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STANDARD FOR CERTIFICATION NO. 3.307

SHIP-HANDLING COMPETENCE

REQUIREMENTS FOR BERTHING ANDUN-BERTHING LARGE VESSELS

OCTOBER 2008

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FOREWORDDET NORSKE VERITAS (DNV) is an autonomous and independent foundation with the objectives of safeguarding life, prop-erty and the environment, at sea and onshore. DNV undertakes classification, certification, and other verification and consultancyservices relating to quality of ships, offshore units and installations, and onshore industries worldwide, and carries out researchin relation to these functions.

Standards for CertificationStandards for Certification (previously Certification Notes) are publications that contain principles, acceptance criteria and prac-tical information related to the Society's consideration of objects, personnel, organisations, services and operations. Standardsfor Certification also apply as the basis for the issue of certificates and/or declarations that may not necessarily be related to clas-sification.

A list of Standards for Certification is found in the latest edition of Pt.0 Ch.1 of the Rules for Classification of Ships and theRules for Classification of High Speed, Light Craft and Naval Surface Craft.

The list of Standards for Certification is also included in the current Classification Services Publications issued by the Society,which is available on request. All publications may be ordered from the Societys Web site http://webshop.dnv.com/global/.

The Society reserves the exclusive right to interpret, decide equivalence or make exemptions to this Standard for Certification.

Comments may be sent by e-mail to [email protected] information about DNV and the Society's services is found at the Web site http://www.dnv.com

Det Norske VeritasComputer Typesetting (FM+SGML) by Det Norske Veritas

If any person suffers loss or damage which is proved to have been caused b y any negligent act or omission of Det Norske Veritas, then Det Norske Veritas shall pay compensation to such personfor his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compen-sation shall never exceed USD 2 million.In this provision "Det Norske Veritas" shall mean the Foundation Det Norske Veritas as well as all its subsidiaries, directors, officers, employees, agents and any other acting on behalf of DetNorske Veritas.

IntroductionThe need for additional training in manoeuvring large vessels is recognised in STCW-95.This new standard addresses the special competencies needed by ship's officers who are responsible for berthing and un-berthinglarge vessels with exceptional manoeuvring characteristics.

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Standard for Certification - No. 3.307 3

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CONTENTS

1. INTRODUCTION.................................................. 5

1.1 Scope .........................................................................5

1.2 Target groups...........................................................5

1.3 Professional profile..................................................51.4 Required performance standard............................5

2. TAXONOMY.......................................................... 5

2.1 General .....................................................................5

2.2 Levels of cognition...................................................5

2.3 Professional behaviour verbs .................................5

3. COMPETENCE REQUIREMENTS ................... 6

3.1 General.....................................................................6

4. REFERENCES....................................................... 9

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1. Introduction

1.1 ScopeThe increasing size of vessels, especially container vessels,

poses special challenges for ships officers during the opera-tion of berthing or un-berthing. The vessels may be in excessof 400 metres, have fine lines for high speed operation withvarying degrees of power availability and a relatively highfreeboard.The demand to maintain slow speed control of these large ves-sels under varying environmental regimes therefore imposesan extra set of skills on the ships officer.The need for additional training in manoeuvring large vesselsis recognised in STCW-95 section B-V/a.This standard addresses the special competencies needed byShips Officers who are responsible for berthing and un-

berthing large vessels with exceptional manoeuvring charac-teristics.The scope of this standard is berthing and un-berthing largevessels. Other ship-handling competences, related to e.g. portapproach, anchoring, etc. are not part of the scope.

1.2 Target groupsThis DNV Standard is aimed at officers that are responsible for

berthing and un-berthing large vessels.

1.3 Professional profileThe ships officer should be capable of taking command of thevessel, operating the ships controls for the propeller, rudder and thrusters and using tugs in a variety of environmental con-

ditions. The officer should be able to take the vessel through anarrow and shallow channel requiring tight turns, swing thevessel off the berth, bring the vessel alongside at a pre-deter-mined position and un-berth the vessel.

1.4 Required performance standardThe performance standard describes how well the officersshould perform their duties and tasks.

Whilst undertaking the duties described in section 1.3, the of-ficer will comply with all international, national and local reg-ulations and requirements and the vessel shall be operatedsafely without damage to life, environment or property.

2. Taxonomy

2.1 GeneralTaxonomy of the required professional behaviour specifies thelevel on which the person should be able to operate. It is a hi-erarchical arrangement, in four (4) levels, of what a person hasto master from simple to complex requirements, based on in-structional design principles.For every next level, it is a prerequisite that the preceding levelis mastered. The required professional behaviour is expressed

by means of a verb.

