1.

1 Introduction to Maritime Law

1.2

The foundation of maritime law is a significant body of well-established common law, developed from
ancient practices of maritime commerce and from the decisions of maritime courts applying those
standards of traditional admiralty law, in what has become known in the U.S. courts as “the general
maritime law.” Maritime law also includes statutory enactments, many of which are driven by, or at least
based upon, international conventions and agreements, as well as established maritime customs.

Customary international law is binding on all States and is one of the primary material sources of public
international law. One of the main concepts of customary international law is that all independent
States, being members of the international community, enjoy certain rights, powers and privileges,
whilst having certain correlative duties and obligations. These rights and correlative duties are the
essence of their independence. The recognition of a State by other States, as such, depends on the belief
that the government thereof has the ability to effectively handle its given power, fulfil the customary
duties of a State and effectively participate in the international community (Boixell, 1998, pp.8-24).
Invariably, States become faced with the dilemma of balancing their conduct between their national
interests and their international duties and obligations. The critical importance of both sets of
considerations makes the task immeasurably difficult, particularly in the maritime arena where
international commonality is most pronounced. Careful strategizing is therefore crucial to the
effectiveness of a State’s management of its maritime affairs. Another fundamental concept of law
regarding a State’s obligations, this time its treaty obligations, must be highlighted here. When a State
becomes a Party to an international 16 convention, it becomes obligated to uphold the provisions of the
convention, and can be bound by other States Parties so to do Similarly, the State can bind other States
Parties to uphold the convention provisions provided that it, the State, has given full and complete effect
to the convention. Giving such full and complete effect to the convention means implementation,
Incorporating the provisions into national legislation and giving it the force of low within its jurisdiction.
Suffice to say, nevertheless, the other States Parties can still bind the particular State to the provisions of
the convention even if it has not implemented the provisions into its national legislation, it is thus
prudent that States Parties to International conventions effect implementation as a matter of priority

Maritime law is based partly on generally accepted customary rules developed over many years and
partly on statute law enacted by states

The shipping industry is principally regulated by the International Maritime Organization (IMO), which is
the Lendon based United Nations agency responsible for the safety of life at ses and the protection of
the marine entirament. The International Labour Organisation (ILO) is also responsible for the
development of labour standards applicable to seafarers worldwide. The principal responsibility for
enforcing IMO regulations concerning ship safety and environmental protection rests with the flag states
(ie, the countries in which merchant ships are registered-which may be different to the country in which
they are owned. To implement a convention or other international agreement, a State must enact
national legislation giving effect to And enforcing its provisions and limitations

Understanding Maritime Law

In most developed nations, maritime law follows a separate code and is an independent jurisdiction from
national laws. The United Nations (UN), through the International Maritime Organization (IMO), has
issued numerous International conventions that can be enforced by the navies and coast guards of
countries that have signed the Treaty outlining these rules. Maritime law governs many of the insurance
claims relating to ships and cargo civil Matters between ship owners, seamen, and passengers, and
piracy

Uniform law and conflict of law rules

A substantive part of maritime law has been made uniform in international Treaties. However, not every
State is Party to all Conventions and the existing Conventions do not always cover all questions regarding
a specific subject is those cases conflict of law rules are necessary to decide which national law applies.
These conflict of law r wither be found in a Treaty or, in most cases, in national lave Adoption of
international conventions and agreements is intended to provide uniform practice internationally, but
The problems is some countries don’t have the expertise and resources to implement the international
conventions The adoption of international conventions and agreements is intended to provide uniform
practice internationally .

An international convention or treaty is an agreement between different countries that is legally binding
to the contracting States. Existing international conventions cover different areas, including trade,
science, crime, disarmament, transport, and human rights. A convention becomes legally binding to a
particular State when that State ratifies it. A convention becomes legally binding to a particular State
when that State ratifies it. Signing does not make a convention binding, but it indicates support for the
principles of the convention and the country’s intention to ratify it.

• To implement a convention or other international agreement, a State must enact national legislation
giving effect to and enforcing its provisions and limitations.

When in port, a ship must also comply with the appropriate laws and regulations as stated in the
convention The Law of the Sea Convention (LOSC) sets out the duties of flag States in greater detail than
previous conventions,

Notably the High Seas Convention. First, Article 94 provides (1) that every State is required to “effectively
exercise its jurisdiction and control in administrative, technical and social matters over ships flying its
flag. However, the LOSC goes further and prescribes in the subsequent Paragraphs of Article 94 a duty of
the flag State to maintain regular checks upon the seaworthiness of ships, to ensure that crews are
properly qualified, to hold inquiries into shipping casualties, to effectively exercise jurisdiction and
control over their ships, to maintain a register of ships, to take measures to ensure safety at sea with
regard to the construction, equipment and seaworthiness of ships, the manning of ships, labour
conditions and the use of signals, the maintenance of communications and the

Prevention of collisions.

(2) The formulation in Article 94 (3) LOSC that “lejvery State shall take such measures for ships flying its
flag as are necessary to ensure safety at sea with regard, inter alla, to the following measures) indicates
that the

Enumerated flag State responsibilities are non-exhaustive (3) The LOSC therefore leaves room for other
flag State duties derived from different international treaties or customary international law.

However these recommendations which are not Internationally binding, maybe implemented by the fiog
state.

The main originators of International conventions concerned with maritime law are:

International Maritime Organization (IMO)

The International Maritime Organization (IMO) is a specialized agency of the United Nations that is
responsible for measures to improve the safety and security of international shipping and to prevent
marine pollution from ships. The IMO sets standards for the safety and security of international shipping

International Labour Organization (ILO)

The International Labour Organization (ILO) is devoted to promoting social justice and internationally
recognized human and labour rights, pursuing its founding mission that social justice is essential to
universal and lasting peace

Comite Maritime International (CMI)

Comité Maritime International” it is a non-governmental not-for International organization established in

Antwerp in 1897, the object of which is to contribute by all appropriate means and activities to the
unification of maritime law in all its aspects

United Nations

The United Nations is an international organization founded in 1945 after the Second World War by 51
countries committed to maintaining international peace and security, developing friendly relations
among nations and Promoting social progress, better living standards and human rights.
Flag state Jurisdiction

The flag state of a merchant vessel is the jurisdiction under whose laws the vessel is registered or
licensed, and is deemed the nationality of the vessel. 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. As a Ship operates under the
laws of its flag state, these laws are applicable if the ship is involved in an admiralty case.

Coastal State jurisdiction

Coastal state jurisdiction embodies legislative and enforcement powers in the sense that it may invoke
the sovereignty or sovereign rights of the coastal state, depending on the maritime zone as well as the
activity involved. UNCLOS defines the continental shelf of a coastal state as comprising the seabed and
subsoil of the submarine areas beyond the territorial sea to the outer edge of the continental margin, or
to at least 200 nautical miles

From coastal baselines where the outer edge of the continental margin does not extend to that.

Port State jurisdiction

Port State jurisdiction is the competence Of States to enforcement jurisdiction over foreign vessels
within their parts.

Exercising port state jurisdiction (psi) over foreign-flagged vessels, these port states may give effect to
generally applicable international rules.

SOLAS components:

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 I 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 part State control.

Ship construction (Chapter I This chapter contains stipulations important in the construction of a vessel

1.Life-saving appliances/facilities and safety equipment (Chapter (1)

2. Life-saving appliances and arrangements

3. Radio communications (GMDSS).

4. Safe navigation (Chapter V

Main elements of 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

Annex l -Prevention of pollution by oil & oily water Annex ll-Control of pollution by noxious liquid
substances in bulk

Annex lll – prevention of pollution by harmful substances carried by sea in packaged form

Annex lV Pollution by sewage from ships

Annex V-Pollution by garbage from ships

Annex V-Prevention of air pollution from ships

There are five elements in STCW which are

1.Personal Survival Tech

2. Elementary First Aid,

3. Fire protection

4. Fire fighting, personnel safety and social responsibilities

5. Proficiency in Security Awareness

• Private international law refers to that part of the law that is administered between private citizens of
different countries or is concerned with the definition, regulation, and enforcement of rights in situations
where both the person in whom the right inheres and the person upon whom the obligation rests are
private citizens of different nations. It is a set of rules and regulations that are established or agreed
upon by citizens of different nations who privately enter into a transaction and that will govern in the
event of a dispute.

In this respect, private International Law differs from public international law, which is the set of rules
entered into by the governments of various countries that determine the rights and regulate the
intercourse of independent nations.
Public international law is the body of rules that is legally binding on States and international
organizations in their interactions with other States, International organizations, individuals, and other
entities.

The International Ship and Port Facility Security Code (ISPS Code) is a comprehensive set of measures to
enhance the security of ships and port facilities, developed in response to the perceived threats to ships
and port facilities in the wake of the 9/11 attack)

(HSC Code mandatory high-speed craft built on or after 1 January 1996 The Chapter was adopted in May
1994 and entered into force on 1 January 1996.).

(International Bulk Chemical Code (IBC Code) The International Code for the Construction and
Equipment of Ships Carrying Dangerous Chemicals in Bulk. The IBC Code contains the IMO regulations
that govern the design, construction, and outfitting of new built or converted chemical tankers).

(BCH Code for the Construction Equipment of Ships Carrying Dangerous Chemicals in Bulk).
(IGC/GCCode. The International Code of the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk) (MODU Code for the Construction and Equipment of Mobile Offshore Drilling Units)

(SPS Special purpose ship means a mechanically self-propelled ship which by reason of its function
carries on board more than 12 special personnel.

(The 2011 ESP Code provides requirements for an enhanced programme of inspections during surveys of
single-hull and of double-hull bulk carriers and single-hull and double-hull oil tankers, in accordance with
the provision of SOLAS regulation XI-1/2 and in line with the IACS UR Z10 series).

(Recognized organization (RO) means an organization that has been assessed by a flag State, and found
to comply with this part of the RO Code).

They include (some depend on the type of ship):

• International Tonnage Certificate;

International Load Line Certificate;

Passenger Ship Safety Certificate;

Cargo Ship Safety Construction Certificate; Cargo Ship Safety Equipment Certificate;

Cargo Ship Safety Radio Certificate

Cargo Ship Safety Certificate

Safety Management Certificate Damage Control Information; Shipboard Oil Pollution Emergency Plan:

International Ship Security Certificate

Stability Information;

Cargo Securing Manual

Minimum safe manning document;

Certificates for masters, officers or ratings;

COLLEGES

International Oil Pollution Prevention Certificate;

International Certificate for the Carriage of Noxious Liquid Substances; International Sewage Pollution
Prevention Certificate;

International Air Pollution Prevention Certificate;

International Anti-fouling System Certificate;

• Oil Record Book;

Garbage Management Plan;

Garbage Record Book;

The certificates and documents are issued by the officers of flag State Administrations or their
ROS/RSOs/nominated surveyors authorized for the purpose and are subject to inspection by port State
control officers (PSCOs) Reporting on exemption and equivalents under IMO mandatory instruments by
flag Administrations, as well as the provision of specimen certificates, can be arranged using the GISIS
module on Survey and Certification which can be accessed by Members (resolution A. 1074(28) on
notification and circulation through GISIS

-Maritime Crimes

Criminal activities that are enabled by the use of the seas such as trafficking and smuggling of people
and goods. Criminal activities that violate coast states sovereignty such as illegal fishing and
unauthorized entrance of a state internal waters, Violation with MARPOL convention, eg. Maritime
pollution and air pollution.

Administrative procedures (inspection of certificates and records, detention

Port State Control Officer (PSCO): A person duly authorized by the competent authority of a Party to a
relevant convention to carry out port State control inspections, and responsible exclusively to that Party
During an inspection the PSC inspector may identify one or more deficiencies and include these in the
PSC inspection Report

Exercise of flag State jurisdiction:

Once the ship is registered, it has on board the official documents attesting nationality and it is duly
flying the flag of the country in which it is registered, it can be said to be under the jurisdiction of that
country and when the ship is on the high seas it is, according to Articles 6 and 92 of the 1958 HSC and
UNCLOS 1982 respectively, under the exclusive jurisdiction of that State20. This, save for instances
expressly provided under these conventions or any other international treaty, including instances
provided for by the 1958 HSC and the UNCLOS 1982 include inter alia piracy, slave trading and hot
pursuit. By “jurisdiction” it is meant that the flag State has the power to prescribe rules of conduct, to
threaten sanctions and to enforce sanctions with regard to the ship users.

Each ship, before registration and thereafter at appropriate intervals, is surveyed by a qualified surveyor
of ships, and has on board such charts, nautical publications and navigational equipment and
instruments as are appropriate for the safe navigation of the ship

IMO was established to adopt legislation and Governments are responsible for implementing them.
When a Government accepts an IMO Convention it agrees to make it part of its own national law and to
enforce it just like any other law. The problem is that some countries lack the expertise, experience and
resources necessary to do this properly.

In some ways, maritime law has developed apart from-and somewhat in tension with-local civil laws. It
has done so because the fundamental purpose of maritime law is different from that of the civil law.
While the civil law developed to help maintain a civil society and resolve disputes between members of a
single nation, maritime law

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.

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

When in port, a ship must also comply with the appropriate laws and regulations of the port State

Keeping up to date with legislation should be systematically managed, Law is not static. It is dynamic and
ver changing

Technology and techniques in the shipping industry change very rapidly these days. As a result, not only
are new Conventions required but existing ones need to be kept up to date.

