IMO and MC Notes

IMO & MARITIME
CONVENTION
INCLUDING QUESTIONS AND ANSWERS
Scan this QR to get

all files into Google Drive.
After scanning choose Drive option
and look for files in Shared With Me option.
IMO & Maritime Convention 1
A Note to Readers
Information contained in this document has been religiously
drafted taking references from various sources including IMO
regulations, conventions, laws and statute to create study
material in line with syllabus prescribed by Indian Maritime
University. The information contained in this document is
solely for study purpose and not for compilers/writers
monetary advantage.
NO COPYRIGHT INFRINGEMENT IS INTENDED
Table of Content
Chapter Title
1. International Maritime Organization
2. International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers (STCW)
3. SOLAS- International Convention for Safety of Life At Sea
4. International Safety Management Code
5. Maritime Labour Convention
6. Survey
7. World Health Organization
8. Questions & Answers
Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in

SEMESTER-VII
UG/ME/MS/T/423 IMO & MARITIME CONVENTIONS 54 HRS
AIM: To impart knowledge about IMO and familiarization with requirements of maritime
conventions
Introduction: National international bodies associated with Shipping. Statutory Bodies, State
Administration, IMO, classification societies and other professional bodies.
Standards of Training, Certification and Watch-keeping for sea-farers-International Conference

of 1978 and modifications under STCS 1995. Requirement of training & Competency for
operational and management level , competency and training for crew, META manual of DGS ,
TAR Book for pre-sea and on-board training , Standards of training institutes, quality
Management System for training institutes, inspection of training institutes, training of trainers
- 10 hrs
Basic principles to be observed in keeping an engineering watch. Minimum requirement of
training and competence for Ratings of Engine Room watch. Special requirement for engineer
officers for Oil Tankers, Chemical Tankers and Gas Tankers. Details of operational guidance for
In-charge of an engineering watch. - 10 hrs
Shipboard Applications-Regulations & Code of Practice; Ship design & equipment of Oil,
Chemical & Gas Tankers; Ship operation, repair & maintenance; Emergency operations;
Training of other personnel. Requirement of continued up-dating of proficiency, Definition of
flag state/port state. Port state control inspection, Implication of ships detention.
- 9 hrs
ISM Code : Statutory certificates and documents to be provided on board for safe trading of
vessel and port state control inspection. Basic safety concept on board a merchant vessel &
operational knowledge of the relevant IMO instruments like SOLAS, MARPOL, LOADLINE,
TONNAGE, COLREG, STCW, ISPS, with latest amendments, how above instruments are
adopted under Explicit/Tacit acceptance procedures, Related conventions for the certificates,
period of validity, involvement of ISM, issue of DOC/SMC and maintenance of SMC. ILO
Maritime Labour Convention 2006 and relevance to seafarers. - 15 hrs
Survey of Ships: Statutory/Class surveys and certificates / documents obtained. Special/

intermediate / annual surveys for ocean going ships. Harmonisation of surveys, under water hull
inspection. Issue of condition of class and implications. - 5 hrs
WHO :
Maritime Declaration of Health & the requirements of the International Health Regulation.
1. WHOs International Health Regulations 2005 (IHR)
2. International Medical Guide for Ships (IMGS)
3. IMOs Medical First Aid Guide (MFAG)
4. WHOs Guidelines for drinking water quality -5h

1
International Maritime Organization
Part 1 Purposes of the Organization
Article 1 purposes of the organization are:
(a) To provide machinery for co-operation among Governments in the field of governmental
regulation and practices relating to technical matters of all kinds affecting shipping engaged in
international trade, and to encourage the general adoption of the highest practicable standards in
matters concerning maritime safety, efficiency of navigation and prevention and control of
marine pollution from ships; and to deal with administrative and legal matters related to the
purposes set out in this Article.
(b) To encourage the removal of discriminatory action and unnecessary restrictions by

Governments affecting shipping engaged in international trade so as to promote the availability
of shipping services to the commerce of the world without discrimination; assistance and
encouragement given by a Government for the development of its national shipping and for
purposes of security does not in itself constitute discrimination, provided that such assistance and
encouragement is not based on measures designed to restrict the freedom of shipping of all flags
to take part in international trade;
(c) To provide for the consideration by the Organization of matters concerning unfair
restrictive practices by shipping concerns in accordance with Part II;
(d) To provide for the consideration by the Organization of any matters concerning shipping
that may be referred to it by any organ or specialized agency of the United Nations;
(e) To provide for the exchange of information among Governments on matters under
consideration by the Organization.
Part II Functions
Article 2 states that IMO provides for the drafting of conventions, agreements or other suitable
instruments; provides machinery for consultation among Members and exchange of information;
facilitates technical co-operation.
Article 3 states that for matters capable of settlement through the normal processes of
international shipping business, the IMO should recommend their resolution in that manner.
Part III Membership

Articles 4-10 give procedures for becoming a Member (or Associate Member) of IMO, by
becoming Party to the IMO Convention.
Part IV Organs
Article 11 states the Organization consists of an Assembly, Council, Maritime Safety

Committee, Legal Committee, Marine Environment Protection Committee (MEPC), Technical
Co-operation Committee Facilitation Committee and such subsidiary organs as the Organization
may at any time consider necessary; and a Secretariat.
Part V- The Assembly
Articles 12-15 give constitution (all Members) and functions of the Assembly.
Part VI The Council
Articles 16-26 relate to composition, election procedures and functions of the Council.
Part VII Maritime Safety Committee
Articles 27-31 give constitution (all Members) and functions/work of the Committee.
Part VIII Legal Committee
Part IX Marine Environment Protection Committee
Part X Technical Co-operation Committee
Part XI Facilitation Committee
Part XII - The Secretariat
Articles 52-57 - give functions and duties of the Secretariat.
Part XII I Finances

Articles 58-61 give financial obligations of the Member States
Part XIV Voting
Article 62 Each Member has one vote, decisions shall be by a majority vote.
Part XV Headquarters of the Organization
Article 63 The headquarters is established in London; the Assembly may by two-thirds

majority vote change the site if necessary; sessions may be held in any place other than
Headquarters if Council deems it necessary.
Part XVI Relationship with the United Nations and other organizations
Article 64 relate to relationships and co-operation with the United Nations, intergovernmental
organizations and non-governmental organizations.
Part XVII Legal capacity, privileges and immunities
Articles 69-70 refers to the General Convention on the Privileges and Immunities of the
Specialized Agencies of the United Nations and refers to Appendix II of the IMO Convention
which gives provisions on legal capacity, privileges and immunities which should be applied by
Members and by the Organization.
Part XVIII Amendments
Articles 71-73 Amendments to the IMO Convention must be adopted by two-third majority
vote of the Assembly and enter into force 12 months after acceptance by two-thirds of Member
States.
Part XIX Interpretation
Articles 74-75 questions or disputes over interpretation or application of the Convention shall
be referred to the Assembly; if they cannot be settles, they must be referred to the International
Court of justice for an advisory opinion.
Part XX Miscellaneous Provisions
Articles 76-78 cover signature and acceptance; territories; withdrawal.
Part XXI Entry into force
Articles 79-82 entry into force provisions for the Convention.

All International Maritime Codes

Every industry needs a crystal clear and authorized manual to streamline various
operations performed under its own sub-sectors. As the shipping industry
comprises of several branches, a variety of regulatory codes are used to maintain
legal operating condition of ships, shipping operator or company, and the ships
crew with an intention to eliminate or reduce the threat to the safety of personnel or
property and intentional pollution or damage to the marine environment.
The International Maritime Organisation (IMO) is responsible to implement and
amend different codes as per types of ships, goods or cargoes, Cargo operation,
maritime security, shipbuilding, safety of crew, training etc.
Without complying with these maritime codes, merchant ships, shipping
companies, operators etc. cannot perform their businesses in the maritime sector.
Following is a list of maritime codes put forth by IMO and used by ships and
companies as per the regulations:
1) IMDG Code: International Maritime Dangerous Goods code for carrying
dangerous cargo through sea transport.
2) IMSBC Code: International Maritime Solid Bulk Cargo Code is a
mandatory regulation for carrying solid cargo in bulk form.
3) IGC Code: International code for construction and equipment of ships
carrying liquefied gases in bulk. This code gives guidelines to gas tankers on
operational, construction and safety aspects.
4) International Grain Code: This code is implemented on bulk carriers
carrying grain cargo to ensure safety of such ships.
5) IBC Code: International code for construction and equipment of ships
carrying dangerous chemicals in bulk. This code gives guidelines to chemical
tankers on operational, construction, and safety aspect.
6) ISPS Code: International Ship and Port Facility Security code is meant to
safeguard maritime ports and ships from threats.
7) ISM Code: International Safety Management Code is a complete
guideline for ship owners and operators under condition of occupational safety and
minimizing maritime pollution.
8) INF Code: International code for safe Carriage of Packaged Irradiated
Nuclear Fuel, Plutonium and High radioactive waste onboard ship is a complete
guideline for all ships including cargo ships of 500GT and above carrying INF
listed cargo.

9) IS Code: International Code for Intact Stability gives the construction

guidelines to vessels to maintain the stability of the ship at all working conditions.
To read more about
10) BCH Code: Code for Construction and equipment for ships carrying
Dangerous Chemical in Bulk is guidelines for chemical tankers built before 1st
July 1986 for safe operation and construction of such tanker ships. (Presently
converted to IBC Code)
11) TDC Code: Code of safe practices for ships carrying Timber Deck Cargo
gives complete guidelines for loading, stowage, construction and equipment.
12) Casualty Investigating Code: This code is used to solve or to study the
casualty happened onboard with the ship or with its crew.
13) CSS Code: Code of Safe Practice for Cargo stowage and securing is a
guideline for onboard staff to store and secure the cargo as per the
requirement.
14) SPS Code: Code for safety of Special Purpose Ships which include drilling,
cable laying, Flip ship (survey ship) etc. This code elaborates all the safety aspects
of such ships from construction to operation.
15) STCW Code: Seafarers training, certification and Watch keeping code is
a guideline for producing competent seafarers all over the world. This code has
recently been amended in 2010 at Manila and the revised version will enter from 1st
Jan 2012.
16) OSV Code: Code of safe practices for Offshore Supply Vessel is a
complete guideline for offshore vessels carrying supply cargo and personnel in
coastal operations.
17) MODU Code: Mobile offshore Drilling Unit code is a requirement for
construction and equipment to be used for safe operation in offshore drilling units.
18) HSC Code: High Speed Craft code is used to maintain a safe standard for
construction equipment and operation of high speed vessels used in maritime
industry.
19) LSA Code: International Life Saving Appliances Code comes under
SOLAS which deals with the safety equipment in terms of construction, operation
and other requirements for wellbeing of crew onboard ship.
20) FSS Code: International Fire Safety System Code also comes under
SOLAS. It deals with all the firefighting appliances, measures and system to be
used onboard to detect, notify and extinguish any kind of fire in sea going vessel.
21) FTP Code: Fire Test Procedure code is the guideline for manufacturers and
ship builders to construct vessels and fire test parts to be used onboard ships.
22) RO Code: Recognized Organization Code

23) POLAR CODE- Chapter XIV of SOLAS, came into force in 1st January 2017.
IMO conventions
The majority of conventions adopted under the auspices of IMO or for which the
Organization is otherwise responsible, fall into three main categories.
The first group is concerned with maritime safety;
The second with the prevention of marine pollution; and
The third with liability and compensation, especially in relation to damage caused
by pollution.
Outside these major groupings are a number of other conventions dealing with
facilitation, tonnage measurement, unlawful acts against shipping and salvage, etc.
List of IMO Conventions
(SOLAS 74), International Convention for the Safety of Life at Sea 1974, as amended
( MARPOL 73/78) International Convention for the Prevention of Pollution from Ships, 1973,
as modified by the Protocol of 1978 relating thereto and by the Protocol of 1997
( STCW ) International Convention on Standards of Training, Certification and Watchkeeping

for Seafarers as amended, including the 1995 and 2010 Manila Amendments.
Other conventions relating to maritime safety and security and ship/port interface
(COLREG), 1972 Convention on the International Regulations for Preventing Collisions at Sea.
(FAL), 1965 Convention on Facilitation of International Maritime Traffic.
Load Lines (LL), 1966 International Convention.
(SAR), 1979 International Convention on Maritime Search and Rescue .
(SUA), 1988, Convention for the Suppression of Unlawful Acts Against the Safety of Maritime
Navigation and Protocol for the Suppression of Unlawful Acts Against the Safety of Fixed
Platforms located on the Continental Shelf (and the 2005 Protocols)
(CSC), 1972 International Convention for Safe Containers
(IMSO C), 1976 Convention on the International Maritime Satellite Organization

(SFV), 1977, The Torremolinos International Convention for the Safety of Fishing Vessels
superseded by the The 1993 Torremolinos Protocol; Cape Town Agreement of 2012 on the
Implementation of the Provisions of the 1993 Protocol relating to the Torremolinos
International Convention for the Safety of Fishing Vessels
(STCW-F), 1995 International Convention on Standards of Training, Certification and

Watchkeeping for Fishing Vessel Personnel
(STP), 1971 Special Trade Passenger Ships Agreement and Protocol on Space Requirements for
Special Trade Passenger Ships, 1973
Other conventions relating to prevention of marine pollution:
(INTERVENTION), 1969 International Convention Relating to Intervention on the High Seas

in Cases of Oil Pollution Casualties
(LC), 1972 Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other
Matter (and the 1996 London Protocol)
(OPRC), 1990 International Convention on Oil Pollution Preparedness, Response and

Co-operation
(OPRC-HNS Protocol) Protocol on Preparedness, Response and Co-operation to pollution

