IMO

What is the purpose of the International maritime Organization?

As a specialized agency of the United Nations, IMO is the global standard-setting

authority for the safety, security and environmental performance of international
shipping.

What are the 4 pillars of IMO?

International maritime law stands on four strong pillars, namely Law of Sovereignty of
Nations, Law of Freedom of the High seas, Law of Freedom of Contract and Legal
Personality of a Ship. Each country is sovereign within is own political boundries, in
which its laws apply.

How many countries are member of IMO?

174 Member States

What is the most important international maritime law?

With one of the industry's main concerns being the safety of crew and personnel on
board vessels, SOLAS – Safety of Life at Sea – is generally regarded as the most
important of all international Conventions.

Why was the International Maritime Organization started?

International Maritime Organization (IMO),

formerly (1948–82) Inter-governmental Maritime Consultative
Organization, United Nations (UN) specialized agency created to
develop international treaties and other mechanisms on maritime
safety; to discourage discriminatory and restrictive practices
in international trade and unfair practices by shipping concerns; and
to reduce maritime pollution. The IMO has also been involved in
maritime-related liability and compensation cases. Headquartered
in London, the IMO was created by a convention adopted at the UN
Maritime Conference in 1948. The convention came into force on
March 17, 1958, after it was ratified by 21 countries—seven of which
were required to have at least one million gross tons of shipping. Its
current name was adopted in 1982.
The IMO has more than 170 members and is headed by a secretary-
general, who serves a four-year term and oversees a Secretariat staff of
approximately 300—one of the smallest UN agency staffs. All
members are represented in the Assembly, the IMO’s primary policy-
making body, which meets once every two years. The Council,
consisting of 40 members, meets twice annually and is responsible for
governing the organization between Assembly sessions. Membership
on the Council is divided among three groups: (1) the 8 countries with
the “largest interest” in providing international shipping services; (2)
the 8 countries with the largest interest in providing international
seaborne trade; and (3) 16 countries with a “special interest” in
maritime transport, selected to ensure equitable geographic
representation. Safety proposals are submitted to the Assembly by the
Maritime Safety Committee, which meets annually. There are a
number of other committees and subcommittees dealing with specific
issues, such as the environment, legal issues, the transport of
dangerous goods, radio communications, fire protection, ship design
and equipment, lifesaving appliances, and cargoes and containers. The
IMO’s Global Maritime Distress and Safety System,
an integrated communications system using satellites and terrestrial
radio communications to provide aid to ships in distress even in cases
where the crew is unable to send a manual distress signal, was
established in 1992 and became fully operational in 1999.

In the first decade of the 21st century, the IMO adopted several new
conventions related to the maritime environment, including one
prohibiting the use of harmful chemicals in antifouling systems
(2001), which prevent the accumulation of barnacles and other marine
growth on ship hulls, and another aimed at ballast-water management
(2004). Following the Sept. 11, 2001, attacks, in the United States, the
IMO increased its efforts in the area of maritime security. In 2002 it
adopted several amendments to the International Convention for the
Safety of Life at Sea, deemed the most important international
maritime-safety treaty, and in 2004 it enforced a new international
shipping security regime. In the following year the
IMO amended the Convention for the Suppression of Unlawful Acts
Against the Safety of Maritime Navigation by enhancing the boarding
and extradition rights of member states.
What are the benefits of international maritime standards and national maritime
legislations?

IMO has encouraged and facilitated the adoption of the highest practicable

standards in matters concerning maritime safety and security, efficiency of
navigation and prevention and control of marine pollution from ships to promote
its objectives.

SOLAS
The International Convention for the Safety of Life at Sea (SOLAS) is an international
maritime treaty that sets minimum safety standards in the construction, equipment and
operation of merchant ships. ... The current version of SOLAS is the 1974 version, known as
SOLAS 1974, which came into force on 25 May 1980.

What is the purpose of Solas?

The main objective of the SOLAS Convention is to specify minimum standards for
the construction, equipment and operation of ships, compatible with their safety.

What are the 14 chapters of Solas?

Adoption: 1 November 1974; Entry into force: 25 May

1980

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 first version was adopted in 1914, in response
to the Titanic disaster, 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 force
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 to as SOLAS, 1974, as amended.

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
setting out general obligations, amendment procedure and so on,
followed by an Annex divided into 14 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

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 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 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 under various
emergency conditions.

 "Goal-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 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 collapse,
resulting in flooding or loss of watertight 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 purposes; ready availability of fire-
extinguishing appliances; minimization of the possibility of ignition of
flammable cargo vapour.

Chapter III - Life-saving appliances and arrangements

The Chapter includes requirements for life-saving appliances and

arrangements, including requirements for life boats, rescue boats and
life jackets according to type of ship. The International Life-Saving
Appliance (LSA) Code gives specific technical requirements for LSAs
and is mandatory under Regulation 34, which states that all 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 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 radiocommunication services as well as ship
requirements for carriage of radiocommunications 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 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 engaged on international voyages.

The subjects covered include the maintenance of meteorological

services for ships; the ice patrol service; routeing 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 those 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 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.

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

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 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-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 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 management system to be
established by the shipowner or any person who has assumed
responsibility for the ship (the "Company").
Chapter X - Safety measures for high-speed craft

The Chapter makes mandatory the International Code of Safety for

High-Speed Craft (HSC 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; 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 confirms 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 all ships to be provided with a ship security

alert system. ,Regulation XI-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 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, restriction of
operations including movement within the port, or expulsion of a ship
from port), and the specific responsibility of Companies.

Chapter XII - Additional safety measures for bulk carriers

The Chapter includes structural requirements for bulk carriers over

150 metres in length.

Chapter XIII - Verification of compliance 

Makes mandatory from 1 January 2016 the IMO Member State Audit
Scheme. 

Chapter XIV - Safety measures for ships operating in polar waters

The chapter makes mandatory, from 1 January 2017, the Introduction

and part I-A of the International Code for Ships Operating in Polar
Waters (the Polar Code).

What does Solas mean in shipping?

The international Convention for the Safety of Life at Sea (SOLAS) in an
international maritime treaty implemented by the International Maritime Organization
(IMO), requiring Signatory flag states to ensure that ships flagged by them comply with
minimum safety standards in construction, equipment and operation

What vessels are subject to Solas?

A SOLAS ship (as defined in Maritime Rule Part 21) is any ship to which the
International Convention for the Safety of Life at Sea 1974 applies; namely:
 a passenger ship engaged on an international voyage, or.
 a non-passenger ship of 500 tons gross tonnage or more engaged on an international
voyage
A number of amendments to SOLAS, MARPOL and
the 1988 Load Lines Protocol entered into force or
took effect from 1 January 2014.

 Amendments to SOLAS, MARPOL and the Load Lines protocol entered into force on
1 January 2014
A number of amendments to the International Convention for the Safety of Life at Sea
(SOLAS), the International Convention for the Prevention of Pollution from Ships
(MARPOL)  and the 1988 Load Lines Protocol  entered into force or took effect from 1
January 2014. 
 ----
The amendments cover passenger ship safety (in relation to safe return to port after a
flooding casualty); the testing of free-fall lifeboats; minimum safe manning levels; 
prohibition of blending onboard; the revised MARPOL Annex III; the United States
Caribbean Sea Emission Control Area; and the Winter Seasonal Zone off the southern
tip of Africa.
 
2012 May SOLAS amendments
The SOLAS amendments which entered into force on 1 January 2014 include the
following:
 
- amendment to SOLAS regulation II-1/8-1, to introduce a mandatory requirement for
new passenger ships for either onboard stability computers or shore-based support, for
the purpose of providing operational information to the Master for safe return to port
after a flooding casualty;
 
- amendment to SOLAS regulation III/20.11.2 regarding the testing of free-fall lifeboats,
to require that the operational testing of free-fall lifeboat release systems shall be
performed either by free-fall launch with only the operating crew on board or by a
simulated launching;
 
- amendment to SOLAS chapter V to add a new regulation V/14 on ships' manning, to
require Administrations, for every ship, to establish appropriate minimum safe manning
levels following a transparent procedure, taking into account the guidance adopted by
IMO (Assembly resolution A.1047(27) on Principles of minimum safe manning); and
issue an appropriate minimum safe manning document or equivalent as evidence of the
minimum safe manning considered necessary;
 
- amendment to SOLAS chapter VI to add a new regulation VI/5-2, to prohibit the
blending of bulk liquid cargoes during the sea voyage and to prohibit production
processes on board ships;
 
- amendment to SOLAS chapter VII to replace regulation 4 on documents, covering
transport information relating to the carriage of dangerous goods in packaged form and
the container/vehicle packing certificate; and
 
- amendment to SOLAS regulation XI-1/2 on enhanced surveys, to make mandatory the
International Code on the Enhanced Programme of Inspections during Surveys of Bulk
Carriers and Oil Tankers, 2011 (2011 ESP Code, resolution A.1049(27)).
 
2010 October MARPOL amendments
The amendments which entered into force on 1 January 2014 include a revised
MARPOL Annex III Regulations for the prevention of pollution by harmful substances
carried by sea in packaged form, to include changes to the Annex to coincide with the
next update of the mandatory International Maritime Dangerous Goods (IMDG) Code,
specifying that goods should be shipped in accordance with relevant provisions.
 
United States Caribbean ECA now effective
The United States Caribbean Sea Emission Control Area (SOx, NOx and PM) came into
effect, under MARPOL Annex VI, on 1 January 2014, bringing in stricter controls on
emissions of sulphur oxide (SOx), nitrogen oxide (NOx) and particulate matter for ships
trading in certain waters adjacent to the coasts of Puerto Rico and the United States
Virgin Islands.
 
The ECA was designated under MARPOL amendments adopted in July 2011. There
are now four designated ECAs in effect globally: the United States Caribbean Sea ECA
and the North American ECA; and the sulphur oxide ECAs in the Baltic Sea area and
the North Sea area. 

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.

What is MARPOL and Solas?

Just like SOLAS, which regulates the shipping industry to follow minimum standards to
safeguard life at sea, MARPOL is another important convention which safeguards
the marine environment against ship pollution. MAPOL and SOLAS are considered
to be two effective safety and environmental protection tools of IMO.

Why is MARPOL important?

Marpol is an important marine convention that deals with marine pollution. One of
the problems with marine pollution is that vast areas of the oceans are not under control
of any one country. ... Annex I – for the Prevention of Pollution by Oil *Covers areas
such as oil spills, double hulls made mandatory for oil tankers.
How is Marpol enforced?
How is Marpol enforced?
How are MARPOL Regulations enforced? Each participating country adopts the
MARPOL Regulations as part of their national laws. Each country has a law
enforcement agency that can arrest and detain MARPOL Regulation violators, if
appropriate.

What are the four sources of marine pollution MARPOL?

The annexes covers a wide range of potential marine pollution sources, ranging
from ship-generated fuel oil residues, bilge water, sewage and air pollution to
cargo residues such as ballast water oil, wash water chemicals and dry cargo
residue. In addition, Marpol includes a Code for ships operating in Polar Waters.

Why is MARPOL a special area?

Special areas means sea area where for recognized technical reasons in relation to
its oceanographical and ecological condition and to the particular character of its
traffic the adoption of special mandatory methods for the prevention of sea pollution by
oil/NLS/garbage is required

What is Marpol annex???

MARPOL includes technical annexes:

 Annex I: Regulations for the prevention of pollution by oil

 Annex II: Regulations for the control of pollution by noxious liquid substances in bulk
 Annex III: Regulations for the prevention of pollution by harmful substances carried by sea in
packaged form
 Annex IV: Regulations for the prevention of pollution by sewage from ships
 Annex V: Regulations for the prevention of pollution by garbage from ships
 Annex VI: Regulations for the prevention of air pollution from ships
 Annex VII – Regulation for the prevention of pollution by Ballast Water form ships.
 Annex VIII – Regulation for the prevention of pollution by Toxic Paints from ships.

Which vessels does Marpol apply to?

It applies to: all ships with the flag of a State member of the Convention, or that
operate within its jurisdiction. vessels of any type, operating in the marine environment
including hydrofoil boats, air-cushion vehicles, submersible, floating craft and fixed or
floating platforms.
 What is difference between code and convention?
The essential difference between Code and Convention is that the former becomes
Mandatory for Contracting Parties when it enters into force. Convention is an
agreed set of rules on a particular matter. ... A code on the other hand is normally
recommendatory unless it is made mandatory under the provision of the convention

What are the 4 pillars of IMO?

International maritime law stands on four strong pillars, namely Law of Sovereignty of
Nations, Law of Freedom of the High seas, Law of Freedom of Contract and Legal
Personality of a Ship. Each country is sovereign within is own political boundries, in
which its laws apply

What are the special areas in Marpol?

Special areas under MARPOL Annex 1:

 The Mediterranean Sea.
 Baltic Sea.
 The Black Sea.
 The Red Sea.
 “Gulfs” area.
 The Gulf of Aden.
 Antarctic sea.
 North West European waters.

What does ECA mean in shipping?

Emission Control Areas (ECAs) designated under regulation 13 of MARPOL Annex VI
(NOx emission control)

Where are the ECA zones?

ECAs are located along the coasts on a distance that can reach 200 nautic miles, or are
defined on a particular geographical area. The current ECA are located in Northern
Europe, along with the American coasts (including American Islands and Territories),
and in the estuaries of the great Chinese rivers.
What is US ECA?
Impact of North American Emission Control Area (ECA) on the U.S and the Shipping
Industry. ... The North America ECA covers waters adjacent to the Pacific coast,
Atlantic/Gulf coast and eight Hawaiian Islands. It extends up to 200 miles from the coast
of United States, Canada and the French territories.
What is the sulphur limit in ECA and carb?
The ECA fuel standard is 0.1 percent fuel sulfur (1,000 ppm). prohibition on scrubber
operation under the CARB OGV Fuel Regulation. However, scrubbers cannot be used
in lieu of distillate compliant fuel

How many percent is allowable outside and inside ECA zone?

We have seen a substantial cut in the limit for sulphur content of fuel oil for ships
operated outside designated emission control areas: from 3.50% m/m (mass by mass)
to 0.50% m/m. There is an even stricter limit of 0.10% m/m in effect in emission control
areas (ECAS) which have been established by IMO.

What are the limits of Sulphur content in ECA and non ECA area?
WHERE IS THIS HAPPENING? The global sulphur limits outside of Emission Control
Areas (ECAs) for vessel emissions will reduce from 3.50% to 0.50% mass by mass
(m/m). Outside of the established ECAs. From 1 January 2015, ships trading in ECAs
had to use fuel oil on board with a sulphur content of no more than 0.10%

What is marine Seca?

