Universidad Marítima Internacional de Panamá

Facultad de Ciencias Náuticas

Escuela de Maquinaria Naval

Cadete:

BATISTA YORMAN

8-946-339

Grupo:

III Año Máquina Bravo

Profesor:

Martin Batista

Asignatura:

Teoría del Buque

9 de agosto de 2019
 SOLAS
The main objective of the SOLAS Convention is to establish minimum
standards for the construction, equipment and use of ships, compatible
with their safety. Flag States are responsible for ensuring that ships
flying their flag comply with the provisions of the Convention, which
prescribes the issuance of a series of certificates as proof that this has
been done.
Chapter I - General provisions
This chapter contains rules that refer to the recognition of the various types of vessels
and the issuance of documents proving that the ship complies with the requirements of
the Convention. This chapter also includes provisions for the supervision of ships in
ports of other Contracting Governments.
Chapter II-1 - Construction - Compartmentalisation and stability, installations of
machines and electrical installations
The subdivision of passenger ships into watertight compartments must be designed so
that after the alleged damage to the ship's hull it remains afloat and in a stable position.
Requirements are also laid down concerning the integrity of the tightness and the layout
of the bilge circuit for passenger ships, as well as stability requirements for passenger
and cargo ships.
Chapter II-2 - Prevention, detection and extinction of fires
This chapter contains detailed provisions for fire safety applicable to all ships, including
specific measures in relation to passenger ships, cargo ships and tankers.
Chapter III - Lifesaving devices and means
This chapter contains provisions for lifesaving devices and means, including
requirements for lifeboats, rescue boats and lifejackets depending on the type of vessel
Chapter IV - Radiocommunications
This chapter incorporates the Global Maritime Distress and Safety System (GMDSS).
All passenger and cargo ships with a gross tonnage of 300 or more dedicated to
international travel must carry equipment intended to improve the chances of rescue
after an accident, including satellite emergency position-indicating radiobeacons
(EPIRBs) and transponders. of search and rescue (RESAR) used for the location of
ships or survival craft.
Chapter V - Safety in navigation
Chapter V lists certain navigation safety services that must be provided by Contracting
Governments, and contains provisions of an operational nature applicable in general to
all ships engaged in all types of voyages.
Chapter VI - Transport of loads
This chapter deals with all types of cargoes (except liquids and bulk gases) "which, due
to the particular risks they entail for ships and people on board, may require special
precautions".
Chapter VII - Transport of dangerous goods
In this chapter, the rules are listed in three parts:
Part A - Transport of dangerous goods in packages.
Part A-1 - Transport of solid dangerous goods in bulk
Part B establishes requirements for the construction and equipment of vessels
transporting hazardous liquid chemical products in bulk and provides that chemical
tankers shall comply with the provisions of the International Bulk Chemical Code (IBC
Code).
Part C establishes requirements for the construction and equipment of vessels that
transport liquefied gases in bulk and establishes that gas carriers will comply with the
provisions of the International Code of Gas Companies (CIG Code).
Part D establishes special requirements for the transport of irradiated nuclear fuel,
plutonium and high-level waste in packages on board ships
Chapter VIII - Nuclear ships
This chapter establishes basic requirements on nuclear-powered vessels and refers, in
particular, to radiological risks.
Chapter IX - Management of the safety of ships
This chapter confers mandatory character to the International Safety Management Code
(ISM Code), which provides that the shipowner or any other person who has assumed
responsibility for the ship must establish a safety management system (the company").
Chapter X - Security measures applied to high-speed craft
In this chapter the International Safety Code for high-speed craft (Code NGV) is
mandatory. 
Chapter XI-1 - Special measures to increase maritime safety
This chapter clarifies the requirements regarding the authorization of recognized
organizations (responsible for carrying out surveys and inspections on behalf of the
Administrations); the improved recognitions; the system of assigning an IMO number to
vessels for identification; and port State oversight of operational requirements.
Chapter XI-2 - Special measures to increase maritime security
Regulation XI-2/3 of this chapter enshrines the application of the International Code for
the Protection of Ships and Port Facilities (ISPS Code).
Chapter XII - Safety measures applicable to bulk carriers
This chapter establishes structural requirements applicable to bulk carriers of 150 m in
length or more

MARPOL
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 to have double hulls and brought in a phase-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.

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 the criteria in the Appendix of Annex III.

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.
  