Incidents by Hazardous and Noxious Substances, 2000
(AFS), 2001 International Convention on the Control of Harmful Anti-fouling Systems on Ships
BWM Convention: International Convention for the Control and Management of Ships' Ballast
Water and Sediments, 2004
The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of
Ships, 2009
Conventions covering liability and compensation:
(CLC), 1969 International Convention on Civil Liability for Oil Pollution Damage
(FUND 1992) 1992 Protocol to the International Convention on the Establishment of an

International Fund for Compensation for Oil Pollution Damage
(NUCLEAR), 1971 Convention relating to Civil Liability in the Field of Maritime Carriage of
Nuclear Material

(PAL), 1974 Athens Convention relating to the Carriage of Passengers and their Luggage by Sea
(LLMC), 1976 Convention on Limitation of Liability for Maritime Claims
(HNS), 1996 (and its 2010 Protocol) International Convention on Liability and Compensation
for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea
International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001
Nairobi International Convention on the Removal of Wrecks, 2007
Other subjects
(TONNAGE), 1969 International Convention on Tonnage Measurement of Ships
(SALVAGE), 1989 International Convention on Salvage
IMO Amendments
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. For example, the International Convention for the Safety of Life
at Sea (SOLAS), 1960 was amended six times after it entered into force in 1965 -
in 1966, 1967, 1968, 1969, 1971 and 1973. In 1974 a completely new convention
was adopted incorporating all these amendments (and other minor changes) and
has itself been modified on numerous occasions.
In early conventions, amendments came into force only after a percentage of

Contracting States, usually two thirds, had accepted them. This normally meant
that more acceptances were required to amend a convention than were originally
required to bring it into force in the first place, especially where the number of
States which are Parties to a convention is very large.
This percentage requirement in practice led to long delays in bringing amendments

into force. To remedy the situation a new amendment procedure was devised in
IMO. This procedure has been used in the case of conventions such as the
Convention on the International Regulations for Preventing Collisions at Sea,
1972, the International Convention for the Prevention of Pollution from Ships,
1973 and SOLAS 1974, all of which incorporate a procedure involving the "tacit
acceptance" of amendments by States.

Instead of requiring that an amendment shall enter into force after being accepted
by, for example, two thirds of the Parties, the tacit acceptance procedure provides
that an amendment shall enter into force at a particular time unless before that date,
objections to the amendment are received from a specified number of Parties.
In the case of the 1974 SOLAS Convention, an amendment to most of the Annexes
(which constitute the technical parts of the Convention) is `deemed to have been
accepted at the end of two years from the date on which it is communicated to
Contracting Governments...' unless the amendment is objected to by more than one
third of Contracting Governments, or Contracting Governments owning not less
than 50 per cent of the world's gross merchant tonnage. This period may be varied
by the Maritime Safety Committee with a minimum limit of one year.
As was expected the "tacit acceptance" procedure has greatly speeded up the
amendment process. Amendments enter into force within 18 to 24 months,
generally. Compared to this, none of the amendments adopted to the 1960 SOLAS
Convention between 1966 and 1973 received sufficient acceptances to satisfy the
requirements for entry into force.
Enforcement
The enforcement of IMO conventions depends upon the Governments of Member
Parties.
Contracting Governments enforce the provisions of IMO conventions as far as
their own ships are concerned and also set the penalties for infringements, where
these are applicable.
They may also have certain limited powers in respect of the ships of other
Governments.
In some conventions, certificates are required to be carried on board ship to show
that they have been inspected and have met the required standards. These
certificates are normally accepted as proof by authorities from other States that the
vessel concerned has reached the required standard, but in some cases further
action can be taken.
The 1974 SOLAS Convention, for example, states that "the officer carrying out the
control shall take such steps as will ensure that the ship shall not sail until it can
proceed to sea without danger to the passengers or the crew". This can be done if
"there are clear grounds for believing that the condition of the ship and its
equipment does not correspond substantially with the particulars of that
certificate".

An inspection of this nature would, of course, take place within the jurisdiction of
the port State. But when an offence occurs in international waters the
responsibility for imposing a penalty rests with the flag State.
Should an offence occur within the jurisdiction of another State, however, that
State can either cause proceedings to be taken in accordance with its own law or
give details of the offence to the flag State so that the latter can take appropriate
action.
Under the terms of the 1969 Convention Relating to Intervention on the High Seas,
Contracting States are empowered to act against ships of other countries which
have been involved in an accident or have been damaged on the high seas if there
is a grave risk of oil pollution occurring as a result.
The way in which these powers may be used are very carefully defined, and in
most conventions the flag State is primarily responsible for enforcing conventions
as far as its own ships and their personnel are concerned.
The Organization itself has no powers to enforce conventions.
However, IMO has been given the authority to vet the training, examination and
certification procedures of Contracting Parties to the International Convention on
Standards of Training, Certification and Watchkeeping for Seafarers (STCW),
1978. This was one of the most important changes made in the 1995 amendments
to the Convention which entered into force on 1 February 1997. Governments have
to provide relevant information to IMO's Maritime Safety Committee which will
judge whether or not the country concerned meets the requirements of the
Convention.
Relationship between Conventions and interpretation

Some subjects are covered by more than one Treaty. The question then arises
which one prevails. The Vienna Convention on the Law of Treaties provides in
Article 30 for rules regarding the relationship between successive treaties relating
to the same subject-matter. Answers to questions regarding the interpretation of
Treaties can be found in Articles 31, 32 and 33 of the Vienna Convention on the
Law of Treaties. A Treaty shall be interpreted in good faith in accordance with the
ordinary meaning to be given to the terms of the treaty in their context and in the
light of its object and purpose. When a Treaty has been authenticated in two or
more languages, the text is equally authoritative in each language, unless the treaty

provides or the parties agree that, in case of divergence, a particular text shall
prevail.
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. In
those cases conflict of law rules are necessary to decide which national law applies.
These conflict of law rules can either be found in a Treaty or, in most cases, in
national law.
IMO- TACIT & EXPLICIT ACCEPTANCE

The main purpose of IMO is to adopt international treaties which are intended to
apply to as many ships as possible. Unanimity of this kind inevitably takes time - it
depends on the speed with which Governments act, as well as IMO - and it can
only be achieved at all by ensuring that the regulations adopted are very widely
acceptable and this can take time.
Parliamentary procedures to ratify the international treaties into national law can
take time and this sometimes means that there are inevitably a number of years
between adoption of a new treaty and its entry into force.
IMO has improved its procedures over the years to ensure that changes can be
introduced more quickly.
One of the most successful of these has been the process known as "tacit
acceptance" which has been included in most technical conventions adopted by
IMO since the early 1970s.
The normal procedure for adopting amendments to an international treaty is by
means of "explicit acceptance."
In "explicit acceptance." procedure More than one third of Parties/Members , or

Contracting Governments owning not less than 50 per cent of the world's gross
merchant tonnage, must accept for the Amendments of the Convention to be
adopted .
This means that the amendments enter into force so many months after being
accepted by a specified number of Parties to the original Convention. The number
can be as high as two-thirds and if the parent convention has been accepted by a

large number of countries it could mean 80 or more of them having to ratify the
amendment before it becomes international law.
Experience has shown that this can take decades to achieve - by which time the
amendment itself is likely to be out of date. The tacit acceptance procedure means
that amendments - which are nearly always adopted unanimously - enter into force
on a set date unless they are specifically rejected by a specified number of
countries.
Because of the care taken at IMO conferences to achieve consensus, very few
rejections have ever been received and the entry into force period has been steadily
reduced. In exceptional cases amendments can enter into force as little a year after
being adopted. Apart from the speed, tacit acceptance also means that everyone
involved knows exactly when an amendment will enter into force.
TACIT ACCEPTANCE PROCEDURE
Tacit acceptance procedure-- it is provided that an amendment shall enter into

force within a particular time unless, before that date, objections to the amendment
are received from a specified number (One-third) of Parties. The tacit acceptance
procedure has now been incorporated into majority of IMOs technical conventions
and has been extended to some other instruments as well
The effectiveness of the tacit acceptance procedure can be seen most clearly in case
of SOLAS 1974 Convention. Article VIII of the Convention states that the
amendments to the chapters (other than chapter I) of the Annex, which contain the
Conventions technical provisions shall be deemed to have been accepted within
two years (or a different period fixed at the time of the adoption) unless they are
rejected within a specified period by one-third of Contracting Governments or by
Contracting Governments whose combined merchant fleets represent not less than
50 per cent of world gross tonnage.

2
International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW)
Adoption: 7 July 1978; Entry into force: 28 April 1984; Major revisions in 1995
and 2010
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 the most international of all industries.
The Convention prescribes minimum standards relating to training, certification
and watchkeeping for seafarers which countries are obliged to meet or exceed.
The 1995 amendments, adopted by a Conference, represented a major revision of

the Convention, in response to a recognized need to bring the Convention up to
date and to respond to critics who pointed out the many vague phrases, such as "to
the satisfaction of the Administration", which resulted in different interpretations
being made.
The 1995 amendments entered into force on 1 February 1997. One of the major
features of the revision was the division of the technical annex into regulations,
divided into Chapters as before, and a new STCW Code, to which many technical
regulations were transferred. Part A of the Code is mandatory while Part B is
recommended.
Dividing the regulations up in this way makes administration easier and it also
makes the task of revising and updating them more simple: for procedural and
legal reasons there is no need to call a full conference to make changes to Codes.
Another major change was the requirement for Parties to the Convention are
required to provide detailed information to IMO concerning administrative
measures taken to ensure compliance with the Convention. This represented the
first time that IMO had been called upon to act in relation to compliance and
implementation - generally, implementation is down to the flag States, while port

State control also acts to ensure compliance. Under Chapter I, regulation I/7 of the
revised Convention, Parties are required to provide detailed information to IMO
concerning administrative measures taken to ensure compliance with the
Convention, education and training courses, certification procedures and other
factors relevant to implementation.The information is reviewed by panels of
competent persons, nominated by Parties to the STCW Convention, who report on
their findings to the IMO Secretary-General, who, in turn, reports to the Maritime
Safety Committee (MSC) on the Parties which fully comply. The MSC then
produces a list of "confirmed Parties" in compliance with the STCW Convention.
STCW Convention chapters

Chapter I: General provisions
Chapter II: Master and deck department
Chapter III: Engine department
Chapter IV: Radiocommunication and radio personnel
Chapter V: Special training requirements for personnel on certain types of ships
Chapter VI: Emergency, occupational safety, medical care and survival functions
Chapter VII: Alternative certification
Chapter VIII: Watchkeeping
The STCW Code

The regulations contained in the Convention are supported by sections in the STCW Code.
Generally speaking, the Convention contains basic requirements which are then enlarged upon
and explained in the Code.Part A of the Code is mandatory. The minimum standards of
competence required for seagoing personnel are given in detail in a series of tables. Part B of the
Code contains recommended guidance which is intended to help Parties implement the
Convention. The measures suggested are not mandatory and the examples given are only
intended to illustrate how certain Convention requirements may be complied with. However, the
recommendations in general represent an approach that has been harmonized by discussions
within IMO and consultation with other international organizations.
The Manila amendments to the STCW Convention and Code were adopted on 25 June 2010,
marking a major revision of the STCW Convention and Code. The 2010 amendments entered
into force on 1 January 2012 under the tacit acceptance procedure and are aimed at bringing the
Convention and Code up to date with developments since they were initially adopted and to
enable them to address issues that are anticipated to emerge in the foreseeable future.
Amongst the amendments adopted, there are a number of important changes to each chapter of
the Convention and Code, including:

Improved measures to prevent fraudulent practices associated with certificates of

competency and strengthen the evaluation process (monitoring of Parties' compliance
with the Convention);
Revised requirements on hours of work and rest and new requirements for the prevention
of drug and alcohol abuse, as well as updated standards relating to medical fitness
standards for seafarers;
New certification requirements for able seafarers;
New requirements relating to training in modern technology such as electronic charts and
information systems (ECDIS);
New requirements for marine environment awareness training and training in leadership
and teamwork;
New training and certification requirements for electro-technical officers;
Updating of competence requirements for personnel serving on board all types of tankers,
including new requirements for personnel serving on liquefied gas tankers;
New requirements for security training, as well as provisions to ensure that seafarers are
properly trained to cope if their ship comes under attack by pirates;
Introduction of modern training methodology including distance learning and web-based
learning;
New training guidance for personnel serving on board ships operating in polar waters;
and
New training guidance for personnel operating Dynamic Positioning Systems.
Note: For copy of STCW Code refer to IMOs website, its a 346 Page document.
Taking Over Engineering Watch:
Prior to taking over the engineering watch, relieving officers shall satisfy
themselves regarding at least the following:
.1 the standing orders and special instructions of the chief engineer officer relating
to the operation of the ships systems and machinery;
.2 the nature of all work being performed on machinery and systems, the personnel
involved and potential hazards;
.3 the level and, where applicable, the condition of water or residues in bilges,
ballast
tanks, slop tanks, reserve tanks, fresh water tanks, sewage tanks and any special
requirements for use or disposal of the contents thereof;
.4 the condition and level of fuel in the reserve tanks, settling tank, day tank and
other fuel storage facilities;
.5 any special requirements relating to sanitary system disposals;