From Wikipedia, the free encyclopedia. Emission Control Areas (ECAs), or Sulfur
Emission Control Areas (SECAs), are sea areas in which stricter controls were
established to minimize airborne emissions from ships as defined by Annex VI of the
1997 MARPOL Protocol.

Why is IMO 2020?

The new regulations, known as IMO 2020, mandates a maximum sulphur content of
0.5% in marine fuels globally. The driver of this change is the need to reduce the air
pollution created in the shipping industry by reducing the Sulphur content of the fuels
that ships use

What do I need to know about 2020 IMO fuel sulphur regulation?

In 2020 a new regulation for a 0.50% global sulphur cap for marine fuels will come into
force. Under the new global cap, all ships will have to use fuel on board with a sulphur
content of no more than 0.50% against the current limit of 3.50% in an effort to reduce
the amount of sulphur oxide.
What means Seca?

Self Employed Contributions Act

Self Employed Contributions Act (SECA)

How is SOx harmful?

At high concentrations, gaseous SOx can harm trees and plants by damaging
foliage and decreasing growth. SO2 and other sulfur oxides can contribute to acid rain
which can harm sensitive ecosystems

What is SOx polluted?

Sulfur dioxide (SO2), a colorless, bad-smelling, toxic gas, is part of a larger group of
chemicals referred to as sulfur oxides (SOx). ... Sulfur dioxide is also a natural
byproduct of volcanic activity. Like nitrogen dioxide, sulfur dioxide can create secondary
pollutants once released into the air.

ODME - What is oil discharge monitoring and control system?

Oil discharge monitoring and control system is the marine equipment used to check
oil discharge. ... Oil discharged along with water is one of the main concern of marine
pollution. Therefore, oil discharge monitoring and control system(ODMCS) is used to
prevent the pollution of the ocean due to ships.

What is ODME Marpol?

O.D.M.E is Oil Discharge Monitoring Equipment which is used to check and monitor

oil is discharged follow related rule ( MARPOL 73/78 ) when a tanker discharges the
sea water from the slop tank where sea water used to clean the tanker after unloading
the cargo to be prepared to ship other kind of cargo has been stored.

Why do we need to use oil discharge monitoring equipment?

It is to note that the ballast water carried in cargo tanks has to be discharged out at sea
before the next cargo loading. Therefore, Oil Discharge monitoring and control system
(ODMCS) is used to prevent the pollution of ocean by oil due to the discharge
from ballast and bilge spaces.
 What is the function of ODME?
Oil discharge monitoring equipment (ODME) is based on a measurement of oil
content in the ballast and slop water, to measure conformance with regulations.
The apparatus is equipped with a GPS, data recording functionality, an oil content meter
and a flow meter

What is ppm in ship?

A 15ppm Bilge Alarm is normally used in connection to a ship's oil filtering equipment
(also known as "bilge water separator"), monitoring the oil content of the
separated/filtered water and stopping the discharge into the sea if the oil content
exceeds 15ppm (parts per million).

Can we discharge oil in special area?

Discharge In Special Areas From Oil Tankers

Any oily mixture or oil effluent discharge from the cargo area of an oil tanker into the sea
which comes under special area shall be prohibited.

What is a slop tank?

Slop tanks are the focal point of the Load-On-Top system used on crude oil
tankers to prevent pollution of the sea. Design of these tanks and their operating
procedures strongly affect the degree of oil-water separation achieved.

What are the items to be recorded in an oil record book?

 Loading of oil cargo;
 Internal transfer of oil cargo during voyage;
 Unloading of oil cargo;
 Ballasting of cargo tanks and dedicated clean ballast tanks;
 Cleaning of cargo tanks including crude oil washing;
 Discharge of ballast except from segregated ballast tanks;
 Discharge of water from slop tanks;
What is oily water separator in ship?

marine. A device used to separate oil from oily water mixtures and from the
emulsion. Bilge separators are necessary aboard vessels to prevent discharge of oil
overboard while pumping out bilges or while cleaning oil tanks.

What is the meaning of 15 ppm?

15 P.P.M means that the rate of oil in a liquid is not more than 15 per million

What is the function of an oily water separator?

The main purpose of the oily water separator is to separate the hydrocarbons from
oily water coming from the bilge of a ship and deliver a cleaner effluent that can
be discharged overboard according to IMO MEPC 107(49) regulation.

Which of the following regulations in MARPOL Annex 1 contains the

requirements for the oil discharge monitoring and control system?

Regulation 34 - Control of discharge of oil

A Discharges outside special areas

1 Subject to the provisions of regulation 4 of this Annex and paragraph 2 of this regulation, any
discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker shall be
prohibited except when all the following conditions are satisfied:

  . the tanker is not within a special area;

1
  . the tanker is more than 50 nautical miles from the nearest land;
2
  . the tanker is proceeding en route;
3
  . the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical
4 mile;
  . the total quantity of oil discharged into the sea does not exceed for tankers delivered on or
5 before 31 December 1979, as defined in regulation 1.28.1, 1/15,000 of the total quantity of
the particular cargo of which the residue formed a part, and for tankers delivered after 31
December 1979, as defined in regulation 1.28.2, 1/30,000 of the total quantity of the
particular cargo of which the residue formed a part; and
ILO - International Labour Organization Convention

What is ILO 147 the ILO Merchant Shipping Minimum Standards Convention 1976?
Merchant Shipping (Minimum Standards) Convention, 1976 is an International Labour
Organization Convention. It was established in 1976, with the preamble stating:
Having decided upon the adoption of certain proposals with regard to substandard
vessels, particularly those registered under flags of convenience

What ILO means?

The International Labour Organization

The International Labour Organization is the UN specialized agency which seeks the
promotion of social justice and internationally recognized human and labour rights.

What is ILO and its functions?

The functions of the ILO include the development and promotion of standards for
national legislation to protect and improve working conditions and standards of
living. ... The ILO has international civil servants and technical-assistance experts
working in countries throughout the world.

What is the main function of ILO?

Mission and impact

The main aims of the ILO are to promote rights at work, encourage decent
employment opportunities, enhance social protection and strengthen dialogue on work-
related issues.

How does the ILO work?

The ILO aims to ensure that it serves the needs of working women and men by
bringing together governments, employers and workers to set labour standards,
develop policies and devise programmes. ... It ensures that the views of the social
partners are closely reflected in ILO labour standards, policies and programmes.

How many countries are in ILO?

At present the ILO has 186 Members. A unique feature of the ILO is its tripartite
character. The membership of the ILO ensures the growth of tripartite system in the
Member countries. At every level in the Organization, Governments are associated with
the two other social partners, namely the workers and employers
 What do countries do with ILO standards?
Some countries decide not to ratify a Convention but to bring their legislation into line
with it anyway; such countries use ILO standards as models for drafting their law and
policy. Others ratify ILO Conventions fairly quickly and then work to bring their national
law and practice into line after ratification.

What is the purpose of MLC 2006?

The Maritime Labour Convention, 2006 (“MLC, 2006”) establishes minimum working
and living standards for all seafarers working on ships flying the flags of ratifying
countries.

What is the regulation of MLC 2006?

Overview. The International Labour Organization (ILO)'s MLC , 2006 provides wide-
ranging rights and protection at work for the world's seafarers. The MLC : sets
minimum global standards for seafarers' living and working conditions.

The Maritime Labour Convention, 2006 (“MLC, 2006”) establishes minimum working and
living standards for all seafarers working on ships flying the flags of ratifying countries.

How many articles are there in MLC 2006?

16 articles
The 16 articles present aspects such as definitions and scope of application (Article II),
fundamental rights and principles (Article III), seafarer's employment and social rights
(Article IV), implementation and enforcement responsibilities (Article V).

What are the five titles codes in the MLC 2006?

The Maritime Labour Convention (MLC) is divided into 5 main titles which are:
 Minimum Requirements for seafarers to work on ships. Minimum age. ...
 Conditions of Employment. ...
 Accommodation, Recreation, Food and Catering. ...
 Health Protection, Medical Care, Welfare and Social Security Protection. ...
 Compliance and Enforcement.

What are the advantages of MLC?

For Governments
 Simplification of reporting obligations (One Convention rather than many)
 Wider powers of enforcement on all ships.
 Improved quality of shipping services.
 Improved protection of the environment.

What are the 5 regulations of MLC?

Title 1: Minimum requirements for seafarers to work on a ship. Title 2: Conditions of
employment. Title 3: Accommodation, recreational facilities, food and catering. Title 4:
Health protection, medical care, welfare and social security protection.

WHO issues MLC certificate?

23. Who is the competent authority in MLC 2006? As “the minister, government
department or other authority having power to issue and enforce regulations, orders
or other instructions having the force of law in respect of the subject matter of the
provision concerned”.

What are the prescribed minimum hours of rest for seafarers based on the MLC 2006?
In accordance with MLC 2006 the minimum hours of rest for all seafarers are: 10 hours
in any 24 hour period; and • 77 hours in any 7 day period. Hours of rest may be
divided into no more than 2 periods one of which shall be at least 6 hours in length.

What are the minimum standard requirement reflected in the MLC 2006?
The MLC was adopted in February 2006 with a ratification requirement of a minimum of
30 countries representing at least one third of the world fleet in gross tonnage.
 What is the biggest benefit of the MLC to seafarers?
Some of the benefits of working with an MLC compliant staffing agency include:
 Correctly certified crew. ...
 Adhering to crew labour laws. ...
 Regular auditing. ...
 Benefits to seafarers and clients. ...
 Peace of mind that your crew are being treated well. ...
 Global experience. ...
 Collaborative working.

How is MLC enforced?

The Maritime Labour Convention 2006 ('MLC') is enforced in a number of ways: Flag
states must have a system for inspection and certification of maritime labour
conditions ensuring that working and living conditions on their ships meet the
requirements of the MLC

What is a MLC certificate?

The MLC stands for Maritime Labour Convention. The Industrial vessels of 500 GT
and high which trade globally are obligated to carry an MLC Certificate, as required by
MLC convention.

What is MLC audit?

MLC or Maritime Labour Convention according to ILO provides a better perspective on
the rights of a seafarer during work and a stringent environment for Ship Owners & Ship
Managers to maintain the standards of living for seafarers serving onboard their Ships.

Does the MLC, 2006 establish a minimum manning level for ships?

Every ship shall be manned by a crew that is adequate, in terms of size and
qualifications, to ensure the safety and security of the ship and its personnel, under all
operating conditions, in accordance with the minimum safe manning document or an
equivalent issued by the competent authority.
Is the MLC, 2006 already applicable?
The MLC, 2006 entered into force on 20 August 2013 and, as of March 2015, has
been ratified by 66 countries representing more than 80 per cent of the world gross
tonnage of ships.

What does MLC cover?

The MLC gives the seafarer the right to be returned to their home country when
they are no longer able to carry out their duties, which includes when they are ill or
injured. A Shipowner must arrange this free of charge to the seafarer and cannot
request advance payment or make deductions for the repatriation

LOAD LINE CONVENTION – LLC

What is the meaning of load line Convention?
In the 1966 Load Lines convention, adopted by IMO, provisions are made
determining the freeboard of ships by subdivision and damage stability
calculations. ... The main purpose of these measures is to ensure the watertight
integrity of ships' hulls below the freeboard deck.

What is the purpose of load line Convention?

In the 1966 Load Lines convention, adopted by IMO, provisions are made for
determining the freeboard of ships by subdivision and damage stability
calculations. The regulations take into account the potential hazards present in
different zones and different seasons.

What are the principles of load line Convention?

 The four principles of the International Convention on Load Lines, 1966 as modified by
the Protocol of 1988 relating thereto, (hereafter: LL66/88) can be summarised
as: Adequate structural strength. Protection of safe means of access for the
crew. Watertight integrity of ship's hull below freeboard deck.

Which ships do the load line Convention apply?

Loadline convention applies to ships of more than 24 meters in length. Not all ships
of more than 24 meters in length need to comply with loadline convention. There are
some exemptions to it whuch are detailed in article 6 of the loadline convention.

What are the different types of load line?

There are two types of Load line markings:-

 Deck Line – It is a horizontal line measuring 300mm by 25mm. ...
 Load Line Disc – It is a 300mm diameter and 25mm thick round shaped disc

WHO issues a load line certificate?

An International Load Line Exemption Certificate shall be issued to any ship to which an
exemption has been granted under and in accordance with paragraph (2) or (4) of
Article 6. Such certificates shall be issued by the Administration or by any person or
organization duly authorized by it.

How load line is calculated?

 A vessel's load line length is measured on a particular waterline, determined by its
molded hull depth (the vertical dimension from the top of the keel to the underside of
the freeboard deck at the vessel's side).

What are the three types of ship stability?

Intact Stability of Surface Ships:

 Stable Equilibrium: Study the figure below. ...
 Neutral Equilibrium: This is the most dangerous situation possible, for any surface ship,
and all precautions must be taken to avoid it. ...
 Unstable Equilibrium

What certificates are required under Solas?

What Primary Regulatory or Statutory Certificates Should Seafarers Be Familiar

With?
 Certificate of Classification. ...
 Certificate of Registry. ...
 SOLAS Certificates. ...
 MARPOL Certificates. ...
 International Anti-Fouling System Certificate. ...
 International Load Line Certificate. ...
 International Tonnage Certificate.

What is the validity of Load line Certificate?

Load line certificates are normally valid for five years. We will send you a reminder
notice 90 days before your certificate expires. You will need to renew the certificate
before it expires

What is Load line rules?

The Load line regulations have a long history of over 140 years. ... This mark is also
known as plimsoll mark and ships were allowed to load only till this line reached the
waterline, thus preventing overloading of the ship.

Who made Load Line Convention?

The development of the International Convention on Load Lines (ICLL) can be traced by
to the United Kingdom in the 1870s as an attempt to prevent merchant ships from
being overloaded.

What are the marking on a load line?

A load line, also called Plimsoll mark,1 is a marking indicating the extent to which the
weight of a load may safely submerge a ship, by way of a waterline limit. ...
Temperature will affect the load line level because warm water provides less buoyancy,
being less dense than cold water.

What is International Tonnage Certificate?

International Tonnage Certificate is a certificate issued to a shipowner by a
government department in the case of a ship whose gross and net tonnages have
been determined in accordance with the International Convention of Tonnage
Measurement of Ships.

What is minimum safe manning certificate?

As the name suggests, this certificate mentions how many minimum crews need to be
on board to run the ship. This certificate sets the minimum crew requirements and the
ship managers can have any number of crew above the numbers mentioned in this
certificate subject to the capacity of life saving appliances.
Where and how should load lines and marks be marked?

Ships must have a load line mark located amidships on both sides to indicate the
maximum allowable draught under specified conditions (geographical and seasonal).

