I/15)
z Chapter II
– New required competence such as ECDIS, BRM, use of leadership and
managerial skills added (Section A-II/1)
– Certification requirements for officers and masters on ships not engaged and
ships engaged on near-coastal voyages altered (Reg. II/3)
– Certification of ratings as able seafarer deck introduced (Reg. II/5)
z Chapter III
– Amended on board training requirements (Section A-III/1.2)
– New required competence such as ERM, use internal communication systems,
operate electrical, electronic and control systems, safe use of electrical
equipment. were added for officers in charge of an engineering watch.
(Section A, table A-III/1)
– Manage the operation of propulsion plant machinery added for marine
engineering at the management level(Section A table A-III/2)
– Certification of ratings as able seafarer engine and introduced (Reg. III/5, AIII/5, B-III/5))
33
– Certification for electro-technical officers introduced (Reg. III/6, A-III/6, BIII/6)
– Certification for electro-technical ratings introduced (Reg. III/7, A-III/7)
z Chapter V
– Amended and expanded regulation for seafarers on board oil and chemical
tankers and requirements for basic and advanced training (Reg. V/1-1)
– Regulation for seafarers on board liquefied gas tankers introduced (Reg. V/1-
2)
– Amended to provide guidance for seafarers on board passenger ships
including Ro-ro passenger ships (Reg. V/2)
z Chapter VI
– Requirement of the CoP introduced (Reg. VI/1.2)
– New refresher training requirements introduced (Section A-VI/2)
– CoP for ship security officers regulation introduced (Reg. VI/5)
– Regulation for security related training and instruction for all seafarers added
(Reg. VI/6)
z Chapter VIII
– Application of the requirements for the prevention of fatigue amended (Reg.
VIII/1.1)
– Minimum hours of rest and fitness for duty amended (Section A-VIII/1)
– Regulation for the prevention of drug and alcohol abuse added (Reg. VIII/1.2)
– Additional factors to be considered for watch-keeping arrangements added
(Reg. VIII/2.2)
– New watch-keeping principles introduced (Section A-VIII/2.8)
– Watch arrangements altered to include ECDIS (Section A-VIII/2.18)
34
CHAPTER 3
CHALLENGES IN COMPLYING WITH
THE STCW MANILA AMENDMENTS
3.1 Introduction
According to BIMCO/ISF 2010 manpower Updates, the Far East region supplies
29.5 % of officers and 36.7 % ratings to the world wide shipping industry. Table 4
shows the trend of seafarer supply proportion by regions. (BIMCO/ISF, 2010)
Table 4 Recent trends of seafarer supply
Area Current supply
Officers % Ratings %
OECD Countries 184,000 29.4 143,000 19.2
Eastern Europe 127,000 20.3 109,000 14.6
Africa/Latin America 50,000 8.0 112,000 15.0
Far East 184,000 29.5 275,000 36.7
Indian Sub-Continent 80,000 12.8 108,000 14.5
All National Groups 624,000 100.0 747,000 100.0
Source: (BIMCO/ISF, 2010)
Table 5 Number of officer supply in Far East ranks 7 countries
Countries
(Far East Rank No. 7)
In terms of number of officers supply
Active supply
Officers Ratings Total
1 Philippines 57,688 23,492 81,180
2 China 51,511 90,296 141,807
3 Indonesia 15,906 61,821 106,202
4 Vietnam 10,738 11,438 22,176
5 Republic of Korea 9,890 2,888 12,778
6 Singapore 7,523 1,150 8,673
7 Malaysia 6,313 28,687 35,000
Sub-Total 159,569 219,772 379,341
Far East Total 183,814 274,510 458,324
% 86.8 80.0 82.7
Source: (BIMCO/ISF, 2010)
35
Table 5 ranks the 7 Far East region countries in the sequence of the number of
officers supplied. These countries cover 86.8% of officers and 80.0% of ratings
supplies in the Far East region. Therefore, these countries have been selected for
detailed research on the challenges faced in the implementation of the STCW Manila
Amendments, for the purpose of this dissertation. Questionnaires were sent to the
seven (7) MET institutes or universities that are in charge of seafarers training under
STCW Convention in their countries, in these 7 countries respectively.
As it will be an uphill task to conduct questionnaire surveys for all MET institutes or
universities located in the 7 countries, only one main MET institute has been chosen
in each country for the purpose of this research. The list of questionnaire replies
received is listed as follows. It is noted that Indonesia did not reply to the
questionnaire. Hence, in order to understand the challenges faced by Indonesia, the
report submitted by the Indonesia to the Association of Southeast Asian Nations
(ASEAN) related to STCW Convention has been referred to instead.
1. The Philippines : National Maritime Polytechnic (NMP)
2. China : Dalian Maritime University (DMU)
3. Indonesia : Report to ASEAN by Indonesian government (Association of
Southeast Asian Nations)
4. Vietnam : Vietnam Maritime University (VIMARU)
5. Republic of Korea (ROK) : Korea Institute of Maritime and Fisheries
Technology (KIMFT)
6. Singapore : Maritime and Port Authority of Singapore (MPA) with
Singapore Maritime Academy (SMA)
7. Malaysia : Malaysian Maritime Academy (ALAM)
The questionnaire covers areas related in additional expenditure incurred in order to
comply with the STCW Manila Amendments ; requirements of training ships to cope
with the seagoing service requirements; training course fees; distance learning and Elearning systems; additional training courses except onboard training and experience
36
which were accepted by parties for maintaining the required standards of competence;
opinion on the amendments for hours of rest framework; opinions on the pros and
cons of the STCW Manila Amendments; and difficulties faced in complying with the
STCW Manila Amendment and in their opinion if further amendments are required.
3.2 Analysis of questionnaire
Although one main MET institute or university had been selected for the distribution
of the questionnaire for each country in the Far East region, the answers obtained
from these institutes or universities should not be regarded as the countries’ opinions
or comments. Nevertheless, the selected institutes or university are the main MET
training providers, so the replies could be regarded as representative in the challenges
faced in implementing the STCW Manila Amendments by the MET institutes or
universities. This chapter will analyse the replies received from the questionnaire,
and highlight the challenges faced and important opinions provided with regards to
implementation of the STCW Manila Amendments.
3.2.1 Training ships for onboard training
The requirements for sea service are not new in the STCW Convention. However,
the new amendments have increased the sea service requirements for marine
engineers to synchronise with the deck officers. This means that more on board
training ship placements will be required as the turnover rate for the cadets will be
longer.
Table 6 provides an overview of the sea service period required under each CoC,
and sea service period required in order to qualify for tanker endorsements.
37
Table 6 Required on-boarding training period to get CoC and tanker Certificates
Certificate of Competency (CoC) Tanker certificates
Deck Engine Oil, Chemical
and Liquefied gas tanker
Officers
500G/T or more
(Reg. II/1)
Officers
Less than 500 G/T
(Reg. II/3)
Officers in charge of an
engineering watch
(Reg. III/1)
Masters, officers and ratings
(Reg. V/1-1)
Required on board training period
z 12 months
approved
training ; or
z 36 months
approved
seagoing
service
z Appropriate
seagoing
service(as
required by the
administration);
or
z36 months
approved
seagoing
service
z 12 months
whokshop skills
training and
approved seagoing
service; or
z 36 months of
seagoing service of
which not less than
30 months shall be
seagoing service
z Not less than 6
months engineroom watchkeeping
during the seagoing
service
z 3 months approved
seagoing service on
tanker; or
z approved basic training
(basic)
Basis tanker certificate
z Meet basic training
requirements ; and
z 3 months approved
seagoing service on
tanker ; or
z 1 month approved
onboard training in
tanker (advanced)
Advanced tanker
certificate
Source: STCW Manila Amendments Regulation II, III and V
Generally, there are two ways which a cadet could complete his or her sea service.
One is serving onboard merchant vessels, and the other is serving onboard a
training ship provided by the institute.
Table 7 Types of on board training placement available in the surveyed institutes
NMP DMU Indonesia VIMARU KIMFT SMA ALAM
Training
Ship(No.) No Yes(1) N/A Yes(1) Yes(2) No No
Capacity – 196
cadets N/A 60
cadets
318
cadets – –
Shipping
companies
on-board
training
Required Required N/A Required Not
required Required Required
Source: Questionnaire reply
38
Based on the survey, there is an even distribution in the sea service method
deployed in their countries. However, the generally comments received from
those institutes or universities that do not own training ship facilities is that the
available onboard ships placement is heavily reliant on the shipping companies’
support.
According to questionnaire replies from the NMP (Philippines), a minority of
institutes only owns training ships, so the majority of the institutes in the country
still send their cadets on merchant ships. In order to ensure that all the register
cadets will be able to complete their sea service period, the institute is planning to
establish an agreement with shipping companies to secure their on board training
placement through an apprentice officer program.
The DMU and VIMARU are facing a similar situation, as the capacity available in
their training ships are insufficient to serve all the registered cadets. Hence, in
these countries the training ships are only used for on board familiarisation. The
cadets will have to look for shipping companies to complete their remaining sea
service period. Hence, the dependency on shipping companies to provide on board
training placements is relatively high.
The KIMFT has 2 training ships with sufficient on-board training capacity to
provide seagoing services to cadets. To understand the status of on-board
training capacity of ROK, the author has also researched on the availability of
training ships capacity in other MET universities in ROK.
The ROK has a total of 6 training ships, on which the cadets will be able to fully
complete their sea service period onboard these training ships. Yet, due to job
security reasons, half of the cadets’ preferred option is to serve their on-board
training on merchant ships. So annually, shipping companies will provide
approximately 50% of the on board training placements to these institutes to
support the training programme. Tables 17 and 18 of Chapter 4, 4.2.3 provide
39
the detailed particulars of the 6 training ships and the breakdown of the on board
training placements in accordance to institutes in 2011.
In ALAM and SMA, the only option for cadets to serve their sea service is onboard merchant ships. The disadvantage of this option is that the on board
training placement is totally dependent on the shipping companies. In addition,
over the years the institutes are facing growing difficulty in securing sufficient
onboard training placements.
Recognising this problem, the STCW Manila Amendments adopted Resolution 13
as follows,
…the lack of adequate accommodation for trainees on board ships
constitutes a significant impediment to properly training them and
subsequently retaining them at sea, thus adding to the aforementioned
shortage, urges ship-owners, ship managers and shipping companies to
provide suitable accommodation for trainees on board their ships both
existing and new.37
This resolution is to encourage shipping companies to provide suitable
accommodation for trainees on existing ships and also to take into account such
requirements on their new ships.
Based on the survey, it could be seen that most of the MET institutes or
universities are facing difficulties in providing sufficient onboard training
opportunities to their cadets except the ROK. Although the ROK has sufficient
capacity on its training ships, it is not fully made use of. This vacancy could be
put into better use if it is offered to other countries. The detailed proposal will
be discussed in Chapter 4 of this dissertation.

37 STCW Manila Amendments, Resolution 13, “Accommodation for trainees”
40
3.2.2 Distance learning and E-learning
The fast pace developments in technology has led to the changes in the STCW
Manila Amendments to officially recommends the use of technology to Help in
training38.
The distance learning and E-learning has different concepts. Distance learning
and E-learning are defined as follows;
Distance learning is defined as an educational system consisting of the
methodologies and technologies that support learning when the learner
resources are separated by time and/or space (IDE, 1998, p.5).
E-learning is the delivery and administration of learning opportunities and
support via computer, network and web-based technology to help individual
performance and development”. E-learning enhances learning by extending
and supplementing face-to-face learning rather than replacing it (Pollard and
Hillage, 2001).
Generally, E-learning could be used as one of the methods for providing distance
learning. There are many advantages in these learning methods. For instance,
through E-learning, learning materials can be provided to the participant
anytime. Hence, the participants can have the flexibility to have courses at their
own pace without time restrictions as compared with traditional learning methods.
Also, the accessibility of E-learning from anywhere in the world is one of the
good advantages. The participant will not need to be restricted at any location in
order to do the training courses.
According to the survey carried out, most of the MET institutes or universities
have not set up distance learning and E-learning systems yet. Table 8 shows the
status of distance learning or E-learning possessions.