.6 condition and mode of operation of the various main and auxiliary systems,
including the electrical power distribution system;
.7 where applicable, the condition of monitoring and control console equipment,
and
which equipment is being operated manually;
.8 where applicable, the condition and mode of operation of automatic boiler
controls such as flame safeguard control systems, limit control systems,
combustion control systems, fuel-supply control systems and other equipment
related to the operation of steam boilers;
.9 any potentially adverse conditions resulting from bad weather, ice, or
contaminated or shallow water;
.10 any special modes of operation dictated by equipment failure or adverse ship
conditions;
.11 the reports of engine-room ratings relating to their assigned duties;
.12 the availability of fire-fighting appliances; and
.13 the state of completion of the engine-room log.
The officer in charge of the engineering watch shall notify the chief engineer
officer without delay:
.1 when engine damage or a malfunction occurs which may be such as to endanger
the safe operation of the ship;
.2 when any malfunction occurs which, it is believed, may cause damage or
breakdown of propulsion machinery, auxiliary machinery or monitoring and
governing systems; and
.3 in any emergency or if in any doubt as to what decision or measures to take.
Factors determining composition of engineering watch:

When deciding the composition of the engineering watch, which may include
appropriately qualified ratings, the following criteria, inter alia, shall be taken into account:
.1 the type of ship and the type and condition of the machinery;
.2 the adequate supervision, at all times, of machinery affecting the safe operation of
the ship;
.3 any special modes of operation dictated by conditions such as weather, ice,
contaminated water, shallow water, emergency conditions, damage containment
or pollution abatement;

.4 the qualifications and experience of the engineering watch;

.5 the safety of life, ship, cargo and port, and protection of the environment;
.6 the observance of international, national and local regulations; and
.7 maintaining the normal operations of the ship.
Mandatory Minimum Requirements for a person to serve on oil tanker

When not to handover the watch to relieving officer:

The officer in charge of the engineering watch shall not hand over the watch to the
relieving officer if there is reason to believe that the latter is obviously not capable of carrying
out the watchkeeping duties effectively, in which case the chief engineer officer shall be notified.
The relieving officer of the engineering watch shall ensure that the members of the
relieving engineering watch are apparently fully capable of performing their duties effectively.
CHIEF ENGINEERS STANDING ORDERS:

(To be Posted in the Engine Room/Control Room in a conspicuous position)

All Engineers shall understand that the Chief Engineer is always available and that they can
always request the Chief Engineer's presence whenever they judge that it is necessary or
appropriate.
If in doubt about any instructions or orders, the Engineers shall immediately seek clarification
from the Chief Engineer.
Guidelines which are laid out in C/E standing's Instructions to be carried out without fail. In case
of clarification or inability to execute the order or instruction the Watch Keeping Officer should
bring it to the notice of 2/Engr or directly to the C/Engr as the case may be.
(Note: Job/work details of each individual Engine room personnel are clearly mentioned in the
SMS Manuals of the company, however this can be temporarily modified by the C/Engr , under
certain conditions mainly with respect to safety).
Ex: 4/E assigned to take bunker soundings daily of DB Tanks, only access from main deck.
During inclement & stormy weather as main deck is declared out-of-bounds by Master, this
duty can be waived and C/Engr informed accordingly.
The following familiarisation items are required for Engineers before taking over a watch:
1. Engine Room Familiarisation/Machinery Check List.

2. Chief Engineer's Orders- Night Orders and/or Daily Instructions (can be maintained in a
Register- to be read & signed by Watch keeping Engrs, Electrical and/or Electro Technical
Officers, Junior/Trainee Engineers) . Contents of these orders to be explained in clear terms to. If
loose pages of notices are used, same to be filed accordingly and kept as record.
3. Engine related procedures, check lists and manuals.
4. Equipment and controls in machinery spaces.
5. Operation controls of Emergency systems.
6. Main Engine emergency controls and stops.
7. Boiler controls and emergency procedures.
8. Auxiliary Engine controls and emergency stops.
9. Fuel and Lubrication oil pump emergency stops and quick closing valve.
10. Bilge and ballast systems.
11. Fire alarms and equipment.
12. Emergency escapes routes.
13. Other emergency control systems or measures.
Other important items:
Preparation and anticipation of Port State Control Inspections.

Please be reminded that The Engine Log Book to be kept clean and tidy and all entries to be
neatly written.

Any mistakes or correction as and when require to be corrected by a cancelling line and and
re-written, endorsed by a short signature.
Engine room floor plates to be oil free and dry at all times/Arrange for cleaning
Safety:
1. All tank top including purifier room to be oil free.
2. All traces of fuel oil stains to be cleaned off.
3. All containment trays with oil to be emptied. Containment trays/tins or buckets, exterior
to be cleaned without traces of stained fuel oil.
4. Fuel oil system & pumps with oil stained to clean.
5. All save all to be oil free especially for Engine room bilge pumps (Reciprocation)
6. No empty cans should stay loose any way in engine room
7. All telephone boots in engine room to be well lighted up.
8. oil trays on main engine entablatures to clean.
9. no hot work is permitted in engine room.
10. permit to work and action plan to be updated and signed by authorized officer.
11. all rest hours period to be updated.
12. all water tight doors - in shut position at all time.
13. all fire doors - in shut position at all time.
14. in container vessel-passageways (p & s) from engine room to be closed at all times.
15. Sounding pipes of tanks shall always be properly closed.
16. Self closing cocks of tanks should be free and close positively by cocks weight.
17. Oily rags and waste to be stored in metal bins which should be kept closed at all times
and emptied at regular intervals for incineration.
18. Safety data sheets for all chemicals must be read and understood before hazardous
products are used.
19. Follow Company safety instructions and recommendations at all times.
20. Prior commencement of any job, a proper and extensive Risk Assessment to be done.
21. If you have any doubt about something, speak to somebody or check the manuals.
22. Sometime a small error or problem left unattended can lead to a major problem.
Think Safety Always.
OPERATION:
Engine room to be examined as per checklist.

NO alarm to be blocked and NO alarm limit to be changed without Chief Engineer's
approval.
Watch keeping in the Engine Room

Watch is kept from 0800 hrs to 0800 hrs (24 hrs).
Watch keeping Engineers are 2E, 3E, and 4E.

1. Before taking over the watch, the Relieving Engineer shall inspect the Engine Room in
accordance with the
2. "Engine Room Familiarization/Machinery List" and fill in the checklist Change of Duty
Engineer.
3. Changing of watch shall take place in the Engine Room.
4. If an Engineer is found to be unfit for duty, the Chief Engineer shall be informed.
5. In order to save energy and reduce air pollution, the number of running engines shall be
reduced to a minimum.
6. Any items found to be out of order, except as a result of ongoing repairs, shall be
recorded.
7. Any fault or alarm conditions that can jeopardise the smooth and efficient operation or
safety of the vessel shall be reported to the Chief Engineer and Second Engineer
immediately.
8. If anything, unusual is observed during watch keeping rounds, such as abnormal
temperatures, vibrations, noises or smells, the Chief Engineer and Second Engineer shall
be informed immediately.
9. Make notes on important information on the white board before handing over.
10. Make sure that areas around machinery and equipment are made safe. Guards and rails
shall be correctly mounted.
11. Drip pans shall be clean and with open drain in order to be able to indicate leakage.
12. When pumping bilges overboard use is to be made of the Oily Water Separator and
recording in the Oil Record Book.
13. The Engine Room must be switched to "Attended" whenever Engine Room is manned
(during the day or at night while taking rounds). This ensures that bridge personnel aware
of engineer's presence in engine room.
14. Besides clearing all alarms before switching to "UMS", ensure that all auto-standby
machinery is ready to start, all Engine Room fire doors are closed, fire detecting loops are
connected.
Departure:
1. Inform C/E on 1-hour notice. One extra Engineer will assist Duty Engineer for departure.
2. Examination of Engine Room as per Pre- Departure Checklist, which to be completed.
3. Full Away on Passage
4. Examination of Engine Room as per Checklist.
5. Main engine power and parameters as per instruction.
Arrival:
1. Inform C/E on 1 hour notice. One extra Engineer will assist Duty Engineer for arrival.

2. Examination of Engine Room as per Pre Arrival checklist which to be completed.

3. Finished With Engine
4. Ensure against accidental starting of main engine.
5. Shutting down depends on notice given by Master.
6. Lube oil pumps to run for at least 30 minutes before switching off if required.
7. Permit to work and checklist to be completed.
Emergency:
In emergency situations, take appropriate action and inform the Bridge Duty Officer and the
Chief Engineer and all Engineers.
The Chief Engineer shall take control of all machinery spaces during emergency situations.
Fire in Engine Room:
1. Locate the fire. Sound the Emergency alarms, Prepare for fire fighting.
2. Decide on the best way to fight the fire based on all available information and knowledge
of the affected area and it's surroundings.
3. Pay attention to the probability for explosions and spread of fire.
4. Pay attention to loss of stability when using water.
Engine Room Flooding:
1. Sound the Emergency alarms.

2. Pump out the water using fixed pumping system. Minimise pollution whenever possible.
3. If necessary switch designated pump to Emergency Suction from tank top.
4. Reduce the effect of flooding.
5. Use onboard materials where possible to stem flow of water.
Oil Pollution:
Stop all relevant operations.

Identify the source of the Oil Spill and establish cause.
Be aware of inflammable gasses and the risk of fire.
Start oil pollution emergency plan.
Main Engine Failure

Call Chief Engineer and inform Bridge.
Do as necessary to reduce Main Engine speed after informing CE and Bridge.
Check Main Engine systems operational. Restart Main Engine.

Power Failure
1. If blacked out, restore electrical power. Locate fault.

2. Immediate actions - Locate fault. Check Prime Mover running.
3. Check reverse power/ preference trip reset.
4. Standby machinery and pumps to manual mode.
5. Restore switch power. Check appropriate valves.
6. Restart all pumps and aux. machinery.
7. Restart vent fans. Restart main engine systems.
8. Prepare for sea going.
9. Inform Bridge that power is restored and ready to blow through.
10. Restart main engine. Standby pumps to automatic mode.
MAINTENANCE
1. All maintenance as per the COMPANY SPECIFIC Maintenance Programme and

Running Hours of Machinery.
2. Be careful when carrying out maintenance. Knowledge of the system and component is
important before the removal or dismantling of any components.
3. For correct dismantling, inspection and assembling, the manufacturer's instructions and
procedures from company should be carefully studied and followed.
4. Where appropriate, a Permit-to-Work must be filled in. All precautions to be taken shall
be strictly followed.
5. Always isolate electrical equipment from its power supply and test the circuit to make
sure that it is dead.
6. Before any lines, fittings or related items are disconnected or removed, relieve all
pressure in side, steam, fuel, oil or water systems in question.
7. Pay special attention when removing manhole covers, always keep the minimum of four
nuts on the cover, two on each opposite end of cover when breaking seal.
8. If a power tool should be used, check its power supply before use. Make sure safety
guards are securely fixed.
9. When not in use or when changing accessories or guard, always disconnect the tool from
its power supply.
10. Always keep electrical leads and pneumatic hoses clear of sharp edges and hot surfaces.
11. Do not work on anything that is supported only by fitting jacks or a hoist. Always use
proper stands to support the item before any work is carried out.
12. All appliances and gear used for lifting, lowering and handling loads should be examined
before use.
13. All safe working loads marked on appliances or gear shall be followed to the letter.
14. Dust masks, respirators or breathing apparatus of appropriate types shall be worn when
working in dusty or toxic atmosphere or when working with paint sprays etc.
Think Safety Always!

BUNKERING
Following precautions are to be observed for all bunkering operations:
1. All the necessary transfers etc to be completed as discussed in the pre bunker meeting to
ensure that sufficient space is available in the tanks.
2. The F.O. Overflow tank is to be empty.
3. Transfer pump to be isolated and switched to manual. All the bunker tank outlet valves to
be shut.
4. Pre transfer checklist to be duly filled in.
5. The scuppers on deck to be firmly plugged.
6. The bunker hoses to be firmly supported and have sufficient play.
7. The bunker connection to have a proper gasket and bolts to be tightened in every hole in
the flange.
8. The necessary fire fighting gear and sufficient absorbent pads are to be kept near the
manifold.
9. There should be adequate means of communication between manifold, the person taking
sounding, the Chief Engineer and Officer on duty.
10. Hand Sign to be follow and understand as per Hand Sign Poster between Barge and Shop.
11. Also there should be direct communication between the barge and the ship.
12. The bunkering to be started only after Chief Engineer verbal confirmation.
13. During bunkering a continuous watch to be maintained at the manifold.
14. Tanks being filled are to be regularly sounded at 15 minute intervals unless otherwise
instructed by Chief Engineer.
15. The pumping rate and pressure at the manifold is not to exceed the limits directed by
Chief Engineer.
16. The sampling of the bunker oil is to be continued throughout the bunkering.
17. At completion all the tanks to be sounded.
18. A check of H2S content to be carried out of the barge's F.O. tanks prior the start of
bunkering and reported to C/E.
WASTE MANAGEMENT
The following orders apply to the transfer, control and storage of bilges and waste oil:
1. All holding and transfer operations for engine room bilge water and oily sludge will be
closely monitored and controlled in accordance with instructions from the C/E.
2. Only clean water from E.R. bilges will be discharged overboard by using the 15 ppm Oily
Water Separator.
3. Ships side overboard valve from 15 ppm OWS to remain closed and padlocked. The padlock
key will be kept with the Duty Engineer or C/E.
4. Water from E.R. bilge wells and Machinery spaces to be transferred to Bilge Tank with bilge
pump.
5. F.O. Sludge Tank and Separator Oil Tank are to be discharged ashore when full and as
arranged by the C/E.

