Beruflich Dokumente
Kultur Dokumente
CEDI
TION
2014 EDITION
ELECTRONIC EDITION
London, 2014
IMO978-92-801-1586-4
ISBN: PUBLICATION
Sales number: ET405E
IMO PUBLICATION
Sales number: T405E
ACKNOWLEDGEMENTS
This course was developed by the World Maritime University (WMU) in Malmö, Sweden.
Contents
Page
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . v
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Purpose of the model courses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Use of the model course. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lesson plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Evaluation or assessment of participants’ progress . . . . . . . . . . . . . . . . . . . . . . . . . 2
Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
iii
Part E: Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Method of evaluation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Reliability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Subjective testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Objective testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Distracters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Guess factor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Scoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
iv
Foreword
Since its inception the International Maritime Organization (IMO) has recognized the
importance of human resources to the development of the maritime industry and has given
the highest priority to assisting developing countries in enhancing their maritime training
capabilities through the provision or improvement of maritime training facilities at national
and regional levels. IMO has also responded to the needs of developing countries for
postgraduate training for senior personnel in administrations, ports, shipping companies
and maritime training institutes by establishing the World Maritime University in Malmö,
Sweden, in 1983.
In addition, it was appreciated that a comprehensive set of short model courses in various
fields of maritime training would supplement the instruction provided by maritime academies
and allow administrators and technical specialists already employed in maritime
administrations, ports and shipping companies to improve their knowledge and skills in
certain specialized fields. With the generous assistance of the Government of Norway, IMO
developed model courses in response to these generally identified needs and now keeps
them updated through a regular revision process taking into account any amendments to
the requirements prescribed in IMO instruments and any technological developments in the
field.
These model courses may be used by any training institution and, when the requisite
financing is available, the Organization is prepared to assist developing countries in
implementing any course.
K. SEKIMIZU
Secretary-General
v
vii
Introduction
n Purpose of the model courses
The purpose of the IMO model courses is to assist training providers and their teaching staff in
organizing and introducing new training courses, or in enhancing, updating or supplementing
existing training material, so that the quality and effectiveness of the training courses may
thereby be improved.
It is not the intention of the model course programme to present instructors with a rigid
“teaching package”, which they are expected to “follow blindly”. Nor is it the intention to
substitute the instructor’s presence with audiovisual or programmed material. As in all training
endeavours, the knowledge, skills and dedication of the instructors are the key components
in the transfer of knowledge and skills to those being trained through IMO model courses.
Rather, this document should be used as a guide with the course duration given as indicative
of the expected time required to cover the required outcomes. The parties may modify this
course to suit their respective training schemes.
For those following planned training schemes approved by the Administration, it is intended
that this training may form an integral part of the overall training plan and be complementary
to other studies. The training may be undertaken in progressive stages; for such candidates,
it is not appropriate to specify the duration of the learning, provided achievement of the
specified learning outcomes is properly assessed and recorded.
To use this model course the instructor should review the course plan and detailed syllabus,
taking into account the information provided under the entry standards specified in the
course framework. The actual level of knowledge and skills and the previous technical
education of the participants should be kept in mind during this review. Any areas within the
detailed syllabus which may cause difficulties because of differences between the actual
participant entry level and that assumed by the course designer should also be identified.
To compensate for such differences, the instructor is expected to delete from the course,
or reduce the emphasis on, items dealing with knowledge or skills already attained by the
participants. The instructor should also identify any academic knowledge, skills or technical
training which participants may not have previously acquired.
By analysing the detailed syllabus and the academic knowledge required to allow training to
proceed, the instructor can design an appropriate pre-entry course, or alternatively, insert,
at appropriate points within the course, the elements of academic knowledge required to
support the technical training elements concerned.
Adjustment of the course objectives, scope and content may be necessary if, within the
respective maritime industry, the participants completing the course are to undertake duties
which differ from the objectives specified in the model course.
Within the Course Outline and Timetable (Part B) the course designers have indicated their
assessment of the time that should be allotted to each area of learning. However, it must
be appreciated that these allocations are arbitrary and assume that the participants have
fully met all entry requirements of the course. The instructor should therefore review these
assessments and may need to reallocate the time required to achieve each specific learning
objective.
n Lesson plans
Having adjusted the course content to suit the participant intake and any revision of the
course objectives, the instructor should draw up lesson plans based on the detailed syllabus.
The syllabus contains specific references to textbooks or teaching material suggested for
use in the course. Where no adjustment has been found necessary in the learning objectives
of the syllabus, the lesson plans may simply consist of the detailed syllabus with keywords
or other reminders added to assist the instructor in presenting the material.
n Presentation
The presentation of concepts and methodologies must be repeated in various ways until
the instructor is satisfied that the participant has attained each specific learning objective
or outcome. The syllabus is laid out with a learning objective format, and each objective
specifies what the participant must be able to do to achieve the learning objective.
The nature of this course involves all the participants and the instructors in an on-going
process of individual and group evaluation. However, as this course doesn’t specify any time
for evaluation, the process of evaluation or assessment of participants’ progress should be
confirmed during practical activities related to the subject area concerned. A guideline on
evaluation is given in Part E of the course.
n Implementation
For the course to run smoothly and to be effective, considerable attention must be paid to
the availability and use of:
l properly qualified instructors
l support staff
l rooms and other training locations
l equipment, e.g. projectors and simulators
l textbooks, technical papers and
l other reference material.
Thorough preparation is the key to successful implementation of the course. IMO has
produced ‘Guidance on the implementation of IMO model courses’, which deals with this
aspect in greater detail and is included as an attachment to this course.
This model course is designed to facilitate the delivery of training in order to promote the
energy efficient operation of ships. The course contributes to the IMO’s environmental
protection goals as set out in resolutions A.947(23) and A.998(25) by promulgating industry
“Best Practices”, which reduce greenhouse gas (GHG) emissions and the negative impact
of global shipping on climate change. The course also covers essential subjects to develop
management tools to assist a shipping company in managing the environmental performance
of its ships. Therefore, the contents of the course reflect the guidance for the development
of a Ship Energy Efficiency Management Plan (SEEMP), resolution MEPC.213(63), adopted
2 March 2012.
n Objectives
n Entry standards
Entry to the course is open to those engaged in ship operation both on board and on shore
who wish to improve their knowledge and understanding of the energy efficient operation of
ships, especially those who are in charge of activities associated with the development of an
SEEMP in shipping companies.
n Course certificate
The course intake is regulated by the number of participants in the class, of which the
maximum number of participants should be around twenty. As the course contains some
practical activities based on group discussion as well as the use of simulators, the total
number of the participants should also be considered by the number of groups in the class.
The minimum number of participants in a group may be three. Otherwise it is difficult to
promote active discussion within a group. Another limitation for group sizes might be the
capacity of simulation facilities.
n Staff requirements
The instructor shall have appropriate knowledge and skills in instructional techniques for
implementing lectures in the classroom as well as practical activities utilizing simulators.
The instructor’s qualifications should be in accordance with requirements as laid down in
section AI/6 of the STCW Code. It is also recommended that the instructor in charge of the
course should either be a holder of a certificate of competency at the management level or
have sufficient working experience as personnel in fleet management in a shipping company.
All training and instruction should be given by properly qualified personnel. The instructors
should have the necessary qualification, knowledge and experience in the energy efficient
operation of maritime systems.
