“Let´s

Let´s Talk About Safety on board Ships”

1
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
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CONTENTS:

1.-INTRODUCTION

2.-SELF EXPLANATORY

This is a compilation of statistics and documents from the International

Maritime Legislation and organizations sourced from publications
publicat in the media
and on their respective websites.
website

3.- The International Maritime Conventions and Codes

4.-Chapter I

4.1.-Before Sign on the Ship

4.2.-On
On Arrival on Board the Ship

5.-Chapter II

5.1.-Once
Once My Rank Hand Over Period
P is Finished

6.-CONCLUSION

accurate maritime © right reserved

Ships will be safely manned around the world only when incidents or
accidents caused by human error can be significantly reduced. This can
only happen when, without exception, seafarers are recognized
recognize as the ship’s
spine.

Captain Nestor Negrin Marquez.

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
..…….Let´s Safety…. Let´s Talk About Safety……..

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Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
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Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

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1.- INTRODUCTION

This book is based on years of experience at sea and is designed to help seafarers gain a proper
understanding of the checking and reviewing procedures of any Safety Management System onboard
and onshore. A brief outline of the major maritime organizations,
s, conventions and codes is given so
that the seafarer can develop a culture of checking and reviewing and have an understanding of the
necessary steps needed for the safe operation of any ship.

Let´s Talk about Safety on board Ships gives the experience of Captain Nestor Negrin
Marquez during his career as a crew member and Master on board many vessels and a his experiences
onshore. This book is therefore not a substitute nor does it purport to interface with those systems
which are implemented,
nted, certified and are running on board a vessel or onshore.

Each vessel has its own Safety Management System implemented, approved and certified by the
Competent Authority. It is the duty of Seafarers and company personnel to follow such systems and
operate the ship safely.

It is our intention through Let´s Talk about Safety on board Ships to add our grain of sand to
information available in order to help all those who deal every day with the operation of ships. While
facing the challenges of the profession and technical scientific advances seafarers are encouraged to
find the true North.

Let´s Talk about Safety on board Ships is Dedicated to the centenary of the International
Convention for the Safety of Life at Sea (SOLAS) adopted on 20 January 1914, 1914 to all those who have
sailed and have kept the sea environment, ships and the cargos safe before the existence of
organizations, convections and codes that are now mandatory in the maritime sector, and to all
Seafarers who are still in the line
ine of duty and the future generations yet to come.

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Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
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2.-SELF EXPLANATORY:

IMO – the International Maritime Organization – is the United Nations specialized agency with
responsibility for the safety and security of shipping and the prevention of marine pollution by
ships.

Seafaring has always been one of the world's most dangerous

dan occupations. The unpredictability of the
weather and the vast power of the sea itself seemed so great that for centuries it was assumed that little
could be done to make shipping safer.

In response to major disasters, states moved towards internationalization

internationalization of the law, first by the
harmonization of local regulations, through bilateral treaties, agreements or understandings among the
leading maritime nations. Some organizations operated for a time and then vanished or were absorbed;
others were transitory
ransitory to meet the exigencies of war. Next, nations held international conferences in
order to set up universal rules and finally, intergovernmental organizations took over in order to
encourage the adoption of international instruments to regulate safety
safety at sea and prevention of pollution
from ships.

It has always been recognized that the best way of improving safety at sea is by developing
international regulations that are followed by all shipping nations and from the mid-19th
mid century
onwards a number er of such treaties were adopted. Several countries proposed that a permanent
international body should be established to promote maritime safety more effectively, but it was not
until the establishment of the United Nations itself that these hopes were realized.
re In 1948 an
international conference in Geneva adopted a convention formally establishing IMO (the original name
was the Inter-Governmental
Governmental Maritime Consultative Organization, or IMCO, but the name was changed
in 1982 to IMO).

IMO was born into a world weary from war and in which the old colonial powers still held sway in
terms of global prosperity and trade. As a consequence, these were also major powers in shipping and,
as the leading maritime nations, they tended to create their own standards withwi regard to vessel
construction, safety, manning and so on.

But, in 1948, a new spirit of global unity was in the air and the first glimpses of a new world order on
the horizon combined to cause a number of far-sighted
far sighted nations to draw up the blueprint for fo an
international organization that would develop standards for shipping - for adoption and universal
implementation throughout the entire industry.

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Prepared by: Captain Nestor Negrin Marquez
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The IMO Convention entered into force in 1958 and the new Organization met for the first time the
following year.
The purposes of the Organization, as summarized by Article 1(a) of the Convention, are "to provide
machinery for cooperation among Governments in the field of governmental regulation and practices
relating to technical matters of all kinds affecting shipping engaged in international trade; to encourage
and facilitate the general adoption of the highest practicable standards in matters concerning maritime
safety, efficiency of navigation and prevention and control of marine pollution from ships". The
Organization is also empowered to deal with administrative and legal matters related to these
th purposes.

IMO's first task was to adopt a new version of the International Convention for the Safety of Life at Sea
(SOLAS), the most important of all treaties dealing with maritime safety. This was achieved in 1960
and IMO then turned its attention to such matters as the facilitation of international maritime traffic,
load lines and the carriage of dangerous goods, while the system of measuring the tonnage of ships was
revised.

But although safety was and remains IMO's most important responsibility, a new problem began to
emerge - pollution. The growth in the amount of oil being transported by sea and in the size of oil
tankers was of particular concern and the Torrey Canyon disaster
ster of 1967, in which 120,000 tonnes of
oil was spilled, demonstrated the scale of the problem.

Source: Wikipedia & Its sources to publicize the article in the free Encyclopedia:

http://en.wikipedia.org/wiki/SS_Torrey_Canyon#Design_and_history

Career
Name: SS Torrey Canyon
Owner: Barracuda Tanker Corporation
Operator: British Petroleum
Port of Liberia
registry:
Builder: Newport News Shipbuilding & Dry-
dock Co
Yard number: 532
Laid down: 1959
Identification: UK official number 536535
Fate: Sank after running aground on 18
March 1967
General characteristics
Type: Supertanker
Tonnage: 61,263 GRT
Length: 974.4 ft (297.0 m)
Beam: 125.4 ft (38.2 m)
Draught: 68.7 ft (20.9 m)
Propulsion: Single shaft; steam turbine
Speed: 17 knots (31 km/h; 20 mph)
Capacity: 120,000 tons crude oil

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Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
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Design and history

When laid down by the Newport News Shipbuilding and Dry dock Company in the USA in 1959, she
had a capacity of 60,000 tons. However, the ship was later enlarged in Japan to 120,000 tons capacity.
At the time of the shipwreck she was owned by Barracuda Tanker Corporation,
Corporation a subsidiary of the
fornia, and registered in Liberia[1] but chartered to British Petroleum. She
Union Oil Company of California
was 974.4 feet (297.0 m) long, 125.4 feet (38.2 m) beam and 68.7 feet (20.9 m) draught.
draught
Accident and oil spill

Main article: Torrey Canyon oil spill

The ship left the Kuwait National Petroleum Company refinery at Mina al-Ahmadi
Ahmadi on her final voyage
on 19 February 1967 with full cargo of crude oil, reaching the Canary Islands by 14 March. From there
the planned route was to Milford Haven in Wales.
On 18 March 1967 due to a navigational error, the Torrey Canyon struck Pollard's Rock on Seven
Stones reef between the Cornish mainland and the Scilly Isles. An inquiry in Liberia,
Liberia where the ship
was registered, found Shipmaster Pastrengo Rugiati was to blame, because he took a shortcut to save
sav
time to get to Milford Haven.

On 28 March 1967 the Fleet Air Arm sent Blackburn Buccaneer strike aircraft from RNAS
Lossiemouth to drop forty-two two 1,000 lb bombs on the ship. Then, the Royal Air Force sent Hawker
Hunter jets from RAF Chivenor to drop cans of aviation fuel to make the oil blaze.[2] However,
exceptionally high tides put the fire out and it took further attacks by Fleet Air Arm de Havilland Sea
Vixens from RNAS Yeovilton and Buccaneers from the Naval Air Station at Brawdy, Brawdy as well as more
RAF Hunters with liquified petroleum jelly (not napalm,, as HMG denied that the UK forces had stocks
of napalm), to ignite the oil. Attempts to use foam booms to contain the oil were of limited success
succe due
to their fragility in high seas. Bombing continued into the next day before the Torrey Canyon finally
sank.[3]
The wreck now lies at a depth of 30 metres (98 ft).
Source of photo gallery: Google search

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Prepared by: Captain Nestor Negrin Marquez
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Let´s Talk About Safety on board Ships”
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Safety…

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During the next few years IMO introduced a series of measures designed to prevent tanker accidents
and to minimize their consequences. It also tackled the environmental threat caused by routine
operations such as the cleaning of oil cargo tanks and the disposal of engine room wastes - in tonnage
terms a bigger menace than accidental pollution.
The most important
ant of all these measures was the International Convention for the Prevention of
Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78). It
covers not only accidental and operational oil pollution but also pollution by chemicals, goods in
packaged form, sewage, garbage and air pollution.
IMO was also given the task of establishing a system for providing compensation to those who had
suffered financially as a result of pollution. Two treaties were adopted, in 1969 and
an 1971, which
enabled victims of oil pollution to obtain compensation much more simply and quickly than had been
possible before. Both treaties were amended in 1992, and again in 2000, to increase the limits of
compensation payable to victims of pollution. A number of other legal conventions have been
developed since, most of which concern liability and compensation issues.
Also in the 1970s a global search and rescue system was initiated, with the establishment of the
International Mobile Satellite Organization
Organization (IMSO), which has greatly improved the provision of radio
and other messages to ships.
The Global Maritime Distress and Safety System (GMDSS) were adopted in 1988 and began to be
phased in from 1992. In February 1999, the GMDSS became fully operational,
operational, so that now a ship that
is in distress anywhere in the world can be virtually guaranteed assistance, even if the ship's crew does
not have time to radio for help, as the message will be transmitted automatically.
Two initiatives in the 1990s are especially
especially important insofar as they relate to the human element in
shipping. On 1 July 1998 the International Safety Management Code entered into force and became
applicable to passenger ships, oil and chemical tankers, bulk carriers, gas carriers and cargo high
h speed
craft of 500 gross tonnages and above. It became applicable to other cargo ships and mobile offshore
drilling units of 500 gross tonnage and above from 1 July 2002.
On 1 February 1997, the 1995 amendments to the International Convention on Standards
Stand of Training,
Certification and Watchkeeping for Seafarers, 1978 entered into force.
They greatly improve seafarer standards and, for the first time, give IMO itself powers to check
Government actions with Parties required to submit information to IMO
IMO regarding their compliance
with the Convention. A major revision of the STCW Convention and Code was completed in 2010 with
the adoption of the "Manila amendments to the STCW Convention and Code".
New conventions relating to the marine environment were adopted in the 2000s, including one on anti-
anti
fouling systems (AFS 2001), another on ballast water management to prevent the invasion of alien
species (BWM 2004) and another on ship recycling (Hong Kong International Convention for the Safe
and Environmentally
lly Sound Recycling of Ships, 2009).
The 2000s also saw a focus on maritime security, with the entry into force in July 2004 of a new,
comprehensive security regime for international shipping, including the International Ship and Port
Facility Security (ISPS)
SPS) Code, made mandatory under amendments to SOLAS adopted in 2002.
In 2005, IMO adopted amendments to the Convention for the Suppression of Unlawful Acts (SUA)
Against the Safety of Maritime Navigation, 1988 and its related Protocol (the 2005 SUA Protocols),
Protoc
which amongst other things, introduce the right of a State Party desires to board a ship flying the flag
of another State Party when the requesting Party has reasonable grounds to suspect that the ship or a
person on board the ship is, has been, or is
is about to be involved in, the commission of an offence under
the Convention.

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Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
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As IMO instruments have entered into force and been implemented, developments in technology
and/or lessons learned from accidents have led to changes and amendments being adopted.

The focus on implementation continues, with the technical co-operation

co operation programme a key strand of
IMO's work.

"The mission of the International

International Maritime Organization (IMO) as a United Nations specialized agency
is to promote safe, secure, environmentally sound, efficient and sustainable shipping through
cooperation. This will be accomplished by adopting the highest practicable standards of maritime
marit
safety and security, efficiency of navigation and prevention and control of pollution from ships, as well
as through consideration of the related legal matters and effective implementation of IMO’s
instruments with a view to their universal and uniform application."

Structure

In October 2007, the IMO has 167 member States who meet every two years at a General Assembly.
The 40 members of the Council are selected by the Assembly.
The IMO Secretariat and various Committees come under the Council.

The structure of the IMO is shown schematically in the following figure.

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Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
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Committees

MSC - Maritime Safety Committee and Sub-Committees for various areas of responsibility for ship
safety
=> deals with matters such as draft amendments to SOLAS, Load Line, STCW, Tonnage

MEPC - Marine Environment Protection Committee and two Sub-Committees

Committees for issues relating to
the prevention and control of marine pollution and the amendment of Conventions
=> deals with matters such as draft amendments to MARPOL

LEG - Legal Committee for all legal matters

FAL - Facilitation Committee for issues relating to the simplification of maritime traffic, including
includin
the standardization of ships’ papers

TC - Technical Co-operation
operation Committee for matters relating to the organization of development aid

Other participating organizations

Those also attending IMO sessions include representatives of inter-governmental

inter governmental organizations
or such as
the:

EEC - Commission of the European Communities

OECD - Organization for Economic Co-Operation

Co and Development

Approximately 60 non-governmental
governmental organizations have a consultative status within the IMO.
These include organizations such as the:

IACS - International Association of Classification Societies

BIMCO - Baltic and International Maritime Council

ISF - International Shipping Federation Ltd.

ICS - International Chamber of Shipping

OCIMF - Oil Companies International Marine Forum

IMO – The History – Why IMO?

The creation of IMO coincided with a period of tremendous change in world shipping and the
Organization was kept busy from the start developing new conventions and ensuring that existing
instruments kept pace with changes in shipping technology.
It is now responsible for nearly 50 international conventions and agreements and has adopted numerous
protocols and amendments.

The origins of the development of ship safety regulations can be traced back to the year 1895: the
sinking of the “Elbe”, a high-speed
speed steamer,
steamer, was the impetus needed to develop classification rules for
passenger ships. But it was only following the “Titanic” disaster in which 1500 people lost their lives
that an international government conference was held in 1914 on the issue of safety at
a sea.

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Prepared by: Captain Nestor Negrin Marquez
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The outcome of this conference was the ship safety convention of 1914 which even at that time
contained technical requirements relating to life-saving
saving equipment, protection against fire, radio
telegraphy and the subdivision of passenger ships, as well as requirements on the issuing of ice, wreck
and meteorological reports. It has been a long road from the birth of international safety regulations
reg up
to the present-day
day situation and one which has been marked time after time by accidents at sea.

Serious accidents at sea during the past years

Date of the event Name of the ship/description of the accident

7 April, 1990 Fire on the “Scandinavian Star” 158 dead
10 April, 1991 Collision between the tanker the “Agip Abruzzo” and the ferry
the “Moby Prince”: 139 people died
14 January,1993 The Polish ferry “Jan Heweliusz” capsized off Rügen: 50
people lost their lives
28 September,1994 The Estonian ferry “Estonia” went down in a storm. 852 out of
the 989 on board lost their lives
18 June, 1995 The ferry “Euromagique” caught fire off Vlissingen
(Netherlands),
all passengers survived unhurt
21 May, 1999 Fire on the cruise ship the “Sun Vista” off Malaysia. 1104
people were rescued and the ship sank
8 July,1999 Fire in the engine room of the Norwegian ferry “Prinsesse
Ragnhild” 1340 people were rescued, one woman passenger
died.
26 November,1999 The high-speed
high catamaran “Sleipner” went down.16 dead
12 December,1999 Break
Break-up of the tanker “Erika”
Widespread environmental pollution along the French coast.
12 August, 2000 In der Barents Sea the Russian nuclear submarine
2”Kursk“sank carrying a crew of 118.
31 October, 2000 CT “Levoli Sun” the 115 m long ship sunk in heavy storm near
La Hague
26 September, 2002 Near the Gambian Coast the Senegalese ferry „Joola“ capsized,
because she was
Over loaded: 1863 victims, there must be there must 60
Over-loaded:
survivors.
13 November, 2002 The Tanker Prestige “got into distress. Six days later it broke in
half and sunk off the Spanish coast. It lost more than 63.000
tons heavy fuel oil.
14 December, 2002 Collision of the car carrier „Tricolor“ with the vessel „Kariba“
on the way from Seebrügge to Southampton; it sunk with 2871
virgin cars, the crew was saved.
19 January, 2004 The “Rocknes” capsized whilst carrying a cargo of rocks off the
west coast of Norway. 18 of its 29 crew lost their life.
10 February, 2004 During the crossing from the Comoros
Co to Mahajanga
(Madagascar) the ferry “Samson“ sank. 111 people died.
03 February, 2006 The Egyptian ferry “El-Salam
“El Salam Boccaccio '98 “ sank in the Red
Sea – 1415 people were on board, more than 1000 of them died

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Prepared by: Captain Nestor Negrin Marquez
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International Convention for the Safety of Life at Sea (SOLAS), 1974

The sinking of the Titanic on 14 April 1912 after colliding with an iceberg was the catalyst for the
adoption in 1914 of the first International Convention for the Safety of Life at Sea (SOLAS). More
than 1,500 passengers and crew died and the disaster raised so many questions about the safety
standards in force that the United
United Kingdom Government proposed holding a conference to develop
international regulations. The Conference, which was attended by representatives of 13 countries,
introduced new international requirements dealing with safety of navigation for all merchant ships;
sh the
provision of watertight and fire-resistant
fire bulkheads; life-saving
saving appliances; and fire prevention and
fire-fighting
fighting appliances on passenger ships. Other requirements dealt with the carriage of
radiotelegraph equipment for ships carrying more than 50 persons; the Conference also agreed on the
establishment of a North Atlantic ice patrol.
patrol

Source: Wikipedia & Its sources to publicize the article in the free Encyclopedia:

http://en.wikipedia.org/wiki/Sinking_of_the_RMS_Titanic

Sinking of the RMS Titanic

The sinking of the RMS Titanic occurred on the night of 14 April through to the morning of 15 April
1912 in the north Atlantic Ocean, four days into her maiden voyage from Southampton to New York
City. The largest passenger liner in service at the time, Titanic had an estimated 2,224 people on board
when she struck an iceberg at 23:40 (ship's time[a]) on Sunday, 14 April 1912. Her sinking two hours
and forty minutes later at 02:20 (05:18 GMT)) on Monday, 15 April resulted in the deaths of more than
1,500 people, which made it one of the deadliest peacetime maritime disasters in history.

Titanic received
eceived six warnings of sea ice on 14 April but was travelling near her maximum speed when
she sighted the iceberg. Unable to turn quickly enough, the ship suffered a glancing blow that buckled
her starboard (right) side and opened five of her sixteen compartments to the sea. Titanic had been
designed to stay afloat with four flooded compartments but not more, and the crew soon realised that
the ship would sink. They used rocket flares and radio (wireless)) messages to attract help as the
passengers were put into lifeboats.
lifeboats However, r, although not unlawfully, the ship was carrying far too few
lifeboats for everyone and many boats were not filled to their capacity due to a poorly managed
evacuation. The ship sank with over a thousand passengers and crew members still on board. Almost
all those who jumped or fell into the water died from hypothermia within minutes. RMS Carpathia
arrived on the scene about an hour and a half after the sinking and had rescued the last of the survivors
in the lifeboats by 09:15 on 15 April, little more than 24 hours after Titanic's crew had received their
first warnings of drifting ice. The disaster caused widespread public outrage over the lack of lifeboats,
lax shipping regulations, and the unequal treatment of the different passenger classes aboard the ship.
Inquiries set up in the wake of the disaster recommended sweeping changes to maritime regulations.
regul
This led to the establishment in 1914 of the International Convention for the Safety of Life Li at Sea
(SOLAS), which still governs maritime safety today.

Titanic in Cork Harbour, 11 April 1912

…….Let´s
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Safety…. Let´s Talk About Safety…….

11
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
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Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Career

Name: RMS Titanic

Owner: White Star Line
Port of Liverpool, United Kingdom
registry:
Route: Southampton to New York City
Ordered: 17 September 1908
Builder: Harland and Wolff, Belfast
Yard number: 401
Laid down: 31 March 1909
Launched: 31 May 1911
Completed: 2 April 1912
Maiden 10 April 1912 (101 years ago)
voyage:
In service: 10–15 April 1912
Identification: Radio call sign "MGY"
Fate: Hit an iceberg 11:40 pm (ship's time) 14
April 1912 on its maiden voyage and
sank 2h 40m later
General characteristics
Class & type: Olympic-class ocean liner
Tonnage: 46,328 GRT
Displacement: 52,310 tons
Length: 882 ft 6 in (269.0 m)
Beam: 92 ft 0 in (28.0 m)
Height: 175 ft (53.3 m) (keel to top of funnels)
Draught: 34 ft 7 in (10.5 m)
Depth: 64 ft 6 in (19.7 m)
Decks: 9 (A–G)
Installed 24 double-ended
ended and 5 single-ended
single
power: boilers feeding two reciprocating
recip steam
engines for the wing propellers and a
low-pressure
pressure turbine for the center
propeller;[1] output: 46,000 HP
Propulsion: Two 3-blade
blade wing propellers and one 4-
4
blade centre propeller
Speed: Cruising: 21 kn (39 km/h; 24 mph).
Max: 24 kn (44 km/h; 28 mph)
Capacity: Passengers: 2,435, crew: 892. Total:
3,327
Notes: Lifeboats: 20 for 1,178 people

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…….Let´s

12
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Source: http://en.wikipedia.org/wiki/File:St%C3%B6wer_Titanic.jpg

Source: Eye Witness to History.com / http://www.eyewitnesstohistory.com/titanic.htm

Two lifeboats approach Survivors on the deck of the Carpathia

the Carpathia April 15, 1912

The SOLAS Convention in its successive forms is generally regarded as the most important of all
international treaties concerning the safety of merchant ships.

The International Convention for the Safety of Life at Sea (SOLAS) was adopted on 20 January 1914
19
but did not enter into force in July 1915 as the war had broken out in Europe.

The second in 1929, the third in 1948, and the fourth in 1960.The 1974 version includes the tacit
acceptance procedure - which provides that an amendment shall enter into forcefor on a specified date
unless, before that date, objections to the amendment are received from an agreed number of Parties.

As a result the 1974 Convention has been updated and amended on numerous occasions. The
Convention in force today is sometimes referred
referred to as SOLAS, 1974, as amended.

…….Let´s
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Safety…. Let´s Talk About Safety…….

13
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
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…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

14
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
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Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Technical provisions

The main objective of the SOLAS Convention is to specify minimum standards for the construction,
equipment and operation of ships, compatible with their safety. Flag States are responsible for ensuring
that ships under their flag comply with its requirements, and a number of certificates are prescribed in
the Convention as proof that this has been done. Control provisions also allow Contracting
Governments to inspect ships of other Contracting States if there are clear grounds for believing that
the ship and its equipment do not substantially comply with the requirements of the Convention - this
procedure is known as port State control. The current SOLAS Convention includes Articles
Ar setting out
general obligations, amendment procedure and so on, followed by an Annex divided into 12 Chapters.

Chapter I - General Provisions

Includes regulations concerning the survey of the various types of ships and the issuing of documents
signifying that the ship meets the requirements of the Convention; The Chapter also includes
provisions for the control of ships in ports of other Contracting Governments;

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

The subdivision of passenger ships into watertight compartments must be such that after assumed
damage to the ship's hull the vessel will remain afloat and stable. Requirements for watertight integrity
and bilge pumping arrangements for passenger
passenger ships are also laid down as well as stability
requirements for both passenger and cargo ships.

The degree of subdivision - measured by the maximum permissible distance between two adjacent
bulkheads - varies with ship's length and the service in which
which it is engaged. The highest degree of
subdivision applies to passenger ships.

Requirements covering machinery and electrical installations are designed to ensure that services which
are essential for the safety of the ship, passengers and crew are maintained
maintained under various emergency
conditions.

"Goal-based
based standards" for oil tankers and bulk carriers were adopted in 2010, requiring new ships to
be designed and constructed for a specified design life and to be safe and environmentally friendly, in
intact
ntact and specified damage conditions, throughout their life. Under the regulation, ships should have
adequate strength, integrity and stability to minimize the risk of loss of the ship or pollution to the
marine environment due to structural failure, including
including collapse, resulting in flooding or loss of Water-
tight integrity.

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

Includes detailed fire safety provisions for all ships and specific measures for passenger ships; cargo
ships and tankers.

They include the following principles: division of the ship into main and vertical zones by thermal and
structural boundaries; separation of accommodation spaces from the remainder of the ship by thermal
and structural boundaries; restricted use of combustible materials; detection of any fire in the zone of
origin; containment and extinction of any fire in the space of origin; protection of the means of escape
or of access for fire-fighting
fighting purposes; ready availability of fire-extinguishing
fire extinguishing appliances;
appli minimization
of the possibility of ignition of flammable cargo vapours.

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…….Let´s Safety…. Let´s Talk About Safety…….

15
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
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Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
saving appliances and arrangements
Chapter III - Life-saving

The Chapter includes requirements for life-saving

life saving appliances and arrangements, including requirements
for life boats, rescue boats and life jackets according to type of ship. The International Life-Saving
Life
Appliance (LSA) Code gives specific technical requirements
requirements for LSAs and is mandatory under
Regulation 34, which states that all life-saving
life saving appliances and arrangements shall comply with the
applicable requirements of the LSA Code.

Chapter IV - Radiocommunications

The Chapter incorporates the Global Maritime Distress and Safety System (GMDSS). All passenger
ships and all cargo ships of 300 gross tonnage and upwards on international voyages are required to
carry equipment designed to improve the chances of rescue following an accident, including satellite
emergency
ency position indicating radio beacons (EPIRBs) and search and rescue transponders (SARTs)
for the location of the ship or survival craft.
Regulations in Chapter IV cover undertakings by contracting governments to provide radio
communication services as well ll as ship requirements for carriage of radio communications equipment.
The Chapter is closely linked to the Radio Regulations of the International Telecommunication Union.

Chapter V - Safety of navigation

Chapter V identifies certain navigation safety services

services which should be provided by Contracting
Governments and sets forth provisions of an operational nature applicable in general to all ships on all
voyages. This is in contrast to the Convention as a whole, which only applies to certain classes of ship
shi
engaged on international voyages.

The subjects covered include the maintenance of meteorological services for ships; the ice patrol
service; routing of ships; and the maintenance of search and rescue services.

This Chapter also includes a general obligation for masters to proceed to the assistance of that in
distress and for Contracting Governments to ensure that all ships shall be sufficiently and efficiently
manned from a safety point of view.

The chapter makes mandatory the carriage of voyage data recorders (VDRs) and automatic ship
identification systems (AIS).

Chapter VI - Carriage of Cargoes

The Chapter covers all types of cargo (except liquids and gases in bulk) "which, owing to their
particular hazards to ships or persons on board, may require
require special precautions". The regulations
include requirements for stowage and securing of cargo or cargo units (such as containers). The
Chapter requires cargo ships carrying grain to comply with the International Grain Code.

Chapter VII - Carriage of dangerous goods

The regulations are contained in three parts:

Part A - Carriage of dangerous goods in packaged form - includes provisions for the classification,
packing, marking, labelling and placarding, documentation and stowage of dangerous goods.
Contracting Governments are required to issue instructions at the national level and the Chapter makes
mandatory the International Maritime Dangerous Goods (IMDG) Code, developed by IMO, which is
constantly updated to accommodate new dangerous goods and to supplement or revise existing
provisions.
…….Let´s
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Safety…. Let´s Talk About Safety…….

16
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
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ut Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the documentation, stowage and
segregation requirements for these goods and requires reporting of incidents involving such goods.

Part B covers Construction and equipment of ships carrying

carrying dangerous liquid chemicals in bulk and
requires chemical tankers to comply with the International Bulk Chemical Code (IBC Code).

Part C covers Construction and equipment of ships carrying liquefied gases in bulk and gas carriers to
comply with the requirements of the International Gas Carrier Code (IGC Code).

Part D includes special requirements for the carriage of packaged irradiated nuclear fuel, plutonium and
high-level
level radioactive wastes on board ships and requires ships carrying such products to comply with
the International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-
High
Level Radioactive Wastes on Board Ships (INF Code).

The chapter requires carriage of dangerous goods to be in compliance with the relevant provisions of
the International Maritime Dangerous Goods Code (IMDG Code).

Chapter VIII - Nuclear ships

Gives basic requirements for nuclear-powered
nuclear powered ships and is particularly concerned with radiation
hazards. It refers to detailed and comprehensive Code of Safety for Nuclear Merchant Ships which was
adopted by the IMO Assembly in 1981.
Chapter IX - Management for the Safe Operation of Ships

The Chapter makes mandatory the International Safety Management (ISM) Code, which requires a
safety managementt system to be established by the ship owner or any person who has assumed
responsibility for the ship (the "Company").

Chapter X - Safety measures for high-speed

high craft
The Chapter makes mandatory the International Code of Safety for High-Speed
High Speed Craft (HSC
(HS Code).
Chapter XI-1 - Special measures to enhance maritime safety
The Chapter clarifies requirements relating to authorization of recognized organizations (responsible
for carrying out surveys and inspections on Administrations' behalves); enhanced surveys;
sur ship
identification number scheme; and port State control on operational requirements.
Chapter XI-2 - Special measures to enhance maritime security

Regulation XI-2/3 of the chapter enshrines the International Ship and Port Facilities Security Code
(ISPS Code). Part A of the Code is mandatory and part B contains guidance as to how best to comply
with the mandatory requirements.
Regulation XI-2/8 confirmsirms the role of the Master in exercising his professional judgement over
decisions necessary to maintain the security of the ship. It says he shall not be constrained by the
Company, the charterer or any other person in this respect.
Regulation XI-2/5 requires
uires all ships to be provided with a ship security alert system. ,
Regulation XI-2/6
2/6 covers requirements for port facilities, providing among other things for Contracting
Governments to ensure that port facility security assessments are carried out and that th port facility
security plans are developed, implemented and reviewed in accordance with the ISPS Code.
Other regulations in this chapter cover the provision of information to IMO, the control of ships in port,
(including measures such as the delay, detention,
detention, restriction of operations including movement within
the port, or expulsion of a ship from port), and the specific responsibility of Companies.
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
…….Let´s Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

17
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
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Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Chapter XII - Additional safety measures for bulk carriers

The Chapter includes structural requirements for bulk carriers over 150 meters in length.

SOLAS - Amendments

The 1974 Convention has been amended many times to keep it up to date.

Amendments adopted by the Maritime Safety Committee (MSC) are listed in MSC Resolutions.

…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

18
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
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About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
International Convention for the Prevention of Pollution from Ships (MARPOL)

The International Convention for the Prevention of Pollution from Ships (MARPOL) is the main
international convention covering prevention of pollution of the marine environment by ships from
operational or accidental causes.

The MARPOL Convention was adopted on 2 November 1973 at IMO. The Protocol of 1978 was
adopted in response to a spate of tanker accidents in 1976-1977.
1976 . As the 1973 MARPOL Convention
had not yet entered into force, the 1978 MARPOL Protocol absorbed the parentparen Convention. The
combined instrument entered into force on 2 October 1983. In 1997, a Protocol was adopted to amend
the Convention and a new Annex VI was added which entered into force on 19 May 2005. MARPOL
has been updated by amendments through the years.
year

Source: http://www.cetmar.org/documentacion/mareas_negras_catastrofes.htm

On 24 January-1976, the Liberian tanker "Olimpyc Bravery", with a cargo of 250,000 tons of oil, broke
in two off the north coast of Ushant,
Ushant France. Causing a spill of 1,200 tons; and the death of the four
crew of a helicopter that crashed while performing tasks slick observation.

Motor Tanker “Olimpyc Bravery”

On May 12-1976, the tanker "Urqui
Urquiola" of 276.54 meters long and 111 225 dwt.
dwt built just three years
before the tragedy in 1973. From Saudi Arabia with a cargo of 107,678 tons of Arabian Light and
Arabian Medium plus 5,000 tn own fuel, since he had refueled in the Canaries, ran aground in the
entrance channel to the port of A Coruña (NW Spain). Approximately ¾ of oil burned after the initial
explosion and for 2 days, between 21 and 27 May the Dutch salvage vessel "Smit
Smit Lloyd 106" siphoned
the tanker "Camporraso" about 7,700 tons and 20,000 tons of oil were spilled into the sea, that
produced severe damage to the shores of the estuaries of Ferrol, Ares and A Coruña.

