Dersnot 1194 1680861673

DIY 221
Maritime
Management &
Operations
Dr. Serkan KARAKAŞ

Books and
Supplements
• IMO, International Maritime

Organization
• UK P&I Club, Book it right and

pack it tight. Guidance on
packing dangerous goods for
carriage by sea – IMDG Code
Amendment 38-16
AN OVERVIEW TO INTERNATIONAL
MARITIME CONVENTIONS
The need for common guidelines for safety at sea had already been
recognized at the time the UN was founded. The IMO convention was
adopted in 1948 and entered into force in 1958.
The IMO’s first task was to adopt a new version of the International
Convention for the Safety of Life at Sea (SOLAS), which was achieved
by 1960.
The many accidents involving oil tankers raised awareness for the
need for greater environmental safety.
This resulted in the International Convention for the Prevention of
Pollution from Ships (MARPOL) in 1973/78.
https://www.roroint.com/know-how/
International Convention for the
Safety of Life at Sea (SOLAS),
1974
Adoption: 1 November 1974; Entry into force: 25 May 1980
The SOLAS Convention in its successive forms is generally

regarded as the most important of all international treaties
concerning the safety of merchant ships.
The first version was adopted in 1914, in response to the
Titanic disaster, the second in 1929, the third in 1948, and
the fourth in 1960.
The 1974 version includes the tacit acceptance procedure -
which provides that an amendment shall enter into force on
a specified date unless, before that date, objections to the
amendment are received from an agreed number of Parties.
https://www.imo.org/en/About/Conventions/Pages/International-Convention-for-the-Safety-of-
Life-at-Sea-(SOLAS),-1974.aspx
1974
As a result the 1974 Convention has been updated and
amended on numerous occasions. The Convention in force
today is sometimes referred to as SOLAS, 1974, as amended.
Technical provisions
The main objective of the SOLAS Convention is to specify

minimum standards for the construction, equipment and
operation of ships, compatible with their safety.
Flag States are responsible for ensuring that ships under
their flag comply with its requirements, and a number of
certificates are prescribed in the Convention as proof that
this has been done.
1974
Technical provisions (Cont.)
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 (PSC).
The current SOLAS Convention includes Articles setting out
general obligations, amendment procedure and so on,
followed by an Annex divided into 14 Chapters.
1974
Chapter I - General Provisions
Includes regulations concerning the survey of the various

types of ships and the issuing of documents signifying that
the ship meets the requirements of the Convention.
The Chapter also includes provisions for the control of
ships in ports of other Contracting Governments.
1974
Chapter II-1 - Construction - Subdivision and stability, machinery and
electrical installations
The subdivision of passenger ships into watertight compartments must

be such that after assumed damage to the ship's hull the vessel will
remain afloat and stable. Requirements for watertight integrity and bilge
(i.e., sintine) pumping arrangements for passenger ships are also laid
down as well as stability requirements for both passenger and cargo
ships.
Chapter II-1 - Construction - Subdivision and stability, machinery

and electrical installations
Includes detailed fire safety provisions for all ships and specific
measures for passenger ships, cargo ships and tankers.
1974
Chapter III - Life-saving appliances (LSA) and arrangements
The Chapter includes requirements for life-saving appliances and
arrangements, including requirements for life boats, rescue boats and life
jackets according to type of ship.
The International Life-Saving Appliance (LSA) Code gives specific technical
requirements for LSAs and is mandatory under Regulation 34, which states
that all life-saving appliances and arrangements shall comply with the
applicable requirements of the LSA Code.
Chapter IV - Radiocommunications
The Chapter incorporates the Global Maritime Distress and Safety System
(GMDSS).
All passenger ships and all cargo ships of 300 gross tonnage and upwards
on international voyages are required to carry equipment designed to
improve the chances of rescue following an accident, including satellite
emergency position indicating radio beacons (EPIRBs) and search and
rescue transponders (SARTs) for the location of the ship or survival craft.
Search and Rescue Transponder
(SART)
https://scansys.no/sms-products/gmdss/
Search and Rescue Transponder
(SART)
Emercency Position Indicating Radio Beacon
(EPIRB)
GMDSS Console
1974
Chapter V - Safety of navigation
Chapter V identifies certain navigation safety services

