July-2011 Q.

1 Expanding the following abbreviations / word, write short notes ion following enumerating their initiation and the amendments made thereof till date: (A) STCW (B) IMDG (C) INMARSAT (D) TONNAGE (E) LOADLINE (A) STCW: International convention on standards of Training, Certification and Watch-keeping for Seafarers, 1978 (STCW Convention). The STCW 1978 convention was the first to establish basic minimum requirement for training, certification and watchkeeping for seafarers on an international level. Adoption 7th July 1978 Entry into force 28th April 1984 The technical provisions of the 1978 STCW Convention was contained in an Annex divided into six chapters. Chapter I General Provisions Chapter II Master Deck Department Chapter III Engine Department Chapter IV Radio Department Chapter V Special Requirements for Tankers Chapter VI Proficiency in Survival Craft The 1991 Amendments: Adoption 22nd may 1991 Entry into force 1st December1992 The amendments were mostly concerned with additional requirements made necessary by the implementation of the Global Maritime Distress and Safety System (GMOSS). The 1994 Amendments: Adoption 25th may 1994 Entry into force 1st January 1996 The amendments replaced Chapter V on special training for crews on tankers. The 1995 Amendments:

Adoption 7th July 1995 Entry into force 1st February 1997 The 1995 amendments represented a major revision of the Convention. The 1995 amendments entered into force on 1st February 2002, all Parties may is recommended. y Revised Chapters II, III & IV. y Chapter V Special training requirements for personnel on certain types of ships. y Chapter VI Emergency, occupational safety, medical care and survival functions. y Chapter VII Alternative certification. y Chapter VIII Watch-keeping. Adoption June 1997 Entry into force 1st January 1999 The amendments concern training for personnel on passenger ship. Adoption 9th December 1998 Entry into force 1 January 2003 Amendments to the STCW code are aimed at improving minimum standards of competence of crews in particulars relating to cargo securing, loading and unloading in bulk carriers. The 1998 Amendments: The 2006 Amendments: Adoption Entry into force May 2006 1st January 2008 The 1997 Amendments:

The amendments added new minimum mandatory training and certification requirements for persons to be designed as ship security officer (SSO). The 2010 Amendments: The Manila amendments to the STCW Convention and code were adopted on 25th june 2010 marking a major revision of the STCW Convention and code. The 2010 amendments are a number of important changes to each chapter of the Convention and code including: Chapter I General provisions: improving measures to prevent fraudulent practices associated with certificates of competency, strengthening the evaluation process and standards relating to medical fitness standards for seafarers. Chapter II Master and deck department: certification requirements for able seafarers (deck), celestial navigation, automatic radar plotting aids and radar requirements, marine environment awareness training, leadership and teamwork and vessel traffic services training. Chapter III Engine Department: near coastal requirements, marine environment awareness training, leadership and teamwork, upgrading of competences for engineers and certification requirements for able seafarers (engine). Chapter IV Radio communications and Radio Personnel: is renamed Radio communications and Radio Operators and updated to reflect current regulations including reference to the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual. Chapter V Standards regarding special training requirements for personnel on certain types of ships: competence requirement for personnel serving on board all types of tankers, including liquefied gas tankers and regulation for personnel on passenger ships. Chapter VI Emergency, occupational safety, security, medical care and survival functions: amendments include new requirements for maintaining professional competence in areas where training cannot be conducted onboard and new requirements for security training as well as provisions to ensure that seafarers are properly trained to cape if their ship comes under attack by pirates. Chapter VII Alternative Certification: Changes in other chapters are reflected, including addition of requirements for certification of able seafarers and specification for approved sea going service and training required for certification of candidates at support level in various functions. Chapter VIII Watch-keeping: updated and expanded requirements on hours of work and rest and new requirements for the prevention of drug and alcohol abuse.