Motor Tanker Urquiola at the time of the explosion

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…….Let´s

19
Prepared by: Captain Nestor Negrin Marquez
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Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
On December 15-1976,, the tanker "Argo Merchant" of 196 meters long in the middle of a little bad
weather aground on low in Nantucket Island, Massachusetts, six days after breaks in two and sinks
with 27.000tn fuel No.6 Subsequent research added to climatological factors, inexperience,
inexperience nav. charts
outdated and faulty gyro compass.
compass
Built in 1953, the last years of life were spent full of incidents, up to 15,, including a collision in Japan.

The "Argo Merchant" after six days aground and split in two

On February 23-1977, the Liberian tanker "Hawaiian Patriot" 300 miles off the coast of Honolulu has
an oil leak and then catches fire, spilling an estimated 95,000 tons.

The Convention includes regulations aimed at preventing and minimizing pollution from ships - both
accidental pollution and that from routine operations - and currently includes six technical Annexes.
Special Areas with strict controls on operational discharges are included in most Annexes.

Annex I Regulations for the Prevention of Pollution by Oil (entered into force 2 October 1983)

Covers prevention of pollution by oil from operational measures as well as from accidental discharges;
the 1992 amendments to Annex I made it mandatory for new oil tankers tankers to have double hulls and
brought in a phase-in
in schedule for existing tankers to fit double hulls, which was subsequently revised
in 2001 and 2003.

Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk (entered
into force 2 October 1983)

Details the discharge criteria and measures for the control of pollution by noxious liquid substances
carried in bulk; some 250 substances were evaluated and included in the list appended to the
Convention; the discharge of their residues is allowed only to reception facilities until certain
concentrations and conditions (which vary with the category of substances) are complied with.
In any case, no discharge of residues containing noxious substances is permitted within 12 miles of the
nearest land.

Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form
(entered into force 1 July 1992)

Contains general requirements for the issuing of detailed standards on packing, marking, labelling,
documentation, stowage, quantity limitations, exceptions and notifications;

For the purpose of this Annex, “harmful substances” are those substances which are identified as
marine pollutants in the International Maritime Dangerous Goods Code (IMDG Code) or which meet
thee criteria in the Appendix of Annex III.

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
…….Let´s Safety…. Let´s Talk About Safety…….

20
Prepared by: Captain Nestor Negrin Marquez
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k About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Annex IV Prevention of Pollution by Sewage from Ships (entered into force 27 September 2003)

Contains requirements to control pollution of the sea by sewage; the discharge of sewage into the sea is
prohibited, except when the ship has in operation an approved sewage treatment plant or when the ship
is discharging comminuted and disinfected sewage using an approved system at a distance of more than
three nautical miles from the nearest land; sewage which is not comminuted or disinfected has to be
discharged at a distance of more than 12 nautical miles from the nearest land.

In July 2011, IMO adopted the most

most recent amendments to MARPOL Annex IV which are expected to
enter into force on 1 January 2013. The amendments introduce the Baltic Sea as a special area under
Annex IV and add new discharge requirements for passenger ships while in a special area.

Annexx V Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988)

Deals with different types of garbage and specifies the distances from land and the manner in which
they may be disposed of; the most important feature of the Annex isis the complete ban imposed on the
disposal into the sea of all forms of plastics.

In July 2011, IMO adopted extensive amendments to Annex V which are expected to enter into force
on 1 January 2013. The revised Annex V prohibits the discharge of all garbage
garbage into the sea, except as
provided otherwise, under specific circumstances.

Annex VI Prevention of Air Pollution from Ships (entered into force 19 May 2005)

Sets limits on Sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate
delib
emissions of ozone depleting substances; designated emission control areas set more stringent
standards for SOx, NOx and particulate matter.

In 2011, after extensive work and debate, IMO adopted ground breaking mandatory technical and
operational energy
nergy efficiency measures which will significantly reduce the amount of greenhouse gas
emissions from ships; these measures were included in Annex VI and are expected to enter into force
on 1 January 2013.

…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….
Safety…

21
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
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Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s
Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
STCW - International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers, 1978

Adoption: 7 July 1978 Entry into force:

force 28 April 1984

Amendment Procedure

Amendments to the 1978 STCW Convention's technical Annex may be adopted by a Conference of
STCW Parties or by IMO's Maritime Safety Committee, expanded to include all Contracting Parties,
some of whom may not be members of the Organization.

Amendments
ndments to the STCW Annex will normally enter into force one and a half years after being
communicated to all Parties unless, in the meantime, they are rejected by one-third
one third of the Parties or by
Parties whose combined fleets represent 50 per cent of world tonnage.

The 1978 STCW Convention – Introduction

The 1978 STCW Convention was the first to establish basic requirements on training, certification and
watchkeeping for seafarers on an international level. Previously the standards of training, certification
certificati
and watchkeeping of officers and ratings were established by individual governments, usually without
reference to practices in other countries.
As a result standards and procedures varied widely, even though shipping is the most international of
all industries.

The Convention prescribes minimum standards relating to training, certification and watchkeeping for
seafarers which countries are obliged to meet or exceed.

The Convention did not deal with manning levels: IMO provisions in this area are covered by a
regulation in Chapter V of the International Convention for the Safety of Life at Sea (SOLAS), 1974,
whose requirements are backed up by resolution A.890(21) Principles of safe manning, adopted by the
IMO Assembly in 1999, as amended by Resolution
Resolution A.955(23) Amendments to the Principles of Safe
Manning (Resolution A.890(21)).The Articles of the Convention include requirements relating to
issues surrounding certification and port State control.

One especially important feature of the Convention is that it applies to ships of non-party
non States when
visiting ports of States which are Parties to the Convention. Article X requires Parties to apply the
control measures to ships of all flags to the extent necessary to ensure that no more favourable
treatment
tment is given to ships entitled to fly the flag of a State which is not a Party than is given to ships
entitled to fly the flag of a State that is a Party.

The difficulties which could arise for ships of States which are not Parties to the Convention is one
reason why the Convention has received such wide acceptance. By December 2000, the STCW
Convention had 135 Parties, representing 97.53 percent of world shipping tonnage.

The 1978 STCW Convention

The 1978 STCW Convention – Introduction

Chapter I: General provisions
Chapter II: Master-deck
deck department
Chapter III: Engine department
Chapter IV: Radio department
Chapter V: Special requirements for tankers
Chapter VI: Proficiency in survival craft Resolutions adopted by the 1978
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Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
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Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
The 1978 Convention – Chapter I

The technical provisions of the 1978 Convention are contained in an Annex, divided into six Chapters:

The 1978 Convention - Chapter I: General provisions

Includes a list of definitions of terms used in the annex Regulation I/2 deals with the content of the
certificate and endorsement form. All certificates must include a translation into English, if that is not
the official language of the issuing country.

The 1978 Convention - Chapter II: Master-deck

Master department

The Chapter establishes basic principles to be observed in keeping a navigational watch, covering such
matters as watch arrangements, fitness for duty, navigation, navigational equipment, navigational
duties and responsibilities, and the duties of the look-out,
out, navigation with a pilot on board and
protection of the marine environment.
The regulations include mandatory minimum requirements for certificating masters and chief mates;
for certification of officers in charge of a navigational watch; and
and for certification of deck ratings
forming part of a navigational watch. The regulations also include basic principles to be observed in
keeping watch in port and mandatory minimum requirements for a watch in port on ships carrying
hazardous cargo.

The 1978 Convention - Chapter III: Engine department

Includes basic principles to be observed in keeping an engineering watch; mandatory minimum

requirements for certification of chief engineer officers and second engineer officers; mandatory
minimum requirements
ents for certification of engineer officers in charge of a watch in a traditionally
manned engine room or designated duty officers in a periodically unmanned engine room;
requirements to ensure the continued proficiency and updating of knowledge for engineer
engine officers;
mandatory minimum requirements for ratings forming part of an engine room watch.

The 1978 Convention - Chapter IV: Radio department

Notes that mandatory provisions relating to radio watchkeeping are set forth in the ITU Radio
Regulations and safety radio watchkeeping and maintenance provisions are included in the same
regulations and in SOLAS. The Chapter in STCW includes mandatory minimum requirements for
certification of radio officers; provisions designed to ensure the continued proficiency
proficienc and updating of
knowledge of radio officers; and minimum requirements for certification of radiotelephone operators.

The 1978 Convention - Chapter V: Special requirements for tankers

The Chapter was designed to ensure that officers and ratings who are to have specific duties related to
the cargo and cargo equipment of tankers shall have completed an appropriate shore-based
shore fire-fighting
course; and have completed either an appropriate period of shipboard service or an approved
familiarization course. Requirements
quirements are more stringent for masters and senior officers. Attention is
paid not only to safety aspects but also to pollution prevention. The Chapter contains three regulations
dealing with oil tankers, chemical tankers and liquefied gas tankers, respectively.
respectively.

The 1978 Convention - Chapter VI: Proficiency in survival craft

The Chapter establishes requirements governing the issuing of certificates of proficiency in survival
craft. An appendix lists the minimum knowledge required for the issue of certificates of proficiency.

…….Let´s
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Safety…. Let´s Talk About Safety…….

23
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s Talk About Safety....
... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Resolutions adopted by the 1978 Conference
The 1978 Conference which adopted the STCW Convention also adopted a number of resolutions
designed to back up the Convention itself. The resolutions, which are recommendatory rather than
mandatory, incorporate more details than some of the Convention regulations.
Resolution 1 - Basic principles to be observed in keeping a navigational
navigational watch.
Contains a recommendation on operational guidance for officers in charge of a navigational watch
Resolution 2 - Operational guidance for engineer officers in charge of an engineering watch.
An annex to the resolution deals with engineering
engineering watch underway and at an unsheltered anchorage.
Resolution 3 - Principles and operational guidance for deck officers in charge of a watch in port.
Detailed recommendations are contained in an annex.
Resolution 4 - Principles and operational guidance for
for engineer officers in charge of an
engineering watch in port.
Recommendations are in an annex.
Resolution 5 - Basic guidelines and operational guidance relating to safety radio watchkeeping
and maintenance for radio officers.
A comprehensive annex is divided into basic guidelines and safety radio watchkeeping and
maintenance.

Resolution 6 - Basic guidelines and operational guidance relating to safety radio watchkeeping
for radio telephone operators.

Resolution 7 - Radio operators.

Four recommendations are annexed to this resolution dealing with (i) minimum requirements for
certification of radio officers; (ii) minimum requirements to ensure the continued proficiency and
updating of knowledge for radio operators; (iii) basic guidelines and
and operational guidance relating to
safety radio watchkeeping and maintenance for radio operators; and (iv) training for radio operators.

Resolution 8 - Additional training for ratings forming part of a navigational watch.

Recommends that such ratings be trained in use and operation of appropriate bridge equipment and
basic requirements for the prevention of pollution

Resolution 9 - Minimum requirements for a rating nominated as the assistant to the engineer
officer in charge of the watch.

Recognizes thatt suitable training arrangements are not widely available, detailed requirements are
contained in an annex.

Resolution 10 - Training and qualifications of officers and ratings of oil tankers.

To resolution 8 adopted by the International Conference on Tanker

Tanker Safety and Pollution Prevention,
1978 (TSPP), which deals with the improvement of standards of crews on tankers.
Recommendation in annex.

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…….Let´s

24
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Resolution 11 - Training and qualifications of officers and ratings of chemical tankers.
Resolution 12 - Training and qualifications of masters, officers and ratings of liquefied gas
tankers.
Resolution 13 - Training and qualifications of officers and ratings of ships carrying dangerous
and hazardous cargo other than in bulk.
Resolution 14 - Training for radio officers.
Detailed recommendations in annex
Resolution 15 - Training for radiotelephone operators
Resolution 16 - Technical assistance for the training and qualifications of masters and other
responsible personnel of oil, chemical and liquefied gas tankers.
Requirements in several Convention regulations and recognizes that training
training facilities may be limited
in some countries, Urges Governments which can provide assistance to do so.
Resolution 17 - Additional training for masters and chief mates of large ships and of ships with
unusual manoeuvring characteristics.
Is designed to assist those moving to ships of this type from smaller vessels, where characteristics may
be quite different.
Resolution 18 - Radar simulator training.
Recommends that such training be given to all masters and deck officers
Resolution 19 - Training of seafarers
sea in personal survival techniques.
A recommendation is annexed.
Resolution 20 - Training in the use of collision avoidance aids.
Resolution 21 - International Certificate of Competency
Invites IMO to develop a standard form and title for this certificate
certific
Resolution 22 - Human relationships.
Emphasizes the importance to safety of good human relationships between seafarers on board
Resolution 23 - Promotion of technical co-operation.
co Records
Appreciation of IMO's work in assisting developing countries to establish maritime training facilities in
conformity with global standards of training and invites the organization to intensify its efforts with a
view to promoting universal acceptance and implementation of the STCW Convention.

STCW - The 1995 amendments

amendmen Adoption: 7 July 1995 Entry into force: 1 February 1997

The 1995 amendments - a major revision

The 1995 amendments, adopted by a Conference, represented a major revision of the Convention, in
response to a recognized need to bring the Convention up to date and to respond to critics who pointed
out the many vague phrases, such as "to the satisfaction of the Administration", which resulted in
different interpretations being made.
Others complained that the Convention was never uniformly applied and did not impose any strict
obligations on Parties regarding implementation. The 1995 amendments entered into force on 1
February 1997. However, until 1 February 2002, Parties may continue to issue, recognize and endorse
certificates which applied before that date
date in respect of seafarers who began training or seagoing
service before 1 August 1998.
One of the major features of the revision was the division of the technical annex into regulations,
divided into Chapters as before, and a new STCW Code, to which many technical regulations have
been transferred. Part A of the Code is mandatory while Part B is recommended.
Dividing the regulations up in this way makes administration easier and it also makes the task of
revising and updating them simpler: for procedural andand legal reasons there is no need to call a full
conference to make changes to Codes.

The 1995 amendments – a major revision Ensuring compliance with the Convention
Port State control
1995 amendments – chapters II, III, IV
1995 amendments - Chapter V: Special training
training requirements for personnel on certain types of ships
…….Let´s
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Safety…. Let´s Talk About Safety…….

25
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
1995 amendments - Chapter VI: Emergency, occupational safety, medical care and survival functions
1995 amendments - Chapter VII: Alternative certification
1995 amendments - Chapter VIII: Watchkeeping
The STCW Code
The "White List"

The 1997 Amendments Adoption: June 1997 Entry into force: 1 January 1999

The amendments concern training for personnel on passenger ships. The amendments amendm include an
additional Regulation V/3 in Chapter V on Mandatory minimum requirements for the training and
qualifications of masters, officers, ratings and other personnel on passenger ships other than ro-ro ro
passenger ships. Related additions are also made to the STCW Code, covering Crowd management mana
training; Familiarization training; Safety training for personnel providing direct service to passengers in
passenger spaces; Passenger safety; and Crisis management and human behaviour training.

The 1998 Amendments Adoption: 9 December 1998 Entry into force: 1 January 2003

Amendments to the STCW Code are aimed at improving minimum standards of competence of crews,
in particular relating to cargo securing, loading and unloading on bulk carriers, since these procedures
have the potential to put unduee stresses on the ship's structure. The amendments concern sections A-A
II/1 and A-II/2
II/2 under "Cargo handling and stowage at the operational and management levels".

The 2006 amendments Adoption: May 2006 Entry into force: 1 January 2008

The amendments added new minimum mandatory training and certification requirements for persons to
be designated as ship security officers (SSOs). The amendments to the STCW Convention and to parts
A and B of the STCW Code include Requirements for the issue of certificates
certificates of proficiency for Ship
Security Officers; Specifications of minimum standards of proficiency for ship security officers; and
Guidance regarding training for Ship Security Officers.
Further amendments to part A of the STCW Code added additional training requirements for the
launching and recovery of fast rescue boats. The amendments have been prepared in response to reports
of injuries to seafarers in numerous incidents involving the launching and recovery of fast rescue boats
in adverse weather conditions.

The 2010 amendments

The Manila amendments to the STCW Convention and Code were adopted on 25 June 2010, marking a
major revision of the STCW Convention and Code. The 2010 amendments
amendments are set to enter into force on
1 January 2012 under the tacit acceptance procedure and are aimed at bringing the Convention and
Code up to date with developments since they were initially adopted and to enable them to address
issues that are anticipatedd to emerge in the foreseeable future.
Amongst the amendments adopted, there are a number of important changes to each chapter of the
Convention and Code, including:

• Improved measures to prevent fraudulent practices associated with certificates of competency

compe
and strengthen the evaluation process (monitoring of Parties' compliance with the Convention);
• Revised requirements on hours of work and rest and new requirements for the prevention of
drug and alcohol abuse, as well as updated standards relating to medical fitness standards for
seafarers;
• New certification requirements for able seafarers;
• New requirements relating to training in modern technology such as electronic charts and
information systems (ECDIS);

…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

26
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
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Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About
About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• New requirements for marine environment awareness training and training in leadership and
teamwork;
• New training and certification requirements for electro-technical
electro technical officers;
• Updating of competence requirements for personnel serving on board all types of tankers,
including new requirements for personnel serving on liquefied gas tankers;
• New requirements for security training, as well as provisions to ensure that seafarers are
properly trained to cope if their ship comes under attack by pirates;
• Introduction of modern training methodology including distance learning and web-based
web
learning;
• New training guidance for personnel serving on board ships operating in polar waters; and
an
• New training guidance for personnel operating Dynamic Positioning Systems.

solassolasluga.blogspot.com
solasluga.blogspot.com

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…….Let´s

27
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
The ISM Code

Development of the ISM Code

A number of very serious accidents which occurred during the late 1980's, were manifestly caused by
human errors, with management faults also identified as contributing factors

Lord Justice Sheen in his inquiry into the loss of the Herald of Free Enterprise famously described the
management failures as "the disease of sloppiness".

Source: Wikipedia & Its sources to publicize the article in the free Encyclopedia:

http://en.wikipedia.org/wiki/MS_Herald_of_Free_Enterprise

MS Herald of Free Enterprise

From Wikipedia, the free encyclopedia

MS Herald of Free Enterprise was a roll-on roll-off (RORO)) ferry which capsized moments after
leaving the Belgian port of Zeebrugge on the night of 6 March 1987, killing 193 passengers and crew.[1]

The modern 8-deck

deck car and passenger ferry, owned by Townsend Thoresen, had h been designed for
rapid loading and unloading on the competitive cross-channel
cross channel route, and there were no watertight
compartments. When the ship left harbour with her bow-door
bow door open, the sea immediately flooded the
decks, and within minutes she was lying on
o her side in shallow water.

The immediate cause of the sinking was found to be negligence by the assistant boatswain, asleep in
his cabin when he should have been closing the bow-door.
bow door. But the official inquiry placed more blame
on his supervisors and a general
neral culture of poor communication in the ferry company. That same year,
Townsend Thoresen was renamed P&O European Ferries by its new owners, Peninsular and Oriental
Steam Navigation Company.

Although the vessel was salvaged and put up for sale, there were no takers, and she ended her days in a
scrapyard in Taiwan.

Since the disaster, improvements have been made to the design of RORO vessels, with watertight
ramps, indicators showing the position of the bow-doors,
bow doors, and the banning of undivided decks.

This incident caused the highest death-count

death count of any peacetime maritime disaster involving a British
ship since the sinking of the RMS Empress of Ireland in 1914.

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

28
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Herald of Free Enterprise in Dover's Eastern Docks, 1984

Career (United Kingdom)

Name: Herald of Free Enterprise (1980-1987)

Flushing Range (1987-1988)
Owner: Townsend Thoresen (1980-1987)
Compania Naviera S.A. (1987-1988)
(1987
Operator: Townsend Thoresen
Port of registry: Dover, UK
Kingstown, Saint Vincent
Builder: Schichau Unterweser,
Unterweser Bremerhaven,
Germany
Launched: 1980
Identification: IMO number:
number 7820485
Fate: Capsized 6 March 1987
Raised and scrapped in 1988
General characteristics
Class & type: RORO car and passenger ferry
Tonnage: 13,601 brt
Length: 131.91 m (432 ft 9 in)
Beam: 23.19 m (76 ft 1 in)
Draught: 5.72 m (18 ft 9 in)
Propulsion: 3 x Sulzer 12ZV 40/48
Speed: 22 knots (41 km/h; 25 mph)
Capacity: 1,400

At its 16th Assembly in October 1989, IMO adopted resolution A.647 (16), Guidelines on Management
for the Safe Operation of Ships and for Pollution Prevention.

The purpose of these Guidelines was to provide those responsible for the operation of ships with
wit a
framework for the proper development, implementation and assessment of safety and pollution
prevention management in accordance with good practice.

The objective was to ensure safety, to prevent human injury or loss of life, and to avoid damage to the
environment, in particular, the marine environment, and to property. The Guidelines were based on
general principles and objectives so as to promote evolution of sound management and operating
practices within the industry as a whole.

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29
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
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Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
The Guidelines recognized the importance of the existing international instruments as the most
important means of preventing maritime casualties and pollution of the sea
sea and included sections on
management and the importance of a safety and environmental policy.

After some experience in the use of the Guidelines, in 1993 IMO adopted the International
Management Code for the Safe Operation of Ships and for Pollution Prevention
Prevention (the ISM Code).

In 1998, the ISM Code became mandatory.

The Code establishes safety-management

management objectives and requires a safety management system (SMS)
to be established by "the Company", which is defined as the ship-owner
ship owner or any person, such as the
manager or bareboat charterer, who has assumed responsibility for operating the ship.

The Company is then required to establish and implement a policy for achieving these objectives. This
includes providing the necessary resources and shore-based
shore support.

Every company is expected "to designate a person or persons ashore having direct access to the highest
level of management".

The procedures required by the Code should be documented and compiled in a Safety Management
Manual, a copy of which should be kept
ke on board.

Amendments to the ISM Code

The ISM Code was amended in December 2000 by resolution MSC.104 (73), and these amendments
entered into force on 1 July 2002. It was further amended in December 2004 by resolution MSC.179
(79), and these amendments entered into force on 1 July 2006. It was further amended in May 2005 by
resolution MSC.195 (80), and these amendments entered into force on 1 January 2009. The ISM Code
was also amended in December 2008 by resolution MSC.273 (85). This resolution was adopted
ado on 1
January 2010, and the amendments entered into force on 1 July 2010.

Development of the Guidelines on implementation of the ISM Code

Recalling resolution A.741(18) by which the Assembly adopted the International Management Code
for the Safe Operation
ion of Ships and for Pollution Prevention (International Safety Management (ISM)
Code), IMO adopted on 23 November 1995 resolution A.788(19) on Guidelines on implementation of
the International Safety Management (ISM) Code by Administrations.

Noting thatt the ISM Code was expected, under the provisions of chapter IX of the International
Convention for the Safety of Life at Sea (SOLAS), 1974, to become mandatory for companies
operating certain types of ships, as from 1 July 1998, and recognizing that an Administration,
A in
establishing that safety standards are being maintained, has a responsibility to ensure that Documents
of Compliance have been issued in accordance with the Guidelines, and that there may be a need for
Administrations to enter into agreements
agreements in respect of issuance of certificates by other Administrations
in compliance with chapter IX of the 1974 SOLAS Convention and in accordance with resolution
A.741(18), IMO recognized further the need for uniform implementation of the ISM Code.

Havingg considered the recommendation made by the Maritime Safety Committee at its sixty-fifth
sixty
session and the Marine Environment Protection Committee at its thirty-seventh
thirty seventh session, the Assembly
adopted the Guidelines on Implementation of the International Safety
Safety Management (ISM) Code by
Administrations
ations (resolution A.788 (19)).

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…….Let´s Safety…. Let´s Talk About Safety…….

30
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
The resolution urged Governments, when implementing the ISM Code, to adhere to the Guidelines, in
particular with regard to the validity of the Document of Compliance and the Safety Management
Certificate required by the ISM Code; and also urged Governments to request the companies concerned
to apply for certification under the ISM Code as soon as possible but not later than twelve months prior
to the ISM Code becoming mandatory for ships belonging thereto; to inform the Organization of any
difficulties they have experienced in using these Guidelines, so that the Maritime Safety Committee
Committ
and the Marine Environment Protection Committee could keep the annexed Guidelines under review
and to amend them as necessary.

These Guidelines established basic principles for verifying that the Safety Management System (SMS)
of a Company responsible for the operation of ships or the SMS for the ship or ships controlled by the
company complies with the ISM Code; and for the issue issue and periodical verification of the DOC and
SMC. These Guidelines are applicable to Administrations.
Amendments to Guidelines

The Guidelines on implementation of the International Safety Management (ISM) Code by

Administrations, resolution A.788 (19) were replaced with revised Guidelines, which were adopted by
resolution A.913 (22) in November 2001 which revoked resolution A.788 (19). Further revision of
these guidelines resulted in Guidelines on implementation of the International Safety Management
(ISM) Code by Administrations adopted by resolution A.1022 (26) in December 2001. This resolution
revokes resolution A.913 (22) with effect from 1 July 2010.
ISM Purpose

1 The purpose of this Code is to provide an international standard for the safe management and
operation of ships and for pollution prevention.
2 The Assembly adopted resolution A.443 (XI), by which it invited all all Governments to take the
necessary steps to safeguard the shipmaster in the proper discharge of his responsibilities with regard to
maritime safety and the protection of the marine environment.
3 The Assembly also adopted resolution A.680 (17), by which it further recognized the need for
appropriate organization of management to enable it to respond to the need of those on board ships to
achieve and maintain high standards of safety and environmental protection.
4 Recognizing that no two shipping companies
compa or ship-owners
owners are the same, and that ships operate
under a wide range of different conditions, the Code is based on general principles and objectives.
5 The Code is expressed in broad terms so that it can have a widespread application. Clearly, different
dif
levels of management, whether shore-based
shore based or at sea, will require varying levels of knowledge and
awareness of the items outlined.
6 The cornerstone of good safety management is commitment from the top. In matters of safety and
pollution preventionn it is the commitment, competence, attitudes and motivation of individuals at all
levels that determines the end result.

ISM Code Chapters

PART A – IMPLEMENTATION

1 -GENERAL
2 -SAFETY
SAFETY AND ENVIRONMENTAL-PROTECTION
ENVIRONMENTAL POLICY
3 -COMPANY RESPONSIBILITIES AND AUTHORITY
4 -DESIGNATED
DESIGNATED PERSON(S)
5 -MASTER’S
MASTER’S RESPONSIBILITY AND AUTHORITY
6 -RESOURCES
RESOURCES AND PERSONNEL
7 -SHIPBOARD
SHIPBOARD OPERATIONS
8 -EMERGENCY
EMERGENCY PREPAREDNESS
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Safety…. Let´s Talk About Safety…….

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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
9 -REPORTS
REPORTS AND ANALYSIS OF NON-CONFORMITIES,
NON CONFORMITIES, ACCIDENTS AND
HAZARDOUS OCCURRENCES
10 -MAINTENANCE
MAINTENANCE OF THE SHIP AND EQUIPMENT
11 -DOCUMENTATION
12 -COMPANY
COMPANY VERIFICATION, REVIEW AND EVALUATION

PART B – CERTIFICATION AND VERIFICATION

13-CERTIFICATION
CERTIFICATION AND PERIODICAL VERIFICATION;
VERIFICATION
14 -INTERIM
INTERIM CERTIFICATION;
15 -VERIFICATION; Accurate maritime © right reserved
16 -FORMS OF CERTIFICATES

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About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

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The ISPS Code

The International Ship and Port Facility Security Code (ISPS Code) is a comprehensive set of measures
to enhance the security of ships and port facilities, developed in response to the perceived threats to
ships and port facilities in the wake of the 9/11 attacks in the United States. The ISPS Code is
implemented through chapter XI-2
XI 2 Special measures to enhance maritime security in the International
Convention for the Safety
ety of Life at Sea (SOLAS), 1974. The Code has two parts, one mandatory and
one recommendatory.

Source: Wikipedia & Its sources to publicize the article in the free Encyclopedia:

http://en.wikipedia.org/wiki/September_11_attacks
The September 11 attacks (also referred to as September 11, September 11th, 11th or 9/11[nb 1]) were a
series of four coordinated terrorist attacks launched by the Islamic terrorist group al-Qaeda upon the
United States in New York City and the Washington, D.C. metropolitan area on Tuesday, September
11, 2001.
Four passenger airliners were hijacked by 19 al-Qaeda
Qaeda terrorists so they could be flown into buildings
in suicide attacks.. Two of those planes, American Airlines Flight 11 and United Airlines Flight 175, 175
were crashed into the North and South towers, respectively, of the World Trade Center complex in
New York City.
Within two hours, both towers collapsed with debris and the resulting fires causing partial or complete
collapse of all other buildings in the WTC complex, as well well as major damage to ten other large
surrounding structures. A third plane, American Airlines Flight 77,, was crashed into the Pentagon (the
headquarters of the United States Department of Defense),
Defense leading to a partialtial collapse in its western
93, was targeted at Washington, D.C.,[2] but crashed into
side. The fourth plane, United Airlines Flight 93,
a field near Shanksville, Pennsylvania after its passengers tried to overcome the hijackers. In total,
almost 3,000 people died in the attacks,
attacks including the 227 civilians
ans and 19 hijackers aboard the four
planes. It also was the deadliest incident
inciden for firefighters in the history of the United States.

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Safety…. Let´s Talk About Safety…….

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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
In essence, the Code takes the approach that ensuring the security of ships and port facilities
faciliti is a risk
management activity and that, to determine what security measures are appropriate, an assessment of
the risks must be made in each particular case. The purpose of the Code is to provide a standardized,
consistent framework for evaluating risk, enabling Governments to offset changes in threat with
changes in vulnerability for ships and port facilities through determination of appropriate security
levels and corresponding security measures.

Who has to comply with the ISPS Code?

The ISPS Code is part of SOLAS so compliance is mandatory for the 148 Contracting Parties to
SOLAS

What are the different security levels referred to in the ISPS Code?

Security level 1: normal, the level at which the ship or port facility normally operates. Security level 1
means the level for which minimum appropriate protective security measures shall be maintained at all
times.

Security level 2: heightened, the level applying for as long

long as there is a heightened risk of a security
incident.
Security level 2 means the level for which appropriate additional protective security measures shall be
maintained for a period of time as a result of heightened risk of a security incident.

Security level 3: exceptional, the level applying for the period of time when there is the probable or
imminent risk of a security incident.

Security level 3 means the level for which further specific protective security measures shall be
maintained for a limitedd period of time when a security incident is probable or imminent, although it
may not be possible to identify the specific target.

Setting security level 3 should be an exceptional measure applying only when there is credible
information that a security incident is probable or imminent. Security level 3 should only be set for the
duration of the identified security threat or actual security incident. While the security levels may
change from security level 1, through security level 2 to security level 3, it is also possible that the
security levels will change directly from security level 1 to security level 3.
What has changed since 1 July 2004?

The biggest change is that the Contracting Governments to the 1974 SOLAS Convention are able to
formally exercise
ise of control over ships in accordance with the provisions of chapter XI-2
XI and of the
ISPS Code.

At the same time, the Contracting Governments are obliged to address all the objectives and functional
requirements of the ISPS Code and to ensure that appropriate
appropriate security measures and procedures are in
place in the port facilities and waterways located within their territory.
The new requirements form the international framework through which Governments, ships and port
facilities can co-operate
operate to detect and
and deter acts which threaten security in the maritime transport
sector.

The new regulatory maritime security regime will have a huge impact for those port facilities and ship
operators who had not already taken on board the increased threat to maritime security
sec in the current
climate. They will need to catch up, according to the rules and guidelines in the ISPS Code.

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Safety…. Let´s Talk About Safety…….

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For those Governments and ship operators
operators who have already implemented enhanced security regimes,
the ISPS Code formalizes and standardizes globally the security measures.
The point is that there is a very real threat. We have already seen attacks on maritime infrastructures
elsewhere (such
ch as Yemen and Iraq).
The whole idea of the ISPS Code is to reduce the vulnerability of the industry to attack, thus countering
the threat and reducing the risk.

There are potential commercial benefits to the maritime industry in implementing the Code. It seems
clear that, in the long run, implementation of the Code should provide considerable cost-benefit
cost for the
port industry as a whole and for individual ports. By putting in place an effective and compliant
security regime, ports will be able to continue
continue to participate fully in global trade and, of course, the
potential economic consequences of a major security breach, which might result in disruption or even
port closure, are serious indeed.

What does implementing the ISPS Code involve?

Ship and portrt facility security is a risk management activity. As with all risk management efforts, the
most effective course of action is to eliminate the source of the threat. Eliminating the source of the
threat, which in this case is those that would commit acts of terrorism or otherwise threaten the security
of ships or of the port facilities, is essentially a Government function; 100% security is an aim but
cannot be guaranteed - hence the risk reduction approach to lessen possibilities to the lowest
practicable.