which should be provided by Contracting Governments and
sets forth provisions of an operational nature applicable in
general to all ships on all voyages. This is in contrast to the
Convention as a whole, which only applies to certain
classes of ship engaged on international voyages.
The subjects covered include the maintenance of
meteorological services for ships; the ice patrol service;
routeing of ships; and the maintenance of search and
rescue services.
1974
Chapter V - Safety of navigation
This Chapter also includes a general obligation for masters

to proceed to the assistance of those in distress and for
Contracting Governments to ensure that all ships shall be
sufficiently and efficiently manned from a safety point of
view.
The chapter makes mandatory the carriage of voyage data
recorders (VDRs) and automatic ship identification systems
(AIS).
1974
Chapter VI - Carriage of Cargoes
The Chapter covers all types of cargo (except liquids

and gases in bulk) "which, owing to their particular
hazards to ships or persons on board, may require
special precautions".
The regulations include requirements for stowage and
securing of cargo or cargo units (such as containers).
The Chapter requires cargo ships carrying grain to

comply with the International Grain Code.
1974
Chapter VII - Carriage of dangerous goods
The regulations are contained in three parts:
Part A - Carriage of dangerous goods in packaged form -

includes provisions for the classification, packing, marking,
labelling and placarding, documentation and stowage of
dangerous goods.
Contracting Governments are required to issue instructions at
the national level and the Chapter makes mandatory the
International Maritime Dangerous Goods (IMDG) Code,
developed by IMO, which is constantly updated to
accommodate new dangerous goods and to supplement or
revise existing provisions.
1974
Part B covers Construction and equipment of ships carrying

dangerous liquid chemicals in bulk and requires chemical
tankers to comply with the International Bulk Chemical Code
(IBC Code).
Part C covers Construction and equipment of ships carrying

liquefied gases in bulk and gas carriers to comply with the
requirements of the International Gas Carrier Code (IGC Code).
1974
Part D includes special requirements for the carriage of

packaged irradiated nuclear fuel, plutonium and high-level
radioactive wastes on board ships and requires ships carrying
such products to comply with the International Code for the
Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium
and High-Level Radioactive Wastes on Board Ships (INF Code).
The chapter requires carriage of dangerous goods to be in

compliance with the relevant provisions of the International
Maritime Dangerous Goods Code (IMDG Code).
1974
Chapter VIII - Nuclear ships
Gives basic requirements for nuclear-powered ships and is
particularly concerned with radiation hazards. It refers to
detailed and comprehensive Code of Safety for Nuclear
Merchant Ships which was adopted by the IMO Assembly in
1981.
Chapter IX - Management for the Safe Operation of Ships

The Chapter makes mandatory the International Safety
Management (ISM) Code, which requires a safety
management system to be established by the shipowner or
any person who has assumed responsibility for the ship (the
"Company").
1974
10:15
1974
Chapter X - Safety measures for high-speed craft
The Chapter makes mandatory the International Code of

Safety for High-Speed Craft (HSC Code).
Chapter XI-1 - Special measures to enhance maritime safety

The Chapter clarifies requirements relating to authorization of
recognized organizations (responsible for carrying out surveys
and inspections on Administrations' behalves); enhanced
surveys; ship identification number scheme; and port State
control on operational requirements.
1974
Chapter XI-2 - Special measures to enhance maritime
security
Regulation XI-2/3 of the chapter enshrines the International