Annex 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 is
the complete ban imposed on the disposal into the sea of all forms of plastics.
 
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 emissions of ozone depleting substances; designated emission
control areas set more stringent standards for Sox, NOx and particulate matter.  A
chapter adopted in 2011 covers mandatory technical and operational energy efficiency
measures aimed at reducing greenhouse gas emissions from ships. 

STCW
Port State control
The revised Chapter I includes enhanced procedures concerning the exercise of port
State to allow intervention in the case of deficiencies deemed to pose a danger to
persons, property or the environment (regulation I/4).
Chapter II: Master and deck department
The Chapter was revised and updated.

Chapter III: Engine department

The Chapter was revised and updated.

Chapter IV: Radiocommunication and radio personnel

The Chapter was revised and updated.

Chapter V: Special training requirements for personnel on certain types of ships 

Special requirements were introduced concerning the training and qualifications of
personnel on board ro-ro passenger ships. Previously the only special requirements in
the Convention concerned crews on tankers. This change was made in response to
proposals made by the Panel of Experts set up to look into ro-ro safety following the
capsize and sinking of the ferry Estonia in September 1994.

Chapter VI: Emergency, occupational safety, medical care and survival functions
The Chapter incorporates the previous Chapter VI: Proficiency in survival craft and
includes mandatory minimum requirements for familiarization, basic safety training and
instruction for all seafarers; mandatory minimum requirements for the issue of
certificates of proficiency in survival craft, rescue boats and fast rescue boats;
mandatory minimum requirements for training in advanced firefighting; and mandatory
minimum requirements relating to medical first aid and medical care.

Chapter VII: Alternative certification 

Regulations regarding alternative certification (also known as the functional approach)
are included in a new Chapter VII. This involves enabling crews to gain training and
certification in various departments of seafaring rather than being confined to one
branch (such as deck or engine room) for their entire career.Although it is a relatively
new concept, the 1995 Conference was anxious not to prevent its development.

Chapter VIII: Watchkeeping

Measures were introduced for watchkeeping personnel to prevent fatigue.
Administrations are required to establish and enforce rest periods for watchkeeping
personnel and to ensure that watch systems are so arranged that the efficiency of
watchkeeping personnel is not impaired by fatigue.

The STCW Code

The regulations contained in the Convention are supported by sections in the STCW
Code. Generally speaking, the Convention contains basic requirements which are then
enlarged upon and explained in the Code.

Part A of the Code is mandatory. The minimum standards of competence required for
seagoing personnel are given in detail in a series of tables. Chapter II of the Code, for
example, deals with standards regarding the master and deck department.

Part B of the Code contains recommended guidance which is intended to help Parties
implement the Convention. The measures suggested are not mandatory and the
examples given are only intended to illustrate how certain Convention requirements
may be complied with. However, the recommendations in general represent an
approach that has been harmonized by discussions within IMO and consultation with
other international organizations.