(B) IMDG: The International Maritime Dangerous Goods Code. The IMDG Code was developed as a uniform international code for the transport of dangerous goods by sea covering such matters as packing, container traffic and stowage, with particular reference to the segregation of incompatible substances. Carriage of dangerous goods from SOLAS Chapter VII were adopted by IMO in 1965. Since then IMO is responsible for periodic updating the IMDG Code. IMDG Code amplifies the requirement of Part A of Chapter VII of SOLAS 1974 relating to Carriage of dangerous goods in packaged form and of Annex III of MARPOL 73/78 relating to Marine Pollutants. Standard guide on IMDG Code to all aspects of handling dangerous goods and marine pollution in sea transport lays down basic principles, detailed recommendations for individual substance, materials and articles and a number of recommendations for good operational practice including advice on terminology, packing leveling, stowage, segregation and handling and emergency response action. Supplement contains several related texts including revised medical first aid guide. IMDG Code is maintained and updated by IMOs dangerous goods, solid cargoes and containers sub - committee. Today at least 150 countries, whose combined merchant fleets accounts for more than 98% of world gross tonnage, use the IMDG Code, as a basis for regulating sea transport of hazardous materials. In May 2002, IMO adopted the IMDG Code in a mandatory form known as Amendment 31. The amendment making the IMDG Code mandatory

entered into force on 1st January 2004. The IMDG Code is currently updated every 2 years. The latest revision 35 10 will be effective from 1st January 2012.

(C) INMARSAT: International Maritime Satellite Organization. Convention on the International Maritime Satellite Organization. Adoption : 3rd September 1976 Entry into force : 16th July 1979 Objectives: -Improve maritime communication. -Assistance in distress and safety of life at sea by proper communications. -Efficient safety management of ships. -Radio determination capabilities. In 1998 INMARASATs Assembly of member Governments agreed to privatize IMARASAT from April 1999. The new structure comprise two entities: 1. INMARASAT LTD: A public limited company which forms the commercial arm of INMARASAT. 2. International Mobile Satellite Organization(IMSO): Earlier known as International Maritime Satellite Organization. The name was changed because it started providing services to aircraft and land based vehicles besides shipping. IMSO is an Intergovernmental body established to ensure that INMARASAT continues to meet its public service obligations, including obligations relating to the GMDSS. Amendments: 1985 - Enabled INMARASAT to provide service to aircraft. 1989 Enabled INMARASAT to provide service to land based vehicles. 1994 Name changed to IMSO, change in composition of INMARASAT Council. 1998 Privatization of INMARASAT w.e.f. April 1999.

(D) TONNAGE: International Convention on Tonnage Measurement of Ships, 1969. Entry into force 18th July 1982. The Convention provides for gross and net tonnage, both of which are calculated independently. The rules apply to all ships built on or after 18th July 1982 the date of entry into force while ships built before that date were allowed to retain their existing tonnage for 12 years after entry into force or until 18th July 1994. The Convention meant a transition from the traditionally used terms Gross Register Tons (GRT) and Net Register Tons (NRT) to Gross Tonnage (GT) and Net Tons (NT). Gross tonnage forms the basis for manning regulations, safety rules and registration fees. Both gross and net tonnages are used to calculate Port dues. The gross tonnage is a function of the moulded volume of all enclosed spaces of the ship. The net tonnage is a function of the moulded volume of all cargo spaces of the ship. The net tonnage shall not be taken as less than 30% of gross tonnage. The new regulations deal with the tonnage computation of segregated ballast tanks and with use of gross tonnage under 1982 regulations.