For the theoretical part of the syllabus, a classroom equipped with at least an overhead
projector and a flipchart (or equivalent) will be required. A computer driven projector is ideal
as this can be used to demonstrate practice and displays of software tools and other relevant
technical systems in use on board or ashore to support energy efficient ship operations,
utilizing also desktop simulation and interactive CBT systems.
R7 Guidelines for voluntary use of the ship Energy Efficiency Operational Indicator (EEOI),
MEPC/Circ.684, 17 August 2009
R8 Second IMO GHG study 2009, MEPC 59/INF.10, 9 April 2009
n Textbooks (T)
n Bibliography (B)
Providing that the knowledge, understanding and proficiency contained in Part C of this
course are fully achieved, the course hours and timetable may be adjusted accordingly based
on different standards of prior knowledge in fuel efficient operation of ships or seagoing
experience.
Course Practical
Subject area Lecture
hours activity
1. Background 4.0
1.1 Climate change 2.0 -
1.2 IMO related work 2.0 -
2. Guidance on best practices for fuel efficient 18.0 2.0 2.0
operation of ships
Section I: Fuel efficient operations
2.1 Improved voyage planning
2.2 Weather routing
2.3 Just-in-time
2.4 Speed optimization
2.5 Optimized shaft power
Section II: Optimized ship handling 2.0 2.0
2.6 Optimum trim
2.7 Optimum ballast
2.8 Optimum propeller and propeller inflow
considerations
2.9 Optimum use of rudder and heading
control system (autopilots)
Section III: Hull and propulsion system 2.0 2.0
2.10 Hull maintenance
2.11 Propulsion system
2.12 Propulsion system maintenance
2.13 Waste heat recovery
Section IV: Management 2.0 2.0
2.14 Improved fleet management
2.15 Improved cargo handling
2.16 Energy management
2.17 Fuel type
2.18 Other measures
Section V: Other issues 1.0 1.0
2.19 Compatibility of measures
2.20 Age and operational service life of a ship
2.21 Trade and sailing area
Course Practical
Subject area Lecture
hours activity
3. Framework and structure of the SEEMP 6.0 4.0 2.0
3.1 Planning and goal setting
3.2 Ship-specific measures
3.3 Company-specific measures
3.4 Human resource development
3.5 Self-evaluation and improvement
4. Implementation and monitoring 2.0 1.0 1.0
4.1 Implementation
4.2 Monitoring
Total 30.0 18.0 12.0
n Course timetable
Period/Day Day-1 Day-2 Day-3 Day-4 Day-5
1st Period Introduction to Section I Section III Section IV 3.4 H
uman
(2 hours) the course (2.1 – 2.5) (2.10 – 2.13) (2.14 – 2.18) resource
1.1 Climate Fuel efficient Hull and Management development
change operations propulsion Practical activity 3.5 S
elf-
Lecture Practical system (2 hours) evaluation and
(2 hours) activity Lecture improvement
(2 hours) (2 hours) (2 hours)
Break
2nd Period 1.2 IMO Section II Section III Section V Practical activity
(2 hours) related (2.6 – 2.9) (2.10 – 2.13) (2.19 – 2.21) (2 hours)
work Optimized ship Hull and Other issues
Lecture handling propulsion Lecture (1 hour)
(2 hours) Lecture system
Practical activity
(2 hours) Practical (1 hour)
activity
(2 hours)
Meal Break
3rd Period Section I Section II Section IV 3.1 Planning 4.1 Implementation
(2 hours) (2.1 – 2.5) (2.6 – 2.9) (2.14 – 2.18) 3.2 Ship-specific 4.2 Monitoring
Fuel efficient Optimized ship Management measures Lecture (1 hour)
operations handling Lecture 3.3 Company- Practical activity
Lecture Practical (2 hours) specific (1 hour)
(2 hours) activity measures
Conclusion of the
(2 hours) Lecture (2 hours) course
Teaching staff should note that timetables are suggestions only as regards sequence and
length of time allocated to each objective. These factors may be adapted by lecturers to suit
individual groups of participants depending on their experience, ability, equipment and staff
available for training.
The detailed teaching syllabus has been written in a learning objective format in which
the objective describes what the participant must do to demonstrate that knowledge,
understanding and proficiency have been transferred.
A learning objective is a statement in specific and measurable terms that describes what
the participant will be able to do as an outcome of participating in a series of lectures and
practical activities. In this context, all objectives under the subject items shown in the column
“Knowledge, understanding and proficiency” of the following table are understood to be
prefixed by the words, “The expected learning outcome is that the participant is able to…”.
In order to assist the instructors in charge of this course, IMO references, textbooks and
bibliography related to each of the subject items are shown in the second and third columns
of the table. Suggested teaching aids that assist instructors to implement effective teaching
and training are also shown in the fourth column. The following notation and abbreviations
are used in the table.
R IMO reference
T Textbook
B Bibliography
A Teaching aids
The following abbreviations are also used for identifying where particular references are
documented.
Ap. Appendix
An. Annex
Ch. Chapter
p. Page
Para. Paragraph
Sc. Section
10
1. Background (4 hours)
1.1 Climate change B.1, B.3, B.4 A.1, A.4
.1 apply basic concepts and evaluate the
processes influencing the climate
.2 express why climate change occurs
.3 demonstrate how climate change affects
the ocean environment and impacts
human and maritime activities
.4 analyse how maritime activities influence
the climate
1.2 IMO related work R.1-R.8 B.4, W.1, W.2 A.1, A.4
.1 write an overview of work relevant to
climate change carried out at IMO
.2 compile the current discussions under
MARPOL and Polar Code and how they
relate to the problems of climate change
.3 identify and explain a set of IMO’s
measures to assist the shipping industry
to reduce GHG emissions, which are EEDI,
EEOI and SEEMP
.4 demonstrate actual calculation of EEDI
and EEOI value using existing vessel data
11
12
13
14
15
16
17
18
This manual reflects the views of the course designer on methodology and organization, and
what is considered relevant and important in the light of his/her experience as an instructor.
Although the manual given should be of value initially, the course instructor should work out
his/her own methods and ideas, refine and develop what is successful, and discard ideas
and methods which are not effective.
The main objectives of this course are to establish and maintain a Ship Energy Efficiency
Management Plan, which is one of the mandatory measures to reduce GHG from the
international shipping that IMO has developed as energy efficient tools for the shipping
industry. In order to achieve the objectives surely and effectively, the course consists of a
series of lectures and practical activities for participants to be able to put theory into practice.
This manual provides the following items:
l Introduction
The sea plays an important part of the climate system on the earth as around 70 per cent
of the earth’s surface is ocean. The issues on climate change have been discussed in the
United Nations Framework Convention on Climate Change (UNFCC) since early 1990.
The mechanism and measures of the climate change caused by GHG emissions have also
been discussed in several conferences and research activities. The International Panel on
Climate Change (IPCC) developed a long-term emission scenario in 2007.
IMO has been carrying out substantial work on the reduction and limitation of GHG emissions
from international shipping since 1997, following the adoption of the Kyoto Protocol and the
1997 MARPOL Conference.
19
The optimum route and improved efficiency can be achieved through the careful planning
and execution of voyages. Thorough voyage planning needs time, but a number of different
software tools are available for planning purposes.
