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 Universi ty.. The information informat ion contained in this document is solely for study purpose and not for compiler’ compiler ’s/writer’s 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


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 Universi ty.. The information informat ion contained in this document is solely for study purpose and not for compiler’ compiler ’s/writer’s 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



2 SEMESTER-VII

UG/ME/MS/T/423 UG/ME/MS/T/423

IMO & MARITIME CONVENTIONS

54 HRS

AIM: AIM: To impa impart rt know knowle ledg dgee abou aboutt IMO IMO and and fami famili liar ariz izat atio ion n with with requi equire reme ment ntss of ma mari riti time me conventions Intr Introd oduc ucti tion on:: Nati Nation onal al inte intern rnat atio iona nall bodi bodies es asso associ ciat ated ed with with Ship Shippi ping ng.. Stat Statut utor ory y Bodi Bodies es,, Stat Statee Administration, IMO, classification societies and other professional bodies. Standa Standard rdss of Train Training ing,, Certif Certifica icatio tion n and and Watchatch-kee keepin ping g for sea-f sea-far arers ers-In -Inter terna natio tiona nall Confe Conferen rence ce of 1978 and modifications under STCS 1995. Requirement of training & Competency for oper operat atio iona nall and and mana manage geme ment nt leve levell , comp compet eten ency cy and and trai traini ning ng for for crew crew,, MET META manu manual al of DG DGS S, 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 trai traini ning ng and and comp compet eten ence ce for for Rati Rating ngss of Engi Engine ne Room Room watc watch. h. Spec Specia iall requ requir irem emen entt for for engi engine neer er offi office cers rs for for Oil Oil Tanke ankers rs,, Chem Chemic ical al Tanke ankers rs and and Gas Gas Tanke ankers rs.. Deta Detail ilss of oper operat atio iona nall guid guidan ance ce for 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; Train rainin ing g of othe otherr pers person onne nel. l. Requ Requir irem emen entt of cont contin inue ued d up-d up-dat atin ing g of prof profic icie ienc ncy y, Defi Defini niti tion on of flag state/port state. Port state control inspection, Implication of ship’s 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 & oper operat atio iona nall know knowle ledg dgee of the the rele releva vant nt IMO IMO inst instru rume ment ntss like like SOLA SOLAS, S, MARP MARPOL OL,, LO LOAD ADLI LINE NE,, TONNAGE, COLREG, STCW, ISPS, with latest amendments, how above instruments are adop adopte ted d unde underr Expl Explic icit it/T /Tac acit it acce accept ptan ance ce proc proced edur ures es,, Rela Relate ted d conv conven enti tion onss for for the the cert certif ific icat ates es,, period of validity, involvement of ISM, issue of DOC/SMC and maintenance of SMC. ILO Maritime Maritime Labour Labour Conv Conventi ention on – 2006 2006 and relevanc relevancee to seafare seafarers. rs. - 15 hrs Survey of Ships: Statutory/Class surveys and certificates / documents obtained. Special/ inte interm rmed edia iate te / annu annual al surv survey eyss for for ocea ocean n goin going g ship ships. s. Harm Harmon onis isat atio ion n of surv survey eys, s, unde underr wate waterr hull hull inspection. Issue of condition of class and implications. - 5 hrs WHO : Maritime Declaration of Health & the requirements of the International Health Regulation. 1. WHO’s International Health Regulations 2005 (IHR) 2. International Medical Guide for Ships (IMGS) 3. IMO’s Medical First Aid Guide (MFAG) 4. WHO’s 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


3


4

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 Articles 32-36 – give constitution (all Members) and functions/work of the Committee. Part IX – Marine Environment Protection Committee Articles 37-41 – give constitution (all Members) and functions/work of the Committee. Part X – Technical Co-operation Committee Articles 42-46 – give constitution (all Members) and functions/work of the Committee. Part XI – Facilitation Committee Articles 47-51 – give constitution (all Members) and functions/work of the Committee. Part XII - The Secretariat Articles 52-57 - give functions and duties of the Secretariat. Part XII I– Finances


IMO & Maritime Convention 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.


5


6

All International Maritime Codes

Every industry needs a crystal clear and authorized manual to s treamline 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 ship’s 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.



7

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 1 st 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: Seafarer’s 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 1 st 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



8

23) POLAR CODE- Chapter XIV of SOLAS, came into force in 1 st 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



9

(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



10

(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.



11

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".