(D) LOAD LINE: International Convention on Load lines. Adoption: 5th April 1966 Entry into Force: 21st July 1968

The first international Convention on Load Line, adopted in 1930, was based on the principle of reserve buoyancy, although it was recognized then that the freeboard should also ensure adequate stability and avoid excessive stress on the ships hull as a result of overloading. In the 1966 Load Line Convention, adopted by IMO, provisions are made determining the freeboard of ships by subdivision and damage stability calculations. The regulations take into account the potential hazards present in different zones and different seasons. The technical Annex contains several additional safety measures concerning doors, freeing ports, hatchways etc. to ensure the watertight integrity of ships hull below the freeboard deck. All assigned Load Lines must be marked amidships on each side of the ship, together with the deck line. Load Line Convention 1966 comprises of 3 Annexes: Annex I divided into four Chapters. Chapter I General Chapter II Condition of Assignment of freeboard Chapter III Freeboards Chapter IV Special requirement for ships assigned timber freeboards. Annex II Zones, areas and seasonal periods. Annex III Certificates, including International Load Line Certificate. Amendment 1971, 1975, 1979, 1983 Amendments adopted between 1971 and 1983 never received enough acceptances to enter into force. These included: The 1971 Amendment - to make certain improvements to the text and to the chart of zones and seasonal areas. The 1975 Amendment - to introduce the principle of tacit acceptance into the Convention. The 1979 Amendment - to make some alteration to zone boundaries off the coast of Australia. The 1983 Amendments - to extend the summer and tropical zones southward off the coast of Chile. The 1988 Protocol: Adoption 11th November 1988 Entry into force 3rd February 2000 The Protocol was primarily adopted in order to harmonize the Conventions survey and certification requirement with those contained in SOLAS and MARPOL 73/78. The 1988 Load Line Protocol revised certain regulation in the technical Annexes to the Load Line Convention and introduced the TACIT ACCEPTANCE Amendment procedure. The 1995 Amendment: Superseded by 2003 Amendments. The 2003 Amendments: Adopted June 2003 Entry into force 1st January 2005 The 2003 Amendments amount to a comprehensive revision of the technical regulations of the original load Line Convention, do not affect the 1966 load line convention and only apply to approximately those ships flying the flags of the State Party to the 1988 Load Line Protocol.

L.B.S. 189 Q.2- You have joined as Chief Engineer on a 30 years old cargo vessel which has been recently produced by the owners. State the document you will need for immediate sailing under ISM Code ad how this can be achieved within a ashort targeted span?

A- The ISM Code identifies general safety management objectives. These objectives are:

1. To provide for the safe practice in ship operation and a safe working environment. 2. To establish appropriate safeguards against all identified risks to the ships, personnel and the environment. 3. To continuously improve safety management skills of personnel ashore and aboard ships, including preparing for emergencies related both to safety and environmental protection. Recently procured old Cargo vessel means Ism Code implementation on the ship, which is as follows: 1. Shipboard Operations : The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment. The various tasks should be defined and assigned to qualified personnel. 2. Emergency Preparedness : (i) The Company should identify potential emergency shipboard situations and establish procedures to respond to them. (ii) The company should establish programmes for drills and exercises to prepare for emergency actions. (iii)The safety management system should provide for measures ensuring that the Companys organization can respond at any time to hazards, accidents and emergency situations involving its ship. 3. Report and Analysis of Non Conformities, Accidents and Hazardous Occurrences : (i) The safety management system should include procedures insuring that nonconformities, accidents and hazardous situations are reported to the Company, investigated and analysed with the objective of improving safety and pollution prevention. (ii) The Company should establish procedures for the implementation of corrective action, including measures intended to prevent recurrence. 4. Maintenance of the Ship and Equipment : The Company should ensure that : (i) Inspections are held at appropriate intervals, (ii) Any non conformity is reported, with its possible cause, if known, (iii) Appropriate corrective action is taken, (iv) Records of these activities are maintained, (v) Regular testing of stand by arrangements and equipment or technical systems that are not in continuous use. Above inspections and measures should be integrated into the ships operational maintenance routine. 5. Documentation : The Company should ensure that : (i) Valid documents are available at all relevant locations, (ii) Changes to documents are reviewed and approved by authorized personnel, (iii) Obsolete documents are promptly removed.