IMO resolution A.893(21) (25 November 1999) on voyage planning provides essential guidance
for the ship’s crew and voyage planners.
Weather routing has a high potential for efficiency savings on specific routes. It is commercially
available for all types of ship and for many trade areas. Significant savings can be achieved,
but conversely weather routing may also increase fuel consumption for a given voyage.
2.3 Just-in-time
Good early communication with the next port should be an aim in order to give maximum
notice of berth availability and facilitate the use of optimum speed where port operational
procedures support this approach.
Optimized port operation could involve a change in procedures involving different handling
arrangements in ports. Port authorities should be encouraged to maximize efficiency and
minimize delay.
Speed optimization can produce significant savings. However, optimum speed means the
speed at which the fuel used per ton-mile is at a minimum level for that voyage. It does not
mean minimum speed; in fact sailing at less than optimum speed will consume more fuel rather
than less. Reference should be made to the engine manufacturer’s power/consumption curve
and the ship’s propeller curve. Possible adverse consequences of slow speed operation may
include increased vibration and problems with soot deposits in combustion chambers and
exhaust systems. These possible consequences should be taken into account.
As part of the speed optimization process, due account may need to be taken of the need to
coordinate arrival times with the availability of loading/discharge berths, etc. The number of
ships engaged in a particular trade route may need to be taken into account when considering
speed optimization.
A gradual increase in speed when leaving a port or estuary whilst keeping the engine load
within certain limits may help to reduce fuel consumption.
20
It is recognized that under many charter parties the speed of the vessel is determined by the
charterer and not the operator. Efforts should be made when agreeing charter party terms
to encourage the ship to operate at optimum speed in order to maximize energy efficiency.
Operation at constant shaft RPM can be more efficient than continuously adjusting speed
through engine power. The use of automated engine management systems to control speed
rather than relying on human intervention may be beneficial.
Section II: Optimized ship handling (Lecture 2 hours, Practical activities 2 hours)
Most ships are designed to carry a designated amount of cargo at a certain speed for a
certain fuel consumption. This implies the specification of set trim conditions. Loaded or
unloaded, trim has a significant influence on the resistance of the ship through the water
and optimizing trim can deliver significant fuel savings. For any given draft there is a trim
condition that gives minimum resistance. In some ships it is possible to assess optimum trim
conditions for fuel efficiency continuously throughout the voyage. Design or safety factors
may preclude full use of trim optimization.
Ballast should be adjusted taking into consideration the requirements to meet optimum
trim and steering conditions and optimum ballast conditions achieved through good cargo
planning.
When determining the optimum ballast conditions, the limits, conditions and ballast
management arrangements set out in the ship’s Ballast Water Management Plan are to be
observed for that ship.
Ballast conditions have a significant impact on steering conditions and autopilot settings and
it needs to be noted that less ballast water does not necessarily mean the highest efficiency.
Selection of the propeller is normally determined at the design and construction stage of a
ship’s life but new developments in propeller design have made it possible for retrofitting
of later designs to deliver greater fuel economy. Whilst it is certainly for consideration, the
propeller is but one part of the propulsion train and a change of propeller in isolation may
have no effect on efficiency and may even increase fuel consumption.
Improvements to the water inflow to the propeller using arrangements such as fins and/or
nozzles could increase propulsive efficiency power and hence reduce fuel consumption.
21
There have been large improvements in automated heading and steering control systems
technology. Whilst originally developed to make the bridge team more effective, modern
autopilots can achieve much more. An integrated Navigation and Command System can
achieve significant fuel savings by simply reducing the distance sailed “off track”. The
principle is simple; better course control through less frequent and smaller corrections will
minimize losses due to rudder resistance. Retrofitting of a more efficient autopilot to existing
ships could be considered.
During approaches to ports and pilot stations the autopilot cannot always be used efficiently
as the rudder has to respond quickly to given commands. Furthermore at certain stages of
the voyage it may have to be deactivated or very carefully adjusted, i.e. heavy weather and
approaches to ports.
Consideration may be given to the retrofitting of improved rudder blade design (e.g. “twist-
flow” rudder).
Section III: Hull and propulsion system (Lecture 2 hours, Practical activities 2 hours)
Docking intervals should be integrated with ship operator’s ongoing assessment of ship
performance. Hull resistance can be optimized by new-technology coating systems, possibly
in combination with cleaning intervals. Regular in-water inspection of the condition of the hull
is recommended.
Propeller cleaning and polishing or even appropriate coating may significantly increase fuel
efficiency. The need for ships to maintain efficiency through in-water hull cleaning should be
recognized and facilitated by port States.
Consideration may be given to the possibility of timely full removal and replacement of
underwater paint systems to avoid the increased hull roughness caused by repeated spot
blasting and repairs over multiple dockings.
Generally, the smoother the hull, the better the fuel efficiency.
Marine diesel engines have a very high thermal efficiency (~50%). This excellent performance
is only exceeded by fuel cell technology with an average thermal efficiency of 60 per cent.
This is due to the systematic minimization of heat and mechanical loss. In particular, the
new breed of electronic controlled engines can provide efficiency gains. However, specific
training for relevant staff may need to be considered to maximize the benefits.
22
Waste heat recovery is now a commercially available technology for some ships. Waste
heat recovery systems use thermal heat losses from the exhaust gas for either electricity
generation or additional propulsion with a shaft motor.
It may not be possible to retrofit such systems into existing ships. However, they may be
a beneficial option for new ships. Shipbuilders should be encouraged to incorporate new
technology into their designs.
Better utilization of fleet capacity can often be achieved by improvements in fleet planning.
For example, it may be possible to avoid or reduce long ballast voyages through improved
fleet planning. There is opportunity here for charterers to promote efficiency. This can be
closely related to the concept of “just-in-time” arrivals.
Cargo handling is in most cases under the control of the port and optimum solutions matched
to ship and port requirements should be explored.
A review of electrical services on board can reveal the potential for unexpected efficiency
gains. However, care should be taken to avoid the creation of new safety hazards when
turning off electrical services (e.g. lighting). Thermal insulation is an obvious means of saving
energy. Also see comment below on shore power.
Optimization of reefer container stowage locations may be beneficial in reducing the effect of
heat transfer from compressor units. This might be combined as appropriate with cargo tank
heating, ventilation, etc. The use of water-cooled reefer plant with lower energy consumption
might also be considered.
23
Use of emerging alternative fuels may be considered as a CO2 reduction method but
availability will often determine the applicability.
Development of computer software for the calculation of fuel consumption, for the
establishment of an emissions “footprint”, to optimize operations, and the establishment of
goals for improvement and tracking of progress may be considered.
Renewable energy sources, such as wind, solar (or photovoltaic) cell technology, have
improved enormously in recent years and should be considered for on board application.
In some ports shore power may be available for some ships but this is generally aimed at
improving air quality in the port area. If the shore-based power source is carbon efficient,
there may be a net efficiency benefit. Ships may consider using onshore power if available.
Efforts could be made to source fuel of improved quality in order to minimize the amount of
fuel required to provide a given power output.
This document indicates a wide variety of possibilities for energy efficiency improvements for
the existing fleet. While there are many options available, they are not cumulative, are often
area and trade dependent and likely to require the agreement and support of a number of
different stakeholders if they are to be utilized most effectively.