2.2 Levels of cognitionEach competence requirement can be classed by the level of cognition required to meet the competence requirement.

2.3 Professional behaviour verbsThe lists of verbs in the table below is not exhaustive andshould be used as guidance only.

Level 1: Knowledge (K) To remember or to reproduce on basis of appropriate, previously learned information.

Level 2: Understanding (U) To give meaning to new situations and or new material by recollection and using necessary present

information. To give evidence of insight in certain activities.Level 3: Application (A) To use previously acquired information in new and concrete situations to solve problems that havesingle or best answers.

Level 4: Integration (I)

To separate information into their component parts, to examine such information to develop divergentconclusions by identifying motives or causes, making inferences, and or finding evidence to supportgeneralizations. To creatively apply prior knowledge and skills to produce a new or original whole.To judge the value of material based on personal values or opinions, resulting in an end product, witha given purpose, without real right or wrong answers.

Level of cognition Relevant action verbs

Knowledge (K) Choose, Cite, Describe, Distinguish, Find, Give example, Group, Identify, Indicate, Know, Label, List, Listen, Lo-cate, Match, Memorise, Name, Outline, Quote, Read, Recall, Recognise, Record, Recite, Relate, Repeat, Repro-duce, Retrieve, Review, Select, Show, Sort, State, Underline, Write

Understanding (U)Account for, Annotate, Associate, Classify, Compare, Define, Describe, Discuss, Estimate, Exemplify, Explain,Give examples of, Give main idea, Identify, Infer, Interpret, Observe, Outline, Paraphrase, Recognise, Reorganise,Report, Restate, Retell, Research, Review, Summarise, Translate

Application (A)Adapt, Apply, Arrange, Calculate, Carry out, Change, Collect, Compute, Conclude, Construct, Demonstrate,Dramatise, Draw, Exhibit, Execute, Extract, Illustrate, Implement, Include, Instruct, Interpret, Interview, Make,Manipulate, Obtain, Operate, Paint, Practice, Prepare, Sequence, Show, Sketch, Solve, Translate, Use

Integration (I)

Analyse, Appraise, Argue, Arrange, Assess, Attribute, Calculate, Categorise, Check, Choose, Combine, Compare,Contrast, Criticise, Critique, Debate, Decide, Deconstruct, Deduce, Defend, Design, Detect, Determine, Develop,Diagram, Differentiate, Discriminate, Dissect, Distinguish, Evaluate, Examine, Experiment, Find, Formulate,Group, Hypothesise, Infer, Investigate, Integrate, Interpret, Inspect, Inquire, Judge, Justify, Measure, Monitor, Or-der, Organise, Outline, Plan, Predict, Prioritise, Probe, Question, Rank, Rate, Recommend, Reject, Relate, Re-search, Revise, Score, Separate, Select, Sequence, Sift, Structure, Survey, Tell why, Test, Validate, Value

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3. Competence Requirements

3.1 GeneralEach competence requirement is derived from a task that needsto be performed at some stage in the operation of berthing thevessel. The competence requirement is stated in objective for-mat to clearly define what has to be done to satisfy the require-ments of the competence. At the same time it facilitates thederivation of assessment criteria and the assessments to meas-ure individual competencies.Each competence requirement is grouped into 7 distinct func-

tional domains that are further sub-divided into task groups. Intotal there are 19 task groups and 122 competence require-ments.

Each competence requirement is allocated a level of cognitionthat can be used to determine the type of assessment requiredto measure competence.

The competence requirements for this operation require boththeoretical knowledge, intellectual and physical skills. Per-formance needs to be assessed and therefore for each task group a detailed performance competence is demanded.

Table 3-1 Competence requirementsColumn 1 shows the ID for the competenceColumn 2 is the defined activity for the competenceColumn 3 defines the required level of cognition.1. Plan the Berthing Manoeuvres1.1 Assess the effects of ship features on planned actions1.1.1 Review contents of the bridge poster U1.1.2 Identify engine type, power available and response time U1.1.3 Confirm number of engine starts for starting air available U

1.1.4 Identify propeller type and rotation K 1.1.5 Identify thrusters power settings and their effect U1.1.6 Confirm limitations of thrusters effect with ship speed U1.1.7 Identify rudder type and effect with engine power setting and speed U1.1.8 Recall freeboard for cargo load K 1.1.9 Identify pivot point for different speed settings U1.1.10 Confirm stopping distance for different speed/load configurations U1.1.11 Recognise the turning circle for the vessels condition and environmental conditions K 1.1.12 Review squat effect with water depth and speed U1.1.13 Review bank effect with channel configuration and speed U1.1.14 Identify the tug push areas on side hull U