Why it is so Important to Know

About Statutory and Mandatory
Certificates ?
Written by Capt Rajeev Jassal on October 28, 2016

A ship without certificates is a dead ship. It is impossible to sail

a ship in high seas without valid certificates. Also any insurance
taken up by the ship owner will be null and void if any
certificate is invalid and expired.

I cannot say it enough, how important it is for a ship to have

all valid certificates.

But apart from the certificates being valid, there is another

requirement that we need to fulfill. All these original certificates
need to be on board at all the times.

This makes it so much more important to know which all

certificates a ship is required to carry on board.

But are all the certificates carried on board have equal

importance ? Can the absence of any of these certificate make
a ship unseaworthy ?
If we do not know the answers to these questions, we probably
would not know the seriousness of the situation in case a
certificate is expired or expiring.

That is where understanding the difference between statutory

and mandatory certificate is important.

Difference between Statutory certificates and

Mandatory certificates

Statutory certificates are required by the statute. Statute

means law. So these are the certificates that are required by
the law.
Mandatory certificates, as the name suggests are mandatory to
carry on board.

But doesn’t that mean, all statutory certificates are

mandatory ? Confusing right ?

While it is important that we have both type of certificates on

board, there is a principle difference between statutory and
mandatory certificates.

If we sail a ship without a statutory certificate (the one

required by law), we are breaking the law. And like any other
form of breaking law, it can be charged under criminal law.

If we sail the ship without a mandatory certificate, we are not

breaking the law.

But as these certificates are mandatory, we may not be allowed

to enter into the port limit of a country. Or we may not be
allowed to start the cargo operation.

Statutory and mandatory certificates together are called

trading certificates. That is the certificates required for a ship
to trade freely.

Now when we talk about statute or law, which laws are

applicable to a ship ?
A ship need to follow the laws of the flag state whose flag it is
flying. That is the laws of the country where the ship is
registered.

An international convention is not a law. It becomes law only

when a country adopts the convention by ratification or
accession. That is when a country incorporate the convention
into its local law.

Let us take an example of certificate required as per SOLAS

convention. I am sailing on a ship whose flag has not ratified
SOLAS convention.

is it statutory (required by law) to have the SOLAS certificates

(safety equipments, safety construction etc) on board my
ship ?

No, these will not be statutory certificates. But these

certificates would become mandatory if the ship need to go to a
country that has ratified SOLAS convention.

In this case SOLAS certificates will be mandatory but not

statutory.

But with more that 99% of the world tonnage retified the
SOLAS convention, we can safely say that certificates required
as per SOLAS convention are statutory certificates.
 I hope the difference in statutory and mandatory certificates is
clear. Even if it is not clear, we can take two points home.

1. Statutory certificates are required by law. The only law a ship

need to follow is the laws of the country where it is registered

2. Mandatory certificates are not required by law but are

mandatory for international trading

Let us discuss few of these certificates.

1) Certificate of registry
This is the trading certificate issued to the ship by the flag
state. This is the certificate that defines the nationality of the
ship. This certificate also has the port of registry information.
If I can say it in simple words, this certificate is no different
from the certificate of registry of our cars.

If you notice in the registration certificate of a car, it has

following minimum information

 Place & country of registration

 Name and address of the owner of vehicle

 Physical particulars of the vehicle (for example length and

width)

 Other details of the vehicle (like seating capacity, engine

details etc)
 Now the details in the certificate of registry of the ship is no
different than this. It has the

 port of registry of the ship

 Name and address of the ship owner

 Basic ship particulars like Length overall, Breadth, gross

tonnage etc

For a ship to qualify for registration in a particular country, the

ship owner need to meet the conditions set by that country. For
example for a ship to be registered in India, the ship should be
i) owned by a citizen of India or

ii) owned by a company or body established by or under any

central or state Act which has its principle place of business in
India. Or
 iii) owned by a co-operative society which is registered or
deemed to be registered under the Co-operative Society Act,
1912, or any other law relating to Co-operative Societies for
the time being in force in any state.

When a ship qualifies to be registered in a country, the

certificate of registry is issued based upon

 Certificate of sale to the ship owner

 Builder’s certificate containing the details of the ship
While “Certificate of registry” does not have any expiry date,
some flag state may give a validity period to this certificate.

As this certificate is required by local laws of the flag state as

well as UNCLOS, this certificate would fall under statutory
certificate category.

Certificates as per SOLAS Convention

SOLAS convention requires each ship to have and maintain

certain certificates on board. Each ship whose flag state has
ratified this convention would need to have these certificate as
per law.
So for the ships whose flag has ratified the SOLAS convention,
these certificate will be statutory certificates.

Let us discuss few of the certificates a ship need to have on

board as per SOLAS convention.

2) Minimum safe manning certificate

 As the name suggests, this certificate mentions how many
minimum crew need to be on board to run the ship.

This is as per the rules of the each flag state and SOLAS

chapter V regulation 14.
SOLAS chapter V asks flag states to set up manning level to
ensure ships are adequately manned. As a general rule the
number of crew required would depend upon

 The trade of the vessel

 If the engine room is manned or unmanned (UMS)

Minimum safe manning certificate usually does not have any
expiry except for some flags. For example “minimum safe
manning certificate” issued by Saudi Arabia have validity of 2
years.
The certificate is a statutory certificate as it is required by the
flag states rules and SOLAS.
3) International ship safety equipments certificate
This certificate is issued to the ship after verifying the
operational readiness of all the safety equipments on board.
The certificate need to have a form E attached with it. Form E
of this certificate gives the detail of each safety equipment that
need to be on board.

The certificate is valid maximum for 5 years. The class stamps

the certificate for annual endorsement each year.

This certificate is required by SOLAS convention chapter III.

4) International ship construction certificate

This certificate is issued as per the requirements of SOLAS
chapter II.

The certificate is valid maximum for 5 years. The class stamps

the certificate for annual endorsement each year.

5) International Ship safety radio certificate

This certificate is issued as per the requirements of SOLAS
chapter IV. The certificate is issued after verifying that all the
radio equipments are in good working condition.
The certificate also has a Form R attached to it. Form R gives
the details of all the radio equipments required and available
on board.

The certificate is valid maximum for 5 years. The class stamps

the certificate for annual endorsement each year after verifying
each element.

6) Safety management system certificate

Safety management system certificate is issued as per the
requirements of SOLAS chapter IX and ISM code. The issuance
of this certificate to a ship means that it complies with the ISM
code and the requirements of SOLAS chapter IX.
The certificate is valid for maximum 5 years. This certificate
need to be endorsed for intermediate verification every 2.5
years. This intermediate endorsement is done after successful
completion of external SMS audit which is done by the RSO
(usually class) on behalf of the flag.

Certificates as per Marpol Convention

MARPOL convention requires each ship to have and maintain

certain certificates on board. Each ship whose flag state has
ratified this convention would need to have these certificate as
per law.
So for the ships whose flag has ratified the
MARPOL convention, these certificate will be statutory
certificates.

Let us discuss few of the certificates a ship need to have on

board as per SOLAS convention.

7) International oil pollution prevention certificate

IOPP certificate is issued to all the ships to which annex I of the
MARPOL applies. Annex I is not only applicable to the ships that
carry oil as cargo but also to the ships that carry bunker oil as
fuel.

IOPP certificate will have either the Form A or Form B attached

to it. Form A applies to the ships that do not carry oil as cargo.
Form B applies to the oil tankers or the ships that carry oil as
cargo.
 Form A and form B gives the details of the equipments required
as per MARPOL annex I that are fitted on board. These
equipments may include

 Oil discharge monitoring equipment

 Oily water separator

 Incinerator

 details and capacity of engine room bilges

 Inert gas system or Inert gas generator

The certificate also has maximum 5 years validity and is

endorsed annually. The certificate is endorsed after class
verifies
 all the MARPOL equipments

 Operations of the Marpol equipments

 All the Marpol related records

8) International sewage pollution prevention certificate

Issuance of this certificate certifies that ship is in compliant
with the annex IV of the marpol. The certificate gives the
details of

 Sewage treatment plant (if fitted)

 Sewage holding tank & its capacity (if fitted)

 number of persons the sewage treatment plant or sewage

holding tank is certified for

The certificate is valid for maximum 5 years.

9) International air pollution prevention certificate

This certificate certifies that ship complies with the Annex VI of
the marpol. The certificate have
 the detail of the all the engines (main as well as auxilary).

 information if the vessel comes under tier I, II or III

The certificate can have maximum validity of 5 years.

Certificate as per Loadline convention

 10) International loadline certificate
This certificate gives the detail of the loadlines of the vessel. In
simple words from this certificate we can get following
information

 Draft corresponding to each loadline (for example Summer

loadline draft, tropical loadline draft etc)

 Freeboard corresponding to each loadline (for example

freeboard of the ship at summer loadline, tropical loadline etc).

The certificate is issued after loadlines are assigned to the

vessel. The loadline convention requires each ship to maintain
a minimum freeboard. So it is in fact the freeboard that is
assigned to the ship.

“Freeboard assignment certificate” gives the entire calculation

for freeboard assignment to the ship. The corresponding drafts
are are then calculated by substracting the freeboard from the
total depth of the ship.
The assignment of freeboard depends upon a lots of factors.
These are the factors that contributes to the reserve buoyancy
of the ship. Some of these factors include
 Air pipes of the ballast tanks

 Water tightness of the water tight doors

 Mast houses & store rooms on deck

 drain plugs of the water tight compartments such as mast
houses

Checking and verification of all these factors  becomes the basis

of annual endorsement and renewal of loadline certificate.

The certificate is valid for maximum 5 years and it requires

annual endorsement on the certificate.

11) Certificate of class

Involvement of classification societies in ship building and ship
machinery has become a necessity because of their expertise in
the field.
Solas Chapter II has a mention of the role of classification
societies.

So ships either need to be constructed as per the rules of class

or as per national standards of the administration.

But it is so much easy for the flags to follow the rules of the
class than develop its own rules which also need to be updated
as per the amendments to the various regulations.
So having the ships comply with the classification rules along
with the statutory requirements have become a norm for
international standards for ships.

If the ship is constructed as per the rules of classification

societies, It is statutory for ship to have certificate of class that
proves that ship is constructed that way.

Ship can also be constructed as per the national standards of

the flag state in which case class certificate would not be
required. But it is very rare that a classification society is not
involved in the construction of a ship.

Mandatory certificates

So far we have discussed some of the statutory certificates. We

have also discussed that if a flag has not ratified a convention,
for the ships flying its flag these certificate would not be
statutory.

But for these ships, the certificates required under these

conventions would be mandatory for international trading.

Mandatory certificates are also sometimes referred to as

obligatory certificates.

But are there any other certificates that are not statutory but
are mandatory. Yes, there are. Let us discuss few of these
certificates.
12) Certificate of entry for P&I club
This certificate shows that ship is covered under the P&I
club which has issued this certificate. If the ship is not covered
by a P&I club, the port authorities may not allow the ship to
enter or start cargo operation.
But if the ship has not entered into a P&I club, this would not
make the ship unseaworthy.

Similarly for a ship to call a US port, it would need to

have “Certificate of financial responsibility”.  If a vessel do not
have this certificate, the US authorities do not allow the ship to
operate in US waters.
Again, if a ship has been sailing at sea without this certificate
will not be an unseaworthy ship. So these certificate even
though not statutory, are mandatory to have on board.

Non-mandatory certificates

There are few certificates that are neither mandatory nor

statutory. These can be called non-mandatory certificates.

If these certificates are not on board, this will neither make the
ship unseaworthy nor will it hamper the ship operations.
Garbage management certificate is one such example.

Though there is no requirement for a certificate for compliance

with annex V of the Marpol, class sometime issues such
certificate.
Conclusion

It is so important for us to know about ship’s certificates.

Which certificates makes a ship seaworthy ? Which certificate if
not available on board can delay the ship ?

Only when we know the importance of a certificate and

implications for not having a certificate on board, we can timely
alert our shore office.

Ship staff in general and masters in particular must be aware

of what all certificates are statutory. That is the certificates that
are required to be onboard by the law.

When we know this, we would know that taking a ship to sea

without any of these certificate can have drastic implications.