All measures identified in this document are potentially cost-effective as a result of high oil
prices. Measures previously considered unaffordable or commercially unattractive may now
be feasible and worthy of fresh consideration. Clearly, this equation is heavily influenced by
the remaining service life of a ship and the cost of fuel.
The feasibility of many of the measures described in this guidance will be dependent on the
trade and sailing area of the vessel. Sometimes ships will change their trade areas as a result
of a change in chartering requirements but this cannot be taken as a general assumption.
For example wind enhanced power sources might not be feasible for short sea shipping
as these ships generally sail in areas with high traffic densities or in restricted waterways.
Another aspect is that the world’s oceans and seas each have characteristic conditions
and so ships designed for specific routes and trades may not obtain the same benefit by
adopting the same measures or combination of measures as other ships. It is also likely that
some measures will have a greater or lesser effect in different sailing areas.
24
The trade a ship is engaged in may determine the feasibility of the efficiency measures under
consideration. For example, ships that perform services at sea (pipe laying, seismic survey,
OSVs, dredgers, etc.) may choose different methods of improving energy efficiency when
compared to conventional cargo carriers. The length of voyage may also be an important
parameter as may trade specific safety considerations. The pathway to the most efficient
combination of measures will be unique to each vessel within each shipping company.
Planning is the most crucial stage of the SEEMP, in that it primarily determines both the
current status of ship energy usage and the expected improvement of ship energy efficiency.
Therefore, it is encouraged to devote sufficient time to planning so that the most appropriate,
effective and implementable plan can be developed.
The last part of planning is goal setting. It should be emphasized that goal setting is voluntary,
that there is no need to announce the goal or the result to the public, and that neither a
company nor a ship is subject to external inspection. The purpose of goal setting is to serve
as a signal which people involved should be conscious of, to create a good incentive for
proper implementation, and then to increase commitment to the improvement of energy
efficiency. The goal can take any form, such as the annual fuel consumption or a specific
target of Energy Efficiency Operational Indicator (EEOI). Whatever the goal is, the goal should
be measurable and easy to understand.
Recognizing that there are a variety of options to improve efficiency – speed optimization,
weather routing and hull maintenance, for example – and that the best package of measures
for a ship to improve efficiency differs to a great extent depending upon ship type, cargoes,
routes and other factors, the specific measures for the ship to improve energy efficiency
should be identified in the first place. These measures should be listed as a package of
measures to be implemented, thus providing the overview of the actions to be taken for that
ship.
During this process, therefore, it is important to determine and understand the ship’s current
status of energy usage. The SEEMP then identifies energy saving measures that have been
undertaken, and determines how effective these measures are in terms of improving energy
efficiency. The SEEMP also identifies what measures can be adopted to further improve
the energy efficiency of the ship. It should be noted, however, that not all measures can be
applied to all ships, or even to the same ship under different operating conditions and that
some of them are mutually exclusive. Ideally, initial measures could yield energy (and cost)
saving results that then can be reinvested into more difficult or expensive efficiency upgrades
identified by the SEEMP.
Guidance on Best Practices for Fuel Efficient Operation of Ships set out in Chapter 5 can
be used to facilitate this part of the planning phase. Also, in the planning process, particular
consideration should be given to minimize any on board administrative burden.
25
The improvement of energy efficiency of ship operation does not necessarily depend on
single ship management only. Rather, it may depend on many stakeholders including
ship repair yards, shipowners, operators, charterers, cargo owners, ports and traffic
management services. For example, “Just-in-time” – as explained in 5.5 – requires good
early communication among operators, ports and traffic management service. The better
the coordination among such stakeholders, the more improvement can be expected. In
most cases, such coordination or total management is better made by a company rather
than by a ship. In this sense, it is recommended that a company also establish an energy
management plan to manage its fleet (should it not have one in place already) and make
necessary coordination among stakeholders.
For effective and steady implementation of the adopted measures, raising awareness of and
providing necessary training for personnel both on shore and on board are an important
element. Such human resource development is encouraged and should be considered as an
important component of planning as well as a critical element of implementation.
Self-evaluation and improvement is the final phase of the management cycle. This phase
should produce meaningful feedback for the coming first stage, i.e. planning stage, of the
next improvement cycle.
For this process, procedures for self-evaluation of ship energy management should be
developed. Furthermore, self-evaluation should be implemented periodically by using data
collected through monitoring. In addition, it is recommended to invest time in identifying
the cause-and-effect of the performance during the evaluated period for improving the next
stage of the management plan.
4.1 Implementation
26
The planned measures should be carried out in accordance with the predetermined
implementation system. Record-keeping for the implementation of each measure is beneficial
for self-evaluation at a later stage and should be encouraged. If any identified measure cannot
be implemented for any reason(s), the reason(s) should be recorded for internal use.
4.2 Monitoring
The energy efficiency of a ship should be monitored quantitatively. This should be done
by an established method, preferably by an international standard. The EEOI developed
by the Organization is one of the internationally established tools to obtain a quantitative
indicator of energy efficiency of a ship and/or fleet in operation, and can be used for this
purpose. Therefore, EEOI could be considered as the primary monitoring tool, although other
quantitative measures also may be appropriate.
If used, it is recommended that the EEOI is calculated in accordance with the Guidelines
developed by the Organization (MEPC.1/Circ.684), adjusted, as necessary, to a specific ship
and trade.
In addition to the EEOI, if convenient and/or beneficial for a ship or a company, other
measurement tools can be utilized. In the case where other monitoring tools are used, the
concept of the tool and the method of monitoring may be determined at the planning stage.
It should be noted that whatever measurement tools are used, continuous and consistent data
collection is the foundation of monitoring. To allow for meaningful and consistent monitoring,
the monitoring system, including the procedures for collecting data and the assignment of
responsible personnel, should be developed. The development of such a system can be
considered as a part of planning, and therefore should be completed at the planning stage.
It should be noted that, in order to avoid unnecessary administrative burdens on ships’ staff,
monitoring should be carried out as far as possible by shore staff, utilizing data obtained
from existing required records such as the official and engineering log-books and oil record
books, etc. Additional data could be obtained as appropriate.
When a ship diverts from its scheduled passage to engage in search and rescue operations,
it is recommended that the data obtained during such operations is not used in ship energy
efficiency monitoring, and that such data may be recorded separately.
In order to put theory into practice, this course has substantial time for practical activities,
which is allocated for each subject area except the first subject area “1. Background” as this
area solely contains theoretical knowledge. However, as fuel efficient operation of a ship has
to cover almost all areas given above, practical activities in the course can be integrated into
a complex exercise.
27
This subject area contains fundamental knowledge of how to achieve fuel efficient operation
of ships, which widely covers technical and managerial areas of study. Sections under this
subject are listed again as follows.
On the other hand experienced navigators are also using manuals containing graphs indicating
the performance parameter information, for example about pitch handling, power, speed and
fuel consumption under different loading conditions and for the two main types of fairways
(deep and shallow water).
A practical exercise on fuel efficient operation integrated into an SEEMP course should make
use of simulators or otherwise suitably equipped laboratories providing specific assistance
systems as a standalone version or integrated into a complex ship handling simulator even
connected to a ship engine simulator.