Ship and Port Facilities Security Code (ISPS Code). Part A of
the Code is mandatory and part B contains guidance as to how
best to comply with the mandatory requirements.
Regulation XI-2/8 confirms the role of the Master in exercising
his professional judgement over decisions necessary to
maintain the security of the ship.
It says he shall not be constrained by the Company, the
charterer or any other person in this respect.
1974
Chapter XII - Additional safety measures for bulk carriers
The Chapter includes structural requirements for bulk carriers
over 150 metres in length.
Chapter XIII - Verification of compliance
Makes mandatory from 1 January 2016 the IMO Member State
Audit Scheme.
Chapter XIV - Safety measures for ships operating in polar
waters
The chapter makes mandatory, from 1 January 2017, the
Introduction and part I-A of the International Code for Ships
Operating in Polar Waters (the Polar Code).
Timber Deck Cargo Code (TDC Code)
Chapter VI Regulation 1.2 refers to the TDC Code,

which in turn is regulated by Resolution A.1048(27).
It includes requirements for lashing arrangements to
be used to secure timber deck cargoes.
Among others, the code specifies requirements for
elongation (uzama), tension (gerilim) force, lowest
breaking strength of lashing devices, and acceptable
deformation. The current version as per this writing is
dated from 2011 (2012 edition).
Code of Safe Practice for Cargo
Stowage and Securing (CSS
Code)
The accelerations acting on a ship in a seaway result
from a combination of longitudinal (boyuna), vertical
(dikey) and predominantly transverse (enine)
motions. The forces created by these accelerations
give rise to the majority of securing problems.
The hazards arising from these forces should be dealt

with by taking measures both to ensure proper
stowage (1) and securing of cargoes (2) on board and
to reduce the amplitude and frequency (sıklık) of ship https://www.geeksforgeeks.org/motion-in-three-dimensions/
motions.
https://www.imo.org/en/OurWork/Safety/Pages/CSS-Code.aspx
Code)
In this regard, the Assembly adopted the Code of Safe
Practice for Cargo Stowage and Securing (CSS Code)
in November 1991 by resolution A.714(17).
The Assembly recommended that Governments
implement the Code at the earliest possible
opportunity and requested the Maritime Safety
Committee to keep it under review and amend it as
necessary.
In this regard, the CSS Code has undergone
subsequent changes through the years as
follows:MSC/Circ.664; MSC/Circ.691; MSC/Circ.740;
MSC/Circ.812; MSC/Circ.1026; MSC.1/Circ.1352;
MSC.1/Circ.1352/Rev.1.
Code)
Purpose:
The purpose of the CSS Code is to provide an international

standard to promote the safe stowage and securing of cargoes
by:
• drawing the attention of shipowners and ship operators to the
need to ensure that the ship is suitable for its intended
purpose;
• providing advice to ensure that the ship is equipped with
proper cargo securing means;
• providing general advice concerning the proper stowage and
securing of cargoes to minimize the risks to the ship and
personnel;
Code)
Purpose (cont.):
• providing specific advice on those cargoes which are known to

create difficulties and hazards with regard to their stowage and
securing;
• advising on actions which may be taken in heavy sea
conditions; and
• advising on actions which may be taken to remedy the effects
of cargo shifting.
In providing such advice, it should be borne in mind that the

Master is responsible for the safe conduct of the voyage and the
safety of the ship, its crew and cargo.
Code)
Chapter 4 contains a reference to IMO Resolution
MSC 102/J/8, Guidelines for securing
arrangements for the transport of road vehicles
on ro-ro ships.
It previously contained a requirement for a
minimum breaking strength of 200 kN (MSL 100
kN) for the lashing of road vehicles with a GVM
(i.e., gross vehicle mass) of more than 15 tons.
This requirement has now been dropped (the
document’s former name was Resolution A.581).
Code)
General Principles
• All cargoes should be stowed and secured in

such a way that the ship and persons on board
are not put at risk.
• The safe stowage and securing of cargoes
depend on proper planning, execution and
supervision.
• Personnel commissioned to tasks of cargo
stowage and securing should be properly
qualified and experienced.
Code)
General Principles (Cont.)
• Personnel planning and supervising the

stowage and securing of cargo should have a
sound practical knowledge of the application
and content of the Cargo Securing Manual.
• In all cases, improper stowage and securing
of cargo will be potentially hazardous to the
securing of other cargoes and to the ships
itself.
Code)
General Principles (Cont.)
• Decisions taken for measures of stowage and