1 All ships  
International Tonnage Certificate (1969) Tonnage Convention, article
An International Tonnage Certificate (1969) shall be issued to 7
every ship, the gross and net tonnage of which have been
determined in accordance with the Convention.
International Load Line Certificate LL Convention, article 16;
An International Load Line Certificate shall be issued under the 1988 LL Protocol, article 18
provisions of the International Convention on Load Lines, 1966,
to every ship which has been surveyed and marked in accordance
with the Convention or the Convention as modified by the 1988
LL Protocol, as appropriate.
International Load Line Exemption Certificate LL Convention, article 6;
An International Load Line Exemption Certificate shall be issued 1988 LL Protocol, article 18
to any ship to which an exemption has been granted under and in
accordance with article 6 of the Load Line Convention or the
Convention as modified by the 1988 LL Protocol, as appropriate.
Intact stability booklet SOLAS 1974, regulations II-
Every passenger ship regardless of size and every cargo ship of 1/22 and II-1/25-8;1988 LL
24 metres and over shall be inclined on completion and the Protocol, regulation 10
elements of their stability determined. The master shall be
supplied with a Stability Booklet containing such information as
is necessary to enable him, by rapid and simple procedures, to
obtain accurate guidance as to the stability of the ship under
varying conditions of loading. For bulk carriers, the information
required in a bulk carrier booklet may be contained in the stability
booklet.
Damage control plans and booklets SOLAS 1974, regulations II-
On passenger and cargo ships, there shall be permanently 1/23, 23-1, 25-8;
exhibited plans showing clearly for each deck and hold the MSC/Circ.919
boundaries of the watertight compartments, the openings therein
with the means of closure and position of any controls thereof,
and the arrangements for the correction of any list due to
flooding. Booklets containing the aforementioned information
shall be made available to the officers of the ship.
Minimum safe manning document SOLAS 1974 (2000
Every ship to which chapter I of the Convention applies shall be amendments), regulation
provided with an appropriate safe manning document or V/14.2
equivalent issued by the Administration as evidence of the
minimum safe manning.
Fire safety training manual SOLAS 1974(2000
A training manual shall be written in the working language of the amendments), regulation II-
ship and shall be provided in each crew mess room and recreation 2/15.2.3
room or in each crew cabin. The manual shall contain the
instructions and information required in regulation II-2/ 15.2.3.4.
Part of such information may be provided in the form of audio-
visual aids in lieu of the manual.
Fire Control plan/booklet SOLAS 1974 (2000
General arrangement plans shall be permanently exhibited for the amendments), regulation II-
guidance of the ship's officers, showing clearly for each deck the 2/15.2.4
control stations, the various fire sections together with particulars
of the fire detection and fire alarm systems and the
fireextinguishing appliances etc. Alternatively, at the discretion of
the Administration, the aforementioned details may be set out in a
booklet, a copy of which shall be supplied to each officer, and one
copy shall at all times be available on board in an accessible
position. Plans and booklets shall be kept up to date; any
alterations shall be recorded as soon as practicable. A duplicate
set of fire control plans or a booklet containing such plans shall
be permanently stored in a prominently marked weathertight
enclosure outside the deckhouse for the assistance of shore-side
fire-fighting personnel.
On board training and drills record SOLAS 1974 (2000
Fire drills shall be conducted and recorded in accordance with the amendments), regulation II-
provisions of regulations III/19.3 and III/19.5. 2/ 15.2.2.5
Fire safety operational booklet SOLAS 1974 (2000
The fire safety operational booklet shall contain the necessary amendments), regulation II-
information and instructions for the safe operation of the ship and 2/16.2
cargo handling operations in relation to fire safety. The booklet
shall be written in the working language of the ship and be
provided in each crew mess room and recreation room or in each
crew cabin. The booklet may be combined with the fire safety
training manuals required in regulation II-2/15.2.3.
Certificates for masters, officers or ratings STCW 1978, article VI,
Certificates for masters, officers or ratings shall be issued to those regulation I/2; STCW Code,
candidates who, to the satisfaction of the Administration, meet the section A-I/2
requirements for service, age, medical fitness, training,
qualifications and examinations in accordance with the provisions
of the STCW Code annexed to the International Convention on
Standards of Training, Certification and Watchkeeping for
Seafarers, 1978. Formats of certificates are given in section A-I/2
of the STCW Code. Certificates must be kept available in their
original form on board the ships on which the holder is serving.
International Oil Pollution Prevention Certificate MARPOL 73/78, Annex I,
An International Oil Pollution Prevention Certificate shall be regulation 5
issued, after survey in accordance with regulation 4 of Annex I of
MARPOL 73/78, to any oil tanker of 150 gross tonnage and
above and any other ship of 400 gross tonnage and above which
is engaged in voyages to ports or offshore terminals under the
jurisdiction of other Parties to MARPOL 73/78. The certificate is
supplemented with a Record of Construction and Equipment for
Ships other than Oil Tankers (Form A) or a Record of
Construction and Equipment for Oil Tankers (Form B), as
appropriate.
Oil Record Book MARPOL 73/78, Annex I,
Every oil tanker of 150 gross tonnage and above and every ship regulation 20
of 400 gross tonnage and above other than an oil tanker shall be
provided with an Oil Record Book, Part I (Machinery space
operations). Every oil tanker of 150 gross tonnage and above shall
also be provided with an Oil Record Book, Part II (Cargo/ballast
operations).
Shipboard Oil Pollution Emergency Plan MARPOL 73/78, Annex I,
Every oil tanker of 150 gross tonnage and above and every ship regulation 26
other than an oil tanker of 400 gross tonnage and above shall
carry on board a Shipboard Oil Pollution Emergency Plan
approved by the Administration.
International Sewage Pollution Prevention Certificate MARPOL 73/78, Annex IV,
An International Sewage Pollution Prevention Certificate shall be regulation 5;
issued, after an initial or renewal survey in accordance with the MEPC/Circ.408
provisions of regulation 4 of Annex IV of MARPOL 73/78, to
any ship which is required to comply with the provisions of that
Annex and is engaged in voyages to ports or offshore terminals
under the jurisdiction of other Parties to the Convention.
Garbage Management Plan MARPOL 73/78, Annex V,
Every ship of 400 gross tonnage and above and every ship which regulation 9
is certified to carry 15 persons or more shall carry a garbage
management plan which the crew shall follow.
Garbage Record Book MARPOL 73/78, Annex V,
Every ship of 400 gross tonnage and above and every ship which regulation 9
is certified to carry 15 persons or more engaged in voyages to
ports or offshore terminals under the jurisdiction of other Parties
to the Convention and every fixed and floating platform engaged
in exploration and exploitation of the sea-bed shall be provided
with a Garbage Record Book.
Voyage data recorder system - certificate of compliance SOLAS 1974, regulation
The voyage data recorder system, including all sensors, shall be V/18.8
subjected to an annual performance test. The test shall be
conducted by an approved testing or servicing facility to verify
the accuracy, duration and recoverability of the recorded data. In
addition, tests and inspections shall be conducted to determine the
serviceability of all protective enclosures and devices fitted to aid
location. A copy of the certificate of compliance issued by the
testing facility, stating the date of compliance and the applicable
performance standards, shall be retained on board the ship.
Cargo Securing Manual SOLAS 1974 (2002
All cargoes, other than solid and liquid bulk cargoes, cargo units amendments), regulations
and cargo transport units, shall be loaded, stowed and secured VI/5.6 and VII/5;
throughout the voyage in accordance with the Cargo Securing MSC/Circ.745
Manual approved by the Administration. In ships with ro-ro
spaces, as defined in regulation II-2/3.41, all securing of such
cargoes, cargo units and cargo transport units, in accordance with
the Cargo Securing Manual, shall be completed before the ship
leaves the berth. The Cargo Securing Manual is required on all
types of ships engaged in the carriage of all cargoes other than
solid and liquid bulk cargoes, which shall be drawn up to a
standard at least equivalent to the guidelines developed by the
Organization.
Document of Compliance SOLAS 1974, regulation
A document of compliance shall be issued to every company IX/4; ISM Code, paragraph
which complies with the requirements of the ISM Code. A copy 13
of the document shall be kept on board.
Safety Management Certificate SOLAS 1974, regulation
A Safety Management Certificate shall be issued to every ship by IX/4; ISM Code, paragraph
the Administration or an organization recognized by the 13
Administration. The Administration or an organization
recognized by it shall, before issuing the Safety Management
Certificate, verify that the company and its shipboard
management operate in accordance with the approved safety
management system.
International Ship Security Certificate (ISSC) or Interim SOLAS 1974 (2002
International Ship Security Certificate amendments), regulation XI-
An International Ship Security Certificate (ISSC) shall be issued 2/9.1.1; ISPS Code part A,
to every ship by the Administration or an organization recognized section 19 and appendices.
by it to verify that the ship complies with the maritime security
provisions of SOLAS chapter XI-2 and part A of the ISPS Code.
An interim ISSC may be issued under the ISPS Code part A,
section 19.4.
Ship Security Plan and associated records SOLAS 1974 (2002
Each ship shall carry on board a ship security plan approved by amendments), regulation XI-
the Administration. The plan shall make provisions for the three 2/9; ISPS Code part A,
security levels as defined in part A of the ISPS Code. Records of sections 9 and 10
the following activities addressed in the ship security plan shall
be kept on board for at least the minimum period specified by the
Administration:

.1 training, drills and exercises;

.2 security threats and security incidents;

.3 breaches of security;

.4 changes in security level;

.5 communications relating to the direct security of the ship

such as specific threats to the ship or to port facilities the
ship is, or has been, in;

.6 internal audits and reviews of security activities;

.7 periodic review of the ship security assessment; .8

periodic review of the ship security plan;

.9 implementation of any amendments to the plan; and

.10 maintenance, calibration and testing of any security

equipment provided on board, including testing of the ship
security alert system.
Continuous Synopsis Record (CSR) SOLAS 1974 (2002
Every ship to which chapter I of the Convention applies shall be amendments), regulation XI-
issued with a Continuous Synop s i s Record. The Continuous 1/5
Synopsis Record provides an onboard record of the history of the
ship with respect to the information recorded therein.
   
2 In addition to the certificates listed in section 1 above,  
passenger ships shall carry:
Passenger Ship Safety Certificate** SOLAS 1974, regulation
A certificate called a Passenger Ship Safety Certificate shall be I/12, as amended by the
issued after inspection and survey to a passenger ship which GMDSS amendments; 1988
complies with the requirements of chapters II-1, II-2, III and IV SOLAS Protocol, regulation
and any other relevant requirements of SOLAS 1974. A Record I/12, (2000 amendments),
of Equipment for the Passenger Ship Safety Certificate (Form P) appendix
shall be permanently attached.
Exemption Certificate*** SOLAS 1974, regulation
When an exemption is granted to a ship under and in accordance I/12; 1988 SOLAS Protocol,
with the provisions of SOLAS 1974, a certificate called an regulation I/12
Exemption Certificate shall be issued in addition to the
certificates listed above.
Special Trade Passenger Ship Safety Certificate, Special Trade STP 71, rule 5
Passenger Ship Space Certificate
A Special Trade Passenger Ship Safety Certificate issued under
the provisions of the Special Trade Passenger Ships Agreement,
1971.  

A certificate called a Special Trade Passenger Ship Space SSTP 73, rule 5
Certificate shall be issued under the provisions of the Protocol on
Space Requirements for Special Trade Passenger Ships, 1973.
Search and rescue co-operation plan SOLAS 1974 (2000
Passenger ships to which chapter I of the Convention applies shall amendments), regulation
have on board a plan for co-operation with appropriate search and V/7.3
rescue services in event of an emergency.
List of operational limitations SOLAS 1974 (2000
Passenger ships to which chapter I of the Convention applies shall amendments), regulation
keep on board a list of all limitations on the operation of the ship, V/30
including exemptions from any of the SOLAS, regulations,
restrictions in operating areas, weather restrictions, sea state
restrictions, restrictions in permissible loads, trim, speed and any
other limitations, whether imposed by the Administration or
established during the design or the building stages.
Decision support system for masters SOLAS 1974, regulation
In all passenger ships, a decision support system for emergency III/29
management shall be provided on the navigation bridge.
   
3 In addition to the certificates listed in section 1 above, cargo  
ships shall carry:
Cargo Ship Safety Construction Certificate# SOLAS 1974, regulation
A certificate called a Cargo Ship Safety Construction Certificate I/12, as amended by the
shall be issued after survey to a cargo ship of 500 gross tonnage GMDSS amendments; 1988
and over which satisfies the requirements for cargo ships on SOLAS Protocol, regulation
survey, set out in regula-tion I/10 of SOLAS 1974, and complies I/12
with the applicable requirements of chapters II-1 and II-2, other
than those relating to fireextinguishing appliances and fire control
plans.
Cargo Ship Safety Equipment Certificate# SOLAS 1974, regulation
A certificate called a Cargo Ship Safety Equipment Certificate I/12, as amended by the
shall be issued after survey to a cargo ship of 500 gross tonnage GMDSS amendments; 1988
and over which complies with the relevant requirements of SOLAS Protocol, regulation
chapters II-1 and II-2 and III and any other relevant requirements I/12 (2000 amendments),
of SOLAS 1974. A Record of Equipment for the Cargo Ship appendix
Safety Equipment Certificate (Form E) shall be permanently
attached.
Cargo Ship Safety Radio Certificate# SOLAS 1974, regulation
A certificate called a Cargo Ship Safety Radio Certificate shall be I/12, as amended by the
issued after survey to a cargo ship of 300 gross tonnage and over, GMDSS amendments; 1988
fitted with a radio installation, including those used in life-saving SOLAS Protocol, regulation
appliances, which complies with the requirements of chapters III I/12
and IV and any other relevant requirements of SOLAS 1974. A
Record of Equipment for the Cargo Ship Safety Radio Certificate
(Form R) shall be permanently attached.
Cargo Ship Safety Certificate 1988 SOLAS Protocol,
A certificate called a Cargo Ship Safety Certificate may be issued regulation I/ 12 (2000
after survey to a cargo ship which complies with the relevant amendments), appendix
requirements of chapters II-1, II-2, III, IV and V and other
relevant requirements of SOLAS 1974 as modified by the 1988
SOLAS Protocol, as an alternative to the above cargo ship safety
certificates. A Record of Equipment for the Cargo Ship Safety
Certificate (Form C) shall be permanently attached.
Exemption Certificate## SOLAS 1974, regulation
When an exemption is granted to a ship under and in accordance I/12; 1988 SOLAS Protocol,
with the provisions of SOLAS 1974, a certificate called an regulation I/12
Exemption Certificate shall be issued in addition to the
certificates listed above.
Document of authorization for the carriage of grain SOLAS 1974, regulation
A document of authorization shall be issued for every ship loaded VI/9; International Code for
in accordance with the regulations of the International Code for the Safe Carriage of Grain in
the Safe Carriage of Grain in Bulk either by the Administration or Bulk, section 3
an organization recognized by it or by a Contracting Government
on behalf of the Administration. The document shall accompany
or be incorporated into the grain loading manual provided to
enable the master to meet the stability requirements of the Code.
Certificate of insurance or other financial security in respect of CLC 1969, article VII
civil liability for oil pollution damage
A certificate attesting that insurance or other financial security is
in force shall be issued to each ship carrying more than 2,000 tons
of oil in bulk as cargo. It shall be issued or certified by the
appropriate authority of the State of the ship's registry after
determining that the requirements of article VII, paragraph 1, of
the CLC Convention have been complied with.
Certificate of insurance or other financial security in respect of CLC 1992, article VII
civil liability for oil pollution damage
A certificate attesting that insurance or other financial security is
in force in accordance with the provisions of the 1992 CLC
Convention shall be issued to each ship carrying more than 2,000
tons of oil in bulk as cargo after the appropriate authority of a
Contracting State has determined that the requirements of article
VII, paragraph 1 of the Convention have been complied with.
With respect to a ship registered in a Contracting State, such
certificate shall be issued by the appropriate authority of the State
of the ship's registry; with respect to a ship not registered in a
Contracting State, it may be issued or certified by the appropriate
authority of any Contracting State.
Enhanced survey report file SOLAS 1974 (2002
Bulk carriers and oil tankers shall have a survey report file and amendments), regulation XI-
supporting documents complying with paragraphs 6.2 and 6.3 of 1/2; resolution A.744(18)
annex A and annex B of resolution A.744(18) - Guidelines on the
enhanced programme of inspections during surveys of bulk
carriers and oil tankers.
Record of oil discharge monitoring and control system for the last MARPOL 73/78, Annex I,
ballast voyage regulation 15(3)(a)
Subject to provisions of paragraphs (4), (5), (6) and (7) of
regulation 15 of Annex I of MARPOL 73/78, every oil tanker of
150 gross tonnage and above shall be fitted with an oil discharge
monitoring and control system approved by the Administration.
The system shall be fitted with a recording device to provide a
continuous record of the discharge in litres per nautical mile and
total quantity discharged, or the oil content and rate of discharge.
This record shall be identifiable as to time and date and shall be
kept for at least three years.
Cargo Information SOLAS 1974, regulations
The shipper shall provide the master or his representative with VI/2 and XII/10; MSC/
appropriate information, confirmed in writing, on the cargo, in Circ.663
advance of loading. In bulk carriers, the density of the cargo shall
be provided in the above information.
Bulk Carrier Booklet SOLAS 1974, regulations
To enable the master to prevent excessive stress in the ship's VI/7 and XII/8; Code of
structure, the ship loading and unloading solid bulk cargoes shall Practice for the Safe
be provided with a booklet referred to in SOLAS regulation Loading and Unloading of
VI/7.2. The booklet shall be endorsed by the Administration or on Bulk Carriers (BLU Code)
its behalf to indicate that SOLAS regulations XII/ 4, 5, 6 and 7, as
appropriate, are complied with. As an alternative to a separate
booklet, the required information may be contained in the intact
stability booklet.
Dedicated Clean Ballast Tank Operation Manual MARPOL 73/78, Annex I,
Every oil tanker operating with dedicated clean ballast tanks in regulation 13A
accordance with the provisions of regulation 13(10) of Annex I of
MARPOL 73/78 shall be provided with a Dedicated Clean Ballast
Tank Operation Manual detailing the system and specifying
operational procedures. Such a Manual shall be to the satisfaction
of the Administration and shall contain all the information set out
in the Specifications referred to in paragraph 2 of regulation 13A
of Annex I of MARPOL 73/78.
Crude Oil Washing Operation and Equipment Manual (COW MARPOL 73/78, Annex I,
Manual) regulation 13B
Every oil tanker operating with crude oil washing systems shall
be provided with an Operations and Equipment Manual detailing
the system and equipment and specifying operational procedures.
Such a Manual shall be to the satisfaction of the Administration
and shall contain all the information set out in the specifications
referred to in paragraph 2 of regulation 13B of Annex I of
MARPOL 73/78.
Condition Assessment Scheme (CAS) Statement of Compliance, MARPOL 73/78, Annex I
CAS Final Report and Review Record (2001 amendments
A Statement of Compliance shall be issued by the Administration (resolution MEPC.95(46)),
to every oil tanker which has been surveyed in accordance with regulation 13G; resolution
the requirements of the Condition Assessment Scheme (CAS) MEPC.94(46)
(resolution MEPC.94(46), as amended) and found to be in
compliance with these requirements. In addition, a copy of the
CAS Final Report which was reviewed by the Administration for
the issue of the Statement of Compliance and a copy of the
relevant Review Record shall be placed on board to accompany
the Statement of Compliance.
Hydrostatically Balanced Loading (HBL) Operational Manual MARPOL 73/78, Annex I
Every oil tanker which, in compliance with regulat ion 13G(6) (2001 amendments
(b) , operates with Hydrostatically Balanced Loading shall be (resolution MEPC.95(46)),
provided with an operational manual in accordance with regulation 13G
resolution MEPC.64(36).
Oil Discharge Monitoring and Control (ODMC) Operational MARPOL 73/78, Annex I,
Manual regulation 15(3)(c)
Every oil tanker fitted with an Oil Discharge Monitoring and
Control system shall be provided with instructions as to the
operation of the system in accordance with an operational manual
approved by the Administration.
Subdivision and stability information MARPOL 73/78, Annex I,
Every oil tanker to which regulation 25 of Annex I of MARPOL regulation 25
73/78 applies shall be provided in an approved form with
information relative to loading and distribution of cargo necessary
to ensure compliance with the provisions of this regulation and
data on the ability of the ship to comply with damage stability
criteria as determined by this regulation.
   