6. All transfer of bilges and oily sludge to be fully logged down in OIL RECORD BOOK.
All transfers will be done under the supervision of the 2/E. When transferring bilge water
through the 15 ppm OWS, the ships position (latitude & longitude) and the start time and finish
time for the operation to be logged down .
7. Daily soundings of all bilge tanks and waste oil tanks will be taken by Duty Engineer and
recorded in the Sounding Book.
8. Inform C/E immediately of any unusual or irregular soundings of the tanks in (7).
9. Inform C/E immediately if you suspect blockages or restrictions in sounding pipes, especially
on sludge tanks.
10. Inform C/E immediately of any high level alarm being activated on any bilge tank or sludge
tank.
11. C/E is responsible for maintaining the entries in the Oil Record Book.
12. C/E to arrange for internal inspection of 15 ppm OWS system at 3 monthly periods.
13. Advise C/E or immediately if you have any doubt or if you are unsure about anything.

3
SOLAS - International Convention for the Safety of
Life at Sea
Adopted in 1974, Came into force 1980
Chapter V - Safety of navigation
Regulation 14 - Ships manning
1. Contracting Governments undertake, each for its national ships, to maintain, or, if it is
necessary, to adopt, measures for the purpose of ensuring that, from the point of view of safety of
life at sea, all ships shall be sufficiently and efficiently manned. see footnote
2. Every ship to which chapter I applies shall be provided with an appropriate minimum safe
manning document or equivalent issued by the Administration as evidence of the minimum safe
manning considered necessary to comply with the provisions of paragraph 1.
3. On all ships, to ensure effective crew performance in safety matters, a working language shall
be established and recorded in the ships logbook.The company, as defined in regulation IX/1, or
the master, as appropriate, shall determine the appropriate working language. Each seafarer shall
be required to understand and, where appropriate, give orders and instructions and to report back
in that language. If the working language is not an official language of the State whose flag the
ship is entitled to fly, all plans and lists required to be posted shall include a translation into the
working language.
4. On ships to which chapter I applies, English shall be used on the bridge as the working
language for bridge-to-bridge and bridge-to-shore safety communications as well as for
communications on board between the pilot and bridge watchkeeping personnel see footnote,
unless those directly involved in the communication speak a common language other than
English.
MCA Guidance
1.Paragraph 1 addresses Contracting Governments requiring them to ensure that ships are
efficiently and safely manned.
2.Paragraph 2 requires all SOLAS I ships (i.e foreign going ships,) to have on board a safe
manning document.
3.Paragraph 3 requires the establishment of a common working language on board. The term
"Company" means the owner of the ship or any other organization or person such as the

manager, or the bareboat charterer, who has assumed the responsibility for operation of the ship
and who on assuming such responsibility has agreed to take over all the duties and
responsibilities imposed by the International Safety Management Code."
4.Paragraph 4 requires English to be used as the common language on the bridge of all SOLAS I
ships unless a common working language has been established on board and between ship and
shore. The working language on the bridge of UK-flagged ships will normally be English. Under
Section 51 of the Merchant Shipping Act 1995, UK ships may be detained if crew members
cannot understand orders given in English and there are no arrangements for giving orders in a
language which they understand.
The regulation also draws attention to the use of the IMO Standard Marine Communication
Phrases (SMCPs) which are annexed to IMO Resolution A.918(22).
5.The mandatory UK requirements for ships' safe manning are contained in the Merchant
Shipping (Safe Manning, Hours of Work and Watchkeeping) Regulations 1997 (SI 1997/1320).
The Regulations implement the requirements of the 1978 International Convention on Standards
of Training, Certification and Watchkeeping for Seafarers (STCW 78), as amended in 1995
(STCW 95). For further information refer to MSN 1767 - Hours of Work, Safe Manning and
Watchkeeping - Revised Provisions from 7 September 2002.
6.Safe manning should take into account the minimisation of fatigue. For further information and
guidance refer to MGN 211 - Fatigue: Duties of owners and operators under Merchant Shipping
legislation.
7.The MCA will consider a ship to be safely manned if the crew includes sufficient officers and
ratings with appropriate skills and experience to ensure that the principles set out in IMO
Resolution A.890(21) as amended (Set out in Annex 6,) are complied with and that the
capabilities spelt out in that Resolution are available. The Resolution should be consulted when
determining safe manning levels.
Note: For all references to IMO Resolution A.890(21) refer to Pdf of same in IMOs website.
Training Examination and Assessment Program (TEAP)
DG of shipping, maritime administrator of India, has published Training Examination and

Assessment Programme (TEAP) Part- A, for M.S (STCW), Rules 2014. This e publication is to
elucidate the certification process for the various competencies required of seafarers. The TEAP
is designed to serve as a supporting document to the M.S. (STCW) Ru les 2014, providing the
necessary guidelines and details of the training Courses, sea-going service, examination,
assessment, and eventual award of certificates of competency / proficiency to the various ranks
of seafarers. Click here to access the TEAP document or google it.

Last Two Chapters of SOLAS

1. Chapter XIII - Verification of compliance. Makes mandatory from 1 January 2016 the IMO
Member State Audit Scheme.
2. 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).
Other important chapters

1. Chapter IX Management for the Safe Operation of Ships (ISM Code)
2. Chapter XI-2- Special measures to enhance maritime security (ISPS Code)

4
International Safety Management Code
Definitions:
International Safety Management (ISM) Code means the International Management Code for the
Safe Operation of Ships and for Pollution Prevention as adopted by the Assembly, as may be
amended by the Organization
Administration means the Government of the State whose flag the ship is entitled to fly.
Safety Management System means a structured and documented system enabling Company
personnel to implement effectively the Company safety and environmental protection policy.
Non-conformity means an observed situation where objective evidence indicates the
non-fulfilment of a specified requirement.
Major non-conformity means an identifiable deviation that poses a serious threat to the safety of
personnel or the ship or a serious risk to the environment that requires immediate corrective
action OR the lack of effective and systematic implementation of a requirement of this Code.
Anniversary date means the day and month of each year that corresponds to the date of expiry of
the relevant document or certificate.
SOLAS Chapter IX deals with the safe operation of ship. The company and the ship shall
comply with the requirements of the International Safety Management Code.
Company Safety Management System Manual
The Safety Management System Manual (SMS) is authorized and approved by the Chief
Executive Officer for use on all vessels managed by the company. The lending of SMS
documents or copies thereof to unrelated and unauthorized persons is STRICTLY
PROHIBITED.
Designated person ashore

To ensure the safe operation of each ship and to provide a link between the Company and those
on board, every Company, as appropriate, should designate a person or persons ashore having
direct access to the highest level of management. The responsibility and authority of the
designated person or persons should include monitoring the safety and pollution- prevention
aspects of the operation of each ship and ensuring that adequate resources and shore-based
support are applied, as required.
Responsibilities & Duties:
Ensure that the Safety Management system is established, implemented and maintained
in compliance with the ISM Code.
Prepare and maintain the management system documentation including creating and
providing all the Safety Management System documentation required on board arising
out of new acquisitions, flag change, name change, etc
Investigate the cause of Non-Conformities and handling of any corrective and/or
preventive action required.
Provide a link between shore and ship based Management concerning Safety, Health and
Pollution Prevention
The Company is committed to providing adequate resources and shore based support to
enable the Designated Person Ashore to carry out his functions

Liaise with external parties on matters concerning establishment, approval and timely
auditing of the management system
Monitor the safety and pollution prevention activities of each vessel in the fleet managed
by the company with an Overriding authority to take decisions in safety and Pollution
matters.
Report on the performance of the Safety Management System to the top management for
review and as a basis for management system improvement as he has a direct access to
the Top Management.
Responsible for mobilizing Emergency Response Team in Shore Office in case of an
emergency situation on vessel.
The DPA is authorized to provide resources required to address all matters concerning
safety and environment pollution prevention
Organize quality and safety audits of vessels under full management. Receive audit
reports, carry out analysis of non-conformities, follow up on corrective actions and
recommendations.
Remain informed on changes in the statutory, class and other relevant rules and
regulations and guide the technical and fleet personnel department on required actions.
Participate in establishing training needs for the seafarers and participate in conducting
safety and quality training as well as ISM briefing.
Document of Compliance
Prior taking any vessel under its management, the company shall obtain a Document of
Compliance. The document of Compliance shall be valid for the particular type of vessel. The
Document of Compliance shall be issued by the Administration, by an organization recognized
by the Administration (RO) or, at the request of the Administration, by another Contracting
Government to the Convention.
The validity of the Document of Compliance shall not exceed five years. A Document of
Compliance shall be accepted as evidence that the Company is capable of complying with the
requirement of this Code.
The validity of the Document of Compliance is subject to annual verification by the
organizations mentioned above.
The Company ensures that a copy of the relevant Document of Compliance is placed on board
each of the vessels managed by it.
Safety Management Certificate

Each ship managed by the company shall obtain a Safety Management Certificate. This
Certificate shall have a validity of not more than five years and shall be issued by the
Administration or an organization recognized by the Administration or at the request of the
Administration, by another Contracting Government. The Safety Management
Certificate is issued only after verification that the Company and its shipboard management
operate in accordance with the approved Safety Management System. The Safety Management
Certificate shall be accepted as evidence that the ship is complying with the requirements of
SMS Code. This certificate shall be subject to one intermediate verification by organization
mentioned above.

5
Maritime Labour Convention
Fourth pillar of international regulatory regime for quality shipping complementing SOLAS,
STCW and MARPOL.
Adopted in International Labour Conference of ILO in February 2006 at Geneva.
Entered into force in August 2013.
It sets out seafarers' rights to decent conditions of work and helps to create conditions of fair
competition for shipowners.
Two Basic Aims of MLC 2006

1. to ensure comprehensive worldwide protection of the rights of seafarers (the
Convention is sometimes called the seafarers Bill of Rights);
2. to establish a level playing field for countries and shipowners committed to providing
decent working and living conditions for seafarers, protecting them from unfair
competition on the part of substandard ships.
Content and Organisation

The convention consists of the sixteen articles containing general provisions as well as the Code.
The Code consists of five Titles in which specific provisions are grouped by standard (or in Title
5: mode of enforcement):
Title 1: Minimum requirements for seafarers to work on a ship
Title 2: Conditions of employment
Title 3: Accommodation, recreational facilities, food and catering
Title 4: Health protection, medical care, welfare and social security protection
Title 5: Compliance and enforcement
Title 4: Health protection, medical care, welfare and social security protection
Title 4 consists of 5 regulations about Health, Liability, Medical care, Welfare and Social
security.
-Medical care on board ship and ashore: Seafarers should be covered for and have access to
medical care while on board; in principle at no cost and of a quality comparable to the standards
of health care on shore. Countries through which territory a ship is passing should guarantee
treatment on shore in serious cases.
-Shipowners' liability: Seafarers should be protected from the financial effects of "sickness,
injury or death occurring in connection with their employment". This includes at least 16 weeks
of payment of wages after start of sickness.
-Health and safety protection and accident prevention: A safe and hygienic environment should
be provided to seafarers both during working and resting hours and measures should be taken to
take reasonable safety measures.
-Access to shore-based welfare facilities: Port states should provide "welfare, cultural,
recreational and information facilities and services" and to provide easy access to these services.
The access to these facilities should be open to all seafarers irrespective of race, sex, religion or
political opinion.

-Social security: Social security coverage should be available to seafarers (and in case it is
customary in the flag state: their relatives).
No more favorable treatment clause

Article V, paragraph 7 of the MLC, 2006 contains what is often called the no more
favourable treatment clause. It seeks to ensure a level playing field under which the
ships of countries that have ratified the Convention will not be placed at a competitive
disadvantage as compared with ships flying the flag of countries that have not ratified the
MLC, 2006.
MLC doesnt apply directly to the ratified countries. Like other international laws it aims to set
minimum standards that a member state should lay down in the law of their land concerning
interests of seafarers and fair competition among shipowners.

6
Survey
Authorized independent examination, investigation, and inspection, measuring or testing of ship
structure, machinery and equipment, done and supervised by Surveyors appointed by regulatory
or commercial organizations.
Classification Societies:
They are third party independent bodies e.g. ABS (American Bureau of Shipping), BV (Bureau
Veritas), LR (Lloyds Register), ClassNK (Nippon Kaiji Kyokai), DNV (Det Norske Veritas), GL
(Germanischer Lloyd).
Their functions
1. To ensure that ship is soundly constructed and the standard of construction is maintained.
2. Carried out Statutory Survey on behalf of the Administration regarding the ship safety and
prevention of pollution of marine environment.
Statutory Survey
Carried out by Administration regarding the safety of the ship, sea worthiness and pollution, in
accordance with national and international rules.
Issued a certificate, this is essential to the ships ability to trade.
If Statutory Survey is not certified, the ship can be detained.
Statutory Surveys are
International tonnage survey (remains lifelong with the ship)

International load line survey 5 years interval
Cargo ship safety construction survey 5 years
Cargo ship safety equipment survey 2 years
Cargo ship safety radio survey 1 year
Marpol IOPP, ISPP & IAPP survey 5 years
Difference between Statutory Survey and Classification Survey
Statutory surveys are not assessing or measuring something for a client.

Statutory survey will inspect something against a set standard or law.
On completion of this survey, the ship is issued with a certificate, which is essential to the
ships ability to trade.
Class cannot go to the ship unless requested by the owner, or unless the ship is detained
by the Port State Control.
Why Classification Societies sometimes issue the Statutory Certificate?