securing cargo should be based on the most
severe weather conditions which may be
expected by experience for the intended voyage.
• Ship-handling decisions taken by the master,
especially in bad weather conditions, should take
into account the type and stowage position of
the cargo and the securing arrangements.
IMO/ILO/UNECE Code of Practice for
Packing of Cargo Transport Units (CTU
Code)
WEEK 6
Code)
The 2014 IMO/ILO/UNECE Code of Practice
for Packing of Cargo Transport Units (CTU
Code), jointly developed by the International
Maritime Organization (IMO), the International
Labour Organization (ILO) and the United
Nations Economic Commission for Europe
(UNECE), addresses these concerns through
a non-mandatory global code of practice for
the handling and packing of cargo transport
units for transportation by sea and land.
Code)
Within the CTU Code, comprehensive information and
references on all aspects of loading and securing of cargo in
containers and other intermodal transport are provided,
taking account of the requirements of all sea and land
transport modes.
The CTU Code applies to transport operations throughout the

entire intermodal transport chain and provides guidance not
only to those responsible for packing and securing cargo, but
also to those who receive and unpack such units.
The Code of Practice also addresses issues such as training
and the packing of dangerous goods.
Code)
The CTU Code is intended to assist the industry,
employers’ and workers’ organizations as well
as Governments in ensuring the safe stowage of
cargo in containers.
The CTU Code could also be used as a reference

base for national regulations and could become
a model for internationally harmonized
legislation in this field, should such
requirements arise.
Code)
One of the code’s aims is to facilitate the work involved
in securing cargo goods right from the start of the
transport, e.g. at an industrial production facility.
However, there may be some differences with national
regulations for land transport, which can lead to
uncertainties.
The code includes a number of tables and quick
reference guides as well as sound tips about how to
safely carry out the securing of cargoes in the three
different sea areas defined (A-C).
Image: https://demo.arcademy.ch/CTU-Code/data/html/en/4/p_4_4.html
Sample lashing arrangements from CTU code
Source: CTU Code- A quick guide , TT Club

Code)
The code is connected to the SOLAS in that the CSS
Code refers to the CTU Code for the securing of
cargoes in cargo transport units. The code is also
connected to SOLAS Chapter VII, since even the
IMDG Code refers to the CTU Code Some countries
have included the code in their regulations, e.g. in
Sweden where it can be found in the Swedish
Transport Agency’s regulation TSFS 2010:174.
Work on revising the currently applicable version
has started and is expected to last until 2024.
Cargo Securing Manual
(MSC.1/Circ.1353/Rev.2)
In accordance with the International Convention

for the Safety of Life at Sea, 1974 (SOLAS)
chapters VI, VII and the Code of Safe Practice
for Cargo Stowage and Securing (CSS Code),
cargo units, including containers, shall be stowed
and secured throughout the voyage in accordance
with a Cargo Securing Manual approved by the
Administration.
The Guideline for the preparation of the Cargo

Securing Manual (MSC.1/Circ.1353/Rev.2)
describes how cargo securing manuals intended
for ships should be compiled.
The document, which is referred to in the
SOLAS, is a compilation of the tasks to be
included in each ship’s particular cargo securing
manual.
https://www.register-iri.com/wp-content/uploads/MSC.1-Circ.1353-Rev.2.pdf
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.
The purpose of these Guidelines is to ensure that Cargo
Securing Manuals cover all relevant aspects of cargo stowage
and securing and to provide a uniform approach to the
preparation of Cargo Securing Manuals, their layout and
content.
Administrations may continue accepting Cargo Securing
Manuals drafted in accordance with Containers and cargoes
(BC) – Cargo Securing Manual (MSC/Circ.385) provided that
they satisfy the requirements of these Guidelines.
If necessary, those manuals should be revised explicitly when

the ship is intended to carry containers in a standardized system.
It is important that securing devices meet acceptable
functional and strength criteria applicable to the ship and its
cargo. It is also important that the officers on board are aware
of the magnitude and direction of the forces involved and the
correct application and limitations of the cargo securing
devices.
The crew and other persons employed for the securing of
cargoes should be instructed in the correct application and use
of the cargo securing devices on board the ship.
Definitions
• Cargo securing devices are all fixed and portable devices used to
secure and support cargo units.
• Maximum securing load (MSL) is a term used to define the
allowable load capacity for a device used to secure cargo to a ship.
• Safe working load (SWL) may be substituted for MSL for securing
purposes, provided this is equal to or exceeds the strength defined
by MSL.
• Standardized cargo means cargo for which the ship is provided
with an approved securing system based upon cargo units of
specific types.
Definitions
• Semi-standardized cargo means cargo for which