4 In addition to the certificates listed in sections 1 and 3 above,  
where appropriate, any ship carrying noxious liquid chemical
substances in bulk shall carry:
International Pollution Prevention Certificate for the Carriage of MARPOL 73/78, Annex II,
Noxious Liquid Substances in Bulk (NLS Certificate) regulations 11 and 12A
An International Pollution Prevention Certificate for the Carriage
of Noxious Liquid Substances in Bulk (NLS Certificate) shall be
issued, after survey in accordance with the provisions of
regulation 10 of Annex II of MARPOL 73/78, to any ship
carrying noxious liquid substances in bulk and which is engaged
in voyages to ports or terminals under the jurisdiction of other
Parties to MARPOL 73/78. In respect of chemical tankers, the
Certificate of Fitness for the Carriage of Dangerous Chemicals in
Bulk and the International Certificate of Fitness for the Carriage
of Dangerous Chemicals in Bulk, issued under the provisions of
the Bulk Chemical Code and International Bulk Chemical Code,
respectively, shall have the same force and receive the same
recognition as the NLS Certificate.
Cargo record book MARPOL 73/78, Annex II,
Every ship to which Annex II of MARPOL 73/78 applies shall be regulation 9
provided with a Cargo Record Book, whether as part of the ship's
official log book or otherwise, in the form specified in appendix
IV to the Annex.
Procedures and Arrangements Manual (P & A Manual) Resolution MEPC.18(22),
Every ship certified to carry noxious liquid substances in bulk chapter 2; MARPOL 73/78,
shall have on board a Procedures and Arrangements Manual Annex II, regulations 5, 5A
approved by the Administration. and 8
Shipboard Marine Pollution Emergency Plan for Noxious Liquid MARPOL 73/78, Annex II,
Substances regulation 16
Every ship of 150 gross tonnage and above certified to carry
noxious liquid substances in bulk shall carry on board a shipboard
marine pollution emergency plan for noxious liquid substances
approved by the Administration.
   
5 In addition to the certificates listed in sections 1 and 3 above,  
where applicable, any chemical tanker shall carry:
Certificate of Fitness for the Carriage of Dangerous Chemicals in BCH Code, section 1.6;
Bulk BCH Code as modified by
A certificate called a Certificate of Fitness for the Carriage of resolution MSC.18(58),
Dangerous Chemicals in Bulk, the model form of which is set out section 1.6
in the appendix to the Bulk Chemical Code, should be issued after
an initial or periodical survey to a chemical tanker engaged in
international voyages which complies with the relevant
requirements of the Code.

Note: The Code is mandatory under Annex II of MARPOL 73/78

for chemical tankers constructed before 1 July 1986.
or  
International Certificate of Fitness for the Carriage of Dangerous IBC Code, section 1.5; IBC
Chemicals in Bulk Code as modified by
A certificate called an International Certificate of Fitness for the resolutions MSC.16(58) and
Carriage of Dangerous Chemicals in Bulk, the model form of MEPC.40(29), section 1.5
which is set out in the appendix to the International Bulk
Chemical Code, should be issued after an initial or periodical
survey to a chemical tanker engaged in international voyages
which complies with the relevant requirements of the Code.

Note: The Code is mandatory under both chapter VII of SOLAS

1974 and Annex II of MARPOL 73/78 for chemical tankers
constructed on or after 1 July 1986.
 

STCW CONVENTION
What exactly is the STCW Convention?
STCW Convention stands for Standards of Training, Certification, and
Watchkeeping. The reason for them is, among other things, to keep you, a seafarer,
safe while at sea. ... As of 2018, 164 nations, representing 99.2 percent of world
shipping tonnage, have ratified the STCW.

What is the objective of STCW Convention?

The STCW Convention

STCW certification was created to promote safety of life and property at sea and to
protect the marine environment. It establishes internationally accepted standards of
training and certification of seafarers, ensuring that crew are qualified and fit for duties
at sea.

Is STCW a code or Convention?

The Standards of Training, Certification & Watchkeeping for Seafarers (STCW)
Convention established a code adopted by many nations on July 7, 1978 and was
named the Seafarers Training, Certification, & Watchkeeping (STCW) Code.

Why is STCW needed?

STCW stands for Standards of Training, Certification and Watchkeeping. It is a

worldwide convention that ensures a lateral standard of training is achieved
across all countries in the world.

What is STCW and its purpose?

The 1995 STCW-F Convention is a binding treaty that sets certification and minimum
training requirements for crews of seagoing fishing vessels with the aim to
promote the safety of life at sea and the protection of the marine environment, taking
into account the unique nature of the fishing industry

Who needs STCW?

Any crew member working on a commercial ship or Yacht are required to have the
STCW Basic Training certificate which forms one section of STCW.

How long does your STCW last for?

An STCW certificate is valid for 5 years. After 5 years an STCW refresher course needs
to be undertaken.

Why did STCW come into force?

STCW was adopted in 1978 by conference at the International Maritime Organization
(IMO) in London, and entered into force in 1984. The Convention was significantly
amended in 1995.
...
STCW Convention.

What are STCW classes?

What are the STCW Courses

 Basic Firefighting.
 Personal Survival Techniques.
 Personal Safety.
 Social Responsibilities.
 Elementary First Aid.

Is main aim of STCW training certification?

The main aim of STCW training certification is to set an internationally accepted
standard set of safety measures which can be implemented by seafarers all over the
world and will make them capable of handling any situation, no matter what part of the
world they are in.

What are the four 4 STCW Basic courses?

The International Convention on Standards of Training, Certification and Watchkeeping
for Seafarers (STCW), requires that seafarers be provided with "familiarization training"
and "basic safety training" which includes basic fire fighting, elementary first aid,
personal survival techniques, and personal safety.

What are the STCW onboard requirements?

According to STCW Convention, ratings must meet minimum standards of medical
fitness, minimum age (if designated with watchkeeping duties), competence (if
designated with watchkeeping duties), and seagoing service time (if designated with
watch- keeping duties)

According to the STCW Convention, officers must hold a

valid certificate of competence to ensure they meet the
minimum requirements of competence, seagoing service
time, medical fitness and age. Also, ancillary certificates
are required such as radar or ARPA, GMDSS, and those
referring to safety duties onboard specific types of ships.
In addition, the STCW Convention includes chapters to provide details of the exact
requirements and standards of competence for each certificate as follows:

 Chapter II – master and deck department)

 Chapter III – engine department
 Chapter IV – radio personnel
 Chapter V – training requirements for personnel on certain types of ships
 Chapter VI – emergency, occupational safety, medical care and survival functions

These chapters should be read in conjunction with the respective section of part A of
the STCW Code.

Certificates for masters, officers and radio operators must be endorsed by the issuing
administration and re-validated at intervals not exceeding five years. Other certificates
for specialized training are subject to refresher training.

Officers serving on ships registered under the flag of a foreign country, they need an
endorsement of recognition issued by the administration of that country. Some
administrations may also require an endorsement of recognition for specialized training
certificates.

Officers who opt for the next higher certificate, they will need to meet a number of
requirements, including approved training and education, minimum age, approved
seagoing service and medical fitness.

Duties on joining a ship

Before being assigned any shipboard functions, Officers need to have completed a
period of ship-specific and security familiarization training. There is no certificate
awarded for this, but a record of the training should be kept in the ship’s official logbook.
This requirement applies to any member of the crew, including hotel staff holding officer
rank in passenger ships.

  

Basic safety training

Officers serving on any type of ship who are designated with safety and pollution
prevention responsibilities in the operation of the ship need basic safety training.
Furthermore,  such training should be documented as having taken place within five
years of the officers being assigned to their duties. This requirement applies to
practically all officers serving on merchant ships. Cadets assigned with these duties
also need to complete basic safety training before going to sea.

As per STCW Convention, Officers’ basic safety training must cover:

 personal survival techniques

 basic fire prevention
 fire fighting
 elementary first aid
 personal and social responsibilities.

From the above, officers should do hold documentary evidence to demonstrate

competence in these functions within the previous five years. For example, this may be
in the form of record of drills or letters from a training centre.
STCW 2010: new requirements

The revised convention has introduced bridge resource management and engine
resource management requirements for senior officers and leadership and management
skills within their certificate and therefore, companies should be responsible for
providing training in these areas. Where the company requires to carry an electro-
technical officer, they should comply with the new competency requirements under A-
III/6.

How many chapters are in STCW?

eight Chapters
The STCW Code

The people who were involved in drafting the materials that finally were adopted as the
1995 amendments to the STCW Convention developed a new code to contain almost
all of the technical details needed for meeting the requirements in the eight Chapters of
the Annex.

What are the chapters of STCW Code?

STCW VI/1: Safety familiarization, basic training and instruction for all seafarers.
STCW VI/2: Issue of certificates of proficiency in survival craft, rescue boats and fast
rescue boats. STCW VI/3: Training in advanced fire fighting. STCW VI/4: Related to
medical first aid and medical care

Is STCW 95 required?
The 5 day STCW Basic Safety Training course (STCW95 & STCW 2010) is required to
be undertaken by all seafarers in accordance with section A-Vl/1 of the STCW Code.
The course is intended to ensure that seafarers are aware of the hazards of working on
a vessel and enables you to respond appropriately to an emergency.

What is STCW function?

The STCW Convention

STCW certification was created to promote safety of life and property at sea and to
protect the marine environment. It establishes internationally accepted standards of
training and certification of seafarers, ensuring that crew are qualified and fit for duties
at sea.

ISM CODE
 What is ISM code Meaning?

International Safety Management

The International Safety Management (ISM) Code provides an international standard
for the safe management and operation of ships at sea.

The purpose of the ISM Code is to provide an international standard for the safe
management and operation of ships and for pollution prevention. ... In matters of safety
and environment protection it is the commitment, competence, attitudes and motivation of
individuals at all levels that determines the end result.

What are the 3 objectives of ISM Code?

The objectives of the ISM Code are to:
 Ensure safety at sea;
 Prevent human injury or loss of life; and.
 Avoid damage to the environment with focus on the marine environment and on
property The ISM Code establishes the following safety management objectives of the
company:

Who does the ISM Code apply to?

The ISM Code will be compulsorily applicable to passenger ships, oil tankers,
chemical tankers, gas carriers, bulk carriers and cargo high speed craft of 500
gt and upwards on 1st July 1998. For other cargo ships and mobile offshore units of
500 gt and upwards, it becomes compulsorily applicable on 1st July 2002.

What is content of ISM code?

So ISM code is all about company's responsibilities. Broadly there are two main
responsibilities. The first point means that company need to provide the instructions to
the ship in form of SMS manual. Second, the company need to provide all the support a
ship may need for running the ship safely

How important is ISM Code?

The International safety management (ISM) code ensures the safety of life and ship
at sea by implementing various safe practices on board ships. ISM code works
with the motive of satisfying three important goals: ... Safety of ship and cargo. Safety of
the marine environment.
What are the important goals of ISM Code?
1.2. 1 The objectives of the Code are to ensure safety at sea, prevention of human
injury or loss of life, and avoidance of damage to the environment, in particular, to
the marine environment, and to property.

What is Part B of the ISM code?

Recognizing that no two shipping companies of shipowners are the same, and that
ships operate under a wide range of different conditions, the Code is based on general
principles and objectives, including Part A (Implementation) and Part B (Certification
and Verification).