Sometimes Administration delegates the authority, to the Classification Society to inspect

and issue Certificates, on their behalf, regarding statutory requirements.
International Load line Certificate is issued by a class.
IACS (International Association of Classification Society)
IACS, as an international Non-Governmental Organization having observer status at IMO, works

in co-operation with IMO in order to endeavour that regulations developed at IMO are clear,
unambiguous and can easily be applied without the need of interpretations.
History:
IACS was founded on September 11, 1968, in Hamburg, Germany. IACS consists of 12 member
societies. More than 90% of the world's cargo carrying ships tonnage is covered by the
classification standards set by the twelve-member societies of IACS. (Source: IACS Website)
IACS can trace its origins back to the International Load Line Convention of 1930 and its
recommendations. The convention recommended collaboration between classification societies
to secure "as much uniformity as possible in the application of the standards of strength upon
which freeboard is based...". Following the Convention, Registro Italiano Navale (RINA) hosted
the first conference of major societies in 1939 - attended by ABS, BV, DNV, GL, LR and NK -
which agreed on further cooperation between the societies. A second major class society
conference, held in 1955, led to the creation of working parties on specific topics and, in 1968, to
the formation of IACS by seven leading societies. In 1969, IACS was given consultative status
by the IMO. Its membership has increased since that time to the current thirteen members. DNV
and GL have agreed to merge their respective businesses in 2013, the new entity will be called
DNV GL.
Purpose
Although IACS is a non-governmental organization, it also plays a role within the International
Maritime Organization (IMO), for which IACS provides technical support and guidance and
develops unified interpretations of the international statutory regulations developed by the
member states of the IMO. Once adopted, these interpretations are applied by each IACS
member society, when certifying compliance with the statutory regulations on behalf of
authorizing flag States.
IACS has consultative status with the IMO, and remains the only non-governmental organization
with observer status which also develops and applies technical rules that are reflective of the
aims embodied within IMO conventions. The link between the international maritime
regulations, developed by the IMO and the classification rule requirements for a ships hull
structure and essential engineering systems is codified in the International Convention for the
Safety of Life at Sea (SOLAS).

Organization
IACS is governed by a Council, with each Member represented on the Council by a senior
management executive. The position of Chairman of the Council is rotated between the members
on an annual basis. Reporting to the Council is the General Policy Group (GPG), made up of a
senior management representative from each member society. The GPG develops and
implements actions giving effect to the policies, directions and long term plans of the Council.
The chair of GPG is taken by the Member holding the Council chair. Much of the technical
development work of IACS is undertaken by a number of working parties (WP), the members of
which are drawn from the technical, engineering, survey or quality management staff of the
member societies.
Duty and responsibility
More than 50 organizations worldwide define their activities as providing marine classification.
Any classification society that meets the conditions of membership may apply for membership
within IACS. To remain a member of IACS, all members are required to demonstrate continued
compliance with quality standards as determined by periodic audits.
To promoting maritime safety and clean seas, IACS and its individuals carry out research and
development on marine-related topics, providing technical support and verifying compliance
with published standards.
The classification process begins with the evaluation by the class society of a submitted design to
determine its compliance with the rules. During construction, classification society surveyors
attend the vessel to verify that it is built in conformance with the drawings and to the rules. On
delivery, the vessel will receive periodic surveys by the society to verify that it is being
maintained to the required standard. These surveys generally follow a five-year cycle of annual,
intermediate and special surveys with the extent of the survey varying depending upon the age of
the vessel or offshore unit and the type of survey being conducted.
For a vessel to remain in class it must meet the class rule requirements at the completion of
each survey. Should a vessel sustain in-service damage, the vessels owner advises the
classification society of record so that a damage survey can be arranged. If the surveyor decides
that the damaged vessel no longer meets the rules, the owner must carry out repairs to bring the
vessel back into compliance if it is to remain in class.
Members of organization
The members of IACS are:
1. American Bureau of Shipping (ABS)

2. Bureau Veritas (BV)
3. China Classification Society (CCS)
4. Croatian Register of Shipping (CRS) [2]

5. Det Norske Veritas Germanischer Lloyd (DNV GL)

6. Indian Register of Shipping (IRS)
7. Korean Register of Shipping (KR)
8. Lloyd's Register (LR)
9. Nippon Kaiji Kyokai (NK/ClassNK)
10. Polish Register of Shipping (PRS) [3]
11. Registro Italiano Navale (RINA)
12. Russian Maritime Register of Shipping (RS)
CONTINUOUS MACHINERY SURVEY (CMS)
The Continuous Machinery Survey (CMS) System is to aim to grasp the general condition of the
whole machinery and equipment by opening up a part of the machinery and equipment through
reasonable procedures in a continuously and systematically planned manner to machinery
continuously in operation.
(1) The survey items of CMS specified may be overhauled and examined according to the ships
maintenance schedule in such a manner that all of them are opened up for survey once within
a cycle not exceeding 5-year period.
(2) This system may prove a preventive measure to avoid possible damage in the future for those
items of machinery and equipment which have not been opened at the survey, and thus can
cooperate with the ships maintenance work without disturbance of planned maintenance
schedule.
(3) If any defects are found on machinery, equipment or parts which have been opened up in the
course of CMS open-up survey on similar machinery, equipment or parts may be required by
the attending Surveyor.
Note: For details of the machinery that are surveyed look at the file titled 5.CSM
CONTINUOUS MACHINERY SURVEY ITEMX.docx
Harmonized Survey System for Ships
On February 3, 2000, International Maritime Organization (IMO) adopted a harmonized survey

system for ships, in order to alleviate the problems caused by survey dates and intervals between
surveys which do not coincide, covering international shipping regulations including the codes
and conventions of these following institutions:
a. International Convention for the Safety of Life at Sea (SOLAS), 1974

b. The International Convention on Load Lines (LL), 1966
c. The International Convention for the Prevention of Pollution from Ships, 1973, as
modified by the Protocol of 1978 relating thereto MARPOL 73/78
d. The International Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code)

e. Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in
Bulk (BCH Code)
f. Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
(IGC Code).
1) A standard interval of one year between harmonized surveys for ships which could be based
on any of the followings:
Initial survey A complete inspection of all the items concerning the particular
certificate before the ship is put into service to make sure they possess satisfactory
conditions and are capable of carry out the service for which the ship is intended
Periodical survey An official examination of the items relating to the particular
certificate to ensure that they are meeting the requirements and are fit for the intended
services
Renewal survey As similar as the periodical survey but consequently results in issuing a
new certificate
Intermediate survey Inspection of specified items
Annual survey General reviewing of the items concerned to the particular certificate to
ascertain the fact that they have been observed maintained and remained fit for the
service for which the ship is designated.
Additional survey General or partial Inspection, according to the circumstances, made
after a repair resulting from casualty probes or whenever there is an important repair or
renewal made.
2) A maximum period of validity of one year and five years for all passenger ship certificates and
cargo ship certificates respectively.
3) Three months extension for cargo ship certificates on the harmonized survey system for ships
and one month for short voyages. When the duration of a particular certificate is extended, the
period of validity of new certificate begins from the expiry date of last certificate.
4) At least two inspections are required to be executed of the ships bottom in a five year period;
maximum interval between the inspections has also been set at not more than thirty six months.
5) A substantive harmonized system for merchant marine which credits a combined cargo ship
safety certificate to replace existing safety equipment, safety construction and safety radio
certificates
6) No more unscheduled inspections for harmonized system of classification for ships, while
annual surveys have been made mandatory.
Purpose
Surveys, made in accordance with the harmonized survey system for ships, are purported to
harmonize intervals between surveys of all legitimate certificates issued to all marine vessels. The
harmonized system is presumed to facilitate all the troubles of periods between surveys so that
any ship would not have to worry about going into the process of a survey schedule required by
one convention right after having gone through the same thing concerned in connection with
another instrument.

Certificates
The Harmonized system of classification for ships is related to several certificates, depending
upon the type of ships, including:
Passenger Ship Safety Certificate, including Record of Equipment

Cargo Ship Safety Construction Certificate
Cargo Ship Safety Equipment Certificate, including Record of Equipment
Cargo Ship Safety Radio Certificate, including Record of Equipment
Cargo Ship Safety Certificate, including Record of Equipment
International Load Lines Certificate
International Load Lines Exemption Certificate
International Oil Pollution Prevention Certificate
International Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk
International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
STATUTORY CERTIFICATES
INSPECTION AND DEFICIENCIES
The Master and Head of Departments on board the vessel is responsible for greeting the Port
State Control and Flag State Inspectors and providing them with all assistance required.
Master should notify the DPA when such an inspection is going to happen.
Master should also inform the company if there is slightest doubt that the vessel could be
detained.

Deficiencies marked as Code 30 (detention!!!)
This is an extremely serious matter and has deep ramifications on the vessel, the Owner and the
Company. The Company is to be informed immediately should vessel be detained. The vessel
cannot sail out until these deficiencies are rectified, the Inspector notified and Code 30
deficiencies downgraded or closed as rectified and Port Clearance obtained. In most countries a
separate release letter is required from the authorities before the vessel is permitted to sail.
In the unfortunate event of a vessel being detained, all detainable deficiencies (Code 30
deficiencies) must be rectified as soon as possible. The company shall arrange for all assistance
that may be required. The FSI/PSC Inspector shall be called to verify the rectifications and
close/downgrade the deficiency.
Detainable Deficiencies
failure of proper operation of propulsion and other essential machinery, as well as electrical
installations;
insufficient cleanliness of engine room, excess amount of oily-water mixtures inbilges,
insulation of piping including exhaust pipes in engine room contaminated by oil, improper
operation of bilge pumping arrangements;
failure of the proper operation of emergency generator, lighting, batteries andswitches;
failure of the proper operation of the main and auxiliary steering gear;
absence, non-compliance or serious deterioration of lights, shapes or sound signals;
absence or failure of the proper operation of navigation equipment.
Deficiency Action Codes

10 deficiencies rectified
15 rectify deficiency at next port
16 rectify deficiency within 14 days
17 rectify deficiency before departure
18 rectify deficiency within 3 months
30 detainable deficiency
99 other (specify)
Note: For ISM deficiencies, only code 10, 18 and 30 can be used.
Case Study

We will discuss one case where 15 ppm equipment has started malfunctioning just before the
arrival of the port. After investigating it was found that the coalescer filter has become very dirty
and because of this the equipment is not working properly. Although this is an critical spare
which should be always present on-board it has not been delivered on time because of lead time.
The very first thing which any Chief engineer should do is to make an entry in the ORB part 1
regarding the malfunction of the equipment. He should inform Master and company regarding
the equipment malfunction. After that he should ask the company to track the indent and ask
them to connect it at the next port positively. Now depending on the bilge tank size and the bilge
retained on board he should ask for a barge so that vessel can discharge bilge to the barge. He
should take a round of engine room and all unwanted leakages should be addressed.
Vessel should declare the bilge quantity and about the equipment voluntarily to the agents of that
port. When the PSCO embarks on the vessel Master should voluntarily declare about the
equipment malfunction. The PSCO will ask for the documented proof regarding the date since
the equipment is malfunctioning. Chief engineer should show him the ORB and the last date of
entry when the equipment was working satisfactory and the date when it started malfunctioning.
Vessel should convince the PSCO that company has arranged a barge so that vessel can pump the
bilges to the barge. During engine room rounds chief engineer can convince the PSCO that there
is no unwanted leakages in the engine room and conditions of Sea water pipes are good. He can
tell the PSCO about daily generation of the bilge and based on that he can convince him that
vessel has got sufficient space in the bilge holding tank to retain the bilge till next port. Later on
Chief engineer should show the PSCO status of the spare and try to convince him that vessel will
get the spare on next port of arrival.
As per guidelines by the IMO regarding PSC inspection it has been left to the PSCO whether he
can permit for one single voyage or not. If he feels that the ship is not posing any serious threat
to the marine environment he can permit for the single voyage and the deficiency can be
documented under code 15 instead of 30.
Implication of Ships detention under PSC
1. The vessel cannot sail out before relevant deficiencies are rectified and
re-examined/approved by the PSC Surveyor.
2. At times suitable workshops might not be available in the port causing delay to engage
workshop from other far away ports
3. The local PSC Inspector reports to the relevant MOU about this detention and report
forwarded by MOU to ISM- PSC Cell. ISM normally informs the Flag state to carry out
condition assessment checks on all ships flying their flag.
4. As a result of detention, following are the implications:
a) Rating of the vessel is downgraded, as a result due to ships reduced seaworthiness,
the vessel has to operate with lowered charter hire rates, causing additional loss to the
Company
b) Company suffers loss due to waiting in berths or Anchorages.

c) During detention, vessels Classification surveyors are informed and they have to
board the vessel and oversee and approve the repairs.
d) The Shipping Company may be listed as operating sub-standard vessels. Other
vessels of the company are subjected to frequent strict PSC Inspection.
Any vessel flying the Countrys flag may be subjected to additional scrutiny (under PSC) in
other ports causing further delay and additional financial loss.
Concentrated inspection campaign
Concentrated inspection campaigns focus on specific areas where high levels of deficiencies
have been encountered by PSCOs, or where new convention requirements have recently entered
into force. Campaings take place yearly over a period of 3 months (1st September -30th
November) and are combined with a regular inspection.
Over the years the following topics have been the focus of a CIC:
2016
1) Cargo Securing Arrangement
2) MLC-2006
3) Pilot boarding arrangement-Riyadh MOU
2017
1) Safety Of Navigation
2) Crew Familiarization for enclosed space entry.
Note: Read about MOUs and Commitments from the soft copy of notes titled 1.MOUs and
commitments.docx.