Since the enforcement of conventions depends upon the Governments of Member Parties, adoption of a
new convention or amendments to the existing ones will mean creation and amendment of a new or
existing national law of a Party.

Law of the Sea

The Law of the Sea Convention defines the rights and responsibilities of nations with respect to their use
of the world’s oceans, establishing guidelines for businesses, the environment, and the management of
marine natural resources

Territorial sea – the part of territorial waters subject to the jurisdiction of a coastal state usually
extending From mean low water mark on the shore or from the seaward limit of a bay or mouth of a
river a marine league or 3 Geographical miles outward to the open sea-compare inland water.

The contiguous zone is a band of water extending farther from the outer edge of the territorial sea to us
to 24 nautical miles (44.4 km: 276 mi) from the baseline, within which a state can exert limited control
for the purpose of preventing or punishing “infringement of its customs, fiscal, immigrations of sanitary
laws and regulations within its territory or territorial sea

International straits-

Usually the term refers to straits which are within the territorial limits of a certain state, but which are
used for international navigation and so are subject to special rules of international law securing the
right of passage for vessels registered in foreign states.

Exclusive economic zone and continental shelf

Thus, the exclusive economic zones includes the contiguous zone. States also have rights to the seabed
of what is called the continental shelf up to 350 nmi (650 km) from the coastal baseline, beyond the
exclusive economic zones, but such areas are not part of their exclusive economic zones.

high seas in maritime law, all parts of the mass of saltwater surrounding the globe that are not part
of the territorial sea or internal waters of a state.

UNCLOS obliges States to protect and preserve the marine environment (including rare or fragile
ecosystems), with particular requirements on co-operation between Parties on a global and regional
basis for formulating and elaborating the necessary international rules.

States have the sovereign right to exploit their natural resources pursuant to their environmental policies
and in accordance with their duty to protect and preserve the marine environment.

An International Load Line Certificate (1966) shall be issued for a period specified by the Administration,
which shall not exceed five years from the date of issue.

2. If, after the periodical survey referred to in paragraph (1)(b) of Article 14, a new certificate cannot be
issued to the ship before the expiry of the certificate originally issued, the person or organization
carrying out the survey may extend the validity of the original certificate for a period which shall not
exceed five months. This extension shall be endorsed on the certificate, and shall be granted only where
there have been no alterations in the structure equipment, arrangements, material or scantlings which
affect the ship’s freeboard.
Control

1. Ships holding a certificate issued under Article 16 or Article 17 are subject, when in the ports of
other Contracting Governments, to control by officers duly authorized by such Governments.
Contracting Governments shall ensure that such control is exercised as far as is reasonable and
practicable with a view to verifying that there is on board a valid certificate under the present
Convention. If there is a valid International Load Line Certificate (1966) on board the ship, such
control shall be limited to the purpose of determining that:

(a) The ship is not loaded beyond the limits allowed by the certificate;

(b) The position of the load line of the ship corresponds with certificate; and

© the ship has not been so materially altered in respect of the matters set out in sub-paragraphs (a) and
(b) of paragraph (3) of Article 19 that the ship is manifestly unfit to proceed to sea without danger to
human life.

1. If there is a valid International Load Line Exemption Certificate on board, such control shall be
limited to the

Purpose of determining that any conditions stipulated in that certificate are complied with.

2. If such control is exercised under sub-paragraph © of paragraph (1) of this Article, it shall only be
exercised in so far as may be necessary to ensure that the ship shall not sall until it can proceed
to sea without danger to the passengers or the crew.

3. In the event of the control provided for in this Article giving rise to intervention of any kind, the
officer carrying out the control shall immediately inform in writing the Consul or the diplomatic
representative of the State whose flag the ship is flying of this decision and of all the
circumstances in which intervention was deemed to be necessary.

The purposes of the ICLL Regulations:

International Convention on Load Lines 1966 and its Protocol of 1988 are a comprehensive set of
regulations to determine the minimum allowable freeboard and define conditions of load line
assignment.

Freeboard-represents the safety margin showing to what depths a ship may be loaded under
various service conditions-e.g., the type of cargo, the waters to be navigated, and the season of
the year. A vessel’s freeboard is the distance from the waterline to the upper deck level,
measured at the lowest point of sheer where water can enter the boat or ship. A low-freeboard
boat is susceptible to taking in water in rough seas.

• Freeboard deck is normally the uppermost complete deck exposed to weather and sea, which
has permanent means of closing all openings in the weather part thereof, and below which all
openings in the sides of the ship are fitted with permanent means of watertight closing.

Superstructure – the structures lying above the hull of the ship which houses the
accommodation, offices, the navigation bridge, the signaling and communication units, utility
spaces and multifarious electrical and electronic system areas, which are indispensable to the
operation and the functionality of the ship as well as the sustainability of crew.

The position, dimensions and marking of:

Deck Une- is a horizontal line marked amidships on each side of the ship. Its upper edge shall
normally pass through the point where the continuation outwards of the upper surface of the
freeboard deck intersects the outer

Surface of the shell plating.

Load Line Mark – also called Plimsoll mark, is a marking indicating the extent to which the
weight of a load may safely submerge a ship, by way of a waterline limit. It is the line that
indicates the loading limit in different densities

And weather conditions.

Lines to be used with the load Line Mark

The following load lines shall be used: a) The Summer Load Line indicated by the upper

Edge of the line which passes through the centre of the ring and also by a line marked 5. B) The
Winter Load Line indicated by the upper edge of a line marked W.

c) The Winter North Atlantic Load Line indicated by the upper edge of a line marked WNA
d) The Tropical Load Line indicated by the upper edge of a line marked T. e) The Fresh Water
Load Line in summer indicated by the upper edge of a line marked F.

The Fresh Water Load Une in summer is marked abaft the vertical line. The difference between
the Fresh Water Load Line in summer and the Summer Load Line is the allowance to be made for
loading in fresh water

At the other load lines. The Tropical Fresh Water Load Line indicated by the upper edge of a line
marked TF, and marked abaft the vertical line.

Marks

1. Deck Line-It is a horizontal line measuring 300mm by 25mm. It passes through the upper
surface of the freeboard.

2. Load Line Disc-It is the 300mm diameter and 25mm thick round shaped disc. It is intersected
by a horizontal line 450 mm, 25 mm. in breadth. The upper edge of the horizontal line marks the
‘Summer salt water line’ also known as Plimsol Line

3.Load Lines-Load lines are horizontal lines extending forward and aft from a vertical line placed
at a distance of 540mm from the centre of the disc. They measure 230mm by 23mm. The upper
surfaces of the load lines indicate the maximum depths to which the ships maybe submerged in
different seasons and circumstances

Circle lines and letters of deck line and load lines are to be painted in white or yellow, a dark
ground or in black on a light ground and that they should be permanently marked on the sides of
the ship so that it can easily be read and Distinguished. Loadline disc:

The survey, inspection and marking of ships, as regards to the enforcement of the provisions of
the present Convention and the granting of exemptions therefrom, shall be carried out by
officers of the Administration. The Administration may, however, entrust the survey, inspection
and marking either to surveyors nominated for the purpose or to organizations recognized by it.
In every case the Administration concerned fully guarantees the completeness and efficiency of
the survey, inspection and marking.

An International Load Line Certificate (1966) shall be issued to every ship which has been
surveyed and marked in

Accordance with the present Convention

The International load Line Certificate (1966) will not be delivered to a ship until the surveyor
has certified that the marks are correctly and permanently indicated on the ship’s sides.
Deck cargo should be so stowed as to allow for the closing of openings giving access to crew’s
quarters, machinery space and other parts used in the necessary work of the ship. There should
be no obstacle overhead and on the floor for the free passage of the crewmembers.

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 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. GES

General provisions Regulation of SOLAS:

Unless expressly provided otherwise, the present regulations apply only to ships engaged on
international voyages.

International voyage’-means a sea voyage from a country to which the present Convention
applies to a port outside such country, or conversely. For this purpose, every territory for the
international relations of which a Contracting Government is responsible or for which the United
Nations are the administering authority is regarded as a separate country.

Passenger is every person other than the master and the members of the crew or other persons
employed or engaged (super cargo, cargo supervisor or special personnel) in any capacity on
board a ship on the business of that ship

Passenger ship-is a ship which carries more than twelve passengers.

Cargo ship-is any ship which is not a passenger ship and her job is to transport cargo from port to
port.

Tanker is a ship designed to transport or store liquids or gases in bulk. Major types of tanker ship
include the oil tanker, the chemical tanker, and gas carrier.

Age of a ship-age of the ship starts from the keel of which is laid, or which is at a similar stage of
construction, on or after the date of coming into force of the present Convention for each
Contracting Government

Administration means the Government of the State whose flag the ship is entitled to fly. Surveys
of ships as regards the enforcement of the provisions of this Annex shall be carried out by
officers of the Administration. The Administration may, however, entrust the surveys either to
surveyors nominated for the purpose or to organizations recognized by it.

• A Marine surveyor is a person who conducts inspections, surveys or examinations of marine

vessels to assess, monitor and report on their condition and the products on them, as well as
inspects damage caused to both vessels and cargo. Marine surveyors also inspect equipment
intended for new or existing vessels to ensure compliance with various standards or
specifications. Marine surveys typically include the structure, machinery and equipment
(navigational, safety, radio, etc.) and general condition of a vessel and/or cargo. It also includes
judging materials on board and their condition. Because certifications and subsequently
payments are processed only after the surveyor has expressed his or her satisfaction, a marine
surveyor holds a prestigious position and is held with much regard in the shipbuilding industry.
Marine Surveyors are highly qualified and technically sound and are usually selected after
thorough evaluation procedures as vessels ranging from small ferries to enormous crude oil
carriers and cruise liners

Are approved to sail into the high seas based purely on their judgment, competence and
integrity. Marine surveying is often closely associated with marine insurance, damage and
salvage, accident and fraud investigation as insurers generally lack the training and skills required
to perform a detailed assessment of the condition of a vessel. Marine surveyors are hired on a
fee basis by customers seeking insurance directly and maintain professional autonomy in order
to provide an unbiased view: Independent marine surveyors are often employed by the clients of
marine insurers to provide evidence in support of damage claims made against the insurer.
Insurance companies cannot require customers to use specific marine surveyors and risk legal
scrutiny and potential recourse if they impose surveyor requirements.

A marine surveyor may also perform the following tasks:

1. Conduct surveys throughout the ship’s life (building new ship, annual survey, interim survey,
special survey) to ensure standards are maintained;

2. Perform inspections required by domestic statutes and international conventions by the

International Maritime Organization (IMO); ES

3. Witness tests and operation of emergency and safety machinery and equipment;

4. Measure ships for tonnage and survey them for load line assignment;

5. Attend court as an expert witness and assist in coroner’s inquiries;

6. Investigate marine accidents.

7. Determine “Fair Market Value, “Damage Repair Costs”, and Replacement Value”.

Detention: Intervention action taken by the port State when the condition of the ship or its crew
does not correspond substantially with the relevant conventions to ensure that the ship will not
sail until it can proceed to sea without presenting a danger to the ship or persons on board, or
without presenting an unreasonable threat of harm to the marine environment, whether or not
such action will affect the normal schedule of the departure of the ship.

Survey of radio installations. The survey of the radio installations, including those used in life-
saving appliances,

Should always be carried out by a qualified radio surveyor who has necessary knowledge of the
requirements of SOLAS 74, the International Telecommunication Union’s Radio Regulations and
the associated performance standards for radio equipment. The radio survey should be carried
out using suitable test equipment capable of performing all the relevant measurements required
by these guidelines. On satisfactory completion of the survey. The radio surveyor should forward
a report of the survey, which should also state the organization he or she represents, to the
authorities responsible for the issue of the ship's Cargo Ship Safety Radio Certificate or
Passenger Ship Safety Certificate.

The different kinds of survey and the requirements

1. An initial survey is a complete inspection before a ship is put into service of all the items
relating to a particular certificate, to ensure that the relevant requirements are complied
with and that these items are satisfactory for the service for which the ship is intended.

2. A periodical survey is an inspection of the items relating to the particular certificate to

ensure that they are in a satisfactory condition and fit for the service for which the ship is
intended.

3. A renewal survey is the same as a periodical survey but also leads to the issue of a new
certificate.

4. An intermediate survey is an inspection of specified items relevant to the particular

certificate to ensure that they are in a satisfactory condition and fit for the service for which
the ship is intended.

5. An annual survey is a general inspection of the items relating to the particular certificate to
ensure that they have been maintained and remain satisfactory for the service for which the
ship is intended.
 6. An inspection of the outside of the ship’s bottom is an inspection of the underwater part of
the ship and related Items to ensure that they are in a satisfactory condition and fit for the
service for which the ship is intended.

7. An additional survey is an inspection, either general or partial according to the

circumstances, to be made after a repair resulting from investigations or whenever any
important repairs or renewals are made.