12

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 S tate. 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



13

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 w idely 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



14

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 IMO’s 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 Convention’s 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.



15

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


16

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:


IMO & Maritime Convention ●

●

● ●

●

● ●

●

●

●

●

17

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 IMO’s website, it’s 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 ship’s 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;



18

.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 s hip 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; © Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in

IMO & Maritime Convention .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


19


20

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 ENGINEER’S STANDING ORDERS: (To be Posted in the Engine Room/Control Room in a conspicuous position)



21

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.



22

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 cock’s 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.



23

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. 2. 3. 4. 5.

Inform C/E on 1-hour notice. One extra Engineer will assist Duty Engineer for departure. Examination of Engine Room as per Pre- Departure Checklist, which to be completed. Full Away on Passage Examination of Engine Room as per Checklist. 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.


IMO & Maritime Convention 2. 3. 4. 5. 6. 7.

24

Examination of Engine Room as per Pre Arrival checklist which to be completed. Finished With Engine Ensure against accidental starting of main engine. Shutting down depends on notice given by Master. Lube oil pumps to run for at least 30 minutes before switching off if required. 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. 2. 3. 4. 5.

Sound the Emergency alarms. Pump out the water using fixed pumping system. Minimise pollution whenever possible. If necessary switch designated pump to Emergency Suction from tank top. Reduce the effect of flooding. 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.



25

Power Failure 1. If blacked blacked out, out, restore restore electri electrical cal power power.. Locate Locate fault. fault. 2. Immediate Immediate action actionss - Locate fault. fault. Check Check Prime Prime Mover Mover running. running. 3. Check Check reverse reverse power/ power/ prefer preferenc encee trip trip reset. reset. 4. Standby Standby machiner machinery y and pumps pumps to manua manuall mode. mode. 5. Restore Restore switch switch power power. Check Check appro appropria priate te valves. valves. 6. Restart Restart all all pumps pumps and aux. machiner machinery y. 7. Restart Restart vent vent fans. fans. Restar Restartt main main engine engine syste systems. ms. 8. Prepar Preparee for for sea sea goin going. g. 9. Inform Inform Bridge Bridge that power power is restore restored d and ready ready to blow throu through. gh. 10. Restart main main engine. engine. Standby pumps to to automatic automatic mode. mode. MAINTENANCE 1. All maintenance maintenance as per the COMPANY COMPANY SPECIFIC SPECIFIC Maintenance Maintenance Programme Programme and Running Hours of Machinery. 2. Be careful when carrying carrying out maintenance. maintenance. Knowledge Knowledge of the the system and component component is important before the removal or dismantling of any components. 3. For correct correct dismantling, dismantling, inspection inspection and assembling, assembling, the manufacturer's manufacturer's instructions instructions and procedures from company should be carefully studied and followed. 4. Where appropriate, appropriate, a Permit-to-W Permit-to-Work ork must be filled in. All precautions precautions to be taken taken shall be strictly followed. 5. Always isolate isolate electrical electrical equipment equipment from from its power power supply and test the circuit circuit to make make sure that it is dead. 6. Before any lines, fittings fittings or related related items items are disconnect disconnected ed or removed, removed, relieve relieve all pressure in side, steam, fuel, oil or water systems in question. 7. Pay special special attention attention when removing manhole covers, covers, always always keep the minimum of four nuts on the cover, two on each opposite end of cover when breaking seal. 8. If a power power tool should should be used, check check its power power supply supply before use. Make sure safety safety guards are securely fixed. 9. When not in use or or when changing changing accessories accessories or guard, guard, always disconnect disconnect the tool tool from its power supply. 10. Always keep electrical electrical leads and pneumatic pneumatic hoses clear of sharp edges and hot surfaces. surfaces. 11. Do not work on anything that is supported 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 gear used for lifting, lowering and handling handling loads should be examined examined before use. 13. All safe working loads marked on appliances appliances or gear shall be followed followed to the letter. letter. 14. Dust masks, respirators or breathing apparatus apparatus of appropriate types shall be worn when working in dusty or toxic atmosphere or when working with paint sprays etc. Think Safety Always!