the ship is provided with a securing system
capable of accommodating a limited variety of
cargo units, such as vehicles and trailers.
• Non-standardized cargo means cargo which
requires individual stowage and securing
arrangements.
Prevention of Pollution from Ships
(MARPOL)
Adoption: 1973 (Convention), 1978 (1978
Protocol), 1997 (Protocol - Annex VI); Entry into
force: 2 October 1983 (Annexes I and II).
• 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.
https://www.imo.org/en/About/Conventions/Pages/International-Convention-for-the-Prevention-of-Pollution-
from-Ships-(MARPOL).aspx
(MARPOL)
The MARPOL Convention was adopted on 2 November
1973 at IMO. The Protocol of 1978 was adopted in
response to a spate of tanker accidents in 1976-1977.
As the 1973 MARPOL Convention had not yet entered
into force, the 1978 MARPOL Protocol absorbed the
parent Convention. The combined instrument entered into
force on 2 October 1983.
In 1997, a Protocol was adopted to amend the Convention
and a new Annex VI was added which entered into force
on 19 May 2005. MARPOL has been updated by
amendments through the years.
(MARPOL)
The Convention includes regulations aimed at
preventing and minimizing pollution from ships -
both accidental pollution and that from routine
operations - and currently includes six technical
Annexes.
Special Areas with strict controls on operational
discharges are included in most Annexes.
.
(MARPOL)
Annex I Regulations for the Prevention of
Pollution by Oil (entered into force 2 October
1983)
Covers prevention of pollution by oil from
operational measures as well as from accidental
discharges; the 1992 amendments to Annex I made
it mandatory for new oil tankers to have double
hulls and brought in a phase-in schedule for
existing tankers to fit double hulls, which was
subsequently revised in 2001 and 2003.
(MARPOL)
Annex II Regulations for the Control of Pollution by
Noxious Liquid Substances in Bulk
Details the discharge criteria and measures for the control
of pollution by noxious liquid substances carried in bulk;
some 250 substances were evaluated and included in the
list appended to the Convention; the discharge of their
residues (kalıntı) is allowed only to reception facilities
until certain concentrations and conditions (which vary
with the category of substances) are complied with.
In any case, no discharge of residues containing noxious
substances is permitted within 12 miles of the nearest land.
(MARPOL)
Annex III Prevention of Pollution by Harmful Substances
Carried by Sea in Packaged Form
Contains general requirements for the issuing of detailed
standards on packing, marking, labelling, documentation,
stowage, quantity limitations, exceptions and
notifications.
For the purpose of this Annex, “harmful substances” are
those substances which are identified as marine
pollutants in the International Maritime Dangerous
Goods Code (IMDG Code) or which meet the criteria in
the Appendix of Annex III.
(MARPOL)
Annex IV Prevention of Pollution by Sewage from Ships
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.
(MARPOL)
Annex V Prevention of Pollution by Garbage
from Ships
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.
(MARPOL)
Annex VI Prevention of Air Pollution from Ships
Sets limits on sulphur oxide (SOx) and nitrogen oxide

(Nox) 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 (particle
pollution).
A chapter adopted in 2011 covers mandatory technical and
operational energy efficiency measures aimed at reducing
greenhouse gas emissions from ships.
IBC Code
Carriage of chemicals in bulk is covered by

regulations in SOLAS Chapter VII - Carriage of
dangerous goods and MARPOL Annex II -
Regulations for the Control of Pollution by
Noxious Liquid Substances in Bulk.
Both Conventions require chemical tankers built
after 1 July 1986 to comply with the International
Code for the Construction and Equipment of Ships
carrying Dangerous Chemicals in Bulk (IBC
Code).
IBC 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.
IBC Code
In October 2004, IMO adopted revised MARPOL Annex II