A bottom/docking survey is the examination of the outside of the ship’s hull and related
items. This examination

May be carried out with the ship either in dry dock (or on a slipway) or afloat in the former
case the survey will be referred to as dry-docking survey, while in the latter case as in-water
survey. The conditions for acceptance of an in- water survey in lieu of a drydocking survey
will depend on the type and age of the ship and the previous history. The outside of the
ship’s hull and related items are to be examined on two occasions in the five-year period of
the certificate of class with a maximum of 35 months between surveys. One of the two
bottom/docking surveys to be performed in the five-year period is to be concurrent with the
class renewal/special survey.
1. Cargo holds and engine rooms are to be surveyed at random, depending on the ship type
and the age and Condition of the ship. The ship is to be surveyed in unloaded condition,
wherever possible. In the case of suspected damages affecting the class, the Surveyor is
entitled to carry out further investigations
2. The hatches, bulkhead doors, ramps, bow visors, bow, side and stern doors, etc., of all
ships have to be surveyed At each opportunity arising, but at least once a year, regarding the
tightness and operability of all closures.
3.The steering gear and the anchor equipment are to be checked for visible damages. For
operability, see.
4. For ships subject to the Enhanced Survey Programme (ESP) and 15 years of age and
above, the intermediate Bottom/docking survey is to be carried out in a dry dock.

a. Every ship which, in accordance with regulation 2, is required to comply with the
provisions of this Annex

4. In every case, the Administration concerned shall fully guarantee the completeness and
efficiency of the survey and shall undertake to ensure the necessary arrangements to satisfy this
obligation.

5. The condition of the ship and its equipment shall be maintained to conform with the provisions
of the present Convention to ensure that the ship in all respects will remain fit to proceed to sea
without presenting an unreasonable threat of harm to the marine environment.
Whenever an accident occurs to a ship or a defect is discovered, either of which affects the
safety of the ship or the efficiency or completeness of its life-saving appliances or other
equipment, the master or owner of the ship shall report at the earliest opportunity to the
Administration, the nominated surveyor or recognized organization responsible for issuing
the relevant certificate, who shall cause investigations to be initiated to determine whether
a survey, as required by regulations 7, 8, 9 or 10, is necessary

Whenever there is accident or defects discovered it should be immediately reported. If the

ship is another port of another Party, the Master or Owner shall also report immediately to
the appropriate authorities of the Port State and the nominated surveyor or recognized
organization shall ascertain that such a report has been made

All ships must be surveyed and verified by officers of the flag State Administrations or their
recognized organizations (ROS)/recognized security organizations (RSOs)/nominated
surveyors so that relevant certificates can be issued to establish that the ships are designed,
constructed, maintained and managed in compliance with the requirements of IMO
Conventions, Codes and other instruments.

IMO Conventions, Codes and other instruments

1. Conventions:-SOLAS, MARPOL, Load Lines, Tonnage 69, COLREG 72, AFS 2001, BW 2004,

all ships should carry the following:

International Tonnage Certificate (1969)

An International Tonnage Certificate (1969) shall be issued to every ship, the gross and
net tonnage of which have been determined in accordance with the Convention.
(Tonnage Convention, article 7

International Load Line Certificate)

An International Load Line Certificate shall be issued under the 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. (LL Convention, article 16; 1988 LL Protocol, article 18)

International Load Line Exemption 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 article 6 of the Load Line
Convention or the Convention as modified by the 1988 LL Protocol, as appropriate.

(LL Convention, article 6; 1988 LL Protocol, article 18)

Intact stability booklet

Every passenger ship regardless of size and every cargo ship of 24 metres and over shall
be inclined on completion and the 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.
(SOLAS 1974, regulations II-1/22 and II-1/25-8;1988 LL Protocol, regulation 10)

Damage control plans and booklets

On passenger and cargo ships, there shall be permanently exhibited plans showing
clearly for each deck and hold the 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. (SOLAS
1974, regulations II-1/23, 23-

1,25-8; MSC/Circ.919)

Minimum safe manning document

Every ship to which chapter I of the Convention applies shall be provided with an
appropriate safe manning document or equivalent issued by the Administration as
evidence of the minimum safe manning. (SOLAS 1974 (2000 amendments), regulation
V/14.2

Fire safety training manual

The ship and shall provide in each crème A training manual shall be written in the
working language of the ship and shall be provided in each crew mess room and
recreation room or in each crew cabin. The manual shall contain the instructions and
information required in regulation 11-2/ 15.2.3.4. Part of such information may be
provided in the form of audio-visual aids in lieu of the (SOLAS 1974 2000 amendments,
regulation II-2/15.2.3) Manual.
Fire Control plan/booklet)

General arrangement plans shall be permanently exhibited for the guidance of the ship’s
officers, showing clearly for each deck the control stations, the various fire sections
together with particulars of the fire detection and fire alarm systems and the fire
extinguishing 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 weather tight enclosure
outside the deck use for the assistance of shore-side fire-fighting personnel. (SOLAS
1974 (2000 amendments), regulation 11-2/15.2.4)

On board training and drills record

Fire drills shall be conducted and recorded in accordance with the provisions of
regulations III/19.3 and /19.5 (SOLAS 1974 (2000 amendments), regulation 11-
2/15.2.2.5)

Fire safety operational booklet

The fire safety operational booklet shall contain the necessary information and
instructions for the safe operation of the ship and 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 11-
2/15.2.3. (SOLAS 1974 (2000 amendments),

Regulation II-2/16.2)

Certificates for masters, officers or ratings

Certificates for masters, officers or ratings shall be issued to those candidates who, to
the satisfaction of the Administration, meet the 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 Watch keeping for Seafarers, 1978. Formats of certificates are given in
section A-1/2 of the STCW Code. Certificates must be kept available in their original form
on board the ships on which the holder is serving. (STCW 1978, article VI, regulation ½;
STCW Code, section A-1/2)
International Oil Pollution Prevention Certificate

An International Oil Pollution Prevention Certificate shall be 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. (MARPOL 73/78, Annex 1, regulation
5)

Oil Record Book

Every oil tanker of 150 gross tonnage and above and every ship 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). (MARPOL 73/78
Annex I, regulation 20)

Shipboard Oil Pollution Emergency Plan

Every oil tanker of 150 gross tonnage and above and every ship 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. (MARPOL

73/78, Annex I, regulation 26)

International Sewage Pollution Prevention Certificate

An International Sewage Pollution Prevention Certificate shall be issued, after an initial

or renewal survey in accordance with the 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. (MARPOL 73/78, Annex IV, regulation 5; MEPC/Circ.408)

Garbage Management Plan

Every ship of 400 gross tonnage and above and every ship which is certified to carry 15
persons or more shall carry a garbage management plan which the crew shall follow.
(MARPOL 73/78, Annex V, regulation 9) Garbage Record Book

Every ship of 400 gross tonnage and above and every ship which 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. (MARPOL 73/78, Annex V, regulation 9)

Voyage data recorder system-certificate of compliance

The voyage data recorder system, including all sensors, shall be 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. (SOLAS 1974, regulation
V/18.8)

Cargo Securing Manual

All cargoes, other than solid and liquid bulk cargoes, cargo units and cargo transport
units, shall be loaded, stowed and secured throughout the voyage in accordance with
the Cargo Securing 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. SOLAS 1974 (2002 amendments), regulations VI/5.6 and VII/5;
MSC/Circ.745

Document of Compliance

A document of compliance shall be issued to every company which complies with the
requirements of the ISM Code: A copy of the document shall be kept on board. (SOLAS
1974, regulation IX/4; ISM Code, paragraph 13) Safety Management Certificate

A Safety Management Certificate shall be issued to every ship by the Administration or

an organization recognized by the 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. (SOLAS 1974, regulation IX/4; ISM Code, paragraph 13)

International Ship Security Certificate (ISSC) or Interim International Ship Security

Certificate

An International Ship Security Certificate (ISSC) shall be issued to every ship by the
Administration or an organization recognized by it to verify that the ship complies with
the maritime security provisions of SOLAS chapter X-2 and part A of the ISPS Code. An
 interim ISSC may be issued under the ISPS Code part A, section 19.4 (SOLAS 1974 (2002
amendments), regulation XI-2/9.1.1; ISPS Code part A, section 19 and appendices).

Ship Security Plan and associated records

Each ship shall carry on board a ship security plan approved by the Administration. The
plan shall make provisions for the three security levels as defined in part A of the ISPS
Code. Records of the following activities addressed in the ship security plan shall be kept
on board for at least the minimum period specified by the Administration

(SOLAS 1974 (2002 amendments), regulation XI-2/9; ISPS Code part A, sections 9 and 10)

Continuous Synopsis Record (CSR)

Every ship to which chapter I of the Convention applies shall be issued with a Continuous
Synopsis Record The Continuous Synopsis Record provides an onboard record of the
history of the ship with respect to the information recorded therein. (SOLAS 1974 (2002
amendments), regulation XI-1/5)

2. In addition to the certificates listed in section 1 above, passenger ships shall carry

Passenger Ship Safety Certificate

A certificate called a Passenger Ship Safety Certificate shall be issued after inspection
and survey to which complies with the requirements of chapters 1-1, 1-2, II and IV and
any other relevant requires of 1974. A Record of Equipment for the Passenger Ship
Safety Certificate (Form P shall be permanently (SOLAS 1974, regulation 1/12, as
amended by the GMDSS amendments; 19 SOLAS Price/ Amendments), appendix
Exemption Certificate)

When an exemption is granted to a ship under and in accordance with the provisions of
SOLAS 1974, a certificate called an Exemption Certificate shall be issued in addition to
the certificates listed above. (SOLAS 1974, regulation

1/12; 1988 SOLAS Protocol, regulation 1/12) Special Trade Passenger Ship Safety
Certificate, Special Trade 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 Certificate shall be issued under
the provisions of the Protocol on Space Requirements for Special Trade Passenger Ships,
1973.

(STP 71, rule 5 SSTP 73, rule 5)

Search and rescue co-operation plan

Passenger ships to which chapter 1 of the Convention applies shall have on board a plan
for co-operation with appropriate search and rescue services in event of an emergency.
(SOLAS 1974 (2000 amendments), regulation V/7.3)

List of operational limitations

Passenger ships to which chapter I of the Convention applies shall keep on board a list of
all limitations on the operation of the ship, 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. (SOLAS
1974 (2000 amendments), regulation V/30)

Decision support system for masters

In all passenger ships, a decision support system for emergency management shall be
provided on the navigation bridge. (SOLAS 1974, regulation III/29

3. In addition to the certificates listed in section 1 above, cargo ships shall carry:

Cargo Ship Safety Construction Certificate A certificate called a Cargo Ship Safety
Construction Certificate shall be issued after survey to a cargo ship of 500 gross tonnage
and over which satisfies the requirements for cargo ships on survey, set out in regulation
20 of SOLAS 1974, and complies with the applicable requirements of chapters 11-1 and
1-2, other than those relating to fee extinguishing appliances and fire control plans.
(SOLAS 1974, regulation 12, as amended by the GMDSS amendments; 1988 SOLAS
Protocol, regulation 1/12)

Cargo Ship Safety Equipment Certificate

A certificate called a Cargo Ship Safety Equipment Certificate shall be issued after survey to a cargo ship
of 500 gross tonnage and over which complies with the relevant requirements of chapters II-1 and 1-2
and III and any other relevant requirements of SOLAS 1974. A Record of Equipment for the Cargo Ship
Safety Equipment Certificate (Form E) shall be permanently attached. SOLAS 1974, regulation 1/12, as
amended by the GMDSS amendments; 1988 SOLAS Protocol, regulation 1/12 (2000 amendments),
appendix
Cargo Ship Safety Radio Certificate

A certificate called a Cargo Ship Safety Radio Certificate shall be issued after survey to a cargo ship of 300
gross tonnage and over, fitted with a radio installation, including those used in life-saving appliances,
which complies with the requirements of chapters III 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.(SOLAS 1974, regulation 12 as amended by the GMDSS amendments; 1988 SOLAS
Protocol, regulation 1/12) Cargo Ship Safety Certificate

A certificate called a Cargo Ship Safety Certificate may be issued after survey to a cargo ship which
complies with the relevant requirements of chapters II-1, 1-2, III, IV and V and other relevant
requirements of SOLAS 1974 as 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. 12 (2000 amendments), appendix)

Exemption Certificate

When an exemption is granted to a ship under and in accordance with the provisions of SOLAS 1974, a
certificate called an Exemption Certificate shall be issued in addition to the certificates listed above.
(SOLAS 1974, regulation

1/12: 1988 SOLAS Protocol, regulation 1/12)

Document of authorization for the carriage of grain

A document of authorization shall be issued for every ship loaded in accordance with the regulations of
the International Code for the Safe Carriage of Grain in Bulk either by the Administration or 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. (SOLAS 1974, regulation VI/9; International Code
for the Safe Carriage of Grain in Bulk, section 3

Certificate of insurance or other financial security in respect of 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. (CLC 1969, article VII)

Certificate of insurance or other financial security in respect of 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. (CLC 1992, article VII)

Enhanced survey report file

Bulk carriers and oil tankers shall have a survey report file and supporting documents complying with
paragraphs 6.2 and 6.3 of 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. (SOLAS 1974 (2002
amendments), regulation XI-1/2: resolution

Record of oil discharge monitoring and control system for the last ballast voyage

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. (MARPOL 73/78, Annex I, regulation 15(3)(a) Cargo Information