In order to determine what security measures are appropriate, Governments must assess the threat and
evaluate the risk of a potential unlawful act. The ISPS Code provides a standardized, consistent
framework for managing risk and permitting the meaningful
meaningful exchange and evaluation of information
between Contracting Governments, companies, port facilities, and ships.
Because each ship and each port facility is subject to different threats, the method by which they will
meet the specific requirements of this ISPS Code will be determined and eventually be approved by the
Administration or Contracting Government, as the case may be.

In order to communicate the threat at a port facility or for a ship and to initiate the appropriate response
actions the Contracting
ing Government must set the appropriate security level. The security level creates a
link between the ship and the port facility, since it triggers the implementation of appropriate security
measures for the ship and for the port facility.
As threat increases,
ases, the only logical counteraction is to reduce vulnerability. This ISPS Code provides
several ways to reduce vulnerabilities. Each ship and each port facility will have to determine the
measures needed to intensify its security measures to appropriately offset the threat by reducing its
vulnerability.

After 1 July 2004 ships and port facilities will be required to demonstrate that they are implementing
proper and standardized risk management procedures.
Are the new security measures being effective?

It has to be remembered that the new security requirements are part of a wider United Nations strategy
for combating terrorism and should not be seen in isolation.

As with all other aspects of shipping regulated through multilateral treaty instruments the effectiveness
e
of the agreed requirements is dependent on how the relevant provisions are implemented and enforced.
Thus, the matter is in the hands of Governments and the industry.

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Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

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If the special measures to enhance maritime security are implemented and enforced effectively we will
be successful in protecting ships and ports facilities from unlawful acts.

It may take some time before someone may be able to argue and convince that a deep rooted
comprehensive and effective security net is in place. Although a ship or a port facility may operate in
accordance with an approved security plan, unless all Contracting
Contracting Governments put in place and
maintain the necessary arrangements to address all the objectives and the functional requirements of the
ISPS Code, the actual level of security will not be enhanced.

The ISPS Code requires Governments to gather and assessassess information with respect to security threats
and exchange such information with other Contracting Governments. Shipboard and port facility
personnel need to be aware of security threats and needs to report security concerns to the appropriate
authorities for their assessment. Governments need to communicate security related information to
ships and port facilities. Therefore, in effect we are talking about establishing an entirely new culture
amongst those involved in the day-to-day
day running of the shippingg and port industry.

What would happen to ships if they do not comply with the ISPS Code requirements and if they
do not have the Certificate?

Those ships, which do not comply with the aforesaid requirements, should not be issued with
International Ship Security Certificates (or after the 1 July 2004, if they qualify, with an Interim
International Ship Security Certificate).

In the strict legal sense and bearing in mind that we are talking about security, all Contracting
Governments should direct those ships
ships flying their flag and which are required to comply with the
requirements of chapter XI-22 and the ISPS Code and which have not been issued with the required
certificate by the 1 July 2004 to immediately discontinue operations until they have been issued
issue with
the required certificate.

A ship, which is required to comply with the requirements of chapter XI-2

XI 2 and the ISPS Code, is
subject to control and compliance measures when in a port of another Contracting Government by
officers duly authorized by thatt Government.

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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
The ILO and the Maritime Labour Convention (MLC 2006)

The International Labour Organization (ILO)

Introduction to International Labour Standards

"The
The rules of the global economy should be aimed at improving the rights, livelihoods, security, and
opportunities of people, families and communities around the world."
world - World Commission on the
Social Dimension
nsion of Globalization, 2004. Note 1*
*Note 1 - ILO: A Fair Globalization: Creating opportunities for all,
all Report of the World Commission
on the Social Dimension of Globalization (Geneva, 2004), p. 143.

Since 1919, the International Labour Organization has has maintained and developed a system of
international labour standards aimed at promoting opportunities for women and men to obtain decent
and productive work, in conditions of freedom, equity, security and dignity. In today's globalized
economy, international
nal labour standards is an essential component in the international framework for
ensuring that the growth of the global economy provides benefits to all.

The benefits of International Labour Standards

A path to decent work

International labour standards are first and foremost about the development of people as human beings.
In the ILO's Declaration of Philadelphia of 1944, the international community recognized that "labour
is not a commodity". Indeed, labour is not like an apple or a television set, an inanimate product that
can be negotiated for the highest profit or the lowest price. Work is part of everyone's daily life and is
crucial to a person's dignity, well-being
well being and development as a human being. Economic development
should include the creation
reation of jobs and working conditions in which people can work in freedom,
safety and dignity. In short, economic development is not undertaken for its own sake but to improve
the lives of human beings; international labour standards are there to ensure that
that it remains focused on
improving human life and dignity.

An international legal framework for fair and stable globalization

Achieving the goal of decent work in the globalized economy requires action at the international level.
The world community is responding to this challenge in part by developing international legal
instruments on trade, finance, environment, human rights and labour. The ILO contributes to this legal
framework by elaborating and promoting international labour standards aimed at making
mak sure that
economic growth and development go along with the creation of decent work. The ILO's unique
tripartite structure ensures that these standards are backed by governments, employers, and workers
alike. International labour standards therefore lay
lay down the basic minimum social standards agreed
upon by all players in the global economy.

The ILO-Maritime
Maritime Labour Convention (MLC 2006)

The provision of social protection in the maritime industry is especially challenging as seafarers often
work under the laws of a country other than their own. In these circumstances, protection from unfair,
hazardous and unhealthy working conditions as well as access to health services and social security
protection for seafarers and their families can be especially difficult difficult to implement.

The ILO has approached these difficulties through the adoption of comprehensive maritime labour
standards covering a wide range of social protection issues.

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¿What is the MLC 2006?

The ILO's Maritime Labour Convention (MLC), 2006 provides comprehensive rights and protection at
work for the world's more than 1.2 million seafarers. The Convention aims to achieve both decent
works for seafarers and secure economic interests in fair competition for quality ship-owners.
ship

As an estimated 90% of world trade is carried on ships seafarers are essential to international trade and
the international economic and trade system. The new labour standard consolidates and updates more
than 68 international labour standards related to the Maritime sector adopted over the last 80 years.
A Maritime Labour Certificate (MLC) and a Declaration of Maritime Labour Compliance (DMLC)
will be requiredd to ensure compliance with the Convention for all ships above 500
5 tons in international
trade.

The Convention sets out seafarers' rights to decent conditions of work on a wide range of subjects, and
aims to be globally applicable, easily understandable, readily updatable and uniformly enforced. It has
been designed to become a global instrument known as the "fourth pillar" of the international
regulatory regime for quality shipping, complementing the key Conventions of the International
Maritime Organization (IMO).

¿Who needs to be inspected and certified?

MLC 2006 certificates are required for all ships of:

• 500 gross tonnage or over, engaged in international voyages; and

• 500 gross tonnage or over, flying the flag of a Member (ratifying country) and operating from a
port, or between ports, in another country.
Ships from non-ratifying
ratifying states shall be met by the “No more favourable treatment” ensuring
inspections for compliance on such ships.
Inspection will be carried out for:
1. Ships where Maritime Labour Certificate (MLC) are required, i.e. above 500 gross tonnage
engaged in international voyages or flying the flag of a Member and operating from a port, or
between ports, in another country.
2. Ships where inspection are required, but not MLC, i.e. shipsships below 500 gross tonnage that
flying the flag of a Member.
3. Ships from non-ratifying
ratifying states and where the ship owner wants inspection/MLC.

The matters that must be inspected and found to meet national laws and regulations or other measures
implementing thee requirements of the Convention before a MLC can be issued are:
1. Minimum age
2. Medical certification
3. Qualifications of Seafarers
4. Seafarers’ employment agreements
5. Use of any licensed or certified or regulated private recruitment and placement service
6. Hours of work or rest for those who work there
7. Manning levels for the Ship
8. Accommodation
9. On-board
board recreational facilities
10. Food and catering
11. Health and safety and accident prevention
12. On-board
board medical care
13. On-board
board complaint procedures
14. Payment of wages

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The Maritime Labour Certification is the responsibility of the flag state.
Class societies (RO) duly authorized by the competent authority
authority can act on behalf of the flag stated
administration for MLC

¿How does the MLC 2006 influence new-buildings?

new

With the entry into force of the Maritime Labour Convention 2006 all new ships (that is ships that have
the keel laid after entry into force) and flagged to a ratifying state must be built in accordance with the
requirements in the new convention. It must be noted that it is the laying of the keel and not the date of
the contract that will determine which requirements that have to be complied
complied with.
Regulation 3.1 in MLC 2006 has to be approved during new-building new building phase or if the ship is
substantially altered. In addition will some requirements in regulation 3.1 be checked during the
onboard inspection;
The requirements related to accommodation
accommoda are basically about:
• the size of rooms and other accommodation
• heating and ventilation
• noise and vibration and other ambient factors
• sanitary facilities
• lighting
• hospital accommodation
Certification of the Crew Manning Offices

It is common today, that the shipping companies outsource the manning of the ship to dedicated crew
manning offices, but ¿are you prepared for the changes?
With the new Maritime Labour Convention there will be new requirements for Ship-ownersShip and
suppliers of such services.
ices. Upon entry into force of the Maritime Labour Convention, all private
recruitment and placement services (Crew Manning Office) in ratifying states must be operated under a
system of licensing, certification or some other form of regulation.
When recruiting
iting seafarers from a non-ratifying
non ratifying state the obligation to ensure compliance, as far as
reasonable, falls on the ship-owner.
owner.

Revised “Standard for Certification of Crew Manning Offices, Private Recruitment and
Placement Services - 3.404” published October
Octob 2007

In order for crew manning offices to comply with the requirements of the Maritime Labour
Convention, the ”Standard for Certification of Crew Manning Offices, Private Recruitment and
Placement Services – 3.404” was revised and published in October 2007. The standard is based on ISO
principles for management (Part I) and compliance with requirements in the Maritime
Mariti Labour
Convention (Part II).

Private Recruitment and Placement Services Certified

With the entry into force of the MLC 2006 all private crew manning offices (private recruitment and
placement services) must be licensed, certified or otherwise regulated to ensure compliance.
In ratifying states it is the responsibility of the competent authority in the country where these services
operate
perate to ensure compliance. For the use of such services in non-ratifying
non ratifying states, the responsibility is
placed on the ship-owners.
The measures to ensure compliance must also be documented in the ship- ship-owner’s measures for
ongoing compliance, which have to be certified in the DMLC part II. Compliance must also be verified
on board, as this is one of the 14 areas where compliance needs to be verified before ships are issued
with appropriate statutory certificates.

…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

39
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About
About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
The Five Principles Tiles of the MLC 2006

Title 1: Minimum Requirements for Seafarers to Work on a Ship

• Section 1.1 Minimum Ages
• Section 1.2 Medical Certificate
• Section 1.3 Training and Qualifications
• Section 1.4 Recruitment and Placement
• Documents-Form-Checklist
Checklist

Title 2: Conditions of Employment

• Section 2.1 Seafarers’ employment agreements
• Section 2.2 Wages
• Section 2.3 Hours of work and hours of rest
• Section 2.4 Entitlement to leave
• Section 2.5 Repatriation
• Section 2.6 Seafarer compensation for the ship’s loss or foundering
• Section 2.7 Manning levels
• Section 2.8 Career and skill development and opportunities for seafarers’ employment

Title 3: Accommodation,
mmodation, Recreational Facilities, Food and Catering
• Section 3.1 Accommodation and recreational facilities
• Section 3.2 Food and catering

Title 4: Health Protection, Medical Care, Welfare and Social Security Protection
• Section 4.1 Medical care on board ship and ashore
• Section 4.2 Shipowners’ liability
• Section 4.3 Health and safety protection and accident prevention
• Section 4.4 Access to shore-based
shore welfare facilities
• Section 4.5 Social security

Title 5: Compliance and Enforcement

• Section 5.1 - Flag State Responsibilities
• Section 5.1.2. Authorization of recognized organizations
• Section 5.1.3. Maritime labour certificate and declaration of maritime labour compliance
• Section 5.1.4. Inspection and enforcement
• Section 5.1.5. On-board
board complaint procedures
• Section 5.1.6. Marine casualties
• Section 5.2 Port State Responsibilities
• Section 5.2.1. Inspection in port
• Section 5.2.2. Onshore seafarer complaint-handling
complaint procedures
• Section 5.3 Labour-supplying
supplying Responsibilities

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
…….Let´s Safety…. Let´s Talk About Safety…….

40
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s
Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Source: ITF Seafarers

http://www.itfseafarers.org/whose
http://www.itfseafarers.org/whose-responsibility.cfm

There can’t be many workers more at risk from financial insecurity than seafarers, hundreds of whom
are literally left stranded without money, food or water each year...
Thousands of workers from Asian, African and Eastern European countries are attracted to sea by the
promise of a regular salary to send home to dependent families. Many will be hired by cowboy
operators, who register their ships with flags of convenience or less rigorous national flags and soon
create trouble.
An alarm bell may ring when a month’s
month’s salary is delayed or an employer fails to provide proper funds
for the running of the ship. Perhaps a second or third month will pass with empty promises of pay at the
next port.
Then the nightmare begins. Thousands of miles from home, your ship runs into int difficulties or is
detained by port authorities on safety grounds. The company owning the ship falls out of contact and
perhaps into bankruptcy. You may be owed thousands of dollars in wages, and you have no money for
a ticket home. The supplies of food, water and fuel on board run out and it becomes clear that the ship-
ship
owner will not provide even your basic means of survival. You have been abandoned.

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….
…….Let´s

41
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
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Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
The Port State Control (PSC)

Is the inspection of foreign ships in national ports to verify that the condition of the ship and its
equipment comply with the requirements of international regulations and that the ship is manned and
operated in compliance with these rules.

Many of IMO's most important technical conventions contain provisions for ships to be inspected when
they visit foreign ports to ensure that they meet IMO requirements.

These inspections were originally intended to be a backup to flag State implementation,

implementation but experience
has shown that they can be extremely effective, especially if organized on a regional basis. A ship
going to a port in one country will normally visit other countries in the region before embarking on its
return voyage and it is to everybody's
everybody's advantage if inspections can be closely coordinated.

This ensures that as many ships as possible are inspected but at the same time prevents ships being
delayed by unnecessary inspections. The primary responsibility for ships' standards rests with the
th flag
State - but port State control provides a "safety net" to catch substandard ships.

IMO has encouraged the establishment of regional port State control organizations and agreements on
port State control - Memoranda of Understanding or MoUs - have been en signed covering all of the
world's oceans: Europe and the north Atlantic (Paris MoU); Asia and the Pacific (Tokyo MoU); Latin
America (Acuerdo de Viña del Mar); Caribbean (Caribbean MoU); West and Central Africa (Abuja
MoU); the Black Sea region (Black Sea MoU); the Mediterranean (Mediterranean MoU); the Indian
Ocean (Indian Ocean MoU); and the Riyadh MoU.

What is Port State Control?

Port State Control at work

It is known that the responsibility for ensuring that ships comply with the provisions of the
th relevant
instruments rests upon the owners, masters and the flag States. Some flag States fail to fulfill their
commitments contained in agreed international legal instruments and subsequently some ships are
sailing in an unsafe condition, threatening the
the lives as well as the marine environment. Port State
control is a system of harmonized inspection procedures designed to target sub-standards
sub standards ships with the
main objective being their eventual elimination.

Co-operation
operation between flag State and Port State

Having recognized that the main responsibility lies with the flag State on the one hand and the inability
for a variety of reasons of some of flag States to meet, entirely, their obligations under the conventions
resulting in the existence of substandard ships
ships it is imperative to develop close co-operation
co between
flag States and port States.
It is a fact that the most important largest Registries have become so due to the attraction of ships
whose beneficial ownership belongs to traditional maritime countries
countries which again, for a variety of
reasons have chosen a particular port of regulation as oppose to others. It is in the best interest of all to
develop effective Flag State/Port State interfaces for the sake of safe shipping.

…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

42
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Role of the International Organizations

1- International Maritime Organization (IMO)

Several IMO conventions contain regulations that permit Governments to inspect foreign ships that
visit their ports to ensure that they meet international (mainly IMO) requirements. This involves
creating an administration, a team of surveyors and inspectors, consequently can be expensive. But, by
combining with other countries to formform regional Port State Control agreements these costs can be
reduced and the effectiveness of the inspection programme increased. At the same time, the data
collected can help to target flags, companies and individual ships that have a poor safety record.
The first regional agreement was created in Western Europe in 1982 by means of the Paris
Memorandum of Understanding on Port State Control.
Since then other regional agreements have been setup in Latin America, Asia and the Pacific, the wider
Caribbean, thee Mediterranean and, most recently west and Central Africa agreement.
The present momentum on the establishment of Port State Control regimes in the various regions of the
world stems from IMO initiatives at the beginning of this decade when, with a view to t eradicating
substandard ships the Assembly of the International Maritime Origination adopted resolution A.682
(17) “Regional Cooperation in the Control of Ships and Discharges “, as proposed by the Secretary
General of IMO to promote the establishment of such regimes in the various regions of the world
following the pattern adopted by the European region through the Paris Memorandum of
Understanding on Port State Control (MOU) in 1982.
Having established the above referred to regional PSC capabilities, which
which of course are operating with
various degrees of success, the next major initiative now is the establishing of Port State Control in the
Indian Ocean region and at the moment IMO is also in consultations with the maritime Authorities of
countries within the remaining regions not yet subject to specific Port state Control agreements. It is
envisaged that during the period 1999-
1999 2000 Preparatory Meeting aimed at the establishment of such
agreements will take place when the above is completed full global coverage
coverage through independent,
although cooperating, regional agreements in various regions of the world will be achieved.

IMO Conventions

The international maritime conventions mentioned in the previous section, referred to as the relevant
instruments, are as follows:
• International Convention on Load Lines 1966, as amended, and its 1988 Protocol,
(LOADLINES 66/88);
• International Convention for the Safety of Life at Sea (SOLAS), 1974, its Protocol of 1978, as
amended, and the Protocol of
• 1988, (SOLAS 74/78/88); 8);
• International Convention for the Prevention of Pollution from Ships, 1973, as modified by the
Protocol of 1978, as amended
• (MARPOL 73/78);
• International Convention on Standards of Training, Certification and Watch keeping for
Seafarers 1978, as amended (STCW
• 78);
• Convention on the International Regulations for Preventing Collisions at Sea 1972, as amended
(COLREG 72);
• International Convention on Tonnage Measurement of Ships 1969 (TONNAGE 1969);

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

43
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
2- International Labour Office (ILO)

• Inspections on board ships under the Merchant Shipping (Minimum Standards) Convention,
1976 (ILO Convention No. 147) relate to:

Minimum Age Convention, 1973 (No. 138);

Minimum Age (Sea) Convention (Revised),1936 (No. 58);

Minimum Age (Sea) Convention, 1920 (No. 7);

Medical Examination (Seafarers) Convention, 1946 (No. 73);

Prevention of Accidents (Seafarers) Convention, 1970 (No. 134) (Articles 4 and 7);

Accommodation
mmodation of Crews Convention (Revised), 1949 (No. 92);

Food and Catering (Ships’ Crews) Convention, 1946 (No. 68) (Article 5);

Officers’ Competency Certificates Convention, 1936 (No. 53) (Articles 3 and 4).

All complaints regarding conditions on board will
will be investigated thoroughly and action will
be taken as deemed necessary by the PSCO. If necessary, the ship will be detained until
appropriate corrective action is taken.

Basic of PSC

1. General

• The prime responsibility for compliance with the requirements

requirements laid down in the international
maritime conventions lies with the ship-owner/operator;
ship owner/operator; responsibility for ensuring such
compliance remains with the Flag State.
• The member-countries
countries in each MOU agreed to inspect a percentage of the estimated number of
individual foreign merchant ships, which enter their ports.
• IMO and ILO conventions provide the basis for inspections under the Paris MOU.
• In general ships will not be inspected within six months of a previous inspection in a MOU
port, unless there are clear
ear grounds for inspection.
• All possible efforts are made to avoid unduly detaining or delaying a ship.
• Inspections are generally unannounced.

2. Outline of the structure of the PSC MOU's

The executive body of the PSC MOU’s is the Port State Control Committee.
Committee. It is composed of the
representatives of the participating maritime authorities and the European Commission. The Port State
Control Committee meets once year, or at shorter intervals if necessary.
Representatives of the International Maritime Organization
Organization (IMO), the International Labour
Organization (ILO) and the European Commission participate as observers in the meetings of the Port
State Control Committee, as well as representatives of several cooperating maritime authorities and
other regional agreements
greements on port State control. The Committee deals with matters of policy, finance
and administration and is assisted by technical bodies established within the organization.

3. Selection of ships for inspection

Every day a number of ships will be selected

selected for a Port State control inspection throughout the region.
To facilitate such selection, the
MOU’s central computer data base is consulted by PSCOs for data on ships particulars and for the
reports of previous inspections carried out within the region.
region. If a ship has been inspected within the
MOU’s region during the previous six months and, on that occasion, was found to comply, the ship
will in principle be exempted from further inspection, unless there are clear grounds to warrant further
investigation.

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
…….Let´s Safety…. Let´s Talk About Safety…….

44
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
In selecting ships for inspection the MOU Authorities will give priority to:

• Ships visiting a port of a State, the Authority of which is a signatory to the Memorandum, for
the first time or after an absence of 12 months or more. In the absence of appropriate data for
this purpose, the Authorities will rely upon the available data in the information system and
inspect those ships which have not
no been registered in that information;
• Ships flying the flag of a State appearing in the three-year
three year rolling average table of above-
above
average detentions and delays published in the annual report of the MOU’s;
• Ships which have been permitted to leave the port of a State, the Authority of which is a
signatory to the Memorandum, on the condition that the deficiencies noted must be rectified
within a specified period, upon expiry of such period;
• Ships which have been reported by pilots or port authorities as having
having deficiencies which may
prejudice their safe navigation;
• Ships whose statutory certificates on the ship’s construction and equipment, issued in
accordance with the relevant instruments and the classification certificates, have been issued by
an organization
on which is not recognized by the Authority;
• Ships carrying dangerous or polluting goods, which have failed to report all relevant
information concerning the ship’s particulars, the ship’s movements and concerning the
dangerous or polluting goods being carried
carried to the competent authority of the port and coastal
State;
• Ships which are in a category for which expanded inspection has been decided.
• Ships which have been suspended from their class for safety reasons in the course of the
preceding six months.

4. Who boards a ship to carry out Port State Control?

Port State control is carried out by a Port State Control Officer (PSCO). The PSCO is a properly
qualified person, authorized to carry out Port State control inspections in accordance with the MOU’s
and relevant
elevant instruments, by the maritime authority of the Port State and acts under its responsibility.
All PSCOs carry an identity card, issued by their maritime authorities.
Training seminars for PSCOs are organized to ensure effective and harmonized inspection
inspect procedures,
which are followed throughout the MOU’s regions. These seminars keep PSCOs informed of new
technical developments and amendments to the MOU’s.

5. Types of inspection

Initial:

36 Certificates & Documents (Crew and ship’s condition including engine room and accommodation
meets international standards)

Detailed:

In absence of valid certificates / documents or Clear Ground that ships condition does not meet the
international standards Expanded-
Expanded once a year:

• Passenger ships
• Gas and chemical tankers older than 10 years
• Bulk carriers, older than 12 years
• Oil tankers, 5 years or less from the date of phasing out in accordance with MARPOL 73/78

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….
…….Let´s

45
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Suspended:

In exceptional circumstances where, as a result of the initial control and more detailed inspection, the
overall condition of a ship and its equipment, also taking the crew and its living and working
conditions into account, is found to be sub-standard,
sub standard, the Authority may suspend an inspection until the
responsible parties have taken the steps necessary to ensure that the ship complies with the
requirements of the relevant instruments.
instruments

6. Port State Control inspection procedures

A Port State control visit on board a ship will normally start with, as a minimum and to the extent
applicable, examination of the following documents
1. International Tonnage Certificate (1969);
2. Passenger Ship Safety Certificate;
3. Cargo Ship Safety Construction Certificate;
4. Cargo Ship Safety Equipment Certificate;
5. Cargo Ship Safety Radio Certificate;
6. Exemption Certificate;
7. Cargo Ship Safety Certificate;
8. Document of Compliance (SOLAS 74, regulation
re II-2/54);
9. Dangerous Goods Special List or Manifest, or Detailed Stowage Plan;
10. International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk, or the Certificate of
Fitness for the Carriage of Liquefied Gases in Bulk, whichever
which is appropriate;
11. International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, or the
Certificate of Fitness for the
Carriage of Dangerous Chemicals in Bulk, whichever is appropriate;
12. International Oil Pollution Prevention
Preventi Certificate;
13. International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in
Bulk;
14. International Load Line Certificate (1966);
15. International Load Line Exemption Certificate;
16. Oil Record Book, parts I and II;II
17. Shipboard Oil Pollution Emergency Plan;
18. Cargo Record Book;
19. Minimum Safe Manning Document;
20. Certificates of Competency;
21. Medical certificates (see ILO Convention No. 73);
22. Stability information;
23. Safety Management Certificate and copy of Document of Compliance (SOLAS chapter IX);
24. Certificates as to the ship's hull strength and machinery installations issued by the classification
society in question (only to be required if the ship maintains its class with a classification society);
socie
25. Survey Report Files (in case of bulk carriers or oil tankers in accordance with resolution A.744
(18));
26. For Ro-RoRo passenger ships, information on the A/A max ratio;
27. Document of authorization for the carriage of grain;
28. Special Purpose Shiphip Safety Certificate;
29. High-Speed
Speed Craft Safety Certificate and Permit to Operate High-Speed
High Speed Craft;
30. Mobile Offshore Drilling Unit Safety Certificate;
31. for oil tankers, the record of oil discharge monitoring and control system for the last ballast voyage;
32. The muster list, fire control plan and damage control plan;
33. Ship's log-book
book with respect to the records of tests and drills and the log for records of inspection
and maintenance of lifesaving appliances and arrangements;
34. Proceduresres and Arrangements Manual (chemical tankers);
35. Cargo Securing Manual,
…….Let´s
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Safety…. Let´s Talk About Safety…….

46
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
36. Certificate of Registry or other document of nationality;
37. Garbage Management
agement Plan;
38. Garbage Record Book;
39. Bulk carrier booklet (SOLAS chapter VI regulation 7); and
40. Reports of previous port State control inspections."
In addition the PSCO conducts a general inspection of several areas on board to verify that the overall
condition of the ship (including the engine room and accommodation, and including hygienic
conditions) complies with that required by the various certificates.
If valid certificates or documents are not on board, or if there are ‘clear grounds’ to believe that the
condition of a ship, its equipment or its crew does not substantially meet the requirements of a relevant
convention, a more detailed inspection will be carried out.
If the ship is found to comply, the PSCO will issue a ‘clean’ inspection report to the master of the ship.
Next, the data of the respective ship and the inspection result will be recorded on the MOU’s central
computer database.
For the purpose of control on compliance with on board operational requirements, examples of “clear
grounds”
rounds” are, amongst others, the following:

• A report or notification by another Authority;

• A Report or complaint by the master, a crew member, or any person or organization with a
legitimate interest in the safe operation of the ship, unless the Authority concerned deems the
report or complaint to be manifestly unfounded.
• The ship has been accused of an alleged violation of the provisions on discharge of harmful
substances or effluents;
• The ship has been evolved in a collision, grounding or standing on its way to the port;
• The emission of false distress alerts not followed by proper cancellation procedures;
• The ship has been identified as priority case for inspection;
• The ship is flying the flag of a non-party
non to relevant instruments;
• During examination of the certificates and documents, inaccuracies have been revealed or have
not been properly kept or updated.
• Furthermore, control on compliance with on board operational requirements may be included
in the control procedures, particularly if the PSCO has reason reason to believe that the crew
demonstrates insufficient proficiency in that area.

7. Grounds for a more-detailed

detailed inspection

Clear grounds for a more detailed inspection are, amongst others:

• a report or notification by another authority;

• a report or complaint by the master, a crew member, or any person or organization with a
legitimate interest in the safe operation of the ship, unless this complaint is clearly deemed to
be unfounded;
• Other indications of serious deficiencies.
In addition there are requirements
quirements for expanded inspections for bulk carriers and tankers above a
certain age and for passenger ships.
With regard to complaints received from masters or crew members the Port State control authority
receiving such complaint has the obligation not to disclose the source of information. In other words
masters or crew members will not face risk of reprisal.

8. Minimum manning standards

The guiding principle for Port State inspection of the manning of a foreign ship is to establish
conformity with the Flag State’s safe manning requirements. Where this is in doubt the Flag State will
be consulted. Such safe manning requirements stem from:
…….Let´s
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Let´s Talk About Safety…. Let´s Talk About Safety…….

47
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
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Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• several of the relevant instruments;
• contents of Minimum Safe Manning Document (IMO Resolution A.481 (XII), Annex 1);
• Guidelines for the Application of Principles of Safe Manning (IMO Resolution
Resolution A.481 (XII), Annex
2).
If the extent of the manning deficiency is such as to render the ship clearly unsafe for the intended
voyage or service, the ship will be detained.
The Port State will contact the Flag State if:

a. The actual number or composition of the crew does not conform to the minimum safe manning
document; or
b. If the ship does not carry a minimum safe manning document or equivalent.

If the actual crew number and composition is not brought into accordance with the safe manning
document
ocument the ship will probably be detained. If the Flag State does not respond, this will be considered
as a clear ground for a more detailed inspection, with a strong likelihood of detention.

9. Deficiencies, detection and rectification

When deficienciess are found during the inspection, the nature of the deficiencies and the corresponding
action taken are filled in on the inspection report. Some examples of actions taken are: ‘master
instructed to rectify deficiency before departure’, ‘ship detained’, ‘flag
‘flag State informed’, etc.
In principle, all deficiencies must be rectified before departure of the ship. It is up to the professional
judgement of the PSCO to decide that he has to board the ship on a second occasion to check
personally if all deficiencies have indeed been rectified.
The following are the main criteria for the detention of a ship:

• a ship which is unsafe to proceed to sea will be detained upon the first inspection, irrespective
of the time the ship is scheduled to stay in port;
• The deficiencies
cies on a ship are so serious that they will have to be rectified before the ship sails.

In case deficiencies are clearly hazardous to safety, health or the environment, the maritime authorities
will ensure that the hazard is rectified before the ship is allowed to proceed to sea and for this purpose
they will either detain the vessel or issue a formal prohibition of a ship to continue an operation. The
Flag State will be notified as soon as possible.
If deficiencies cannot be remedied in the port of inspection,
inspection, the maritime authority may allow the ship
to proceed to another port, subject to any appropriate conditions determined by the maritime authority
of the port of departure, with a view to ensuring that the ship can so proceed without unreasonable
danger
er to safety, health or the environment. In this case a follow-up
follow up inspection will normally be carried
out in this respective port.
In the event of a detention of a ship, the PSCO will note information on the owner or operator of the
vessel at the time of the
he detention.
The master will be asked to sign to confirm this information.

When a ship has been detained all costs accrued by the port State to inspect the ship will be charged to
the owner or the operator of the ship or to his representative in the port State.

The detention shall not be lifted until full payment has been made or a sufficient guarantee has been
given for the reimbursement of the costs.

The owner or the operator of a ship has a right of appeal against a detention decision taken by the Port
State authority. An appeal will not however result in the detention being immediately lifted.

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

48
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
On the conclusion of an inspection, the master of the ship will be provided with a document, which will
indicate the results of the inspection and details of any action required to be taken.

10. Information exchange

Whether or not deficiencies are found, all details from each inspection report are entered in an
advanced MOU’s central computer database.
This database can be accessed by all ports in the MOU’s region to consult inspection files, to insert
new inspection reports or to use the electronic mail facility.

http://www.pomorci.com/Edukacija/80
://www.pomorci.com/Edukacija/80100/Basics%20of%20Port%20State%20Control%20%28PSC%
100/Basics%20of%20Port%20State%20Control%20%28PSC%
29.pdf

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

49
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
3.-The
The International Maritime Conventions and Codes

Seafarers should be familiar with and understand the importance of international conventions and codes
relating to life at sea and safety on board.
To my knowledge the Maritime Sector has over 10 international conventions and over 40 international
codes in force and the check lists and forms found on board every ship have come from those
international conventions and codes.
The competent authorities and the recognized organizations (RO) have also taken the international
convections and codes into account in order to guarantee that ships operate safely and are in
compliance with maritime safety and pollution prevention. These codes are based on the accumulation
acc
of maritime knowledge and technology.
As a seafarer I was in touch and up to date with those international conventions and codes throughout
my career.
Below is the list of the international conventions and codes which are applicable to all types of ships:
International Conventions:
• The “Safety of Life at Sea” (SOLAS)
• The “Load Line 1966/1988”
• The “Tonnage Measurement of Ships 1969”
• The “Preventing Collisions at Sea” (COLREGS)
• The “Prevention of Pollution from Ships” (MARPOL)
• The “Seafarers’ Training, Certification and Watchkeeping” (STCW),
• The ILO “Maritime Labour Convention” (MLC)
International Codes:
• The “Safe Working Practices for Merchant Seamen” (SWPMS),
• The “Life - Saving Appliances” (LSA),
• The “Fire Safety System” (FSS),
• The “Intact Stability for All Types of Ships Covered by IMO Instruments” (IS)
• The “International Management Code” (ISM)
• The “International Code for the Security of Ships and of Port Facilities” (ISPS)

You should also be aware of the other maritime international conventions and codes which apply to the
specific ship you are working on.
Books outlining these conventions and codes can be found in the vessel’s library.
library Whatever time
pressures you may be experiencing
xperiencing on board, I recommend that you take the time to study them.