ISM code has been the most controversial among all the

chapters of SOLAS. There are plenty of seafarers and shore
staff who feel that ISM code has only brought more paper work
and nothing else.
But a detailed report on the impact and effectiveness of the
ISM code suggests that “where the ISM Code had been
embraced as a positive step toward efficiency through a safety
culture”, tangible positive benefits were evident.
But as you would note that the report has a caveat which is
“Where the ISM code had been embraced as a positive step“.
How do we embrace ISM code as a positive step? The first step
would be to know about the ISM code and its elements.

In this post, we will discuss the 7 important elements of the

ISM code.
 1. Who is the Company as per ISM code

The first thing we need to know is who is the company. As per

ISM code

Company means the owner of the ship or any other

organization or person such as the manager, or the
bareboat charterer, who has assumed the responsibility
for operation of the ship from the shipowner and who,
on assuming such responsibility, has agreed to take
over all duties and responsibility imposed by the Code.
So the company can be

 Owner of the ship

 Any other organisation

 Bareboat Charterer

But most importantly, the company is the organisation that has

agreed to take over all the duties and responsibilities as per the
ISM code.

Now take it this way. If you board a ship as a PSC inspector,

how can you find the details for the ‘Company” of the ship?

No ship can sail with an invalid or a missing statutory

certificate. One such certificate is “Safety Management
certificate”.
 The details of the “company” are required to be entered into
this certificate. This certificate will have the

 Name of the Company

 Address of the Company and

 Company identification number

A permanent and Unique Number is required to be assigned to
all Companies and Registered Owners managing any ship of
100 gross tonnes and above engaged on international voyages.

The company identification number is issued by IHS Maritime

and trade on behalf of IMO.
Most of the flags also require the company to fill a form called
“Declaration of the company“. Which is a self declaration by the
company stating they are the “company” for the listed ships as
required by the ISM code.
2. Company’s responsibilities

ISM code is all about the company.

If you read the ISM code, all the lines of the code starts with
“Company Should” or “Company is responsible”.

Even for the master’s responsibilities, it is not directed to the

Master but to the company.
ISM code has not just made the company responsible for
shipboard operations but it also its implications in the shipping
business.

Take for example the Hague-Visby rules. These rules has one

major rule in favour of ship owners.
It says that ship owner will not be responsible for any delays or
damages resulting because of faults of master and crew of the
ship.

While this rule still stays, its meaning has changed post ISM
code.

Now even in the clear case of neglect on part of crew, in many

cases the court has given the verdict against the ship owner.

Why ? Court asked what has the company done to avoid crew
negligence ?

So ISM code is all about company’s responsibilities. Broadly

there are two main responsibilities.
 To define and document the responsibilities and authority of
the persons involved in work relating to and affecting safety
and pollution prevention

 provide support and resources to the persons to carry out their

functions effectively

The first point means that company need to provide the

instructions to the ship in form of SMS manual.

Second, the company need to provide all the support a ship

may need for running the ship safely.

3. Internal Audits

An effective Internal audits is the main dividing line between a

good ship management company and a bad one.
ISM code requires that internal audit of each vessel should be
conducted at least every 12 months.

Who is the right person to conduct internal audit ? Well, ISM

code has the answer. As per ISM code

Personnel carrying out audits should be independent of

the areas being audited unless this is impracticable due
to the size and the nature of the Company
This means that the superintendents of the vessel cannot carry
out the internal audit of the vessels they are managing.
 This is because of obvious reason that they will tend to not
highlight any shortcoming in the system for which they
themselves has to blame for.

In most effective systems, it is always someone from the QHSE

department that conducts the internal audits.

Some companies even have a “Shipboard Audit department”,

whose only responsibility is to look after the internal audits of
the ships.

Apart from this, there is a formal requirement for the auditor to

be trained for carrying out the internal audits.

4. Certificates as per ISM Code

There are two statutory certificates that are required as per

ISM code.
 Document of compliance for company
 Safety management system certificate for ship

Document of compliance
DOC is issued to the company by the flag state or by the
classification society on behalf of the flag state. The certificate
is valid for five years and it requires to be endorsed annually.

DOC is issued to the company after a successful audit to

verify that company complies with the requirements of ISM
code.
A company may have multiple document of compliance from
different flags and from different classification societies.

For example, company may be managing ships of Singapore as

well as Hong Kong flag. Some of these ships may have DNV
class and other have Class NK. Now the company will have
following DOCs

From the ship’s point of view, we must ensure that we have

correct DOC on board.

So if you are on a chemical tanker which has DNV as

the classification society and Hong Kong flag, you know what
you need to check in the DOC.
 Yes, you got it right !!! In this case the DOC should be issued
by the DNV on behalf of Hong Kong flag.

We also need to check that the ship type appears on the DOC.

Safety Management Certificate

Safety management certificate is issued to the ship. The
certificate is issued after verifying two elements required as per
ISM code

 That the safety management system is in place and complies

with the ISM code requirements

 That the safety management system is being implemented and

followed on board

This verification process is called “external audit” of the

SMS and is usually done by the class on behalf of the flag of
the ship.
Safety management certificate is also issued by the flag of the
ship or by its classification society on behalf of the flag. The
certificate is valid for five years and require intermediate
(between 2-3 years from date of issue) verification.

Safety management certificate co-exists with the DOC

We must understand that the issuance of safety management
certificate is conditional to the validity of the DOC.

If for some reason the DOC is revoked or if it becomes invalid,

the safety management certificate will also be invalid.
 5. Designated person ashore

ISM code requires the company to nominate a Designated

person who will be a link between ship and shore.

A Designated person ashore

 should have access to the highest level of management

 is responsible for monitoring the safety and

pollution prevention aspects of the operation of each ship

 is responsible for ensuring that adequate resources and shore-

based support are applied, as required

Some companies designate a junior shore personnel (for

example a Deputy marine superintendent) as DPA.

While he may have gone through all the trainings required for

the DPA as per MSC circ 6, he will be ineffective in carrying out
his duties because of lack of authority in the organisation.
In an effective system, DPA will be a senior person in the
company who has some authority and control over the
company’s activities.
 6. Observations, Non-conformity and Major
Non-conformity

So far we have discussed that two audits are carried out on

ships to fulfill the requirements of the ISM code.

 External audit by the Class on behalf of flag of the ship

 Internal audit by the company

During these audits, the auditor may find some deficiencies and
shortcomings. ISM code categorises these shortcomings as

 Observation

 Minor Non-conformity

 Major Non-conformity

Let us see what is the difference between these findings.

Observation
As per ISM code

Observation means a statement of fact made during a safety

management audit and substantiated by objective evidence
 What does this means ? It shows an area of concern that is
conforming with the ISM code now but if it is not improved it
may lead to the non-conformance with the ISM code.

Need examples ??

Ship’s SMS requires that certain critical spares need to be on

board all the time. Ship’s SMS also require that charts and
publications need to be kept update and maintained in good
condition.

The observation on this can be

 Two A/E critical spare parts were not on board as these were

recently consumed. The requisition for same was in place.

 One of the chart was torn at the end and was found with a tape

Both of these are observations because the ship is complying

with the requirement of SMS. But if these situations are not
corrected, it may lead to a non-conformity.

Minor non-conformity
As per ISM code

Non-conformity means an observed situation where objective

evidence indicates the non-fulfilment of a specified
requirement.
This is different from an observation because in this case a
specific requirement of the ISM code was not met.
 In the example we discussed under “Observation”, “non-
conformity” will be

 Two A/E critical spare parts were not on board as these were

recently consumed. The requisition for same was not in place.

 On random checking, one permanent correction on one of the

voyage chart was missing.

The SMS requires that minimum inventory of the critical spares

need to be maintained at all times. In this case as the
requirement under Section 10 of the ISM code (maintenance of
ship and equipments) were not met.

Major non-conformity
As per ISM code

Major non-conformity means an identifiable deviation that

poses a serious threat to the safety of personnel or the ship or
a serious risk to the environment that requires immediate
corrective action and includes the lack of effective and
systematic implementation of a requirement of this Code.
If we dissect the definition, we have few elements of a major
non-conformity. These are

 Deviation that pose a serious threat

 Require immediate corrective action

 Lack of effective and systematic implementation of ISM code

 One point that a major non-conformity highlights is that there
is a systematic failure of one or more parts of the SMS.

A major non-conformity can be because of one single

major deficiency or incident. Or it can be because of number of
small deficiencies from one area.

For example, a single deficiency on Marpol equipments or Life

saving appliances can be a major non conformity.

Also a number of small deficiencies on record keeping can be

considered as a major non conformity.

If I have to differentiate between a Minor Non conformity and a

major non conformity, I will do that with one point.

A minor non conformity may be an error, something someone

forgot to do or a non-compliance on a single instance.

A major non compliance is a system failure. It just indicates

that the SMS is not effectively implemented.

Actions in case a major non conformity is issued

IMO in its MSC circ 1059 and MEPC circ 401 has given the
detailed guidelines on the procedure to handle major non-
conformities identified during ISM audits.
Few quick points about handling major conformities

 Ship’s cannot sail with a major non-conformity. Ship can only

sail once it has been downgraded to a minor non conformity
 A major non conformity will be downgraded once flag is
satisfied that the effective corrective actions are being taken

 Corrective actions to close this non conformity need to be

completed in less than three months

 If the nature of major non conformity is very serious, the

Safety management certificate of the ship may be withdrawn.
In this case even the interim Safety management certificate
will not be issued. Ship need to go through the initial process of
obtaining the SMC which would include initial verification of the
SMS.

7. Master’s review

One of the responsibility of the master as per ISM code is to

review the effectiveness of the SMS on board. ISM code has
not mentioned any time frame for this review but as per the
understanding of industry experts, it should be done at least
annually.

Master is required to report any noted deficiencies in the

SMS. While reviewing SMS, Master need to

 review SMS manuals and suggest any edits or corrections. Also

if any requirement mentioned in the SMS manuals is against
the industry practice or requirements.

 Make suggestions to improve the safety management system

on board ships
 Review and comment on the shore based support and how this
can be improved

 Review and comment on the ship’s performance on safety and

pollution prevention related matters

Conclusion

ISM code has been critisized for bringing too much of paper
work without comparatively lesser gains. But fact is more often
than not, it is the implementation, in general that has been
poor.

If implemented with all the seriousness it deserves, it has

many benefits to offer.

ISPS CODE
What is ISPS Code and who does it apply to?
The International Ship and Port Facility Security (ISPS) Code came into force on July 1,
2004 and is applicable to all vessels over 500 grt operating on international trades,
as well as the ports that service them

Is ISPS Code part of SOLAS?

The International Ship and Port Facility (ISPS) Code

Having entered into force under SOLAS chapter XI-2, on 1 July 2004, the International
Ship and Port Facility Security Code (ISPS Code) has since formed the basis for a
comprehensive mandatory security regime for international shipping.
 What are the ISPS Code requirements?
ISPS Code Requirements

To assess the received information. To distribute the security-related information

to appropriate contracting government agencies. Defining the proper
communication protocols for ships and port facilities for hassle-free information
exchange.

What are the 3 security levels of ISPS Code?

The three levels of ISPS security are:
 ISPS Security Level 1 – normal – this is the level at which the ships and port facilities
operate under normal conditions. ...
 Security Level 2 – heightened – this is a level that will apply whenever there is a
heightened risk of a security incident.

Who is responsible for setting security levels?

The security levels are decided by the cooperation of ship and port authorities, keeping
the current condition of national and international security. The local government sets
the security level and ensures to inform port state and ships prior to entering the port, or
when berthed in the port

Why is ISPS Code important?

The main objectives of the ISPS Code include: enables the detection and deterrence
of security threats within an international framework. establishes roles and
responsibilities. enables collection and exchange of security information.

What is a declaration of security under the ISPS code?

The Declaration of Security is a document that may be required for a port visit when
specific security requirements exist. The Declaration address the security
requirements that could be shared between a port facility and a ship, or between ships,
and states the responsibility for each

What is the implication of ISPS awareness?

The ISPS code's indirect impacts on ports can be summarized as its effects
on efficiency, effectiveness, administration cost, service price, profit,
competitiveness, service level, customer satisfaction, damage occurring,
documentation, manning , lead time and checking process.
 ISGOTT GUIDE

Mean of ISGOTT?
The International Safety Guide for Oil Tankers and Terminals (ISGOTT) continues to provide the
best technical guidance on oil tanker and terminal operations and has been reviewed by ICS and
OCIMF together with the International Association of Ports and Harbors (IAPH).

What is the purpose of Isgott?

Importance Of ISGOTT 6th Edition And Why It Is Necessary To Follow It ISGOTT
stands for International Safety Guide for Oil Tankers and Terminals. The basic purpose
of ISGOTT 6th edition to discharge operational advice to the personnel who are
directly involved in the tanker and terminal operations.

What are the chapters of Isgott?

Chapters of ISGOTT are :
 1.1 Flammability. 1.2 Flammability Classification. 1.3 Gas Density. ...
 2.1 General Principles. 2.2 Smoking And Naked Lights. 2.3 Galley. ...
 3.1 Exchange Of Information. 3.2 Preparation For Arrival. ...
 4.1 Safety Precautions And Emergency Procedures. 4.2 Management Of Moorings
While Alongside.

What does Ocimf stand for?

The Oil Companies International Marine Forum (OCIMF) is a voluntary association of
oil companies with an interest in the shipment and terminalling of crude oil, oil products,
petrochemicals and gas.

What is ISGOTT and its content?

ISGOTT was first published in 1978 and combined the contents of the 'Tanker Safety
Guide (Petroleum)', published by the International Chamber of Shipping (ICS), and the
'International Oil Tanker and Terminal Safety Guide', by the Oil Companies International
Marine Forum (OCIMF). ... Tanker Information.

What is ship Shore Safety Checklist?

Ship shore safety checklist is join list provided by the terminal and which is signed
by a ship and a terminal representative; Appropriate personal notified that the cargo
operation are about to commence. Sufficient personal available for cargo watch to
manifold.
What is a vetting process?
Vetting is the process of thoroughly investigating an individual, company, or other
entity before making a decision to go forward with a joint project. A background
review is an example of a vetting process for a potential employee. Once the vetting
process is concluded, a well-informed hiring decision can be made

Why do we need to to have a ship survey every year?

Surveys improve ship safety and protect seafarers

Upon delivery or change of flag of a ship, and on ships in service, periodical surveys
by the flag state administration or by a recognized organization (classification society)
are required.

What is dry docking plan?

The process of dry-docking refers to when a vessel is taken to the service yard and
brought to dry land so that submerged portions of the hull can be cleaned and
inspected. This work is both preventative as well as a regulatory requirement within the
industry

What is marine vetting?