The shipper shall provide the master or his representative with appropriate information, confirmed in
writing, on the cargo, in advance of loading. In bulk carriers, the density of the cargo shall be provided in
the above information. (SOLAS 1974, regulations VI/2 and XII/10; MSC/ Circ.663)

Bulk Carrier Booklet

To enable the master to prevent excessive stress in the ship’s structure, the ship loading and unloading
solid bulk cargoes shall be provided with a booklet referred to in SOLAS regulation VI/7.2. The booklet
shall be endorsed by the Administration or on 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. (SOLAS 1974, regulations VI/7 and XII/8;
Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code)

Dedicated Clean Ballast Tank Operation Manual

Every oil tanker operating with dedicated clean ballast tanks in 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 1

Of MARPOL 73/78. (MARPOL 73/78, Annex 1, regulation 13A)

Crude Oil Washing Operation and Equipment Manual (COW Manual)

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 138 of Annex I of MARPOL 73/78. (MARPOL
73/78, Annex I, regulation 138) Condition Assessment Scheme (CAS) Statement of Compliance, CAS Final
Report and Review Record

A Statement of Compliance shall be issued by the Administration to every oil tanker which has been
surveyed in accordance with the requirements of the Condition Assessment Scheme (CAS) (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. (MARPOL 73/78, Annex I (2001 amendments (resolution MEPC.95(46)),
regulation 136; resolution MEPC.94(46)

Hydrostatically Balanced Loading (HBL) Operational Manual

Every oil tanker which, in compliance with regulat ion 13G(6)(b), operates with Hydrostatically Balanced
Loading shall be provided with an operational manual in accordance with resolution MEPC.64(36).
(MARPOL 73/78, Annex I 2001 amendments (resolution MEPC.95(46)), regulation 13G) Oil Discharge
Monitoring and Control (ODMC) Operational Manual 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. (MARPOL 73/78, Annex I,
regulation 15(3)© Subdivision and stability information

Every oil tanker to which regulation 25 of Annex I of MARPOL 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. (MARPOL 73/78, Annex 1, regulation 25)

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 Noxious Liquid Substances in Bulk
(NLS Certificate)

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. (MARPOL 73/78, Annex II,
regulations 11 and 12A)

Cargo record book

Every ship to which Annex II of MARPOL 73/78 applies shall be 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. MARPOL 73/78, Annex Il, regulation 9

Procedures and Arrangements Manual (P & A Manual)

Every ship certified to carry noxious liquid substances in bulk shall have on board a Procedures and
Arrangements Manual approved by the Administration. Resolution MEPC.18(22), chapter 2; MARPOL
73/78, Annex 11, regulations 5, 5A and 8 Shipboard Marine Pollution Emergency Plan for Noxious Liquid
Substances

International Certificate of Fitness for the Carriage of INF Cargo A ship carrying INF cargo shall comply
with the requirements of the International Code for the Safe Carriage of Packaged Irradiated Nuclear
Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INF Code) in addition to any other
applicable requirements of the SOLAS regulations and shall be surveyed and be provided with the
International Certificate of Fitness for the Carriage of INF Cargo. (SOLAS 1974, regulation VII/16; INF
Code (resolution MSC.88(71)), paragraph 1.3)

10. In addition to the certificates listed in sections 1, and 2 or 3 above, where applicable, any Nuclear
Ship shall carry:

A Nuclear Cargo Ship Safety Certificate or Nuclear Passenger Ship Safety Certificate, in place of the Cargo
Ship Safety Certificate or Passenger Ship Safety Certificate, as appropriate. Every Nuclear powered ship
shall be issued with the certificate required by SOLAS chapter VIII. (SOLAS 1974, regulation VIII/10

Equipment certificate shall be issued for a period not exceeding 24 months. Exemption certificates shall
not be

Valid for longer than the period of the certificates to which they refer. No extension of the five-year
period of validity of the Cargo Ship Safety Construction Certificate is permitted Exceptionally, when at
the time of expiration of the certificate the ship is not in a port in which it is to be surveyed, the
Administration may extend the period of validity for maximum 3 months to allow the ship to complete
its voyage and only in cases it appears reasonable to do so (SOLAS 74, Annex, Chapter 1, Regulation 14,
par.

The Certificate shall cease to be valid:

• All certificates or certified copies thereof issued under these Regulations shall be posted up in a
prominent and accessible place in the ship.

• Acceptance of certificates

Regulation 14, par. (1) (11));

The certificates issued under the authority of a Contracting Government in accordance with the present
Convention shall be accepted by the other Contracting Governments and regarded for all purposes
covered by the present Convention as having the same force as certificates issued by them

The Master should be provided a copy of the results of the survey and immediately be advised of the
actions taken or the items to be rectified before departure or before arrival to the next port of call.

•Parties to the Protocol of 1978 to the SOLAS Convention, 1974, should apply the requirements of the
Convention and Protocol as may be necessary to ensure that no more favourable treatment is given to
ships of non-parties to the Convention and Protocol

Subdivision load line is a waterline used in determining the subdivision of the ship. The subdivision load
lines assigned and marked shall be recorded in the Passenger Ship Safety Certificate, and shall be
distinguished by the notation C.1 for the principal passenger condition, and C2, C3, etc., for the
alternative Conditions.

In no case shall any subdivision load line mark be placed above the deepest load line in salt water as
determined by The strength of the ship or the International Convention on Load Lines in force. Whatever
may be the position of the subdivision load line marks, a ship shall in no case be loaded so as to
submerge the load line mark appropriate to the season and locality as determined in accordance with
the International Convention on Load Lines in force.

Deepest subdivision load line is the waterline which corresponds to the greatest draught permitted by
the subdivision requirements which are applicable.

Length of the ship is the length measured between perpendiculars take at the extremities of the deepest
subdivision load line,

The maximum breadth of the ship, measured amidships to the moulded line of the frame in a ship with a
metal shell and to the outer surface of the hull in a ship with a shell of any other material, (MARPOL). 2.

Vessel draft (draft in the American spelling, draught in the British) is one of the principal dimensions of
any waterborne vessel and is defined in technical terms as the distance between the ship’s keel and the
waterline of the vessel.

The bulkhead deck is the uppermost weather tight deck to which transverse watertight bulkheads are
carried.

A margin line is desirable and the limit is taken when the waterline is tangent to a line drawn 76 mm
below the bulkhead deck at side. This line is called the margin line.

Permeability of a space in a ship is the percentage of empty volume in that space. Permeability is used in
ship survivability and damaged stability calculations in ship design. In this case, the permeability of a
space is a percentage from 0 to 100. The percentage of volume of vacant space which will be occupied
by water during flooding inside the ship. This is the remaining space or volume not occupied by cargo or
vacant space that would be occupied by water in case of flooding
All machinery spaces and all other spaces containing propulsion machinery, boilers, oil fuel units, steam
and Internal combustion engines, generators and major electrical machinery, oil filling stations,
refrigerating, stabilizing ventilation and air conditioning machinery and trunk to such spaces, (SOLAS).
Unmanned machinery space (UMS)-Machinery spaces that are controlled from the bridge rather than
from a control room located within the engine room compartment.

Occupied Passenger Spaces: For the purposes of this Guide, any space where passengers may be present
for twenty (20) minutes or longer at one time for transit, rest or leisure purposes.

As described in the last Watertight Door edition, a watertight door prevents the passage of water when
exposed to a head of water. A typical head of water for a ship could range from 3-10 metres (although
Westmoor have designed and tested up to 20 metres resistance). A weathertight door is designed to be
located on the deck of a ship/boat above the waterline, where they can be subject to the adverse
weather conditions experienced offshore. Weathertight doors are also designed to withstand brief
submersion experienced from green seas. This means a weathertight door can withstand a small head of
water (generally no higher than the height of the door). The opening and closing lock of this watertight
door is termed as dog.

The floodable length is the maximum length of the ship that can be flooded without submerging the
margin line, also known as the deck line. The margin line is a line just below the top of the bulkhead
deck, or the highest deck which has watertight bulkheads forming watertight compartments.

Factor of subdivision. (naval architecture) An arbitrary factor used in computing allowable floodable
length of ships after damage, set up by regulations and international convention.

• Broadly, the factor of subdivision ensures that one, two or three compartments can be flooded before
the margin line is immersed leading to what are called one-, two- or three-compartment ships. In
general terms the factor of subdivision decreases with length of ship and is lower for passenger ships
than cargo ships.

The ship would capsize if the flooded compartment is unsymmetrical about the centerline The effects of
flooding on a ship:

1. Change of Draft: Flooding results in entry of water into the ship’s damaged compartment. This
will cause a change in draft to the point where the displacement of the undamaged (intact) part
of the ship will be equal to the displacement before damage less the weight of the water that
entered the ship after flooding.
2. Change of Trim: Ingress of water in a compartment can be considered as an addition of weight to
any point along the length of the ship. This causes a change in the trim of the ship.
3. Change in Stability: The metacentric height of the ship changes due to flooding. This can be
explained by the general expression of metacentric height: GMKB+ BM-KG

4. Change in Freeboard: The increase in draft of the flooded ship results in reduction of freeboard,
which poses a great threat to the residual buoyancy of the ship. Even though the metacentric height
may be positive after flooding. Reduction in freeboard to a point where the deck is immersed,
decreases the ship’s range of stability. This means that the ship could now capsize due to external
forces of wind or waves.
5. Loss of the ship: One of the most common terms that is used in damaged condition of a ship,
is Margin Line. The Margin Line of a ship is an imaginary waterline considered 75 mm below the
uppermost continuous watertight deck. If a ship is damaged, it is considered to be safe only if
the margin line is not immersed. Once the waterline reaches the margin line at any point along
the length of the ship, the ship is considered to be unsafe, and evacuation becomes mandatory.
It is therefore, the designers work to:

1. Design the subdivision in such a way that the remaining righting arm is sufficient up to a
certain level of damage.
2. To identify the extent of damage that can be considered safe for the ship.

Suitable information concerning the use of the cross-flooding fitting shall be supplied to the
master of the ship The criteria goes on to state that for the unsymmetrical case that the angle of
heel after equalization has completed should be less than 12 degrees for two or more
compartment damage.

Intact stability The International Code on Intact Stability, 2008 (2008 IS Code) presents
mandatory and recommendatory stability criteria and other measures for ensuring the safe
operation of ships, to minimize the risk to such ships, to the personnel on board and to the
environment.

The master of the ship shall be supplied with the data necessary to maintain sufficient intact
stability under service conditions to enable the ship to withstand the critical damage.

In the case of ships requiring cross-flooding the master of the ship shall be informed of the
conditions of stability on which the calculations of heel are based and be warned that excessive
heeling might result should the ship sustain damage when in a less favourable condition.

Regulation 16-Segregation of oil and water ballast and carriage of oil in forepeak tanks

1. Except as provided in paragraph 2 of this regulation, in ships delivered after 31 December

1979, as defined in regulation 1.28.2, of 4,000 gross tonnage and above other than oil
tankers, and in oil tankers delivered after 31 December 1979, as defined in regulation 1.28.2,
of 150 gross tonnage and above, no ballast water shall be carried in any oil fuel tank.

2. Where the need to carry large quantities of oil fuel render it necessary to carry ballast water
which is not a clean ballast in any oil fuel tank, such ballast water shall be discharged to
reception facilities or into the sea in compliance with regulation 15 of this Annex using the
equipment specified in regulation 14.2 of this Annex, and an entry shall be made in the Oil
Record Book to this effect.
 • Subdivision load lines shall be distinguished by the notation C.1 for the principal passenger
condition, and C.2, C.3, etc., for the alternative conditions.

The subdivision load lines assigned and marked shall be recorded in the Passenger Ship Safety
Certificate

In no case shall any subdivision load line mark be placed above the deepest load line in salt
water as determined by the strength of the ship or the International Convention on Load Lines in
force.

Classifies watertight doors as:

-class 1-hinged doors shall be fitted with quick action closing devices, such as catches, workable
from each side of the bulkhead.

Hinged watertight doors (Class 1) in passenger, crew and working spaces are only permitted
above a deck the Underside of which, at its lowest point at side, is at least 7 feet (or 2.13 metres)
above the deepest subdivision loadline

Class 2-hand-operated sliding doors may have a horizontal or vertical motion. It shall be possible
to operate the mechanism at the door itself from either side, and in addition, from an accessible
position above the immersion limit line, with an all round crank motion, or some other
movement providing the same guarantee of safety and of an approved type. Departures from
the requirement of operation on both sides may be allowed, if this requirement is impossible
owing to the layout of the spaces. When operating a hand gear, the time necessary for the
complete closure of the door with the ship upright shall not exceed 90 seconds.

Watertight doors, the sills of which are above the deepest subdivision loadline and below the
line specified in sub- paragraph (1) of this paragraph shall be sliding doors and may be hand
operated (Class 2), except in ships where N is 1200 or more in which all such doors shall be
power operated. When trunkways in connection with refrigerated cargo and ventilation or
forced draught ducts are carried through more than one main watertight subdivision bulkhead,
the doors at such openings shall be operated by power.

