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All applications for STCW as of January 1, 2017, must meet the requirements of International Convention on the Standards of Training, Certification, and Watchkeeping for Seafarers, 1978, as amended (STCW 1978, as amended). This has been extended for some STCW capacities, check the current applicable NVIC to see if additional extensions have.

In June 2010 significant changes to the STCW (Standards of Training, Certification and Watchkeeping for seafarers) Convention and Code were agreed at an IMO Diplomatic Conference in Manila in order to bring the Convention and Code up to date with new developments. These changes, known as “The Manila amendments to the STCW Convention and Code” are due to enter into force on 1 January 2012 and are the first major revisions since the Convention and Code were updated in 1995.
The IMO has advised that amongst the amendments adopted, the important changes include:
- Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation process (monitoring of Parties’ compliance with the Convention);
- Revised requirements on hours of work and rest and new requirements for the prevention of drug and alcohol abuse, as well as updated standards relation to medical fitness standards for seafarers;
- New certification requirements for able seafarers;
- New requirements relating to training in modern technology such as electronic charts and information systems (ECDIS);
- New requirements for marine environment awareness training and training in leadership and teamwork;
- New training and certification requirements for electro-technical officers;
- Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers;
- New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates;
- Introduction of modern training methodology including distance learning and web-based learning;
- New training guidance for personnel serving on board ships operating in polar waters; and
- New training guidance for personnel operating Dynamic Positioning Systems.
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The full text of the revised Convention and Code can be found on the IMO website.
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Transitional Provisions
Although the new regulations come into effect on 1 January 2012, there are two transitional arrangements concerning certification issued under previous Convention requirements:
“Until 1 January 2017, a Party may continue to issue, recognize 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 approved seagoing service, an approved education and training programme or an approved training course before 1 July 2013.
Until 1 January 2017, a Party may continue to renew and revalidate certificates and endorsements in accordance with the provisions of the Convention which applied immediately prior to 1 January 2012.”
Fitness for Duty Regulations
One of the main changes to the Code directly affecting shipboard operations concerns the requirements for fitness for duty and hours of rest as contained in Chapter VIII – Standards regarding watchkeeping. These have been harmonised with the requirements of the International Labour Organisation Maritime Labour Convention, which is expected to enter into force during the first half of 2013.
At present the fitness for duty requirements contained within the STCW Code 1995 require that:
1. All persons who are assigned duty as officer in charge of a watch or as a rating forming part of a watch shall be provided with a minimum of 10 hours of rest in any 24 hour period.
2. The hours of rest may be divided into no more than two periods, one of which shall be at least 6 hours in length.
3. The requirements for rest periods laid down in paragraphs 1 and 2 need not be maintained in the case of an emergency drill or in other overriding operational conditions.
4. Notwithstanding the provisions of paragraphs 1 and 2, the minimum period of ten hours may be reduced to not less than 6 consecutive hours provided that any such reduction shall not extend beyond two days and not less than 70 hours of rest are provided each seven day period.”
A number of changes have been made and additional requirements have been added to the revised fitness for duty regulations in the STCW Code 2010. From 1 January 2012 seafarers will have to comply with the following regulatory requirements:
1. Administrations shall take account of the danger posed by fatigue of seafarers, especially those whose duties involve the safe and secure operation of a ship.
2. All persons who are assigned duty as officer in charge of a watch or as a rating forming part of a watch and those whose duties involve designated safety, prevention of pollution and security duties shall be provided with a rest period of not less than:
- A minimum of 10 hours rest in any 24 hour period;
- 77 hours rest in any 7 day period.
