Name of Group :

- Syahrul Ilham Permana (4216106002)

- Miskli Iska Nanda (4216106006)
- Aditya Eka Prassetyo (4216106008)
- Evani Hanafia (4216106018)

Summary of Marine and Safety on The Ships

1. Introduction
Like on a country, certainly to guarantee and ensure the system is running on the
State to order work properly, it needs its existing rules. Likewise at the seas. In the world
there are also maritime rules governing sea world and the world of shipping. For the
world's marine field on the set as it does about the pollution caused by ships that sail,
the process of disposal of water ballast, safety equipment on board, and etc. For
shipping in its own construction-construction of main and supporting construction
mounted on the ship. If both fields of this rule has been met, then the errors or accidents
on the world maritime can be lower.

2. Marine Safety
Regulations or laws that existed at the seas is divided into 2 in the outline.
Statutory regulation and classification rules. That's where the both of rule it discusses
about the different fields but have a very important relationship for the world's maritime
safety. Statutory Regulation of their own deals with the rules that certain countries have
been made known, known as flag state. Whereas the classification rules in discussing the
physical vessel which is based on the international maritime organization or by known
IMO. In General, discussing the statutory rules of non-construction on the ship as it
needs a life jacket, life boats, safety plan, etc. As for classifikasi discusses all matters
covering the construction on the ship.
3. Flag State
The flag state of a commercial vessel is the state under whose laws the vessel is
registered or licensed. 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.
The term "flag of convenience" describes the business practice of registering a
merchant ship in a state other than that of the ship's owners, and flying that state's civil
ensign on the ship. Ships are registered under flags of convenience to reduce operating
costs or avoid the regulations of the owner's country. Since the Flag Right Declaration of
1921, it has been recognised that all statesincluding land-locked countrieshave a
right to be a flag state. Because of the failure of some flag states to comply with their
survey and certification responsibilities, especially flag-of-convenience states that have
delegated their task to classification societies, a number of states have since 1982
established Port State Controls of foreign-registered ships entering their jurisdiction.
Flag State memiliki 2 tipe yang berbeda berdasarkan aturan-aturan yang dianut, yaitu
FOC (Flag of Convience) atau biasa disebut open registry dan Traditional State. Ciri-
cirinya bisa dilihat dibawah ini :
a. FOC (Open Registry)
- Too stiffness regarding to ship manning
- Income tax are considered high
- The owner have to be citizen
b. Traditional
- Flexibility for choosing crews nationality
- Register fee and annual fee are based on tonnage
- The owner have to be citizen
4. Classification Regulation
A classification society is a non-governmental organization that establishes and
maintains technical standards for the construction and operation of ships and offshore
structures. The society will also validate that construction is according to these standards
and carry out regular surveys in service to ensure compliance with the standards. To
avoid liability, they explicitly take no responsibility for the safety, fitness for purpose, or
seaworthiness of the ship.
Classification societies set technical rules based on experience and research,
confirm that designs and calculations meet these rules, survey ships and structures
during the process of construction and commissioning, and periodically survey vessels to
ensure that they continue to meet the rules. Classification societies are also responsible
for classing oil platforms, other offshore structures, and submarines. This survey process
covers diesel engines, important shipboard pumps and other vital machinery.
Classification surveyors inspect ships to make sure that the ship, its components
and machinery are built and maintained according to the standards required for their
class.

5. Insurance
The ship is the value of his valuables billion an Indonesian rupiah. So the owner specify
will insure his ship. But insurers don't carelessly give insurance on ship owners. The ship
from the owner must be certificated full by flag state so that insurers will be able to
provide insurance to the ship. In the sense, that if the ship has been certified by the flag
state, then said the ships proper for sailing, which insurers would be willing to provide
insurance.

6. Port State
Port State Control (PSC) is an internationally agreed regime for the inspection of
foreign ships in other national ports by PSC inspectors. The remit of these PSC officers is
to investigate compliance with the requirements of international conventions, such as
 SOLAS, MARPOL, STCW, and the MLC. Inspections can involve checking that the vessel is
manned and operated in compliance with applicable international law, and verifying the
competency of the ship's master and officers, and the ship's condition and equipment.