Class 3-sliding doors which are power operated as well as hand-operated may have a vertical or
horizontal motion. If a door is required to be power operated from a central control, the gearing
shall be so arranged that the door can be operated by power also at the door itself from both
sides. The arrangement shall be such that the door will close automatically if opened by local
control after being closed from the central control, and also such that any door can be kept
closed by local systems which will prevent the door from being opened from the upper control

Main vertical zones are those sections into which the hull, superstructure, and deckhouses are divided
by ‘A’ class divisions, the mean length and width of which on any deck does not in general exceed 40
metres.
Accommodation spaces are those spaces used for public spaces, corridors, lavatories, cabins,
offices, hospitals, cinemas, games and hobbies rooms, barber shops, pantries containing no
cooking appliances and similar spaces.

Public spaces are those portions of the accommodation which are used for halls, dining rooms,
lounges and similar permanently enclosed spaces.

Service spaces are those spaces used for galleys, pantries containing cooking appliances, lockers,
mail and specie rooms, storerooms, workshops other than those forming part of the machinery
spaces, and similar spaces and trunks to such spaces. Cargo spaces

Cargo area. The part of the ship that contains cargo holds, cargo tanks, slap tanks and cargo
pump-rooms including pump rooms, cofferdams, ballast and void spaces adjacent to cargo tanks
and also deck area throughout the entire length and breadth of the part of the ship over the
above-mentioned spaces

“Re-ro cargo spaces” are spaces not normally subdivided in any way and extending to either a
substantial length or the entire length of the ship in which motor vehicles with fuel in their tanks
for their own propulsion and/or goods (packaged or in bulk, in or on rall or road cars, vehicles
(including road and rail tankers), trailers, containers, pallets dismountable tanks or in or on
similar stowage units or other receptacles) can be loaded and unloaded normally in a horizontal
direction.

“Open ro-ro cargo spaces are ro-ro cargo spaces either open at both ends, or open at one end
and provided with adequate natural ventilation effective over the entire length through
permanent openings in the side plating or deckhead, or from above, and for ships constructed
on or after 1 January 2003 having a total area of at least 10% of the total area of the space sides.

“Open vehicle spaces” are those vehicle spaces either open at both ends or have an opening at
one end and are Provided with adequate natural ventilation effective over their entire length
through permanent openings distributed in the side plating or deckhead or from above, and for
ships constructed on or after 1 January 2003 having a total area of at least 10% of the total area
of the space sides.

“Weather deck” is a deck which is completely exposed to the weather from above and from at
least twin sides

“Special category spaces” are those enclosed vehicle spaces above or below the bulkhead deck
into and from which such vehicles can be driven and to which passengers have access. Special
category spaces may be accommodated on more than one deck provided that the total overall
clear height for vehicles does not exceed 10 metres
“Machinery spaces of category A” are those spaces and trunks to such spaces which contain:

1. Internal combustion machinery used for main propulsion; or

2. Internal combustion machinery used for purposes other than main propulsion where such
machinery has in the aggregate a total power output of not less than 375 kW; or
3. Any oil-fired boiler or oil fuel unit,

“Machinery spaces” are all machinery spaces of category A and all other spaces containing propelling
machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical
machinery, oil filling stations, refrigerating, stabilizing, ventilation and air conditioning machinery, and
similar spaces, and trunks to such spaces.

“Closed ro-ro cargo spaces”-are ro-ro cargo spaces which are neither open ro-ro cargo spaces nor
weather decks.

“Closed vehicle spaces” – are vehicle spaces which are neither open vehicle spaces nor weather decks.

“Control stations” are those spaces in which the ship’s radio or main navigating equipment or the
emergency source of power is located or where the fire recording or fire control equipment is
centralized.

Certificated person is a person who holds a certificate of proficiency in survival craft under the authority
of, or Recognized as valid by, the Administration in accordance with the requirements of the
International Convention on Standards of Training, Certification and Watch keeping for Seafarers, in
force; or a person who holds a certificate issued or recognized by the Administration of a State not a
Party to that Convention for the same purpose as the convention certificate.

Float-free launching is that method of launching a survival craft whereby the craft is automatically
released from A sinking ship and is ready to for use

inflatable appliance – is an appliance which depends upon non-rigid, gas-filled chambers for buoyancy
and which Is normally kept uninflated until ready for use.

Inflated appliance is an equipment which depends upon non-rigid, gas-filled chambers for buoyancy and
which is kept inflated and ready for use at all times. When it is released from the cradle it immediately
inflated and floats on water surface.

Ex. Inflatable life raft

Types of lifeboat releases: On load and offload and free fall release:

1. Offload mechanism:

The offload mechanism releases the boat after the load of the boat is transferred to water or the boat
has been lowered fully into the sea. There is a hydrostatic piston unit provided at the bottom. The piston
is connected to the operating lever via a link. As the ship becomes waterborne, the water pressure will
move the hydrostatic piston up.

Rescue boat-is a boat rescue craft which is used to attend a vessel in distress, or its survivors, to rescue
crew and passengers. It can be hand pulled, sail powered or powered by an engine. Lifeboats may be
rigid, inflatable or rigid- inflatable combination hulled vessels. GES

Survival craft means a craft capable of sustaining the lives of persons in distress after abandoning the
unit on which they were carried. The term includes lifeboats and liferafts, but does not include rescue
boats.

The New Chapter III In SOLAS 1996-(Life-saving appliances and arrangements)

Regulation 1-Application: The chapter applies to ships built on or after 1 July 1998. Ships constructed
before that date should comply with the chapter in force prior to 1 July 1998, but when life-saving
appliances or arrangements on existing ships are replaced or repaired they should, as far as is reasonable
and practicable, comply with the new requirements.

Regulation 2-Exemptions: Allows Administrations to exempt ships from specific requirements where
those ships do not proceed more than 20 miles from land or when ships are involved in special trades for
the carriage of large numbers of special trade passengers (in which case the ships must comply with the
Special Trade Passenger Ships Agreement 1971).

Regulation 8- Muster list and emergency instructions: On all ships, clear instructions to be followed in an
emergency must be provided to everyone on board and muster lists and emergency instructions must be
exhibited in conspicuous places throughout the ship

The Muster List consists of duties and responsibilities in case of such mishaps, designated and assigned
to each person on the ship; in other words, it is a list of the functions each member of a ship crew is
required to perform in case of emergency. This is posted on the alley, messroom, bridge and engine
control room. The list shall be ready before the ship proceeds.

Every ship has designated muster stations, which are meeting points for passengers during an
emergency, typically on the open decks by the lifeboats.

The station bill is a muster list that is required by federal regulations. It lists the emergency duty station
and duty position for each crew member assigned aboard ship and also the signals for fire and abandon
ship. This is posted inside the cabins of each crew members, passenger cabin. The ship’s master is the
only one who can sign the station bill. The station bill inside the passenger cabin gives guidelines for
safety instructions.

Lifejackets

This section should include donning instructions and instructions on the care and maintenance of
lifejackets

Exposure, hazards and protection

This section should comprise as a minimum, the MCA’s (Maritime Coast Guard Agency) publication
“Personal Survival At Sea” (see Merchant Shipping Notice No 1585) and the IMO Publication “A Pocket
Guide To Cold Water Survival” 1992 Edition (IMO Sales No. IMO 946E).

Immersion suits and anti-exposure suits

This section should include donning instructions and instructions on the care and maintenance of
immersion suits and anti-exposure suits. In the case of crews manning the rescue boats information
should include the wearing of the immersion suit with a compatible lifejacket.

Thermal protective aids

This section should include donning instructions and instructions on the care and maintenance of
thermal protective Aids
ST1 is a chemical tanker intended to transport most dangerous products, which require maximum
preventive measures to preclude an escape of such cargo. Accordingly, a type 1 ship should survive the
most severe standard of damage stability and its cargo tanks should be located at the maximum
prescribed distance onboard from the shell plating.

ST2 is a chemical tanker intended to transport products requiring significant preventive measures.

ST3 is a chemical tanker intended to transport products requiring moderate degree of containment to
increase survival capability in a damaged condition.

GMDSS Sea Areas:

Sea Area A1:

This area is within coverage of VHF coast stations where digital selective calling alert (DSC) is available
(CH. 70/156.525 MHz) so you must use VHF capable transceivers with DSC capabilities. Typically, this
area could extend 30 to 40 nautical miles (56 to 74 km) from a coastal radio station.

Sea Area A2:

This excludes Sea Area A1 and provides coverage of at least one MF coast station and continuous DSC
(2187.5kHz) alerting is available so a VHF and MF radio station set up is required. This area typically
extends up to 180 nautical miles (330 km) offshore during daylight hours and 150 nautical miles (280 km)
offshore during night time hours.

Sea Area A3:

Excluding Sea Areas A1 & A2, this area is within coverage of INMARSAT geostationary satellites. Here a
complete VHF radio and either a MF/HF radio or INMARSAT station is required. This area covers 70-
degrees North Latitude and 70-degrees South Latitude.

Sea Area A4:

This area excludes Sea Area’s A1, A2 & A3 and is essentially the polar regions. A complete VHF and
MF/HF radio station must be used in this area. This covers 71-degrees North Latitude and above 71-
degrees South Latitude.

For the purpose of this Annex, “harmful substances” are those substances which are identified as marine
pollutants in the International Maritime Dangerous Goods Code (IMDG Code) or which meet the criteria
in the Appendix of Annex III.
Annex IV Prevention of Pollution by Sewage from Ships (entered into force 27 September 2003)

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

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

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

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

Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate
emissions of ozone depleting substances; designated emission control areas set more stringent
standards for Sox, NOx and particulate matter. A chapter adopted in 2011 covers mandatory technical
and operational energy efficiency measures aimed at reducing greenhouse gas emissions from ships.

Class 1 – Explosives

1.1 Substances and articles which have a mass explosion hazard.

1.2 Substances and articles which have a projection hazard but not a mass

1.3 Substances and articles which have a fire hazard and either a minor blast hazard or a minor
projection hazard or both, but not a mass explosion hazard.

1.4 Substances and articles which present no significant hazard.

1.5 Very insensitive substances which have a mass explosion hazard.

1.6 Extremely insensitive articles which do not have a mass explosion.

Class 2 – Gases: Compressed, Liquefied or Dissolved under Pressure

2.1 Flammable gases

2.2 Non-Flammable gases

2.3 Toxic gases

Class 3 – Flammable Liquids

Class 4 – Flammable Solids or Substances

4.1 Flammable solids

4.2 Substances liable to spontaneous combustion

4.3 Substances which, in contact with water, emit flammable gases.

Class 5 – Oxidizing Substances (agents) and Organic Peroxides

5.1 Oxidizing substances (agents) by yielding oxygen increase the risk and intensity of fire

5.2 Organic peroxides – most will burn rapidly and are sensitive to impact or friction

Class 6 – Toxic and infectious Substances

6.1 Toxic substances

6.2 Infectious substances

Class 7 – Radioactive Substances

Class 8 – Corrosives

Class 9 – Miscellaneous dangerous substances and articles *

MHB – Materials hazardous only in bulk **

Class 1 goods are explosives – products that possess the ability to alight or detonate during a chemical
reaction. Explosives are dangerous because they have molecules designed to rapidly change their state,
which is usually a solid state into a very hot gas.

Class 2: Gases

Class 2 consists of compressed gases, gases in their liquefied form, refrigerated gases, mixtures of gases
with other vapours and products charged with gases or aerosols. These sorts of gases are often
flammable and can be toxic or corrosive. They’re also hazardous because they can chemically react with
oxygen.

Class 3: Flammable liquids

A flammable liquid is defined as a liquid, a mixture of liquids, or liquids containing solids that require a
much lower temperature than others to ignite. These temperatures are so low that there is a high risk of
the liquids igniting during transportation. This makes flammable liquids very dangerous to handle and
transport, as they are very volatile and combustible. Flammable liquids are usually used as fuels in
internal combustion engines for motor vehicles and aircraft. This means they make up the largest
tonnage of dangerous goods moved by surface transport. Many household products also contain
flammable liquids, including perfumery products and acetone (which is used in nail polish remover).

Class 4: Flammable solids

Class 4 dangerous goods are classified as products that are easily combustible and likely to contribute to
fires during transportation. Some goods are self-reactive and some are liable to spontaneously heating
up.

Class 5: Oxidising Agents and Organic peroxides

Class 5 dangerous goods are subdivided into ‘oxidising agents’ and ‘organic peroxides’. These are often
extremely reactive because of their high oxygen content. They react readily with other flammable or
combustible materials, which means fires may break out and continue in confined spaces. These
materials are also incredibly difficult to extinguish, which makes them even more dangerous.

Class 6: Toxins and Infectious substances

Class 6.1 Toxins: Toxic substances are liable to cause death because they’re, as the name suggests, toxic.
They can cause serious injury or harm to human health if they enter the body through swallowing,
breathing in, or absorption through the skin. Some toxics will kill in minutes, however, some might only
injure if the dose isn’t excessive.

Class 6.2 Infectious substances: These are goods that contain micro-organisms that cause infectious
diseases in humans or animals, otherwise known as pathogens.

Class 7: Radioactive material

Radioactive materials contain unstable atoms that change their structure spontaneously in a random
fashion. They contain ‘radionuclides’, which are atoms with an unstable nucleus. It’s this unstable
nucleus that releases radioactive energy. When an atom changes, they emit ionising radiation, which
could cause chemical or biological change. This type of radiation can be dangerous to the human body.