28
Sample Exercise I
Identifier Fuel efficient ship operation I
Improved voyage planning
Training objective i.a./e.g.
• Perform comprehensive voyage planning according to IMO
res. A.893(21) and weather routing according to IMO res. A.528(13)
• Speed optimization
• Use different methods for determination of optimal route (including
weather routing) taking into account efficiency indexes and optimal fuel
consumption
• Draft a berth-to-berth voyage plan
Simulator tool Master office/shore-based company office
Standard of competence Master, chief mate (management level) and navigating officers,
environmental officer, chief engineers and shore-based operators
Configuration e.g. Container feeder vessel (Loa = 188 m; draught = 8,24 m; service speed
= 22 kn)
Traffic situation Varying
Time of day Daylight
Current n/a
Environment Wind: moderate, < 2 Bf
Sea state: low, average height of wave ~ 0,5 m
Duration Long, > 45 min
Visibility More than 8 nm
Area n/a
Event-description • Charter party requirements delivered to ship management, crew to
gather all relevant information for planning
• Heavy weather conditions forecasted with corresponding wind/wave
conditions
• Team determines optimal route from two/three alternative suggestions
• Detailed berth-to-berth voyage planning including also the pilotage areas
• Definition of monitoring parameter and criteria
• Shore office to be contacted in order to coordinate decisions
29
Sample Exercise II
Identifier Fuel efficient ship operation II
Response actions to changing environmental conditions
Training objective i.a./e.g.
• Speed optimization for just-in-time arrival and manoeuvring in shallow
water
• Use of publications on tides and currents
• Ballast/trim operations
• Use of a weather routing system
Simulator tool Full mission ship handling simulator
Standard of competence Master, chief mate (management level) and navigating officers
Configuration e.g. VLCC (Loa = 340 m; draught = 22,03 m; service speed = 22 kn)
Traffic situation Moderate (about 4 ships per 10 min)
Time of day Daylight
Current Realistic (regarding area)
Environment Wind: moderate, < 6 BF
Sea state: low to moderate, average height of wave ~ 2,5 m
Duration Long, > 45 min
Visibility More than 8 nm
Area Open sea
Event-description • The own ship is navigating in open sea and approaching shallow water
area
• Effect of “squat” on under keel clearance power, speed and fuel
consumption in shallow water, tides and currents has to be calculated in
preparing the passage and presented by a nautical officer
• At xx:yy hours – updated weather forecast informs about increasing wind
(e.g. also intensifying tidal streams)
• Situation assessment including trim operation and speed adaptation
• Own ship sailing plan has to be adapted according to ETA
• Falling tide
• During incoming (high) tide further actions to be taken
Practical activities on this subject can range from performing manual or desktop calculation
exercises of specific case studies up to full-mission simulation exercises.
30
As a sample exercise the ship operation when approaching a berth in a harbour is suggested.
A potential frame for the sequence of events and tasks of such an exercise is given in the
following table.
The emphasis of the simulation exercise is laid on planning of energy efficient manoeuvring
taking into account optimized use of engine, propeller, thrusters, etc., and by using available
sources of information and taking into account different trim and ballast conditions.
31
Sample Exercise IV
Practical activities integrated into an SEEMP training course should cover routine actions in
order to increase awareness of their effects and impact on energy efficiency, fuel saving, etc.
Suggested activities for this exercise may address, for example, continuous monitoring
of power generation and its adaptation to present status as well as monitoring of intake
temperatures and related actions with the aim to raise awareness on energy efficiency in
engine rooms accordingly.
In order to understand the impact of speed on fuel consumption, it is suggested that EEOI
values using actual fuel consumption from existing vessel data at various speeds should be
calculated by the participants.
Sample Exercise IV
Identifier Optimized ship handling II (including management issues)
Energy efficient operation in engine room
Training objective i.a./e.g.
• Impact of service speed on fuel consumption
• Use of automated engine management systems to optimally control
shaft revolution and power
• Power management of shaft and turbo generators and effective use of
waste heat recovery systems
• Effect of slow steaming and its impact on the main engine and
propulsion plant
• Proper management of fuel oil
• Use of condition-based maintenance systems
Simulator tool Full mission ship engine simulator and laboratory works
Standard of competence Chief and 2nd Engineers (management level) and ship’s environmental
officer
Configuration e.g. typical engine room configuration of a 5,000 TEU container vessel
Traffic situation Moderate (about 3 ships per 10 min)
Time of day Night
Current n/a
Environment (Wind: moderate, < 5 BF
Sea state: moderate, average height of wave ~ 3 m)
Duration Long, > 45 min
Visibility (more than 8 nm)
Area Open sea area
Event-description • Vessel on voyage at open sea
• Routine checks of operation to collect information
• Analysis of results and conclusion for energy saving measures
(adaptation of diesel generators load)
• Assessment of options (e.g. switching off transformers and actions to
optimize number of generators, etc.)
32
In contrast to the subject area mentioned above, the following areas “3. Application” and
“4. Implementation and monitoring” contain both theoretical and practical knowledge to
establish and develop a Ship Energy Efficient Management Plan (SEEMP) structured with
four steps: planning, implementation, monitoring, and self-evaluation and improvement.
Practical activities for these areas can be integrated into a comprehensive package aiming
to develop an effective management plan.
The purpose of an SEEMP is to establish a mechanism for a company and/or a ship to improve
the energy efficiency of a ship’s operation. The SEEMP is intended to be a management tool
to assist a shipping company in managing the environmental performance of its ships, which
seeks to improve a ship’s energy efficiency through the following four steps:
1. Planning
– Ship-specific measures
– Company-specific measures
– Human resource development
– Goal setting
2. Implementation
– Establishment of implementation system
– Implementation and record-keeping
3. Monitoring
– Monitoring tools
– Establishment of monitoring system
– Search and Rescue
4. Self-evaluation and improvement
33
Sample Exercise V
The concept of the four steps is obviously based on the PDCA cycle that provides a system
or mechanism with the continuous improvement in order to achieve the final goal made by
the shipping company. The principal framework of practical activities in terms of the subject
areas could be structured as suggested in the table below.
Sample Exercise V
Identifier Development of a Ship Energy Efficiency Management Plan
Exercise objectives i.a./e.g.
• Identify the concepts of the four steps included in the SEEMP
• Develop the SEEMP based on Appendix to resolution MEPC.213(63)
• Evaluate the SEEMP for further improvement
Standard of competence Shipowner, operator and any other party concerned (management level)
Type of ships e.g.
Container ship, crude oil tanker, etc., engaged in an international trade
Navigation data • Voyage route
• Voyage distance
• Average speed
• Ballast quantity
• Fuel oil consumption, etc.
34
Date of
Developed by:
Development:
Implementation From:
Implemented by:
Period: Until:
Planned Date of
Next Evaluation:
1. MEASURES
2. MONITORING
– Description of monitoring tools
3. GOAL
– Measurable goals
4. EVALUATION
– Procedures of evaluation
35
Part E: Evaluation
n Introduction
The effectiveness of any evaluation depends upon the accuracy of the description of what is
to be measured.
The learning objectives used in the detailed syllabus will provide a sound base for the
construction of suitable tests for evaluating participant progress. Even though this course
is not aimed at developing measurable skills the principles of a more formal evaluation are
included, as is standard for most IMO model courses.
n Method of evaluation
The methods chosen to carry out an evaluation will depend upon what the participant is
expected to achieve in terms of knowing, comprehending and applying the course content.