Internet Links for consultation

The IMO: http://www.imo.org/ (International Maritime Organization)
The ILO: http://www.ilo.org/global/lang--en/index.htm
http://www.ilo.org/global/lang (International Labour Organization)
The ILO: http://www.ilo.org/ilolex/cgi-lex/convde.pl?C186
http://www.ilo.org/ilolex/cgi (ILO – Maritime Labour Convention
2006)
The Paris MOU: http://www.parismou.org (Port State Control)
The US Coast Guard: http://www.uscg.mil/default.asp (Port State Control)
The Equasis: http://www.equasis.org (Database with PSC and vessels information)
information
The IG P&I: http://www.igpandi.org (International Group of P& I Clubs)
The ITF: http://www.itfglobal.org
ttp://www.itfglobal.org (International Transport Workers Federation))
The IACS: http://www.iacs.org.uk (Intern. Association of Classification Societies)
Societies

Before starting chapter I and II, I would like to say: “May God save all of us”
…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

50
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
4.-CHAPTER I
4.1.-Before
Before Signing on the Ship
Each seafarer must ensure they have all documents (CV, Diploma and Certificates, National
Endorsement, Medical Certificate, Drug/Alcohol Test, Vaccination Card, Flag Endorsement, Seaman
Book and Passport) updated to cover the entire period of the employee contract.

Each seafarer, before joining a ship, must ensure they have a duly signed Seafarer Agreement Contract
(Individual Seafarer Contract) to work on board a company ship, and in cases where the private
recruitment and placement service (Crew Agency) is not operating under a licensing system,
certification or some other form of regulation other than a CBA/ITF Contract
Contract must be duly signed as
well.

Before signing on any company ship, seafarers must ensure that they are familiar with the ISM
implemented on board the ship (Company Policies, Responsibilities and Authority, Working Language
on board, Identification details
tails of the Ship-Owners/Managers,
Ship Owners/Managers, Company DPA/CSO, Company
Technical Manager, Company Subcontractor, Ship Particulars and her operation, Ship Flag, Class
Society and the nationalities of the crew on board)

Seafarers must be duly registered in the Port Authority

Aut - Immigration office before arriving to the ship
Before travelling to join a ship, seafarers must check: (The 12 golden rules)
1.-If the Ship-Owner/Manager
Owner/Manager Insurances (P&I)
(P&I) cover my contract period on board the ship and the
trade ship areas I will be sailing in.
2.-Are
Are P&I in accordance with the MLC 2006?
3.-If
If the ship transits piracy areas or declared war areas do Insurances (P&I) cover the piracy/war areas
and my contract act period on board?
4.-Have
Have I been given adequate familiarization of the vessel prior to signing on the ship?
ship
5.-Have
Have I declared my next of kin (family contact updated and delivered to the crew agency)?
6.-Have
Have I taken preventive treatment in cases where the ship is in a health risk port (e.g.
( Malaria)?
7.-Have
Have I obtained all relevant visas and will visas cover all my travel from home to the ship including
air tickets, train tickets, and bus tickets.
8.-Have
Have hotels reservations have been confirmed and correspond with my travel schedule?
9.-Have the Ship-owners/Manager,
owners/Manager, Ship Captain and Ship Agent been informed of my arrival and
arrangements made to pick me up?
10.-Do
Do I have all contact details? (Crew Agency, Ship Manager, DPA, Ship tel. number, Ship Agent Age
tel. number)
11.-Do
Do I have the adequate pocket money to ensure a safe trip.
12.-Do
Do I have my original documents with me? (CV, Diplomat and Certificates, National Endorsement,
Medical Certificate, Drug/Alcohol Test, Vaccination Card, Flag Endorsement, SeamanSe Book, Passport
andd contract of service on board)

There is no better tool to use to check that all signing on measures have
been undertaken to comply with International/National Maritime
Legislation (IMO-STCW,
STCW, MARPOL, ISM/ISPS Code, ILO-
ILO-MLC2006, and
Competent Authority) than the care taken by the seafarer of himself.

Captain Nestor Negrin Marquez.

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

51
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
On Arrival on Board the Ship
4.2.-On
General:
Seafarers, on arrival on board the ship, must be escorted
escorted and introduced to the ship’s captain by the
deck officer on duty.
Once the seafarer has introduced himself to the ship’s captain, they must deliver all original documents
(CV, Diplomat and Certificates, National Endorsement, Medical Certificate, Drug/Alcohol Test,
Vaccination Card, Flag Endorsement, Seaman Book, Passport and contract of service on board) and
other documents sent by the crew agency e.g. crew letters, or
or any official correspondence.
The ship’s captain must ensure that seafarers have
have been registered (signed on) with the port authorities.
It is the captain’s obligation to enter a record of the crew change in the logbook. He must update the
crew list and fill out the seafarer’s seaman book on arrival on board. The ship captain must introduce
int
the seafarer to his ship head of department (Senior Officer).
On arrival seafarers must be ready to be interviewed by the ship’s captain and/or senior officers in
order to provide details of their previous experience.
It is the captain/safety Officer and MLC Crew Representative’s duty to ensure that on arrival seafarers
have been given:
• Seafarers Repatriation Provision Form
• On Board Complaint Procedures Form
• Record of Work and Rest Hours Form
• Personal Protective Equipment (must be delivered to the seafarer before starting their
familiarization on board the ship - work place)
It is strongly recommended that seafarers have proper rest before starting the familiarization process
and handover from the relevant rank.
Before starting the hand over, seafarers must have undergone familiarization on board. Familiarization
can be carried out by the safety officer or the officer designated by the ship captain. (Keep relevant
records on board)
Seafarers must pay attention to their familiarization tour
tour and not hesitate to ask questions or clarify any
doubts that may arise during the familiarization tour.
Seafarers must understand the importance of having a good familiarization tour on board the ship.

Particularly relevant to the Ship Captain, Senior Officers and Officers

Before joining the ship you must ensure that you know the type of operation the ship is engaged in.
Ship Captain - Deck Officers
The following is recommended
ed prior to boarding the ship:
ship
1.-Check
Check the general appearance of the ship. In fore check if the ship’s
’s anchors are at home or if they
have been dropped to assist or secure the ship alongside the pier.
2.-Check which operation is being carried out (Loading, Discharge, Passengers Embarkation or
Disembarkation), the quantity of working gang and if the ship derricks or cargo cranes are being used
or are port installation cargo cranes being used.
3.-Take
Take the ship’s draft and check the ship is not listing.
4.-Check
Check that there is a quantity of rope made fast in fore and aft to guaranty
aranty that the ship is safe
alongside and also check that each rope has a rat guard. Check all ropes in relation to the tide
and
nd check if the ship is aground there. (seated
( on the bottom due to low tide)
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

52
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
5.-Check
Check if the ship is under supply operation (bunkering, water, provisions, stores, spare parts) or
delivering dirty water/sludge’s to shore reception facilities and if the mandatory signals are hoisted or
the lights are on.
6.- Check if the gangway is positioned correctly and check the condition of the safety net
7.-Check
Check if security procedures have been carried out on the gangway deck and if the crew is wearing
the PPE.

The Chief Engineer - Engineering Officers

It is recommended prior boarding the ship to :

Check the general ship’s appearance

1.-Check
2.-Check which operation is being carried out (Loading, Discharge, Passengers Embarkation or
Disembarkation), ), the quantity of working gang and if the ship derricks or cargo cranes are being used
or are port installation cargo cranes being used.
3.- Check if the ship is under supply operation (bunkering, water, provisions, stores, spare parts) or
delivering dirty water/sludge’s to shore reception facilities
facilities and if the mandatory signals are
ar hoisted or
the lights are on.
4.-Check
Check if there is any sign of air pollution coming from the funnel (black smoke)
5.-Check
Check if the gangway is positioned correctly and check the condition of the safety net
6.-Check
Check if security procedures have been carried out on the gangway deck and if the crew is wearing
the PPE
7.-Check
Check if the ship is aground there. (seated on the bottom due to low tide)
During the Hand Over Period Seafarers must check: (The 7 golden rules)
rules

hat the responsibilities and duties as outlined during familiarization at the crew agency correspond
1.-That
to your rank on board and the rank tasks are clearly defined through the SMS and the SSP implemented
on board.
2.-That
hat safety and firefighting appliances are in good working condition and ready to be used at any
time and the General Muster List and your cabin drills instructions are outlined according to your rank
on board
3.-That your ship’s duties are in accordance with your rank: (At ( Sea: Bridge ge Nav. Watch /Engine
Room Watch and Daily Works – Maintenances and Works Rotation) (In In Port: Deck and Engine
Department Watch System, Daily Works – Maintenance, Works Rotation and Security Watch in Port
Operations) and that they correspond to your contract
contra of service aboard.
4.-That
hat the workplace, ship’s accommodation and cabins are safe, clean, decent, well maintained and
ventilated and that hazard identification/risk assessment and risk control has been implemented through
the ISM with emergency exits and restricted areas clear defined and marked
5.-That
hat work and rest hours periods are clearly defined as per your rank and service contract on board
6.-That the hand-over
over has been carried out in sufficient time and that you fully understand your duties
and responsibilities in relation to the ISM/ISPS implemented on board.
7.-That you
ou received the necessary support from the ship’s captain, senior officers and officers so that
you feel confident to carry out your duties s on board safely
You must take into consideration that, after several months on board, off-signers
off signers are anxious to go
home.

Motivating Seafarers on board makes for a Healthy, Safe Ship

Captain Nestor Negrin Marquez.

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

53
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Ship’s Captain, Senior Officers and Officers should also
also check during their hand over that the
following duties have been carried out:
Ship Captain-Deck Officers:
A.-Ship’s
Ship’s certificates and documents (Ship Log books) are updated
B.-International
International and National normative documents:

• Has the list of international and national documents been maintained and updated and
publications have been amended and/or corrected in time.
• Is it necessary to get new individual amendments to the normative documents on board or do
you need to order a new full set of normative documents?
• SOPEP Contact Points - Last update
• Notice to Mariners - Last update
C.-Check Shipboard ISM-SMS
SMS Documentation:
Doc

• Is the ship’s SMS documentation maintained and corrected in time and are the records on
board
• Are all the ship’s SMS documents available on board?
• Are the Company Policies and the declaration of DPA/CSO posted on board
• Have hazard identification, risk assessment and risk control procedures been implemented in
the workplace
• Check the list of non-conformities
conformities and corrective actions and clarify steps or work needing to
be done in order to close any outstanding non-conformity.
• Check thee last Master Review and the last ship’s Internal/External Audits and clarify if all
deficiencies found are properly closed out, the last Class statement and the date of the Class
Window period
• Check the list of Requisition Orders and expected delivery schedule
schedule and if there is any
requisition that has not been delivered in time and may put the ship in risk.
• Crew work and rest hours have been correctly recorded
D.-Check ISPS-SSP:

• Security working level has been posted accordingly/Restricted areas defined and marked
• Declaration of security has been made between the ship and the Port security officer or if
applicable ship to ship
• Crew security duties have been duly organized/Visitor´s log book updated
• Security procedures are in place and are as per the requirements
requirements of the ISPS Code
• Security drills/last drill records are in place
• If the ship is in a port where there is a threat from stowaways, the necessary security
procedures are in place to prevent stowaway entry on board.
E.-Port State Control:

• Check the last PSC inspection and all deficiencies found

• Check if procedures have been implemented to guarantee that the ship will pass PSC inspection
(e.g. Check List)
• Check Flag State circular letters and recommendations (e.g. PSC self-inspection
self inspection check list or
any PSC concentrated campaign in force )

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
…….Let´s Safety…. Let´s Talk About Safety…….

54
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
F.-Ship General Inspection - Tour: (Ensure
(Ensure it is carried out in the presence of the off-signer)

• Check Bridge (Condition of the bridge and all Nav./Radio equipment-Mandatory

equipment placards
posted-Official
Official log book/last emergency drill-last
drill last entry GMDSS log book-last
book magnetic
compass and gyro correction and deviation card update-last
update last entry in the Garbage record
reco book-
Ship Plans-Crew roles--Captain night order book) it is strongly recommended that you check
and test the bridge equipment/check emergency steering gear and emergency communication
systems/check and test all bridge equipment and devices using the emergencyemergency power supply.
• Check accommodation (condition of the accommodation-Muster
accommodation list-Fire control plan sets-
IMO symbols-Alarm Alarm systems-Fire
systems detection systems-Fire doors-FireFire hoses, hydrant and fire
lines-Fire
Fire extinguishers both quantity and type-ship’s
type hospital,
tal, Medical locker-Galley,
locker
provision rooms and stores-Crew
stores cabins-Laundry-MessMess rooms and salons) it is strongly
recommended that you check if all accommodation areas are clean, tidy and if they are in fit
condition for life on board.
• Check Life Saving Appliances
App (Condition of Life boats-Life rafts-Life Life buoys-Life
buoys jackets-
Immersion suits and thermal protective aids-EEBD-Pyrotechnic-Throwing
aids Throwing apparatus-Aldis
apparatus
Lamp/Battery-Lifesaving
Lifesaving appliance placards and operating instructions/Certificates and next
service date records) it is strongly recommended that you test the lowering down of lifeboats
and that you start the lifeboats engines/check davits security devices-limits/manual
devices limits/manual brake/check
condition of wires, safety hooks and if all sheaves are running free and are well maintained and
greased/check the life raft bases and maintenance condition and if the hydrostatic release is in
the proper position to allow the device to work properly.
• Check Firefighting Equipment (Condition of all types of fire extinguisher on board-CO2
systems and alarms-Fire Fire boxes-Smoke
boxes Smoke detector systems/alarms and their corresponding
devices-General alarm--Fire control plan-Fire lines and hydrants-Fire Fire prevention placards-Fire
placards
pump and emergency fire pump-Fireman
pump suits and insulating BA-Safety
Safety locker/Certificates and
next service date records)
it is strongly recommended that you place one fire hose in fore and one in the stern then start
the fire pump and emergency fire pump and check the water supply pressure/check the
condition of the fire line-hydrants
line hydrants /check the working condition of the smoke detector unit
through several fire detection sensors/sound the general alarm and ship’s whistle/check the
CO2 rooms and the working condition of the alarm
• Check Deck (Maintenance/Condition of the Fore castle-Anchor Anchor gears-
gears windlass/Capstans,
rollers and mooring winch in fore/aft-Watertight
fore/aft doors-manholes-Ramps
Ramps-cargo holds/hatch
covers/devices to operate cargo holds-Derricks
holds and Cargo cranes-oiloil leakage on deck-Deck
deck
stores-Paint store-Pilot’s
Pilot’s ladder-Accommodation
ladder ladders-Jacob
Jacob ladder-
ladder boatswains-rope and
wire slings-Safety net--Safety belts-Emergency
Emergency towing line and devices-swan
devices necks and air
vents of the tankers and ship’s compartments-Sounding
compartments Sounding pipes in all ship’s tankers and cargo
hold compartments-Cargo
Cargo hold bilge if possible ballast pump-Ballast st system and valves and
pipes-load
load line and draft marks-
marks Cargo stability book/ Certificates and next service date
records)
it is strongly recommended that you check all air-ventilation
air ventilation maintenance-grease
maintenance condition,
check tank air ventilation balls are moving
moving free and the steel net is in the proper place and in
good condition /check if air ventilations are marked (open and close direction)/check all cargo
hold water channel and plug/check anchor house pipes, stopper base and maintenance
condition of the anchor
nchor secure devices-lashing/check
devices lashing/check all ropes in fore and aft are fast in their
respective bitts (rope can´t be fast in the mooring device drums) check gangway and safety net,
all ship watertight doors, ramps and weather doors/check garbage collecting station stati is clearly
marked/check crew is wearing PPE and the workplace is clean and tidy
• Check all ship’s Safety Equipment and Critical equipment as per the SMS. ) it is strongly
recommended that you check and test all critical equipment declared in the SMS

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

55
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
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Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• Check the Engine department (Maintenance of the engine room and condition of Muster List- List
Emergency Exits-Emergency
Emergency Placards-Equipment
Placards with operational instruction posted-Sewage
posted
plant and OWS-Engine
Engine department bilges-Refrigeration
bilges Refrigeration plan/Air conditioner-Engine
conditioner log book-
Oil record book and last entry-SOPEP
entry Manual)
it is strongly recommended that you ask the chief engineer to test the OWS, the sewage plan and the
emergency generator/check the condition of the engine room bilges, test the bilge alarm and if all
sounding pipes are duly closed and if all counter-
counter self weights are working properly/check if there are
any rags or crew clothes hung in railing/check
railing/check engine room has proper lighting and it is clean and tidy.

G.-Others items to be checked:

• If the ETD/Crew
/Crew List is updated/If the pre-arrival
pre arrival report to the next port has been sent
• Check-review
review charter party
• Voyage Plan/weather reports/ if there is enoughh bunker, fresh water, provisions-food
provisions for next
voyage?
• Quantity of cargo on board/cargo operation procedures are executed accordingly (check
stability conditions for the voyage)
• Ship’s general sounding (condition of all ship tanks)
• Master General Account/Amount
Account/Amount of money on board/outstanding payments
• Crew Salary as per their contract/last payment done
• Outstanding matters arising from the last safety meeting carried out on board
• Procedures to report incidents and accidents, and non-conformances
non
• Supplied: Lastast Provisions-food-stores-spare
Provisions parts
• Has there been any crew complaints (as per MLC procedures)
• Are deck crew wearing PPE
• If it is possible or if you have enough time then read all entries in the official logbook for the
last 3 months - it will help a lot to understand your new challenge

Chief Engineer - Engineer Officers during their hand over should also check:

A.-Main Engine(s) – Generator(s):

tor(s):

• Check condition of cylinders and pistons: read the maintenance plan and all entries-record
entries in
relation of ME(s)/Generator(s) engine cylinders and pistons. it is strongly recommended that
you check the replaced liner operating time, the running time time since cylinder cleaning,
maximum deterioration of cylinder liner, piston crown operating time, piston rings condition,
condition of rod stuffing boxes, date of inspection, adjustment of fuel injection pump valves, Date
of the last inspection of fuel delivery device, dateate of the last replacement of main engine (ME)
exhaust valves, date of the last replacement of ME(s)/Generator(s) engine injectors/last ME flection
/ME(s)/Generator(s) engine’s technical
tech condition and spare parts
• Check the condition of the ME(s)/Generator(s) engine turbo charges it is strongly
recommended that you check the hours worked since ce building or as per last overhaul,
overhaul technical
condition and spare parts
• Check condition and test the automation system.
It is strongly recommended that you check the technical condition and check the last service -
device calibrations/The alarm’s working condition
• Barring gear: check the technical condition and maintenance record
• Thrust bearing: technical condition and maintenance plan. It is strongly recommended that you
check the maximum clearance.
• Propeller: check type of seal, last docking, and clearance. It is strongly recommended that you
check the last disassembling of the gear, the last underwater cleaning, ask for the last dry dock
report and read works carried out on the propeller(s)

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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• Check the ME(s)/Generator(s)
ME(s)/Generator(s) engine servicing system with pumps: lub oil pumps, fresh water
cooling system pumps, sea water cooling system pumps.
• In the presence of the off-signer
off and if possible start the main engine and check all ME(s)
parameters and alarm devices protection system, if there is a pitch propeller check if the
indicator arrow is synchronized with the bridge devices and verify your readings, change
command to the bridge and vice-versa,
vice check telegraphs, check if there are leakages in the
pipes and devices and if possible stop the ME(s) by emergency stop.
• In the presence of the off-signer
off signer start the other generator(s), check generator parameters and
alarm devices protection system and check if there
there are leakages and through the main switch
board check all generator are working in parallel and check load conditions individually.
• If it is possible carry out a blackout and check if the emergency generator automatically starts
work and check the time it takes to start.
B.-Steering Gear(s):

• Check the technical condition, clearance in ruder(s) stock bearing (Upper-Lower),

(Upper Clearances
in rudder blade dowels, Jump clearance. It is strongly recommended that you ask for the last
dry dock report and note the works carried out on the ruder(s)
• Check the working condition of the steering pumps and check there are no leakages
• Check and fully test the emergency steering gear check that operational instruction have been
posted
• Check- test emergency communication between the steering room and the bridge
B.-Boiler(s):

• Check the technical condition, the presence of blanked-off

blanked tubes It is strongly recommended
that you check feed pumps
pump and check-testtest from manual to automatic and vice-versa
vice and check
for leakages/check it there are spare parts, also check the last safety valve calibration certificate
C.-Refrigeration
Refrigeration and Air conditioner Plants:

• Check the working condition of both plants,

plants, check if there are spare parts and sufficient gas. It
is strongly recommended that you check all cool chambers and the safety alarm and ensure if
the chief cook or the designated engineer has been taking records, in the presence of the off-
off
signer checkk the actual temperature/check if the air conditioning unit is in good working
condition and check both systems for gas leakages (MARPOL), also check if the log book for
controlled gas is duly updated
D.-Seawater
Seawater pumps service cooling plant

• Check and test the system, check for leakages and check if there are spare parts
E.-OWS

• Check that the OWS is fully operative and the hours of working operation are as per the record
in the oil record book. It is strongly recommended that in the presence of the off-signer
off OWS
alarm is checked and tested, follow the system and check valves are closed, ensure that the
OWS is not used in port, and check if the operational instructions are posted

F.-Sewage Plant

• Check the technical condition

condi and how well it is working. It is strongly recommended that, in
the presence of the off--signer,
signer, check the alarm and the capacity of the retention tank(s) and the
actual figure and if the tank(s) are duly certified for that purpose/check that the operational
instructions are posted

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G.-Ballast system

• Check the working condition of all ballast pumps; check all pipes and valves;
valves check if there are
spare parts.
It is strongly recommended that, in the presence of the off-signer,
off signer, the entire ballast system and the
emergency systems are checked, start all ballast pumps and if it is applicable do some operations: a
ballast – de-ballast
ballast test, if during the hand over period the ship needs to be put in ballast or de-ballast
de
condition then it is a good
ood opportunity to be present at such operations.
H.-Starting
Starting air compressor and compressor for domestic needs

• Check the working condition of the air compressor and system, check if there are spare parts
I.-Purifiers

• Check all engine room purifiers are in good working condition, check alarms system and spare
parts
• Check the technical condition of the system. It is strongly recommended that you ensure that
the boiler can produce the necessary steam in order to keep the temperature as per the ME
manufacturer’s instructions or in the case that the heating system is electric the fuel oil can be
kept at the right temperature also.
K.-Windlass,
Windlass, capstans and mooring winches

• Check their working condition, and check for signs of leakage

L.-Lifeboats
Lifeboats and rescue boat engines/davits/winches/sheaves and wires/life rafts

• Check the working condition of the lifeboat and an rescue boat engines/davits/winches/sheaves/
/davits/winches/sheaves/
wires, safety hooks/ check the wire certificate and when the wire has be changed or swapped.
Life rafts: check last annual
ann service certificate, It is strongly recommended that, in presence of
the off-signer, youu check the embarkation ladders-lower
ladders lower lifeboats down and start the lifeboat
engines/check davits security device limits/manual brake/check the condition of wires, safety
hooks and if all sheaves are running free and are well maintained and greased/check the th life
raft bases and maintenance condition and if the hydrostatic release is in the proper position to
release safely.
N.-Presence
Presence and condition of all mooring lines

• Check types of mooring lines (e.g. combined mooring lines) towing lines, emergency towing
wire and plan, if you have a spare mooring line
M.-Others

• Check the technical condition of the electrical department and all electrical devices. It is
strongly recommended that you check the last Megger test and if there are enough spare parts
to support the ship
• Check all power level indicators
• Check that the deck of all electrical panels are well protected by rubber mats and electrical
panels have
ave the electrical gloves been certified (anti-high
(anti voltage)
• Check all notices or warnings in the engine room console are in the working language on board
• Take a general sounding of all ship tanks
• Check last lab test records. Test of lub.-oil-HFO-Diesel
lub oil
• Check all chemical products stored on board are as per manufacture’s instruction code,
products are also segregated and placards are posted indicating each product type

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Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

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Prepared by: Captain Nestor Negrin Marquez
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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• Are Hazard identification, Risk assessment and Risk control procedures implemented on
board-workplace
workplace and the engine department is clean and tidy?
• Check the maintenance plan is running accordingly
• Check security procedures in engine room as per the SSP
• Check all emergency exits, check that all exits are free from objects and can be opened and that
the lights are in good order
• Be aware of all open maintenance works and if there are any workshops working on board
• Check the procedures checklist for bunkering and SOPEP manual
• Check engine logbook/oil records book
• Check the SEEMP
• Check the technical condition of the hull, load line, fore castle, stern,
stern, all external and internal
decks, and ladders
• Check all outstanding matters arising from the last safety meeting carried out on board
• Check if there are any crew complaints as per MLC procedures
• ETD/enough bunker/fresh water/spare parts for the next voyage
voya
• If possible,, check the condition of the ship’s tanks, chain box, cargo holds and bilges
• Check the communication between the engine department and the bridge including emergency
communication sources (engine console-bridge/steering
console gear-bridge)
• Is the engine
gine crew wearing PPE?
• Check that procedures to report incident / accident, and non-conformance
non conformance are in place
• If possible or if you have enough time then read all records and entries in the engine
logbook/Oil record book for the last 3 months as this will help you to understand your new
challenges
It is strongly recommended that you check-
check test the OWS, the sewage plant and all emergency /
critical equipment declared as per the SMS on board/check ventilation and equipment
shutdown/check the condition of the
the engine room bilges/alarms and if all sounding pipes are duly
closed and if all counter- self weights are working properly/check collision bulkheads, fire doors,
watertight doors, ramps, weather doors/ check there are any rags or crew clothing hung on the
railing/check engine room is adequately lit, clean, tidy and ventilated.

We would like to remind you that “Let’s talk about Safety on board Ships”
is the aggregated experience of captain Nestor Negrin Marquez and you
should therefore not interpret “Let’s talk about Safety on board Ships”
Ships
Chapter I as a substitute for those systems or procedures implemented and
certified on board the ship.

Thanks for your absolute understanding

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Safety…

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Prepared by: Captain Nestor Negrin Marquez
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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
5.-CHAPTER II

5.1.-Once
Once My Rank Hand Over Period
P is Finished (I´m On My Own)

Experience from many ships operations in conjunction with the seafarers own experiences of
travelling to join ships and the inevitable delays that can occur shows us that in most cases there is not
enough time to do a proper hand over. We can combine this knowledge with the classic debate about
double rank pay during the hand over
over period which will occur when a ship owner hires new seafarers.
The only question that should be addressed here is:
Why do we have an ISM-SMS/ISPS
SMS/ISPS-SSP
SSP along with a Quality System implemented and certified on
board the ship and in the head office if no
n seafarer and company personnel are in a position to follow
it?
At the end of the day seamen know that in most cases we pretend to follow the system in order to keep
people happy…!! Well is not funny!
I have had couple of experiences where the taxi I come on board in waited on the pier to take the off-
off
signing captain to his destination.
destination In this case there was zero hand over from the off signing Captain.
My honest recommendation for all seamen is:
“Do
Do not sign a hand over report until you are totally sure that you can carry out your duties safely and
you understand your job task! “You should know that the maritime legislation and the law that protects
you”
Just remember that once you sign the hand over report, all responsibilities rest on your shoulders and
there is no way back.

Good decisions taken at the right time can save your life and the lives of others. “Safety
“ First”

It is not a secret that once the off-signer

off signer leaves the ship you are the one that must continue monitoring
and carry out job tasks to support the ship’s operation; therefore you must carefully review procedures
in order to work safely at all the times in order to avoid incidents and accidents in the workplace.
You should carefully review the off-signer’s
off hand over reportt and check all that was noted during your
hand over period (including any written notes).
It is strongly recommended that you go through the manufacture’s manual and even if you understand
the equipment
uipment operation (e.g. worked on
o another ship with the samee equipment) carefully read what the
manufacture has stated once again. You should then subsequently check the maintenance plan and
verify the equipment working hour’s records.
Seafarers know very well that there is a difference between the safety familiarization and the specific
rank familiarization which pertains to your specific daily job tasks and the workplace and environment
on board
Both types of familiarization are very important and seamen must ensure that they understand the
interface between both familiarization sessions.
It is crucial for any rank to check through the ISM-SMS/ISPS-SSP
ISM SSP responsibilities and duties and
become familiar with the systems in order to understand
understand how to report any deficiency you may find
which could put your life at sea, the sea environment, the ship or its cargo at risk

…….Let´s
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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
The most important thing for all ranks to remember is right from the outset, be honest and do not
hesitate to ask questions if you don’t understand an order or a task which needs to be carried out.
! Do not execute orders or daily tasks if you don’t understand
understand or you don’t know what to do!
You must bear in mind that the execution of any order or task without the proper understanding or
knowledge may result in an incident or accident putting lives at sea at risk
Good communication with other crew members and your ship-owner/managers
owner/managers-DPA/Technical
Superintendent is a real golden rule.
Experience shows us that poor communication in the maritime sector results in a high risk of accident
on board.
Most of us try to give a good hand over but there are often circumstances which
ich prevent us from doing
this as we would like and this is usually because of time pressures. ‘Time waits for no man.’
These are only my experiences but I am sure all those who decide to dedicate themselves to be a
seafarer can identify with this situation.
It has never been easy to take command of a ship, or be a captain or a chief engineer, chief officer, 2nd
engineer, deck-engineer
engineer officer, electrician/ETO, bosun, store man, AB, motorman/oiler/wiper, OS,
fitter, welder, carpenter, chief cook, cook, cook assistance and mess-man.
mess man. The mere fact that you have
chosen to be a seafarer is challenge enough.
All good Captains recognize that:

Every rank on board a ship is important and together builds the chain
which operates the ship using the following formula:
“Good Crew” x “Ship’s Operation Chain” = “Good Captain” = “Safe Ship”

Captain Nestor Negrin Marquez.