The documents used to describe and implement the safety management system is referred to as the Safety Management Manual. Documentation should be kept in a form that the Company considers most effective. Each ship should carry on board all documentation relevant to the ship. 6. Company Verification, Review and Evaluation : The audits and possible corrective actions should be carried out in accordance with documented procedures. A copy of the Document of Compliance and Safety Management Certificate are required for sailing of the ship under ISM Code. How to achieve the SMC in short targeted span Ship can only be operational with valid Document of Compliance (DOC) issued to a company. The DOC is only valid for the ship types explicitly indicated in the document. Doc is issued by the Administration, by an organization recognized by the Administration or at the request of the Administration by another Contracting Government to the Convention for a period specified by the Administration which should not exceed five years, subject to annual verification by the Administration within 3 month before or after the Anniversary dates. A Copy of DOC must be kept on board which need not required to authenticated or certified. The DOC shall be issued following verification that the SMS of the Company complies with the requirement of the ISM Code. Since the comp is not new it will be having DOC. An interim document of compliance is issued to facilitate initial implementation of this Code when 1. A company is newly established or 2. New ship types are to be added to an existing DOC, following verification that the company has a safety management system that meets the objectives of the ISM Code. Such an Interim DOC is issued for a period not exceeding 12 months by the Administration. A copy of Interim DOC should be placed on board which need not required to be authenticated or certified. An Interim Safety Management Certificate is issued : 1. To new ships on delivery 2. When a Company takes on responsibility for the operation of a ship which is nwq to the Company 3. When a ship changes flag. Such an Interim SMC issued for a period not exceeding 6 months by the Administration. In special cases ISMC can be further extended for a period not exceeding 6 months from the date of expiry. An ISMC may be issued following verification that : 1. The DOC or the IDOC is relevant to the ship concerned

2. The SMS provided by the Company for the ship concerned includes key elements of the ISM Code and has been assessed during the audit for issuance of DOC or IDOC. 3. The Company has planned the internal audit of the ship within three months 4. The master and officers are familiar with the safety management system and the planned arrangements for its implementation. 5. Instruction which have been identified as being essential are provided prior to sailing 6. Relevant information on the DMD has been given in a working language or languages understood by the ships personnel. L.B.S.59Q.3- Underlining Marine Insurance Cover, explain (i) Hull & Machinery cover, (ii) P & I Insurance (iii) Cargo Insurance (iv) Pollution Liability Insurance. A- (i) Hull & Machinery Cover Hull & Machinery (H&M) insurance covers the ship itself and equipment on board the ship including propulsion and auxiliary machinery cargo handling and navigation equipments. Marine Hull policy is usually a time policy. The maximum period of insurance is usually 12 months. Most policy of H&M insurance are based on the institute of time clauses of hulls which was revised and renamed as International Hull Clauses on 01/11/2003. The H&M insurance covers loss or damage caused by : (1) Perils of the seas, rivers, lakes or other navigational waters (2) Fire, explosion (3) Violent theft by persons from outside the vessel (4) Jettison (5) Piracy (6) Contact with land conveyance, dock or harbor equipment or installation (7) Earthquake, volcanic eruption or lightening (8) Accidents in loading, discharging of shifting cargo, fuel, stores of parts (9) Contact with satellites, aircraft, helicopters or similar objects of objects falling there from (10) Bursting of boilers of breakage of shafts (11) Any latent defect in the machinery of hull (12) Negligence of Master, Officers, Crew or Pilots