The methods used can range from a simple question-and-answer discussion with the
participants (either individually or as a group), to prepared tests requiring the selection of
correct or best responses from given alternatives, the correct matching of given items, the
supply of short answers or the supply of more extensive written responses to prepared
questions.
Where the course content is aimed at the acquisition of practical skills, the test would involve
a practical demonstration by the participant making use of appropriate equipment, tools, etc.
n Validity
The evaluation must be based on clearly defined objectives, and it must truly represent what
is to be measured. There must be a reasonable balance between the subject topics involved
and also in the testing of participants’ KNOWLEDGE, COMPREHENSION, and APPLICATION
of concepts.
The time allocated for the participant to provide a response is very important. Each question
or task must be properly tested and validated before it is used to ensure that the test will
provide a fair and valid evaluation.
36
n Reliability
n Subjective testing
Traditional methods of evaluation require the participant to demonstrate what has been
learned by stating or writing formal answers to questions.
Such evaluation is subjective in that it invariably depends upon the judgement of the evaluator.
Different evaluators can produce quite different scores when marking the same paper or
evaluating oral answers.
n Objective testing
A variety of objective tests have been developed over the years. Their common feature is that
the evaluation does not require a judgement by the evaluator. The response is either right or
wrong.
One type of objective test involves supplying an answer, generally a single word, to complete
the missing portion of a sentence. Another involves supplying a short answer of two or three
words to a question. Such tests are known as ‘completion tests’ and ‘short answer tests’.
Another form of objective testing consists of ‘selective-response tests’ in which the correct or
best response must be selected from given alternatives. Such tests may consist of ‘matching
tests’, in which items contained in two separate lists must be matched; or they may be of the
true/false type or of the multiple-choice type.
The most flexible form of objective test is the multiple-choice test, which presents the
participant with a problem and a list of alternative solutions, from which he must select the
most appropriate.
n Distracters
The incorrect alternatives in multiple-choice questions are called ‘distracters’, because their
purpose is to distract the uninformed participant from the correct response. The distracter
must be realistic and should be based on misconceptions commonly held, or on mistakes
commonly made.
The options ‘none of the above’ or ‘all of the above’ are used in some tests. These can be
helpful, but should be used sparingly.
Distracters should distract the uninformed, but they should not take the form of ‘trick’
questions that could mislead the knowledgeable participant (for example, do not insert ‘not’
into a correct response to make it a distracter).
37
n Guess factor
The ‘guess factor’ with four alternative responses in a multiple-choice test would be 25%.
The pass mark chosen for all selective-response questions should take this into account.
n Scoring
In simple scoring of objective tests one mark may be allotted to each correct response and
zero for a wrong or nil response.
A more sophisticated scoring technique entails awarding one mark for a correct response,
zero for a nil response and minus one for an incorrect response. Where a multiple-choice test
involves four alternatives, this means that a totally uninformed guess involves a 25% chance
of gaining one mark and a 75% chance of losing one mark.
38
Contents
Page
Part 1: Preparation 121
43
Part 2: Notes on teaching technique 126
48
Part 3: Curriculum development 128
50
Annex A1 Preparation checklist 131
53
Annex A2 Example of a model course syllabus in a subject area 133
55
Annex A3 Example of a lesson plan for annex A2 138
60
41
119
Part 1: Preparation
1. Introduction
1.1 The success of any enterprise depends heavily on sound and effective preparations.
1.2 Although the IMO model course “package” has been made as comprehensive as
possible, it is nonetheless vital that sufficient time and resources are devoted to
preparation. Preparation not only involves matters concerning administration or
organization, but also includes the preparation of any course notes, drawings,
sketches, overhead transparencies, etc., which may be necessary.
2. General considerations
2.1 The course “package” should be studied carefully; in particular, the course syllabus
and associated material must be attentively and thoroughly studied. This is vital if a
clear understanding is to be obtained of what is required, in terms of resources
necessary to successfully implement the course.
2.2 A “checklist”, such as that set out in annex A1, should be used throughout all stages
of preparation to ensure that all necessary actions and activities are being carried
out in good time and in an effective manner. The checklist allows the status of the
preparation procedures to be monitored, and helps in identifying the remedial
actions necessary to meet deadlines. It will be necessary to hold meetings of all
those concerned in presenting the course from time to time in order to assess the
status of the preparation and “troubleshoot” any difficulties.
2.3 The course syllabus should be discussed with the teaching staff who are to present
the course, and their views received on the particular parts they are to present. A
study of the syllabus will determine whether the incoming trainees need preparatory
work to meet the entry standard. The detailed teaching syllabus is constructed in
“training outcome” format. Each specific outcome states precisely what the trainee
must do to show that the outcome has been achieved. An example of a model
course syllabus is given in annex A2. Part 3 deals with curriculum development and
explains how a syllabus is constructed and used.
2.4 The teaching staff who are to present the course should construct notes or lesson
plans to achieve these outcomes. A sample lesson plan for one of the areas of the
sample syllabus is provided in annex A3.
2.5 It is important that the staff who present the course convey, to the person in charge
of the course, their assessment of the course as it progresses.
3. Specific considerations
3.1 Scope of course
In reviewing the scope of the course, the instructor should determine whether it
needs any adjustment in order to meet additional local or national requirements (see
Part 3).
43
121
.2 If the entry standard will be exceeded by your planned trainee intake, you may
wish to abridge or omit those parts of the course the teaching of which would be
unnecessary, or which could be dealt with as revision.
.3 Study the course material with the above questions in mind and with a view to
assessing whether or not it will be necessary for the trainees to carry out preparatory
work prior to joining the course. Preparatory material for the trainees can range from
refresher notes, selected topics from textbooks and reading of selected technical
papers, through to formal courses of instruction. It may be necessary to use a
combination of preparatory work and the model course material in modified form. It
must be emphasized that where the model course material involves an international
requirement, such as a regulation of the International Convention on Standards of
Training, Certification and Watchkeeping (STCW) 1978, as amended, the standard
must not be relaxed; in many instances, the intention of the Convention is to require
review, revision or increased depth of knowledge by candidates undergoing training
for higher certificates.
44
122
.3 The person responsible for implementing the course should consider monitoring
the quality of teaching in such areas as variety and form of approach, relationship with
trainees, and communicative and interactive skills; where necessary, this person
should also provide appropriate counselling and support.
.2 Equipment
Arrangements must be made at an early stage for the use of equipment needed in the
spaces mentioned in 3.7.1 to support and carry through the work of the course. For
example:
● blackboards and writing materials
● apparatus in laboratories for any associated demonstrations and experiments
● machinery and related equipment in workshops
● equipment and materials in other spaces (e.g. for demonstrating firefighting,
personal survival, etc.)
.1 Overhead projectors
Check through any illustrations provided in the course for producing overhead
projector (OHP) transparencies, and arrange them in order of presentation. To produce
transparencies, a supply of transparency sheets is required; the illustrations can be
45
123
.2 Slide projectors
If you order slides indicated in the course framework, check through them and
arrange them in order of presentation. Slides are usually produced from photographic
negatives. If further slides are considered necessary and cannot be produced locally,
OHP transparencies should be resorted to.