I still remember the first boat I commanded and I think the experience will remain in my mind until the
last breath of my life.
One practice that helped me a lot and allowed me to perform my duties well as a Captain was to put
myself in the shoes of the Chief
hief Officer and carry out his tasks as though I were him. When the Chief
Officer comes to me to have his stability
stab calculations signed off, I would have already done the
calculations and would know
now if they were correct or not having done the calculations in advance.
The reason I adopted this practice was because while I was a Chief Officer I got the feeling that my
Master had forgotten some stability
bility criteria. During my 20 years as a merchant Captain
C I constantly
reviewed duties and responsibilities of the other positions on board in order to keep myself updated.
Today I am proud that the STCW convention is in force. I consider it an excellent tool which ensures
that there are qualified and trained seafarers on board ships of all types.
types

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Prepared by: Captain Nestor Negrin Marquez
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The Captain of the Ship:
If it is possible:
1.-Once
Once you have signed your hand over report and are officially the ship’s captain:
• Call for a safety meeting and:

Introduce yourself to the Crew
• Kindly explain to your crew the importance of everyone working as part of a team
• Let your crew know that you consider yourself as part of the team
2.-In your cabin/office/salon:
• Check the ISM-SMS/ISPS
SMS/ISPS-SSP implemented on board (Manuals-booklets) booklets)

Check the last master review

Check the last internal-external
internal audit (last flag-class
class and insurance inspection)

Check the last PSC Inspection

Check the last RQ order and defect report sent

Check the incident--accident reported

Check all non-conformances
conformances and corrective actions

Check the previous hand over report (also check the chief engineer’s hand over report)

Check the drill-audit
audit timetable

Check the last safety meeting and the record of crew on board complaint procedures
p
• Check
heck all the ship’s official documents (ship certificates/crew documents)
• Check the last master general account
• Check nav. equipment (repeaters/alarms) check security alarm and BNWAS alarm
• Check all safety and firefighting equipment appliances
• Check if there
here is enough light and the condition of your cabin, toilet , office, salon, pantry,
• Check the furniture, electro-domestics
electro domestics and toilet piping / valves conditions
It is strongly recommended that you carry out these inspections using your SMS-
SMS procedures / checklist
on board.
On the bridge: (If it is possible it is recommended that the chief engineer and deck officer (2nd
3.-On
officer) are present during your bridge inspection)
• Check and test all nav. equipment,
equipment the EPIRB, Radar transponder, and the radio station-
GMDSS including the antennas (Take a look at the last entry in the radio logbook) and also
check if the operation instructions are posted. It is recommended that you check if the
emergency power sources-
sources suppliers are in good working condition
• Check if the deviation card is updated
• Check the bridge inventory (check the flags/signal flags and banners)
• Ask the 2nd officer or the officer in charge to show you the last notice to mariner and check if
nav. Charts have been corrected and publications are updated/if possible check the last updated
electronic nav. charts
• Check the voyage plan berth to berth (are all charts and publications updated?)
• Check the bridge pyrotechnic/throwing apparatus
• Check the ALDIS lamp and the battery
• Check and test the bridge telegraph(s)/CPP(s)/bow-thruster/stern-thruster/steering
telegraph(s)/CPP(s)/bow thruster/steering pumps-
pumps
ruder(s) angle indicator and their repeaters in port and starboard wind
• Check the window wipers(s) and clear view(s)
• Check and test all safety and firefighting appliances,
appliances, also check emergency lights
• Check the Nav. Lights, its panel and alarms
• Check all mandatory placards are well posted (check if the bridge is defined as a restricted
area)
• Check the firefighting appliances and the smoke detector device
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Prepared by: Captain Nestor Negrin Marquez
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About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

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• If it is possible start the ME and test all ME-bridge
ME bridge interface command controls, check that
they are well synchronized
• If it is possible stop the ME by emergency stop
• Test the emergency steering gear
• Check the emergency lights and batteries/charges room
• Check if there is enough light, if the bridge is clean and tidy, the condition of the furniture,
electro-domestics
domestics and toilet
• Are Hazard identification, Risk assessment and Risk control procedures implemented in the
bridge-monkey deck
It is strongly recommended that you carry out inspections using your SMS - procedures / checklist on
board.
4.-In
In the Accommodation: (If possible together with the safety officer)
o
• In the accommodation areas (crew cabins, toilets, crew-officer’s
crew mess-room/salons,
room/salons, laundry(s),
pantry(s), stores, galley, refrigeration chamber(s), cargo office, and other accommodation
spaces) check:

If there is enough light (look for lights out of order or blinking)

The emergency light system throughout all accommodation areas (test emergency
lights)

That the living conditions to a high standard (all areas clean and tidy and well
ventilated)

That there are no vibrations or noises

The condition of the furniture and electro-domestics
electro

The condition of the toilets (no leakages and well ventilated)

All mandatory placards have been posted up

That all seafarers have a minimum of 2 sets of sheets, pillowcases, towels and blankets

That the garbage collecting station is well defined

That provisions/food/spare parts are well organized and lashed in their respective
stores

The refrigeration chamber(s) alarms and temperatures

That the emergency exits are marked and there is no sign of obstruction

That the accommodation ladders are in good condition

The safety and firefighting appliances (Make sure all are in working condition)

The restricted areas are well defined and marked as per the SSP

Are Hazard identification, Risk assessment and Risk control procedures implemented
in accommodation areas
It is strongly recommended that you carry out the inspection using your SMS - procedures / checklist
on board.
5.-Forecastle/Main
Forecastle/Main deck/stern deck/decks outside accommodation:
• If possible in conjunction
junction with the chief engineer/safety officer:

Check the maintenance (grease) of all devices, are they well-greased?
well (Test them
yourself by opening and closing air vent / dampers, test the operating condition of
mooring rollers, anchor devices, ramps, weather doors and watertight doors, cargo
holds watertight closing devices, cargo operation devices, life boats, rescue boat, life
rafts operating devices)

Check that the cargo devices are well maintained as per cargo securing manual
maintenance schedule

Carry out a full cargo hold watertight test (take the opportunity to check your fire
pumps and the emergency fire pump)

Check that all towing devices are well maintained as per the emergency towing booklet
maintenance schedule
…….Let´s Talk About Safety...... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

63
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s
Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..

Maintenance: check that areas are free of rust and check the general condition. Check
for any signs of cracks or deformation (take the opportunity to ask the chief officer
how the ship’s maintenance plan is going)

Check the condition of the cargo hold ladders, manholes and deck tanks-topside
tanks tank
manholes

Check if there is enough light (check if any light is out of order or blinking and if the
electrical wires are in good condition)
conditio

Check the emergency light system through the deck areas (test emergency lights)

Check that the garbage collecting station is well defined

Check the bosun store, paint locker, safety locker and make sure provisions/spare
parts/paints are well organized and lashed in their respective stores

Check that emergency exits are marked and there is no sign of obstruction

Check that decks ladders are in good condition

Check safety and firefighting appliances (make sure all are in working condition and in
the correct
rect position)

Even if you tested the emergency fire pump, the emergency generator, the emergency
steering gear during your hand over, I recommend that you ask the chief engineer to
teach you how to start and operate the emergency equipment

Test the CO2 alarm

If it is possible test the cargo hold bilge alarm

Even if life boats / rescue boat engine were tested during your hand over, I recommend
that you ask the chief engineer to teach you how to start and operate the engines.

Check that all mandatory placards
placa have been posted up

Ask the chief engineer or the chief officer how they operate the ballast system and ask
them to teach you how to operate them.

Check that restricted areas are well defined and marked as per the SSP

Are Hazard identification, Risk assessment
assessment and Risk control procedures implemented
in deck areas-workplace
workplace
It is strongly recommended that you carry out the inspection using your SMS - procedures / checklist
on board.
6.-Engine
Engine Department: (kindly let your chief engineer know that your intention
intention is to carry out a safety
tour through the engine department and ask him to assist you)
• If it is possible, in conjunction with the chief engineer:

Check the general maintenance of the engine department (check that the department is
clean, tidy, well
wel ventilated and there is no sign of oil leakage)

Check that all engine stores are clean and tidy and that all stores or spare parts are well
organized

Check the condition of all engine bilge and bilge alarms

If it is possible check the ME and auxiliary equipment security alarm system

Ask your chief engineer to start the OWS and check the equipment and alarms
accordingly (captain and chief engineer must take into account that PSC officers are
now asking to check the OWS alarm with the equipment in working condition)

Ask your chief engineer to start the sewage plant and check its working condition
(captain and chief engineer must take into account that PSC officer are now asking to
check the sewage plant the process with the plant in working condition and then t they
ask to check the tank alarm)

Check that all safety and firefighting equipment in the engine department is in good
working condition and well organized

Check in the engine department that all equipment and pipes which are required to be
insulated are
re in good order

Check all sounding pipes are closed and the counter - self weight is fully operational

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

64
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..

Check that restricted areas well defined and marked as per the SSP

Check that emergency exits identified, marked and free from obstruction

Check the emergency light system through the department areas (test emergency
lights)

Check the fire detector sensor (test several sensors and the alarm)

Check
eck that chemical products are identified and stowage is as per manufacturer’s
instructions and each area has the relevant placards displayed as per the identifying
chemical products code

Are Hazard identification, Risk assessment and Risk control procedures
procedur implemented
in engine-workplace
workplace
It is strongly recommended that you carry out all inspections using your SMS - procedures / checklist
on board.

Captains:
The captain should support the ship’s operations and company policies. He should encourage seafarers
to keep the ship safe, ensuring that staff in engine and deck departments work in harmony.
In any difficult situation on board your ship and in the event of incidents and accidents where
you must take a decision, please don't forget that your rights
rig are stated in:

MASTER OVERRRIDING AUTHORITY

The Master has overriding authority with regard to safety of persons on board (life at sea), the
environment, and the safety of the ship and it is cargo.
The Resolution was then taken into the Preamble of the ISM Code annexed to Resolution
A.741 (18) adopted on 4 November 1993 which, in turn, was incorporated by reference into the new
Chapter IX of SOLAS “Management for the Safe Operation of Ships” in May 1994.
The ISM Code Section 5.2 requires the Company to ensure that the SMS operating on board
the ship contains a clear statement emphasizing the “Master’s Authority”.
Captain’s General Responsibility and Authority:
• Overriding authority in matters related
related to safety, security and pollution prevention
• Requesting the company’s assistance in any situation
• Keeping global control of all ship’s matters (operation, maintenance, cleanness, etc.)
• Implementing the safety and environmental-protection
environmental protection policy of the Company
C and the
Company’s SMS onboard, planning and performing safety meetings on board
• Be full familiar with duties in emergency situations (Muster List)
• Fulfilling the requirements of the SMS and the ISPS-SSP ISPS – especially by obeying the
Company’s policies
• Controlling and keeping in the SMS file up to date with evidence created on board
• Countersigning all SMS documents created by crew members
• Verifying the Stability and Trim Calculation, the Cargo Plan, Draft Survey, Voyage Plan
(Berth to Berth)
• Keeping the ship maintenance plan and the ship repair list for dry-dock
dry dock / Layout updated
• Verifying and controlling all cargo (Load & Discharge) documentation (i.e. M R, Tally, BOL)
• Issuing appropriate orders and instructions in a clear and simple manner
• Motivating the crew in the observation of the Company policy and SMS requirements
• Verifying that specific requirements, regulations and rules are obeyed
• Reviewing the SMS and reporting its deficiencies to shore-based
shore based management
• Reporting non conformities, deficiencies, problems, suggestions, incidents and accidents etc.,
to Company (DPA)
• Preparing the ship for Internal & external surveys
• Identifying onboard training needs and providing and/or supervising that training

…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

65
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About
About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• Performing common maneuvers by testing the emergency steering in open sea and in a safe
area within two days of leaving a port when a new engineer has signed on.
• Issuing and assigning special
spe duties and tasks for crew
• Assessing the shipboard personnel and issuing Letters of Warning
• Ensuring watches at sea and in port are kept in accordance with the applicable regulations and
the captain’s night order record book is updated
• Communicating with th third parties with regard to all ship matters
• Checking procedures allowing personnel into confined spaces, to carry out hot work, to go
aloft and to carry out outboard jobs
Note: This is only a sample of the tasks carried
carried out during my career and the Captain
C on board should
not under any circumstances use this list.

The Senior Deck Officer and Officers

If it is possible:
1.-Once
Once you sign your hand over report and are officially the chief officer:
• Call your department for a safety meeting and:

Introduce yourself to the deck crew
• Kindly explain to the deck crew the importance for all to work as part of a team
• Let the crew under your command know that you are part of the team and will work together
with them on the challenges of maintaining the safety
sa of the ship.
2.-In
In your cabin/office/salon/cargo office:
• Check the ISM-SMS/ISPS
SMS/ISPS-SSP implemented on board (Manuals-booklets) booklets) record of stability
and cargo operations procedures

Check the crew rew work and rest hours records and the record of crew on board complaint
procedures

Check last safety meeting and if there are still any outstanding matters to be answered /
closed

Check the last internal / external audit (last flag, class and insurance inspection)

Check the last PSC Inspection

Check the last RQ order and defect report sent

Check the incident--accident reported

Check non-conformances
conformances and corrective actions

Check the previous hand over report

Check the drill-audit
audit timetable
• Check all safety and firefighting equipment appliances
• Check if there is enough light and the condition of your cabin, toilet , office, salon, cargo office
is clean, tidy and well ventilated
• Check furniture, electro-domestics
electro and toilet piping / valves conditions
It is strongly recommended that carry out inspections
ins using your SMS- procedures / checklist on board.
3.-On
On the bridge: (If possible it is recommended that a deck officer (s) is present during the time of
your bridge inspection)
• Check and test all nav. equipment and the radio station-GMDSS
station GMDSS (check the
t last entry in the
radio logbook) and check if the operation instructions are posted up. I recommend that you
check if emergency power sources-
sources suppliers are in good working condition
• Check clocks, chronographs,
chronographs and sextants
• Check if deviation card has been
b updated
• Check the bridge inventory (check the flags/signal flags and banners)

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
…….Let´s Safety…. Let´s Talk About Safety…….

66
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• Ask the 2nd officer or the officer in charge to show you the last notice to mariner and check if
nav. charts have been corrected and publications have been updated/if possible check the last
electronic nav. charts update
• Check the voyage plan berth to berth (are all charts and publication updated?)
• Check the bridge pyrotechnic/throwing apparatus, ALDIS lamp and the battery
• Check and test the steering pumps-ruder(s)
pumps ruder(s) angle indicators and their repeaters in port and
starboard wind and test emergency steering gear
• Checkk window wipers(s) and clear view(s)
• Check and test all safety and firefighting appliances
• Check Nav. lights and their panel and alarms
• Check all mandatory placards have been posted up (check that the bridge is defined as an
restricted area)
• Check if there is enough light, if the bridge is clean and tidy, the condition of the furniture,
electro-domestics
domestics and toilet
• Are Hazard identification, Risk assessment and Risk control procedures implemented in the
bridge-monkey deck
It is strongly recommended that
at you carry out inspections using your SMS - procedures / checklist on
board.
4.-In
In the Accommodation: (If possible together with the deck officer (s) and the chief cook)
• In the accommodation areas (crew cabins, toilets, crew-officer
crew mess-room/salons,
room/salons, laundry(s),
la
pantry(s), stores, galley, refrigeration chamber(s), cargo office, and other accommodation
spaces) check:

If there is enough light (Look for any light out of order or blinking)

The emergency light system through the accommodation areas (test emergency
em lights)

If there living conditions are to a high standard (all areas clean and tidy and well
ventilated)

If there is any sign of vibrations or noises

The condition of the furniture and electro-domestics
electro

The condition of the toilets (no leakages and well ventilated)

All mandatory placards are posted up

That seafarers have a minimum of 2 sets of sheets, pillowcases, towels and blankets

That the garbage collecting station is well defined

That provisions/food/spare parts are well organized and lashed lashe in their respective
stores

The refrigeration chamber(s) temperatures and alarms

The emergency exits have sufficient light, are marked and if there are any obstructions

That the fire doors and weather doors are in good working condition

That the accommodation
accommo ladders are in good condition

All safety and firefighting appliances (make sure all are in working condition)

That the restricted areas are well defined and marked as per the SSP

If Hazard identification, Risk assessment and Risk control procedures have been
implemented in accommodation areas

It is strongly recommended
ommended that you carry out the inspection using your SMS - procedures / checklist
on board.
5.-Forecastle/Main
Forecastle/Main deck/stern deck/decks outside accommodation:
• If possible, together with the deck officer (s) and the Bosun:
Check the maintenance (grease) of all devices, are they well-greased?
well greased? (Test them yourself by opening
and closing air vent / dampers, test the operating condition of mooring rollers, anchor devices, ramps,
weather doors and watertight
atertight doors, cargo holds watertight closing devices,
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

67
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
cargo operation devices, life boats, rescue boat, life rafts operating devices)

Check cargo gear devices are well maintained as per cargo securing manual
maintenance schedule (Masts,
(Masts, posts, booms, jibs including: eye plates, heel pieces,
gooseneck and Loose gear: blocks, sheaves, hooks, shackles, wire ropes, have no
heavy wear, corrosion or damage,
damage, check test certificates and the last 5 yearly load test)

Check all towing devices are well maintained as per the emergency towing booklet
maintenance schedule

Maintenance: check that areas are free of rust and check the overall condition and look
for any sign of cracks or deformation (take the opportunity to ask the bosun how deck
maintenance plan is going)

Check the condition of the cargo hold ladders, manholesmanholes and deck tanks-topside
tanks tank
manholes

Check if there is enough light (look for any light out of order or blinking and if the
electrical wires are in good condition)

Check the emergency light system through the deck areas (test emergency lights)

Check thatt the garbage collecting station is well defined

Check the bosun store, paint locker, safety locker and make sure provisions/spare
parts/paints are well organized and lashed in their respective stores

Check that emergency exits have sufficient lights, are marked and there are no
obstructions

Check that the decks ladders are in good condition

Check the safety and firefighting appliances (make sure all are in working condition
and well organized)

Even if during your hand over you tested the emergency fire pump, p the emergency
generator, the emergency steering gear ask the chief engineer to teach you how to start
and operate the emergency equipment

Tested CO2 alarm

If it is possible test cargo hold bilge alarm

Even if life boats / rescue boat engines were tested
tested during your hand over ask the chief
engineer to teach you how to start and operate the engines.

Check that all mandatory placards are posted up

Even if the off-signer
off signer explained to you how to operate the ballast ask the chief
engineer to assist you in your
your first ballast operation, take the opportunity to become
familiar with the system.

Check that all restricted areas are well defined and marked as per the SSP

Check that Hazard identification, Risk assessment and Risk control procedures have
been implemented
implemen in deck areas-workplace

It is strongly recommended that you carry out the inspection using your SMS - procedures / checklist
on board.

• In relation to the hull construction and piping on deck check:

If the main deck plating and cross deck plating is in good order (no major wastage,
corrosion or cracks)

If the fore castle and poop deck plating is in good order (no major wastage, corrosion
or cracks)

That all piping on deck and the valves are in good order (no major wastage, corrosion
or cracks)

That thee electric cable conduit is in good order ( no major wastage, corrosion or
cracks)

That the cargo holds
hold bulkheads, frames and the tank top plating is in good condition,
(no heavy corrosion, wastage, holes or cracks) Also check if the access ladders and
piping
ing are in good condition.( No major wastage or holes)
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
…….Let´s Safety…. Let´s Talk About Safety…….

68
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..

That there are no leakages or damage in the ballast tanks. Bulkheads (trans/long.),
longitudinal,
inal, transverse rings, horizontal girders, other parts in good condition. No
heavy corrosion, wastage, holes or cracks. Also check if the access ladders and piping
are in good condition. No major wastage or holes. For oil tankers of 500 G/T and over
and bulk
ulk carriers of 20,000 G/T and over, which were constructed on or after 1 January
2006, check if the permanent means of access (PMA) is in line with the ship structure
access manual.

That there are no leakages or damage to the fuel oil tanks. Bulkheads (trans/long.),
(tr
longitudinal, transverse rings, horizontal girders, other parts in good condition. No
heavy corrosion, wastage, holes or cracks. Also check if the access ladders and piping
are in good condition. No major wastage or holes.

Bosun store and other deck stores bulkheads (trans/long.), longitudinal, transverse
rings, horizontal girders, other parts in good condition.
No heavy corrosion, wastage, holes or cracks.

Pump room bulkheads (trans/long.), longitudinal, transverse rings, horizontal girders,
other parts in good condition. No heavy corrosion, wastage, holes or cracks. That the
access ladders and piping are in good condition. No major wastage or holes, and if
particular care has been taken to ensure that electrical equipment is in good order and
if the fixed lights are explosion proof. Check the protection of the cargo pump room
(bilge alarm, gas monitoring system, temperature sensor, and the inter-lock
inter system) is
working satisfactorily

That the water ingress alarm system is in good working condition

For bulk carriers, check the remote pump control system is in good working condition

That the ship Identification number is easy to read

That the high velocity valve P/V valve is not sticking or clogged by solidifying
substances
It is strongly recommended that you carry out inspections using your SMS - procedures / checklist on
board.

• In relation to the Load Line check:

That the freeboard marks are clearly marked on each side of the shell plating

For bulk carriers check the alternate loading condition of the triangular marks

That the superstructure and bulkhead has no major wastage which exceeds the
permissible limit (check last ultrasonic report)

The doors of all access openings in the bulkhead at at either ends of the enclosed
superstructures. No heavy corrosion or holes. Also check that the condition of the
gaskets and clamping devices are in good order.

Those accesses to the hatches are watertight; the hatch coamings are in good condition
free from major wastage or holes. Also check that the condition of gaskets and
clamping devices are in good order.

That cargo hatches are watertight; the hatch coamings and stays are in good condition
free from majoror wastage or holes. Hatch covers in good condition with no major
wastage or holes, the condition of gaskets and clamping devices are in good order.
Battens and wedges available on board are in good order and the Tarpaulins are in
good condition without holes.
ho

That machinery opening spaces are watertight, covers, casings and coamings are in
good condition free from major wastage or holes

That manholes and flush scuttles are watertight; covers and bolts are in good condition
and free from major wastage.

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
…….Let´s Safety…. Let´s Talk About Safety…….

69
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s
Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..

That deckhouses and companionways with openings in freeboard deck are watertight;
Bulkhead plating is in good condition without heavy corrosion or holes.
hol Check that the
doors are in good condition without heavy corrosion or holes and gaskets and clamping
devices are in good order.

That ventilator coamings are in good condition without heavy corrosion or holes and
that closing covers are in good condition and watertight and that the gaskets and
clamping devices are in order.

That air pipes and air pipe heads have their coamings in good condition without heavy
corrosion or holes and that the floats in the pipe heads are in good order and that the
wire gauzes are in good condition.

That cargo ports and similar openings are watertight and steel plating and attachments
are in good condition
condi and free from major wastage.

That scuppers, inlets and discharges have their distance pieces in good condition
without heavy corrosion or holes and that the non-return
non return valves are in good order
without heavy corrosion or holes.

That side scuttles are watertight
watertight and deadlights are in good order.

That freeing ports have their draining arrangements in good order.

That bulwarks, stays and guard rails are in good conditions without heavy corrosion,
holes or cracks.

That life lines and gangways are in good condition
condition without heavy corrosion check no
passages are missing components or holes.

For timber carriers check uprights, lashings are in their stockets, eye plates and that
stanchions are in good condition without heavy corrosion, holes or cracks.
It is strongly
ongly recommended that you carry out inspections using your SMS - procedures / checklist on
board.
6.-Engine
Engine Department: (kindly let your captain and chief engineer know that your intention is to carry
out a safety tour through the engine department and ask
ask the chief engineer to assist you)
• If it is possible, together with the chief engineer check:

The general maintenance of the engine department (check that the department has
enough light and is clean, tidy and well ventilated and there is no sign of oil leakage)

That all engine stores are clean and tidy and that all stores and spare parts are well
organized

That all safety and firefighting equipment in the engine department is in good working
condition and well organized

That all equipment and pipes which are required to be insulated in the engine
department are in good order

That restricted areas are well defined and marked as per the SSP

That emergency exits are identified with sufficient lights, are marked and free from
obstruction

The emergency light system through the department areas (test emergency lights)

The fire detector sensor (test several sensors and the alarm)

That chemical products are identified and stowage is as per manufacture’s instruction
and each area
rea has the relevant placards as per the identifying chemical products code

Have Hazard identification, Risk assessment and Risk control procedures been
implemented in the engine department-workplace
department

It is strongly recommended that you carry out your inspection using your SMS - procedures / checklist
on board.

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
…….Let´s Safety…. Let´s Talk About Safety…….

70
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
7.-Others
Others matters that the Senior Deck Officer and Officer (s) should consider for a more detailed
inspection

• During the Emergency drill:

Communication systems between the bridge and engine room / bridge and steering
gear room must be tested between each compartment.

The emergency generator must be started. Check the diesel tank level, the condition of
starting devices and if the crew is familiar with the emergency generator operation
procedures.

Check the delivery pressure of the main fire pumps and the emergency fire pump (over
6000grt should be 0.27 N/mm2 / less than 6000grt must must be 0.25 N/mm2). Place two
(2) fire hoses (one in fore and one in aft) check reaching water distance is 12 m (if you
have any doubts check SOLAS74 / 88 Reg. II -2/4 2/4 SOLAS74 / 00 Reg. II -2/10) check
that the isolation valve is in good working condition; there is no leakage in the fire
lines; check the diesel tank level, during the drill check that crew members are familiar
with operation procedures of both pumps and operation procedures are posted up.

Steering gear system (should also be checked 12 hours before the ship departs) Check
the operation of the main and aux. S/G (full movement of the rudder); remote control
system; emergency power supply; rudder angle indicators in relation to actual position;
test the alarms; check the automatic isolating arrangement;
arrangement; (if possible) check the
steering gear connecting linkage and the operating instructions with block diagram in
the bridge and the steering gear room; check if there is any oil leaking from the ram
cylinder.

Emergency steering gear drill (This shouldshould be carried out every 3months however the
captain should ensure that crew members are familiar with the emergency steering gear
operation, the Captain can therefore order that the drill timetable be changed) during
the drill, check alternative power, direct
direct control and communication system and ensure
crew members are fully familiar with the drill.

Fire drills (every month and within 24 hours of departure if 25% of the crew has been
changed) during the fire drill: ensure crew present at stations according to t the muster
list starting a main and emergency fire pump in turn and discharging test using two jets
of water; Check the fireman‘s outfits and other personal equipment including fitting
them on the crew member in turn; test the communication equipment, check ch the
operation of fire door; watertight /weather door; fire dampers and main inlets/outlets of
the ventilation system; check operating shut-off
shut off valves of F.O tanks and fan emergency
stop.

Abandon ship drills (every month and within 24 hours of departure if 25% of the crew
has been changed) during the abandon drill: ensure that crew members after having
identified emergency alarms are present at stations according to the muster list; go
through the confirmation of duties stated in the muster list; check if i lifejackets are
worn correctly by crew; lower at least one boat (Different boats should be lowered in
turn at successive drills). Conduct the starting & operating the engine(s) emergency
lighting test for free-fall
free fall launching, carry out the drill in accordance
accor with Reg. III
/19.3.3.4
19.3.3.4 of SOLAS 74 / 00

Weekly Inspections: Visual inspection of all survival craft, rescue boats and launching
appliances; all engines in lifeboats and rescue boats to be tested ahead and astern for 3
min; test the general emergency alarm (any doubt see SOLAS74 / 88 Reg. III /20. 6)

Monthly Inspections: Inspection of life-saving
saving appliances and lifeboat equipment to be
carried out as per SOLAS74 / 88 Reg. III /20.7.

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….
…….Let´s

71
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk
Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..

SOPEP/SMPEP Crew members with responsibilities should be involved in the drill
covering all parts of SOPEP/SMPEP which should be carried out at regular intervals as
per the drills’ time table
It is strongly recommended that you carry out inspections using your SMS - procedures / checklist on
board.

• Bridge Navigational Equipment and Safety Navigation

Magnetic Compass: Ensure that it is clearly readable by the helmsman at the main
steering position; communication
communication between the standard compass position and the main
steering position; Cero (0) bubbles in the compass; deviation table/curve is available
every year; There is a spare magnetic compass for the bearing device and Heading
Gyro Repeaters are provided (any doubt see SOLAS74 / 88 Reg. V/12 (b) SOLAS74 /
00 Reg. V/19.2.1)

Gyro Compass: Ensure that it is clearly readable by the helmsman at the main steering
position. Condition of the Captain gyro in relation to all gyro repeaters for bearing with
bearing device (any doubt see SOLAS74 / 88 Reg/12 (d) SOLAS74 / 00 Reg/19.2.1
and 2.5.1)

Heading information to emergency steering position: check gyro compass repeater at
emergency steering position is available for 00NS; communication system between the
main steering position and emergency steering position (any doubt see SOLAS74 / 88
Reg. V/12 (f) SOLAS74 / 00 Reg. V/19.2.1.9, 19.2.3)

Heading Control System / Auto Pilot and Track control System: check that it is in good
working condition; accurate changeover between manual
manual and automatic and vice versa
(any doubt see SOLAS74 / 00 Reg. V/19.2.8)

Radar: Check radars are in good working condition and it’s plotting facilities are
available (any doubt see SOLAS74 / 88 Reg. V/12 (g), (I) SOLAS74 / 00 Reg.
V/19.2.3, 19.2.7)

ARPA:PA: Check is the system is in good working condition (any doubt see SOLAS74 /
88 Reg. V/12 (j) SOLAS74 / 00 Reg. V/19.2.8)

ATA (Automatic Tracking Aid) and the EPA (Electronic Plotting Aid) check system is
working properly (any doubt see SOLAS 74 / 00 Reg. V/19.2.5, 19.2.7 / SOLAS74 /
00 Reg. V/19.2.3)

Echo sounder, Speed and distance log through the water and the speed and distance log
over the ground: check that they are in good working order (any doubt see SOLAS74 /
88 Reg. V/12 (k) SOLAS74 / 00 Reg. V/19.2.3 V/19.2.3 / SOLAS74 / 88 Reg. V/12 (l)
SOLAS74 / 00 Reg. V/19.2.3 / SOLAS74 / 00 Reg. V/19.2.9)

Indicators for rudder angle, Propeller RPM (Pitch & operational mode for CPP &
bow/stern thrusters) and check that the rate-of-turn
rate turn indicator is in working in good goo
order (any doubt see SOLAS74 / 88 Reg. V/12 (m) SOLAS74 / 00 Reg. V/19.2.5 /
Reg. V/12(n) SOLAS74 / 00 Reg. V/19.2.9)

ECDIS: if possible check that Electronic Navigation Charts are available and up-dated.
up
Back-up
up System (If provided instead of nautical charts) Electronic Nautical
publications (any doubt see SOLAS74 / 00 Reg. V/19.2.1.4)

GPS: Check that it is in good working order (any doubt see SOLAS74 / 00 Reg.
V/19/2.1.6)

AIS (Automatic Identification System) check that it is in good working order (any
doubt see SOLAS74 / 00 Reg. V/19/2.4)

VDR / S-VDR VDR (Voyage Data Recorder / Simplified ) check that it is in working
condition, test the unit and check the battery, Annual test should be carried out by an
approved service company (any doubt see SOLAS74 / 00 Reg. V/19.20 / SOLAS74 /
00 Reg. V/20.2)

LRIT (Long Range Identification & Tracking)
Tracking) test the unit and check the last
calibration certificate (any doubt see SOLAS74/06 Reg. V/19-1) 1)
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

72
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..

Sound Reception System (when the bridge is totally enclosed) test that it is working
well (any doubt see SOLAS74 / 00 Reg. V/19.2.1.8)

Transmitting Heading Device (THD) for ships of 300 GT to 500 GT ensure they are
working properly (any doubt see SOLAS74 / 00 Reg. V/19.2.3.5)

Maintenance Records: must be updated and available on board for inspections
including equipment / device calibration reports (any doubt see SOLAS74 / 00 Reg. V/
16 &18.8)

Pilot Card (All ship) Wheelhouse Poster (L≧100 (L 100 m ) duly posted up (any doubt see
Resolution A.601(15)

Maneuvering record book: keep updated as per ship owners/managers and competent
authority policy

Daylight signal lamp (ALDI): Ensure it is in good order and check the emergency
battery and charger (any doubt see SOLAS74 / 88 Reg. V/11 SOLAS74 / 00 Reg.
V/19.2.2)

Voyagege Plan: Check that it has been created while taking into account navigational
areas and weather seasons, all publications and nav. charts are fully updated, voyage
plan berth to berth, identified ship reporting points (any doubt see SOLAS74 / 00 Reg.
V/34 IMO Res. A. 893(21)

Navigation lights: Check the fore & aft masthead lights, side lights, stern light, anchor
light and the not under command light. Check the distribution panel indicator lights for
each signal light and test the alarm and the emergency
emergency power. (any doubt see the
COLREG)

Fore castle bell / Gong for ship of 100m or over) ensure that they are on board and in
good order

Whistle: check that it is in good working condition, test the whistle unit fog signals,
also see emergency power (any doubtdo see the COLREG)

Wiper and clear view: check that they are in good working condition (any doubt see
the COLREG)

Black ball and diamond shapes: check that there is a minimum of 3 sets in good order
(any doubt see the COLREG)

Nav. Charts, sailing direction,
direction, list of lights, tide tables, IAMSAR, International code of
signal, notice to mariner, International convention and the competent authority (flag
administration) regulations and circulars letters: check that the aforementioned are on
board and updated asas per the last edition (any doubt see SOLAS 74 / 88 Reg. V/20, 21
SOLAS 74 / 00 Reg. V/21, 27)

Book, booklet, check list, and forms for record of fire drills, abandon ship drills,
steering gear testing and drills, monthly inspection of life-saving
life saving appliances, lifeboat
equipment drills of other life-saving
life saving appliances and on board training and instructions:
instruc
check that the aforementioned have been properly recorded (date and detail) (any
doubt see SOLAS74 / 88 Reg. III/ 19. 5, 20.7 / SOLAS74 / 88 Reg. Ⅴ/19-2 SOLAS
74 / 00 Reg. V/26)

SMS declared working language on board: check all documents, placards and a
equipment operational instructions are in the working language (any doubt see
SOLAS74 / 00 Reg. V/14)

Check all shore base maintenance certificate and all equipment service and calibration
reports

• Radio Equipment

Check that INMARSAT-EGC
INMARSAT Receiver / MF / MF-HF HF / VHF / NAVTEXT are
properly installed and are in good working condition, check the DSC (any doubt see
SOLAS74 / 88 Reg. IV/7 SOLAS74 / 88 Reg. IV/8, 9, 10, 11 SOLAS74 / 88 Reg.
IV/7.1.4)

…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

73
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..