38 Section B-I/6, paragraph 7 and 11
41
Table 8 Status of distance learning or E-learning possessions
NMP DMU Indonesia VIMARU KIMFT SMA ALAM
Distance
learning or
E-learning
No No No No Yes Yes No
Source: Questionnaire reply
The reasons provided from the institutes or universities for not providing distance
learning and E-learning facilities are mainly due to lack of infrastructure, such as
internet availability, lack of funds to set up suitable systems to provide such
programmes, lack of trainers, and lack recognition and support from the
government. Some also opined that the seafarers training consists of practical
components that could not be delivered through distance learning and E-learning.
Out of the 7 MET institutes or universities surveyed, only MET institutes from the
ROK and Singapore are providing options for distance learning and E-learning
programmes. However, the contents for their programmes differ. KIMFT of
ROK provides E-learning programs for short training courses, such as a basic
tanker course and standards of competence for masters and chief mates on ships
of 500 G/T or more. While in SMA of Singapore, the distance learning and Elearning programs are incorporated as part of the CoC programs for the deck
officers and marine engineers at operational level. The E-learning programs are
provided with the objective to facilitate learning from home or at work at the
learners’ own pace.
Although there are benefits in introducing distance learning and E-learning,
KIMFT has met with some challenges in the up keeping of such programs. For
instance, they had commented that these programs are creating additional
workload for the professors as they are required to monitor, assess and mentor the
candidates who are outside their classes.
42
3.2.3 Hours of rest regulations
3.2.3.1 Background
Hours of rest for seafarers has been a controversial topic, as on the one hand
the regulations are to ensure that the seafarers are given adequate hours of rest
to enhance the safety of the ships together with reducing fatigue. On the other
hand, if the regulations are too harsh, it will be difficult to operationalize the
requirements onboard. The revised hours of rest adopted in the STCW
diplomatic conference in Manila was to synchronize the hours of rest
requirements with ILO’s MLC 2006.
3.2.3.2 Hours of rest and work regulations under the ILO Conventions
and STCW Manila Amendments
Table 9 Hours of rest and works regulation under
MLC 2006 and STCW Convention
Regulation of Hours of rest/works
MLC, 2006
Standard
A 2.3
Hours of work and hours of rest, maximum hours of work shall not exceed
(i) 14 hours in any 24-hour period; and
(ii) 72 hour in any seven-day period;
Minimum hours of rest shall not be less than
(i) Ten hours in any 24-hour period; and
(ii) 77 hours in any seven-day period.”
STCW Manila
Amendments
Section
A-VIII/1
Provide rest period of not less than:
2.1 a minimum of 10 hours of rest in any 24-hour period; and
2.2 77 hours in any 7-day period.
.
9 Parties may allow an exception from the required hours of rest
is not less than 70 hours in any 7 day period”39
Source: (MLC, 2006) (IMO, 2011)
As can be seen above in Table 9 the regulation of hours of rest in MLC 2006 and
STCW Manila Amendments roughly harmonized between each other.

39 STCW/CONF. 2/DC/2, Section A-VIII/1, paragraph, 9
43
3.2.3.3 Opinions collated on hours of rest regulations
All the surveyed MET institutes or universities agreed that the regulations
should be applied to all personnel involved in duties covering safety,
prevention of pollution and security matters; and duty officers and ratings
involved in watch-keeping. Table 10 lists the opinions from each of the MET
institute on hour of rest regulations in terms of reasonability.
Table 10 Opinion of hour of rest regulations
Opinion of hour of rest regulations
NMP Reasonable
DMU Reasonable
Indonesia N.A.
VIMARU Reasonable
KIMFT Reasonable, however there are considering item to ensure hour of rest
regulations such as manning level, work-load and ship inspection in the port.
SMA
Reasonable, however the regulation by itself will not solve the issue of
fatigue unless concerted efforts are made by all parties responsible for
shipping industry
ALAM Reasonable, however the hours of rest regulations are nor considered paperwork
Source: Questionnaire reply
The general opinions on the subject are that the hours of rest requirements are
reasonable. However, KIMFT and ALAM opined personally that the scope
for hours of rest should not comply with regulations when the seafarer is
conducting a lot of ship inspections and doing paperwork as a lot times this
work is conducted during rest hours. The importance of hours of rest is stated
as follows.
Rest breaks during work, particularly aboard ship should be sufficient and
strictly complied by seafarers and management of the vessel due to the
importance of this element which can impair the performance and alertness
of seafarers. Some of the factors within human element which can
potentially cause fatigue are workload aboard ship and in ports. The tasks
44
such as paperwork requirement, schedule shifts and overtime can have big
impact on seafarer’s fatigue onboard leading to errors being made. (Ermal
Xhelilaj, 2010, p. 26, 27)
Also, SMA commented that the regulation itself would not solve the issue of
fatigue unless concerted efforts are made by all parties responsible for the
shipping industry. For instance, charter parties should have provisions for
compliance with rest periods of crew. If crew are given very short periods to
clean tanks, load and discharge cargo in voyages of very short duration, then
provisions should be made to allow such ships to proceed to anchorage to catch
up with the minimum period of rest. In such cases, to ensure that the ship is
safe at anchor or laid up at berth alternate arrangements for watch-keeping
should be provided.
3.2.3.4 Case study on hours of rest depending on manning levels
In order to demonstrate the sufficiency of the hours of rest regulations, the
following scenarios were created to analyse the suitability of the mandatory
hours of rests requirements. The scenarios are based on two VLCC with
different manning levels and hours of rests. The case study is as follows;
There are preconditions in the case study as follows :
z Same size two VLCC with different flag states
z 5-days of works to discharge 2,000,000 bbls of crude oil to 4 sister
ships in the Gulf of Mexico.
z VLCC “A” has 22 crews. (Master + 4 deck officers)
z VLCC “B” has 18 crews. (Master + 3 deck officers)
45
Table 11 working hours for deck officers of VLCC “A”40 (See in detail Appendix 4)
Rank
Day
Capt. C/O 1/O 2/O 3/O Kind of Works
Day 1 8 H 12 H 12 H 12 H 12 H 1st
STS
Day 2 8 H 12 H 10 H 12 H 12 H 2nd
STS
Day 3 8 H 12 H 10 H 12 H 12 H 3rd
STS
Day 4 8 H 12 H 10 H 12 H 12 H 4th STS
Day 5 8 H 12 H 12 H 12 H 12 H 4tth STS
Day 6 0 H 0 H 8 H 8 H 8 H 1 day rest except duty officer
Day 7 4 H 8 H 8 H 4 H 4 H Normal navigation
Duty Cargo Cargo Bridge Bridge
TTL 44 H 68 H 70 72 H 72 H
Sources: working hour record of Panama flag state VLCC41
According to Table 11, VLCC “A” can comply with MLC 2006 and STCW
Manila Amendments 42 Work/rest cycles are assigned 6 hours on and 6 hours
off in the cargo control room and bridge during the STS operations (See Table
11).
Table 12 working hours for deck officers of VLCC “B”43 (See in detail Appendix 4)
Rank
Day
Capt. C/O 2/O 3/O Kind of works
Day 1 12 H 14 H 12 H 12 H 1st
Ship To Ship (STS)
Day 2 12 H 14 H 12 H 12 H 2nd
STS
Day 3 12 H 14 H 12 H 12 H 3rd
STS
Day 4 12 H 14 H 12 H 12 H 4th STS
Day 5 12 H 14 H 12 H 12 H 4tth STS
Day 6 8 H 0 H 8 H 8 H 1 day rest except duty officers
Day 7 4 H 8 H 8 H 8 H Normal navigation
duty Bridge Cargo Cargo Bridge
TTL 72 H 78 H 76 H 76 H
Source: Working hour record of Singapore flag state VLCC 44

40 VLCC “A” which one WMU student boarded as C/O and has discharged crude oil by Ship To Ship
(STS) operation in Gulf of Mexico.
41 Chae, Chong Ju who boarded VLCC of Hyundai Merchant Marine as a C/O from 1999 to 2006
42 See table 14
43 VLCC “B” which the other WMU student boarded as C/O and has discharged crude oil by STS
operation in Gulf of Mexico.
44 Jolyn Tay Ling Ling who boarded VLCC of Maersk Line Ltd as a C/O from 2000 to 2005
46
According to Table 12, the total working hours of Captain, C/O, 2/O and 3/O
are 72 H, 78 H, 76 H and 76 H.45 It means that all the deck officers cannot
comply with MLC 2006, even though they can comply with hours of rest of the
STCW Manila Amendments.
Therefore, due to the disparity of manning standards, there are different
work/rest cycles which are applied in the same type of ships.
3.2.3.5 Paper workload of seafarers
Although technology enhancement onboard ship has improved the paperwork
burden for seafarers, the introduction of new conventions and regulations is
accumulating the paperwork load onboard the ships. This causes the seafarer
to be overwhelmed with information and obligated to complete the task to
ensure that the ship will not meet with any non-compliance when it calls at the
next port. (Hermansson, 2004)
3.2.3.6 Ship inspection burden
Numerous ship inspections such as port state control inspection, flag state
inspection, class survey and oil major inspections46 for tanker ships contribute
to the reduction on the hours of rest for seafarers. Based on the author’s
research on “Suggestion of Improving Measures with the Status Analysis for
Ship Inspection by Major Oil Companies”, the seafarers answered “required
time to preperation for major inspection” and “difficulties about major
inspection on tanker ships as can be seen in Figures 4 and 5. (Chae, 2009)