7
World Health Organization
Note: No substantial questions have ever been asked from this topic. Do not skip but have basic
idea of the topic.
Reference to health can be found in following documents.
1. Maritime Declaration of Health and the Requirements of the International Health

Regulation
2. WHOs International health Regulation
3. International Medical Guide for Ships
4. IMOs Medical First Aid Guide
5. IMOs Medical First Aid Guide (MFAG)
6. ILO-IMO Guidelines on Medical Examination of Seafarers (Page 52)
7. ILO-IMO-WHO Medical Guide for Ships (Page126)
8. WHOs Guidelines for Drinking Water Quality
The International Chamber of Shipping (ICS) guidelines for potable water

Recommended regular tests on board and their typical values include:
bacteria, incl E.coli (0 cfu/100ml) ,
pH (6.5 9.5), alkalinity,
hardness (>100 mg/l ppm),
free chlorine (<5mg/l),
total chlorine,
various metals including lead (10 g/l), copper (2000 g/l), cadmium (3g/l ), iron
(200g/l ), nickel (70g/l ), zinc (3000g/l ),
Legionella (<100 cfu/100ml).
[legend: 1ppm = 1mg/l, 100g/l = mg/l = ppm]
Testing of Drinking Water.
(i). Where Drinking Water is stored in tanks in any ship that water shall be tested at
intervals of not more than one year. The test sample should be drawn from the
final dispensing point for the water so that the test sample has flowed through the
distribution system from tank to dispensing point before being sampled.
(ii). Testing of Drinking Water in accordance with sub-paragraph (i) may be either by:
(a). Submission of a sample to an accredited laboratory for analysis, or
(b). Self-testing on board using a suitable commercially available test kit. For
this purpose the test kit must be able to provide clear determinations of:
1. Chloride content ( value to be <250 mg/l)
2. Bacteria - Coliform including e-coli ( value to be cfu/100 ml <1)
3. Nitrate ( value to be <50 mg/l)
4. Chloride (value to be <250 mg/l)
5. Iron (value to be <0.3 mg/l)

6. Copper (value to be <2 mg/l)

7. Total Chlorine (value to be <5.0 mg/l)
(iii). In addition to the chemical and bacteriological tests in (ii) (b) the water should be
seen to be clear, odour free and fresh tasting.
(iv).When Drinking Water is self-tested on board the test shall be conducted at 6
monthly intervals. If on any occasion the test results show values above the values
in sub-paragraph (b) use of the water shall be suspended and all seafarers advised
and the Master shall arrange for samples taken in accordance with (i) in sealed
sterile containers to be delivered to an accredited laboratory for testing.

8
Duties of Master, Chief Engineer and Superintendent
MASTER
1. Administrative Head of the vessel and he represents owner/charterer of the vessel in
administrative, commercial and legal matters arising out of operation and maintenance of
the vessel.
2. Operate the vessel safely and efficiently and has overall responsibility of safety and
security of people on board the vessel and cargo being carried by the vessel.
3. Safe and efficient day-to-day operations.
4. Being head of navigational functions.
5. Risk analyses of each voyage. Approving voyage plan.
6. Decides route to be followed in a particular voyage unless specified by owner/charterer.
7. Master has power to change the route specified by the vessel owner/charterer.
8. Appraising ships staff wrt hazard of cargo and safety precautions necessary while
carrying hazardous cargo.
9. Master can override the decisions of pilot.
10. Master ensures that the vessel complies with rules and regulations and COLREG
Convention while navigating.
CHIEF ENGINEER
1. Safe and effective operation of main propulsion machinery, power generators, pumps,
boilers and safe cargo handling is ensured by C/E.
2. Implementation of companys policy wrt operation of vessel including SMS.
3. Budget control.
4. Ensuring compliance with all applicable rules and regulations while operating machinery
and also during maintenance job carried out by E/R staff.
5. Ensuring all emergency operations are known to him as well as his junior engineer.
6. Emergency maneuvering engine, local operation of generator.
7. Maintain Records of monitoring and measurement;
- L.O. pressure and temperature
- Exhaust temperature and pressure
- H.F.O temperature and pressure.
8. Analyses of data that has been measured;
-L.O. Analysis
-Liner measurement to predict failure
9. Play the role of safety officer of E/R. In many cases C/E may be safety officer of the ship
itself but necessarily of E/R.
10. Cleanliness of E/R and safe environment and other m/c space.
11. Responsible for accounting F.O. and L.O. onboard vessel and to ensure that consumption
of F.O. and L.O. has been optimised.
-Oil Record Book
SUPERINTENDENT

1. He/she is the leader of support team.

2. Arranges shore based support.
3. Provides technical advice to master and chief engineer.
4. Responsible for arranging shore based support in case of emergency.
5. To prepare safe working conditions for all critical jobs being conducted on-board.
6. Class survey.
7. To visit the vessel under his control at least once in a year and asses condition of ship and
machinery.
8. To instruct master and C/E against non-compliances observed during these inspections of
vessel.
9. Guide master and C/E for major survey and audits of vessel.
10. To assist head of personnel and placement in hiring shipboard officers.
11. Annual budget for operation, maintenance and spares.
12. To approve requisition sent by master and C/E.
13. To plan dry docking and finalise defect list which is to be attended during dry-docking.
14. To resolve shipboard disputes which cannot be resolved by master or C/E.
15. Carry out performance appraisal of master and C/E and to recommend action to his
manager based on his performance appraisal.
16. To ensure that the vessel under his command operates within the budget, efficiently,
safely, without any major problem and vessel are maintained in compliance with
expectations of interested parties (i.e. shipowner, charterer, etc.)

Questions and Answers

1. What is I.S.M.?
The International Management Code for the Safe Operation of Ships and for Pollution
Prevention (International Safety Management (ISM) Code).
2. What is I.M.O. Convention?
Conventions are chief instruments of IMO, being binding legal instruments, regulating some
aspect of maritime affairs of major concern to IMO e.g. safety of life at sea (SOLAS) or marine
pollution (MARPOL).
They are identified by name and the year of adoption by the Assembly, Such as the International
Convention on the Safety of Life at Sea, 1974.
May have detailed technical provisions attached in annexes, such as six annexes to the MARPOL
convention, each dealing with a different aspect of marine pollution.
3. How many conventions are there?

About 50 ? Though checked up to 1998, 25.
4. What is a Protocol ?
A treaty instrument which makes major modification to a Convention which has been adopted
but not yet in force. The Protocol usually speeds up the Conventions entry into force. e.g.
MARPOL 73/78, SOLAS 74/78
5. Name some major IMO Conventions ?
ON MARITIME SAFETY:-
International Convention on the Safety of Life at Sea (SOLAS), 1960 and 1974.
International Convention on Load Lines (LL) 1966.
Special Trade Passenger Ship Agreement (STP) 1971.
International Regulations for Preventing Collision at Sea (COLREGS), 1972.
International Convention for Safe Containers (CSC) 1972.
Convention on International Maritime Satellite Organization (INMARSAT), 1976.
Torremolinos Protocol of 1993 relating to the Torremolinos International Convention for
the Safety of Fishing Vessels (SVP-F), 1995.
International Convention on the Standards of Training, Certification and Watchkeeping of
Seafarers (STCW) 1978.
International Convention on Maritime Search and Rescue (SAR), 1979 and
International Convention on Standards of Training, Certification and Watchkeeping, for
Fishing Vessel Personnel (STCW-F) 1995.
STCW 1978 was revised at a conference in London in July 1995, the revised convention is
generally known as STCW-95.
MARINE POLLUTION CONVENTIONS:-
International Convention Relating to Intervention on the High Seas in Cases of Oil
Pollution Casualties (INTERVENTION) 1969.

Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other

Matters (LC) 1972.
International Convention for the Prevention of Pollution from Ships, 1973, as modified
by the Protocol of 1978, relating thereto (MARPOL 73/78) and
International Convention on Oil Pollution Preparedness, Response and Co-operation
(OPRC) 1990.
LIABILITY AND COMPENSATION CONVENTIONS:-
International Convention on Civil Liabilities for Oil Pollution Damage (CLC), 1969.
Convention relating to Civil Liabilities in the Field of Maritime Carrriage of Nuclear
Materials (NUCLEAR) 1971.
International Convention on the Establishment of an International Fund for
Compensation for Oil Pollution Damage (FUND) 1971.
Athens Convention relating to Carriage of Passenger and their Luggage by Sea (PAL)
1974.
Convention on Limitation of Liability for Maritime Claims (LLMC) 1976 and
International Convention on Liability and Compensation for Damages in Connection with
the Carriage of Hazardous and Noxious Substances (HNS) 1996
CONVENTIONS CONCERNING OTHER SUBJECTS:

Convention on Facilitating of International Maritime Traffic (FAL) 1965.
International Convention on Tonnage Measurement of Ships (TONNAGE) 1969.
Convention for the Suppression of Unlawful Acts Against the Safety of Maritime
Navigation (SUA) 1988.
Protocol for the Suppression of Unlawful Acts Against Fixed Platforms Located on the
Continental Shelf (SUAPROT) 1988 and
International Convention on Salvage (SALVAGE) 1989
6. How many conventions have been ratified by Bangladesh?

Bangladesh has ratified 13 conventions including those on SOLAS, Loadline, Tonnage, STCW
78/95, COLREG, STP, INMARSAT, FAL.
7. What is SOLAS & MARPOL? How many annexes are there in MARPOL and what
are they?
SOLAS stands for International Convention for the Safety of Life at Sea.
MARPOL stands for International Convention for the Prevention of Pollution from Ships.
There are at present 6 annexes to MARPOL: -
Prevention of Pollution by Oil
Prevention of Pollution by Noxious Liquid Substances
Prevention of Pollution by Harmful Substances in Packaged Form
Prevention of Pollution by Sewage
Prevention of Pollution by Garbage
Prevention of Air Pollution (NOX nitric oxide, SOX- sulphur oxide, PM, VOC, Energy
Efficiency)

8. How many chapters are there in SOLAS? Which chapter deals with ISM & which
one with safety of bulk carrier?
There are 12 chapters in SOLAS. Chapter 9 deals with ISM and Chapter 12 with bulk carrier
safety.
9. What are enhanced surveys and which ships are required to have them ?
Basically these are close up examinations of the welded attachments of side-shell frames in
selected holds, and extensive thickness measurement, carried out by IACS member societies on
(1) dry bulk carriers and (2) tankers.
Continuous survey of bulk carrrier and tankers are being phased out and Enhanced survey
program has been extended from 4 to 5 years with an Intermediate survey between Special
surveys. Special survey program for Tankers,more than 10 years of age.
10. What is harmonized system of survey and certification (HSSC) ?

All SOLAS, MARPOL and Loadline Convention Certificate including certificates issued under
the International gas (IGC) and chemical tanker (BC) codes aand BCH Code for older tankers
can be done at one go. This means that a ship will no longer have to go out of service for survey
to meet the requirement of one convention shortly after having to do so for another convention. It
also means that all certificates for cargo ships will have a 5-year maximum validity (previously
Cargo Ship Safety Equipment Certificate wa valid for a maximum of tow years, while cargo ship
Safety Radio Certificate was valid for only one year), however Passenger Ship SEC will be valid
for one year only. It came into International effect on 3/2/2000.
11. What is DOC, SMC, DPA, NC in ISM

DOC- Document of Compliance
SMC-Safety Management Certificate
DPA is Designated Person Ashore
NC- Non-conformity
12. When will the ISM Code be fully implemented ?

It is already in force for bulk carriers, passenger ships and tankers. It will come into force all all
other ship types on 1/7/2002.
13. What are the objectives of ISM Code?

The objectives are to ensure safety at sea, prevention of human injury or loss of life and damage
to the environment and to property.
14. What is non-conformity?

An observed situation where objective evidence indicates the non-fulfillment of a specified
requirement.
15. Who issues DOC and SMC?

Flag state administration or authorized classification societies on their behalf ?

16. What is Tonnage and Load line Convention?

Tonnage Convention deals with a internationally acceptable system of measurement of ships
volume in order to set dues on the vessel.
Load line Convention deals with minimum required freeboard measurement and watertight
integrity of the vessel.
17. What is STCW ?

STCW is Standard of Training, Certification and Watch keeping.
18. What are the objectives of STCW?

The objectives of STCW is to set the minimum level of competence among seafarers
internationally.
19. What is MARPOL?

MARPOL is International Convention for Prevention of Pollution from Ships.
There are 6 annexes.
20. What are the special areas with regard to oil (Annex-1) and Garbage (Annex-5) ?
Annex-1 special areas are:-
1. Mediterranean Sea
2. Baltic Sea
3. Black Sea
4. Antarctic Sea (area south of 60 degrees South)
5. Red Sea including Gulf of Suez and Aqaba
6. Persian/Arabian Gulf
7. Gulf of Aden
8. North West European water including the North Sea and its approaches, the Celtic Sea,
the English Channel and approaches and part of the North East Atlantic immediately east
of Iceland (wef 1/1/2000).
Annex-4 Special Areas

1. Baltic Sea Area including the Gulf of Bothnia, Gulf of Finland including the entrance to
Baltic Sea.
2. The North Sea, including English Channel and approaches,
3. The Antarctic Region (South of 60 degrees)
4. Wider Caribbean Region,
5. Mediterranean Sea
6. Red Sea
7. Persian/Arabian Gulf.
21. What is ppm ?

ppm is parts per million.

Discharge criteria for ships other than oil tankers and for machinery space of oil tankers wef
6/7/1998:-
the ship must be proceeding on a voyage
the ship must not be within a special area
the oil content of the affluent does not exceed 15 ppm
the ship must have in operation equipment required by Reg. 14
Discharge criteria within a special area:

In Antarctic Special Area, total prohibition
the bilge water must not originate from cargo pump room
the bilge water is not mixed with cargo residue
the ship is proceeding on voyage
the oil content without dilution does not exceed 15 ppm
the ship has in operation an oil filtering system complying with Reg. 16(5)
the filtration system is equipped with automatic stopping device when effluent level
exceeds 15 ppm.
22. What is SOPEP and IOPP ?