EPIRB: Check that the EPIRB is in good working condition, carry out EPIRB test,
verify the battery and free float sensor expiry date and see the last service certificate,
which should be issued by an approved radio company workshop (any doubt see
SOLAS74 / 00 Reg. IV/15.9

Power supply: Check that the main and emergency source supply are in good working
condition and that batteries are well maintained (any doubt see SOLAS74 / 88 Reg.
IV/13)

Antenna: Check that all antennas and components are in good working condition and
the masts and brackets are in good maintenance condition (any doubt see SOLAS74 /
88 Reg. IV /6)

Radio equipment spare parts. Check that they are in good order, well arranged and
receive notes or invoice have been filed (any doubt see SOLAS74 / 88 Reg. IV/15)

Radio equipment maintenance record books: Check that they are on board and
maintenance, service and calibration records havehave been updated, check that the annual
shore base maintenance certificate is posted up on the bridge (any doubt see SOLAS74
/ 88 Reg. IV/15)

Radio logbook: Check that it is on board and has been updated accordingly as per the
radios sequence test (daily, weekly, and monthly) (any (any doubt see SOLAS74 / 88 Reg.
IV/17)

List of Call Signs, List of coast stations, list of radio determination and special service
stations and the manual for use by the Maritime Mobile and Maritime Satellite Station:
check that the aforementioned lists are up to date and check the last edition as well.

Check the shore base maintenance certificate and all equipment service and calibration
reports
It is strongly recommended that you carry out inspections using your SMS - procedures / checklist on
board.

• Lifesaving Appliances

Lifeboats and Rescue boat: check the condition of the hull inside & outside (no rust,
no doubles) grab lines on both sides are in good order, bilge keel rails on both sides,
rudder stock, rudder and tiller and stern frame in good order,
order, thwarts, side benches,
clutch holes, gunwales in good order, engine, foundation, exhaust pipe in good order,
propeller and shafting with clutch in good order, reflective tape on hull and marks
(Ship name, No of persons, Registry of port capacity) and retro retro-reflective tapes are in
good order, plugs with packing and a chain with indication of position.
Lifeboat and rescue boat bilge pump with hose is in good working condition (any
doubt see SOLAS74 / 88 Reg. III/20,34to 36)

Lifeboats and Rescue boat Inventory: Check that it is in accordance with the inventory
list, validity of provisions, pyrotechnics, portable fire extinguisher, watertight
container (any doubt see SOLAS74 / 88 Reg. III/20,34to 36)

Stowage of lifeboats and the the rescue boat and the launching arrangement of life boats/
rescue boat and life rafts: Check the condition of the stowage; operation of limit
switch or air cut/off valves; condition of lifting arrangement; condition of davits,
blocks, falls, pad-eyes,
pad links,s, fastening and all other fittings; fall to be renewed at
intervals not exceeding 5 years, the condition of the brake (Winch) must be examined
by authorized workshop at intervals not exceeding 5 years; the annual examination of
the launching appliance and a on-load
load release gear should be carried out by an
authorized workshop; on-load
on load release gear to be overhauled and tested under a load at
intervals not exceeding 5 years by an authorized workshop; check the condition of the
release gear, skates, fenders, embarkation ladders, handholds, side ropes, steps, fitting
shackles and pad-eyes;
pad lifeboats, rescue boat and life rafts lights by emergency
power must be serviced at intervals not exceeding 12 months, in relation to release
gear,
…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

74
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
except when an extension is authorized by the flag administration (any doubt see
SOLAS74 / 88 Reg. III/20)

Inflatable life rafts: check containers to be marked: maker‘s name, serial No., last
service date, capacity, ship name; fitting retro-reflective
retro reflective tapes, stowage devices (any
doubts see SOLAS74 / 88 Reg. III/20, 34)

Stowage of life rafts (bases): check proper fitting of weakk link (in case of a type
without weak link, notice to be posted) Check the condition of the embarkation
ladder(any doubts see SOLAS74 / 88 Reg. III/20, 34)

Ship Pyrotechnic distress signals: ensure these are available on board, check the exp.
Date (any doubts see SOLAS74 / 88 Reg. III/6.3)

Line-throwing
throwing appliances: Check four (4) rockets capable of carrying line at least
230m; proper operation instruction is available; rocket expiry dates (any doubt see
SOLAS74 / 88 Reg. III/18)

Lifebuoys for ships: Check the following: ship´s under 100m = 8 Lifebuoys, 100m and
under 150m = 10 Lifebuoys, 150m and under 200m = 12 Lifebuoys, 200 and over =
14 Lifebuoys, check if there are two buoys with self-igniting igniting lights (SIL) and smoke
signals capable of being released by release gear, having a mass of at least 4kg on
bridge wings; the illumination of both SIL, exp. date of the smoke signals; operation
of release gear; at least
least half of the total number of buoys to be provided with SILs in
good working condition and batteries and valves in good order; at least one buoy with
a buoyant line on each side with 30m or twice the height at stowage position above
water level, also see the condition of lifebuoys without attachment and all lifebuoys
should have the ship’s name and retro-reflective
retro reflective tapes (any doubts see SOLAS74 / 88
Reg. III/7.1, 32)

Lifejackets: Check that there are lifejackets for every person on board and that they
have retro-reflective
reflective tapes; the additional lifejackets for persons on watch and for use

at survival craft stations are well organized; each lifejacket has a whistle & light, see
exp. date of the light unit; each lifejacket on board must be in good condition and a have
an updated service certificate (any doubt see SOLAS74 / 88 Reg. III/7.2, 32)

Immersion suits: check the condition of immersion suits including the additional sets;
see the last service certificate (any doubts see SOLAS74 / 88 Reg. III/32)

Thermal protective
rotective aids: Check that they are available on board and well organized in
accordance with regulations for each type of ship (any doubts see SOLAS74 / 88 Reg.
III/32)

Two-wayway VHF radio-telephone
radio telephone apparatus: Check that you have 3 sets and all radios
are inn good working condition, check the condition of the batteries and verify that they
comply with the regulations (any doubt see SOLAS74 / 88 Reg. III/6.2.1)

Radar transponders: Check one (1) radar transponder on each side of the bridge; in
case of free-fal
fall lifeboat, one (1) is stowed in a free-fall
fall lifeboat and the other one is
fitted in the bridge; see the battery expiry date(any doubt see SOLAS74 / 88 Reg.
III/6.2.2)

Communication on board: check that there is two-way way communications between
emergency control station, muster and embarkation stations (any doubt see SOLAS74
/ 88 Reg. III/6.2.4)

General Alarm: Check that it is in good working condition and can be heard in all ship
areas(any
(any doubt see SOLAS74 / 88 Reg. Re III/6.2.4)

Public address System: check that it is working properly (any doubt see SOLAS74 /
88 Reg. III/6.2.4)
All lifesaving appliance quantities and allocations must be in accordance with the fire control and
safety plan
It is strongly recommendedd that you carry out inspections using your SMS - procedures / checklist on
board.
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

75
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• Firefighting Appliances

Fire integrity: Check that the insulation in (A) class bulkheads and decks are in good
condition; fire integrity penetrations of ventilation ducts cable penetration and pipes
through (A) class bulk heads and decks are in good order(any doubt see SOLAS74 / 88
Reg. II-2/42
2/42 SOLAS74 / 00 Reg.II-2/9)
Re

Fire doors: Check that they are in good order and operate well; verify that self-closing
self
doors are not fitted with hold-back
hold back hooks (any doubt see SOLAS74 / 88 Reg. II-2/47
SOLAS74 / 00 Reg.II-2/9)
Reg.II

Skylights: check that the closing arrangements are in good order and are made of steel
and do not contain glass panels (any doubt see SOLAS74 / 88 Reg. II-2/ 11.2.2,
SOLAS74 / 00 Reg. II-2/ 9.5.2.2)

Fire dampers: check that fire dampers, in accommodation areas, areas, the cargo hold, the
engine room and other ship areas are working in good condition, that they are properly
marked (open and close position arrow shown) and have no holes or defects (any doubt
see SOLAS74 / 88 Reg. II-2/ 5.1.4 SOLAS74 / 00 Reg. II-2/ 5.2)

Main fire pumps: check that they are in good working condition, the pressure is
maintained, pressure gauges are in good order (any doubt see SOLAS74 / 88 Reg. II-
2/4 SOLAS74 / 00 Reg.II-2/10.2)
Reg.II

Emergency fire pump: check that they are in good working condition, pressure is
maintained, pressure gauges are in good order, prime mover is in good condition,
check that exhaust piping has no holes and is in good order (any doubt see SOLAS74 /
88 Reg. II-2/4
2/4 SOLAS74 / 00 Reg.II-2/10.2)
Reg.II

Fire main piping: check lines have no significant wastages and there are no doublers,
clamps, soft patches in the lines(any doubt see SOLAS74 / 88 Reg. II-2/4 SOLAS74 /
00 Reg.II-2/10.2)
2/10.2)

Isolation valves: check they are in good working order and that maintenance has been
updated(any
any doubt see SOLAS74 / 88 Reg. II-2/42/4 SOLAS74 / 00 Reg.II-2/10.2)
Reg.II

Hydrants: check that the fire hoses can be coupled to the hydrants without any
problem; all hydrants are in good working condition and maintenance has been
updated; check there are no defective
defective valves throughout the system(any doubt see
SOLAS74 / 88 Reg. II-2/4 SOLAS74 / 00 Reg.II-2/10.2)

Fire hoses: check that all fire hoses are well organized and in their respective fire
boxes and all hoses are in good condition (no leakages) (any doubt sees SOLAS74 / 88
Reg. II-2/4
2/4 SOLAS74 / 00 Reg.II-2/10.2)
Reg.II

Nozzles: check that all nozzles are well classified and duly distributed in their
respective fire boxes (Jet type nozzles, and jet/spray dual type in engine room), all
nozzles are in good working condition
condition without leakage, also check that nozzle change
mode is easy to implement.
(Any doubt see SOLAS74 / 88 Reg. II-2/4 2/4 SOLAS74 / 00 Reg.II-2/10.2)
Reg.II

Fire boxes: Check that all fire boxes are in good condition, fire hose, nozzle and tools
are well organized,
organized, see all fire boxes are painted (red signal) and clearly identified and
marked, verify that the fire box door can be easily opened and closed and that all fire
boxes have free access (no obstructions) (any doubt see SOLAS74 / 88 Reg. II-2/4
SOLAS74 / 00 Reg.II-2/10.2)

Fire Extinguishers: portable fire extinguishers (foam, dry power, CO2): check that all
types of portable fire extinguisher are in good order, have free access (no obstructions),
well arranged in their respective bases, the label of the expiry
expiry service date is posted on
the cylinder, and the service certificate is updated (any doubt see SOLAS74 / 88 Reg.
II-2/6
2/6 SOLAS74 / 00 Reg.II-2/10)
Reg.II

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

76
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..

Portable foam applicator unit: check that the air-foam
air foam nozzle, portable tank of foam
making liquid, and the spare tank are present and in good order, test the connection to
the fire mains using a fire hose. See the condition of the stowage container, verify
verif the
expiry date of the foam making liquid: valid for (4) four years (never to extend by
sampling) (any doubt see SOLAS74 / 88 Reg. II-2/6 2/6 SOLAS74 / 00 Reg.II-2/10)
Reg.II

Foam types: check that there are fire extinguishers of 135 litter’s capacity or equivalent
in firing space of boiler and in spaces of fuel oil system and a fire extinguisher of 45
litter capacity or equivalent in the engine room and check that they are in good
condition, well organized, painted by red signal, the service expiry date label has been
placed on the cylinder, all have free access (no obstructions) and are easy to reach and
in usable condition (any doubt SOLAS74 / 88 Reg. II-2/7.1.3 2/7.1.3 SOLAS74 / 00 Reg.II-
2/10.5)

Fixed fire extinguishing arrangement in E/R, cargo spaces spaces and cargo pump room:
room
(CO2 or Halon, foam, water spray): check that piping in lines are in a satisfactory
condition, no corrosion and leakage, see last service certificate and verify the type of
service carried out on the system, cylinders must be clearly identified and marked, see
service label, see that compartment doors are easy to open and close with free access
(no obstruction) check all alarms system.(Any doubt see SOLAS74 / 88 Reg. R II-
2/7.1.1,53 SOLAS74 / 00 Reg.II-2/10.5.1.1,
Reg 2/10.5.1.1, 10.7 Cargo pump R/M: (For 00NS)
SOLAS74 / 00 Reg.II-2/10.9)
Reg.II

Fire detection system (Smoke and heat detector sensors): check that the fire detection
unit and all smoke and heat detector sensors are in good working
working condition, see last
calibration report (any doubt see SOLAS74 / 88 Reg. II-2/13 2/13 SOLAS74 / 00 Reg.II-
Reg.II
2/7)

Fuel oil tank shut-off
shut off valves; for ships over 500l: built on and after 1 July 1995 and for
ships over 1000l: built before 1 July 1995: check that that all valves can be closed by
remote control from outside of E/R., valve operation is in good order, the air cylinder
is charged with the correct pressure for the shut-off
shut off valves to be operated by air and
check that the pressure gauge is in good order (any doubt see SOLAS74 / 88 Reg. II-
2/15.2 SOLAS74 / 00 Reg.II-2/4.2.2)
Reg.II

Emergency stop for the fuel oil pumps and fans in the engine room: check that all
emergency stops are in good working condition (any doubt see SOLAS74 / 88 Reg. II-
2/11.4 SOLAS74 / 00 Reg.II-2/5.2)
Reg.

Means of isolating the fuel supply to individual engines: Check that they are in good
order and can isolate the fuel supply (any doubt see SOLAS74 / 00 Reg.II-2/4.2.2)
Reg.II

Fireman‘s outfit: check that they are in good order and well arranged in their
compartments, electric safety lamp, axe and all protective clothing, boots, gloves,
helmets are in good condition, breathing apparatus have a smoke mask and air pump or
smoke helmet, with a self-contained
self contained breathing apparatus or proper length of air hose,
check that there are 200 % spare air cylinders available on board or 100 % + air
compressor a fireproof lifeline of sufficient length for each breathing apparatus with a
snap-hook,
hook, the storage position is marked (any doubt see SOLAS74 / 88 Reg. II-2/17
SOLAS74
AS74 / 00 Reg. II-2/10.10)
II

Fire extinguishing placed in the paint lockers: Check that the types of the fire
extinguisher arrangements are in accordance with the regulations and flag state
requirements, see labels of last service and last service certificate
certificat (any doubt see
SOLAS74 / 88 Reg. II-2/18.7 SOLAS74 / 00 Reg. II-2/10.6.3)

International shore connection: Check that one (1) shore connection with standard
flange dimensions has been placed on board, see that four (4) sets of bolts and nuts,
each of 16 mm m in diameter, 50 mm in length are available on board and one (1) gasket
packing is available on board (any doubt see SOLAS74 / 88 Reg. II-2/19 SOLAS74 /
00 Reg. II-2/10.2)
2/10.2)

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….
…….Let´s

77
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..

Inert gas System: Check that it is in good working condition and the alarms in the
control panel are working well (any doubt see SOLAS74 / 88 Reg. II-2/62 SOLAS74 /
00 Reg. II-2/4.5.5)
2/4.5.5)

Emergency Lights: Check that all emergency lights are in good working condition, no
bulbs out of service or glass cover damage (any doubt see SOLAS74 / 88 Reg. II-1/43)

Emergency Escape Breathing Devices (EEBD): check that they are in good working
condition (verify the cylinder air pressure), well stowed and clearly identified, see last
service certificate (any doubt see SOLAS74 / 00 Reg.II-2/13)
Reg.II

Emergency exits: Check that they are clearly identified and that the light supply is in
good working condition, check if it has free access and there is no obstruction, make
sure that doors or manholes can be easily opened and closed and the condition of the
ladders (any doubt see SOLAS74 / 88 Reg. II-2/45
2/45 SOLAS74 / 00 Reg. II-2/13)

Fire device locker: Check that all spares fire devices (fire hose, nozzle, valve, BA, air
bottles etc) are in good working order and maintenance and service has been updated

Fire-fighting
fighting devices for Deep Fat Cooking Equipment: Check that they are in good
working condition and check the service certificate (any doubt see SOLAS74 / 00
Reg.II-2/10.6.4)
2/10.6.4)
All firefighting appliance quantities and allocations must be in accordance with
wi the fire control and
safety plan
It is strongly recommended that you carry out inspections using your SMS - procedures / checklist on
board

• The ship General Safety

Fire and safety control plan: Check that they have been duly approved by flag state or
class on behalf of the competent authority and that they are clearly identified in ship
areas and outside of any accommodation. Check that they are properly stowed in a
watertight container, make sure plans have been updated and where there is crew list
that this has been updated, verify that crew understand the language of any plans (any
doubt see SOLAS74 / 00 Reg. II-2/15)

Muster List: Check that a copy has been posted on the bridge, in engine room, and in
the accommodation areas and individual crew duties have been posted in cabins as
well. Check that muster lists are in the working language of the ship’s Safety
Management System and crew are duly identified with their duties, crew duties should
be in accordance with R. II/37 (any doubt see SOLAS74 / 88 Reg. III/8, 37)

Training manuals and fire safety booklets: Check that they are as per the SMS
implemented on board and show the safety equipment, the lifesaving and firefighting
firef
appliances in accordance with the specific ship, check that they have been updated in
the declared working language on board, and are available and clearly identified in
each crew mess-room
mess or salon (any doubt see SOLAS74 / 88 Reg. III /35 SOLAS74 /
00 Reg. II-2/15
2/15- SOLAS74 / 00 Reg.II-2/16)

Maintenance plans: Check that they are in accordance with the particular ship and
equipment, updated, in the working language and that crew are familiar with them (any
doubt see SOLAS74 / 88 Reg. III /36- SOLAS74 / 00 Reg.II-2/14)
2/14)

Posters or operation instructions: check that they are in the ship’s working language
and clearly identified in all ship areas (safety equipment, lifesaving and firefighting
appliances) make sure the symbols used are according to IMO Res. Re A760 (18) (any
doubt see SOLAS74 / 88 Reg. III/9)

Pilot ladders: Check that they are in good working condition including the arrangement
of the devices, check the side ropes, rubber and wooden steps (any doubt see
SOLAS74 / 88 Reg. V/17 SOLAS74 / 00 Reg. V/23)
It is strongly recommended to carry out inspections using your SMS - procedures / checklist on board
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

78
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Chief Officers:
The rank has responsibility and authority to safeguard life at sea, the environment and the safety of the
ship and her cargo.
In most ships this rank also has the responsibility to be the: safety officer, the ship security officer or
the deputy security officer, the first
first aider, the MLC crew representative and in some ships in
accordance with the safe manning certificate he can even have the responsibility of the deck (s) officer
as well.
Based on this I recommend that you do not stop until you have total control of your
you assigned tasks and
you are confident you can carry out those tasks accordingly.
The chief officer rank is in constant interface with the SMS implemented on board and your daily tasks
must be clearly defined.
The chief officer should support the ship operation
operation and company policies, in accordance with the
Captain’s orders and ensure that staff in the deck and engine departments work in harmony.
You must remember that in a cargo operation, the chief officer is the cornerstone of the operation and
therefore has
as responsibility for the stowage plan, stability and trim calculations. Draft surveys must be
calculated well, following the requirements of the load line, the competent authority, and the charter
party in order to avoid ship detention and claims.
Records of cargo operations must be controlled and tallies must be monitored and continuously
checked.
The Chief Officer is in charge of ship discipline and his example must be the true north for all seafarers
on board.
Deck Officer (s)
Deck Officer (s) must support
pport the chief officer orders and tasks to be carried out on board.
The deck officer (s) should follow the ISM-SMS
ISM / ISPS-SSP
SSP implemented on board and therefore
keeps all tasks and documents updated in relation to those systems and report all deficiencies found.
At sea, deck officer (s) must carry out Nav. Watches and must follow procedures and checklists in
accordance with the SMS in order to guarantee safe passage. The Captain’s night order record book
must be signed and the Captain’s orders must be followed
foll accordingly.
When the ship is in port, the deck officer (s) must carry out port operation watches and follow the
procedures and checklists for those operations as defined in the SMS
Deck officer (s) should have good communication with deck rating and encourage them to keep the
ship running safely, reporting any incident, defect and deficiency found.

Chief Officer General Responsibilities and Authority:

• Managing the deck department taking into account the ship's safety and security,
environmental protection and all economic aspects of business
• Planning, organizing and executing Cargo Plans, Ship Stability, Trim Calculations and Draft
Surveys
• Giving orders and tasks to deck officers and deck ratings
• Following company policies
• Being fully familiar with
ith duties in emergency situations (Muster List)
• Acting as the Safety Officer / Ship Security Officer or Deputy SSO and in most ships the MLC
crew representative
• Offering SMS and safety issue suggestions to the Captain
• Ensuring permanent sea-
sea and cargo worthiness
• Planning, organizing and executing maintenance and repair work in the deck department while
keeping the deck department repair list updated for the next dry-dock
dry dock / layout period
• Planning, organizing and performing respective training and drills for crew
• Keeping watches at sea and in port as per schedule or on Captain’s request
• Preparing voyage plans for each vessel journey
• Preparing a list of goods to be ordered for the deck department (Check Deck RQ with Deck
Officer (s) and Bosun)
…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

79
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About
About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• Assisting the Captain in drawing up crew appraisals for deck ratings (on request)
• Giving permissions related to confined spaces, hot, aloft and outboard jobs with the Captain’s
confirmation.
• Substituting for the Captain (on request)
• Performing duties of the 2nd officer if he is not present on board:
• Supervising the overall control of safety equipment, critical equipment and the fire protection
equipment
• Responsible for the crew’s medical care and maintaining the medical chest
• Preparing, correcting and supplementing the admiralty charts and manuals for voyage planning
(Berth to Berth); recording of relevant weather forecasts and charts
• Carrying out administrative duties
dut
• Participating in safety drills and keeping staying abreast of accidents on other ships in order to
avoid similar incidents onboard.

Note: This is only a sample of the tasks carried out during my career and the Chief mate on board
should not under any circumstances use this list.

2nd Officer General Responsibilities and Authority:

• Supporting the Captain and chief officer with regard to the ship's safety and environmental
protection.
• Offering suggestions concerning SMS and safety issues to Chief Officer
• Following company policies
• Being fully familiar with all duties in emergency situations (Muster List)
• Offering guidance to deck personnel
• Maneuvering the ship Keeping watch at sea and in port as per schedule or on request
• Supervising control of general safety and fire protection
• Responsible for the crew’s medical care and maintaining the medical chest
• Preparing, correcting and supplementing admiralty charts and manuals for voyage planningpl
(Berth to Berth); Recording of relevant weather forecasts and charts
• Carrying out administrative work
• Substituting for the Chief Officer (on request)
• Assisting the Safety Officer in the supervision and controlling of all safety and firefighting
equipment if no 3rd Officer is on board
• Participating in safety drills and staying abreast of accidents on other ships in order to avoid
similar incidents onboard.
This rank is permitted to perform other activities: (i.e. Cargo plan, Ship Stability Calculation
Calculati and Draft
Survey (Together with the Chief Officer) but always under supervision and/or permission of Captain or
Chief Officer, who are ultimately responsible for the job and its consequences.

Note: This is only a sample of the tasks carried out during my career and the 2nd Mate on board should
not under any circumstances use this list.
3rd Officer General Responsibilities and Authority:

• Carrying out sea watches under the supervision of the Captain or the Chief Mate if necessary
(kind and range of supervision depends on Captain’s assessment of 3rd officer level of
qualifications)
• Assisting Deck Officers and Safety Officer in the supervision and controlling of all safety and
firefighting equipment
• Following
llowing company policies

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

80
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s Talk About Safety.... Let´s
t´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• Being fully familiar with all duties in emergency situations (Muster List)
• Offering suggestions concerning SMS and safety issues to the Chief Officer
• Supporting the Captain and Chief Mate in relation to the ship's safety and environmental
protection
• Carrying out administrative work
• Performing nautical tasks as ordered by the Captain
C and/or Chief Mate
• Carrying out maintenance and duties as ordered by Captain and/or Chief Mate
• Substituting for the 2nd Officer (on request)
• Participating in safety drills and staying abreast of accidents on other ships in order to avoid
similar incidents
dents onboard.
This rank is permitted to perform other activities: (i.e. maneuvering of the ship, keeping the watch at
sea and in port, preparing, correcting and supplementing admiralty charts and manuals, etc.) but always
under supervision and/or permission of the Captain or Chief Officer, who are ultimately responsible for
the job and its consequences.
Note: This is only a sample of the tasks carried out during my career and the 3rd Mate on board should
not under any circumstances use this list.

Deck Cadet (s)

• Following company procedures and guidelines.

• Carrying out the Captain – Senior Officer’s instruction.
• Carrying out all watch keeping duties as directed and under captain supervision
• Completing school practice program
• Being fully familiar with all duties in emergency situations (Muster List)
• Carrying out maintenance, repairs and operation of the vessel as directed.
• Reporting any defects found that may impair the safety of the vessel, her crew and her cargo to
the Officers (safety Officer)
• Following company policies and the advice and instructions available regarding safety and an
competence, especially when doing work that may cause physical injury to personnel, caused
by fire, etc.
• Participating in safety drills and staying abreast of accidents on other ships in order to avoid
similar incidents on board.
• Carrying out maintenance work safely.

Note: This is only a sample of the tasks carried out during my career and the Deck Cadet on board
should not under any circumstances use this list.
The Chief Engineer / Engineer Officer:
If it is possible:
1.-Once you have signed your hand over report and you are officially the ship’s Chief Engineer:
• Call the engineering staff for a safety meeting and:

Introduce yourself to your department staff
• Kindly explain to your staff the importance of working as part of a team
• Let your engineer know now that your expect to be part of this team
2.-In your cabin/office/salon:
• Check the ISM-SMS/ISPS
SMS/ISPS-SSP implemented on board (Manuals-booklets)booklets)

Check the last internal-external
internal audit (last flag-class
class and insurance inspection)

Check the last PSC inspection

Check the last RQ order and defect report sent

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

81
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safet Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..

Check the incident--accident reported

Check non-conformances
conformances and corrective actions

Check the previousious hand over report

Check the drill-audit
audit timetable

Check the last safety meeting
• Check all equipment manufacture manuals and ship plans and drawings
• Check the Oil Record Book (check declared bilge tank, sludge and grey water. Check the
holding tanks are duly certified.
• Check that the Engine department UMS alarm system and other alarms are in good working
condition
• Check all safety and firefighting equipment appliances
• Check if there is enough light and the condition of your cabin, toilet , office, salon, pantry,
• Check the furniture, electro-domestics
electro domestics and the condition of toilet piping / valves
It is strongly recommended to carry out inspections using your SMS-
SMS procedures / checklist on board.

3.-Engine Department:

• If it is possible together with the 2nd engineer check:

The general maintenance of the engine department (check that the department has
enough light and is clean, tidy, well ventilated and there is no sign of oil leakage)

The lighting in the control station, working room, steering room and other spaces

That all engine stores are clean, tidy and all stores or spare parts are well organized

That all ships lights have protective covers or guards and they are in good order

The guards and fencing protective covers and/or guards

All Meters and Gauges

Self-closing
closing devices on the tank sounding pipe

That there is a means to prevent oil spray provided on the flange / joint in oil piping

That all safety and firefighting equipment in the engine department is in good working
condition and well arranged

That all equipment and pipes which are required to be insulated in engine department
are in good order (Insulation
(Insulation for all surfaces of machinery with high temp.
te above
220℃)

Restricted areas are well defined and marked as per the SSP

Emergency exits are identified, marked and free from obstruction

Emergency light and battery systems throughout ship areas (test emergency lights)
Check all batteries are in good order. Check that specific gravity of acid, liquid level
and terminal voltage maintenance records are updated.

Check anti-explosion
explosion lights in dangerous spaces, pump room, battery room, paint
locker etc. are in good order. No broken covers/guards and tightening
tighte handles are
available on board.

Emergency cables in all ship areas are in good order and there are no exposed wires or
heavy corrosion, especially on the weather deck.

Insulation resistance, no alarm is found with low insulation

Insulating mats permanently
perma laid on the floor.

Fire detector sensors (test several sensors and the alarm)

That chemical products are identified and stowed as per manufacture’s instruction and
each area has the relevant placards as per the code identification of chemical products
produc

That Hazard identification, Risk assessment and Risk control procedures have been
implemented in engine-workplace
engine
It is strongly recommended that you carry out inspections using your SMS - procedures / checklist on
board.

…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

82
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
4.-In
In the Accommodation: (If possible together with the deck officer (s) and chief cook)
• In the accommodation areas (crew cabins, toilets, crew-officer
crew mess-room/salons,
room/salons, laundry(s),
pantry(s), stores, galley, refrigeration chamber(s), cargo office, and other accommodation
spaces) check:

If there is enough light (check if any lights are out of order or blinking)

Emergency lighting system throughout accommodation areas (test emergency lights)

If living conditions are decent. (all areas are clean and tidy and well ventilated)

That there is no sign of vibrations or noises

The condition of the furniture
fu and electro-domestics

The condition of the toilets (no leakages and well ventilated)

All mandatory placards are in place

Garbage collecting station is well defined

Emergency exits have sufficient lights, are marked and there is no sign of obstruction
obstruc

Fire doors and weather doors are in good working condition

Safety and firefighting appliances (make sure all are in working condition)

Restricted areas are well defined and marked as per the SSP

That Hazard identification, Risk assessment and Risk control control procedures have been
implemented in accommodation areas

It is strongly recommended that you carry out inspections using your SMS - procedures / checklist on
board.

5.-Main
Main Deck: (Engineering staff should also verify the check lists on board relating
relati to the load line
and hull construction)
• Anchor and chain cables

Check their condition and test the system, make sure it is in good working order.

Check that there is no significant wastage

Check if any components are missing

Check the chain box is in good condition

Check the anchor and cables are stowed away correctly
• Windlass and capstans

Check that winches are in good working condition

Check that the brake bands are in good condition and there is no sign of abnormal wear
and tear

Check the foundations and grating plates are in good condition, there is no wastage,
missing or broken sections.

Check that there are sufficient ropes available on board and that they are in good
condition.
• Emergency Towing Arrangements (ETA)

Check that arrangements are in good condition and the maintenance plan has been
updated
• Cargo Gears

Check they are in good working condition and their respective particulars clearly
marked (booms and derricks)

Check that the maintenance has been updated as as per the maintenance plan and
manufactures manual

Check electrical motors and hydraulic pumps are in good condition

Check there are no leakages

Check the service certificate and wire certificates.


It is strongly recommended that you carry out inspections using your SMS - procedures / checklist on
board.
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

83
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
6.-Others
Others issues that the Engineer Senior Officer and Officer (s) should consider for a more detailed
inspection
• Main Engines:

Are they operating satisfactorily?

Are safety devices functioning properly?

Is the remote control functioning properly?

Is there any sign of oil/water leakage?

Jacketed High Press. Are FO pipes in good order?

Is the FO leak alarm in good order?
• Auxiliary Generators:

Are they operating satisfactorily?

Are safety devices functioning properly?

Are the remote and automatic controls functioning properly?

Is there any sign of oil/water leakage?

Jacketed High Press. Are FO pipes in good order?

Is the FO leak alarm in good order?
• Boilers

Are they operating satisfactorily?

Are safety devices functioning properly?

Are the remote and automatic controls functioning properly?

Are pressure gauges in good order and calibration has been carried out every year?

Is there any sign of steam/oil/water leakage?

Are water level gauges in good order?
• Stern Tube Seal

Is there any sign of oil / sea water leakage?
• Other Machinery

Are they operating satisfactorily?

Are safety devices functioning properly?

Are the remote and automatic controls functioning properly?

Is there any sign of leakage from pump grand?

Are meters and gauges in good order?
• Piping

Is there any significant corrosion or leakage?

Are there any soft patches / doubles / cement box?

Are all valves operating satisfactorily?
• Bilge Lines

Are bilge pumps and piping (s) in good order?

Is the Emergency Bilge suction Valve operating satisfactorily?
• Automatic Control System

Check the Engine Telegraph

Check the Alarm printer (UMS)

Check the Engine Console

Check the Extension alarm (UMS)

Check the M/E operation from Bridge (UMS)
• Oil Water separator

Is it operating satisfactorily-no
satisfactorily visible oil in discharged water?

Is there any major corrosion or holes in the outer casing?

Check that valve operation is in good order.

