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List of Certificates and Documents required on Board Ships


Only certificates and documents required by international conventions and mandatory codes are listed. In addition Port and Flag States might have more extended requirements.

This list has been prepared using the best information currently available. The information provided is intended purely as guidance; there use is at the users own risk.

  1. SOLAS 74

A) Reg.I/12

  1. Passenger Ship Safety Certificate                –  (Vessels carrying more than 12 Passengers
  2. Cargo Ship Safety Construction Certificate   – (Cargo Vessels ≥ 500 GT )
  3. Cargo Ship Safety Equipment Certificate      – (Cargo Vessels ≥ 500 GT )
  4. Cargo Ship Safety Radio Certificate              – (Cargo Vessels ≥ 300 GT )
  5. Cargo Ship Safety Certificate                       – (Cargo Vessels ≥ 500 GT )
  6. Exemption Certificate      – (Cargo Vessels ≥ 500 GT )/ Passenger Vessels


S O L A S C H A P T E R I X – Management for the safe operation of ships

Chapter IX Management for the safe operation of ships

1 Definitions

2 Application

3 Safety management requirements

4 Certification

5 Maintenance of conditions

6 Verification and control


Management for the safe operation of ships Introduction

This chapter contains the provisions of Annex IX to the International Convention for the Safety of Life at Sea (SOLAS) 1974, as amended, and associated Protocols and Codes. The provisions of this chapter shall apply to all Danish and foreign passenger ships engaged in domestic voyages between Danish ports. Furthermore, the provisions of this chapter shall apply to Danish and foreign ships engaged in domestic voyages between Danish ports in sea areas A and B in pursuance of Regulation (EC) No. 336/2006 of the European Parliament and of the Council of 15 February 2006 on the implementation of the International Safety Management Code within the Community and repealing Council Regulation (EC) No. 3051/95.

Regulation 1


1 For the purpose of this chapter, unless expressly provided otherwise:

2 “International Safety Management (ISM) Code” means the International Management Code for the Safe Operation of Ships and for Pollution Prevention adopted by the Organization by resolution A.741(18), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I.

3 “Company” means the owner of the ship or any other organization or person such as the manager, or the bareboat charterer, who has assumed the responsibility for operation of the ship from the owner 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 “High-speed craft” means a craft as defined in regulation I/2.6.

5 “Document of Compliance (DOC)” means a document issued to a shipping company that complies with the requirements of the ISM Code.1

6 “Safety Management Certificate (SMC)” means a certificate issued to a ship stating that the shipping company and its ship are operated in accordance with the approved Safety Management System (SMS).

Regulation 2 Application

1 This chapter applies to passenger ships, including high-speed passenger craft.

2 This chapter does not apply to government-operated ships used for non-commercial purposes.

Regulation 3 Safety management requirements

1 The company and the ship shall comply with the requirements of the International Safety Management Code.

2 The ship shall be operated by a company holding a Document of Compliance referred to in regulation 4.

Regulation 4 Certification

1 A Document of Compliance shall be issued to every company which complies with the requirements of the International Safety Management Code. This document shall be issued by the Administration, by an organization recognised by the Administration, or at the request of the Administration by another Contracting Government. A Document of Compliance is valid for a period of five years from the date of issue provided that an audit is carried out each year by the Administration or by an organization recognised by the Administration. Every five years the document shall be renewed.

2 A copy of the Document of Compliance shall be kept on board the ship in order that the master can produce it on request for verification.

3 A Certificate, called a Safety Management Certificate, shall be issued to every ship by the Administration or an organization recognized by the Administration. The Administration or organization recognized by it shall, before issuing the Safety Management Certificate, verify that the company and its shipboard management operate in accordance with the approved safety-management system. A Safety Management Certificate is valid for a period of five years from the date of issue provided that an audit is carried out at least once during this period by the Administration or by an organization recognised by the Administration. Every five years the document shall be renewed.

Regulation 5 Maintenance of conditions

The safety management system shall be maintained in accordance with the provisions of the International Safety Management Code.

Regulation 6 Verification and control

1 The Administration, another Contracting Government at the request of the Administration or an organization recognized by the Administration shall periodically verify the proper functioning of the ship’s safety management system.

2 In cases of change of flag State or company, special transitional arrangements shall be made in accordance with the guidelines developed by the Organization.