45 See table 14
46 Tanker inspections carry out by Major oil company such as BP, Shell etc.
47
Source: (Chae, 2009)
Figure 4 required hours to preparation for
Major inspection on tanker ships (Chae, 2009)
Source: (Chae, 2009)
Figure 5 Difficulties about Major inspection on tanker ships (Chae, 2009)
Figure 4 draws the required time to preparation of major inspection. 76 % of
the seafarers said that more than 24 hours was required. Figure 5 draws out
the types of activities that lead to reduction of hours of rest onboard the ships.
About 50% of the seafarers on tanker ships felt that the workload for “major
76%
5%
0%
14%
5%
More than 24
Hours
20 hours 15 hours 10 hours 5 hours
0%
10%
20%
30%
40%
50%
60%
70%
80%
46%
12% 12%
20%
10%
workload reprove from
company
lack of related
information
and
knowledge
negative
attitude of
seafarers
etc
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
48
inspection” is the main cause for the reduction in hours of rest. The
inspection work during berthing in port has also been considered as extra
workload to seafarers.
Therefore, it is important for shipping companies, administrations and flag
states to carefully consider when they determine manning levels on certain
types of ships to take into consideration the extra activities onboard the type of
vessels that may lead to reduction of hour of rest period of seafarers.
3.2.4 Additional costs required for implementation of the STCW Manila
Amendments
More than half of the MET institutes or universities have indicated that there are
additional costs for the implementation of the new training or education programs
to comply with STCW Manila Amendments. For instance, full mission
simulation for deck and engine, and advanced ECDIS simulator will require
substantial financial investments.
The guiding principle of the STCW Manila Amendments is to have flexibility in
terms of implementing the requirements stipulated in relation to training, and
certification. The STCW Manila Amendments have added “84 new competence
areas where methods for demonstrating competence is approved simulator
training, where appropriate” (Nordholm, 2011).
As mentioned in Chapter 2, more emphasis has been placed on simulator based
assessment for core competence required. Indirectly, this requirement has
become a financial burden to the MET institutes or universities, which are
required to establish new training programs linked to simulation systems.
49
Table 13 Listed the costs of some of simulation systems installed in MET institutes
of ROK in 2009 and 2010
FMSHS* FMERS** ECDIS*** VTS****
Prices of
simulatior
2.2 million
US$
1.3million
US$
1.1million
US$
1.2 million
US$
Date of
Installed 2009 July 2009
September 2010 March 2010 March
* : Full Mission Ship Handling Simulator
** : Full Mission Engine Room Simulator
*** : Electronic Chart Display and Information System
**** : Vessel Traffic Service Simulator
Source: Transas Korea branch (Transas, 2010)
With reference to Table 13, installation of simulation systems requires high
capital costs. Private MET institutes that do not have budgetary support from the
government may face financial difficulties for such large amounts of investment.
On the occasion when such investment has been made by private MET institutes,
the recovery costs for the simulator are passed on to the seafarers in the form of
course fees. Hence, indirectly the seafarers’ training costs may be increased
under such circumstances. Table 14 shows course fees of certain courses.
Table 14 Listed the course fees for ECDIS, BRM and ERM
in 7 main MET institutes
Unit: US $
Institutes
Courses
NMP DMU Indonesia* VIMARU KIMFT SMA** ALAM
ECDIS 60 400 N/A 73 160 790 500
BRM 180 400 N/A 20 480 780 1400 450
ERM 160 400 N/A 20 350 780 1400 450
* : Indonesia is not replied about course fees
** : 780 is for operational level. 1400 is for management level.
Source: (MAAP, 2011), (DMU, 2008) (VIMARU, 2011) (KIMFT, 2008), (SMA, 2009)
It can not be concluded that all existing seafarers will be affected by the
implementation of mandatory courses in the STCW Manila Amendments.
However, new seafarers and some existing seafarers may be affected by the
mandatory course requirements.
50
Table 15 Status of requirement of simulation system
No Name of MET
institutes Simulation system for BRM and ERM ECDIS
1 NMP
(Philippines)*
Existing facilities are able to cope with the new amendments
requirements.(2009 newly installed)
2 DMU(China) Required Required
3 Indonesia Required Required
4 VIMARU
(Vietnam) Required Required
5 KIMFT(ROK)
**
Existing facilities are able to cope with the new amendments
requirements.(2010 newly installed)
6 SMA
(Singapore)
Existing facilities are able to cope with the new amendments
requirements.
7 ALAM
(Malaysia) Additional cost for training trainers are required
* 2009 newly installed full mission Bridge and Engine room simulator supported by Japan
** 2011 newly installed full mission Bridge and Engine room simulator supported by
government of ROK
Source: questionnaire reply
Out of 7 MET institutes surveyed, 3 (ie. DMU, Indonesia and VIMARU)
expressed that their MET institutes or universities would require some form of
financial support in order to install or upgrade the existing simulation system and
equipment to meet the STCW Manila Amendments requirements. Especially for
those that require brand new installations, the institutes or universities are facing
difficulties in securing sufficient funds to proceed further. Another challenge
faced, is the financial support to upgrade the knowledge and skills of the trainers
in order to deliver the course, which is a problem for ALAM.
As for the remaining countries, they informed that the existing facilities are
sufficiently equipped to cope with the new amendments requirements. This is
because they have a certain form of financial support from their government.
For example, KIMFT installed the Full Mission Ship Handling Simulation
Systems on March 2011. The total cost was approximately USD 2.2 million,
which is funded by the ROK government (KIMFT, 2011).
51
Based on the survey conducted, almost half of the MET institutes or university
will need to install or upgrade simulation systems and trainers training due to the
new requirements of the amendments. However, most of them are facing
challenges in securing funds.
3.2.5 Other issues related with the STCW Manila Amendments
3.2.5.1 The possibility of misinterpretation of KUPs
In the KUPs column of the standards of competence tables, the column mainly
focuses on the scope of the training for each competency required. However,
the delivery of training, and the objectives of the training refer to the training
syllabi of general learning objectives and the specific learning objectives.
The interpretation of the KUPs column on learning objectives is critical as any
misinterpretation may result in the wrong training outcomes. Previously, the
IMO model courses were used as the guiding instruments. However, for the
implementation of the STCW Manila Amendments, the new/revised IMO
model courses may not be in place on timely revision of the learning objectives
and most likely that the reliance on the old model courses would still be needed.
3.2.5.2 Definition of qualified person was not defined
In paragraph 2 regulation I/6 “Training and Assessment”, it is stated that those
responsible for the training and assessment of competence of seafarers, as
required under the Convention, are appropriately qualified. The term
qualified generally refers to as being suitable, appropriate or acceptable. In
chapter I regulation I/1 “Definition and clarifications”, the definition of
qualified person for the context of training and assessment was not in place
thus in the absence of a proper definition would be left to individual
interpretation. If studying the training and assessment, the scope of training is
covered in the KUP column whereas the assessment columns are covered in
column 3 and 4. All the three columns covered technical competencies
52
whereas in training the trainer delivery skills or teaching approach must also be
emphasised.
3.2.5.3 Issuing party of training record books for approved seagoing
service of tanker ships
The regulation V/1-1 and V/1-2 made a mandatory requirement for onboard
training requirements to be instituted for those who have the intention to
obtained advance tanker endorsement and the UK format and content of the
training record book was recommended. The issue is who will be the issuing
party for this training record book. Would it be the training institution which
issued the record book as part of their training or the administration as the
endorsement authority ?
3.3 Summary
Seven main MET institutes or universities from the top seafarer (officers) supplying
7 countries of the Far East region were chosen for the questionnaire survey. The
purpose of the survey was to investigate the challenges faced by each country in
implementing the STCW Manila Amendments. These 7 countries represent 86.8% of
the officers supplies in the Far East region.
Some of the problems faced by the countries in implementation of the STCW Manila
Amendments are as follows:
z Difficulties in providing sufficient onboard training placements for cadets to
serve their sea service requirements as required under regulation to get CoC;
z The distance learning and E-learning are useful methods to eliminates barriers
to give high quality educations to seafarers. However, most MET institutes
or universities do not have that system or have some difficulties even if they
have it;
z Hours of rest regulations is harmonized with MLC 2006. However, there
are important factors that have to be considered to determine hours of rest and
53
standard manning levels such as paper workload, disparity of manning
standards and a lot of ship inspection by different authorities;
z Additional budget needed for installation of new equipment to comply with
STCW Manila Amendments or provide better training programs; and
z Other issues that need to be considered in the STCW Manila Amendments as
follows
– The possibility of misinterpretation of KUPs
– Definition of qualified person was not defined
– Issuing party of training record books for approved seagoing service of
tanker ships
54
CHAPTER 4
POSSIBLE PROPOSALS
4.1 Introduction
The STCW Manila Amendments are more comprehensive as compared to the
previous version. Many core training courses have been made mandatory instead of
optional. More emphasis has been put on the mandatory qualifications
requirements of officers and ratings other than deck and engine. The STCW Manila
Amendments also shows support in introducing more technology based on training
methodology and they harmonize some of the certification requirements with other
international conventions.
However, it is not all a bed of roses. Based on the questionnaire survey conducted,
some MET institutes or universities are facing problems in implementing the
requirements.
This chapter will discuss the possible proposals on some of the problems highlighted
in Chapter 3.
4.2 Lack of onboard training placements
As highlighted in Chapter 3, 3.2.1, most MET institutes or universities are facing
increasing challenges in securing onboard ship training placement on seagoing ships
as required in the STCW, Regulation II/1 and III/ 1
4.2.1 Storage in qualified seafarers
The BIMCO/ISF Manpower 2010 update report stated that by 2020, there will be
a general shortage of qualified officers and ratings. The breakdown based on
broad national groups is illustrated in the Table 16.
55
Table 16 Supply and Differences by Broad National Group for 2020
Flag
Supply : 2010 stock Difference
Less Wastage Forecast Demand (Supply-Demand)
Officers Ratings Officers Ratings Officers Ratings
OECD Countries 204,867 95,332 275,496 316,397 -70,629 -221,065
Eastern Europe 154,412 107,933 35,949 35,336 11,8463 72,597
African/Latin America 67,006 112,324 227,972 214,170 -160,966 -101,846
Far East 242;276 318,580 180,228 196,931 62,048 121,849
Indian Sub-continent 95’719 156,908 52,552 57,881 43,167 99,027
All national groups 764’281 791,077 772,198 820,515 -7,917 -29,438
Source: (BIMCO/ISF, 2010)
Thus, the demand for qualified seafarers has been increasing. The importance of
providing continuous education and training for the younger generation in this
profession is also increasing. However, the efforts have evidently not been
successful due to lack of available placements for on board training.
In addition, the STCW Manila Amendments state the importance of seagoing
services as follows in the STCW Section B-II/1-3
The mandatory periods of seagoing service are of prime importance in
learning the job of being a ship’s officer and in achieving the overall standard
of competence required. Properly planned and structured, the periods of
seagoing service will enable prospective officers to acquire and practice
skills and will offer opportunities for competences achieved to be
demonstrated and assessed.
There are several reasons that led to insufficient placements capacity for on board
training to cadets. High costs in building and maintaining of training ships are
one of the contributing factors. Other alternatives such as commercial ships are
also limited, as the manning are mostly reserved for qualified seafarers in order
for the ship to operate safely. Also, the cost for training cadets can be burden a
to small shipping companies.
56
Based on the survey conducted, 6 MET 47 institutes or universities are depending
on commercial ships for placements of on board training for the cadets. Out of
these six, two of the MET institutes or universities own their own training ship
(VIMARU, DMU). The only exception is KIMFT which owns two training
ships with a total capacity of 318 cadets. This has been proven to be sufficiently
cope with the demand for on board training placements. The 6 MET had
commented that as they are highly dependent on commercial ships for on board
training, at a lot of times not all the cadets will get a placement to fulfil the
onboard training requirement on time.
4.2.2 Proposal – Joint On-board Training Centre (JOBTC)
In this proposal, the country with relatively sufficient capacity for on board
training may extend such vacancies to other countries which require such
placement for their cadets to fulfil their on-board training. This could be carried
out through a Joint On-Board Training Centre (JOBTC) taking the ROK as an
example, the total on board training capacity available is 1,084 (i.e. KIMFT,
Korea Maritime University and Mokpo Maritime University), and in addition
commercial companies are also providing opportunities for the cadets to complete
their on board training service on commercial ships. Hence, the ROK has more
than sufficient placements to cope with the on board training demand in the ROK.
In this case, the remaining vacancies of training ships could be extended to other
countries. Table 7 of Chapter 3, 3.2.1 lists types of on board training placement
available in the surveyed institutes or universities and their capacities based on
statistics collated from the questionnaires.
According to more detailed research which regarding the status of training ships
in the ROK, the author recognized the following information. Table 17 shows
the general particulars of training ships in KIMFT, KMU and MMU of the ROK.

47 DMU, Indonesia, VIMARU, SMA and ALAM
57
Table 17 General particulars of training ship of KIMFT, KMU and MMU
KIMFT KMU MMU
Name of
Ship HANBANDO HANWOORI48 HANBADA49 HANNARA SAE YU
DAL SAE NU RI
G/T 3,491 4,108 6,686 3,640 3644 4701
L/B/D
99.80×
14.50×
9.50(M)
87.55× 16.00×
10.00(M)
117.20×
17.8×
8.15(M)
102.70×
14.50×
7.00(M)
102.7×
14.5×
9.5(M)
103.0×
15.6×
9.9(M)
Built 1975 1989 2005 1993 1993 2003
Capacity 174 144 204 152 202 208
Total
capacity 318 356 410
Source: (KIMFT, 2008) (KMU, 2008) (MMU, 2010)
Table 18 shows actual boarding rates of training ships in each MET (KIMFT,
KMU, MMU) of the ROK. The data of the actual number of cadets in each ship
are from each MET institute and universities as dated on 1st September 2011.
On the average, the boarding rate is only about 51.3%.
Table 18 Training ship boarding rates of ROK
KIMFT KMU MMU
Name of
Ship HANBANDO HANWOORI HANBADA HANNARA SAE YU DAL SAE NU RI
Capacity 174 144 204 152 202 208
Number of
students
89
(boarded)
119
(boarded)
83
(boarded)
97
(boarded)
81
(boarded)
87
(boarded)
Boarded
Rates 51.1% 82.6% 40.7% 63.8% 40.1% 41.8%
Average 65.4% 50.6% 41.0%
Total
average 51.3% (556 Boarded)
Source: (KMU, 2008), (KIMFT, 2008), (MMU, 2010) Dates : 1st September 2011
The JOBTC idea was first raised during the STCW diplomatic conference in
Manila on 22nd June 2010. An agreement to establish a Global On-Board

48 KIMFT bought second-hand training ship “HANWOORI” with cost about 12 million US$ on 2010
(KIMFT, 2008)
49 KMU built new training ship “HANBADA” with cost about 42.5 million US$ on 2005. (KMU,
2008)
58
Training Centre (GOBTC) to provide on-board training placements was
established. This is a potential organization in its embryonic stage, started by 5
maritime universities (KMU, DMU, Maritime State University of Russia, Istanbul
Technical university and Jhon B. Lacson foundation maritime university) and
structured to support the initiative to have all shipping companies work globally to
meet the current and future needs of qualified officers by supplying onboard
training positions. However, so far there is no progress of GOBTC beyond the
agreement. This may be due to several factors. First, the agreement was not
established at governmental level, unlike the Official Development Helpance
(ODA) programs (IMO, 2007). This makes it difficult for it to be pursued
further at later stage. Second, the funding for supporting this program was not
clearly established and properly worked. Taking as lessons learnt, the proposed
JOBTC, could be funded by IMO through an international technical cooperation
program.
Table 19 demonstrates the breakdown costs for training a cadet in accordance to
the STCW Convention requirements. It is to be noted that the costs may vary
depending on the commodities of each country and market influences.
Nevertheless, Tables 19 and 20 can be taken as a reasonable guide to estimate the
training costs per cadet varying from USD 5,000 at KIMFT or USD 11,000 at
KMU per year50. Therefore, if the donor country donates 1 million US$, then
about 100 cadets in KMU or 200 cadets in KIMFT can have onboard training in
the ROK.