Are pressure gauges in good order?

Carry out a sampling test for filtered water from test cock

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

84
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• 15 PPM Alarm

Is it operating satisfactorily?

Is the alarm functioning properly?

Is the automatic stopping device functioning properly?
• Discharge Piping

Is there any significant corrosion or holes in the lines?

Are all valves operating satisfactorily?

Have any discharge pipes been installed without the approval of the Ship’s Competent
Authority / Ship’ Class?

Is there any trace of oil in the piping?
• Sludge Pumps

Are they in good working condition?
conditio
• Standard Discharge Connection

Has it been fitted in good condition?
• ODM

Is it operating satisfactorily and has it been regularly checked by the engineer in
charge?
• Oil/water interface detector (only for tank)

Has one been allocated on board?
• COW (only for tank)

Is it operating effectively?
effectively

Are COW machine and piping lines in good order?
• Sewage Treatment Plant/Sewage Holding Tank with Pump

Is it in good working condition?
• Standard Discharge Connection

Has one been fitted in good condition?
• Garbage Management

Have pollution placards been posted up?

Is there a garbage management plan on board?

Is a garbage log being maintained?
• Ozone-depleting
depleting substance

Are there any substances on board other than those listed on the IAPP Cert?
• NOx (for more than 130kW of diesel engine installed on ship constructed on or after 1 Jan.
2000)

Do engine parameters correspond with the NOx Technical Files?
• Sox

Have the bunker receipts and samples been kept on board properly? (Sulphur＜4.5%
(Cont. Area＜1.5%)
1.5%) For ships
shi 400GT and above

Have records been kept of the changeover to and from low Sulphur content fuel during
transit through a SOx emission control areas?

Is the exhaust gas cleaning system operating satisfactorily?
• Incinerator

Has it been properly installed and is operating correctly?

Does it have an alarm / Interlock?

Have the warning and instruction plate been posted?

Is it insulated?
It is strongly recommended that you carry out inspections using your SMS - procedures / checklist on
board.

…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

85
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About
About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Chief Engineers:
This rank has authority and is responsible for safeguarding life at sea, for the environment and the
safety of the ship and her cargo.
In most ships the chief engineer, along with his standard responsibilities and authority, must also be act
as the Environmental office in charge of the SEEMP and on some ships, in accordance with the safe
manning certificate (reduced crew) he will also have have the skills to act as the electrician, reefer
technician, fitter and welder.
The chief engineer is in charge of the SOPEP manual ensuring procedures and check lists are duly
followed in order to comply with MARPOL
The chief engineer should support the ship’s operations and company policies, following the captain’s
orders and working to ensure staff in the engine and deck department work in harmony.

The Second Engineers

This rank has responsibility and authority to safeguard life at sea, the environment
environmen and the safety of the
ship and her cargo.
In most ships the second engineer, along with his standard responsibilities and authority, must also act
as the Deputy Environmental Office and assist the Chief Engineer to keep the SEEMP updated and on
some ships
hips in accordance with the safe manning certificate (reduced crew) he will also take on the
responsibilities of the absent engineering officer as well.
Considering the above, I recommend that you work tirelessly until you have total control over your
duties
ties and you are confident to carry out your tasks accordingly.
As second engineer you continuously interface with the SMS implemented on board and your daily
task must be clearly defined.
The second engineer should support the ship’s operations and company company policies, following the
captain’s and chief engineer’s orders ensuring that staff in the engine and deck departments work in
harmony.
You must remember that in bunkering operations and in the delivery of sludge, oily water, and gray
water to shore reception
ption facilities, the second engineer is the keystone of the operation and therefore
the SOPEP manual should be duly followed.
These operations must be monitored accordingly and continuously checked using the communication
procedures between the personnel involved in these operations.
The second engineer is in charge of engine department discipline and his example must be the true
north for all engineering staff.
Engineer Officer
Engineer Officer (s) must support the second engineer and his orders and tasks to be carry out on
board.
The Engineer Officer (s) should follow the ISM-SMS
ISM / ISPS-SSP
SSP implemented on board and therefore
updates all tasks and documents in relation to those systems, and reports any deficiencies found.
At sea the Engineer Officer (s)
s) must carry out engine room watches and must follow procedures and
check lists in accordance with the SMS in order to guarantee safe travel.
When the ship is in port the Engineer Officer (s) must carry out port operation watches (engine room)
and follow the procedures and check lists for those operations as defined in the SMS
The Engineer Officer (s) should assist the second engineer in all that concerns the SOPEP manual and
follow procedures and check lists for each operation.
…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

86
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
The Engineer officer (s) should have good communication with engine ratings and encourage them to
keep the ship running safely, reporting any incident, defect and deficiency found.
Chief Engineer General Responsibility and Authority:

• Managing of the engine department taking into account the ship's safety, security,
environmental protection and any economic aspect of the business and company policies.
• Being fully familiar with duties in emergency situations (Muster List)
• Supporting the shipboard management in technical matters
• Performing common maneuvering by emergency steering at open and safe area within two
days after leaving the port of embarkation
• Giving orders and tasks
ks to engine officers and engine ratings (if present on board)
• Giving suggestions concerning the SMS and safety matters to the Captain
• Keeping main engine in operational condition and performing maintenance of the powered
equipment in the engine room and on o the deck.
• Keeping all records in the engine log book.
• Supervising the quantity of fuel and lubricants on board and informing the Captain in advance
of expected replenishment needs
• Planning, organizing and executing maintenance and repair work in the engine
engi department
• Planning, organizing and performing respective training for crew in relation to engine matters
• Keeping watches at sea and in port as per schedule
• Discharging oil or oily mixture into sea using oily-water
oily water separating equipment (even in
prohibited
ted areas with 15 ppm device)
• Keeping MARPOL restrictions records in the oil record book
• Keeping SOPEP equipment in proper condition and quantity
• Preparing list of goods to be ordered for the engine department
• Assisting the Captain in making an assessment of engine ratings (on request)
• Giving permissions related to confined spaces, hot, aloft and outboard job
• Keeping engine compartments in order and ensuring they are clean
• Creating evidence and documentation required by SMS in relation to the enginee department
• nd
Performing duties of 2 engineer if he is not present on board
• Taking bunker samples after each bunkering and filing those records on board by respective
period (following the Bunker check list from prior bunkering operations)
• Preparing fuel and oil samples to be sent for analysis as per maintenance plan
• To participate in safety drills and to keep abreast of accidents on other ships in order to avoid
similar incidents onboard.
Note: This is only a sample of the tasks carried out during my
my career and the Chief Engineer on board
should not under any circumstances use this list.
2nd Engineer General Responsibility and Authority:

• Supporting the Chief Engineer in the management of the engine department with regard to the
ship’s safety and environmental
nvironmental protection
• Supporting the Chief Engineer in the guidance of engine personnel
• Giving suggestions concerning the SMS and safety matters to the Chief Engineer
• Keeping watch at sea and in port as per schedule or on request
• Planning and performing maintenance work, repair and inspection in the engine department
• Assisting the Chief Engineer in bunkering operations or sludge discharges
• Being full familiar with duties in emergency situations (Muster List)
• Following company policies and the advice and instructions available regarding safety and
competence, especially when doing work that may cause physical injury to personnel, be that
from fire, oil spills etc.
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk
Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

87
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• Managing and distributing, in consultation with the Chief Engineer, all tasks within the engine
department.
• Participating in safety drills and to keeping abreast of accidents in other ships in order
orde to avoid
similar incidents onboard.
• Motivating and inspiring subordinates in relation to their daily work and safety drills.
• Substituting for the Chief Engineer (on request)
Note: This is only a sample of the tasks carried out during my career and the 2nd Engineer on board
should not under any circumstances use this list.
3rd Engineer General Responsibility and Authority:

• Supporting the Chief Engineer and the 2nd Engineer in the management of the engine
department with regard to the ship’s safety and environmental protection
• Supporting the Chief Engineer and 2nd Engineer in the guidance of engine personnel
• Keeping watch at sea and in port as per schedule or on request
re
• Planning and performing of maintenance work, repair and inspection in the engine department
• Assisting the 2nd Engineer in bunkering and sludge discharge operations
• Giving suggestions concerning the SMS and safety matters to the Chief Engineer
• Transferring
ferring of fuel oil to settling tanks.
• Draining of fuel- and starting air tanks, etc.
• Sounding of engines and tanks and any refilling of these.
• Checking the engine’s steering gear for leakage.
• Refilling of level tank and grease in rudder boxes.
• Testing of boiler drainage -cooling
cooling water, testing, and possible dosing of chemicals.
• Flushing of exhaust turbines, main engine (s)
• Assisting at ongoing work on the engine.
• Being fully familiar with duties in emergency situations (Muster List)
• Following company policies
policies and the advice and instructions available regarding safety and
competence, especially when doing work that may cause physical injury to personnel, be that
fire, oil spills etc.
• Participating in safety drills and staying abreast of accidents on other ships
s in order to avoid
similar incidents onboard.
• Carrying out operations and maintenance work in a safe manner.
• Substituting for the 2nd Engineer (on request)

Note: This is only a sample of the tasks carried out during my career and the 3nd Engineer on board
should not under any circumstances use this list.
ETO / Electrician General Responsibility and Authority:

• Supporting the management of the engine department with regard to the ship’s safety and
environmental protection
• Following the technical maintenance plan implemented and reporting to the Chief Engineer
accordingly
• Checking the emergency battery and charging device
• Checking all electrical motors and keeping the maintenance plan up to date as per schedule
• Checking vessel lights
• Assisting at ongoing work on the engine.
• Carrying out daily tasks, checks and routines as per the Chief Engineer’s order’s
• Assisting the 2nd Engineer in bunkering and sludge discharge operations in a watch keeping
capacity only.
…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

88
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About
About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• Giving suggestions concerning the SMS and safety matters to Chief Engineer
• Being fully familiar with duties in emergency situations (Muster List)
• Following company any policies and the advice and instructions available regarding safety and
competence, especially when doing work that may cause physical injury to personnel, be that
fire, oil spills etc.
• Participating in safety drills and staying abreast of accidents in other ships in order to avoid
similar incidents on board.
• Carrying out operations and maintenance work safely.
Note: This is only a sample of the tasks carried out during my career and the ETO´s / Electricians on
board should not under any circumstances use this list.

Engine Cadet (s)

• Following company’s procedures and guidelines.

• Carrying out Captain / Chief Engineer – Senior Officer instructions
• Carrying out all watch keeping duties as directed and under the Chief Engineer’s supervision
• Completing the school practice program
• Being full familiar with duties in emergency situations (Muster List)
• Carrying out the maintenance, repairs and operation of the vessel as directed.
• Reporting any defects found that may impair the safety of the vessel, her crew and her cargo to
the Officers (safety Officer)
• Following company policies and the advice and instructions available regarding safety and
competence, especially when doing work that may cause physical injury to personnel, be that
from fire, oil, etc.
• Participating
cipating in safety drills and staying abreast of accidents in other ships in order to avoid
similar incidents on board.
• Carrying out maintenance work in a safe way.
Note: This is only a sample of the tasks carried out during my career and the Engine Cadet on board
should not under any circumstances use this list.
Others responsibilities in relation to the Ranks onboard the ship
The Safety Officer (On most ships the Chief Officer is in charge, but other ship’s officers can be
appointed by the Captain)

• Ensuring that the provisions of the Code of Safe Working Practices for Merchant Seamen and
the Company's Standing Orders and Instructions are complied with.
• Investigating accidents required to be notified under the Regulations.
• Investigating every dangerous occurrence.
• Investigating potential hazards to occupational health and safety and making recommendations
to the Captain and Superintendent where appropriate.
• Investigating
ng reasonable complaints made by crewmembers about occupational health and
safety.
• Carrying out occupational health and safety inspections for each accessible part of the vessel at
least once every three months or more frequently if considered necessary through
th significant
changes in work practices.
• Making representations and where appropriate recommendations to the Captain and
Superintendent about any deficiencies in the ship with respect to:
 Any legislative requirement relating to occupational health and safety
 Any provision of the Code of Safe Working Practices
• Ensuring in so far as is reasonably possible that safety instructions, rules and guidelines are
complied with.

…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

89
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• Maintaining a record book describing all circumstances and details of any accident and
dangerous occurrence.
• Stopping any work which is reasonably believed to cause a serious accident and immediately
immediate
inform the Captain who shall be responsible for deciding when work can safely be resumed.
• Carrying out any occupational Health and Safety investigation or inspection required by the
Safety Committee.
Note: This is only a sample of the tasks carried out during my career as a Safety Officer and the Safety
Officer on board should not under any circumstances use this list.
The Environmental Officer (On most of ships this responsibility lies with the Chief Engineer
Engi but in
some cases the Chief Officer can also be charged with this responsibility)

• Ensuring placards are displayed in accordance with the regulations;

• Ensuring that personnel comply with the ship's waste management strategy;
• Ensuring treatment of wastes in accordance with the MARPOL – V instructions;
• Ensuring liaison with the bridge team regarding the ship's position for permissible overboard
discharge of macerated food waste;
• Liaison with shore authorities for port reception facilities, (keeping the
the garbage disposal records as
per MARPOL - V)
• Liaison with the 2/E/O, C/O and the Chief Cook as heads of department on a daily basis regarding
any problems encountered with garbage management;
• Reviewing garbage management practices on board the ship and recommending
recommending amendments to the
plan as necessary; and
• Ensuring that the Garbage Record Book is updated and signed as required by the regulations.
Note: This is only a sample of the tasks carried out during my career and the Environmental Officer on
board should not under any circumstances use this list.
The Ship Security Officer (SSO) (On most of ships this responsibility lies with the captain and the
Chief
hief Officer acts as deputy SSO)
In co-ordination
ordination with the CSO and the Captain, the normal responsibilities of the SSO include:

• Undertaking regular security inspections of the ship to ensure that appropriate security
measures are being maintained
• Maintaining and supervising the implementation of the ship security plan, including any
amendments to the plan
• Coordinating
rdinating the security aspects of the handling of cargo and ship’s stores with other
shipboard personnel and with the relevant port facility security
s officers
• Proposing modifications to the ships security plan
• Reporting to the company security officer any deficiencies and non- non-conformities identified
during internal audits, periodic reviews, security inspections and verification of compliance
and implementation of any corrective actions
• Enhancing security awareness and vigilance on board
• Ensuring that adequate training has been provided to shipboard personnel, as appropriate
• Reporting all security incidents
• Coordinating
rdinating implementation of the ship security plan with the company security officer and
the relevant port facility security officers
• Ensuring that security equipment is properly operated, tested, calibrated and maintained, if any
• Ensuring any company specific requirements are implemented
In addition, when operating at Security Level 1 or 2, the Ship Security Officer, under the guidance of
the Captain, will, while in port:
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….
…….Let´s

90
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

Safety………

Safety………..
..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About
…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About

• Coordinate
ordinate the implementation of the Plan, including security aspects related to the handling of
cargo and ship’s stores, with the relevant Port Facility Security Officer or, in case of ship-to-
ship
shipp operations, with other Ship Security Officers; and
• Undertake regular security inspections of the ship to ensure that appropriate security measures
are maintained.
When the measures outlined in this Plan for implementation in response to Security Level 2 or 3 are
introduced, either during a drill or in response to an incident, the SSO will:

• Seek comments from all those involved as to the effectiveness of those measures and report to
the CSO; and
• At Security Level 3, liaise with the Captain and flag or port state authorities as appropriate and
implement security measures as instructed.
Note: This is only a sample of the tasks carried out during my career and the Ship’s Security Officer on
board should not under any circumstances use this list.
First Aiders (On most ships the 2nd officer is in charge of these duties, but on ships with reduced crew
the Chief Officer is in charge and on occasion this responsibility may fall to the Captain)

• Check that all medications are well maintained and up to date

• Check that the hospital and pharmacy are clean, tidy and ventilated
• Check first aid kits are in place and up to date
• Check that the pharmacy service certificate and the ship’s sanitation control certificate are up
to date
• Check that medicines on board are are as per the type of ship (quantity of crew and navigational
areas) and the ship’s flag state regulations
• Check that the emergency medical call procedures on board has been implemented
The ship’s Captain and First Aiders must take into consideration the following issues:

• First Aiders undertake initial treatment of people suffering injury or illness at work.
• The treatment provided by first aiders should be consistent with their training and competence.
• When in doubt, first aiders should recommend seeking
seeking medical evidence.
• First Aiders should not be responsible for on-going
on medical care.
• First Aiders are generally not trained to make decisions on what medication should be given
etc. At sea if required, arrangements are to be made through the Emergency Medical Call
system
• It is the responsibility of the Emergency Medical Centre in consultation with the Ship’s
Captain and First Aider to make suitable arrangements for the pick up or referral of injured or
sick persons for medical treatment
Note: This is only
nly a sample of the tasks carried out during my career and the First Aiders on board
should not under any circumstances use this list.
The ship Rating´s
Boatswain
• The boatswain manages the deck crew in ongoing works such as chipping rust, painting,
cleaning, splicing and greasing of all running tackle and moveable equipment
• Carry out BBT, Top side T, FWT, FPT and APT general sounding on a daily basis
• Carry out an inventory control of stores and in consultation
consultation with the Chief Officer order
necessary stock and spare parts.
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

91
Prepared by: Captain Nestor Negrin Marquez
 “Let´s
Let´s Talk About Safety on board Ships”
…….Let´s
Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
• On arrival and departure, at the forecastle lead the deck crew in mooring and possible
anchoring procedures
• On departure, check that all the watertight doors, ramps and hatches are battened down and that
all loose materiel is secured, once at sea before leaving the forecastle make sure theth anchor is
properly secured and the maneuver ropes in fore and aft are also secured
• Be fully familiar with duties in emergency situations (Muster List)
• Follow company policies and the advice and instructions available regarding safety and
competence, especially
ecially when doing work that may cause physical injury to personnel, be that
fire, oil spills etc.
• Participate in safety drills and keep abreast of accidents on other ships in order to avoid similar
incidents on board.
• Carry out operation and maintenance work
w safely
Note: This is only a sample of the tasks carried out during my career and the Boatswain on board
should not under any circumstances use this list.

Able Seaman (AB)

• Perform watch duty including look out, receiving the pilot, hand steering, and making ready
the anchor prior to the reception of the pilot. Securing
Securing the anchor as per Bosun orders
• Hoist and lower the flags.
• When bunkering or discharging sludge (following Chief Eng. Chief off. orders) together with
the Motorman and/or Oiler plug the scuppers on the main deck, close the valves if the scupper
has valves, and make safety-
safety and fire rounds.
• Carry out cleaning in accommodation areas as per schedule
• When anchoring assist the boatswain
• On arrival or departure assist the officer or Boatswain with the respective maneuver in the
forecastle or astern, secure maneuver rope before leave the station.
• Perform maintenance works; assist the officer at loading/discharging. Check the moorings.
Carry out watch duty with wake up calls, carry out safety and fire rounds and refuse entry by
unauthorized people.
• Be fully familiar with duties in emergency situations (Muster List)
• Follow
low company policies, advice and instructions available regarding safety and competence,
especially when doing work that may causecause physical injury to personnel, be that from fire, oil
spills etc.
• Participate in safety drills and stay abreast of accidents in
in other ships in order to avoid similar
incidents on board.
• Carry out maintenance work safely.
Note: This is only a sample of the tasks carried out during my career and the AB on board should not
under any circumstances use this list.
Ordinary Seaman (OS)

• Make ready the anchor prior to the reception of the pilot. Secure the anchor as per Bosun
orders
• Hoist and lower the flags.
• When bunkering or discharging sludge (Under Chief Eng. Chief off. Orders) together with the
Motorman and/or Oiler plug the scuppers
scuppers on the main deck, close the valve if the scupper has
valves, and carry out safety and fire rounds.
• Carry out cleaning in accommodation areas as per schedule
• When anchoring assist the Boatswain

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• On arrival or departure assist the Officer or Boatswain with the respective maneuver in
forecastle or astern, secure maneuver rope before leaving the station.
• Do maintenance works; assist the officer at loading and discharging. Check the moorings.
Perform watch duty with wake up calls, carry out safety and fire rounds and refuse entry by
unauthorized people.
• Be fully familiar with duties in emergency situations (Muster List)
• Follow company policies,cies, advice and instructions available regarding safety and competence,
especially when doing work that may causecause physical injury to personnel, are that from fire, oil
spills etc.
• Participate in safety drills and stay abreast of accidents on other ships in
in order to avoid similar
incidents on board.
• Carry out maintenance work safely
Note: This is only a sample of the tasks carried out during my career and the OS on board should not
under any circumstances use this list.

Motorman / Oiler / Wiper

• Perform maintenance, repairs, renovations and cleaning of the ship’s engine equipment (Under
Chief Engineer – 2 Engineer Orders or supervision)
• Perform duties in the engine department when the ship is not UMS
• Be fully familiar with duties in emergency situations
si (Muster List)
• When bunkering, (Following the Chief Engineer’s Orders) together with the AB - OS plug the
scuppers on main deck, close the valves if the scupper has valves, and carry out safety-
safety and fire
rounds.
• In maneuvering,, assist the Engineering
Engineer Officer on duty
• Follow company policies, advice and instructions available regarding safety and competence,
especially when doing work that may cause physical injury to personnel, be that from fire, oil
spills etc.
• Participate in safety drills and stay abreast of accidents in other ships in order to avoid similar
incidents on board.
• Carry out the maintenance work safely
Note: This is only a sample of the tasks carried out during my career and the Motorman / Oiler / Wiper
on board should not under anyy circumstances use this list.
Fitter

• Perform all ongoing repair work, including welding, turning and hydraulic work.
• Perform weekly routines: as per 2nd Engineer orders and following the ship’s maintenance plan.
• Be fully familiar with duties in emergency situations (Muster List)
• Maintain proper economical use of tools (Related to engine - deck department)
• Follow company policies, advice and instructions available regarding safety and competence,
especially when doing work that may cause physical injury to personnel, be that from fire, oil
spills etc.
• Participate in safety drills and stay abreast of accidents in other ships in order to avoid similar
incidents on board.
• Carry out the maintenance work safely

Note: This is only a sample of the tasks carried out during my career and the Fitter on board should not
under any circumstances use this list.

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Chief Cook

• Be responsible for cooking and when necessary baking. Plan the weekly menu and in
consultation with the Captain plan the RQ - purchases.
• Be responsible for the cleaning of the galley and it´s equipment, dry stores and cold chambers
• Ensure that all food and
nd provisions are stowed in the appropriate manner and in their respective
store rooms
• Be responsible for the cleaning of the crew mess room and serving meals
• Supervising the mess man.
• Be fully familiar with duties in emergency situations (Muster List)
• Ensure
sure that monthly costs for provisions and the pantry are in accordance with the budget.
• Follow company policies, advice and instructions available regarding safety and competence,
especially when doing work that may cause physical injury to personnel, be that from fire, oil
spills etc.
• Follow the garbage management plan in relation to the galley.
• Participate in safety drills and stay abreast of accidents in other ships in order to avoid similar
incidents on board.
• Carry out maintenance work safely
Note: This
his is only a sample of the tasks carried out during my career and the Chief Cook on board
should not under any circumstances use this list.

Messman

• Be responsible for the cleaning of the officer mess room and serving meals
• officer salons, and the captain, chief officer, chief engineer and 2nd
Cleaning the crew and officer
engineer cabins and ship offices and the meeting salon.
• Do laundry when necessary
• Be fully familiar with duties in emergency situations (Muster List)
• Follow company policies, advice and instructions available regarding safety and competence,
especially when doing work that may cause physical injury to personnel, be that from fire, oil
spills etc.
• Follow the garbage management plan in relation to the galley.
gal
• Participate in safety drills and stay abreast of accidents in other ships in order to avoid similar
incidents on board
• Carry out the maintenance work safely
Note: This is only a sample of the tasks carried out during my career and the Mess Boy on board boa
should not under any circumstances use this list.
Ratings must ensure that they understand their responsibilities and duties on board and should report
any deficiency that may cause incidents and accident and put their own safety at risk in work areas, or
put in risk life at sea, the environment, the ship or her cargo.
Ratings should follow ow the company’s policies, the Captain
Captain and their heads of department’s orders and
instructions. They should work in harmony with the team and stay motivated.

Ship´s ratings
atings are the main shackles of the operation chain on board

Captain Nestor Negrin Marquez.

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Experience shows us that unfortunately ratings don’t usually have enough time to hand over their rank
on board.

Most people are under the illusion that ratings don’t need much time to hand over their position
because the ship has qualified and trained officers on board. “Wrong”.

Ratings are the seafarers who follow orders and instructions daily and are at the front line of operations
operating equipment and systems to carry out the ship’s maintenance plan. It is logical to assume
therefore that these seafarers are in the best position
position to know the idiosyncrasies of the equipment and
operating systems. Their advice at handover therefore is essential.

I still remember when I was a deckhand I joined a ship together with the Bosun and two AB´s. The
handovers were carried out in matter
matte of a few hours and the off-signer
signer left the ship the same day.
The ship was already busy carrying out the discharging operations, and when the discharge operation
had finished, the Bosun and I together with the deck officer on duty commenced closing the cargo c
holds.
When we tried to close cargo hold No.4 the first hatch cover of the hold forward section slid to the
starboard side, evidently because the hatch cover chain was unbalanced.
We did everything we could to correct the balance in the hatch cover chainchain and the Bosun, following
the deck officer’s orders readied himself to start to adjust the chain through the chain main star
adjusters.
Luckily the bosun saw the AB coming from shore leave and called to him to assist us. He immediately
recognized the problem and went to the corner of the cargo hold looking for a wooden wedge they had
hidden there. He placed the wooden wedge between two links of the chain in port side and instructed
the Bosun un to close the cargo hold. It was a work of magic and in a few minutes cargo hold No.4 was
completely closed. I was very young at the time and was grateful for the opportunity to witness the
tricks of the trade. It was a great learning experience.

We
e would like to remind you that “Let’s talk about Safety on board Ships”
is the aggregated experience of captain Nestor Negrin Marquez and you
should therefore not interpret “Let’s talk about Safety on board the Ships”
Ships
Chapter II as a substitute for those systems or procedures implemented and
certified on board the ship.

Thanks for your absolute understanding

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6.-CONCLUSION

After a 30 year career it seems like only yesterday, with sextant

sextant in hand, that I was listening to my
astronomy professor explain:
Celestial navigation or astronavigation is a position fixing calculation that has evolved over several
thousand years to help seamanan cross oceans without having to rely on estimated calculations, or dead
reckoning, to know their position.
Celestial navigation is the use of angular measurements (sights) between celestial bodies and the
visible horizon to locate the position of one on
on the globe, on land as well as at sea. At a given time, any
celestial body is located directly over one point on the Earth's surface.
The latitude and longitude of that point is known as the celestial body’s geographic position (GP).
The sun is most commonly only used, but navigators can also use a planet, the moon, or the navigational
stars whose coordinates are tabulated in the nautical
nauti almanac and the air tables.
I still remember my voyages as midshipman in the naval academy school vessels with pride and the
emotions I experienced in carrying out my first astronavigation positioning (Sun Meridian)
In those days does GPS did not exist yet and the bridge was a classic theatre of challenge for the mates.
The Captain said: Midshipman! Look at this beautiful sun
s and show me how you hunt our king…
We were very young and with sextant and stopwatch in hand we followed our Captain’s orders walking
to the wing…... we were sailing through the Atlantic Ocean and the weather was excellent…... we were
innocent.

Usually the Third Officer used to check our calculation sheets and from time to time even the Captain
C
corrected us as well. In those days ships sailed by loxodromic and orthodromic (great circle) methods
and astronomical positions were the cornerstone of those
those techniques in order to correct speed, course
and distance to go. This allowed you to calculate the ETA to the arrival point and the nominated port.
The Chief Mate ate was in charge of astronavigation positions by stars, the Third Mate
M was in charge of
astronavigationn positions by the sun and the Second Officer
Officer was the bridge between all astronavigation
positions. Depending on the weather or the meridian observation time he calculated the fixed noon
position by the sun’s meridian or the Circunmeridiana and during his navigation watch period he
assisted the chief mate to calculate sunrise and sunset and through the start finder allocate or select the
stars in the navigation area.

Together with the Deck Officer

fficer were the cadets who were excited to learn professional tips which in
those days were blessed by God “Merchant fleets were in peace”.
It is no secret that each astronavigation position was a real challenge onboard. Calculating those
positions generated a great mood among the officers who were well aware of the great responsibility
they had in the calculation of astronomical positions.

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While navigating the oceans fix position were taken as follows:: In the morning the Chief Mate,
generally between 05:30 and 06:30 hrs, took the fixed position by stars, the Third Officer or Second
Officer took the fixed position by sun at noon time, generally between 11:45 hours and 12:20 hours,
and the Chief Mate
ate took the fixed position by stars in the evening generally between 18:30 hours and
19:40 hours.
I think my generation was the last which had the great opportunity to sail using the astronavigation
fixed position technique. We were witness to the introduction of GPS technology and it was a pity to
see the sacred knowledge, which I´m sure saved thousands
thousa of seaman´s lives,, thrown overboard.
During the eighties navigational electronic technology along with other devices finally invaded the
maritime sector and such technology was very welcome by the IMO, ship owners, the competent
authority, the RO and the seaman’s syndicate as well. This resulted in the issuing of several
amendments to SOLAS, MARPOL and STCW.
By the end of the eighties the normal bridge banter was lost and gone forever. Classic conversations 24
hours before arrival at the destination point
point such as the Chief Mate saying “ETA at Flores Island in
Azores is tomorrow at 19:20hrs.” Then the Third Officer would say “Sorry chief “My ETA is at 18:30
hours.” The Captain would reply “the loser pays us a beer” and the Third Mate would reply “Deal”.
Today I think it was a real treat to watch the Master and Officers on the bridge 5 or 6 hours before
landfall on the island checking the old radar’s 90 mile scale range looking for land (coastline) and to
see the Second Officer operating the radiogoniometro
radiogoniometro (radio direction finder) trying to locate the radio
beacon signal within the area.

The Radio Finder also called the Radio Compass was used as a navigational aid and has been almost
entirely replaced by more modern navigational systems, of which the Global Positioning System (GPS)
is the most accurate.
In the old days up until the fifties,
fifties sixties, seventies, and eighties it was almost impossible to see a
Captain under fifty years old. In those days, ship owners compared captains to a good bottle of wine
“Captains commanding ships must be over 50 years old”
For most people their image of a Captain
Captai was the old sea wolf with grey hair,
hair bushy beard with the
classic captain’s hat and pipe in hand, who
w continuously gave orders and his crew affectionately
referred to him as the old grumpy man.
Today technology, together with Engineers and Deck Officers who have come off the conveyor belt,
have made it possible to see a Captain
Captain with 25, 30 or 35 years of age, in fact today’s ship owners
compare the captain to a cheap bottle of wine “Captains commanding ships must be young men”
On board ships and, specifically in the deck department, the metamorphosis
metamorphosis started when the first
additions of the radio communications devices arrived in the maritime sector and thus from night to
morning the rank of Radio Officer was obsolete. It was the end of the Morse language and the end of
all those who supported
ted Morse communication in radio coast stations around the world.
Today in the corner of the bridge we can see the GMDSS radio station as the official and mandatory
radio communication device.

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Seafarers, who went to the Naval Academy or to the Nautical Institute and paid to study (4 years), and
paid to be Radio Officer alongside their rank ticket as per the STCW were discharged. Today you can
see
ee most of them as Deck Rating, Deck Officers, Chief Officers and even Captains.
For the world’s army of Radio Officers over 50 years old, they unexpectedly experienced a change in
life’s circumstances. For them their lives changed 360 degrees,
degree and for all of them it was the worst
SOS they had heard in their career.
The funny thing is that those who created the new radio communication technology forgot to build a
robot to operate the GMDSS radio station. A solution was needed, so by unanimous decision of o the
maritime sector a new law was imposed forcing Deck Officers to retrain for a GMDSS certificate as
radio operator so that they could then be in charge of the GMDSS radio communications onboard.
The advent of new technology in the maritime sector, the the fever for reducing ranks on board and the
world’s crisis affected the maritime sector like leprosy. These events have led to the type of fleets we
now see navigating around the world.
Today technology, together with the modern world, requires us to bury the knowledge and experience
we have acquired and has led us back to prehistoric times.
The Ship Minimum Safe Manning Certificate started playing a major role in the maritime sector with
the following rank consequences:
Deck department:
Deck Officer: Some types of ships as per the Ship Minimum Safe Manning Certificate have the ranks
of Captain, Chief Mate, Second and Third Mate. Other types of ships have Captain, Chief Mate and
Second Mate ranks, others have only the Captain and Chief Mate rank,
rank, and even some only have a
Captain and one Deck Officer.
Of course I don’t need to explain to you how you feel when you experience the difference between
working on board a ship with all its ranks covered at 100% and when you work on board as a Chief
Matete or as a Captain of a ship which has been given a Ship Minimum Safe Manning Certificate
allowing only the Captain and Chief Mate’s rank to be covered.
Bosun: Some Ship Minimum Safe Manning Certificates allow for the bosun rank,
rank otherwise the hiring
of this rank is at ship owner’s discretion.
Store-man:
man: Obsolete (I was shocked when I arrived on board a diamond ship during my career and
found that the store-man rank was still active)
Deck Hand/ OS: This rank depends on the type of ship and the issued Ship Minimum Safe Manning
Certificate or at the ship owner’s discretion
Chief Cook, Cook, Cook’s Assistant: These ranks are maintained depending of the type of ship and the
issued Ship Minimum Safe Manning Certificate, but in reality most ships only have a Cook or they use
the good old formula AB + Cook = AB
The Cook´s ticket should be in compliance with the STCW Manila amendments and the MLC in force.
Mess Boy / Steward: These ranks are rarely seen except in the case of passenger ships and Ro-Ro
Ro pass
where the rank is still active. You can see onboard AB or OS also acting as Mess boy

Engine department:
Engineering officer: Some types of ships as per the Ship Minimum Safe Manning Certificate have the
rank of Chief Engineer, Second Engineer, Third and Fourth
Four Engineer.