SOPEP is Shipboard Oil Pollution emergency plan.
IOPP is International Oil Pollution Prevention certificate.
23. What is the rule for discharge of (1)E/R bilge and (2) pump room and slop tanks ?
(1) For E/R bilge refer to answer No. 22
(2) For pump room and slop tanks, all the following condition must be satisfied.
the tanker is proceeding on a voyage,
the tanker is not within a MARPOL Annex-1 special area,
the tanker is not less than 50 miles from the nearest land,
the instantaneous rate of discharge does not exceed 30 litres/nautical mile
for tankers which entered into service in or since 1980, total quantity discharged does not
exceed 1/15000 of the total quantity of cargo and tankers which entered into service after
1980, 1/30000 of the total quantity of cargo.
24. What is standard and International Shore Connection ?

Standard connections are for discharge of bilge, sludge, sewage or electrical connection.
International shore connection is for connecting with the fore main for water supply from sources
other than ships main and is located as per Safety/Fire plan.
25. If there is an accidental discharge during bunkering, what is your action ?

Stop bunkering operation
Contain pollution and prevent overboard spillage.
Inform port authorities.
Follow SOPEP.
26. What are the entries in ORB Part-1 ?

Any movement of E/R oil, (2) Bunkering, (3)date and time of operation, (4)incineration,
(5) discharge through approved equipment for E/R bilges and (6) to shore reception facilities
(sludge).
27. What is Cargo Record Book ?

Cargo Record Book refers to chemical tankers and entries must be made in relation to each tank
affected by the following operations:
loading of cargo
internal transfer of cargo
unloading of cargo
cleaning of cargo tanks
ballasting of cargo tanks
discharge of ballast from cargo tanks
disposal of residues from cargo tanks
disposal of residues to reception facilities
disposal of residues into sea as per schedule to the regulation
removal of residues by ventilation
emergency/accidental discharge
records must be retained for three years from the date of last entry.
28. What is IMDG Code ?

IMDG Code is the International Maritime Dangerous Goods Code. This document refers to the
various classes, packing, marking and segregation of dangerous goods and marine pollutants
carried in packaged form. MFAG (Medical First Aid Guide) and EmS (Emergency Schedules)
are in the supplement to the IMDG Code.
29. What is WHO and ILO ?

WHO is World Health Organization, ILO is International Labor Organization.
30. Name one of the major ILO Convention dealing with seaman ?
ILO 147 which is called the Minimum Standards Convention. This Convention requires ratifying
states to have:-
regulations laying down for ships registered in their territory,
safety standards, including standard of competency, hours of work and manning,
appropriate social security measures and
shipboard conditions of employment and living arrangements.
31. What is class notation, tonnage marks, load line and Plimsol mark ?
The ships character of classification symbols (e.g. +100A) is known as class notation. Here +
means the ship was constructed under survey by classification society surveyors, A means the
ship was constructed or accepted into classification class and is maintained in a good and
efficient condition. Additional notation can be like IWS for in-water survey etc.

Tonnage marks are engravings in the hull (Usually main beam on ships other than tankers and in
pump-room or forecastle of tankers) indicating the gross and net tonnage as per ITC-69.
Plimsole and load line marks refer to engravings on the outer hull to indicate the depth or draft
upto which the vessel may be loaded before proceeding to sea in salt water and are calculated on
the basis of LL Convention 1966.
32. What is flag administration and what is its role ?

Flag administration is the national agency for registration of ships. Its duty to implement various
national and international legislation to which the flag state is a party. In Bangladesh it is the
Department of Shipping.
33. What is classification society and under whose authority do they work ?
Classification societies are bodies that lay down standards for the construction and maintenance
of ships. Compliance with the standards which are published as Rules of the particular
classification society which ensures assignment and maintenance of class.
Classification societies act under the authority delegated to them by the flag administration.
34. How many national shipping regulations we have got ?

There are five regulations:
ISO-76 (Inland Shipping Ordnance 1976)
MSO-83 (Merchant Shipping Ordnance 1983)
Flag Vessel Protection Ordnance 1982
Maritime Zone Act (setting out limits of territorial water, contiguous zone and EEZ)
Light House Act
35. Which chapter of SOLAS deals with Bulk carrier safety?

Chapter -12
36. Write 10 numbers of statutory certificate.
1. Certificate Of Registry
2. Cargo Ship Safety Radio Certificate
3. International Loadline Certificate
4. International Oil Pollution Prevention Certificate
5. Sanitation Certificate
6. International Sewage Pollution Prevention
7. Anti fouling paint certificate
8. Safe Manning Certificate
9. Maritime Labour Convention Certificate
10. International Energy Efficiency Certificate
For more Certificates refer to file titled 8.List Of Statutory Certificates n Documents.doc in
Google Drive.
37. What is verification of compliance?
Recently few conventions have started adding this (VoC) as their one of the chapters. This forms
Last chapter (Chapter 13) of SOLAS and PART F of COLREG conventions. In general it deals
with the audits that are carried out to confirm that the respective convention is being complied

with. Every contracting party is subject to the audits at periodic intervals taking into account the
guidelines developed by Organization.
38. Under which convention Maintenance of ship and equipment is necessary? Briefly
Explain.
Under STCW Convention Regulation I/12, Sections A-III/1 & 2 and A & B-VIII/2.
Contains following provisions.
Team Building and Development
Situational Awareness and Error Trapping
Communications
Management of Stress and Distractions
Fatigue and Circadian Rhythm
Leadership and Group Decision Making
Multicultural Diversity
Watchkeeping
Familiarization with Engine simulator
Trouble Shooting
Engineering Organization and Procedures
39. At dry dock name 4 items which are checked and surveyed?
1. Rudder To measure pintle clearance , check locking arrangement
2. Propeller To fair up if any distortion and defects , to polish and lacquer
3. Rope guard To open and check , renew if necessary
4. Stern tube Wear down to be measured , check simplex sea
5. Tail shaft To withdraw if special survey
40. Describe the title no 4 of MLC?
Title4: Health, medical, welfare, social security
Regulation 4.1 - Medical care on board ship and ashore

Regulation 4.2 - Shipowners' liability
Regulation 4.3 - Health and safety protection and accident prevention
Regulation 4.4 - Access to shore-based welfare facilities
Regulation 4.5 - Social security
41. Marine labour certificate ? Which document is attached to it ?
Each Member shall ensure that ships that fly its flag carry a maritime labour certificate and a
declaration of maritime labour compliance as required by this Convention. (Article V)
42. Whats Sopep ,purpose and contents?
SOPEP- Shipboard Oil Pollution Emergency Plan. Contained in Regulation 37 of MARPOL
ANNEX I requires that oil tankers of GRT>150 and all the other ships of GRT>400 carry an
approved SOPEP.
Contents of SOPEP
SOPEP contains the following things:
The action plan contains duty of each crew member at the time of spill, including emergency
muster and actions.
SOPEP contains the general information about the ship and the owner of the ship etc.

Steps and procedure to contain the discharge of oil into the sea using SOPEP equipments.
On board Reporting procedure and requirement in case of oil spill is described.
Authorities to contact and reporting requirements in case of oil spill are listed in SOPEP.
Authorities like port state control, oil clean up team etc are to be notified.
SOPEP includes drawing of various fuel lines, along with other oil lines on board vessel with
positioning of vents, save all trays etc.
General arrangement of ship is also listed in SOPEP, which includes location of all the oil tanks
with capacity, content etc.
The location of the SOPEP locker and contents of the locker with a list of inventory.
43. What are the consequences of PSC detention?
1. The vessel cannot sail out before relevant deficiencies are rectified and
re-examined/approved by the PSC Surveyor.
2. At times suitable workshops might not be available in the port causing delay to engage
workshop from other far away ports
3. The local PSC Inspector reports to the relevant MOU about this detention and report
forwarded by MOU to ISM- PSC Cell. ISM normally informs the Flag state to carry out
condition assessment checks on all ships flying their flag.
4. Rating of the vessel is downgraded, as a result due to ships reduced seaworthiness, the
vessel has to operate with lowered charter hire rates, causing additional loss to the
Company
5. Company suffers loss due to waiting in berths or Anchorages.
6. During detention, vessels Classification surveyors are informed and they have to board
the vessel and oversee and approve the repairs.
7. The Shipping Company may be listed as operating sub-standard vessels. Other vessels of
the company are subjected to frequent strict PSC Inspection.
Any vessel flying the Countrys flag may be subjected to additional scrutiny (under PSC) in
other ports causing further delay and additional financial loss.
44. What are Safety emergency drills on board?

Covered under Safety Management System of company these emergency drills are necessary to
familiarize crew and officers of the impending emergency situations and actions to be taken.
Engine room crew members are therefore required to carry out all important drills and training
procedures on regular basis to ensure safety of the ship and its crew. Following drills may be
noted in this regard:
1. Engine Room Fire Drills
2. Engine Room Flooding Drill
3. Enclosed Space Drill
5. Crankcase Explosion Drill
6. Oil Spill Drill
8. Blackout Training
45. Differentiate between Flag State and Port State Control.

An State is called Flag State when the ships is registered in that country, the ships carries this

flag. The Port State is any State with an international port. For example a ship is registered in
India and is in the port of Singapore. In this example is India is the flag state and Singapore is the
Port State. Each member (Flag state) from the IMO who is the administration of a port state has
to install Port State officers. Those officers will inspect the ship according the international
legislation and not according the national legislation.
46. What factors decide the composition of engineering watch?

When deciding the composition of the engineering watch, which may include
appropriately qualified ratings, the following criteria, inter alia, shall be taken into account:
.1 the type of ship and the type and condition of the machinery;
.2 the adequate supervision, at all times, of machinery affecting the safe operation of
the ship;
.3 any special modes of operation dictated by conditions such as weather, ice,
contaminated water, shallow water, emergency conditions, damage containment
or pollution abatement;
.4 the qualifications and experience of the engineering watch;
.5 the safety of life, ship, cargo and port, and protection of the environment;
.6 the observance of international, national and local regulations; and
.7 maintaining the normal operations of the ship.
47. What are the function of MOUs? Name 6 MOUs.

In international relations, MoUs fall under the broad category of treaties and should be registered
in the United Nations treaty collection. MoUs are often used to modify and adapt existing
treaties, in which case these MoUs have factual treaty status.
1. (Paris MOU), Paris (France) on 1 July 1982;
2. (Vina del Mar or Latin America Agreement), Vina del Mar (Chile) 5 November 1992;
3. (Tokyo MOU), signed in Tokyo (Japan) 2 December 1993;
4. (Caribbean MOU), signed in Christchurch (Barbados) on 9 February 1996
5. (Mediterranean MOU), signed in Valletta (Malta) on 11 July 1997
6. (Indian Ocean MOU) signed in Pretoria (South Africa) on 5 June 1998
7. (Abuja MOU), signed in Abuja (Nigeria) on 22 October 1999
49. Write short notes on SSO, PFSO.

SSO- Ship Security Officer as defined in ISPS Code means the person on board the ship,
accountable to the master, designated by the Company as responsible for the security of the ship,
including implementation and maintenance of the ship security plan and for the liaison with the
CSO and the Port Facility Security Officer (PFSO).
PFSO- Port Facility Security Officer
50. What is continuous machinery survey?

The Continuous Machinery Survey (CMS) System is to aim to grasp the general condition of the
whole machinery and equipment by opening up a part of the machinery and equipment through
reasonable procedures in a continuously and systematically planned manner to machinery
continuously in operation.

The survey items of CMS specified may be overhauled and examined according to the ships
maintenance schedule in such a manner that all of them are opened up for survey once within a
cycle not exceeding 5-year period.
This system may prove a preventive measure to avoid possible damage in the future for those
items of machinery and equipment which have not been opened at the survey, and thus can
cooperate with the ships maintenance work without disturbance of planned maintenance
schedule.
If any defects are found on machinery, equipment or parts which have been opened up in the
course of CMS open-up survey on similar machinery, equipment or parts may be required by the
attending Surveyor.
51. What is Level 3 security?