(13) Negligence of repairers or charterers provided such repairers or charterers are not Assured under this insurance. (14) Leased equipment not owned by the Assured but installed for use on board (15) Parts taken off the vessel where such loss or damage is caused by a peril insured under this insurance. (16) Loss or damage caused by any governmental authority to prevent or mitigate a pollution hazard or damage to the environment or threat thereof (17) 3/4th of Collision liability, i.e. third party damage (18) Sistership clause (19) General Average and salvage of vessel contribution. A H&M policy covers physical damage to the vessel, its machinery and equipment. In addition, the policy normally covers general average, salvage, sue and labour and collision liability. Coverage for a vessel under H&M policy is written with a vessel value, which has been agreed upon between the ship owner and the policy underwriters. Most H&M policies include a deductible for partial losses. Often a ship owner may elect to cover a portion of the value of a vessel for total loss only. This is done using an increased value policy, which usually costs significantly less than a full form H&M policy. There are several factors taken into account when determining the rate being charged for an H&M policy. They include the type of vessel, the value, the owner / operators experience, the class record, the size of the deductible and the intended trade. H&M policies can be written to cover a single vessel or an entire fleet. The different type of H&M policies a vessel or an entire fleet. The different type of H&M policies a vessel owner can purchase to insure a vessel are : (a) Navigation Policy : it provides coverage when vessels are used in maritime operations (b) Port Risk Policy : used when a vessel is expected to be laid up or non operational for an extended period of time. (c) Builders Risk Policy : used to cover a ship being from the time its keel is laid until the ship is completed and accepted by the owner including sea trials. (d) War Risk Policy : covers damage to the vessel for war and other risks excluded from the H&M policy by the war, strikes and related exclusions clause. This policy also covers damages caused by strikes, lockouts, labour disturbance riots and civil commotions, which may be important in a port environment. (ii)Protection and Indemnity (P&I) Insurance : Ship owners take P&I insurance cover in respect of third party liabilities and expenses arising from owning ships or operating ships as principals. The insurance club provides collective self insurance to its members. The membership is comprised of a common interest group who wish to

pool their risks together in order to obtain at cost insurance cover. P&I club may cover their members to claim for damage or compensation in respect of the following : 1. Crew members liability for injury, illness or death, hopitalisation & allied expenses 2. Personal injury or illness or loss of life of passengers and others 3. Loss of personal effects 4. Personal injury to or loss of life of stevedores 5. Diversion expenses incurred for the ship in order to obtain treatment for an injured or sick person board or for the purpose of landing stowaways 6. 1/4th of collision liability 7. Oil pollution liability 8. Liabilities under contracts and indemnities 9. Wreck liabilities 10. Cargo liabilities 11. Cargo proportion of General Average or Salvage 12. Certain expenses of Salvors 13. Fines 14. Legal costs 15. Omnibus cover A P&I insurance policy is purchased in conjunction with a hull insurance policy to provide liability protection not found in the hull policy. This type of coverage is usually placed either through a mutual P&I club or with individual stock insurance companies. P&I policy provides coverage should an insured vessel cause damage to piers, bridges, cable or other fixed or removable objects. P&I policy provides coverage for damage to cargo caused by the negligence of the vessel operator. Operators often use this coverage to meet the requirements of the coast guard to obtain certificates of financial responsibility. In U.S. many operators purchase pollution protection coverage through the quality insurance syndicate. (iii) Cargo Insurance : Cargo insurance (also called marine cargo insurance or goods in transit insurance) covers physical damage to or loss of goods whilst in transit by land, sea or air. These is no statutory requirement to obtain insure goods in transit, but in international sell, the seller and buyer will usually agree that one party or the other will obtain cargo insurance company, from underwriters in the Lloyds and / or companies markets (through a broker) from freight forwarders and from come carriers in the liner traders. There is no standard cargo policy, most being tailored to meet individual risks. Bulk oil as cargo must carry a cargo a certificate of insurance or other financial security in respect of civil liability for oil pollution damage, also called oil pollution insurance certificate (OPIC). For a UK ship OPIC must be issued by the Administration (flag state) and in case of a ship registered in a non party state, it must be issued either by the MCA or by / under the authority of any other CLC party state U.S. federal law require