Ship Vetting is a risk assessment process carried out by charterers and terminal
operators in order to avoid making use of deficient ships or barges when goods are
being transported by sea or by inland waterways.

Is vetting inspection mandatory?

Vetting inspections are not mandatory by statute or by law. But these inspections
have become a necessity for operating a commercial ship. ... Vetting inspections results
act as a tool for the potential charterers to compare between ships and choose the best
one.

What is audit on ship?

The objective of a company SMS & ISPS audit is to seek information about the
Safety Management System and to determine (by objective evidence) the degree of
compliance with the applicable rules, regulation and standards (ISM, ISO etc), and the
documented company procedures
 What are 3 types of audits?

There are three main types of audits: external audits, internal audits, and Internal
Revenue Service (IRS) audits. External audits are commonly performed by Certified
Public Accounting (CPA) firms and result in an auditor's opinion which is included in the
audit report.

What is ISM external audit?

Safety Management Certificate

This verification process is called “external audit” of the SMS and is usually done by the
class on behalf of the flag of the ship. Safety management certificate is also issued by
the flag of the ship or by its classification society on behalf of the flag.

What are the 6 elements of the ISM Code?

What are content of ISM or International safety management code?
 General : Definitions. ...
 Safety & environmental protection policy.
 Company responsibilities & authority.
 Designated person (DPA)
 Master's responsibility & authority.
 Resources & personnel.
 Development of plans for shipboard operations.
 Emergency preparedness

What is the difference between DOC and SMC?

5 "Document of Compliance" (DOC) means a document issued to a Company which
complies with the requirements of the ISM Code. ... 6 "Safety Management Certificate"
(SMC) means a document issued to a ship which signifies that the Company and its
shipboard management operate in accordance with the approved SMS. 1.1

What is a DOC audit?

A short term DOC is issued on the day of the audit by the administration auditor as
a response or proof of completion of the initial, annual or renewal audit process.
What is the function of designated person?
According to the ISM Code the Designated Person Ashore (DPA) plays a key role in the
effective implementation of a Safety Management System and takes responsibility
for verification and monitoring of all safety and pollution prevention activities.

What is internal audit on ship?

The International Safety Management Code (ISM) require Shipping Companies to have
procedures for conducting both internal and external audits to ensure the ship as well
as the shore organisation is doing what is documented in the Safety Management
System.

What is ISPS audit?

ISPS Code requires from a shipping organization to conduct security internal audits in

an effort to monitor and assess the level of managed vessels' compatibility to security
regulations and the effectiveness of the implemented Ship Security Plan.

What is MLC audit?

MLC or Maritime Labour Convention according to ILO provides a better perspective on
the rights of a seafarer during work and a stringent environment for Ship Owners & Ship
Managers to maintain the standards of living for seafarers serving onboard their Ships.

What certificates must be carried onboard under MLC?

A current valid maritime labour certificate and declaration of maritime labour
compliance, accompanied by an English-language translation where it is not in English,
shall be carried on the ship and a copy shall be posted in a conspicuous place on board
where it is available to the seafarers.

WHO issues SMC Doc?

DOC is issued to the company by the flag state or by the classification society on
behalf of the flag state. The certificate is valid for five years and it requires to be
endorsed annually. DOC is issued to the company after a successful audit to verify that
company complies with the requirements of ISM code.

What is flag state controls?

The flag state has the authority and responsibility to enforce regulations over
vessels registered under its flag, including those relating to inspection, certification,
and issuance of safety and pollution prevention documents. ...

What is the difference between flag state and port state?

An State is called Flag State when the ships is registered in that country, the ships
carries this flag. The Port State is any State with an international port. ... Those
officers will inspect the ship according the international legislation and not according the
national legislation.

What is the reason why all ships must be surveyed and verified?
Periodic surveys and inspections of ships are carried out to ensure the safety and
seaworthiness of vessels. With maritime laws becoming more stringent with each
passing year, sea-going vessels have to go through a series of inspections in order to
meet minimum requirements to continue sailing

What is the purpose of Flag State control?

The Flag State, as defined by the United Nations Convention on the Law of the Sea
(UNCLOS), has overall responsibility for the implementation and enforcement of
international maritime regulations for all ships granted the right to fly its flag.

Why the flag is the symbol of linkage between the State and the ship?

The term Flag State came to existence because of the usage of flags as the symbol of
the nationality or tribe the ships belong to from the early days. ... The ship's flag
displays the nationality of the ship, under whose laws the ship is plying in the
international waters

What is the Flag State authority and responsibility?

While the primary responsibility of ship operators and owners is the safe operation of
their ships and the safety and welfare of their crews, flag states have the legal
authority and responsibility to enforce regulations upon vessels that are
registered under its flag, such as those relating to inspection,

What is Port State Control and why is it necessary?

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 instruments and ensure maritime safety and security

What does flag state and port state mean?

Under general international law, the port state has the authority to impose
conditions for the entry of foreign ships into its ports. ... A flag state may also
request the port state's assistance in relation to enforcement of pollution offenses on the
high seas.

What is a flagged ship?

Flagging in is the process of adding a vessel to the national registry and "flagging
out" is the process of removing a vessel from a national registry. Generally flagging out
refers to the practice of switching the vessel's registration to another country to fly
operate it under a "flag of convenience".

What happens when ship is detained?

A ship is detained when it is unfit to proceed to sea or the deficiencies pose an
unreasonable risk to the ship, its crew or the environment. The ship is kept under
detention until the rectification of all deficiencies has been verified by a port state control
officer by means of a re-inspection.

What is annual survey for ship?

Annual survey – General reviewing of the items concerned to the particular

certificate to ascertain the fact that they have been observed maintained and
remained fit for the service for which the ship is designated.

Why do ships have different flags?

Most merchant ships flying Panama's flag belong to foreign owners wishing to avoid
the stricter marine regulations imposed by their own countries. ... Under
international law, every merchant ship must be registered with a country, known as its
flag state

What does it mean to flag a ship?

 Definition: Each vessel normally flies the flag of the owner's country. That means it is
registered in the national register of that particular country. Flagging in is the
process of adding a vessel to the national registry and "flagging out" is the process of
removing a vessel from a national registry.

Can flag state detain a vessel?

The procedure of vessel's detention

Most of the flag state require the masters/company to notify them in case the
vessel is detained by any port state control. Master need to confirm with the company if
flag state needs to be informed by the vessel

What is the flag state control?

The flag state has the authority and responsibility to enforce regulations over
vessels registered under its flag, including those relating to inspection, certification,
and issuance of safety and pollution prevention documents. ... Normally the nationality
(i.e., flag) of the ship determines the taxing jurisdiction.

What are the types of PSC inspection?

Type of PSC inspections

 Initial Inspection.
 More detailed inspection.
 expanded inspection.
 Concentrated inspection campaign

What is the purpose of PSC inspection?

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 instruments and ensure maritime safety and security

What is a PSC check?

 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.

Reading Port state inspection report

After the port state inspection is completed, a report of the

inspection is provided to the master of the ship.

At the least master must check these three things before

signing.

 Name of the ship and date of the inspection

 Any deficiencies identified during the inspection

 If the vessel is detained because of the identified deficiencies.

While the information in the PSC inspection report of different
MOUs will contain the same information, their format could be
different.

Like here is the format for PSC report of Indian ocean MOU.

And here is the format for PSC report of Paris MOU.
Irrespective of the format of the inspection report, the master
must locate and check these three pieces of information in the
report for its correctness.

PSC report with no deficiencies

What can be more satisfying than completing a PSC inspection

with NIL deficiencies?

After a PSC inspection with NIL deficiency, master needs to file

the report as per the filing system of the company.

Master may also be required to save a scanned copy of the

inspection report in the electronic PMS of the ship.
If the company has subscribed to the Q88, it is prudent for the
master to update the Q88 database with the latest PSC
inspection date.

Even when the inspection has resulted in no deficiencies, the

master must inform the shore office about the PSC inspection.

Other than that, there are no other actions that are required
for the PSC inspection.

PSC report with deficiencies

If the PSC inspection results in noting some deficiencies, “yes”

would be ticked in Form A of the PSC report.

All the identified deficiencies will then be described in Form B of

the PSC report which will be attached to the “Form A”.

Action code is provided against each noted deficiency in form B

of the PSC inspection report.
  

There will be one or more of these action codes for each of the
deficiencies.

 Code 10: Deficiency rectified

 Code 15: Rectify deficiency at next port

 Code 16: Rectify deficiency within 14 days

 Code 17: Rectify deficiency before departure

 Code 18: Rectify deficiency within 3 months

 Code 30: Detainable deficiency

 Code 40: next port informed

 Code 45: rectify detainable deficiency at next port 50 flag
state/consul informed

 Code 55: flag state consulted

 Code 70: recognized organization informed

 Code 85: investigation of the contravention of discharge

provision (MARPOL)

 Code 99: Other

Rectifying the deficiencies

I always believe that finding the defect is difficult than

rectifying it.

So once a deficiency has been identified, it should not be

difficult to rectify it.
 But the question is who needs to endorse the rectification of
the identified deficiency?

Can the statement from the master that “the deficiency has
been rectified” be enough?

Do the PSC inspector need to re-visit the vessel to confirm the

rectification?

Or is it the class that needs to verify the rectification of

deficiency?

Well, it would all depend upon the

 Port state control and/or PSC MOUs

 Type and area of deficiency

For example, for most of the deficiencies USCG requires

classification societies to verify that the deficiency has been
rectified.

I have experienced in Russian ports that PSC inspector make a

revisit to verify the closing of the deficiency.

And finally, in most of the Chinese ports, the statement from

the master is considered enough for closing most of the
deficiencies.
Well as a general rule, all deficiencies related to the machinery
and structure of the ship need to be closed by the classification
society of the vessel.

In this case, classification society would issue “condition of

class” to the vessel and close it after the defect has been
rectified.
As different port state control could have different ways to
close out the deficiencies, it is prudent for the master to clarify
this with the PSC inspector.

Treating PSC deficiencies as Non-conformities

The procedures of most of the companies require that any PSC

deficiency must be treated as a non-conformity.
Company’s procedures to deal with a non-conformity must be
followed to deal with the PSC deficiency.

The procedure to close out the PSC deficiency will be same as

close out of any non-conformity as per SMS manuals.

On tankers treating PSC observation as non-conformity is a

requirement as per SIRE.
Code 17 deficiencies

Code 17 deficiencies are the most common deficiencies during

PSC inspections.

All the deficiencies with code 17 must be rectified before

departure.

And the most common area of doubt is if the PSC need to re-
visit to verify that the code 17 deficiency has been rectified?

PSC at some port may require to re-visit for verification and at

other ports, it may not be necessary.
Master of the vessel must clarify with the PSC inspector if the
re-verification is required or not.

If re-verification is required, the master must inform the PSC

through the agent after the deficiency has been rectified.

After the re-verification master must ensure that all code 17

deficiencies have been marked with code 10 which means that
deficiency has been rectified.

Irrespective of if PSC requires the re-verification of closeout or

not, it is important that any code 17 deficiency is rectified
before vessel departs the port.

A vessel that departs the port without rectifying the code 17

deficiency is considered to be an unseaworthy ship. Taking an
unseaworthy ship to the sea can have serious repercussion for
the master of the ship.

If the PSC does not require the re-inspection of the close out of
the deficiencies, it is a good idea to send an email to the port
state through agent informing that the deficiencies have been
rectified.

The email could be something like this.

Deficiencies other than code 17

Code 17 deficiencies require quick action. The deficiencies need

to be closed before departure from the port.

But that is not the case with other deficiencies such as code 15
(to be rectified before departure from next port) or code 18 (to
be rectified within 3 months).

While the time period for getting the deficiency rectified is

different in each of these deficiencies, the process is same.

For example, for code 15 deficiency master must send the

confirmation of close out of deficiency before departure from
next port.

Or if it is required for the PSC inspector to verify the close out

of deficiency, his presence must be requested through the
agent in ample time.

Detainable deficiencies

Detainable deficiencies are serious and hence the process of

close out of detainable deficiencies is also different from that
for other deficiencies.

The usual confusion is what makes a code 17 deficiency a

detainable deficiency.
 For example, is “Sart not working” a code 17 deficiency or a
detainable deficiency?

Well, the line that separates the code 17 deficiency from a

detainable deficiency is thin but not too difficult for the port
state officer to identify.

The procedure to use to identify a detainable deficiency is

provided to the port state officers in PSC handbook of the MOU.

For example, for Paris MOU, below is the main criteria for PSCO
to decide for the detention of the ship.

 ships which are unsafe to proceed to sea will be detained upon

the first inspection irrespective of the time the ship will stay in
port;


 the ship will be detained if the deficiencies on a ship are

sufficiently serious to merit a PSCO returning to the ship to be
satisfied that they have been rectified before the ship sails.

Paris MOU handbook for PSC inspectors further gives the

deficiency areas that can be considered to be the ground for
detention.

For example, following are the deficiencies under SOLAS that

can be considered to be the ground for detention.
These are just the guidelines. A deficiency in any of these areas
does not mean that the ship will be detained.

For example, let us consider this criterion.

absence, non-compliance or serious deterioration of lights,

shapes or sound signals
Does this mean that vessel will be detained if one navigational
light is found not working?

Absolutely not.
But what if none of the lights are working. Then there is
something serious about the deficiency and in most certainity,
the vessel will be detained.

The procedure of vessel’s detention

If the PSCO decides to detain the ship, they will issue the
notice of detention to the master.
The PSCO will also send the notice of detention to the flag of
the vessel and to the classification society of the vessel.

Most of the flag state require the masters/company to notify

them in case the vessel is detained by any port state control.

Master need to confirm with the company if flag state needs to

be informed by the vessel.

Appeal Procedures

If Master/company consider that vessel has been unreasonably

detained, the company can send the appeal notice to the PSC.
Different PSCs would have different appeal procedures which
can be either found on their website or can be received through
the port agent.
Contrary to common belief, it is not too uncommon for the flag
or shipowner to appeal against the detention of the vessel.
Rightly so.

If the vessel is detained, it affects ship operation as no one

wants to hire a ship that has recently been detained by port
state control.

Even if the ship gets a hire, it will be on low freight rate as

the shipper would have the bargaining power because of recent
detention of the vessel.
Apart from that company’s brand image gets a beating. The
database of the very low performing ships and companies
is publically posted on the website of most of the PSC MOUs.
And finally, detention of a ship contributes towards grey or
blacklisting of the flag.
So when so much is at stake, if the master, company or
flag believe that the vessel has been unreasonably detained, it
is always worth to initiate the appeal procedures.