1.1.15 Review the mooring force calculation at equivalent draft considering the correlation between side hull structure andfender location/shape U

1.2 Recognise the local dock and harbour layout and features1.2.1 Use chart to identify key dock and harbour features A1.2.2 Review quay mooring facilities of calling ports U1.2.3 Obtain under water clearance of a berth from the terminal authority A

1.3 Be aware of the local harbour rules and regulations1.3.1 Review the environmental requirements U1.3.2 Review port regulations regarding speed and dock walls U

1.4 Identify local tug types and capabilities1.4.1 Identify local tugs to be used U

1.4.2 Assess tug-capabilities against ship characteristics and environmental conditions I

1.5 Take account of local physical environmental features, current, wind, tide and visibility1.5.1 Recall tidal regime for entry K 1.5.2 Identify locations where current effects can be anticipated U1.5.3 Consider draft/depth configuration A1.5.4 Establish minimum under keel clearance along the intended route A1.5.5 Establish likely wind effects and areas of impact A1.5.6 Determine visibility criteria for docking I

1.6 Create a berthing plan1.6.1 Complete the pilot card A

1.6.2 Appraise the pilots berthing plan A1.6.3 Set responsibilities for the bridge team A1.6.4 Inform the mooring teams of intended actions A1.6.5 Create a berthing plan prior to port entry I

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1.7 Prepare a contingency plan1.7.1 Identify the point of no return U1.7.2 Check incident case analyses I

1.7.3 Establish alternative routes A1.7.4 Identify locations where anchors can be used U1.7.5 Identify locations with sufficient swinging room U1.7.6 Confirm damage control routines U1.7.7 Produce a contingency plan prior to port entry I2. Basic Manoeuvring2.1 Establish slow speed control 2.1.1 Calculate distance from dock or berth to establish slow speed control A2.1.2 Identify slow speed regime for ship U2.1.3 Set rudder angle before kick ahead A2.1.4 Use kick ahead for transverse control A2.1.5 Balance with short periods of modest stern power A

2.1.6 Return rudder amidships after stopping engine A2.1.7 Recognise the correlation between speed and wake wash K 2.1.8 Anticipate effect of wake wash along the intended route A2.1.9 Adhere to company and local regulations regarding speed in confined waters K 2.1.10 Establish slow speed control I2.1.11 Minimise periods of no control I2.1.12 Set allowable quick astern order at berth A

2.2 Turn the ship2.2.1 Determine transverse thrust effect for propeller type I2.2.2 Determine transverse thrust effect for ship shape and condition I2.2.3 Determine transverse thrust effect with different engine power settings I2.2.4 Deduce the transverse thrust effect from bow and stern thrusters I2.2.5 Plan the swept track of the ship I2.2.6 Plan a controlled turn (e.g. radius / constant rpm / standing) I2.2.7 Conduct a controlled turn (e.g. radius / constant rpm / standing) I

2.2.8 Explain how a forward placed accommodation on a vessel with an aft ship of 160 meters influences your actions whenmaking a turn in narrow canals and straits U

2.2.9 Describe how to position a vessel with a forward placed accommodation and an aft ship of 160 meters, prior to makinga turn in narrow canals and straits U

2.2.10 State the importance of keeping a sharp lookout forward and aft when making a turn in narrow canals and straits, witha vessel with a forward placed accommodation K

2.2.11 Demonstrate a constant and thorough awareness of the vessels length, both for and aft, while performing a turn in nar-row canals and straits, especially on vessels with a forward placed accommodation A

2.3 Swing the ship

2.3.1 Set speed of the ship for the swing I2.3.2 Determine when to start the swing I2.3.3 Establish control of the swing I2.3.4 Decide when to terminate the swing I

2.3.5 Swing the ship 180 degrees within 1.5 ships length using thrusters, 1 tug forward and 1 tug aft with a 10 m/s (20 knots)initial beam wind and 2 knots stern current I

3. Environmental factors3.1 Take account of shallow water effect 3.1.1 Anticipate the movement of the ships stern for a given bank profile and take corrective action I3.1.2 Anticipate the movement of the ships bow for a given bank profile and take corrective action I3.1.3 Assess the underwater profile of the channel I3.1.4 Determine the amount of squat for the speed regime and channel configuration I3.1.5 Take account of changes in trim due to squat I3.1.6 Assess the effect of squat on the ships list for the speed regime and channel configuration I3.1.7 Calculate the under-keel clearance I3.1.8 Take account of wedge effect I3.1.9 Estimate the minimum under-keel clearance for the intended route and speed regime U

Table 3-1 Competence requirementsColumn 1 shows the ID for the competenceColumn 2 is the defined activity for the competenceColumn 3 defines the required level of cognition.