ships using U.S. navigable waters must carry a certificate of financial responsibility for oil pollution. Certain U.S.States require carriage of a state COFR. P&I club cover for pollution liabilities is usually to the extent that pollution is a result of an escape or discharge or threatened escape or discharge of oil or any other substances. In the process of transportation, storage, loading and unloading, the cargo is exposed to various hazards like theft, breakage or damage. This loss is taken care by marine cargo insurance. The cargo insurance is covered under the institute Cargo Clauses A,B and C. Risks covered ICC are : ICC C : Fire or explosion, vessel or craft stranded, grounded, sunk, capsized, overturning of derailment, collision, discharge of cargo at port of distress, jettison, General Average sacrifice. ICC B : Risk covered under ICC C and earthquake, lightening, washing overboard, entry of sea lake or river into the vessel, total loss of package in unloading or loading. ICC A : All risks of loss or damage except those which are specifically excluded plus malicious damage, piracy. An open cover is a commonly used form of long term cargo insurance contract covering all goods, shipments forwarded by an assured during the period of the open cover. (iv) Pollution Liability Insurance : International Conventional on Civil Liability & Oil Pollution Damage 1969 as amended in 1992 (CLC 92) requires ship carrying more than 400 tons of oil cargo to maintain insurance against oil pollution damage upto CLC 92 limit (82m dollars as on March 2003). All these liabilities are insured by the P&I clubs. A certificate will be issued by the contracting government attesting that the insurance is in accordance with the provisions of this convention. This certificate shall be carried on board the ship.

L.B.S.-23 : Q-4. Under maritime law in case of a collision, explain: (i) Apportionment of damage (ii) Proportionate fault (iii) Collision liabilities (iv) Presumptions of fault (v) Jurisdiction in collision cases. A. (i) Apportionment of Damages : Section 255 of the Merchant Shipping Act 1951 provides that where damage or loss is caused by the fault of two or more ships, the liability to make good the damage or loss shall be in proportion to the degree in which

each ship was at fault. If it is not possible to establish different degree of fault, the liability shall be apportioned equally. (ii) Proportionate Fault : Proportionate fault is the degree in which each ship was at fault for that loss o damage. (iii) Collision Liabilities : Collision Liability can be defined as the legal obligation of compensation for damages arising out of a collision between vessels. This also includes cost of cleaning pollution caused by collision. (iv) Presumptions of Fault : Under maritime law responsibility for collision damage is based upon the fault principle. A colliding vessel will not be held responsible for damage to another ship or to a fixed object unless the collision is caused by a deficiency in the colliding vessel or by negligence or a willful act on the part of its navigators. However, to establish fault by positive evidence, there is a Presumption of Fault, when a moving vessel collides with a fixed object or with another vessel that is properly moored. (v) Jurisdiction in Collision cases : Jurisdiction in case of collision means which countrys law will be applicable. Generally the law of the country where the sue is filed, applies. But by agreement generally it is United Kingdom jurisdiction, because the clubs who are active in determining collision liabilities prefer United Kingdom jurisdiction.

L.B.S.-73 : Q.5- Highlight the role of Classification Societies in providing set of standards for sound merchant ship construction. Also state the importance of International Association of Classification Societies and now they contribute in improving standards of hull and machinery? A. Role of Classification Society : The Classification Society publish rules and regulations concerning : (i) The structural strength (and where necessary the water tight integrity) of all essential parts of the hull and its appendages. (ii) The safety and reliability of the propulsion and steering systems and those other features and auxiliary systems which have been built into the ship in order to establish and maintain basic conditions on boards.