.3 Cine projector
If films are to be used, check their compatibility with the projector (i.e. 16 mm, 35 mm,
sound, etc.). The films must be test-run to ensure there are no breakages.
.4 Video equipment
It is essential to check the type of video tape to be used. The two types commonly
used are VHS and Betamax. Although special machines exist which can play either
format, the majority of machines play only one or the other type. Note that VHS and
Betamax are not compatible; the correct machine type is required to match the tape.
Check also that the TV raster format used in the tapes (i.e. number of lines, frames/
second, scanning order, etc.) is appropriate to the TV equipment available. (Specialist
advice may have to be sought on this aspect.) All video tapes should be test-run prior
to their use on the course.
.5 Computer equipment
If computer-based aids are used, check their compatibility with the projector and the
available software.
.6 General note
The electricity supply must be checked for correct voltage, and every precaution must
be taken to ensure that the equipment operates properly and safely. It is important to
use a proper screen which is correctly positioned; it may be necessary to exclude
daylight in some cases. A check must be made to ensure that appropriate screens or
blinds are available. All material to be presented should be test-run to eliminate any
possible troubles, arranged in the correct sequence in which it is to be shown, and
properly identified and cross-referenced in the course timetable and lesson plans.
3.11 Textbooks
The detailed syllabus may refer to a particular textbook or textbooks. It is essential
that these books are available to each student taking the course. If supplies of
46
124
textbooks are limited, a copy should be loaned to each student, who will return it at
the end of the course. Again, some courses are provided with a compendium which
includes all or part of the training material required to support the course.
3.12 Bibliography
Any useful supplementary source material is identified by the course designers and
listed in the model course. This list should be supplied to the participants so that they
are aware where additional information can be obtained, and at least two copies of
each book or publication should be available for reference in the training institute
library.
3.13 Timetable
If a timetable is provided in a model course, it is for guidance only. It may only take
one or two presentations of the course to achieve an optimal timetable. However,
even then it must be borne in mind that any timetable is subject to variation, depending
on the general needs of the trainees in any one class and the availability of instructors
and equipment.
47
125
1.3 Obtain the necessary textbooks or reference papers which cover the training area to
be presented.
1.4 Identify the equipment which will be needed, together with support staff necessary
for its operation.
1.5 It is essential to use a “lesson plan”, which can provide a simplified format for
coordinating lecture notes and supporting activities. The lesson plan breaks the
material down into identifiable steps, making use of brief statements, possibly with
keywords added, and indicating suitable allocations of time for each step. The use
of audiovisual material should be indexed at the correct point in the lecture with an
appropriate allowance of time. The audiovisual material should be test-run prior to
its being used in the lecture. An example of a lesson plan is shown in annex A3.
1.6 The syllabus is structured in training outcome format and it is thereby relatively
straight forward to assess each trainee’s grasp of the subject matter presented
during the lecture. Such assessment may take the form of further discussion, oral
questions, written tests or selection-type tests, such as multiple-choice questions,
based on the objectives used in the syllabus. Selection-type tests and short-answer
tests can provide an objective assessment independent of any bias on the part of
the assessor. For certification purposes, assessors should be appropriately qualified
for the particular type of training or assessment.
1.7 Check the rooms to be used before the lecture is delivered. Make sure that all the
equipment and apparatus are ready for use and that any support staff are also
prepared and ready. In particular, check that all blackboards are clean and that a
supply of writing and cleaning materials is readily available.
2. Delivery
2.1 Always face the people you are talking to; never talk with your back to the group.
2.3 Maintain eye contact with the whole group as a way of securing their interest and
maintaining it (i.e. do not look continuously at one particular person, nor at a point
in space).
48
126
2.4 People are all different, and they behave and react in different ways. An important
function of an instructor is to maintain interest and interaction between members
of a group.
2.5 Some points or statements are more important than others and should therefore be
emphasized. To ensure that such points or statements are remembered, they must
be restated a number of times, preferably in different words.
2.6 If a blackboard is to be used, any writing on it must be clear and large enough for
everyone to see. Use colour to emphasize important points, particularly in sketches.
2.7 It is only possible to maintain a high level of interest for a relatively short period of
time; therefore, break the lecture up into different periods of activity to keep interest
at its highest level. Speaking, writing, sketching, use of audiovisual material,
questions, and discussions can all be used to accomplish this. When a group is
writing or sketching, walk amongst the group, looking at their work, and provide
comment or advice to individual members of the group when necessary.
2.8 When holding a discussion, do not allow individual members of the group to
monopolize the activity, but ensure that all members have a chance to express
opinions or ideas.
2.9 If addressing questions to a group, do not ask them collectively; otherwise, the
same person may reply each time. Instead, address the questions to individuals in
turn, so that everyone is invited to participate.
2.11 Finally, effective preparation makes a major contribution to the success of a lecture.
Things often go wrong; preparedness and good planning will contribute to putting
things right. Poor teaching cannot be improved by good accommodation or
advanced equipment, but good teaching can overcome any disadvantages that
poor accommodation and lack of equipment can present.
49
127
2. Course content
The subjects which are needed to form a training course, and the precise skills and
depth of knowledge required in the various subjects, can only be determined through
an in-depth assessment of the job functions which the course participants are to be
trained to perform (job analysis). This analysis determines the training needs, hence
the purpose of the course (course objective). After ascertaining this, it is possible to
define the scope of the course.
(Note: Determination of whether or not the course objective has been achieved may
quite possibly entail assessment, over a period of time, of the “on-the-job
performance” of those completing the course. However, the detailed learning
objectives are quite specific and immediately assessable.)
3. Job analysis
A job analysis can only be properly carried out by a group whose members are
representative of the organizations and bodies involved in the area of work to be
covered by the course. The validation of results, via review with persons currently
employed in the job concerned, is essential if undertraining and overtraining are to
be avoided.
4. Course plan
Following definition of the course objective and scope, a course plan or outline can
be drawn up. The potential students for the course (the trainee target group) must
then be identified, the entry standard to the course decided and the prerequisites
defined.
5. Syllabus
The final step in the process is the preparation of the detailed syllabus with
associated timescales; the identification of those parts of textbooks and technical
papers which cover the training areas to a sufficient degree to meet, but not exceed,
each learning objective; and the drawing up of a bibliography of additional material
for supplementary reading.
6. Syllabus content
The material contained in a syllabus is not static; technology is continuously
undergoing change and there must therefore be a means for reviewing course
material in order to eliminate what is redundant and introduce new material reflecting
current practice. As defined above, a syllabus can be thought of as a list and,
traditionally, there have always been an “examination syllabus” and a “teaching
50
128
7. Training outcomes
7.1 The prime communication difficulty presented by any syllabus is how to convey the
“depth” of knowledge required. A syllabus is usually constructed as a series of
“training outcomes” to help resolve this difficulty.
7.2 Thus, curriculum development makes use of training outcomes to ensure that a
common minimum level and breadth of attainment is achieved by all the trainees
following the same course, irrespective of the training institution (i.e. teaching/
lecturing staff).
7.3 Training outcomes are trainee-oriented, in that they describe an end result which is
to be achieved by the trainee as a result of a learning process.