3. The hours of rest may be 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.
4. The requirements for rest periods laid down in paragraphs 2 and 3 need not be maintained in the case of an emergency,or in other overriding operational conditions. Musters, fire-fighting and lifeboat drills, and drills prescribed by national laws and regulations and by international instruments, shall be conducted in a manner that minimizes the disturbance of rest periods and does not induce fatigue.
5. Administrations shall require that watch schedules be posted where they are easily accessible. The schedules shall be established in a standardized format in the working language or languages of the ship and in English.
6. When a seafarer is on call, such as when a machinery space is unattended, the seafarer shall have an adequate compensatory rest period if the normal period of rest is disturbed by call-outs to work.
7. Administrations shall require that records of daily hours of rest of seafarers be maintained in a standardized format, in the working language or languages of the ship and in English, to allow monitoring and verification of compliance with the provisions of this section. The seafarers shall receive a copy of the records pertaining to them, which shall be endorsed by the master or by a person authorized by the master and by the seafarers.
8. Nothing in this section shall be deemed to impair the right of the master of a ship to require a seafarer to perform any hours of work necessary for the immediate safety of the ship, persons on board or cargo, or for the purpose of giving assistance to other ships or persons in distress at sea. Accordingly, the master may suspend the schedule of hours of rest and require a seafarer to perform any hours of work necessary until the normal situation has been restored. As soon as practicable after the normal situation has been restored, the master shall ensure that any seafarers who have performed work in a scheduled rest period are provided with an adequate period of rest.
9. Parties may allow exceptions from the required hours of rest in paragraphs 2.2 and 3 above provided that the rest period is not less than 70 hours in any 7 day period.
Exceptions from the weekly rest period provided for in paragraph 2.2 shall not be allowed for more than two consecutive weeks. The interval between two periods of exception on board shall not be less than twice the duration of the exception. The hours of rest provided for in paragraph 2.1 may be divided into no more than three periods (during exceptions), one of which shall be at least 6 hours in length and neither of the other two periods hall be less than one hour in length. The intervals between consecutive periods of rest shall not exceed 14 hours. Exceptions shall not extend beyond two 24 hour periods in any 7 day period.
Exceptions shall, as far as possible, take into account the guidance regarding prevention of fatigue in section B-VIII/1” It must be noted that several administrations do not consider “overriding operational conditions” to include routine activities associated with the normal operation of the vessel, such as arriving and departing port, and cargo operations.
Breaches of the STCW Code fitness for duty provisions may lead to deficiencies being raised against a vessel by a Port.
State Control Officer, and depending on the severity of the offence, may lead to the detention of a vessel. Significant violations of the fitness for duty regulations may result in prosecution in some states.
Refresher Training for Statutory Short Courses
Another significant development in the revised Convention and Code concerns the requirement to undergo refresher training in a number of key areas.
Previously the STCW requirements in respect of refresher training for a number of statutory short courses were interpreted in a number of ways by various Administrations. Any loopholes in the regulations have now been removed and courses concerning the safety and survival of crew and passengers will require refresher training every five years.
The following statutory courses will, under the new STCW Convention and Code require refresher training at least every five years:
- Basic Safety Training;
- Crisis Management and Human Behaviour;
- Crowd Management;
- Passenger Safety, Cargo Safety and Hull Integrity;
- Proficiency in Fast Rescue Boats;
- Proficiency in Survival Craft and Rescue Boats, other than Fast Rescue Boats;
- Training in Advanced Fire Fighting.
It is a possibility that such refresher training may be in an abbreviated form of the training scope covered by the initial course; this may be met by web based learning, shipboard training or drills, or the more traditional shore based training. The exact requirements will be determined by individual Administrations. If Members require any further guidance they should contact the Loss Prevention department.