ISM
International Management of Ship Safety and Pollution Prevention, abbreviated as IGS
Code
The Code comprises 13 articles. All of them are listed below, with a brief description of
their contents:
Generalities Where certain concepts such as Company and Administration are defined.
The objectives of the Code and its application are stipulated.
Principles on Safety and Protection of the Environment. It provides that the
company will establish principles on safety and environmental protection to achieve the
objectives of the Code, ensuring that they are applied and maintained, both on board
and on land.
Responsibility and Authority of the Company. Indicates procedure in case the entity
responsible for the operation of the vessel is not the owner.
Designated Persons The company will designate one or several people on the ground
to supervise operational aspects of the vessel and ensure that resources and ground
support are enabled.
Responsibility and Authority of the Captain. The company will state that it is up to
the Captain to make the decisions that are necessary in relation to safety and pollution
prevention.
Resources and Personnel The company will ensure that the vessels are manned
by qualified and qualified seafarers, instructing new personnel, instructing personnel
about the Safety Management System (SGS) in the language they understand and
ensuring that ship personnel can communicate with each other. effective way. The SGS
is a structured and document-based system that allows the company's personnel to
effectively implement the principles of safety and environmental protection of the
company.
Preparation of plans for on-board operations. The company will adopt procedures
for the preparation of the plans applicable to the most important operations carried out
on board.
Preparation for emergencies. The company will establish exercise programs and
practices to act in emergencies, determining possible emergency situations on board to
face them.
Reports and Analysis of cases of non-compliance, accidents and potentially
dangerous occurrences. Procedures will be included to inform the company of cases
of non-compliance, accidents and potentially dangerous situations.
Ship and equipment maintenance. The company will adopt procedures to ensure that
the maintenance of the ship is carried out in accordance with the corresponding
regulations, ensuring periodic inspections, adopting corrective measures, keeping the
files of said activities and adopting procedures to find out what are the elements of the
equipment and the technical systems that they can create dangerous situations.
Documentation. The company will adopt procedures to control the documentation and
data related to the SMS, ensuring its update, revision and elimination.
Verification by the company, examination and evaluation. The company will carry
out internal audits to verify that the activities conform to the SMS, evaluating their
effectiveness and taking measures to correct the deficiencies observed.
Certification, verification and control. The vessel must be used by a company to
which the Demonstration Document of Compliance (DC) applicable to said vessel has
been issued, and this document is issued by the Administration (understood as the Flag
State), an organization recognized by the Administration and acting in your name or the
government of the country in which the company has chosen to establish itself. A copy
of it must be kept on board. The Administration or the organizations recognized by it,
will issue to the ships a certificate called Security Management Certificate (CGS), which
must verify periodically that the approved SGS of the vessel is operating properly.
ISPS
International Ship & Port Facility Security Code – ISPS)
RISK EVALUATION:
It refers to an analysis of the vulnerability of the port facility, identifying
Its weaknesses in physical security, structural integrity, systems of protections,
procedures, communications systems, transport infrastructure, utilities and other areas
within the port that may be a likely target of unlawful acts against their safety.
PROTECTION PLAN FOR THE PORT INSTALLATION:
A plan developed to ensure the application of measures to protect the port facility and
ships, persons, cargo, transport units and stores of ships in the port facility from the
risks of an event affecting the maritime protection.
OFFICIAL PROTECTION OF THE PORT INSTALLATION:
The person designated to assume responsibility for the preparation, implementation,
review and updating of the port facility protection plan, and for coordination with the
ships' protection officers and those of the companies for maritime protection.
Tel: 01 (622) 22 52250 Email: sgproteccion@puertodeguaymas.com.mx
RESPONSIBILITY OF THE PORTS AND TERMINALS
• Each Government has to ensure the Evaluation of the Protection of
Port Facility consisting of a risk analysis.
• Derived from this analysis, a Protection Officer of the
Port Facility and the Security Plan.
• The Plan must indicate:
 Operational and physical protection measures (protection level 1)
 Additional measures or their intensification (level of protection 2)
 Possible preparatory actions, to allow a rapid response to the instructions in special
contingency cases (protection level 3).
• The Protection Officer and the protection personnel of the port facility must have
knowledge and have received adequate training.
• To ensure the effective implementation of the Plan, exercises will be carried out at
appropriate intervals.
RESPONSIBILITIES OF CONTRACTING GOVERNMENTS
• Determine in which ports and port terminals located within its territory, it must be
assigned to a Port Facility Security Officer.
• Ensure the realization and approval of the Protection Assessment of the
Port Facilities, the Port Facilities Protection Plan and any amendments; Y
• Exercise command and control of the measures that must be fulfilled and
communicate information to the IMO
Contracting governments to meet their protection duties may establish "Designated
Authorities" and may also allow Recognized Protection Organizations to carry out
certain tasks with respect to port facilities, although the responsibility will always be with
the Administration of the Government.
Contractor.
Submanagement of Port Protection. Port Area, Free Zone, Col. Punta Arena, C.P.
85430, Guaymas, Son.
Tel: 01 (622) 22 52250 Email: sgproteccion@puertodeguaymas.com.mx
DESIGNATED AUTHORITY:
Organization or Administration of the Contracting Government, responsible for the
implementation of the provisions of the Code, relating to the protection of port facilities
and the ship - port interface from the point of view of the port facility.
RECOGNIZED PROTECTION ORGANIZATION:
Organization duly specialized in protection matters and with adequate knowledge of the
operations of ships and ports, authorized to carry out, on behalf of the Administration,
the activities of evaluation, verification, approval or certification prescribed in part "A" of
the ISPS code.
FUNCTIONS AND RESPONSIBILITIES:
The General Directorate of Ports in its character of "Designated Authority" will
implement the following measures.
1. Determine levels of protection that will correspond to:
Level 1 low risk Risk Situation
 Level 2 medium risk
Level 3 high risk