Security Level 3 means the level for which further specific protective security
measures shall be maintained for a period of time when a security incident is probable or
imminent, (although it may not be possible to identify the specific target). (ISPS Code
Definitions)
Again, the SSP should be adhered to and with strong liaison with the port facility. The following
measures should be put in place with the highest degree of vigilance and detail:
Limiting access to a single, controlled access point

Granting access strictly to authorised personnel or those responding to any security incident
Suspension of embarkation and disembarkation
Suspension of cargo operations and stores etc
If needed, the evacuation of the ship
Close monitoring of the movement of the people on board
Preparing for a full or partial search of the ship
52. (A) What are the objectives of IMO? Briefly explain IMO structure.
(B)Name 4 IMO conventions. Briefly describe purpose of each convention.
(A) International Maritime Organization as described in regulations are
consultative and advisory since it is a recommendatory body.
1. It discusses and makes recommendations on any maritime question
submitted by member states or by other bodies of the UN and advises other
international bodies
2. The IMO is also authorized to convene international conferences when necessary and to draft
international maritime conventions or agreements for adoption by governments.
3. It is responsible for measures to improve the safety and security of international shipping and
to prevent marine pollution from ships.
4. To create a level playing-field so that ship operators cannot address their financial issues by
simply cutting corners and compromising on safety, security and environmental performance.
5. IMO measures cover all aspects of international shipping including ship design,
construction, equipment, manning, operation and disposal to ensure that this vital sector for
remains safe, environmentally sound, energy efficient and secure.
Structure of IMO

The IMO consists of

1. an Assembly,
2. a Council and five main Committees:
1. the Maritime Safety Committee;
2. the Marine Environment Protection Committee;
3. the Legal Committee;
4. the Technical Co-operation Committee
5. the Facilitation Committee.
A number of Sub-Committees support the work of the main technical committees
(B) Following are the four IMO Conventions with their description.
1. International Convention for the Safety of Life at Sea (SOLAS), 1974.
requires flag States to ensure that their ships comply with minimum safety standards in
construction, equipment and operation. Has 14 chapters in this convention. Chapter XIV came
into force in 1 January 2017 and deals with safety measures for ships operating in polar waters.
2. International Convention for the Prevention of Pollution from Ships, 1973,
as modified by the Protocol of 1978 relating thereto and by the Protocol of
1997 (MARPOL)
It was developed by the International Maritime Organization in an effort to minimize pollution of
the oceans and seas, including dumping, oil and air pollution. Consists of 6 annexes as of now.
Recently one more annex dealing with Ballast Water Management shall come into force on 8th
September 2017.
Annex I prevention of pollution by oil & oily water
Annex II control of pollution by noxious liquid substances in bulk

Annex III prevention of pollution by harmful substances carried by sea in packaged form
Annex IV pollution by sewage from ships
Annex V pollution by garbage from ships
Annex VI Prevention of air pollution from ships
3. International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers ( STCW) as amended, including the 1995 and
2010 Manila Amendments
This convention sets qualification standards for masters, officers and watch personnel on
seagoing merchant ships. Broadly it deals with (as per Manila amendments):
1. rest hours for seafarers
2. New grades of certificates of competency for able seafarers in both
deck and engine
3. New and updated training, refreshing requirements
4. Mandatory security training
5. Additional medical standards
6. Specific Alcohol limits in blood or breath.
4. International Convention on Load Lines (LL), 1966
It has long been recognized that limitations on the draught to which a ship may be loaded make a
significant contribution to her safety. These limits are given in the form of freeboards, which
constitute, besides external weathertight and watertight integrity, the main objective of the
Convention.
The Convention includes three annexes.
Annex I is divided into four Chapters:
Chapter I - General;
Chapter II - Conditions of assignment of freeboard;
Chapter III - Freeboards;
Chapter IV - Special requirements for ships assigned timber freeboards.
Annex II covers Zones, areas and seasonal periods.
Annex III contains certificates, including the International Load Line Certificate
53. (A) What are the checks carried out by a Watchkeeper prior to taking over an
engineering watch?
(B) As per STCW what are the mandatory minimum requirements for a person to
serve on an Oil Tanker?
(A)When coming on duty the engineer should enter the engine room through the top access door
and make a few quick checks before taking over the watch; never mind the lift down to the
control room!
So stop here at the top of the engine room for a few moments. Breathe in the never to be
forgotten smell of hot lube-oil; tinged with a waft of heavy fuel oil and diesel fumes, and have a
good look at your domain. You are going to be responsible for all this machinery, and the Ship's
personnel from the Captain to the galley-boy are depending on you to keep these engines running
safely and smoothly for the next four hours. Now you can descend the set of steps taking you
down to the top plates; your checks start right here at the main engine cylinder heads.

Walk along the plates, you may need to shine your torch on the face of the pyrometers to check
the exhaust temperatures. A high exhaust temperature could signify a exhaust valve seat leaking,
faulty fuel injector or a scavenge fire in that particular cylinder.
Put a hand on pipe work from relief valves, you should be able to hold your hand on it for
a few moments; is it too hot? This could signify a leaky relief valve or a valve
feathering", just about to lift.
Put a hand on air start valve pipe work, again any heat should be bearable, but is this
pipework too hot; signifying a leaky air start valve? This is a dangerous situation and
must be immediately investigated. Explosions have occurred in the air receivers due to
hot blow-back from air start valves mixing with the oil/air mixture in the air receivers.
There is an air isolating valve to the air start valve that must be kept shut at all times
unless the engine is on "Standby"
Check fuel oil injector cooling water temperatures, too high or low will have a
detrimental effect on the injector efficiency.
The next platform down is the turbo blowers, check air inlet temp before and after cooler,
this affects the engine scavenge air temperature and ultimately the efficiency of the main
engine.
Check round the other side - scavenge air plenum doors - put hand on doors- high temp
may indicate scavenge fire
Check scavenge sludge funnels, - high temperatures as above
Continue along this vein until you reach the bottom plates, as you walk slowly by the
main engine crankcase doors put the back of your hand against the doors checking for
excess heat.
(B) Mandatory minimum requirements for a person to serve on Oil Tanker as per STCW
Chapter V deals with the requirements for serving in certain types of ships including Oil Tankers
and Liquified Gas Tankers. These requirements are as follows:
1. Mariners shall hold a certificate of proficiency in accordance with their responsibilities on
board the tankers
2. Mariners must meet the appropriate standards of competence in Section A-V/1
Ability to safely perform and monitor all cargo operations
Familiarity with physical and chemical properties of oil cargoes
Take precautions to prevent hazards
Apply occupational health and safety precautions
Respond to emergencies
Take precautions to prevent pollution of the environment
Monitor and control compliance with legislative requirements
3. Basic training - Officers and ratings assigned specific duties and responsibilities related to
cargo or cargo equipment on tankers
4. Advanced training - Masters, chief engineer officers, chief mates, second engineer officers and
any person with immediate responsibility for loading, discharging, care in transit, handling of
cargo, tank cleaning or other cargo-related operations.
53. (A) State and explain nature of Safety Management System, giving reference to
International Regulation.

(B) What does the terms DOC and DPA mean?
(A)The safety management system (SMS) is an organized system planned and implemented by
the shipping companies to ensure safety of the ship and marine environment. SMS is an
important aspect of the International safety management (ISM) code and it details all the
important policies, practices, and procedures that are to be followed in order to ensure safe
functioning of ships at the sea. All commercial vessels are required to establish safe ship
management procedures. SMS forms one of the important parts of the ISM code.
ISM code is part of SOLAS convention Chapter IX.
Following things are included in SMS:
Procedure and guidelines to act in an emergency situation
Safety and environmental protection policy
Procedure and guidelines for reporting accidents or any other form of
non-conformities
Clear information on level of authority and lines of communication among
ship crew members, and between shore and shipboard personnel
Procedures and guidelines to ensure safe operations of ships and
protection of marine environment in compliance with relevant
international and flag state legislations
Procedures for internal audits and management reviews
Vessel details
(B) DOC: Document of Compliance: means a document issued to a Company which complies
with the requirements of the ISM Code. A copy of the document shall be kept on board. In
contrast Safety Management Certificate (SMC) is issued to a ship which signifies that the
Company and its shipboard management operate in accordance with the approved SMS.
DPA: Designated Person Ashore: Designated person ashore is the key person to ensure effective
implementation of the company's safety management system and requires to be based ashore for
developing and implementing safety culture within the company. The designated person is
required to effectively influence the mind-set, attitudes and behaviour of subordinate shore staff
to enhance support of vessel operations; as well as acting as a key link in the safety management
chain directly to the highest-level management of his company for required support and
resources.
The role and responsibility of the designated person (s)
Communication and implementation of the safety and environmental protection policy.
To carry out internal audit both ashore and onboard all ships (large companies are
required to have more than one alternate designated person depending on size & type of
fleet).
In addition to above, in case there is reason to believe that the SMS implementation needs
improvement, the DP and / or his assistant (s) is required to ensure monitoring of the
safety management system via visits/inspections on board during calls or trips,
following-up with shipboard recordings of safety drills reports, familiarisation
recordings, maintenance and periodic tests of all ship's equipment, safety and training
meetings, orders for repairs or spare parts, Masters reviews and the internal audits, etc.

Continuous monitoring and especially remote monitoring for the DP evaluation and
review of the effectiveness of the safety management system;
Reporting and analysis of non-conformities, accidents and hazardous occurrences;
Organizing and monitoring of internal audits;
Appropriate revisions to the SMS; and ensuring that adequate resources and shore-based
support is provided to achieve all of above.
54. (a) What is the role of classification societies wrt to International Shipping?
(b) Expand and explain briefly RO and IACS.
(a) A classification society is a non-governmental organization that establishes and maintains
technical standards for the construction and operation of ships (as well as offshore structures).
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. Roles of classification societies can be described as:
1. Coming up with a detailed notational system for the vessels and constructions to
be graded
2. Ensuring that the vessels and constructions comply with this grading system by
carrying out appropriate appraisals
3. Assigning the required class or grade to a vessel and continued appraisals to
ensure that the vessels adherence to the prescribed class notations
SOLAS74 (as amended) Part A-1 Regulation 3-1 now requires ships to be designed, constructed
and maintained in compliance with structural, mechanical and electrical requirements of a
recognised classification society.
(b) RO: Recognized Organization. An RO is an organization recognized by an administration in
accordance with IMO resolutions A.739(18) and A.789(19). An RO is authorized by the flag
State Administration to provide the necessary statutory services and certification to ships entitled
to fly its flag. As per various regulations of MARPOL and SOLAS the survey of ship shall be
carried out by office of flag administration. The flag administration however may entrust the
inspection and surveys to surveyors nominated for the purpose or to organizations recognized by
it.
IACS: International Association of Classification Societies: Consisting of twelve classification
societies headquartered in London it is an organization. Although IACS is a non-governmental
organization, it also plays a role within the International Maritime Organization (IMO), for
which IACS provides technical support and guidance and develops unified interpretations of the
international statutory regulations developed by the member states of the IMO. The members of
IACS are:
1. American Bureau of Shipping (ABS)
2. Bureau Veritas (BV)
3. China Classification Society (CCS)
4. Croatian Register of Shipping (CRS)
5. Det Norske Veritas Germanischer Lloyd (DNV GL)
6. Indian Register of Shipping (IRS)
7. Korean Register of Shipping (KR)

8. Lloyd's Register (LR)

9. Nippon Kaiji Kyokai (NK/ClassNK)
10. Polish Register of Shipping (PRS)
11. Registro Italiano Navale (RINA)
12. Russian Maritime Register of Shipping (RS)
55 . How does company establish safety and environment policy?
SOLAS Chapter IX Chapter IX - Management for the Safe Operation of Ships
Read from notes.
56. What is Ballast Water Management Convention?
The BWM Convention entered into force on 8 September 2017. Invasive species are the major
concern associated with BWM Convention. To regulate the discharge and intake of water every
ship now need to have Ballast Water Management plan.
57 . What are Dry-Docking procedure as per SOLAS, mention chapter?
Chapter-I, Regulation-10
1. A minimum of 2 inspection of the ships bottom during any 5 year period.
2. Harmonization of surveys
3. Between 2 dry-docks - that is not more than 36 months.
4. Floating underwater survey.
5. Sea connections in entirety (skin fittings)
5.1 Sea chest (Anodes, Sea-injection valves, overboard valves including cooling water system
and sewage treatment valves called Storm Valves)
58 . What is window period and anniversary date?
Anniversary date means the day and month of each year which will correspond to the date of
expiry of the certificate. +-3 years of anniversary date is called window period.

Appendix I
Hot Work Permit


Appendix II
Document of Compliance (DOC)


Appendix III
Safe Manning Certificate (SMC)


Appendix IV
Bunker Checklist

END OF DOCUMENT
SAY THANK YOU!!


IMO and MC Notes

Hochgeladen von

Dokumentinformationen

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

IMO and MC Notes

Hochgeladen von

Copyright:

Verfügbare Formate

IMO & MARITIME

Scan this QR to get

1. International Maritime Organization

2. International Convention on Standards of Training, Certification and

3. SOLAS- International Convention for Safety of Life At Sea

4. International Safety Management Code

5. Maritime Labour Convention

7. World Health Organization

8. Questions & Answers

Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in

Standards of Training, Certification and Watch-keeping for sea-farers-International Conference

Survey of Ships: Statutory/Class surveys and certificates / documents obtained. Special/

Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in

Article 1 purposes of the organization are:

(b) To encourage the removal of discriminatory action and unnecessary restrictions by

Part III Membership

Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in

Article 11 states the Organization consists of an Assembly, Council, Maritime Safety

Part V- The Assembly

Part VI The Council

Part VII Maritime Safety Committee

Part VIII Legal Committee

Part IX Marine Environment Protection Committee

Part X Technical Co-operation Committee

Part XI Facilitation Committee

Part XII - The Secretariat

Articles 52-57 - give functions and duties of the Secretariat.

Part XII I Finances

Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in

Articles 58-61 give financial obligations of the Member States

Part XIV Voting

Part XV Headquarters of the Organization

Article 63 The headquarters is established in London; the Assembly may by two-thirds

Part XVII Legal capacity, privileges and immunities

Part XVIII Amendments

Part XIX Interpretation

Part XX Miscellaneous Provisions

Articles 76-78 cover signature and acceptance; territories; withdrawal.

Part XXI Entry into force

Articles 79-82 entry into force provisions for the Convention.

Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in

All International Maritime Codes

Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in

9) IS Code: International Code for Intact Stability gives the construction

Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in

List of IMO Conventions

( STCW ) International Convention on Standards of Training, Certification and Watchkeeping

(FAL), 1965 Convention on Facilitation of International Maritime Traffic.

Load Lines (LL), 1966 International Convention.

(SAR), 1979 International Convention on Maritime Search and Rescue .

(CSC), 1972 International Convention for Safe Containers

(IMSO C), 1976 Convention on the International Maritime Satellite Organization

Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in

(STCW-F), 1995 International Convention on Standards of Training, Certification and

Other conventions relating to prevention of marine pollution:

(INTERVENTION), 1969 International Convention Relating to Intervention on the High Seas

(OPRC), 1990 International Convention on Oil Pollution Preparedness, Response and

(OPRC-HNS Protocol) Protocol on Preparedness, Response and Co-operation to pollution

Conventions covering liability and compensation:

(FUND 1992) 1992 Protocol to the International Convention on the Establishment of an

Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in

(LLMC), 1976 Convention on Limitation of Liability for Maritime Claims

Nairobi International Convention on the Removal of Wrecks, 2007

(TONNAGE), 1969 International Convention on Tonnage Measurement of Ships