The appeal does not necessarily be for not agreeing to the

deficiency. The appeal can also be made if the owners or flag is
of the opinion that the deficiency should have been the code 17
deficiency and not the detainable deficiency.
For example here is the case where the flag state disagreed
with the detention of the vessel.

Close out of detention deficiencies

Once the notifications have been done, it is time to work on

closing the detention deficiencies as soon as possible to keep
the delays to the minimum.

And the first thing we have to do is to understand the

deficiency correctly. We cannot afford to misunderstand the
deficiency and put our efforts towards areas which would not
be required to close out the deficiency.

For example, if the deficiency is related to MARPOL, we need to

know if the deficiency is related to a defective equipment or an
observation related to the certification or documentation.

PSC deficiency codes help in that.

Let us say that deficiency is related to the enhanced survey
programme and PSC has provided the deficiency code as
01315.
As we can see that code 013 is related to the certificates and
documentation only. So our efforts need to be only towards
getting the missing document or getting any pointed error
corrected by flag state or classification society as applicable.

Another thing that we need to keep in mind is about ISM &

ISPS related detention deficiencies.

Detentions because of ISM & ISPS related deficiencies are

closed only after external ISM & ISPS audits.
Again these can be identified by the deficiency codes.

Let me clarify the detainable deficiencies related to ISM with an

example.

It is sometimes wrongly assumed that ISM related deficiency

would mean deficiency related to the paperwork or
documentation.
Not always.

Let us take an example of a deficiency related to in-operational

fire detectors in accommodation.

One fire detector not working will be a code 17 deficiency. The

deficiency will be under code 07106 and this needs to be
corrected before departure.

Two or more fire detectors not working can be a detainable

deficiency as per the professional judgment of the port state
inspector.

The deficiency will again be under code 07106.

As the vessel will be detained, the PSCO will board the vessel
to verify that the fire detectors have been rectified.

Once the PSCO is satisfied, the detention order will be lifted

and the ship will be allowed to sail.

Now let us consider this final situation where say, 10 or more

fire detectors are found not working. Needless to say that this
will be a detainable deficiency under deficiency code 07106.
But this also gives an impression to the port state inspector
that the ISM code is not effectively implemented on board.

How?

Because had it been effective, the defective fire detectors

would have been identified during last weekly tests.

So many defective fire detectors point to the fact that the

weekly routines are not being carried as required by the SMS.

In this case, PSCO would issue a second detainable deficiency

related to ISM code which could be something like…

The ISM code is not effectively implemented as apparently no

weekly checks on the fire detectors are being carried out.
So one observation could lead to two detainable deficiencies.

And as I earlier mentioned, non-ISM related deficiencies need

to be closed by rectifying the noted observation or defect.

But, the ISM-related deficiencies would only be closed after a

successful external ISM audit which will be done by the flag or
by classification society on behalf of the flag.
Conclusion

Over the years the port stay of the ships have reduced
drastically which gives lesser time to the ship staff to deal with
PSC deficiencies identified during PSC inspections.

But if we know exactly how to deal with the PSC deficiencies,

we can save a lot of time and possible delays in close out of the
deficiencies.

What is PSC in shipping?

"Port State Control" (PSC) is the inspection activity carried out by maritime authorities
on foreign ships arriving in ports, which is aimed at ascertaining their compliance with
the rules established by international maritime authorities, with reference to the safety
on board of ships and during navigation

What is port flag state control?

Port state control (PSC) is an inspection regime for countries to inspect foreign-
registered ships in port other than those of the flag state and take action against
ships that are not in compliance.

What is the inspection frequency of port State control?

The type of ship determines how often a ship is required to be subjected to a port State
control inspection in Paris MoU. Low risk ships must be inspected every third year,
standard risk ships must be inspected every year, while high risk ships must be
inspected every six months.

What prompts a port state to inspect a ship?

Ships which has been involved in any kind of accident such as grounding, collision or
stranding on the way to a port will be inspected. Inspection of ship which are carrying
dangerous or polluting goods and have failed to report relevant information would be
inspected

Why does a ship need a flag?

A ship's flag state exercises regulatory control over the vessel and is required to
inspect it regularly, certify the ship's equipment and crew, and issue safety and pollution
prevention documents

What is port state jurisdiction?

1 Port State jurisdiction is the competence of States to exercise prescriptive (or
legislative) and enforcement jurisdiction over foreign vessels within their ports.

How does Port State Control identify likely substandard ships?

The port states authorities set overall percentage inspection rates to ensure that a
minimum number of ships are inspected. They use targeting factors to focus inspection
effort on those ships most likely to be substandard.

How many MoU are in PSC?

nine PSC MOUs

The port state control MOUs are established as per the region to have regional co-
operation between different PSCs. At present, there are nine PSC MOUs. One thing
that we all understand is that we are all short of resources. And port state controls are
no different.

Nine regional agreements on port State control - Memoranda of

Understanding or MoUs - have been signed: 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. The United States Coast Guard maintain
the tenth PSC regime.

What is port State control officer?

A Port State Control Officer (PSCO) carries out port State control. The PSCO is a
properly qualified person, authorized to carry out port State control inspections in
accordance with the Paris MoU, by the Maritime Authority of the port State and acts
under its responsibility.
What is initial inspection in port State control?

A port state control inspection involves checking of several aspects of the ship in

both deck and engine departments of the ship. The survey involves checking of
important shipping documents, technical details, and structural elements of the ship

LSA CODE
What is a LSA Code?
Life-saving appliances are mandatory as per chapter 3 of the SOLAS Convention. The
International Life-Saving Appliance (LSA) Code gives specific technical
requirements for the manufacture, maintenance and record keeping of life-saving
appliances.

What is LSA in ship?

Life Saving Appliances (LSA) Code gives international requirements for the life-saving
appliances that are required by SOLAS chapter III.It include general lifesaving
appliances, personal life-saving appliances and distress signaling equipment.

What is LSA equipment?

The Design, Manufacture and Sale of safety equipment (LSA) is a fast moving
industry with significant levels of regulation, British Marine are able to help with ensuring
you are aware of the rules and regulations applicable to the differing levels and classes
of equipment.

What is the purpose of LSA Code?

LSA code is a code which provides international requirements for the life-saving
appliances that are required by chapter III of the 1974 SOLAS Convention,
including personal life-saving appliances (for example, lifebuoys, lifejackets, immersion
suits, anti-exposure suits and thermal protective aids), visual aids 

FFS - International Code for Fire Safety

Systems
The FSS Code or International Code for Fire Safety Systems is a set of international
treaties organised by the International Maritime Organization under the SOLAS
Convention that are designed to reduce the risk of fire, and aid in emergency response
aboard ships.

What is the purpose of FSS Code?

The FSS Code or International Code for Fire Safety Systems is a set of international
treaties organised by the International Maritime Organization under the SOLAS
Convention that are designed to reduce the risk of fire, and aid in emergency
response aboard ships.

COLREG
What is the meaning of Colreg?

for Preventing Collisions at Sea

Convention on the International Regulations for Preventing Collisions at Sea,
1972 (COLREGs)

Why is Colreg important?

The aim of the Collision Regulations (COLREGs) is to establish rules to avoid
collision at sea. The increasing number of ships and condensed traffic on the sea lines
of communication makes the COLREGs rather important for safety of the seas.

What is Colreg rules?

The International Regulations for Preventing Collisions at Sea, more commonly
known as the COLREGS, are quite simply, the 'rules of the road' for ships and other
vessels at sea; they set out the conduct of vessels in any condition of visibility, in sight
of each other and in restricted visibility. ..

What is a seaman ship?

Seamanship is the art, knowledge and competence of operating a ship, boat or
other craft on water. The Oxford Dictionary states that seamanship is "The skill,
techniques, or practice of handling a ship or boat at sea."

What is the most important rule in Colreg?

Rule 5: Look out

In my opinion this is the most important rule in the entire COLREG. All other rules are
based on the fact that we are aware of our surrounding. But if we fail to keep a proper
look out, we would not be able to apply other rules too. By sight and hearing.

What are the Colreg rules?

The Colregs give clear indication about passing, approaching, giving way and
overtaking to avoid collisions with other boats. They are the traffic laws on the water.
A boat must always be navigated on the starboard side (right) of a river or channel.

What is the general rule of collision avoidance?

Essentially, collision avoidance means making it as easy as possible for others to
see you while defensively looking out for them. Under your instructor's guidance,
you'll develop the skills, procedures, and situational awareness you need to feel safe in
the skies.

What are the factors to avoid collision?

Key factors to take into account are visibility, traffic density, and vessel
maneuverability. The state of visibility: Despite operational radar, a visual lookout is
always required by the Collision Regulations.

Who is responsible for collision avoidance?

Collision avoidance, in the air and on the ground, is one of the most basic
responsibilities of a pilot operating an aircraft in visual conditions. During primary
training, pilots are taught to keep their eyes outside the cockpit and look for conflicting
traffic.

What is the best collision avoidance system in ships?

For collision avoidance, ARPA and ECDIS are the most utilised aids for detection,
assessment and monitoring of targets, with the integration of AIS system for ships'
information. Although, these systems provide the most needed information for collision
assessment, but they are still information systems only.

What is Ship Collision Avoidance?

During ship collision avoidance, the ship that needs to take action, whether changing
course or speed, needs to stay sufficiently away from the TS to the OS. This means that
the value of the DCPA should always be larger than the safe distance after the collision
avoidance risk is activated.
What causes maritime piracy?

When Economic Prospects are Grim, Piracy Thrives

Prins listed some other factors that contribute to maritime piracy including economic
weakness, poverty, joblessness, political violence, large populations, and
proximity to major trade lanes which creates the opportunity for piracy.

Where is maritime piracy committed?

Somalia is not the only area of the world affected by maritime piracy, however. The Gulf
of Guinea in West Africa has long been a high risk area, as are the waters along
Bangladesh and the South China Sea.

What is HRA in shipping?

A High Risk Area (HRA) is an industry defined area within the VRA where it is
considered that a higher risk of attack exists, and additional security requirements may
be necessary. The HRA is outlined on maritime security chart Q6099.

What is VRA and HRA?

The High Risk Area. 2.1 The High Risk Area (HRA) is an area within the UKMTO
designated Voluntary Reporting. Area (VRA) where it is considered there is a higher
risk of piracy and within which self- protective measures are most likely to be required.
For the purpose of BMP the High Risk.

Why is the Ukmto important?

UKMTO delivers timely maritime security information,often acting as the primary
point of contact for merchant vessels involved in maritime incidents or travelling within
an area of high risk (HRA). UKMTO also administers Voluntary Reporting Areas
(VRAs), as detailed in a variety of Maritime Security Charts.

How will you understand IRTC?

The International Recommended Transit Corridor (IRTC) is a shipping route through the
Gulf of Aden that is patrolled against pirates by international naval forces. The IRTC is
490 nautical miles (910 km) long and 20 nautical miles (37 km) wide. ... This registration
is a key component of the operation of the IRTC 
 What is meant by Mschoa?
Maritime Security Centre Horn of Africa (MSCHOA), run by the EU Naval Force
(EUNAVFOR), helps protect merchant shipping in the region by providing information
that assists in preventing pirate attacks and disrupting the activities of pirate groups.

What is piracy and armed robbery against ships?

1. any illegal act of violence or detention or any act of depredation, or threat thereof,
other than an act. of piracy, committed for private ends and directed against a ship or
against persons or property on. board such a ship, within a State's internal waters,
archipelagic waters and territorial sea;

What are the 3 methods of dealing with piracy?

Stopping digital piracy in its tracks
 Remove the Incentive. One of the most-effective ways of dealing with piracy is by
removing the incentive for the consumers to look for pirated content. ...
 PR & Education. ...
 Barriers to Entry. ...
 Technology & Operations. ...
 Legal & Enforcement. ...
 Cooperation.

What is high risk area piracy?

The High Risk Area reflects the area where the threat from piracy exists, while also
recognising the current containment of pirate attacks in the Indian Ocean.

What is it called when pirates take over a ship?

Piracy is an act of robbery or criminal violence by ship or boat-borne attackers upon
another ship or a coastal area, typically with the goal of stealing cargo and other
valuable goods. Those who conduct acts of piracy are called pirates, while the
dedicated ships that pirates use are called pirate ships.

Where is Ukmto located?

UKMTO operates a Voluntary Reporting Scheme (VRS) for the Indian Ocean,
specifically Red Sea, Gulf Of Aden, and Arabian Sea, (In accordance with Maritime
Security chart Q6099), administered by the Maritime Trade Information Centre
(MTIC)/UKMTO (Dubai).

What is MDAT GoG?

Maritime Domain Awareness for Trade – Gulf of Guinea (MDAT-GoG) is a
cooperation centre between the Royal Navy (UKMTO) and the French Navy (MICA-
Center) in support of the Yaounde Process.

First Aid is defined as the emergency treatment given to the ill or injured before more
experienced medical personnel arrive. ... The modules are intended to refresh and reinforce
the knowledge gained during the mandatory class room course on Elementary First Aid

What is the difference between elementary first aid and medical first aid?
Elementary First Aid – The main purpose, is to provide a basic knowledge of what to do
when faced with an accident or medical emergency. ... Medical First Aid – The main
purpose of this course is to apply immediate first aid in the event of an accident or
illness on board.

What is basic first aid?

First aid is as easy as ABC – airway, breathing and CPR (cardiopulmonary
resuscitation). In any situation, apply the DRSABCD Action Plan. DRSABCD stands
for: Danger – always check the danger to you, any bystanders and then the injured or ill
person.

What are the objectives of first aid?

The aims of first aid are to preserve life, prevent harm, and promote recovery. In first aid,
ABC stands for airway, breathing, and circulation. The recovery position helps minimize further
injury.

What is personal safety and social responsibility?

The Personal Safety and Social Responsibility (PSSR) course forms part of
the mandatory basic offshore safety training for all seafarers assigned safety or
pollution prevention duties.

What are the 4 principles of first aid?

 The four principles of first aid management are:

 Stay calm. Do not take risks for yourself, the injured person or any witnesses.
 Manage the situation to give safe access to the person.
 Manage the patient in line with current first aid guidance.
 Do things step by step.
What are the 5 first aid techniques?
5 Basic First-Aid Techniques Every Outdoor Enthusiast Should Know
 1) Control the Spine. One of the first skills you'll learn in a Wilderness First Aid class is
how to stabilize the spine. ...
 2) RICE. ...
 3) Direct Pressure on a Bleed. ...
 4) Heat Exhaustion. ...
 5) Hypothermia.

What are the 3 P's of first aid?

There are three basic C's to remember—check, call, and care. When it comes to first
aid, there are three P's to remember—preserve life, prevent deterioration, and
promote recovery.

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