Regulations for the control of pollution by noxious liquid
substances in bulk. This incorporates a four-category
categorization system for noxious and liquid substances and it
entered into force on 1 January 2007.
Consequential amendments to the International Bulk Chemical
Code (IBC Code) were also adopted in October 2004, reflecting
the changes to MARPOL Annex II. The amendments incorporate
revisions to the categorization of certain products relating to their
properties as potential marine pollutants as well as revisions to
ship type and carriage requirements following their evaluation by
the Evaluation of Hazardous Substances Working Group.
IBC Code
Ships subject to the Code shall be designed to one of the following

standards:
A type 1 ship is a chemical tanker intended to transport chapter 17 products

with very severe environmental and safety hazards which require maximum
preventive measures to preclude an escape of such cargo.
with appreciably severe (kayda değer derecede) environmental and safety
hazards which require significant preventive measures to preclude an escape
of such cargo.
with sufficiently severe environmental and safety hazards which require a
moderate degree of containment to increase survival capability in a
damaged condition.
https://www.imo.org/en/OurWork/Safety/Pages/IBC-Code.aspx
IBC Code
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.
https://www.imo.org/en/OurWork/Safety/Pages/IBC-Code.aspx
INF Code
The principal regulations for radioactive transport are the

International Atomic Energy Agency (IAEA) Regulations
for the Safe Transport of Radioactive Material, which
were first published in 1961. These regulations have
been reviewed regularly since then to keep pace with
scientific and technological developments.
The IAEA regulations are aim at ensuring safety
primarily by the package whatever the mode of transport,
and cover both normal and potential accident conditions
of transport to protect people, property and the
environment against the effects of radiation.
https://www.imo.org/en/OurWork/Safety/Pages/INF-Code.aspx
INF Code
In 1993, the International Maritime Organization

(IMO) introduced the voluntary code for the Safe
Carriage of Irradiated Nuclear Fuel, Plutonium and
High-Level Radioactive Wastes on Board Ships
(INF Code), complementing the IAEA regulations.
This voluntary code introduced recommendations
for the design of ships transporting radioactive
material and addressed such issues as stability after
damage, fire protection, and structural resistance.
INF Code
In January 2001, the INF Code was made

mandatory and renamed the International Code
for the Safe Carriage of Packaged Irradiated
Nuclear Fuel, Plutonium and High-Level
Radioactive Waste on Board Ships.
Since coming into force, the Code has been
amended by resolutions MSC.118(74),
MSC.135(76), MSC.178(79) and MSC.241(83).
INF CODE, PURPOSE-BUILT
VESSEL
IGC Code
The International Code of the Construction and Equipment

of Ships Carrying Liquefied Gases in Bulk (IGC Code),
adopted by resolution MSC.5(48), has been mandatory
under SOLAS chapter VII since 1 July 1986.
The IGC Code applies to ships regardless of their size,

including those of less than 500 gross tonnage, engaged in
carriage of liquefied gases having a vapour pressure
exceeding 2.8 bar absolute at a temperature of 37.8°C, and
certain other substances listed in chapter 19 of the Code.
IGC Code
The aim of the Code is to provide an

international standard for the safe carriage by sea
in bulk of liquefied gases and the substances
listed in chapter 19, by prescribing the design
and construction standards of ships involved in
such carriage and the equipment they should
carry so as to minimize the risk to the ship, to its
crew and to the environment, having regard to
the nature of the products involved.
IGC Code
The basic philosophy is one of ship types related to the

hazards of the products covered by these codes, each of which
may have one or more hazard properties. A further possible
hazard may arise owing to the products being transported
under cryogenic (refrigerated) or pressure conditions.
Severe collisions or strandings could lead to cargo tank
damage and uncontrolled release of the product. Such release
could result in evaporation and dispersion of the product and,
in some cases, could cause brittle fracture of the ship's hull.
The requirements in the codes are intended to minimize these
risks as far as is practicable, based upon present knowledge
and technology.
IGC Code
Throughout the development of the Code it was recognized

