International Convention on Load Lines

It has long been recognized that limitations on the draught to which a ship may be loaded
make a significant contribution to her safety. These limits are given in the form of
freeboards, which constitute, besides external weathertight and watertight integrity, the
main objective of the Convention.

The first International Convention on Load Lines, adopted in 1930, was based on the
principle of reserve buoyancy, although it was recognized then that the freeboard should
also ensure adequate stability and avoid excessive stress on the ship's hull as a result of
overloading.

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. The technical annex contains several additional safety measures
concerning doors, freeing ports, hatchways and other items. The main purpose of these
measures is to ensure the watertight integrity of ships' hulls below the freeboard deck.

All assigned load lines must be marked amidships on each side of the ship, together with the
deck line. Ships intended for the carriage of timber deck cargo are assigned a smaller
freeboard as the deck cargo provides protection against the impact of waves

The Convention includes three annexes.

Annex I is divided into four Chapters:

Chapter I - General;

Chapter II - Conditions of assignment of freeboard;

Chapter III - Freeboards;

Chapter IV - Special requirements for ships assigned timber freeboards.

Annex II covers Zones, areas and seasonal periods.

Annex III contains certificates, including the International Load Line Certificate.

Various amendments were adopted in 1971, 1975, 1979, and 1983 but they required
positive acceptance by two-thirds of Parties and never came into force.

The 1988 Protocol, adopted in November 1988, entered into force on 3 February 2000. As
well as harmonizing the Convention's survey and certification requirement with those
contained in the SOLAS and MARPOL conventions, the 1988 Protocol revised certain
regulations in the technical Annexes to the Load Lines Convention and introduced the tacit
amendment procedure, so that amendments adopted will enter into force six months after
the deemed date of acceptance unless they are rejected by one-third of Parties. Usually, the
date from adoption to deemed acceptance is two years.
PSC 17 DEFFİCENCY
To be rectified before departure (code 17)
Used for a deficiency which: should be rectified before the ship sails but is not serious
enough to warrant detention, or/and can reasonably be rectified before the ship sails. If the
ship is not detained it is left to the master’s responsibility to rectify the deficiency before
departure. No verification by a PSCO is required (at that port call). If a deficiency which is to
be rectified before departure is verified by a PSCO as rectified before the ship departs it
should be recorded as rectified.

EN 45004
This European standard specifies general criteria for the competence of impartial bodies
performing inspection irrespective of the sector involved. It also specifies independence
criteria. This standard is intended for the use of inspection bodies and their accreditation
bodies as well as other bodies concerned with recognising the competence of inspection
bodies. This set of criteria may have to be interpreted when applied to particular sectors, or
to in-service inspection

ISO 28001
This is an international standard that defines the requirements of the Supply Chain Security
Management System and provides a management model for organizations seeking to
implement it.
ISO And IMO Farkları

MAJOR DIFFERENCES BETWEEN ISO 9001 AND ISM CODE

The International Management Code for the Safe Operation of Ships and for Pollution
Prevention (ISM Code) provides an international standard for safe management and
operation of ships with a conscious effort toward protecting the environment. The
International Maritime Organization (IMO) mandates the application of the ISM Code to all
vessels and the ISM Code is mandatory to all vessels of 500 gross tonnages and upward
including mobile offshore drilling units. The ISM Code requires that companies establish
safety objectives as per section 1.2 of the Code and in addition the companies are required
to develop, implement and maintain a safety management system which includes functional
requirements as per section 1.4. While ISO 9001 is not mandatory, the ISM Code is a
mandatory requirement for vessels trading internationally. For vessels trading in domestic
waters, national governments may legislate to use the ISM Code. The ISM Code section 1.3,
which states that the ISM Code may be applied to all ships, is now being brought in for
domestic vessels by most countries. The United States Coast Guard (USCG) has been
implementing portions of the Code, and is systematically considering applying the ISM Code
to ferries. The application of the ISM Code is meant to support and encourage the
development of a safety culture in shipping. Success factors for this safety culture are a
commitment to values and beliefs. Both ISO 9001 and the ISM Code specify a systematic
approach to management by those responsible for management of ships. Qualified ISO
9001 auditors who have the competence required to determine the effectiveness of a
system are encouraged to attend the ISM Code course to determine the effectiveness of the
Company’s safety management system. The ISM Code describes the responsibilities of the
Master and the Designated Person (Management Representative). Job descriptions are
required for these and other crew. “Manning agents” are subcontractors of the company
and are required to provide trained sea farers. Training is specified for the crew and
personnel ashore. Consider how to audit the linkage of training records to the rapidly
changing identity of the crew. Quality planning for shipping is a complex process. For
example, cruising or sailing the high seas and inland waterways is risky enough to demand
procedures that identify, describe and respond to potential emergencies from dock-to-dock.
Accidents and hazardous occurrences (near misses) are fed into the corrective action
process. As you should expect, maintenance of the ship and equipment goes way beyond the
comparatively bland requirement of 7.5.1 in ISO 9001:2008. Most other requirements are
shared with ISO 9001. By knowing ISO 9001 and relating this knowledge to the ISM Code,
maritime students succeeding on our RABQSA certified (IRCA recognized) class for training
ISO 9001 lead auditors should also feel confident enough to conduct ISM audits of
management systems both aboard and ashore. ISM Code with ISO 9001 provides a basis for
ensuring management systems are also driven by customer needs for the continued success
of shipping companies around the world.
Notified body
A notified body, in the European Union, is an organisation that has been designated by
a member state to assess the conformity of certain products, before being placed on the EU
market, with the applicable essential technical requirements. These essential requirements
are publicised in European directives or regulations.