50 The costs different are mainly depending on ships size, capacity, personnel expenses and ship
operation period of each MET institutes. The costs of onboard training per cadet are in between
11,000US$ ~19,000 US$ in ROK, if the personnel expenses to operation training ships are included.
59
Table 19 On-board training cost of KIMFT
Unit : US$
MET
Category KIMFT
Cost category* Training ship “A” Training ship “B”
Ship operation costs 683,000 314,000
Food expenses 189,000 179,000
Insurance 153,000 126,000
Personnel expenses (52 persons) 981,000 981,000
Total cost** 2,006,000 1,600,000
Total capacity 174 144
Actual boarded 2011 89 119
Costs/cadet with actual boarded 22,539/year 13,445/year
Costs/cadet with total capacity 11,529/year 11,111/year
Except personnel expenses 5,890/year 4,299/year
average 11,320 US$
5,094 US$ (except personnel expenses)
* Cost category are included only major expenditure
** Total cost included personnel expenses of each ship
Sources : (KIMFT, 2008) Dates : 1 September, 2011
Table 20 On-board training cost of KMU
Unit : US$
MET
Category KMU
Cost category* Training Ship “A” Training Ship “B”
Ship operation costs 1,590,000 1,403,000
Food expenses 299,000 299,000 US$
Insurances 162,000 162,000
Personnel expenses (72 persons) 1,358,000 1,358,000
Total cost** 3,409,000 3,222,000
Total capacity 204 152
Actual boarded 2011 83 97
Costs/cadet with actual boarded 41,072/year 33,216/year
Costs/cadet with total capacity 16,711/year 21,197/year
Except personnel expenses 10,054/year 12,263/year
average 18,954 US$/year
11,158 US$/year(except personnel expenses)
* Cost category are included only major expenditure
** Total cost included personnel expenses of each ship
Source: (KMU, 2008) Dates : 1 September, 2011
The financial resources are very important to establish and operate the JOBTC.
The mission of the Integrated Technical Co-operation Program (ITCP) is stated as
follows:
60
To help developing countries improve their ability to comply with
international rules and standards relating to maritime safety and the
prevention and control of maritime pollution, giving priority to technical
Helpance programs that focus on human resources development and
institutional capacity-building. (IMO, 2011 )
The resolution A.1006 (25) invites consideration of maritime sector in Official
Development Helpance (ODA) programs from Member States and donor
organizations (IMO, 2011).
There are 4 funding resources in the IMO for Technical Co-operation.51 The
Multi-Donor Trust Funds (MDTFs) is one of them. The MDTFs “are established
to encourage contributions targeted on specific issues and are used to support
specific technical co-operation programs”, which could be used for funding of the
JOBTC. (IMO, 2011)
There are 3 future priorities of ITCP are as follows:
z Advocacy of global maritime rules and standards
z Institutional capacity-building
z Human resource development (IMO, 2011)
The JOBTC could be inserted as a future priority under the “Human resource
development” which includes training of seafarers and shore-based personnel.
An alternative funding option is the “Beneficiary Pays Principle” (BPP), which
was introduced by the GOBTC. The beneficiaries in this scheme are: (Maritime
Adiministration of Turkey, 2010)
z Administrations that provide STCW required training for the purpose of
certification under the Convention.

51 IMO TC fund, MDTFs, Bi-lateral arrangements, other arrangements and one-off cash donations.
61
z Industry that requires steadily flow of educated and trained officers
z Cadets who need to be given assurance on planned and structured programs
of training
In summary, the procedures to establish the JOBTC could be developed as
follows:
Step 1. Preparation of regional (Asia) on board training strategies
– Making government level regional (Asia) agreement to establish JOBTC
– Work with IMO TCC
– Pre-discussion of financial resources (MDTFs or BPP or ODA)
Making government level regional (Asia) agreement to establish JOBTC
Step 2. Propose to IMO TCC to establish the JOBTC
– Agree between onboard training providing countries and its beneficiaries
– Decide training ship providers
– Decide required money category
– Decide financial resources and procedure (MDTFs or BPP or ODA)
aking government level regional (Asia) agreement to establish JOBC
Step 3. Test operations of the JOBTC
– Start testing of the JOBTC operations
– Monitoring operation of the JOBTC
– Finding operation problems of the JOBTC and submit TCC and
administrations involved
– Finding operation problems solution and submit TCC and administrations
involved
Step 4. Expand and full operation of the JOBTC
– Solving some operational problems of the JOBTC
– Continually monitoring and report to TCC and administrations involved
Source: author
Figure 6 Procedure to establish JOBTC
62
4.3 Proposal – Joint Asia Maritime E-Learning Systems (JAMES)
The STCW Manila Amendments are embracing enhanced learning methods such as
distance learning and E-learning formats as guidance52. However, based on the
questionnaires, currently most of the MET institutes or universities will not be able
to provide distance learning and E-learning programs due to the following reasons:
z Lack of infrastructure (i.e. internet)
z Lack of trainer resources for monitoring and assessment
z Difficulty in assessing distance learning and E-learning course by
administrations
source: Questionnaire reply
The STCW Convention, focuses on standardising qualification, training and
certification for seafarers. Taking ‘standards’ as the concept, a Joint Asia Maritime
E-learning System (JAMES) could be established to provide global E-learning
courses for developing countries that have difficulty in implementing such training
courses. It is, of course, not a mandatory requirement to provide distance learning
and E-learning to seafarers. However, it will be popular since it has good
advantages as mentioned in Chapter 3, 3.2.2
The IMO model courses should be the format for these courses. Figure 7 illustrates
the possible approach of JAMES.

52 STCW Manila Amendments, Section B-I/6
63
JAMES – Development training courses (English)
– Translate from English to each country language.
– Participate to develop certain courses of each country seafarer
training institutes (Using IMO model courses)
– Allowing training courses by each administration (STCW
Section B-I/6)
Source: author
Figure 7 Concept of Joint Asia Maritime E-learning System (JAMES)
English should be the official language for these courses, as it is more universally
used and it also acts as an encouragement and learning platform for using the English
language. There should be one expert representative from each participating
country, and an assessor should be appointed. A Web-based assessment system
could be set up to allow each participating country’s assessor to evaluate its cadets
easily. With the adoption of such a global platform for distance learning and Elearning, it will make it easier for developing countries to fulfil the STCW Manila
Amendments Section B-I/6 paragraph 6 as follows;
Parties may allow the training of seafarers by distance learning and elearning in accordance with the standards of training and assessment set out
in section A-I/6.
The IMO TC fund (MDTFs), or BPP, or through ODA could be the funding body for
this proposed program.
Country A
1. Evaluating of
competence
2. Issuing related
certificates
Country B
1. Evaluating of
competence
2. Issuing related
certificates
Country C
1. Evaluating of
competence
2. Issuing related
certificates
Access to JAMES through internet
64
4.4 Reducing work-load, ship inspection burden and determine mandatory
minimum safety manning standards in a safe way
Based on the questionnaires, most of the MET institutes or universities and experts
consulted had opined that the hours of rest stated in the STCW Manila Amendments
chapter VIII is reasonable and harmonises with MLC, 2006 requirements. However,
based on research and analysis done in Chapter 3, 3.2.3, the hours of rest requirement
should take into consideration the work hours for carrying out paper work, disparity
of manning standards among flag states and additional work hours in facilitating
different types of ship inspections such as PSC, FSC, class surveys and oil major
inspections for tankers.
4.4.1 Reducing paper work-load
With the introduction of new conventions, and revision of existing conventions,
the working time required for paperwork in eminently increasing. The use of
technology could be a solution to reduce the time required for doing paperwork
and improvement in data recording procedures. For instance, “Det Norske
Veritas (DNV) has developed the DNV Navigator, a computer-based tool that
relieves the workload of the bridge team, secures ship operation and reduces costs
and risks” (SSG, 2008). This system contains port entry information and
checklists to Help specific to ports. This proposal is in line with IMO
Facilitation Committee’s (FAL) vision, as the committee is also looking at
“Electronic means for the clearance of ships” in a Single Window System53
(MLTM, 2010) to facilitate and simplify the vessel’s clearance processes. By
moving towards the electronic platform, it will definitely reduce the paperwork
load.

53 “a system that allows traders to lodge information with a single body to fulfil all import or export
related regulatory requirements” (UN/CEFACT International Trade Procedures Working Group
(ITPWG), 2003)
65
4.4.2 Mandatory minimum safety manning standards
The UNCLOS Article 94 states the responsibility of flag states with regards to
safety manning levels of ships, and paragraph 3 states that,
Every flag states shall take measures for ships to ensure safety at sea with
regard to certain matters such as construction of ships, manning of ships,
labour conditions and the training of crews, taking into account the applicable
international instruments (UNCLOS, 1982, p 58).
Article 94 paragraph 4 states the qualification and numbers of crew required
depending on the type, size, machinery and equipment of the ship. UNCLOS is
the international legal framework for maritime related matters (Balyk, 2006).
The SOLAS consolidated edition 2009, mainly stipulates the certification
requirements on ships for providing safe manning, with the objective of ensuring
sufficiency and efficiency. The guidelines in determining the safe manning level
is promulgate in the IMO resolution A. 890(21) and A. 955(23).
The ILO Convention C180, article 11 also stipulates rest hours for seafarers,
“Every ship to which this convention applies shall be sufficiently, safely and
efficiently manned, in accordance with the minimum safe manning documents
or an equivalent issued by the competent authority” (ILO, 1996 )
The Maritime Labour Convention, 2006 (MLC, 2006) was adopted with the
objective to unify all maritime labour conventions and guidelines that have been
established during past 80 years. The MLC 2006 regulation 2.7 (Manning levels)
states that:
Each Member shall require that all ships that fly its flag have a sufficient
number of seafarers employed onboard to ensure that ships are operated safety,
efficiently and with due regard to security under all conditions, taking into
66
account concerns about seafarer fatigue and the particular nature and
conditions of the voyage (MLC, 2006, pp. 38-39)
When determining, approving or revising manning levels, the competent
authority shall take into account the need to avoid or minimize excessive hours
of work to ensure sufficient rest and to limit fatigue, as well as the principles in
applicable international instruments, especially those of the International
Maritime Organization, on manning levels (MLC, 2006, p. 39)
In summary, at the international level of legislation, the IMO instruments are
binding, but do not sufficiently restrict countries and companies to specific
manning levels. This leads to the proliferation of questionable manning scales
where economic motives appear to be more of the issue than the principles of
safety manning. The ILO conventions also have limited effects when it only
touch on areas determining specific manning levels. (SchroderJens-Uwe, 2007)
At the national level, States set the requirements for safe manning through
national laws and regulations, taking into account their international and
regional obligations. The ambiguity of the international and regional
instruments tends to set in at this point and is exhibited in the variation and
discrepancies between the methods and criteria different states use for
establishing safe manning for their ships. (Schroder, 2007, p 23)
UNCLOS, SOLAS, IMO Resolution A. 890(21) and A. 955(23), and MLC 2006
are the international regulations which dealt with minimum safe manning
standards for flag states and ships to ensure that ships are operated safely,
efficiently and with due regard to security under all conditions. However, there
is no particular procedure for determination of minimum safe manning levels.
Most of the flag states determine safe manning based on the size and type of ship.
The flag administrations is the authorised body to approve, reject or modify the
ship owner’s minimum safe manning standards proposal. (Balyk, 2006)
Therefore, there is disparity in manning standards in each flag state.
67
In order to unify this difference, developing mandatory international regulations
which have more binding power to determine reasonable manning levels on board
ships will ensure proper application of hours of rest regulations requirements.
More intensive PSC inspections would act as the enforcement tool to ensure
compliance with the binding international regulations. These may ensure proper
work/rest cycles for seafarers are practiced on ships.
4.4.3 Harmonizing ship inspections
Due to safety and commercial reasons, there are a series of inspection
requirements, such as PSC, FSC, classification society and major oil companies.
However, at a lot of times the items in these inspections are duplicated. For
instance, if a tanker has loaded in the Middle East and is discharging in the UK,
the tanker may be subjected to two PSC inspections as the two countries are
members to different PSC MoU regions. At the same time, the tanker may have
to go through major inspections in order to comply with their commercial
obligations. Due to the above reasons, the hours of rest for the seafarers may not
comply with regulations when the tanker is at berth.
To resolve the duplication of inspection items, it is hence proposed to harmonize
the inspection requirements. For a start, each PSC region could consider
recognising other PSC region’s inspections which are conducted within 6 months.
For example, if a ship has undergone PSC inspection in the Tokyo MoU region, it
should not be subjected to another PSC inspection in another region. On the
commercial side, the requirements from different oil majors may be harmonized
through the common platform of OCIMF, or recognising the inspection results
from other major inspections (Chae, 2009). If the mandatory and commercial
inspections can be combined as suggested above, it will reduce the multiple
inspections burdens on ships, specially the tankers. This will help to improve
hours of rest compliance on ships.
68
4.5 Proposal – Technical cooperation fund to support installation of training
simulation/equipment
The STCW Convention has imposed RADAR and ARPA simulators training as a
mandatory requirement for watch-keepers in the deck department. The STCW
Manila Amendments have recently also added mandatory ECDIS, BRM and ERM
training. Furthermore, the STCW Manila Amendments have added 84 new
competence areas where methods for demonstrating competence has approved
simulator training (DNV, 2010).
As mentioned in Chapter 3, DMU, Indonesia MET institutes and VIMARU required
enhanced ship simulator/equipment in order to provide better training courses.
However, large capital investment is required for installation of training
simulator/equipment. Hence, most of the MET institutes surveyed required more
time and financial support. Also, one of the main MET institutes in Malaysia
requires training of the trainers in order to meet qualified person requirements as
stated in Regulation I/6 “training and assessment”.
MET institutes or universities which are lacking in training simulator/ equipment
could be supported by other developed countries such as Japan and EU countries
which has interest in obtaining deck and engine officers to serve on board their
merchant ships. For example, training institutes could be established in the Far East
main seafarer supply countries such as in the Philippines. This is because of “The
primary marine manpower suppliers have shifted, and continue to shift, from
traditional countries in North America and Europe, and Japan, to Eastern Europe,
India, and the Far East.” (WMU, 2005) These efforts as follows;
The Maritime Academy of Asia and the Pacific (MAAP)’s JSU-IMMAJ54
Campus was a proof of support from interested parties to improve the quality
of Filipino seafarers, who are vital to the Japanese commercial fleet. The new