Class 8: Corrosives

Corrosives are highly reactive materials that produce positive chemical effects.. Due to their reactivity,
corrosive substances cause chemical reactions that degrade other materials when they encounter each
other. If these encountered materials happen to be living tissue, they can cause severe injury.

Class 9: Miscellaneous dangerous goods

This category covers substances that present a danger not covered in the other classes. Examples include
dry ice, GMO’s, motor engines, seat belt pretensioner, marine pollutants, asbestos, airbag modules and
magnetised material.
MOD 5

Safety

EXPLAIN AND ELABORATE

SOLAS-Carriage of Grain

SOLAS CHAPTER 7-CARRIAGE OF DANGEROUS GOODS:

Carriage of dangerous goods in packaged form - includes provisions for the classification, packing,
marking, labeling 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.

The intact stability characteristics of any ship carrying bulk grain must be shown to meet, throughout the
voyage,

three criteria relating to the moments due to grain shift:

(1) the angle of heel due to the shift of grain shall not be greater than 12" or-in the case of ships
constructed on or

after 1 January 1994-the angle at which the deck edge is immersed, whichever is the lesser;

(2) in the statical stability diagram, the net or residual area between the heeling arm curve and the
righting arm curve

up to the angle of heel of maximum difference between the ordinates of the two curves, or 40° or the
angle of flooding, whichever is the least, shall be not less than 0.075 metre-radians in all conditions of
loading; and (3) the initial metacentric height, after correction for free surface effects of liquids in tanks,
shall not be less than 0.30 m. Before loading bulk grain, the master shall, if so required by the
contracting government of the country of the port of loading, demonstrate the ability of the ship at all
stages of any voyage to comply with the required stability criteria. After loading, the master shall ensure
that the ship is upright before proceeding to sea.

• A compartment may be full when the cargo is loaded but, due to ship's vibration and other
movements, the grain settles leaving space at the top of the cargo. This space allows cargo to move from
side to side that may cause her to

list or capsize in conjunction with the rolling and pitching of the vessel.

SOLAS regulation VI/9.1 (Requirements for cargo ships carrying grain) provides that a cargo ship carrying
grain must

hold a Document of Authorization as required by the International Grain Code, and for the purposes of
regulation 9,

the requirements of the Code should be treated as mandatory. A ship without a Document of
Authorization must not

load grain until the master satisfies the flag State Administration, or the SOLAS Contracting Government
of the port

of loading on behalf of the Administration, that the ship will comply with the requirements of the
International Grain

Code in its proposed loaded condition (regulation 9.2).

The International Code for the Safe Carriage of Grain in Bulk is commonly called the "International Grain
Code" was

adopted by the IMO Maritime Safety Committee by resolution MSC 23(59). It applies to ships regardless
of size,

including those of less than 500gt, engaged in the carriage of grain in bulk, to which part C of chapter VI
of the 1974 SOLAS Convention, as amended, applies (A 1.1).
Grain Code defines "grain" as including wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and
processed forms

thereof, whose behaviour is similar to that of grain in its natural state. A Document of Authorization
must be issued by or on behalf of the flag State Administration for every ship loaded in accordance with
the Code, and must be accepted as evidence that the ship is capable of complying with the Code (A

3.1).

The Document of Authorization must accompany or be incorporated into the Grain Loading Manual
provided to

enable the master to meet the requirements of A 7 (A 3.2). The Manual must meet the requirements of
A 6.3 (A 3.2).

The Document of Authorization, grain loading stability data and associated plans may be in the official
language or

languages of the issuing country. If the language used is neither English nor French, the text must include
a translation into either English or French.

A copy of the Document of Authorization, grain loading stability data and associated plans must be
placed on board

so that the master, if required, may produce them for inspection by the SOLAS Contracting Government
at the loading port (A 3.4). The flag State Administration, or a SOLAS Contracting Government on its
behalf, may exempt individual ships or classes of ship from particular requirements of the Code if it
considers that the sheltered nature and conditions of the voyage are such as to render their application
unreasonable or unnecessary.

Dangerous goods in solid form in bulk means any material, other than liquid or gas, consisting of a
combination of
particles, granules or any larger pieces of material, generally uniform in composition, which is covered by
the IMDG

Code and is loaded directly into the cargo spaces of a ship without any intermediate form of
containment, and includes

such materials loaded in a barge on a barge-carrying ship.

Unless expressly provided otherwise, this part applies to the carriage of dangerous goods in solid form in
bulk in all

ships to which the present regulations apply and in cargo ships of less than 500 gross tonnage.

To supplement the provisions of this part, each Contracting Government shall issue, or cause to be
issued, instructions

on emergency response and medical first aid relevant to incidents involving dangerous goods in solid
form in bulk,

taking into account the guidelines developed by the Organization

Chapter VII of Carriage of Dangerous Goods Regulation 1 Application Paragraph 2.

The provisions of this Chapter do not apply to ship's stores and equipment or to particular cargoes
carried in ships specially built or converted as a whole for that purpose, such as tankers.

Chapter VII of Carriage of Dangerous Goods Regulation 1 - Application Paragraph 3

The carriage of dangerous goods is prohibited except in accordance with the provisions of this part. In
addition, the
requirements of part D shall apply to the carriage of INF cargoes as defined in regulation 14.2.

Chapter VII of Carriage of Dangerous Goods Regulation 1 - Application Paragraph 4 To supplement the
provisions of this Chapter each

Contracting Government shall issue, or cause to be issued, detailed instructions on the safe packing and
stowage of

specific dangerous goods or categories of dangerous goods which shall include any precautions
necessary in their

relation to other cargo.

Chapter VII of Carriage of Dangerous Goods Regulation 2 Dangerous goods shall be divided into the
following classes:

Class 1: Explosives.

Class 2: Gases: compressed, liquefied or dissolved under pressure.

Class 3: Inflammable liquids.

Class 4: (a) Inflammable solids.

Class 4: (b) Inflammable solids, or Substances, liable to spontaneous combustion.

Class 4: (c) Inflammable solids, or substances, which in contact with water emit inflammable gases.

Class 5: (a) Oxidizing substances.

Class 5: (b) Organic peroxides. Class 6: (a) Poisonous (toxic) substances.

Class 6:(b) Infectious substances.

Class 7: Radioactive substances,

Class 8: Corrosives.

Class 9: Miscellaneous dangerous substances, that is any other substance which experience has shown,
or may show. to be of such a dangerous character that the provisions of this Chapter should apply to it.

Chapter VII of Carriage of Dangerous Goods Regulation 4

• Marking and Labeling

Each receptacle containing dangerous goods shall be marked with the correct technical name (trade
names shall not be used) and identified with a distinctive label or stencil of the label so as to make clear
the dangerous character. Each receptacle shall be so labelled except receptacles containing chemicals
packed in limited quantities and large shipments which can be stowed, handled and identified as a unit.

• Regulation 5

Documents

In all documents relating to the carriage of dangerous goods by sea where the goods are named the
correct technical

name of the goods shall be used (trade names shall not be used) and the correct description given in
accordance with
the classification set out in Regulation 2 of this Chapter

• Regulation 5

Documents

The shipping documents prepared by the shipper shall Include, or be accompanied by, a certificate or
declaration that the shipment offered for carriage is properly packed,

marked and labelled and in proper condition for carriage.

• Regulation 5 Documents

Each ship carrying dangerous goods shall have a special list or manifest setting forth, in accordance with
Regulation 2 of this Chapter, the dangerous goods on board and the location thereoff. A detailed stowage
plan which identifies by class and sets out the location of all dangerous goods on board may be used in
place of such special list or manifest.

• Regulation 7 Stowage Requirements

(a) Dangerous goods shall be stowed safely and appropriately according to the nature of the goods.
Incompatible goods shall be segregated from one another.

(b) Explosives (except ammunition) which present a serious risk shall be stowed in a magazine which
shall be kept

securely closed while at sea. Such explosives shall be segregated from detonators. Electrical apparatus
and cables in any compartment in which explosives are carried shall be designed and used so as to
minimize the risk of fire or

explosion.
(c) Goods which give off dangerous vapours shall be stowed in a well-ventilated space or on deck.

(d) in ships carrying inflammable liquids or gases special precautions shall be taken where necessary
against fire or

explosion.

•Regulation 7

Stowage Requirements

Substances which are liable to spontaneous heating or combustion shall not be carried unless adequate
precautions

have been taken to prevent the outbreak of fire.

• Regulation 8

Explosives which may be carried in a passenger ship

(a) In passenger ships the following explosives only may be carried: (i) safety cartridges and safety fuses;

(ii) small quantities of explosives not exceeding 20 pounds (or 9 kilograms) total net weight;

(iii) distress signals for use in ships or aircraft, if the total weight of such signals does not exceed 2,240
pounds (or 1,016 kilograms):

(iv) except in ships carrying unberthed passengers, fireworks which are unlikely to explode violently.
(b) Notwithstanding the provisions of paragraph (a) of this Regulation additional quantities or types of
explosives may be carried in passenger ships in which there are special safety measures approved by the
Administration. International Bulk Chemical Code (IBC Code) means the International Code for the
Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Maritime
Safety Committee of the International Maritime Organization by resolution MSC.4(48), as may be
amended by the International Maritime Organization, provided that

such amendments are adopted, brought into force and take effect in accordance with the provisions of
article Vill of

the present Convention concerning the amendment procedures applicable to the annex other than
chapter 1.

• Chemical tanker

A chemical tanker is a type of tanker ship designed to transport chemicals in bulk. As defined in MARPOL
Annex

Il, chemical tanker means a ship constructed or adapted for carrying in bulk any liquid product listed in
chapter 17 of

the International Bulk Chemical Code. As well as industrial chemicals and clean petroleum products, such
ships also

often carry other types of sensitive cargo which require a high standard of tank cleaning, such as palm
oil, vegetable

oils, tallow, caustic soda, and methanol.

Ships subject to the Code shall be designed to one of the following standards:

1. A type 1 ship is a chemical tanker intended to transport products with very severe environmental and
safety hazards which require maximum preventive measures to preclude an escape of such cargo. 2. A
type 2 ship is a chemical tanker intended to transport products with appreciably severe environmental
and safety hazards which require significant preventive measures to preclude an escape of such cargo. 3.
A type 3 ship is a chemical tanker intended to transport products with sufficiently severe environmental
and safety

hazards which require a moderate degree of containment to increase survival capability in a damaged
condition.

Thus, a type 1 ship is a chemical tanker intended for the transportation of products considered to
present the greatest overall hazard and type 2 and type 3 for products of progressively lesser hazards.
Accordingly, a type 1 ship shall survive the most severe standard of damage and its

cargo tanks shall be located at the maximum prescribed distance inboard from the shell plating.

Application to chemical tankers

Unless expressly provided otherwise, this part applies to chemical tankers constructed on or after 1 July
1986 including those of less than 500 gross tonnage. Such tankers shall comply with the requirements of
this part in addition to any other applicable requirements of the present regulations.

• Requirements for chemical tankers A chemical tanker shall comply with the requirements of the
International Bulk Chemical Code and shall, in addition to the requirements of regulation 1/8, 1/9, and
1/10, as applicable, be surveyed and certified as provided for in that Code.

The IBC Code provides an international standard for the safe carriage in bulk by sea of dangerous
chemicals and noxious liquid substances listed in chapter 17 of the Code. To minimize the risks to ships,
their crews and the environment, the Code prescribes the design and construction standards of ships
and the equipment they should carry, with due regard to the nature of the products involved. In
December 1985, by resolution MEPC.19(22), the Code was extended to cover marine pollution aspects
and applies to ships built after 1 July 1986.

• Compliance with these codes is mandatory for any vessel whose flag state is enforcing with the
regulations and
subject to Port State Control

• International Gas Carrier Code (IGC Code) means the International Code for the Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk as adopted by the Maritime Safety Committee of
the International Maritime Organization by resolution MSC.5(48), as may be amended by the
International Maritime Organization, provided that such amendments are adopted, brought into force
and take effect in accordance with the provisions of article VIII of the present Convention concerning the
amendment procedures applicable to the annex other than chapter 1.

•Gas carrier means a cargo ship constructed or adapted and used for the carriage in bulk of any liquefied
gas or other

product listed in chapter 19 of the international Gas Carrier Code.

International Safety Management (ISM)

A safety management system (also referred to as an SMS) is a systematic approach to managing safety.
By following established policies, practices and procedures to ensure the safety of vessels and the people
on board. All domestic

commercial vessels must have a safety management system (SMS)

The requirements of the ISM Code are applied to all passenger ships, tankers and bulk carriers over 500
GT. The ISM Code entered into Force on 1st July 2002 and is enshrined in SOLAS Chapter IX. It currently
applies to the

following vessels:

All Passenger ships

The safety management system (SMS) therefore ensures that each and every ship comply with the
mandatory
safety rules and regulations, and follow the codes, guidelines, and standards recommended by the IMO,
classification

societies, and concerned maritime organizations. This can be found on the ship's Safety management
Manual.