7. Relation Between Flag State and Classification Regulation

Relation between classification and Flag State is very important, because the flag
state delegated the classification society like BKI to inspection or checked, is a-ship
proper to sailing or not. Because the classification society task is to make sure the
contruction at the system of the ships.

8. Relation Between Flag State and Port State

If the foreigners visiting a one country, certainly in the airport will check existing
documents prior to entering the country or commonly called the immigration process.
Then in the shipping world same way. After the ship should sail stated by flag state
related, then the ship on purpose to allow specified. When the ship had been headed to
the Harbour, then the related duties of the port state will re-examine its related
documents before entering the another port.

9. IMO
The International Maritime Organization (IMO), known as the Inter-Governmental
Maritime Consultative Organization (IMCO) until 1982, is a specialised agency of the
United Nations responsible for regulating shipping. The IMO was established in Geneva
in 1948[4] and came into force ten years later, meeting for the first time in 1959.
Headquartered in London, United Kingdom, the IMO has 172 Member States and three
Associate Members.
The IMO's primary purpose is to develop and maintain a comprehensive
regulatory framework for shipping and its remit today includes safety, environmental
concerns, legal matters, technical co-operation, maritime security and the efficiency of
shipping. IMO is governed by an assembly of members and is financially administered by
a council of members elected from the assembly. The work of IMO is conducted through
five committees and these are supported by technical subcommittees. Other UN
organisations may observe the proceedings of the IMO. Observer status is granted to
qualified non-governmental organisations.
IMO is supported by a permanent secretariat of employees who are
representative of the organisation's members. The secretariat is composed of a
Secretary-General who is periodically elected by the assembly, and various divisions such
as those for marine safety, environmental protection and a conference section.
a. SOLAS
The International Convention for the Safety of Life at Sea (SOLAS) is an
international maritime treaty which requires Signatory flag states to ensure that
ships flagged by them comply with minimum safety standards in construction,
equipment and operation. The current version of the SOLAS Convention is the 1974
version, known as SOLAS 1974, which came into force on 25 May 1980.[1] As of
March 2016, SOLAS 1974 has 162 contracting States, which flag about 99% of
merchant ships around the world in terms of gross tonnage.
The SOLAS Convention in its successive forms is generally regarded as the most
important of all international treaties concerning the safety of merchant ships.

b. STCW
The International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers (STCW), 1978 sets qualification standards for masters,
officers and watch personnel on seagoing merchant ships. STCW was adopted in
1978 by conference at the International Maritime Organization (IMO) in London, and
entered into force in 1984. The Convention was significantly amended in 1995.
The 1978 STCW Convention was the first to establish basic requirements on
training, certification and watchkeeping for seafarers on an international level.
Previously the standards of training, certification and watchkeeping of officers and
ratings were established by individual governments, usually without reference to
 practices in other countries. As a result, standards and procedures varied widely,
even though shipping is extremely international by nature.
The Convention prescribes minimum standards relating to training, certification
and watchkeeping for seafarers which countries are obliged to meet or exceed.

10. UNCLOS
The United Nations Convention on the Law of the Sea, or UNCLOS, is a maritime
law treaty resulting from a UN conference that lasted from 1973 to 1982. UNCLOS itself
had previously been implemented since 1958 which then felt the need for refinement to
the end UNCLOS 1982, which has been prepared by more than 150 countries including
the Unitary State of the Republic of Indonesia.

11. Relation Between Flag State and IMO

Each country has the right to have different Flag State or rules in each country. But the
rules that are made should be based on rules of the IMO. It means IMO is a reference to
the flag state for each State to create rules that apply later.

12. Relation Between IMO and UNCLOS

If is before we said that IMO is a reference to the flag state to make the existing
rules, then the UNCLOS is a limitations of the existing rules in the maritime world in
order for the IMO itself will not come out of his limitations in making an international
rules on maritime.
It means, UNCLOS is convention like a IMO, but to make any regulation IMO must
be considering from UNCLOS. So UNCLOS is cover or protect for IMO to make any
regulation.