54 International Mariners Management Association of Japan
69
facility provides high-level academic and training programs for mercantile
marine college students (Japan Seamen’s Union, 2009).
On July 20, 2009 representatives from the JSU, the CSU (Chinese Seafarers
Union), the IMMAJ and DIM-SCO (Dalian International Maritime Service Co.
Ltd.) have announced the establishment and registration of a CSU/JSU
comprehensive training and education center in Dalian. The program includes
installation of simulators (Japan Seamen’s Union, 2009).
These efforts can be a possible approach to Help developing countries in enhancing
their MET institutes and programs by installation of training simulator/equipment.
However, this initiative should be restricted to certain MET institutes which are
located in certain countries since the capital investments are restricted.
As this initiative will involve regional involvement, it could be funded by IMO
(MDTFs) or BPP or ODA programs to resolve the financial difficulties faced by the
developing countries in installation of simulator/ equipment. Figure 8 is a possible
approach for this program:
70
Figure 8 Procedure for supporting financial resources
4.6 Clarify vague terminology
To eliminate the possibility of misinterpretation of KUPs which is not yet in-place
after the STCW Manila Amendments, the STW sub-committee and MSC may
require that new IMO model courses which were newly added in the STCW Manila
Amendment, be developed as soon as possible. Also, before developing new IMO
model courses, the training providers need to work together between themselves as
well as the administrations to ensure uniform compliance.
Each trainer has different teaching skills and levels even if they are all working in the
same country and institutes. Some trainers may having very good skills or
Step 1. Seminar with IMO, donor countries and recipient countries
– Identifying what kind of supporting are required for recipient countries
– Identifying what kind of supporting can be by donor countries
– Identifying support required sector
– Identifying what kind help can be by IMO TCC
Step 2. Finding way to get financial resources
– Direct Helpant from donor to recipient country (ODA); or
– Through IMO TCC (MDTFs) or
– Beneficiary Pays Principle (BPP)
Step 3. Take a step to supporting financial resources
– Make a agreement between donor and recipient country to support fund (ex :
ODA or BPP) ; or
– Propose to IMO TCC to get fund if agreed these support through IMO
Step 4. Install the equipment and monitoring
– Actual funding through ODA or BPP or IMO TCC
– Install the simulator/equipment to recipient countries
– Monitoring its operation usefulness
71
knowledge to teach whereas some trainers may not (Rae, 2002). These differences
may affect directly or indirectly the competence of seafarers. Therefore, a certain
acceptable level to assess a qualified person is required. Hence, it is recommended
to insert a definition for ‘qualified person’ in the STCW Convention, in order to
ensure the acceptable level for such trainers. Also, the JAMES concept (see Figures
7 and 8) should be useful to ensure standardized teaching skills or related knowledge.
Lastly, it is also vital to determine the issuing party for tanker ships training books.
Discussions of STW sub-committee should be carried out together with parties to the
STCW Convention to determine whether the issuing body of such training books.
Should be the Administration, or, by MET institutes on behalf of the Administration.

72
CHAPTER 5
PROPOSED FURTHER AMENDMENTS TO THE STCW
MANILA AMENDMENTS
5.1 Introduction
Although the STCW Manila Amendments have just been introduced, it is noted that
certain important areas have not been addressed. That may be due to the
insufficient representation from the industry group related to these areas. However,
based on the author’s opinion, amendments could be considered to include the
following proposals.
z Education and training for tug-barge operators.
z IMDG Code training for seafarers who will be dealing with dangerous goods
on board ships
5.2 Guidance on the training and qualifications for personnel onboard Tugsbarges
The current requirements under the STCW Convention for officers and masters in
charge of a navigational watch on ships of less than 500 G/T are of basic
requirements and do not address the special operational knowledge required when
officers or masters are onboard specialised ships except tankers and passenger ships.
The STCW Manila Amendments address the training, qualification and experience
requirements for some of the specialised ships such as OSV, ships operating in polar
region and DP systems. However, the more commonly smaller ships which might be
engaged in very specialised towage operations, such as tugs and barges have been
left out.
73
5.2.1 Findings
Based on the statistics collated by the Korea Maritime Safety Tribunal (KMST)
on maritime accidents, the rate of ship accidents versus total registered ships (B/A)
is more or less 1% recorded. The rate of tug-barge accidents (2.81% ~ 5.22%)
was 3 ~ 5 times higher than the rate of maritime accidents of total registered ships
(0.72% ~ 1.16%) as shown in Tables 21, 22, 23 and 24.
Table 21 The rate of ship accidents versus total registered ships
2006 2007 2008 2009 2010
Registered ships(A) 93,405 93,114 88,854 86,087 83,010
Accident ships(B) 865 759 636 915 961
Incidence of Accident
(B/A) 0.93% 0.82% 0.72% 1.06% 1.16%
Source: (KMST, 2011)
Table 22 The rate of tug-barge accidents versus total registered tug-barge
2006 2007 2008 2009 2010
Registered tug-barge(A) 1,236 1,266 1,259 1,245 1,246
Accident tug-barge(B) 53 55 52 35 65
Incidence of accident
(B/A) 4.29% 4.34% 4.13% 2.81% 5.22%
Source: (KMST, 2011)
Navigational duty negligence is the highest accident cause for the tug-barge
recorded at 80.3 % of total accidents, followed by poor maintenance and defects
of machinery on board ship as 15.0 % as stated in Table 23.
74
Table 23 Causes of accidents on tug-barge
Navigational
negligence
Poor maintenance and
defects ETC
Accident case 102 19 6
Rate 80.3% 15.0% 4.7%
Source: (KMST, 2011)

Furthermore, nearly half of accident types are collisions, followed by grounding
and sinking in operating tug-barges. These causes are recorded as 77.7% from
2006 to 2010 in the Republic of Korea as stated in Table 24
Table 24 Types of accidents on tug-barges
Source: (KMST, 2011)
Table 25 The number of ship accidents in Japan
Source: (MAIA, 2008)
Year
Type of accidents on tug-barge
Major Total
Collision
Minor
Collision
Aground Capsize
Fire,
Explosion
Sinking
Engine
Trouble
Distress Casualty Etc
2006 26 8 5 1 2 4 2 1 – 4 53
2007 29 3 7 3 – 3 1 – 1 8 55
2008 19 6 9 4 3 7 – – 1 3 52
2009 9 5 6 2 – 3 2 2 1 5 35
2010 29 5 10 1 1 9 2 – 6 2 65
TOTAL 112 27 37 11 6 26 7 3 9 22 260
% 43.1 10.4 14.2 4.2 2.3 10.0 2.7 1.2 3.5 8.5 100.0
Number of vessels involved
in marine accidents
Number of vessels accidents
involved less than 500 G/T
Number of vessels accident
involved tug-barge
Year Total Number % Number %
2003 6,502 5,447 83.8 868 13.4
2004 6,474 5,345 82.6 887 13.7
2005 5,631 4,700 83.5 731 13.0
2006 5,081 4,234 83.3 672 13.2
2007 5,158 4,284 83.1 684 13.3
Average 5,769.2 4,802 83.2 768.4 13.3
75
According to Table 25, 83.2 % of ship accidents involved ships of less than 500
G/T ships, and 13.3 % of ship accident are involved with tug-barges from 2003 to
2007 in Japan.
Hence, it is important to ensure that the personnel onboard the tug-barge are
properly trained, qualified and are experience with the towage operations.
5.2.2 Proposal
The training requirements for personnel working onboard tugs and barges should
be established and be included in the STCW Convention Section B-V “Guidance
regarding special training requirements for personnel on certain types of ships”.
The guidance for tug and barge operation may include the followings :
z Definition of tug-barge
z Define its unique operation criteria
z Define the knowledge requirement for personnel onboard tug and barge
operation and specific requirements on special towage operations; and
z Define specific training and education criteria
5.3 Mandatory training requirements for seafarers in the IMDG Code
5.3.1 Introduction
The DSC 55 12 Session on 21st September, 2007 adopted the mandatory
International Maritime Dangerous (IMDG) Code training requirements for shore
based personnel engaged in the transport of dangerous goods by sea, the code
entered into force on 1st January 2010 (MLTM, 2007).
The IMDG Code Section 1.3.1.1 states as follows ;

55 Sub-Committee on Dangerous Goods, Solid cargoes and Containers
76
Shore based personnel engaged in the transport of dangerous goods intended
to be transported by sea shall receive training in the contents of the
dangerous goods provisions commensurate with their responsibilities.
However, the training requirements for seafarers, who are dealing with dangerous
goods, were not mandatory per se, but only stay as a guidance under the STCW
Convention56.
In the USA, the training requirements of the IMDG Code apply to all personnel
engaged in the transport of dangerous goods by sea. According to 49 CFR
(Code of federal Regulations) Part 17257 Subpart H 70258, the following is stated:
(a) A hazmat employer shall ensure that each of its hazmat employees is
trained in accordance with the requirements prescribed in this subpart.
(b) Except as provided in §172.704(c)(1), a hazmat employee who performs
any function subject to the requirements of this subchapter may not perform
that function unless instructed in the requirements of this subchapter that
apply to that function. It is the duty of each hazmat employer to comply with
the applicable requirements of this subchapter and to thoroughly instruct
each hazmat employee in relation thereto. (GPO, 2011).
Also, 49 CFR Part 17659, subpart A. 13 states as follows:
(c) The record of training required by §172.704(d) of this subchapter for a
crewmember who is a hazmat employee subject to the training requirements
of this subchapter must be kept on board the vessel while the crewmember is
in service on board the vessel. (GPO, 2011)