Every safety management policy should satisfy some of the basic functional requirements to ensure
safety of every

1 2. All cargo vessels over 500GT

ship. They are: 1. Procedure and guidelines to act in an emergency situation

2. Safety and environmental protection policy 3. Procedure and guidelines for reporting accidents or any
other form of non-conformities

4. Clear information on level of authority and lines of communication among ship crew members, and
between shore

and shipboard personnel

5. Procedures and guidelines to ensure safe operations of ships and protection of marine environment in
compliance

with relevant international and flag state legislations 6. Procedures for internal audits and management
reviews

7. Vessel details

In short, a safety management system would consists of details as to how a vessel would operate on a
day to day
basis, what are the procedures to be followed in case of an emergency, how are drills and trainings

conducted, measures taken for safe operations, who is the designated person etc.

MOD 6

1.3 Safety - International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers,

1978, as amended (STCW)

• International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978
was adopted on 7 July 1978 and entered into force on 28 April 1984.

•General obligations under the Convention

1. The Parties undertake to give effect to the provisions of the Convention and the Annex thereto, which
shall

constitute an integral part of the Convention. Every reference to the Convention constitutes at the same
time a

reference to the Annex. 2. The Parties undertake to promulgate all laws, decrees, orders and regulations
and to take all other steps which may be necessary to give the Convention full and complete effect, so as
to ensure that, from the point of view of

safety of life and property at sea and the protection of the marine environment, seafarers on board ships
are

qualified and fit for their duties. •The main purpose of the Convention is to promote safety of life and
property at sea and the protection of the
marine environment by establishing in common agreement international standards of training,
certification and watchkeeping for seafarers.

• Certificate of Competency - A certificate issued and endorsed by the administration, for masters,
officer and

GMDSS radio operators in accordance with the provisions of chapters II, III, IV or VII and entitles the
lawful holder

thereof to serve in the capacity and perform the functions involved at the level of responsibility
specified,

• Certificate of Proficiency - A certificate, other than a certificate of competency issued to a seafarer,

stating that

the relevant requirements of training, competencies or seagoing service in the convention have been
met.

Certificated means properly holding a certificate;

• Seagoing ship - means a ship other than those which navigate exclusively in inland waters or in waters
within, or

closely adjacent to, sheltered waters or areas where port regulations apply;

•Radio Regulations means the Radio Regulations annexed to, or regarded as being annexed to, the most
recent

International Telecommunication Convention which may be in force at any time. •Application of the
Convention - The Convention shall apply to seafarers serving on board sea-going ships entitled

to fly the flag of a Party except to those serving on board:

a. warships, naval auxiliaries or other ships owned or operated by a State and engaged only on
governmental non- commercial service; however, each Party shall ensure by the adoption of appropriate
measures not impairing the

operations or operational capabilities of such ships owned or operated by it, that the persons serving on
board such

ships meet the requirements of the Convention so far as is reasonable and practicable:

b. fishing vessels;

c. pleasure yachts not engaged in trade, or d. wooden ships of primitive build.

Certificates and their endorsement by the issuing Administration 1. Certificates for masters, officers
or ratings shall be issued to those candidates who, to the satisfaction of the Administration, meet the
requirements for service, age, medical fitness, training, qualification and examinations in

accordance with the appropriate provisions of the Annex to the Convention.

2. Certificates for masters and officers, issued in compliance with this Article, shall be endorsed by the
issuing Administration in the form as prescribed in Regulation 1/2 of the Annex. If the language used is
not English, the endorsement shall include a translation into that language.

Conditions under which dispensations may be granted

Dispensation

1. In circumstances of exceptional necessity, Administrations, if in their opinion this does not cause
danger to persons, property or the environment, may issue a not exceeding six months in a capacity,
other than that of the radio officer or radiotelephone operator, except as provided by the relevant Radio
Regulations, for which he does not hold the appropriate certificate, provided that the person to whom
the dispensation is issued shall be adequately qualified to fill the vacant post in a safe manner, to the
satisfaction of the Administration. However, dispensations shall not be granted to a master or chief
engineer officer, except in circumstances of force majeure

and then only for the shortest possible period.

2. Any dispensation granted for a post shall be granted only to a person properly certificated to fill the
post immediately below. Where certification of the post below is not required by the Convention, a
dispensation may be issued to a person whose qualification and experience are, in the opinion of the
Administration, of a clear equivalence to the requirements for the post to be filled, provided that, if such
a person holds no appropriate certificate, he shall be required to pass a test accepted by the
Administration as demonstrating that such a dispensation may safely be issued. In addition,
Administrations shall ensure that the post in question is filled by the

holder of an appropriate certificate as soon as possible. 3. Parties shall, as soon as possible after 1
January of each year, send a report to the Secretary-General giving information of the total number of
dispensations in respect of each capacity for which a certificate is required that have been issued during
the year to sea-going ships, together with information as to the numbers of those ships above and below
1,600 gross register tons respectively.

A party to the Convention are subject to control

Control

Ships, except those excluded by Article 111, are subject, while in the ports of a Party, to control by
officers duly authorized by that Party to verify that all seafarers serving on board who are required to be
certificated by the Convention are so certificated or hold an appropriate dispensation. Such certificates
shall be accepted unless there are clear grounds for believing that a certificate has been fraudulently
obtained or that the holder of a certificate is

not the person to whom that certificate was originally issued.

A ship which extends its voyage beyond what is defined as a near-coastal voyage which ex Near-coastal
voyages means voyages in the vicinity of a Party as defined by that Party, (the ship which extends its
voyage beyond what is defined as a near-coastal voyage by a Party must fulfill the requirements of the
Convention without the relaxation allowed for near-coastal voyages) With respect to ships entitled to fly
the flag of a Party regularly engaged on near-coastal voyages off the coast of another Party, the Party
whose flag the ship is entitled to fly shall prescribe training, experience and certification requirements
for seafarers serving on such ships at least equal to those of the Party off whose coast the ship is
engaged, provided that they do not exceed the requirements of the Convention in respect of ships not
engaged on near-coastal voyages. Seafarers serving on a ship which extends its voyage beyond what is
defined as a near-coastal voyage by a Party and enters waters not covered by that definition shall fulfill
the appropriate competency requirements of the Convention.

The control which may be exercised by a duly authorized control officer 1. In the event that any
deficiencies are found under paragraph (1) or under the procedures specified in regulation 1/4, "Control
procedures", the officer carrying out the control shall forthwith inform, in writing, the master of the

ship and the Consul or, in his absence, the nearest diplomatic representative or the maritime authority of
the State whose flag the ship is entitled to fly, so that appropriate action may be taken. Such notification
shall specify the details of the deficiencies found and the grounds on which the Party determines that
these deficiencies pose a

danger to persons, property or the environment. 2. In exercising the control under paragraph (1) if,
taking into account the size and type of the ship and the length

and nature of the voyage, the deficiencies referred to in paragraph (3) of Regulation 1/4 are not
corrected and it is determined that this fact poses a danger to persons, property or the environment, the
Party carrying out the control shall take steps to ensure that the ship will not sail unless and until these
requirements are met to the extent that the danger has been removed. The facts concerning the action
taken shall be reported promptly to the Secretary-

General.

3. This Article shall be applied as may be necessary to ensure that no more favourable treatment is given
to ships entitled to fly the flag of a non-Party than is given to ships entitled to fly the flag of a Party.

•The circumstances in which the control officer should supply written information to the master
regarding
deficiencies and the grounds under which the ship may be detained 1. In the event that any deficiencies
are found under paragraph (1) or under the procedures specified in regulation 1/4, "Control
procedures", the officer carrying out the control shall forthwith inform, in writing, the master of the ship
and the Consul or, in his absence, the nearest diplomatic representative or the maritime authority of the
State whose flag the ship is entitled to fly, so that appropriate action may be taken. Such notification
shall specify the details of the deficiencies found and the grounds on which the Party determines that
these deficiencies pose a danger to persons, property or the environment.

2. In exercising the control under paragraph (1) if, taking into account the size and type of the ship and
the length and nature of the voyage, the deficiencies referred to in paragraph (3) of Regulation 1/4 are
not corrected and it is determined that this fact poses a danger to persons, property or the environment,
the Party carrying out the control shall take steps to ensure that the ship will not sail unless and until
these requirements are met to the extent that the danger has been removed. The facts concerning the
action taken shall be reported promptly to the Secretary- General

• Mandatory minimum requirements for the certification of masters, officers.

Master and Chief Mate on Ships of 3,000 Gross Tonnage or More 1. Every master and chief mate on a
seagoing ship of 3,000 gross tonnage or more shall hold a certificate of

competency. 2. Every candidate for certification shall:

a) meet the requirements for certification as an officer in charge of a navigational watch on ships of 500
grass

tonnage or more and have approved seagoing service in that capacity: 1. for certification as chief mate,
not less than 12 months, and

2. for certification as master, not less than 36 months; however, this period may be reduced to not less
than 24

months if not less than 12 months of such seagoing service has been served as chief mate; and
b) have completed approved education and training and meet the standard of competence specified in
section

A-11/2 of the STCW Code for masters and chief mates on ships of 3,000 gross tonnage or more

Master and Chief Mate on Ships of Between 500 and 3,000 Gross Tonnage

1. Every master and chief mate on a seagoing ship of between 500 and 3,000 gross tonnage shall hold a
certificate of

competency. 2. Every candidate for certification shall:

a) for certification as chief mate, meet the requirements of an officer in charge of a navigational watch
on ships of

500 gross tonnage or more;

b) for certification as master, meet the requirements of an officer in charge of a navigational watch on
ships of

500 gross tonnage or more and have approved seagoing service of not less than 36 months in that
capacity:

however, this period may be reduced to not less than 24 months if not less than 12 months of such
seagoing service has been served as chief mate; and c) have completed approved training and meet the
standard of competence specified in section A-11/2 of the

STCW Code for masters and chief mates on ships of between 500 and 3,000 gross tonnage.

Radiotelephone operators, able seafarers deck or engine and ratings forming part of a navigational watch
or an engineering watch Ratings and radio telephone operators forming part of a navigational watch
You should meet the competence requirements stated below. These do not apply to ratings on ships of
below 500

gross tonnages. You must be able to:

1. Steer the ship and comply with helm orders issued in English (covers the use of magnetic and gyro
compasses, helm orders, change over from automatic pilot to hand steering device and vice-versa).

2. Keep a proper look-out by sight and hearing (covers the responsibilities of a look-out including
reporting the

approximate bearing of a sound signal, light or other object in degrees or points), 26 STCW: A GUIDE FOR

SEAFARERS INTERNATIONAL TRANSPORT WORKERS' FEDERATION

3. Contribute to monitoring and controlling a safe watch (covers shipboard terms and definitions, use of
internal

communication and alarm systems, have the ability to understand orders and to communicate with the
officer of

the watch in matters relevant to watch-keeping duties, be familiar with the procedures for the relief,
maintenance and hand-over of a watch, the information required to maintain a safe watch and basic
environmental protection

procedures).

4. Operate emergency equipment and apply emergency procedures (covers knowledge of emergency
duties and

alarm signals, knowledge of pyrotechnic distress signals, satellite EPIRB's and SARTS, avoidance of false
distress
alerts and action to be taken in the event of accidental activation

Ratings forming part of engineering watch

If you are part of an engineering watch you should meet the competence requirements stated below.
The requirements are the same as for STCW-95. They do not apply to ratings on ships of below 750kW in
propulsion

power. You need to be able to:

1. Carry out a watch routine appropriate to the duties of a rating forming part of an engine room watch,
and

communicate effectively in matters related to watch-keeping duties (covers terms used in machinery
spaces and the

names of machinery and equipment, engine-room watch-keeping procedures, safe working practices in
engine-

room operations, basic environmental protection procedures, use of internal communications systems,
engine room

alarm systems, and ability to distinguish between the various alarms with special reference to fire
extinguishing gas

alarms).

2. Keep a boiler watch and maintain the correct water level and steam pressure (covers safe operation of
boilers). 3. Operate emergency equipment and apply emergency procedures (covers knowledge of
emergency duties, escape routes from machinery spaces, familiarity with the location and the use of
firefighting equipment in machinery
areas)

of masters, officers an

Mandatory minimum requirements for the training and qualifications of masters, officers mandatory
minimum

requirements for the training and qualifications of masters, officers and ratings of oil, chemical and gas
tankers. Masters, chief engineer officers, chief mates, second engineer officers and any person with
responsibility for

loading, discharging, care in transit, handling of cargo, tank cleaning or other cargo-related operations on
oil tankers

shall undergo trainings:

1. Officers assigned specific duties and responsibilities related to cargo or cargo equipment on oil or
chemical tanker

Advanced training for oil tanker cargo operations

2. Advanced training for chemical cargo operations

cargo operations shall undergo trainings:

1. Basic training for officers on oil, and chemical tanker cargo operations training for officers on liquefied
gas tankers cargo operations

2. Basic Ratings assigned specific duties and responsibilities related to cargo or cargo equipment on oil or
chemical tanker
cargo operations

1. Basic training for ratings on oil, and chemical tanker cargo operations

2. Basic training for ratings on liquefied gas tankers cargo operations

Mandatory minimum

requirements to ensure the continued proficiency and updating.