(iii) All machineries (including electrical). (iv) Material of construction. (v) Rules for special type of vessels. (vi) Rule for ships equipment etc. Classification societies service to vessels under class, trading in National / International waters is mainly on setting / updating and monitored application of standards for hull structures and essential shipboard engineering system during the construction and throughout a ships service life. They have a dual role. They deliver Classification services by providing third party engineering analyses, followed by periodical verification of the ships hull structure and mechanical & electrical systems and provide statutory certification in requirements on behalf of Flag Administration. The main areas of Classification Societies activities are : (i) Ship Classification Service : Classification societies establish and continually update standards and guideline for the structural and engineering design, construction and survey of ships and other marine structural units, such as mobile offshore units. The Classification certificate is the document which confirms that a ship has been designed and built in accordance with Societys rules. A vessel must be in Class at all times while in service; vessel must be surveyed annually, intermediately with major surveys every five years. (ii) Statutory Service : Through its extensive resources of manpower, experties and technology, the Classification Society have the capability to undertake surveys, maintain records and conduct the technical reviews to fulfill the right of various IMO International Conventions and Codes. Based on national standards of the Flag States Classification society work on behalf of IMO Member States. Over 100 member States / Government bodies delegate this authority to Classification Society. The most common authorization is Load Line, SOLAS, MARPOL, Tonnage Convention as well as ISM Code. (iii) Research & Development : Classification Society role in research & development is more prominent in ships structure, engineering design & other safety aspects e.g. y Fatigue damage assessment procedure y Advanced fracture mechanics y Structural performance of bulk carriers y Hull condition monitoring (iv) Technical Advisory Services : Classification Societies aim to provide a variety of technical services to ship Owners and Operators e.g. y International Conventions & National regulations.

y Statutory Surveys & Certification y Contingency Planning y Hull & Performance Monitoring. (v) Strength of Ship : There are unified rules for thickness measurement & how much deterioration in thickness of various shell plating is permitted. International Association of Classification Societies : IACS was formed initially by seven leading Societies on 11th September 1968. In the year 1969, IACS was given consultative status with IMO and its first permanent representative appointed in 1976. It remains the only non governmental organization with observer status, which is able to develop and apply rules for structure, equipment and machinery. More than 90% of world cargo carrying tonnage is covered by the classification design, construction and through life compliance rules and standards set by the member societies and associates. The purpose of the IACS is to provide for consultation and co-operation with relevant National & International Maritime Organization, to co-operate closely and actively with the associated marine industries, to set unified standards of its all Member / Associate Member Societies and verify periodically that Classification Societies are maintaining these standards. Two main aim of IACS are : (i) To help IMO to ensure that International safety and Anti pollution rule are technically adequate for the requirements of shipping and are based on the most advanced knowledge and experience in current use. (ii) To provide unified standards on fundamental matters, not to leave the initiative with rules in the field which would tend to inhibit technical program. IACS frequently provides technical input to IMO for studies into specific ship types and various safety and pollution prevention issues. IACS is also playing vital role in the introduction / implementation of ISM Code. IACS has also been publishing a series of manuals with the intention of giving guidelines to assist the surveyors of IACS member societies and other interested parties involved on the survey, assessment and repair of hull structure for certain ship types. IACS liaisons closely with numerous maritime safety organizations, shipping interest groups and other associations, including the ICS, OCIMF, BIMCO. The guidelines focus to the IACS member societies such as the survey procedures are also informative to provide inspection / examination scheme to other regulatory bodies, owners and operators, e.g. The IACS early warning scheme EWS with emphasis on the proper reporting, will enable the Classification Societies to analyse the problems as they arise. Post ERIKA accident, a single skin tanker, which broke in two and sank off

the Atlantic coast of France, IACS have been taken significant decisions to further strengthen Class. In an effort to improve safety at sea IACS proposed : (i) y y y (ii) y y (iii) y Elimination of Substandard Ships by Enhanced Transfer of Class Agreement (TOCA) Strengthening of surveys for older ships (Enhanced Survey Programme) Co-operation with Port State Control. Rules for New Shipbuilding : Uniformity of Standards Conduct of Classification Societies competition on the basis of service quality and not on safety standards. Limitation of Liability : Efforts to establish an uniform limitation of liability regime for Classification Societies on an international level.