56 STCW Convention states that the IMDG Code training for officers and ratings as guideline in
Section B-V/c “Guidance regarding training of officers and ratings responsible for cargo handling on
ships carrying dangerous and hazardous substances in packaged form”. 57 “Hazardous materials table, special provisions, hazardous materials communications, emergency
response information, training requirements, and security plans” 58 Training, Applicability and responsibility for training and testing
59 carriage by vessel
77
It means that the seafarers, who are involved in carriage of dangerous goods in
packaged form will require IMDG training certificates.
Based on the above findings, there is disparity in IMDG Code training
requirements between the IMDG Code, the STCW Convention and US CFR as
follows:
z SOLAS Chapter 7 Part A states the “the carriage of dangerous goods in
packaged form shall be in compliance with the relevant provisions of the
IMDG Code”
z The IMDG Code 1.3 states the training requirements for shore based
personnel engaged in the transport of dangerous goods.
z The STCW Convention states the training of officer and ratings, who are
engaged on ships carrying dangerous and hazardous substances in packaged
form as guidance in Section B-V/c. and
z USA 49 CFR Part 172 subpart H states the hazmat employer shall ensure that
each of its hazmat employees is trained.
The disparity of IMDG Code training requirements between the IMDG Code, the
STCW Convention and the US CFR is creating confusion for the maritime
industry, and this disparity can lead to interpretation in different ways.
5.3.2 Proposal
Presently, the training for IMDG Code is only guidance in the STCW Convention,
while it is a statutory requirement in US 49 CFR. The 49 CFR requires all shore
based personnel engaged in the transports of dangerous goods (IMDG Code) and
hazmat employers should be trained for IMDG Code.
78
To resolve the disparity in the various Conventions and to enhance the training
and proficiency of seafarers dealing with dangerous goods in package forms, it is
proposed that the training requirements of IMDG Code for seafarer must be in
chapter II section A-II/1, Table A-II/1. It should include mandatory minimum
requirements for certification of officers. Similar to the concept of the training
requirements for ECDIS, an exception note may be included to exempt seafarers
not dealing with dangerous goods in package forms from there mandatory training
requirements.
In short, the requirements of the IMDG Code training for seafarer may be inserted
in the STCW Convention Section A Table A-II/1 as competence “Monitor the
loading, stowage, securing, care during the voyage and the unloading of cargos.”
Part with a certain exception clause.
79
CHAPTER 6
CONCLUSION AND SUGGESTIONS
6.1 Conclusion
This dissertation attempted to identify the changes in the STCW Manila
Amendments and the difficulties or problems faced by the MET institutes or
universities in the Far East region, which covers about 30 % of the officers’ supply in
the world. It also looks at the possible solutions for the difficulties or problems.
The 7 MET institutes or universities chosen are located in these Far East countries in
accordance to the ranking of the largest officers suppliers country to the least. Lastly,
this dissertation proposed the further amendments required in the future.
New definitions were added in the STCW Manila Amendments Chapter I. For
example, CoC, CoP, SSO, ETO, Able seafarer deck and engine, ETR. In addition,
procedures of certificates and endorsements, principles governing near-coastal
voyages, distance and E-learning guidance, new requirements for medical fitness
standards, requirements to establish continued competence for tankers, use of
simulators, responsibilities of companies and transitional provisions were either
revised or included. New required competences such as ECDIS, BRM, leadership
skills were added. New certification requirements for ratings as able seafarers deck
were introduced in Chapter II of the Convention. For the on-board training
requirement, new competence requirements, such as ERM, operate electrical were
added in Chapter III of the Convention. New certification requirements for ratings
as able seafarers engine, ETO and ETR were also introduced. The training
requirement to get certificate of basic tanker and advanced tanker were added and
separated in terms of its cargo character in Chapter V of the Convention. In Chapter
VI of the Convention, new refresher training requirements, CoP for SSO were
introduced. Lastly, the minimum hours of rest were amended in Chapter VIII of the
80
Convention. Among them, this dissertation identified some difficulties in
implementing the STCW Manila Amendment through questionnaires.
First, some MET institutes or universities (NMP, DMU, Indonesia, VIMARU, SMA
and ALAM) are facing difficulties in fulfilling the on-board training requirements for
deck and engine officers as the on-board training placements are not enough in their
institutes. These MET institutes or universities are heavily dependent on
commercial ship on-board training. Also, these resources are also limited.
Second, most of the MET institutes or universities did not established distance
learning and E-learning systems yet even though the STCW Manila Amendments
have emphasised that these education methods as a guidance with the advantages to
giving education programs to seafarers. The reason behind this is mainly due to
lack of financial resources and infrastructure. Other related reasons are the difficulty
faced in monitoring and assessing the program, and mentoring the candidates who
are outside their class.
Third, most of the MET institutes or universities and their experts replied that the
hours of rest regulations are reasonable since they were harmonize with MLC 2006
even if there are some exception clauses in the STCW Manila Amendments section
A-VIII. However, some experts opined that in some cases, they would not be able
to comply with the scope for hours of rest regulations. Disparity of minimum safety
manning levels, increased paper work and numerous ship inspections can lead to
reducing hours of rest and increasing fatigue of seafarers.
Fourth, because there are additional costs to install simulation/equipment
investments are required in some institutes or universities (DMU, Indonesia and
VIMARU). Therefore, financial support is required.
Fifth, there is a possibility of misinterpretation of KUP since certain IMO courses
have not yet been developed; the possibility of individual interpretation of “qualified
person” in regulation I/6 as it was not defined in regulation I/1 “definition and
81
clarifications”. Further, regulation I/1 did not defined issuing party of training
record book for approved seagoing services of tanker ships, which should be clear
and accurate.
The following possible solutions were proposed
First, the JOBTC could be a good solution to provide on-board training placements
to cadets who want to have on-board training from different countries, specially in
the Far East countries. This is because some MET institutes or universities have
sufficient capacity to provide on-board training placement. At the same time,
financial resources are required to establish JOBTC. The MDTFs from IMO TCC,
BPP from beneficiary bodies and ODA from countries could be one of the financial
resources to establish this programme.
Second, the JAMES could be established to provide collaborated global E-learning
courses for developing countries that have difficulty in establishing such training
courses. The JAMES could share the financial resources and experts who can
monitor, assess and mentor participants. English and IMO model courses should be
the format for this system.
Third, the computer based paper work tool to facilitate and simplify vessel clearance
processes through the Single Window System could be a solution to reduce paper
work on board ships. The mandatory minimum safety manning standards which
have more binding power will ensure proper application of hours of rest
requirements. Also, the harmonized ship inspections requirements between the
PSC MoU regions and the major oil companies will reduce the multiple inspections
burden for seafarers. As a result, this will help to meet hours of rest requirements of
the Convention.
Fourth, the MDTFs, BPP and ODA to support installation of training
simulation/equipment for developing countries who have financial difficulties will be
an effective solution to provide better quality training courses for seafarers.
82
Fifth, before developing new IMO model courses for the new KUP, the training
providers will need to work together with the administration to eliminate
misinterpretation among the parities. A clear definition of “qualified person”
should also be established including issues like who can be the issuing party of
training books for tanker ships training through the STW sub-committee.
In addition, the author has identified areas that need further amendments beyond the
STCW Manila Amendments in the future.
First, many accidents which involved tug-barges occurred in the ROK and Japan.
These ships have unique operation characteristics compared to general cargo ships.
Therefore, the training requirements for personnel onboard the tug-barges should be
established in the STCW Convention Section B-V “Guidance regarding special
training requirements for personnel on tug-barges” similar to the OSV, DP ships
added in Section B-V.
Second, the IMDG Code training requirement under the IMDG Code, the USA 49
CFR and STCW Convention are different. The IMDG Code requires IMDG Code
training for shore based person only. The USA 49 CFR Part 172 states IMDG Code
training for hazmat employees, which included not only shore based person but also
seafarers. However, the STCW Convention states the training of the IMDG Code
as guidance in Section B-V/c. Therefore, it is proposed that training requirements
of the IMDG Code for seafarers should be in Chapter II section A-II/1 as a
mandatory competence.
6.2 Suggestions
Based on the outcome of the research, the author has developed the following
recommendations to the Far East major seafarer supply countries and MET institutes
or universities and IMO to solve their difficulties or problems with effective
implementation of the STCW Manila Amendments.
83
a) The JOBTC can be good solution to provide on-board training services to
cadets who have difficulties to meet on-board training requirements.
b) The MDTFs from IMO, Beneficiary pays principle from interested bodies
and ODA from developed countries can be good financial resources to
establish JOBTC. Further, these financial resources can be used for
installation simulation/equipment for developing countries who required
more advanced training systems to meet the STCW Manila Amendments.
c) The JAMES can be good solution to provide global E-learning education
programmes for seafarers who are staying in different countries.
d) The STW sub-committee of IMO should clarify the vague terminology of
“qualified person” and make sure who can be the issuing party of training
books for tanker ship training. Also, the training providers have to work
together to ensure uniform compliance of KUPs.
e) The training requirements for persons who are involved in tug-barge
operations should be included in the STCW Convention Section B-V since it
has unique operation characteristics.
f) The IMDG Code training requirements for seafarers should be included in
the STCW Convention, Chapter II section A-II/1 as a mandatory competence
for seafarers.

84
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UN/CEFACT International Trade Procedures Working Group (ITPWG). (2003). The
Single Window Concept. Geneva: United Nations.
UN Convention On The Law of the Sea (1982).
Vietnam Maritime University. (2011). Retrieved August 31, 2011 from the World
Wide Web:
https://monkessays.com/write-my-essay/vimaru.edu.vn/gioithieu/25
91
World Maritime University. (2005). Study on the Supply & Demand of EU Officers/
Ratings and Manning Levels. Malmö: Maritime Transport Coordination
Platform.
92
Appendix 1 Summary of STCW Manila Amendments and its Resolutions
Affected Sections Regulation Section A Section B
Definition and
clarifications
Reg I/1.7
New definition for engineer
officer
Reg I/1.12
New definition for GMDSS
radio operator
Reg I/1.21
Change to definition of ro-ro
passenger ship
Reg I/1.27-36
New definition added – ISPS
Code, Ship Security Officer,
Certificate of Competency,
Certificate of Proficiency,
Security duties, electrotechnical rating and
documentary evidence
Certificates and
endorsements
Reg I/2.1
New certificate of competency
issuing rules for administrations
Reg I/2.2
New regulation on the issuing
of certificates to masters and
officers for tanker training
Reg I/2.6
New endorsement format
regulation
Reg I/2.7
New rules for administrations
recognising certificate prior to
endorsement
Reg I/2.8
Changes for administrations
Endorsing certificates
Reg I/2.12
Parties issuing certificates new
compliance requirements
Reg I/2.13
New candidates for certification
proof requirements
Reg I/2.14
All parties endorsing or issuing
certification now require a
register of documents
Reg I/2.15 and Reg I/2.16
All Parties endorsing or issuing
certification must make
information available to other
administrations and
companies(by 1 January 2017
this must be through electronic
means)
New requirements for
the issue and
registration of
certificates
A I/2.5
Approval of seagoing
service
A I/2.6
Approval of training
courses
A I/2.7
Electronic access to
registers

93
Affected
Sections
Regulation Section A Section B
Principles
governing nearcoastal voyages
Reg I/3.2
New rule for Parties with
ships on near coastal voyages
in another party’s limits
Reg I/3.5
New rules for certificates for
seafarers operating in near
coastal voyages
Reg I/3.6
Altered requirements for
parties defining near-coastal
voyages
New Principles governing
near-coastal voyages
A-I/3.1
Factors to be considered
when issuing certificates for
near coastal voyages
A-I/3.2
New requirements on the
limits of near-coastal
voyages
B-I/3
Amended near-coastal voyage
limits guidance
Control procedures Reg I/4.1
New security and
environmental requirements
A-I/4.6
Assessment of new
competency requirements for
those with security duties
National provisions Reg I/5.1
New requirement to
investigate any
incompetency, act, omission
or compromise to security
Reg I/5.2
New requirement for the
prevention and enforcement
of measures in relation to
unlawful certificates and
endorsements
Guidance regarding
training and
assessment
B-I/6.6 – 6.10
New guidance for use of
distance learning and e-learning
B-I/6.11
New guidance for assessing a
trainees’s progress and
achievements by distance
learning and e-learning
B-I/6.12
New guidance on a register of
approved training providers,
courses and programmes added
Communication of
information
Reg I/7
New requirements for the
IMO MSC with respect to the
communication of
information by governments
to IMO
A-I/7.2
Amendments to initial
communication of
information requirements
A-I/7.4, .5 and .6
Alteration and additions to
subsequent report
requirements
A-I/7.7,.9 and .11
Amendment to panel of
competent persons
requirements
B-I/7
New guidance added on the
communication of information
Quality standards Reg I/8
Medical certification
requirement added, more
requirements for
Assessment
A-I/8.3
New addition to national
objectives and quality
standards requirements to
unsure all provisions of
STCW are covered by
quality standards system
94
Affected Sections Regulation Section A Section B
Medical Standards Reg I/9.1 – 9.7
New requirements for medical
fitness standards
A-I/9
More detailed medical
standards and
requirement for
certification
introduced
B-I/9
Medical examination
and certification
guidance amended
Recognition of
certificates
Reg I/10.1
New requirement for
administrations who recognize
certificates
Reg I/10.5
Clarification of 3 months
flexibility for endorsement
B-I/10.2 and .3
New guidance
regarding the
recognition of
certificates
Revalidation of
certificates
Reg I/11.3
Requirement for tanker training
certificate holders to maintain
competence every 5 years
Reg I/11.4
Requirement to compare
standards of competence for
certificates issued before 1
January 2017 to determine if
refresher/updating training is
required
A-I/11
Amendments to
requirements for the
revalidation of
certificates
B-I/11
Amended guidance
regarding the
revalidation of
certificates
Guidance regarding
the use of simulators
B-I/12.19
Addition of ECDIS
B-I/12.36-66
New guidance on
training and assessment
in ECDIS introduced
B-I/12.68
Navigation and watchkeeping simulation
recommendations
amended
Responsibilities of
companies
Reg I/14
New responsibilities for
companies
A-I/14.3
New ro-ro passenger
ship familiarisation
requirements
B-I/14
New guidance for
companies to ensure
employed seafarers are
familiar with the vessel
and their duties and
responsibilities New roro familiarisation
requirements
Transitional
provisions
Reg I/15
New transitional provisions for
2010 amendments
95
Affected Sections Regulation Section A Section B
Mandatory minimum
requirements for
certification of
officers in charge of a
navigational watch on
ships of 500 G/T or
more
Reg II/1.2,
and .6
Candidate
requirements
for
certification
amended and
expanded
A-II/1
Function – Navigation at the operational level
Amendments and additions to the competence
“Maintain a safe navigational watch”
New competence “Use of ECDIS to maintain
the safety of Navigation”
Amended competence “Use the Imo Standard
Marine Communication Phrases and use
English in written and oral form”
Amended competence “Transmit and receive
information by visual signalling”
Function – Controlling the operation of the ship
and care for persons on board at the operational
level
Amended competence “Ensure compliance with
pollution prevention requirements
New competences “Application of leadership
and teamworking skill” and “Contribute to the
safety of personnel ship”
B-II/1.11
ECDIS added
B-II/1.19
and .20
Guidance on
training in
celestial
navigation
introuduced
Mandatory mimimum
requirements for
certification of
masters and chief
mates on ships of 500
G/T or more
A-II/2
Function – Navigation at the management level
Amended competence “Plan a voyage and
conduct navigation”, “Determine position and
accuracy of resultant position fix by any
means”
Expanded competence “Maintain safe
navigation through the use of information from
navigation equipment and systems Help
command decision making”
New competence “Maintain the safety of
navigation through the use of ECDIS and
associated navigation systems to Help
command decision making”
Amended competence “Forecast weather and
oceanographic conditions”
Amended and expanded competence “Use of
leadership and managerial skill”
Mandatory minimum
requirements for
certification of
officers in charge of a
navigational watch
and of masters on
ships of less than 500
G/T
Reg II/3
Altered
certification
requirements
for officers
and masters
on ships not
engaged and
ships engaged
on near
coastal
voyages
A-II/3
Function – Navigation at the operational level
Amended competence “Plan and conduct a
coastal passage and determine position”,
“Maintain a safe navigational watch”
Function – Controlling the operation of the ship
and care for persons on board at the operational
level
New competence “Contribute to the safety of
personnel and ship”
Mandatory minimum
requirements for
certification of ratings
as Able Seafarer Deck
Reg II/5
New
regulation for
certification
of ratings as
Able Seafarer
Deck
introduced
A-II/5
New specification of minimum standards of
competence for ratings as Able Seafarer Deck
introduced
B-II/5
Requirement for
a training record
book for Able
Seafarer Deck
96
Affected Sections Regulation Section A Section B
Mandatory minimum
requirements for
certification of
officers in charge of
an engine-room or
designated duty
engineers in a
periodically
unmanned engineroom
Reg III/1
Amended
regulation
regarding
certificates of
candidates to
attain them
A-III/1.2
Amended on board training requirements
A-III/1.8
Possibility to omit propulsion machinery types
on certification
A-III/1.10
Near-coastal voyages requirements amended
Table A-III/1
Function – Marine engineering at the
operational level
Amended competence “Maintain a safe
engineering watch” to include “Engine-room
resource management”, “operate fuel,
lubrication, ballast and other pumping systems
and associated control systems”, “Operate
electrical, electronic and control systems”,
“Maintenance and repair of shipboard
machinery and equipment”
New competence “Use internal communication
systems”, “Maintenance and repair of electrical
and electronic equipment”, “Appropriate use of
hand tools, machine tools and measuring
instruments for fabrication and repair on board”
Expanded competence “Operate main and
auxiliary machinery and associated control
systems”
Function – Controlling the operation of the ship
and care for persons on board at the operational
level
Amended competence “Ensure compliance with
pollution prevention requirements”
New competence “Application of leadership
and team working skills”, “Contribute to the
safety of personnel and ship”
Mandatory minimum
requirements for
certification of chief
engineer officers and
second engineer
officers on ships
powered by main
propulsion machinery
of 3,000kW
propulsion power or
more
Reg III/2
Amended
regulation
regarding
certificates of
competence
and
requirements
of candidates
to attain them
A-III/2.8
Amended requirements for near coastal
voyages
Table A-III/2
Function –Marine engineering at the
management level
New competence “Manage the operation of
propulsion plant machinery”
Amended competence “Plan and schedule
operations”, “operation, surveillance,
performance assessment and maintaining safety
of propulsion plan and auxiliary machinery”
Function – Electrical, electronic and control
engineering at the management level
Amended competence “Manage operation of
electrical and electronic control equipment”,
“manage troubleshooting restoration of
electrical and electronic control equipment to
operating condition”, “manage safe and
effective maintenance are repair procedures”,
“ ensure safe working practices”, “use
leadership and managerial skills”
Expanded competence “Detect and identify the
cause of machinery malfunctions and correct
faults”
97
Affected Sections Regulation Section A Section B
Mandatory minimum
requirements for certification of
chief engineer officers and
second engineer officers on
ships powered by main
propulsion machinery of
between 750kW and 3,000kW
propulsion power
A-III/3.8
Near-coastal voyages
requirements
amended
Mandatory minimum
requirements for certification of
ratings forming part of a watch
in an manned engine-room or
designated to perform duties in
a periodically unmanned
engine-room
Table A-III/4
Function – Marine
engineering at the
support level
Amended competence
“for keeping a boiler
watch”
Mandatory minimum
requirements for certification of
ratings as Able Seafarer Engine
in a manned engine-room or
designated to perform duties in
a periodically unmanned
engine-room
Reg III/5
New regulation for
certification of rating
as Able Seafarer
Engine introduced
A-III/5
New specification of
minimum standards of
competence for
ratings as Able
Seafarer Engine
introduced
B-III/5
Requirement for a
training record book for
Able Seafarer Engine
Mandatory minimum
requirements for certification of
electro-technical officer
Reg III/6
New regulation for
certification for
electro-technical
officers introduced
A-III/6
New specification of
minimum standards of
competence for
electro-technical
officer introduced
B-III/6
Guidance regarding
training and
certification for electrotechnical officers
introduced
Mandatory minimum
requirements for certification of
electro-technical rating
Reg III/7
New regulation for
certification for
electro-technical
ratings introduced
A-III/7
New specification of
minimum standards of
competence for
electro-technical
ratings introduced
Radio communication and radio
operators
Reg IV
Change of term-radio
personnel now named
radio operators
A-IV
Change of term-radio
personnel now named
radio operators
B-IV
Change of term-radio
personnel now named
radio operatos