• Read Free Stcw F 95 International Convention On Standards Of Training Certification And Watchkeeping For Fishing Vessel A GUIDE FOR SEAFARERS The Manila amendments to the STCW Convention and Code were adopted on 25 June 2010, marking a major revision of the STCW Convention and Code. The 2010 amendments are set to enter.
• The STCW Convention is a book consisting of three sections. The articles: outline the legal responsibilities a party has to meet. The Annex: gives technical details on how the legal responsibilities referred to in the articles should be met. The STCW Code: speci es in more depth the technical details contained in the annex.

The STCW was adopted on 7 July 1978 and entered into force on 28 April 1984. The Convention established standard minimum requirements for the training and certification of seafarers, replacing those made by individual governments.

The 1995 amendments entered into force on 1 February 1997 and represented a major revision of the Convention. They were in response to a recognised need to bring the Convention up to date and to respond to critics who pointed out the many vague phrases, such as “to the satisfaction of the Administration”, which resulted in different interpretations being made. One of the major features of the revision was the division of the technical annex into regulations, divided into Chapters as before, and a new STCW Code, to which many technical regulations were transferred. Part A of the Code is mandatory while Part B is recommended. Dividing the regulations up in this way makes administration easier and it also makes the task of revising and updating them simpler.

The Manila amendments to the STCW Convention and Code were adopted on 25 June 2010 and entered into force on 1 January 2012. They were aimed at bringing the Convention and Code up to speed with new developments and addressing issues that could emerge in the foreseeable future.

Despite the amendments to the Convention and Code, there have been numerous complaints about the lack of competence and critical skills of crew from various supplier countries.

Competence per the various tables for each level of marine qualification is described briefly without specifications for the assessment under the performance criteria. There is currently no Global Qualification Framework (GQF) for the STCW qualifications. Most OECD countries have already created their respective National Qualifications Framework (NQF) for tertiary education. Other nations have done so as well, including Australia, New Zealand and Singapore. Marine qualifications are at tertiary level, and the two educational wings (Higher Education—HED and Vocational Education & Training VET/TVET) call for global recognition and acceptance in equivalence. If not, career pathways remain muddy waters.

It is imperative that common user methodology and language (currently regulatory roles are left to individual administrations) are applied across the board. Homescapes hack apk download for android. Otherwise, standards become victims. The following are some of the shortfalls and suggested solutions:

• The STCW Code will need to be reviewed and exact terms and descriptors (action verbs) of the various qualifications with each competence incorporated at the requisite NQF/GQF level;

• Each qualification must contain universally accepted competence. Each competence must have in its construct, universally accepted performance criteria that identifies the volume of learning (cognition), the skills or skills sets (psychomotor) and the behaviour/attitude (affective) in carrying out each or set of competencies per skill/skills set;

• Each assessment of competence within each qualification must be evidence-based and common user rubrics that qualify the above dot point. Reasonable adjustments can be applied in accordance with universal best practice. Many proponents of MET (maritime education and training) do not fully comprehend what evidence-based really entails. Hence, retraining of MET teaching/learning staff is imperative; and

• Models of best practice delivery, learning and assessment strategies should be included for each qualification.

For the above to be practicable and attainable, retraining of teaching and assessment staff members must be implemented for delivery of competency-based learning/education (CBE), adopting outcomes-based education (OBE) and work-based learning (WBL). Strategies for learning and assessments must meet common user outcomes. Current IMO Model courses for trainers (which are instructor–led and -centred) are inadequate in meeting the standards.

Clearly, some fundamental and extensive changes are necessary. Amongst them:

• Retrain and recertificate trainers and teaching staff to move fully into adult education/vocational education and become facilitators to transfer mastery of outcomes comprising, required knowledge, skills and attitudes. This means changing from teacher-centred pedagogy (school-based) to learner-centred andragogy, and heutagogy applying work based learning applications. Intrinsically the paradigm would shift from traditional learning to non-traditional methods, although some may be retained.

• https://Ableton-Live-10-Suite-Free-Download-Crack.peatix.com/. Rewrite course programmes and certification rules and regulations. The current IMO model courses (knowledge-based /time-based) are not suitable for competency-based education/learning delivery.

• Redesign assessment methodologies and rubrics to ensure satisfactory compliance with performance criteria (demonstrable outcomes). That is, do away with the old grading system.

• Change learning environments from classroom-based to workshop/ work-based learning and assessment.

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• Revise time-based reckoning to one that is flexible and self-paced. This continues to be a major challenge, although historically the time-based approach has satisfied the age-old requirement for regulatory sea time.

• Encourage teachers and trainers to be workplace-focussed.

It is worth noting that candidates for maritime qualifications today seek certification through college degree/academic equivalence. This has disrupted the learning modus operandi as many regions now have cadets graduating with a degree before sea service or coinciding with their initial Officer of The Watch certification after a very short internship at sea. The internship should satisfy the criteria required for the officer to operate in all seasons, weather and types of vessels in different environments (cultural, legal, operational methods etc.), and ports.

There are several models of competency-based learning. This I learnt from talking to quite a selection of experts in MET across the region and some from the other side of the world. Really? I asked. What’s your take?

I realised that many have no formal training in facilitating learning to attain outcomes that meet the standards of performance. Many jurisdictions struggle with this concept as the proper descriptors are inadequate universally. This results in poor interpretation of the performance criteria as many deliver training through prescribed syllabi privileging examinations — i.e., regurgitation of content/information and not competency-based assessments.

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