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Other types of ships have Chief Engineer, Second Engineer and Third Engineer ranks. Some ships
only have Chief Engineer and Second Engineering ranks, and other types of ships only allow for a
Chief Engineer and Second Engineer ranks, and some even only allow for Chief Engineer and one
Motorman to deal with the entire engine department.
ETO / Electrician / Reefer technician: These ranks
ranks appear on a few ships as per the Ship Minimum
Safe Manning Certificate, but in most cases these ranks are obsolete.
Of course I don’t need to tell you that today the responsibilities and duties
duties of these ranks now rest on
the shoulders of the Chief Engineer
neer and Second Engineer. “Well done guys!”
Engineer’s Assistant: or Ayudante de Maquinas in Spanish. This rank is largely obsolete although some
are hired at the ship owner’s discretion.
Turner man: Obsolete. On most ships the lathe is lying old and unused.
Fitter: This person is hired at the ship owner’s discretion. Today having a fitter on board is a real
luxury.
Motorman/Oiler: This position exists on some types of ships as per the Ship
Ship Minimum Safe Manning
Certificate. However due to the existence of the UMS this rank has been reduced to near zero.
Wiper: This role is rarely seen in the Ship Minimum Safe Manning Certificate but can be on board at
the ship owner’s discretion.
When you analyze the metamorphosis imposed in the maritime sector I hope you agree with me that
the only clear result is that:
Seafarers on most ships suffer from work overload and with the advent of Quality Systems,
Conventions and codes; the seafarer is inundated
inundated with an unbelievable amount of paperwork which
doesn’t take the number of ranks on board into consideration. Reduced crew ships are known as ghost
ships by seafarers.
Before I continue, I would like to make it clear that everything written here in “Let’s talk about Safety”
is merely the opinion of the author after 30 years in the maritime sector. It is not the author’s intention
to disrespect, criticize or offend any person, organization or company.
A couple of years ago when my granddaughter was born I was talking to my son and I told him that I
wished to be there to support him and the family. My son said “Dad, don’t worry, everything here is
ok. We love you and take care of yourself there.”
This event made me realize yet again, the time I have spent far from my family and I felt so
embarrassed that I made the decision not to sail any more. I wasn’t there when my son was born and
because of my career by my calculations I have only had the chance to be with my son for 7 years out
of the 26 years of his life which means that for 19 years I have not been there for him.
“Now if you agree we can start talking about a seaman’s life and safety on board ships”

Personal experiences were taken into account when writing “Let’s Talk about Safety” in the hope
ho that
these experiences can be evaluated by seafarers so that they may draw their own conclusions.

Personal Experiences:

There are many occasions when the seafarer arrives on board a ship during the loading or discharging
operation only to have the off signers leave the ship after one or two hours.

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Comments:
Back in the good old days, normal ships did not experience unsafe hand overs

Normal Ships: Standard procedure was to have enough seafarers to ensure

ensure a good and safe operation

Abnormal ships: Do not exist

Deck department (In relation to several crew change methods) In the past
1.-II have experienced the situation where I have had a Bosun, three AB and one or two OS on board
with the Bosun and one AB leaving the ship a few hours after the new deck rating came on board.

This situation is not ideal but as there are Ratings and Deck
Deck Officers still on board who are familiar
with the ship they can assist new ratings to perform their tasks by explaining the operation to them
regarding the deck department.

I used to instruct the Chief Officer to be present during the deck rating hand over and verify that off-
off
signers had made a proper hand over report outlining all the work-a-rounds
rounds they had learned. I would
ensure that a shift did not have new deck ratings together.

2.-However, I have also experienced the situation where the Bosun, two two ABs, one OS plus the Chief
Officer and the 3rd Officer left the ship the day after new seafarers came on board the ship.

Whatever way you look at this situation, and I am sure you have had your own similar experiences, this
is a tough handover where the remaining Deck Ratings and Deck Officers must take care of the
situation on board and assist new Deck Ratings and Officers as best they can. In this situation the time
to carry out new deck staff safety familiarization and rank workplace familiarization is very short as the
ship has almost finished its cargo operation and must be ready for departure and everything must be
checked
ked and ready before the pilot comes on board and the ship leaves the port.

Engine department (In relation to

to several crew change methods) In the past

1.-I have had the situation on board where I have had three motormen en or oilers and one wiper on board
and one motorman and one wiper left le the ship the day after the new engineer rating came on board.
The above example is like the first Deck Ratings
atings examples where you can manage the crew change
keeping your ship safety by relying on your experiences of crew changes under your command.
command
I used to instruct the Chief Engineer
ngineer to be present or designate an Engineering ing officer to verify the
Engine Ratings hand over were duly carried out and information that didn’t appear in the equipment or
system manual had been sharedd with the new Engineering Ratings.
ngineer, and 3rd Engineer
2.-I have had a crew change where two motormen, one wiper plus the Chief Engineer,
left the ship within 24 hours of the new engineering staff coming on board.
These are examples of crew changes
changes where the personnel on board did their best to guarantee that new
seafarers were duly familiar with their responsibilities and duties before the ship left the port.

I am more than sure that people who have worked a life time in the marine sector have experienced
these circumstances several times
times and each have done their best to guarantee a safe and healthy voyage.

…….Let´s
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Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
All ship departments (senior officers / officers and the ratings through several crew change
methods) At Present.
Today these difficult situations have become the norm and those vessels with enough crew for a
successful handover are now considered abnormal.

Normal ships (Those which have had a Ship Minimum Safe Manning Certificate issued in order to
guarantee a safe ship operation with the minimum seafarers approved to do so. The certificate is issued
issu
under the provisions of regulation V/14 (2) of the international convection for the safety of life at sea
1974 as amended)
Abnormal Ships: Those with enough
e crew for a successful handover therefore a safe ship operation.
These ships do not experience the following difficulties.
I hope the meaning of the Ship Minimum Safe Manning Certificate is clearly understood.
understoo

When you command a ship with reduced crew then methods on board must change by 180 degrees.
Crew changeover methods are in continuing metamorphosis and sometimes you don’t have time to
hand over the rank.
You need to have experienced a reduced crew ship operation to believe how difficult things have
become and although I have tried and tried to explain the error of these practices, most find my
explanations hard to believe and easy to criticize.
I would like
ike to outline some of my own experiences of reduced crew ship command to make my point.

The ship I commanded was an excellent vessel built in Germany. It was a bulk carrier and like most
ships sailing around the world today was manned by a reduced crew. We were 8 crew members on
board covering the following positions: Captain / Chief Officer / Chief Engineer / (2) AB (1) AB
/Cook, (1) Motorman and (1) OS I sailed for 6 months on board experiencing several situations which I
would like to share with you.
The ship’s commercial operation areas were fixed through several charter parties in the north of Europe
(Ireland, UK, Holland, Belgium, Germany, Latvia, Estonia, Poland, and Denmark)

I had the opportunity

ortunity to complete 28 charter parties and called at 49 European ports during a 6 months
contract and the stress I experienced
experience in order to guarantee safe life at sea was indescribable.
List of ports called:
Antwerp (2 times), Bayonne (4 times), Belfast (3 times), Bilbao, Wismar (2 times), Dintelmond,
Dundalk (3 times), Ellesmere, Figueira da Foz, Flushing, Foynes (2 times), Ghent (4 times), Ipswich,
Cork, (2 times) Liverpool (2 times), Kiel Canal (3 times), Kings Lynn, Londonderry, Muuga, New
Haven, Randers, Riga, Rosslare (5 times), Swansea, Szczecin, Tilbury, Zeebgrugge, and Waterford

Perhaps indeed those experiences led me to write “Let’s talk about Safety on board the Ships”.
Ships

I signed on the ship when she had finished her planned ed dry dock (special 25 years); I still remember
arriving on board at 22:30 hrs LT. From the central
cen train station to the ship was about a 15 minute drive
It was explained that the Captain
aptain had left the ship two week earlier and therefore my position was
handed over to me by the Director
irector of the crew agency who was a captain in his day and supported me
100%
The crew agency Director,
irector, who was acting as ship owner’s representative explained that the ship’s
schedule was as follows: Shift hift the pier
p and commence the loading operation (bulk cargo) in the
morning with departure around 16:00
16: hrs LT destination Belgium.
When the crew agency Director
irector left
le the ship I had a meeting with the Chief Engineer
E and the Chief
Officer in order to acquire as much information as I could to help me understand the ship’s
ship operation
and at the same time start to familiarize myself with the ISM/SMS and the the ISP/SSP implemented on
board.
…….Let´s
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Safety…. Let´s Talk About Safety…….

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Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
The Chief Officer
fficer explained that during the maneuvering the Captain was alone in the wheelhouse with
the pilot because of the ship minimum safe manning certificate (crew reduced
reduced down to 8)
I worked through the night on the bridge until 02:00 hrs LT (the ( next day) in order to familiarize
myself with all nav. /radio equipment together with the bridge console equipment and the M E
command control then I spent another hour in my office organizing myself and checking all ship and
crew documents. I was exhausted after travelling half way around the world to get to the ship but there
was no time for rest if we were to adhere to the ship owner’s demanding schedule and since there was
virtually no handoverver I had to use my rest time to become familiar enough with the ship to ensure safe
life at sea and cope with a reduced crew.
After the crew had had breakfast I called for a safety meeting and introduced myself to them. them The ship
had had Deck and Engine Rating ating from the same country and Officers
Officer on occasion from the same
country or otherwise from different countries.
countr
At 08:30 hrs LT the main engine was ready. The Pilot came on board and the vessel pier change was
carried out without incident. (II was alone ini the wheelhouse as per normal practice on this ship) The
ship was un-berthed and berthed
berth inside the port area without a helmsman / Deck D Officer present. I
became the classic octopus, having to take control of the rudder (ship’s wheel), command the control of
the main engine, the bow thruster, the portable VHF HF radio communication with fore and aft stations,
stations all
at the same time.
Several times I had to run from the bridge console (ship’s wheel) to the bridge wing and vice versa in
order to join the pilot and see the clearance of the ship in relation to the piers or to verify a pilot order.
Is this safe?

During my 6 months contract on board the above mentioned vessel I faced the same scenario for each
ship maneuvering.

The Captain’s duties and responsibilities established in the ISM/SMS are not reflective of the real
ship’s maneuvers scenarios but it has to be said that they look pretty good on paper.
In this situation the Captain cannot expect any assistance during maneuvers when he doesn’t have
enough crew to support normal operations in a proper manner.
I´m sure everybody would say: “Captain! Why hy don’t you review your SMS and let the owner know
the situation you are experiencing on board and give a list of recommendations or changes to the SMS
which would solve the problem??” Or “Captain! Why don’t you write up a major non-conformance?”
non

Well I have no comment as we all know the answer to this academic question.
When you have been through these kinds of experiences you become a “Magic Captain” who has no
option but to put his trust in the pilots who themselves know the dangers of vessels with reduced crews
and do their best to support the Captain on the bridge during maneuvering.
On this vessel we covered the maneuvering stations with the following crew: fore-
fore Chief Officer with
two AB / aft- one AB, one Motorman
torman and the OS / engine room-
room the Chief Engineer.
ngineer.

The period of time the ship was in port was as follows: 10 or 12 hours / 24 hours / 48 hours and
sometimes between 72 and 90 hours.
The ship’s navigation time between ports was as follows:: 12 or 16 hours /24 hours / 36 hours
ho / 72
hours and sometimes 96 or 100 hours and of course when weather permitted.
…….Let´s
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Safety…. Let´s Talk About Safety…….

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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Where is the rest time in these situations? In order to adhere to increasingly demanding schedules no
crew member gets enough rest to be on top of their game at all times, however to keep both regulating
bodies and ship owners happy we need to make it look as though the the crew are healthy and happy.
I also experienced a couple of voyages
voyage with distances between ports of over 500 miles.
miles The authorities
have ruled that you cannot sail over 500 miles on a 6 x 6 routine and they believe that all ships abide by
this rule and drop the anchor at sea to get some rest. NO-ONE
NO ONE DOES THIS! No owner or charter party
will tolerate this practice. (The
he normal Captain
C and Chief Officer
fficer navigational watch system of 6 x 6
doesn’t work in these circumstances so what else can we do but write up a false rest and work hour
record)
I still remember one occasion when my Chief Officer and I, having worked for over 19 hours
continuously, (discharge and loading operation in the same port) were so tired that as soon as we left
the port we dropped anchor. To carry on would have been been unsafe for crew and vessel.
Well I don’t need to tell you what happened next, but suffice to say that I sent the individuals involved
to hell and asked the owner for my immediate release. We stretch ourselves as much as we can to suit
ship owner schedules, which is an unsafe practice but unless we want to be fired we must endure this
situation.
You really need to be a lethal ship operations weapon in order to keep all parties involved in the
operation of the vessel happy. Owners, Managers, Charterers, Receivers, and Brokers
B all push you to
the limit of your patience until you cannot hold back anymore.
In this type of vessel operating or being alongside at the weekend is avoided at all costs which means
that the weekends are reserved for sailing only.
The challenges you face in each commercial operation make it so that your shoulders
shou become a piece
of steel.
What is even more essential than the book of law you keep in your pocket is a good, professional and
motivated crew who will step forward for you and this can only be achieved
achieved if you become part of the
team and are seenen as an essential part of that team.
I have experienced a situation where we finished the discharging operation at noon and were informed
that the next cargo was ready (fixed). WeW stayed on working until the nextxt day (cleaning, washing and
drying cargo holds) in order to be ready for the cargo hold inspection the next morning. The phone
rang constantly with the classic question. “Captain
“Captain do you think that the ship will be ready tomorrow
morning? With the classic exclamation, “Captain we can´t lose this shipment” And the instruction…
“Captain
Captain makes sure your ship is in good condition with all cargo compartments in order to pass the
cargo survey” and then the emphasis, “Captain make sure all hatch covers andd rails are free of residues
from the previous cargo and cargo hold bilges are completely clean and dry”
It is amazing what professional and well trained seafarers can do and I hope you believe that in
scenarios like this words “rest” or “shore leave” do not exist.
I challenge you to draw your own conclusions
conclusion and try to imagine by how many hours seafarer’s work
is overloaded in scenarios like this.

Then after working through the night we must continue to prepare the ship for maneuvering at first
light and shift the pier. You hardly have time to go to the toilet.

Your ship is loaded in a few hours

ours and then you must prepare the ship for departure.

You command your ship and maneuver through various port locks, then when the pilot disembarks you
continue through the port exit channel facing heavy traffic (several ships arriving or departing
depart through
the ports areas) and most of these
ese maneuvers are carried out with almost zero visibility resulting
result in the
Captain having to stay on the bridge.

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
…….Let´s Safety…. Let´s Talk About Safety…….

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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Because we only have a Captain
aptain and Chief Officer, the navigational watch is 6 hour on duty x 6 hour
rest. Regardless of whether you have been working in port for 12 or 14 hours or not you must depart
and continue your duties and pretend that you are as fresh as a lettuce.

You become “Master on Command”

Command” of unsafe and dangerous ships.

The normal Royal Academy resolution to the problem would be to have the Captain issue a Major
Non-Conformance ce and stop the ship operation and
and the only corrective action that can be implemented
in order to close the Major Non-Conformance
Non imposed by the Captain is to have the owners or
Managers increase the number of seafarers
seafarer onboard.

Captains who have sailed on ships with reduced crew know all too well the consequences of following
normal procedures and issuing such a Major
Maj Non-Conformance:

The Captain
aptain is called bastard

The Captain
aptain is released in the next port without his prior knowledge, and a new Captain is
appointed who will agree to continue the ship operation

The Captain loses his job and has to deal with crew agency complaints

The Captain will then find it difficult to be employed on another ship.

I had another experience in Riga port where I hadha to shift the vessel inside the port more than 6 times in
36 hours in order to load fixed cargo (logs and timber). The distance between piersp was approximately
7 or 8 cables which meant that the main engine was used for all maneuvers.
When the loading operation was finished we departed immediately for UK ports via the Kiel Canal.
Remember that the last cargo took 4 hours to load and the pilot remained on board waiting for the
cargo operation to finish in order to assist us in the final Riga port departure maneuvering.

I still remember very well sharing

ing experiences with other Captains and explaining
ing my experiences and
on numerous occasions they replied,
replied “Nestor this is nothing compared to my last ship!”
ship!

Why do Captains on ships with reduced crew have to experience scenarios which generate a high risk
environment on board
ard where crew and vessel are at risk from incidents or accidents
accident because the crew is
continuously experiencing work overload?
overload

I don’t believe that what I have written here is rocket science. Captains
aptains know very well that today to
sail on a reduced crew ship is a really
real dangerous challenge and it is such a shame that we have been
ignored for so long and we can´t do anything about it. Having said that, it is certain, that if the Royal
Academy rules are followed then over o 20% of the global fleet would be put under detention detenti
immediately.
Someone told me that the ISM /ISPS and now the MLC were put in force in order to guarantee guarant that
only respectful people stay in business. My response was “You have an innocent mind when it comes
to the reality faced by seafarers and the scenarios
sc you think exist don’t
n’t even exist in a virtual world”
I also experienced long maneuverings while transiting channels with a lot of locks. I still remember
my time transiting the Kiel Canal when the Chief Officer and I had to stay on the bridge because the
transit was arranged without a helmsman service. The pilot came on board alone and agreed that the
Chief Officer and I could act as helmsman as the AB’s had been working for more than 18 hours
straight and I wanted to give them a few hours restrest to recharge their batteries before commencing the
canal maneuver. For those of you who have been through the Kiel Canal, you know that this can be a
long maneuver as you need to on occasion wait patiently for channel clearance because a large vessel is
transiting the lock,, and the crew must remain stand by in fore station.
station

…….Let´s
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Safety…. Let´s Talk About Safety…….

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Safety…. Let´s Talk About Safety…….

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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
In these situations how can Captains and seafarers fill out the crew work and rest hours form to comply
with the competent authorities. It is impossible to follow owner’s instructions and comply with the law.

Let’s pause here and make the following reflection:

Old seamenn know that in the old days it was compulsory to have the service of three Helmsmen in
order to transit the Kiel Canal safely. Helmsmen joined the ship at the lock along with the canal pilot.

This team (pilot-helmsmen) n) assists the crew to safely transit the canal and the Captain
C and officer on
duty are free to control and monitor the ship’s
ship transit and maneuver the ship safely through the locks.

With the advent of the economic crisis ship owners started to avoid transiting the Kiel Canal because of
the channel cost plus the extra cost of the helmsman service and directed their ships to call at Baltic
ports through the Skagen route in Denmark. This was one of the reasons that caused the authorities in
Kiel Canal to revise their obligatory rule of having the service of 3 Helmsmen en on board. This service
then became at the owner’s discretion and needless to say owners took full advantage of this and no
longer hired the services of the extra helmsmen. Thus from night to morning the safety of each ship
passing through Kiel Canal was put in jeopardy.
I had the opportunity to transit Kiel Canal before and after this change in requirements and the
difference in relation to safety between one period and the other was enormous.

The voices of all seamen who cried out against these dangerous practices went unheard and today
seamen have no option but to become part of this dangerous game. Money not safety is the guiding
authority.

As a professional seafarer with 30 years at sea underunder my belt I could fill 100 pages with my
experiences at sea which would show the gradual shift away from safety and I could list countless
international conventions and codes, regulations, resolutions and circular letters that have been
implemented in thee maritime sector which show that the systems at least are becoming more safe. The
problem here is that the systems in place do not reflect actual practices and the two are diverging at
ever increasing rates. Unfortunately abiding by regulations costs money
money and ship owners whose profits
are being squeezed cannot afford to abide by those regulations and the Captain and crew are caught in
the middle working long hours in unsafe conditions and falsifying work and rest hour forms to keep
both the rule makers andd the ship owners happy.

The experiences referred to are part of thousands

thousand and thousands of experiences
experience faced by seafarers
around the world.. Their stories remain in the shadows waiting to be heard so that the proper corrective
actions can be taken.

The difference between what I have chosen to call “Normal” ships and “Abnormal” ships becomes
even more marked when you add the ever increasing burden of paper work which must be filled out to
perpetuate the “Safe maritime sector” charade.

How can it be possible

ible to follow procedures, systems and check lists implemented and certified on
board and to fill out the respective forms when the ship already has a reduced crew and consequently
no time to get everything done. Crews need to double task just to get through
through the day never mind
adding a mountain of paperwork to the daily task list.
I have no need to comment further on this ridiculous practice as those who have experienced it will
know all too well how impossible the situation has become.

…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

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…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Captains and crew watch in amazement when officials come on board with their books in their hands
looking for any reason to impose a detention or write a list of deficiencies.
deficiencies. If only they knew the real
situation. Captains and crew are simply playing a game of “Tom and Jerry” or “Catch me if you can”

Has anyone thought about this?

Nobody knows the vessel better than the ship’s Captain and crew and their priority is for their own
safety. They will know, having been on board for just a couple of weeks, all the ships defects but they
must patiently wait for those deficiencies to be closed
cl out by the ship owner.
It is true to say that every ship is a Pandora’s Box the lid of which cannot be allowed to be opened and
it is the Captain’s duty to hide its contents so that the official is satisfied and the owner can continue to
make money from the vessel.

If all of the above seems like a drastic situation consider ships sailing between African ports. These
ships are even more unsafe as many of them sail without any certification at all.

I have to say that I was very lucky to have had these experiences without incident or accident on board
my ships.

When I finally made my decision to be with my family I had to face the reality that after 30 years at sea
a shore based job would be like going to the jungle for me. Suddenly I would be on the other side of
the table. I promised myself that I would not rest until I convince all those who work in the shore based
maritime sector of the importance of allowing the Captain and crew to follow the systems implemented
on board. This cann only be done by answering all deficiencies and requisitions issued by the crew and
by constantly analyzing and reviewing the quality systems on board without delay. It is essential that
systems start reflecting real experiences on board. This game of “Catch
“Catch me if you can” must stop in
order to make the maritime sector a safe place to work in again.
Since coming ashore I have developed my own ISM/SMS, ISPS/SSP and MLC manual. I have had the
satisfaction of having my systems approved, certified and audited
audited by the competent authorities and the
class societies which act on behalf of the Flag State. These systems are now implemented on board
vessels which are currently sailing. I brought all of my 30 years of experience to bear on these systems
and I am proud of my achievement but to be honest with you I have to declare that you can have the
best system in the world but this does not ensure that the crew is in a position to follow it. This makes
me feel sad and powerless. I am still in the same situation as I was on board except that I now work in
the office and once again need to ignore the Pandora’s Box in order to keep the ship running.

To conclude “Let’s talk about safety on board Ships” this is the question that I constantly ask
myself.

Who is wiping their hands like Pontius Pilate?

I would like to finish “Let talk about safety on board Ships” with the record of the countries and
ports visited during my career with the sole intention to encourage seafarers to keep safety in mind as
they sail around the world.

…….Let´s
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Safety…. Let´s Talk About Safety…….

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Safet Let´s Talk About Safety…….

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..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Records of Countries & Port visited during my career from: 1980 - 2010
Countries Ports
Algiers Alger
Germany Rostock, Kiel, Hamburg, Wismar
Barbados Bridgetown
Granada Saint George’s
Trinidad & Tobago Port Spain, Point Lisa’s
Puerto Rico San Juan
Mexico Vera Cruz, Tampico, Mazatlan
Venezuela Puerto Cabello, Cumana
Surinam Paramaribo
Canada Charlottetown, Halifax, Toronto, Montreal
United States Miami
Dominican Republic Santo Domingo
Panama Balboa, Canal de Panamá, Colon
Brasil Santos, Sao Francisco de sul
Chile Valparaíso
Namibia Luderitz, Walvis Bay
South África Cape Town, Durban, Richard Bay, Saldana Bay, Port Elizabeth
Spain Barcelona, Ceuta, Malaga, Santander, Bilbao, Valencia, Algeciras,
Cádiz, Vigo, Tenerife, Las Palmas
Portugal Lisboa, Barreiro, Setúbal, Leixoes, Figueira Da Foz
Argentina Rosario
Latvia Riga
Lebanon Beirut
Libia Trípoli
Jordán Aqaba
Angola Luanda
South Korea Pusan
Belgium Antwerp, Ghent, Zeebgrugge
Benín Cotonou
Malta Valleta
Bulgaria Varna, Burgas
Morrocco Casa Blanca,
Blanca Agadir
Cameroon Douala
Mozambique Beira
Holand Amsterdam, Euro port, Flushing, Rotterdam, Dintelmond
Nigeria Lagos, Port Harcourt
China Shanghai, Ningbo, Hong Kong
Colombia Barranquilla, Cartagena
Congo Pointe Noire
Democratic Congo Matadi
Phillipines Manila
Poland Gdansk, Gdynia, Szczecin,
Marfil Coast Abidjan
Cyprus Limassol
Denmark Kalundborg Randers
Kalundborg,
Rumania Constanta
Egypt Alexandria, Sues Canal, Port side, Damietta, Abuzinema
Russia Novorossiysk, Saint Petersburg

…….Let´s
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Safety…. Let´s Talk About Safety…….

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…….Let´s Talk About Safety.... Let´s
´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…….

…..….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety.... Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety………

..…….Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety………..
Records of Countries & Port visited during my career from: 1980 - 2010
Countries Ports
Djibouti Djibouti
Senegal Dakar
Seychelles Republic Port Victoria
Singapore Singapore
Estonia Muuga
France Brest, Dunkerque, Le Havre, Rouen, Bayonne
Ghana Tema
Greece Piraeus, Milo, Greta, Elesina bay
Sweeden Gotthenburg,
Thailand Bangkok
Guinea Conakry
Guinea-Bissau Bissau
Turkey Istanbul,
Ukraine Odesa
United Arab Emirates Dubai, Al Quwain
India Bombay, Kandla
United Kingdom Belfast, Felixstowe, Greenock, Harwich, Hull, Ipswich,
Liverpool, London, North Shields, Tilbury, Warren point,
Londonderry, Newhaven, Ellesmere, Swansea, Kings Lynn
Iran Bandar Abbas
Ireland Dublin, Rosslare, Waterford, Cork, Foynes, Dundalk, Green North,
Killybeg
Italy Genova, Augusta, Siracusa
Japan Tokyo, Yokohama, Osaka, Kobe
Vietnam Hanoi
Yemen Hodeidah
Togo Lome
Sudan Port Sudan
Pakistan Karachi
Norway Holla
Kuwait Kuwait
Saudi Arabia Jiddah, Dammam
Cuba Habana, Mariel, Matanzas, Nuevita, Antillas, Puerto Padre,
Santiago de Cuba, Manzanillo, Júcaro, Palo Alto, Casilda,
Cienfuegos
Total Countries Total Port
86 176

Let´s Talk about Safety on board Ships

Let´s Talk About Safety.... Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety…. Let´s Talk About Safety….
…….Let´s Safety…. Let´s Talk About Safety…….

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My School vessels from the Naval Academy of the Republic of Cuba, I sailed in these ships as midshipman

School vessel VIETNAM HEROICO / CARGO/PASSENGER SHIP Gross tonnage 7552 tons DWT 4911 tons
Year of build1957 Builder SMIT P - ROTTERDAM, NETHERLANDS Last known Former names PRINS
DER NEDERLANDEN until 1973 Dec 31

School vessel XX ANIVERSARIO /CARGO/PASSENGER/REFEER

/ SHIP Gross tonnage 7214 Net tons 3818
tons DWT 5530 tons LOA 131.60 m B 17.27 m D 9.22 m Draft 6.92 m Year of build1957
buil Builder N. V.
Scheepswerven Gebroeders Pot; Owners K. N. S. M. (Koninklijke Nederlandsche Stoomboot
Maatschappij N. V.) Last known Former names ORANJE NASSAU; (Holland) until 1973

School vessel JOSE MARTI /CARGO/SCHOOL SHIP IMO 7520188 Call Sing CLDO Gross tonnage 12170
DWT 13021 tons LOA 149.10 m B 20.90 m D 9.02 m Year of build1977 Builder Helsingors Vaerft, Elsinore,
Denmark

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Group of Vessels that I worked from 1981 until 1990 as Mess boy, Ordinary
rdinary Seaman, AB, Store man, Bosun
and Third and Second officer during
ng my time in the Cuban fleet, MAMBISA Company

MV MAFO /GENERAL/REFEER
GENERAL/REFEER CARGO SHIP IMO 6607111 Gross tonnage 9390 DWT 13100 tons LOA
156.90 m B 19.70 m D 9.02 m Year of build1966 Builder Cadiz shipyard, Spain.

MV GUISA /GENERAL/REFEER
GENERAL/REFEER CARGO SHIP IMO 6520703 Gross tonnage 9390 DWT 13000 tons LOA
156.90 m B 19.70 m D 9.02 m Year of build1965 Builder Sestao shipyard, Spain.

MV CAMILO CIENFUEGOS /GENERAL CARGO SHIP IMO5415286 IMO Gross tonnage 9732 DWT 11581 tons
LOA 153.90 m B 19.40 m Year of build1962 Builder Gdansk Lenina
ina shipyard, Poland.

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MV FRANK PAIS /CONTAINER SHIP IMO7122807 Gross tonnage 11072 DWT 16780 tons LOA 153.90 m
B 19.40 m Year of build1972 Builder Flensburger Schiffsbau shipyard, Flensburg, Germany, Former Names:
1972 RENATE JACOB / 1974 NATEATE

MV 30 DE NOVIEMBRE /GENERAL CARGO/CONTAINER

CARGO SHIP IMO7735159 Gross tonnage 12030 DWT
13450 tons LOA 162.50 m B 22.20 m Year of build1978 Builder Kherson shipyard, Ukraine,
Ukraine U. R. S. S

MV PALMA MOCHA /GENERAL CARGO SHIP IMO7602364 Gross tonnage 9155 DWT 14854 tons LOA
149.33 m B 19.26 m D 12.40 m Draft 8.96 Year of build1978 Builder Bazan shipyard, El Ferror, Spain.

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MV BAHIA DE LA HABANA /GENERAL CARGO SHIP IMO8311429 Gross tonnage 10572 DWT 16248
tons LOA 148.72 m B 22.05 m D 12.81 m Draft 9.39 m Year of build1986 Builder IZAR SEVILLA shipyard,
Spain, Owners Naviera S. Castellana A. who leased with option to purchase to MAMBISA Company

MV OHIGGINS /GENERAL CARGO SHIP IMO7512478 Gross tonnage 9244 DWT 14763 tons Year of
build1977 Builder HELSINGOR SKIBSVAERFT & MASKINBYGGERI HELSINGOR shipyard, Denmark

MV BATALLA DE SANTA CLARA /REEFER SHIP IMO7420766 Gross tonnage 1327 DWT 1582 tons Year
of build1975 Builder RAUMA REPOLA UUSIKAUPUNKI shipyard, Finland

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MV ANTONIO MACEO /BULK BULK CARRIER SHIP IMO8006270 Gross tonnage 15325 tons DWT 25401 tons
LOA 185.17 m B 23 m Draft 10.23 m Year of build1981 Builder Varna shipyard, Bulgaria

Let´s Talk about Safety on board Ships

The information contained in this book “Let’s talk about Safety on board the Ships”
Ships chapter I, II and in the
conclusion is supplied on the understanding that it is the exclusive property of Captain Nestor Negrin Marquez.
It must not be used or reproduced in whole or in part without the agreement or permission from Captain Nestor
Negrin Marquez in writing to do so.

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