98
Affected Sections Regulation Section A Section B
Mandatory minimum
requirements for the
training and qualification
of masters, officers and
ratings on oil and
chemical tankers
Reg V/1-1
Amended and
expanded
regulation for
seafarers on
board oil and
chemical
tankers and
requirements
for basic and
advanced
training
A-V/1-1
Amended and expanded requirements for
the standard and competence of seafarers
on board oil and chemical tankers
Table A-V/1-1-1
New tables for the specification of
minimum standard of competence in
basic training for oil and chemical tanker
cargo operations
Table A-V/1-1-2
New tables for the specification of
minimum standard of competence in
advance training for oil tanker cargo
operations
Table A-V/1-1-3
New tables for the specification of
minimum standard of competence in
advance training for chemical tanker
cargo operations
B-V/1
Amended and
expanded training
guidance for tankers
B-V/1-1.20
Amended training
guidance for oil
tankers
B-V/1-1.22
Amended training
guidance for
chemical tankers
Mandatory minimum
requirements for the
training and qualification
of masters, officers and
ratings on liquefied gas
tankers
Reg V/1-2
New
regulation for
seafarers on
board
liquefied gas
tankers
introduced
A-V/1-2
New requirements for seafarers on board
liquefied gas tankers
Table A-V/1-2-1
New tables for the specification of
minimum standard of competence in
basic training for liquefied gas tanker
cargo operations
Table A-V/1.2.2
New tables for the specification of
minimum standard of competence in
advanced training for liquefied gas tanker
cargo operations
B-V/1-2
Amended training
guidance for
liquefied gas
tankers
Mandatory minimum
requirements for the
training and qualification
of masters, officers and
ratings and other
personnel on passenger
ships
Reg V/2
Amended to
provide
guidance for
seafarers on
board
passenger
ships
including roro passenger
ships
A-V/2
Amended to provide guidance for
seafarers on board all passenger ships
A-V/2.2
New procedures regarding safety training
for personnel providing direct service to
passengers in passenger spaces
A-V/2.4
Amended to include ro-ro passenger ships
Amended to clarify application to ro-ro
ship spaces
B-V/2
Amended guidance
for seafarers on
board passenger
ships regarding
enhanced fire
fighting and damage
control
Guidance regarding
training and qualification
of masters and officers in
charge of a navigational
watch on board OSV
B-V/e
New guidance for
masters and officers
in charge of a
navigational watch
on board OSV
Guidance on the training
and experience for
personnel operating DP
systems
B-V/f
New guidance for
personnel operating
DP systems
Guidance regarding
training of masters and
officers for ships
operating in polar waters
B-V/g
New guidance for
masters and officers
for ships operating
polar waters
99
Affected Sections Regulation Section A Section B
Mandatory minimum
requirements for safety
familiarization, basic
training and instruction
for all seafarers
Reg VI/1.2
New requirements for a
certificate of
proficiency
A-VI/1
New refresher training
requirements
Table A-VI/1-4
Amended competence “take
precautions to prevent
pollution of the marine
environment”, “contribute
to effective communications
on board”, “contribute to
effective human
relationships on board ship”
Mandatory minimum
requirements for safety
familiarization, basic
training and instruction
for all seafarers
Reg VI/1.2
New requirements for a
certificate of
proficiency
A-VI/2
New refresher training
requirements
Table A-VI/2-1
Amended competence “take
charge of a survival craft or
rescue boat during and after
the launch”
Table A-VI/2-2
Amended table
“specification of the
minimum standard of
competence in fast rescue
boats”
B-VI/2.3
On board training and
experience guidance
amended
Mandatory minimum
training in advanced fire
fighting
A-VI/3
New refresher training
requirements
Guidance regarding
requirements in medical
first aid and medical
care
B-VI/4
New guidance for training
programmes
Mandatory minimum
requirements for the
issue of certificate of
proficiency for ship
security officers
Reg VI/5
New certificates of
proficiency for SSO
regulation introduced
A-VI/5
Certificates of proficiency
for SSO introduced
B-VI/5
Certificates of proficiency
for ship security officers
guidance introduced
Mandatory minimum
requirements for
security related training
and instruction for all
seafarers
Reg VI/6
New regulations for
security related training
and instruction for all
seafarers
A-VI/6
New requirements for
security related training and
instruction for all seafarers
B-VI/6
New guidance for security
related and instruction for
all seafarers
Issue of alternative
certificate
A-VII/1.4
Amended and expanded
certification requirements at
the support level
Certification of
seafarers
A-VII/2.3 and .4
Added requirements for
seafarers at the support
level
B-VII/2
New guidance regarding
special integrated deck and
engine training
Fitness for duty Reg VIII/1.1
Amended application
of the requirements for
the prevention of
fatigue
Reg VIII/1.2
A-VIII/1
Amended requirements for
standards regarding
watchkeeping, specifically
minimum hours of rest and
fitness for duty
B-VIII/1.4
Amended guidance on the
prevention of fatigue and
use of exceptions for the
minimum hours of rest
B-VIII/1.6
New guidance for the
100
New regulation for the
prevention of drug and
alcohol abuse
prevention of drug and
alcohol abuse
Wathch-keeping
arrangements and
principles to be
observed
Reg VIII/2.2
New additional factors
to be considered for
watch-keeping
arrangements
A-VIII/2.8
New watchkeeping
principles
A-VIII/2.10
Amended to include cargo
watch in the principles
applying to watchkeeping at
sea
A-VIII/2.18
Wathc arrangements altered
to include ECDIS
A-VIII/2.47
Watchkeeping uder coastal
and congested waters
amended to include ECDIS
A-VIII/2.107
Cargo watch requirements
introduced
B-VIII/2 part 4-1
New guidance for keeping
an anchor watch
Source: Guidelines on the IMO STCW Convention (Including the 2010 “Manila
Amendments” (ISF, 2011)

101
The STCW Diplomatic Conference also adopted resolutions on:
– Resolution 3 : Expression of appreciation to the host Government;
– Resolution 4 : Transitional provisions and early implementation;
– Resolution 5 : Verification of certificates of competency and endorsements
contained;
– Resolution 6 : Standards of training and certification and ships’ manning levels;
– Resolution 7 : Promotion of technical knowledge, skills and professionalism of
seafarers;
– Resolution 8 : Development of guidelines to implement international standards
on medical fitness for seafarers;
– Resolution 9 : Revision of existing model courses published by the
International Maritime Organization and development of new model courses;
– Resolution 10 : Promotion of technical co-operation;
– Resolution 11 : Measures to ensure the competency of masters and officers of
ships operating in polar waters;
– Resolution 12 : Attracting new entrants to, and retaining seafarers in, the
maritime profession;
– Resolution 13 : Accommodation for trainees;
– Resolution 14 : Promotion of the participation of women in the maritime
industry;
– Resolution 15 : Future amendments and review of the STCW Convention and
Code;
– Resolution 16 : Contribution of the International Labour Organization;
– Resolution 17 : Role of the World Maritime University and IMO International
Maritime Law Institute and International Maritime Safety, Security and
Environment Academy (IMSSEA) in promoting enhanced maritime standards;
– Resolution 18 : Year of the Seafarer; and
– Resolution 19 : Day of the Seafarer.
102
Appendix 2 Questionnaire paper
Re: RESEARCH QUESTIONS ON STCW MANILA AMENDMENTS
I am currently undertaking the Masters of Science (MSc) program in
Maritime Affairs (MSc) at the World Maritime University (WMU) at Malmo,
Sweden specializing in Maritime Safety and Environmental Administration. As a
professional, I am working for the Korea Institute of Maritime and Fisheries
Technology (KIMFT) as an Helpant Professor.
As part of the MSc program I am writing a dissertation on the recent
STCW Manila amendments. In order to address all possible angles and issues
related to the Manila amendments, I would like to seek your expertise and opinions
on the challenges and impacts with regards to the Manila amendments. I would
appreciate if you could complete the questionnaire attached herewith where it is
relevant to your area. Your valuable comments are much appreciated.
Due to the short timeline given to complete my dissertation, I would
deeply appreciate your prompt response ASAP. Meantime, if there are any
queries please do not hesitate to contact me. I had attached my curriculum vitea for
your reference. I would like to thank you in advance for taking your time to go
through this questionnaire.
Thank you.
Yours sincerely,
Chae, Chong Ju
WMU, Sweden
103
STCW Manila Amendments

The following are only indicative questions. Please provide your
comments in areas which are relevant to your area of expertise.
1. What are the procedures for ratifying the STCW Manila amendments
or international conventions in your country? (in detail)
(Ex: sign at diplomatic conference → making national regulations → approved by
national assembly → send it to IMO → ratify )
2. Are there any additional expenditure required for the implementation o
f the new training or education curriculums to comply STCW Manila Amend
ments? If yes, please provide the details.
(Example: Cost for new fire fighting facilities: 20,000US$, Cost for new employed
lecturer or professor: 30,000US$/year, Cost for manpower etc. in detail, use unit
US$ base)
3. Do you have training ship to comply on board training requirements
which mentioned in STCW Chapter 2 and 3 for deck officer and engineer off
icer.
If yes, is the training ship capacity sufficient for all cadets in your institute or country?
(explain capacity of your training ship)
Alternatively how does the cadets in your country complete their sea service
requirement, and what are the difficulties faced?
104
4. What are the course fees for the education or training courses which
are mentioning in STCW Manila amendments for seafarers.
(Example: Basic training for crude oil tanker : 100 US$, Advanced training for crude
oil tanker : 200 US$.
(Please attach the course fees structure and data)
5. What are the procedures (in sequence) and requirements (in terms of
certification and endorsement) for seafarers who want board tanker ship. In addition,
are there any problems for seafarer who want get tanker ship certificate?
(Example: Difficult to have one month or three month on board training on tanker
ship)
6. Do you have distance learning and e-learning systems?
– If yes, what are the types of distance learning and e-learning programs available.
In addition, what kind of problems you have with regard to distance learning.
– If no, are there plans to establish distance learning and e-learning programs. And,
describe the challenges faced for implementation.
7. Are there any additional training courses or programs required beyond the
STCW Chapter VI- Basic Training requirement.
Please state the types of additional training courses required.