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3.2 Take account of environmental factors3.2.1 Estimate the wind effect and adjust ships track accordingly U

3.2.2 Estimate the tidal effect along the intended route and adjust ships track accordingly U3.2.3 Estimate the current along the intended route and adjust ships track accordingly U3.2.4 Make allowance for wave and swell effects along the intended route U

3.2.5 Adjust the ships heading and speed to maintain the intended ships track for a 5 m/s (10 knots) beam wind, 2 knot beamtidal current in both the loaded and light condition I

4. Ship-to-ship interactions and ship-to-berth effects4.1 Interaction with other vessels4.1.1 Recognise high and low water pressure zones around the ship K 4.1.2 Anticipate the movement of the ships stern in a passing manoeuvre and take corrective action I4.1.3 Anticipate the movement of the ships bow in a passing manoeuvre and take corrective action I4.1.4 Assess the interaction effect between 2 moving vessels I4.1.5 Assess the interaction effect between 1 moving and 1 moored ship I4.1.6 Pass a ship in the channel where under-keel clearance is 1.5 metres and lateral clearance is less than the ships beam I4.1.7 Overtake a ship in the channel where under-keel clearance is 1.5 metres and lateral clearance is less than the ships beam I

4.2 Interaction with the berth

4.2.1 Determine the approach angle for berthing (and angle for un-berthing), considering the lines of the vessel and protrudedlength I

4.2.2 Check location and status of berth cranes and other structures I

4.2.3 Judge, on a container vessel, if the outermost containers are likely to hit the gantry cranes if the ship's side overhangsthe pier while manoeuvring alongside I

4.2.4 Determine, for a container vessel, if parallel docking or undocking is required to prevent the outermost containers fromoverhanging the pier and hitting the gantry cranes I

4.2.5 Identify quay fender positions and shape K 4.2.6 Determine available fender area, considering the side tangent line of the vessel I4.2.7 Confirm fore and aft distances to other vessels or structures A4.2.8 Minimise lateral approach speed to berth I4.2.9 Anticipate buffer pressure effect between ship and berth U4.2.10 Position the ship relative to the berth I4.2.11 Maintain position until the ship is moored I

4.2.12 Berth the ship between two moored vessels with 20 metres clearance fore and aft to a quay with solid underwater profilein a 5 m/s (10 knots) offshore wind I

5. Using Tugs5.1 Determine the use of tugs5.1.1 Confirm the number, type and capabilities of tugs available U5.1.2 Agree with the pilot on the disposition of tugs I5.1.3 Advise the mooring teams of the tug disposition A5.1.4 Confirm the tugs are ready for the planned manoeuvres U

5.1.5 Allocate tugs according to capabi lity, ship characteristics, environmental conditions and port/berth layout I6. Bridge communication6.1 Setting standards6.1.1 Establish communication with the pilot A6.1.2 Ensure Pilot and bridge team are able to communicate effectively A

6.2 Issuing order and commands6.2.1 Advise port control of ships progress I6.2.2 Inform the mooring teams of the operational tasks to be performed K 6.2.3 Issue instructions to tugs I6.2.4 Issue instructions to the bridge team I6.2.5 Issue the instruction to re-position a tug from pulling on the bow to pushing amidships I7. Management tasks7.1 Monitor ships position and movement 7.1.1 Determine the ships transverse and longitudinal position relative to the intended track I7.1.2 Monitor pilots engine and wheel commands I7.1.3 Advise the pilot of the stopping distance of the ship I


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4. References

STCW 95 Table A-II/2 Function: Navigation at the man-agement level; Competence; Manoeuvre and handle a shipin all conditions (elements .2 - .8 and .15 and .16 ).

STCW 95 Section B-V/a Guidance regarding additional

training for masters and chief mates of large ships andships with unusual manoeuvring characteristics. IMO Model course 7.01 Master and Chief Mate; Compe-

tence 1.9 Manoeuvring and Handling a ship in all condi-tions; performance sections 1.2, 1.3, 1.4, 1.5, 1.6, 1.7 and1.12.

IMO Model course 1.22 Ship simulation and BridgeTeam.

7.1.4 Advise the pilot of any unacceptable action I7.1.5 Be prepared to take command of operations I7.1.6 Take command of berthing the ship I

7.2 Monitor ships progress against the berthing plan7.2.1 Compare present progress against the berthing plan U7.2.2 Adjust the plan as necessary I7.2.3 Amend the berthing plan and re-issue orders I


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