26

BUNKERING Following precautions are to be observed for all bunkering operations:

1. All the necessary necessary transfers etc to be be completed completed as discussed discussed in in the pre bunker meeting meeting to ensure that sufficient space is available in the tanks. 2. The F.O. F.O. Overfl Overflow ow tank tank is to be empty empty. 3. Transfer Transfer pump to be isolated isolated and switched to manual. manual. All the bunker bunker tank tank outlet valves to be shut. 4. Pre trans transfer fer chec checklis klistt to be be duly duly filled filled in. in. 5. The scupp scuppers ers on on deck deck to to be firmly firmly plugg plugged. ed. 6. The bunker bunker hoses hoses to be firmly supported supported and have sufficie sufficient nt play. play. 7. The bunker bunker connection connection to have have a proper proper gasket gasket and bolts to be tightened tightened in every hole hole in the flange. 8. The necessary necessary fire fighting gear and and sufficient sufficient absorbent absorbent pads pads are to be kept kept near the the manifold. 9. There should should be adequate adequate means means of communication communication between between manifold, manifold, the person person taking taking sounding, the Chief Engineer and Officer on duty. 10. Hand Sign to be follow and understand understand as per Hand Sign Poster between Barge Barge and Shop. 11. Also there should be direct communication communication between between the barge and the ship. 12. The bunkering to be started only only after Chief Engineer verbal verbal confirmation. confirmation. 13. During bunkering bunkering a continuous watch to be maintained 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 pressure at the manifold is not to exceed the limits directed directed by Chief Engineer. 16. The sampling of the bunker oil is to be continued continued throughout the bunkering. bunkering. 17. At completion all the tanks tanks to be sounded. sounded. 18. A check of H2S content to be carried out of the barge's barge's F.O. 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 Tank with bilge pump. 5. F.O. Sludge Tank Tank and Separator Oil Tank are to be discharged ashore when full and as arranged by the C/E.



27

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.



28

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 ship’s 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



29

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 IMO’s 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.


IMO & Maritime Convention 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)


30


31

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



32

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.



33

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.



34

-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 doesn’t 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.



35

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 (Lloyd’s 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 ship’s 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 ship’s 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?


IMO & Maritime Convention ●

●

36

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 ship’s hull structure and essential engineering systems is codified in the International Convention for the Safety of Life at Sea (SOLAS).



37

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 vessel’s 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. 2. 3. 4.

American Bureau of Shipping (ABS) Bureau Veritas (BV) China Classification Society (CCS) Croatian Register of Shipping (CRS) [2]



38

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 ship’s 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 ship’s 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)



39

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 ship’s 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.


IMO & Maritime Convention 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.


40


41

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



42

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 Ship’s 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 ship’s 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.



43

c) During detention, vessel’s 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 Country’s 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 (1 st 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. WHO’s International health Regulation 3. International Medical Guide for Ships 4. IMO’s Medical First Aid Guide 5. IMO’s 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. WHO’s 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 μg/l), copper (2000 μg/l), cadmium (3μg/l ), iron (200μg/l ), nickel (70μg/l ), zinc (3000μg/l ), Legionella (<100 cfu/100ml). [legend: 1ppm = 1mg/l, 100μg/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)


44

IMO & Maritime Convention 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.


45


46

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 ship’s 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 company’s 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 © Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in

IMO & Maritime Convention 1. 2. 3. 4. 5. 6. 7.

47

He/she is the leader of support team. Arranges shore based support. Provides technical advice to master and chief engineer. Responsible for arranging shore based support in case of emergency. To prepare safe working conditions for all critical jobs being conducted on-board. Class survey. 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.)



48

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 Convention’s 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. © Sumit Narayan (7721) | Marine Lounge | marinelounge.blogspot.in


49

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)



50

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 ?



51

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.



52

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 ship’s 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 ?



53

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 ship’s 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.



54

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



55

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.



56

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 ship’s 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, vessel’s 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 Country’s 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



57

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.



58

The survey items of CMS specified may be overhauled and examined according to the ship’s 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 ship’s 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



59

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 8 th September 2017. Annex I prevention of pollution by oil & oily water Annex II control of pollution by noxious liquid substances in bulk



60

Annex III Annex IV Annex V Annex VI

prevention of pollution by harmful substances carried by sea in packaged form pollution by sewage from ships pollution by garbage from ships 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.



61

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.



62

(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.


IMO & Maritime Convention ● ● ● ●

63

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)



64

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 ship’s 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.



65 Appendix I Hot Work Permit




66

IMO & Maritime Convention Appendix II Document of Compliance (DOC)


67



68

IMO & Maritime Convention Appendix III Safe Manning Certificate (SMC)


69



70


71 Appendix IV Bunker Checklist


IMO and MC Notes

Recommend Documents