Certificates and general requirements by rank

Master, Chief Mate, Chief Engr

. First Eng'r,

Officer-in-charge of

navigational

watch,

Officer in-charge

of

engineering watch

Name of Certificates
1. National certificate of competence and endorsement

2. National certificate of competence and endorsement

3. Flag state endorsement of recognition

4. GMDSS endorsement

5. Basic safety training

Personal survival techniques Fire prevention and fire fighting

Elementary first aid Personal safety and social responsibility

6. Medical first aid

7. Advanced fire fighting

8. Medical fitness

9. Basic safety familiarization

10. Ship specific familiarization 11. Security familiarization

Ratings forming part of a navigational watch, Able Seafarer deck, Electro-technical officer, ratings forming
part of an engineering watch
1. National certificate of competence

2. Basic safety training

-Personal survival techniques

-Fire prevention and fire fighting

-Elementary first aid

-Personal safety and social responsibility

3. Medical fitness

4. Basic safety familiarization 5. Ship specific familiarization

6. Security familiarization

QUAL

C COLLEGES

Radio Operator

1. For radio personnel on board GMDSS ship

-general operator's certificate (GOC) and endorsement or

-restricted operator's certificate (ROC) and endorsement

The type of certificate required depends on whether you are serving on a ship trading in a GMDSS zone
A1 (coastal)

or GMDSS A2 and A3 (deep-sea)

2. For radio personnel on ships not required

to comply with GMDSS: national certificate of competence (ITU radio regulations) and endorsement

3. Flag state endorsement of recognition

4. Basic safety training

- Personal survival techniques

-Fire prevention and fire fighting

- Elementary first aid -Personal safety and social responsibility

5. Medical fitness

6. Basic safety familiarization 7. Ship specific familiarization

8. Security familiarization

• Basic principles to be observed in keeping watches

Principles applying to navigational watch keeping generally:

1. Parties shall direct the attention of companies, masters, chief engineer officers and watch keeping
personnel to

the following principles which shall be observed to ensure that safe watches are maintained at all times.
2. The master of every ship is bound to ensure that watch keeping arrangements are adequate for
maintaining a

collision and stranding.

3. The chief engineer officer of every ship is bound, in consultation with the master, to ensure that watch
keeping

safe navigational watch. Under the master's general direction, the officers of the navigational watch are
responsible for navigating the ship safely during their periods of duty, when they will be particularly
concerned with avoiding

arrangements are adequate to maintain a safe engineering watch 4. (Protection of marine environment)
The master, officers and ratings shall be aware of the serious effects of operational or accidental
pollution of the marine environment and shall take all possible precautions to prevent such pollution,
particularly within the framework of relevant international and port regulations 5. The officer in charge
of the navigational watch is the master's representative and is primarily responsible at all times for the
safe navigation of the ship and for complying with the International Regulations for Preventing

Collisions at Sea, 1972.

6. A proper look-out shall be maintained at all times in compliance with rule 5 of the International
Regulations for

Preventing Collisions at Sea, 1972

7. The look-out must be able to give full attention to the keeping of a proper look-out and no other
duties shall be

undertaken or assigned which could interfere with that task 8. The duties of the look-out and
helmsperson are separate and the helmsperson shall not be considered to be the look-out while
steering, except in small ships where an unobstructed all-round view is provided at the steering position
and there is no impairment of night vision or other impediment to the keeping of a proper look-out. The
officer in charge of the navigational watch may be the sole look-out in daylight. 9. In determining that
the composition of the navigational watch is adequate to ensure that a proper look-out can continuously
be maintained, the master shall take into account all relevant factors, including those described in this

section of the Code, as well as the following factors:

•Proficiency in survival craft and rescue boats other than fast rescue boats endorsement has completed
approved

training in survival craft and rescue boats, other than fast rescue boats, that meets the standard of
competence set

out in Section A-VI/2, paragraphs 1 to 4 of the STCW Code. The responsibilities and tasks include - take
charge of a survival craft or rescue boat during and after launch; operate a survival craft engine; manage
survivors and survival craft after abandoning ship; use locating devices, including communication and
signaling: apparatus and pyrotechnics; and apply first aid to survivors Seafarers qualified shall be
required, every 5 years, to provide evidence of having maintained the required standard of competence
to undertake the tasks, duties, and responsibilities. Qualifications must be refreshed every 5

years for the required areas and functions.

Proficiency in fast rescue boats endorsement has completed approved training in fast rescue boats that
meets the standard of competence set out in Section A-VI/2, paragraphs 7 to 10 of the STCW Code. The
responsibilities and tasks include-control crowd in emergency situation on board; locate essential safety
and emergency equipment on

board, communicate effectively with passengers during emergency; demonstrate the use of personal life
saving
appliances; and comply with ship's safety and emergency procedures

Special Trade Passenger Ships Agreement, 1971, and Rules, 1971 (STP 1971) Special Trade Passenger
Ships Agreement, 1971; Protocol on Space Requirements for Special Trade Passenger Ships, 1973. The
carriage of large numbers of unberthed passengers in special trades such as the pilgrim trade in a
restricted sea area around the Indian Ocean is of particular interest to countries in that area.

Article II APPLICATION

(a) The ships to which the present Agreement applies are passenger ships engaged in the special trades
and registered in countries the Governments of which are Contracting Governments to the International
Convention for

the Safety of Life at Sea, 1960 (hereinafter referred to as "the Convention") and parties to the present
Agreement

and ships registered in territories to which application of the Convention has been extended under
Article XIII

thereof and application of the present Agreement has been extended under Article IX hereof.

(b) Such ships shall comply with the requirements of the Convention as applicable to passenger ships,
subject to

such modifications and additions thereto as are set out in the Rules annexed to the present Agreement.

(c) The application to such ships of any revision or amendment of the Convention shall be considered by
the

Governments parties to the present Agreement and directly interested in the special trades and those
Governments
shall proceed, if necessary, with the amendment of the present Agreement in accordance with its Article
VII.

Convention means the International Convention for the Safety of Life at Sea, 1960.

• Special trade means the conveyance of large numbers of special trade passengers by sea on
international voyages

within the area specified below (as illustrated in the chart in Appendix I to these Rules):

---on the south bounded by the parallel of latitude 20 S from the east coast of Africa to the west coast of
Madagascar, thence the west and north coasts of Madagascar to longitude 50" E, thence the meridian of
longitude 50" E to latitude 10 s, thence the rhumb line to the point latitude 3° 5, longitude 75" E, thence
the rhumb line to the point latitude 11° 5, longitude 120" E, thence the parallel of latitude 11'S to
longitude 141° 03' E; ---on the east bounded by the meridian of longitude 141°03' E from latitude 115 to
the south coast of New Guinea, thence the south, west and north coasts of New Guinea to the point
longitude 141" 03' E, thence the rhumb line from the north coast of New Guinea at the point 141" 03' E
to the point latitude 10°N, at the north-east coast of Mindanao, thence the west coasts of the islands of
Leyte, Samar and Luzon to the Port of Sual (Luzon Island), thence

the rhumb line from the Port of Sual to Hong Kong:

--on the north bounded by the south coast of Asia from Hong Kong to Suez; ---On the west bounded by
the east coast of Africa from Suez to the point latitude 20" 5.

sed to weather which may b •Weather deck means the uppermost continuous deck fully or partially
exposed to weather which may be wholly or partially used by passengers.

Upper deck in ships with side openings means the deck below the weather deck.

Special trade passenger means a passenger carried in special trades in spaces on the weather deck,
upper deck and/ or between decks which accommodate more than eight passengers.
Special trade passenger ship means a mechanically-propelled passenger ship which carries large
numbers of special

trade passengers.

Issue of Certificates

(1) A certificate called a Special Trade Passenger Ship Safety Certificate shall, in addition to the Passenger
Ship Safety Certificate and the Exemption Certificate prescribed in the Convention, be issued after
inspection and survey to a special trade passenger ship which complies with the applicable requirements
of these Rules. This Certificate shall be issued for a period of not more than twelve months. The form of
the Certificate shall be that of the model given

in Appendix II to these Rules.

(2) A special Trade Passenger Ship Safety Certificate shall be issued by the Administration or by any
person or organization duly authorized by it. In every case the Administration shall assume full
responsibility for the certificate.

(3) A Government party to the Convention and to the present Agreement may, at the request of the
Administration which is a Government party to the Convention and to the present Agreement, cause a
ship to be surveyed and, if satisfied that the requirements of these Rules are complied with, shall issue
certificates to the ship in accordance with the present Agreement. Any certificate so issued must contain
a statement to the effect that it has been issued at the request of the Government of the country in
which the ship is or will be registered, and it shall have the same

force and receive the same recognition as a certificate issued under paragraph (2) of this Rule.

Posting up of Certificates

Certificates or certified copies thereof issued under the present Agreement shall be posted up in a
prominent and
accessible place in the ship.

Qualification of Certificates

(1) If in the course of a particular voyage a ship has on board a number of persons less than the total
number stated in the Special Trade Passenger Ship Certificate and is, in consequence, in accordance with
the provisions of these Rules, free to carry a smaller number of lifeboats and other life-saving appliances
than that stated in the certificate, an annex may be issued by the Administration or any other person or
organization referred to in Rule 5 of the

present Agreement.

(2) This annex shall state that in the circumstances there is no infringement of the provisions of these
Rules. It shall

be annexed to the Certificate and shall be substituted for it insofar as the life-saving appliances are
concerned. It

shall be valid only for the particular voyage for which it is issued.

CARRIAGE OF DANGEROUS GOODS

Notwithstanding the provisions of Chapter VII of the Convention, special trade passenger ships shall not
carry

dangerous goods classified in Regulation 2 of that Chapter except as provided in Regulation 8 of that
Chapter. Class 1 Explosives

Class 2 Gases: compressed, liquefied or dissolved under pressure

Class 3 Flammable liquids Class 4.1 Flammable solids Class ans 4.3 5ubatant

4.2 Substances liable to spontaneous combustion Class 4.3 Substances which, in contact with water, emit
flammable

gases

Class 5.1 Oxidizing substances Class 5.2 Organic peroxides

Class 6.1 Toxic substances

Class 6.2 Infectious substances

Class 7 Radioactive materials

Class 8 Corrosives

Class 9 Miscellaneous dangerous substances and articles, i.e. any other substance which experience has
shown, or

may show, to be of such a danger

SOLAS Chapter VII-Carriage of Dangerous Goods Regulation 2-Dangerous goods shall be divided into the
following classes:

Regulation 8-Construction and equipment of ships carrying dangerous liquid chemicals in bulk. These are
provided in: International Bulk Chemical Code (IBC Code) means the International Code for the
Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Maritime
Safety Committee of the Organization by resolution MSC 4(48), as may be amended by the Organization,
provided that such amendments are adopted, brought into force and take effect in accordance with the
provisions of article VIII of the present Convention
concerning the amendment procedures applicable to the annex other than chapter 1.

INTERNATIONAL HEALTH REGULATIONS

The ships to which the present Agreement applies shall comply with the International Health Regulations
(1969)

having regard to the circumstances and the nature of the voyage within the meaning of the said Health
Regulations.

Protocol and Rules on Space Requirements for Special Trade Passenger Ships, 1973 (SPACE STP 1973)

• Protocol on Space Requirements for Special Trade Passenger Ships, 1973

Following the International Conference on Special Trade Passenger Ships, 1971, IMO, in cooperation with
other

Organizations, particularly the World Health Organisation (WHO), developed technical rules covering the
safety aspects of carrying passengers on board such ships.

The Protocol on Space Requirements for Special Trade Passenger Ships was adopted in 1973. Annexed to
this Protocol are technical rules covering the safety aspect of the carriage of passengers in special trade
passenger ships. The space requirements for special trade passenger ships are complementary to the
1971 Special Trade Passenger Ships Agreement.

• A certificate called a Special Trade Passenger Ship Space Certificate shall be issued after inspection and
survey of

a special trade passenger ship which complies with the applicable requirements of these Rules. The
Certificate shall
be issued for a period of not more than twelve months. The form of the Certificate shall be that of the
model given

in Appendix II to these Rules.

•Special Trade Passenger Ship Space Certificates or certified copies thereof issued under the present
Agreement

shall be posted up in a prominent and accessible place in the ship.

Spaces not suitable for Carriage of Passengers (1) No special trade passenger shall be carried:

(a) on any deck lower than the one immediately below the deepest subdivision load line, (b) at any point
in a between deck space where the clear headroom is less than 1.90 metres (6 feet 3 inches) (c) forward
of the collision bulkhead or the upward extension thereof as provided for in Regulation 9 of Chapter II of
the 1960 Convention; (d) on lower between decks within 10 per cent of the length of the ship from the
forward perpendicular; or (e) on

any weather deck which is not sheathed to the satisfaction of the Administration. (2) During seasons of
foul weather, spaces on the weather deck shall not be measured as being available for the

accommodation of special trade passengers, except that such spaces may be measured as being
available for use as

airing space

Spaces including airing spaces allotted for the accommodation or use of special trade passengers shall be
kept free of cargo

The ships to which the present Rules apply shall comply with the International Health Regulations
(1969)' having regard to the circumstances and the nature of the voyage within the meaning of the said
Health Regulations.
The 1974 SOLAS Convention provides that special trade passenger ships may be exempted from full
compliance with the requirements of chapters 11-1, 11-2 and III, provided they fully comply with the
provisions of the Rules

annexed to the Special Trade Passenger Ships Agreement, 1971, and to the Protocol on Space
Requirements for

Special Trade Passenger Ships, 1973