7.4 In many cases, the learning process is linked to a skill or work activity and, to
demonstrate properly the attainment of the objective, the trainee response may have
to be based on practical application or use, or on work experience.
7.5 The training outcome, although aimed principally at the trainee to ensure achievement
of a specific learning step, also provides a framework for the teacher or instructor
upon which lessons or lectures can be constructed.
7.6 A training outcome is specific and describes precisely what a trainee must do to
demonstrate his knowledge, understanding or skill as an end product of a learning
process.
7.7 The learning process is the “knowledge acquisition” or “skill development” that
takes place during a course. The outcome of the process is an acquired “knowledge”,
“understanding”, “skill”; but these terms alone are not sufficiently precise for
describing a training outcome.
7.8 Verbs, such as “calculates”, “defines”, “explains”, “lists”, “solves” and “states”,
must be used when constructing a specific training outcome, so as to define
precisely what the trainee will be enabled to do.
7.9 In the IMO model course project, the aim is to provide a series of model courses to
assist instructors in developing countries to enhance or update the maritime training
they provide, and to allow a common minimum standard to be achieved throughout
the world. The use of training outcomes is a tangible way of achieving this desired
aim.
51
129
8. Assessment
Training outcomes describe an outcome which is to be achieved by the trainee. Of
equal importance is the fact that such an achievement can be measured OBJECTIVELY
through an evaluation which will not be influenced by the personal opinions and
judgements of the examiner. Objective testing or evaluation provides a sound base
on which to make reliable judgements concerning the levels of understanding and
knowledge achieved, thus allowing an effective evaluation to be made of the progress
of trainees in a course.
52
130
1 Course plan
2 Timetable
3 Syllabus
4 Scope
5 Objective
6 Entry
standard
Guidance
GUIDANCE
7 Preparatory
on the
course
ON THE
8 Course
9 Participant
numbers
Implementation
10 Staffing
IMPLEMENTATION
of IMO
Coordinator __________________________________________________________________________________________________________________
Lecturers __________________________________________________________________________________________________________________
OF MODEL
Instructors __________________________________________________________________________________________________________________
Technicians __________________________________________________________________________________________________________________
Other __________________________________________________________________________________________________________________
53
131
Model Courses
COURSES
11/02/2014 15:50
54
Annex A1 – Preparation checklist (continued)
132
Ref Component Identified Reserved Electricity Purchases Tested Accepted Started Finished Status OK
FLAG STATE
supply
11 Facilities
EFFICIENT
a) Rooms
Lab __________________________________________________________________________________________________________________
IMPLEMENTATION
Workshop __________________________________________________________________________________________________________________
Other __________________________________________________________________________________________________________________
OPERATION OF SHIPS
Class __________________________________________________________________________________________________________________
b) Equipment
Lab __________________________________________________________________________________________________________________
Workshop __________________________________________________________________________________________________________________
Other __________________________________________________________________________________________________________________
13 IMO Reference
14 Textbooks
15 Bibliography
11/02/2014 15:50
Guidance on the
GUIDANCE Implementation
ON THE of IMO
IMPLEMENTATION Model Courses
OF MODEL COURSES
Textbooks : No specific textbook has been used to construct the syllabus, but the
instructor would be assisted in preparation of lecture notes by referring
to suitable books on ship construction, such as Ship Construction by
Eyres (T12) and Merchant Ship Construction by Taylor (T58)
55
133
Course outline
Total hours for
Total hours for each subject area
Knowledge, understanding and proficiency
each topic of Required
performance
Competence :
.1 Shipbuilding materials 3
.2 Welding 3
.3 Bulkheads 4
.4 Watertight and weathertight doors 3
.5 Corrosion and its prevention 4
.6 Surveys and dry-docking 2
.7 Stability 83 102
56
134
In order to assist the instructor, references are shown to indicate IMO references and
publications, textbooks and teaching aids that instructors may wish to use in preparing and
presenting their lessons.
The material listed in the course framework has been used to structure the detailed training
syllabus; in particular:
● Teaching aids (indicated by A)
● IMO references (indicated by R), and
● Textbooks (indicated by T)
The header of the first column denotes the COMPETENCE concerned. Each function
comprises a number of COMPETENCES. Each competence is uniquely and consistently
numbered on this model course.
In this function the competence is Control Trim, Stability and Stress. It is numbered 3.1,
that is the first competence in Function 3. The term “competence” should be understood as
the application of knowledge, understanding, proficiency, skills, experience for an individual
to perform a task, duty or responsibility on board in a safe, efficient and timely manner.
Shown next is the required TRAINING OUTCOME. The training outcomes are the areas of
knowledge, understanding and proficiency in which the trainee must be able to demonstrate
knowledge and understanding. Each COMPETENCE comprises a number of training
outcomes. For example, the above competence comprises three training outcomes. The
first is concerned with FUNDAMENTAL PRINCIPLES OF SHIP CONSTRUCTION, TRIM AND
STABILITY. Each training outcome is uniquely and consistently numbered in this model
course. That concerned with fundamental principles of ship construction, trim and stability
is uniquely numbered 3.1.1. For clarity, training outcomes are printed in black type on grey,
for example TRAINING OUTCOME.
57
135
Following each numbered area of Required performance there is a list of activities that the
trainee should complete and which collectively specify the standard of competence that the
trainee must meet. These are for the guidance of teachers and instructors in designing
lessons, lectures, tests and exercises for use in the teaching process. For example, under
the topic 3.1.1.1, to meet the Required performance, the trainee should be able to:
–
● state that steels are alloys of iron, with properties dependent upon the type and
amount of alloying materials used
–
● state that the specication of shipbuilding steels are laid down by classication
societies
–
● state that shipbuilding steel is tested and graded by classication society surveyors
who stamp it with approved marks
and so on.
IMO references (Rx) are listed in the column to the right-hand side. Teaching aids (Ax), videos
(Vx) and textbooks (Tx) relevant to the training outcome and Required performances are
placed immediately following the TRAINING OUTCOME title.
It is not intended that lessons are organized to follow the sequence of Required performances
listed in the Tables. The Syllabus Tables are organized to match with the competence in the
STCW Code, table A-II/2. Lessons and teaching should follow college practices. It is not
necessary, for example, for shipbuilding materials to be studied before stability. What is
necessary is that all of the material is covered and that teaching is effective to allow trainees
to meet the standard of the Required performance.
58
136
Required performance:
59
137
Subject area : 3.1 Control trim, stability and stress Lesson Number: 1 Duration : 3 hours
EFFICIENT
Training Area : 3.1.1 Fundamental principles of ship construction, trim and stability
Main element Teaching Textbook IMO A/V aid Instructor Lecture Time
Specific training outcome in teaching sequence, with method reference guidelines notes (minutes)
IMPLEMENTATION
memory keys
States that steels are alloys of iron, with properties Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 10
dependent upon the type and amounts of alloying A-II/2 by the
materials used lecturer
States that the specifications of shipbuilding steels are Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 20
laid down by classification societies A-II/2 by the
lecturer
States why higher tensile steel may be used in areas of Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 10
high stress, such as the sheer strake A-II/2 by the
lecturer
Explains that use of higher tensile steel in place of mild Lecture T12, T58 STCW II/2, V5 to V7 A1 Compiled 15
steel results in a saving of weight for the same strength A-II/2 by the
lecturer
11/02/2014 15:50