that it must be based upon sound naval architectural and
engineering principles and the best understanding available as
to the hazards of the various products covered; furthermore
that gas carrier design technology is not only a complex
technology but is rapidly evolving and that the Code should
not remain static.
Therefore, IGC Code is kept under review, taking into
account experience and technological development. The latest
comprehensive amendments of the IGC Code were adopted
by resolution MSC.370(93), expected to enter into force on 1
July 2016.
International Code for the Safe Carriage
of Grain in Bulk (International Grain
Code)
The 1991 International Code for the Safe Carriage of Grain in
Bulk (International Grain Code), adopted by resolution
MSC.23(59), has been mandatory under SOLAS chapter VI
since 1 January 1994. The term "grain" covers 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.
The International Grain Code applies to ships regardless of
size, including those of less than 500 gross tonnage, engaged
in the carriage of grain in bulk and to which part C of SOLAS
chapter VI applies. The purpose of the Code is to provide an
international standard for the safe carriage of grain in bulk.
International Code for the Safe Carriage
of Grain in Bulk (International Grain
Code)
The International Grain Code requires a document of
authorization to be issued for every ship loaded in accordance
with the Code. The document of authorization serves as evidence
that the ship is capable of complying with the requirements of the
Code and it must be accompanied or incorporated into the grain
loading manual, which contains information that enables the
master to meet the stability requirements of the Code.
A copy of the document of compliance together with the grain
loading stability data and associated plans must be carried on
board so that the master, if required, can produce them for the
inspection of the Contracting Government of the country of the
port of loading.

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DIY 221

Dr. Serkan KARAKAŞ

• IMO, International Maritime

• UK P&I Club, Book it right and

The SOLAS Convention in its successive forms is generally

The main objective of the SOLAS Convention is to specify

Control provisions also allow Contracting Governments to

Includes regulations concerning the survey of the various

The subdivision of passenger ships into watertight compartments must

Chapter II-1 - Construction - Subdivision and stability, machinery

Chapter V identifies certain navigation safety services

This Chapter also includes a general obligation for masters

The Chapter covers all types of cargo (except liquids

The Chapter requires cargo ships carrying grain to

The regulations are contained in three parts:

Part A - Carriage of dangerous goods in packaged form -

The regulations are contained in three parts:

Part B covers Construction and equipment of ships carrying

Part C covers Construction and equipment of ships carrying

The regulations are contained in three parts:

Part D includes special requirements for the carriage of

The chapter requires carriage of dangerous goods to be in

Chapter IX - Management for the Safe Operation of Ships

The Chapter makes mandatory the International Code of

Chapter XI-1 - Special measures to enhance maritime safety

Regulation XI-2/3 of the chapter enshrines the International

Chapter VI Regulation 1.2 refers to the TDC Code,

The hazards arising from these forces should be dealt

The purpose of the CSS Code is to provide an international

• providing specific advice on those cargoes which are known to

In providing such advice, it should be borne in mind that the

• All cargoes should be stowed and secured in

• Personnel planning and supervising the

• Decisions taken for measures of stowage and

The CTU Code applies to transport operations throughout the

The CTU Code could also be used as a reference

Source: CTU Code- A quick guide , TT Club

In accordance with the International Convention

The Guideline for the preparation of the Cargo

The Cargo Securing Manual is required on all types of ships

If necessary, those manuals should be revised explicitly when

• Semi-standardized cargo means cargo for which

• The International Convention for the Prevention

Contains requirements to control pollution of the sea by sewage; the

Deals with different types of garbage and

Sets limits on sulphur oxide (SOx) and nitrogen oxide

Carriage of chemicals in bulk is covered by

The IBC Code provides an international standard for the

In October 2004, IMO adopted revised MARPOL Annex II

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

A type 1 ship is a chemical tanker intended to transport chapter 17 products

Thus, a type 1 ship is a chemical tanker intended

The principal regulations for radioactive transport are the

In 1993, the International Maritime Organization

In January 2001, the INF Code was made

The International Code of the Construction and Equipment

The IGC Code applies to ships regardless of their size,

The aim of the Code is to provide an

The basic philosophy is one of ship types related to the

Throughout the development of the Code it was recognized

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