105
8. What is your opinion on the new rest hour framework for seafarers in
the STCW Manila amendments.
– Is it reasonable? why?
– Is it not reasonable? why?
Are there any conflicts with your country’s rest hours requirements as compared to
the STCW Manila Amendments?
9. In your opinion, what are the advantages and disadvantages of STCW
Manila Amendments.
10. What are the difficulties faced for
i) rectifying the STCW Manila amendments in your country; and
ii) the compliances of the requirements in your institute?
11. How many seafarers will be affected by STCW Manila amendment in
your country? (Please attach your country’s seafarer statistic data if possible)
12. In your opinion, are there any further amendments required to the
STCW Conventions for seafarer training in the future and why?

106
Appendix 3 Brief summary of 7 MET institutes of Far East 7 Countries
NMP (National Maritime Polytechnic)
NATIONAL MARITIME POLYTECHNIC
The NMP was established on May 1, 1978 by virtue of Presidential Decree No. 1369
to meet the need for a maritime training center in the country. Initial operations were
handled by employees from the National Seamen Board. The course offerings
consisted of Basic Messman Course as well as the supervision of radar-related
courses in Manila-based maritime schools.
Expanded operations of the Polytechnic became possible with the acquisition in 1980
of a 17-hectare lot in Cabalawan, Tacloban City.
The increasing demands for bigger and more modern structures, improved
accommodations and enhanced services, the Philippines commitment and Japan’s
generous Helpance resulted in the construction of up-to-date training, support and
administrative service facilities.
The signing of the Technical Cooperation Program between the Governments of the
Philippines and Japan, the latter represented by the Japan International Cooperation
Agency (JICA) in 1985. resulted in a two-phased modernization and expansion
program.
Phase one consisted of the construction of the Administration, Training and
Generator buildings and the donation of simulator equipment, spare parts, technical
books and references. This became the basis of the dispatch of experts to the NMP
for technology transfer and for the technical training of their Filipino counterparts in
Japan.
Executive Order No. 126 signed in 1987 attached NMP to the Department of Labour
and Employment (DOLE) converting NMP from state college to a DOLE agency.
Governed by a Board of Trustees, chaired by the Secretary of the DOLE, the NMP
then took off producing more and more highly competitive seafarers.
107
With the structures and equipment in place, NMP has since 1986, offered various
upgrading and specialized courses for deck and engine officers and the basic safety
courses for both officers and ratings. In the ensuing years, the implementation of the
Faculty Development Program (Cross-Training, Shipboard Rotation, Foreign and
Local Schoalrship and Training Grants) and Staff Development Programs were
strengthened to boost the competence of the agency’s manpower resources.
Recently, the agency attained its ISO certification as the Quality Management
Systems of the NMP were assessed and registered against the requirements of ISO
9001 with certificate No. AJA00/2285 and registered on 25 April 2000 by the AJA
Registrars of Bristol, England. As proof that the agency is maintaining its quality
management systems, the agency successfully passed the first two surveillance audits
conducted in November 2000 and in July 2001.
Source : www.nmp.gov.ph
DMU Dalian Maritime University
Dalian Maritime University (DMU) is one of the largest and best maritime
universities and is the only key maritime institution under the Ministry of
Communications, People’s Republic of China. DMU enjoys a high reputation
internationally as an excellent center of maritime education and training as
recognized by the International Maritime Organization (IMO).
The long history of the University can be traced back to 1909, when the Nanyang
Institute in Shanghai established a Shipping Management Section. Chinese higher
maritime education went through many difficult periods and was not well developed
before the founding of the people’s Republic of China in 1949.
DMU was created in 1953 through the amalgamation of three merchant marine
institutions: Shanghai Nautical College, the Northeast Navigation College and Fujian
Navigation School. At that time its name was Dalian Marine College, and it was the
only maritime college in China. In 1960, DMU was designated a national key
108
institution of higher education. Later in 1983, the Asia-Pacific Region Maritime
Training Center was established at DMU by the United Nations Development
Program (UNDP), and the IMO and in 1985 a branch of the World Maritime
University (WMU) was established.
With the approval of the Ministry of Education in 1994, the Univrsity’s name was
changed to the present one. In 1998, the University was awarded the ISO9001
Certificate of Quality Assurance accredited by the Norwegian Det Norske Veritas
(DNV) and the China Maritime Safety Administration (MSA); it became the first
maritime university in China to have the ISO9001 Certificate. In 2004, the
University successfully passed the quality assessment of undergraduate teaching by
the Ministry of Education. Through continual development, DMU has been at the
forefront of similar universities both in broadening the scope and in enhancing the
level of its programs.
The University consists of 13 colleges, and in addition to the departments in each
college, there are three other departments which serve as support departments for
entire University. Presently DMU has a post-doctoral program (R&D base), 16
Doctoral programs, 57 master’s degree programs, and 42 undergraduate programs.
Both the Traffic Information Engineering and Control and the Marine Engineering
are national key disciplines. The University is authorized to confer MBA, MPA, J.M,
and Master of Engineering, an on-the-job master’s degree.
Since the amalgamation, DMU has educated and trained nearly 50,000 advanced
professionals and technical authorities for the country. Many of them are now
playing essential roles in maritime and maritime-related industries both in and
outside of China. The current student population has risen to approximately 17,000.
Additionally, our university enrolls overseas students for Bachelor’s Master’s
Degrees and PhDs. More than 4,000 overseas students and advanced professionals
from over 30 countries and regions have been educated and trained at DMU.
Source: (DMU, 2008)
109
VIMARU (Vietnam Maritime University)
Founded in 1956, Vietnam Maritime University (VIMARU) has been a leading
university of Vietnam in the maritime section. With total number of nearly 16,000
students who study 19 (nineteen) fields of education and constant-annual enrolment
of 2,400 to 3,000 students, VIMARU nowadays has been being assigned for
educating higher education level graduates of nautical science, marine engineering,
electrical and electronic engineering, shipbuilding, sea-transport economics,
waterway engineering and all the other fields relating to national maritime sector.
Besides, the University also educates post-graduates of Master of Science (Msc.) and
Doctor of Philosophy (PhD.) in the fields of Nautical Science, Marine Engineering,
Energetic Engineering, Naval Architecture, Waterway Engineering, Sea-transport
Economics, etc.
Furthermore, VIMARU is in charge of training for upgrading and refreshing courses
to meet the STCW78/95 requirements of all levels of competent certifications
(Master, Chief Engineer, Deck and Engine Officers, Chief Radio Operator, Chief
Electrician, etc. ) for the whole country.
Source: (VIMARU, 2011)

110
KIMFT
(Korea Institutes of Maritime and Fisheries Technology)
I. History
II. Major Service
o Education and training of personnel engaged in maritime, fisheries and other
relative sectors
o Supporting services to the government on making seafarers policy
o Services promoting an international exchange of technology related to
maritime affairs and fisheries
o Services for the execution of maritime license examination
o Research and development studies on shipping, port operation and fisheries
o Education and Training of Personnel Engaged in Offshore Safety
Source: (KIMFT, 2008)
111
SMA (Singapore Maritime Academy)
SMA’s history began in 1957 when the Singapore Polytechnic (SP) took over the
responsibility of navigation classes from the Sailor’s Institution. SMA celebrated her
50th year in Maritime Education and Training with the launch of SatCom@SMA – a
maritime satellite communications centre in partnership with SingTel.
SMA have three distinct areas of operation: Marine Engineering, Maritime Business
and Nautical Studies. As the country’s main maritime training institution, SMA
offers a full range of maritime diplomas and specialist diplomas, Certificate of
Competency (CoC) courses as well as Standards of Training, Certification and
Watchkeeping (STCW) courses.
The academy also launched the SMA-SMTC Safety Training Centre (SSSTC),
located at the Poly Marina, which provides safety training for personnel working in
the offshore oil and gas industry.
The most recent award clinched by SMA was the Seatrade Asia Awards 2011 for
The Education and Training Award. SMA was awarded the global Seatrade Awards
2009 (London) for Investment in People with High Commendation, inaugural
Seatrade Asia Awards 2008 for Education and Training and Lloyd’s List Asia
Awards 2008 for the Training and Crewing’ category of excellence. In the decade of
Lloyd’s List Asia Awards, SMA won seven consecutive awards of a similar category
– The Best Seafarer Training Institute and The Youth Development awards. A series
of accolades achieved by SMA over the years are:
Over the years, Singapore has developed into a global hub port and a leading
International Maritime Centre (IMC). SMA has played an important role by
providing quality maritime education and training for more than 50 years. The
numerous awards accorded to SMA signify the strong endorsements by the maritime
industry on SMA’s programmes.
Source : (SMA, 2009)
112
ALAM (Malaysian Maritime Academy)
The story of the Academy began in 1977. The need to train and prepare Malaysians
for the exciting maritime industry was addressed with the establishment of a nonprofit making body called MATES (Malaysian Training and Education for Seamen)
Foundation. Consisting of the Malaysian International Shipping Corporation Berhad
(MISC) (now known as MISC Berhad), International Shipping Carriers Hong Kong
and the Malaysian Ministry of Transport as their main promoters, the foundation
soon pioneered the Maritime Training Centre (MTC) in 1977.
On 15 August 1981, MTC was subsequently upgraded to academy status and thus
named ALAM, short for Akademi Laut Malaysia (Malaysian Maritime Academy).
On 1 January 1997, ALAM was privatised to Malaysian Maritime Academy Sdn Bhd
(MMA).
ALAM, the nation’s premier maritime education and training establishment, has
since been designated as a Branch Campus of the World Maritime University,
Malmo, Sweden and has also established formal alliances with other leading
maritime education and training institutions in Australia, Norway, The Netherlands,
Singapore and The United States of America.
Source : (ALAM, 2011)

113
Appendix 4 Working hour record of two tanker ships
Kinds of work in detail for deck officers during ship to ship (STS) operations
VLCC “A”, H: hours
Captain C/O 1/O 2/O 3/O
Day 1 Berthing 2H
CIQ 2H
U.S.C.G
inspection 4 H
Cargo duty 12H Cargo duty 12H Bridge duty 12H Bridge duty 12H
Day 2 Paper work 2H
Cargo watch 2H
General work 4H
Cargo duty 12H Cargo duty 10H Bridge duty 12H Bridge duty 12H
Day 3 Paper work 2H
Cargo watch 2H
General work 4H
Cargo duty 12H Cargo duty 10H Bridge duty 12H Bridge duty 12H
Day 4 Paper work 2H
Cargo watch 2H
General work 4H
Cargo duty 12H Cargo duty 10H Bridge duty 12H Bridge duty 12H
Day 5 Paper work 2H
General work 6H
Cargo duty 12H Cargo duty 12H Bridge duty 12H Bridge duty 12H
Day 6 1 day rest 1 day rest Navigation duty
8H
Bridge duty 8H Bridge duty 8H
Day 7 Paper work 4H Navigation duty
8H
Navigation duty
8H
Bridge duty 4H Bridge duty 4H
TTL 44H 68H 70H 72H 72H
Sources : working hour record of Panama flag state VLCC (Chae, Chong Ju)
VLCC “B”, H: hours
Captain C/O 2/O 3/O
Day 1 Bridge duty 12H Cargo duty 12H
USCG inspection 2H
Bridge duty 12H Bridge duty 12H
Day 2 Bridge duty 12H Cargo duty 12H
Berthing, Un-berthing 2H
Bridge duty 12H Bridge duty 12H
Day 3 Bridge duty 12H Cargo duty 12H
Berthing, Un-berthing 2H
Bridge duty 12H Bridge duty 12H
Day 4 Bridge duty 12H Cargo duty 12H
Berthing, Un-berthing 2H
Bridge duty 12H Bridge duty 12H
Day 5 Bridge duty 12H Cargo duty 12H
Berthing, Un-berthing 2H
Bridge duty 12H Bridge duty 12H
Day 6 Paper work 2H
General work 6H
1 day rest Bridge duty 8H Bridge duty 8H
Day 7 Paper work 4H Navigation duty 8H Bridge duty 8H Bridge duty 8H
TTL 44H 78H 76H 76H
Sources: Working hour record of Singapore flag state VLCC (Jolyn Tay Ling Ling)

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