The ISM Code – Resolution A 741 (18)


RECALLING Article 15 (j) of the Convention on the International Maritime Organization concerning the functions of the Assembly in relation to regulations and guidelines concerning maritime safety and the prevention and control of marine pollution from ships,

RECALLING ALSO resolution A.680(17), by which it invited Member Governments to encourage those responsible for the management and operations of ships to take appropriate steps to develop, implement and assess safety and pollution-prevention management in accordance with the IMO Guidelines on Management for the Safe Operation of Ships and for Pollution Prevention,

RECALLING ALSO resolution A.596(15), by which it requested the Maritime Safety Committee to develop, as a matter of urgency, guidelines, wherever relevant, concerning shipboard and shore-based management, and its decision to include in the work program of the Maritime Safety committee and the Marine Environment Protection Committee an item on shipboard and shore-based management for the safe operation of ships and for the prevention of marine pollution, respectively,

RECALLING FURTHER resolution A.441(XI), by which it invited every State to take the necessary steps to ensure that the owner of a ship which flies the flag of the State provides such State with the current information necessary to enable it to identify and contact the person contracted or otherwise entrusted by the owner to discharge his responsibilities for that ship in regard to matters relating to maritime safety and the protection of the marine environment,

RECALLING FURTHER resolution A.443(XI), by which it invited Governments to take the necessary steps to safeguard the shipmaster in the proper discharge of his responsibilities in regard to maritime safety and the protection of the marine environment,

RECOGNIZING the need for appropriate organization of management to enable it to respond to the need of those on board ships to achieve and maintain high standards of safety and environmental protection,

RECOGNIZING ALSO that the most important means of preventing maritime casualties and pollution of the sea from ships is to design, construct, equip and maintain ships and to operate them with properly trained crews in compliance with international conventions and standards relating to maritime safety and pollution prevention,

NOTING that the Maritime Safety Committee is developing requirements for adoption by Contracting Governments to the International Convention for the Safety of Life at Sea (SOLAS), 1974, which will make compliance with the Code referred to in operative paragraph 1 mandatory,

CONSIDERING that the early implementation of that Code would greatly assist in improving safety at sea and protection of the marine environment,

NOTING FURTHER that the Maritime Safety Committee and the Marine Environment Protection Committee have reviewed resolution A.680(17) and the Guidelines annexed thereto in developing the Code,

A 18/Res.741 2

HAVING CONSIDERED the recommendations made by the Maritime Safety Committee at its sixty-second session and by the Marine Environment Protection Committee at its thirty-fourth session.

1. ADOPTS the International Management Code for the Safe Operation of Ships and for Pollution Prevention (International Safety Management (ISM) Code), set out in the annex to the present resolution;

2. STRONGLY URGES Governments to implement the ISM Code on a national basis, giving priority to passenger ships, tankers, gas carriers, bulk carriers and mobile offshore units which are flying their flags, as soon as possible but no later than 1 June 1998, pending development of the mandatory application of the Code;

3. REQUESTS Governments to inform the Maritime Safety Committee and the Marine Environment Protection Committee of the action they have taken in implementing the ISM Code;

4. REQUESTS the Maritime Safety Committee and the Marine Environment Protection Committee to develop Guidelines for the implementation of the ISM Code;

5. REQUESTS ALSO the Maritime Safety Committee and the Marine Environment Protection Committee to keep the Code and its associated Guidelines under review and to amend them as necessary;

6. REVOKES resolution A.680(17).

A 18/Res.741 3 Annex





  1. 1  GENERAL1.1 Definitions
    1.2. Objectives
    1.3 Application
    1.4 Functional requirements for asafety-management system (SMS)

A 18/Res.741 4

1. The purpose of this Code is to provide an international standard for the safe management and operation of

ships and for pollution prevention.

2. The Assembly adopted resolution A.443(XI), by which it invited all Governments to take the necessary steps to safeguard the shipmaster in the proper discharge of his responsibilities with regard to maritime safety and the protection of the marine environment.

3. The Assembly also adopted resolution A.680(17), by which it further recognized the need for appropriate organization of management to enable it to respond to the need of those on board ships to achieve and maintain high standards of safety and environment protection.

4. Recognizing that no two shipping companies or shipowners are the same, and that ships operate under a wide range of different conditions, the Code is based on general principles and objectives.

5. The Code is expressed in broad terms so that it can have a widespread application. Clearly, different levels of management, whether shore-based or at sea, will require varying levels of knowledge and awareness of the items outlined.

6. The cornerstone of good safety management is commitment from the top. In matters of safety and pollution prevention it is the commitment, competence, attitudes and motivation of individuals at all levels that determine the end result.


1.1 Definitions

1.1.1 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.

1.1.2 Company means the owner of the ship or any other organization or person such as the manager, or the bareboat charter, who has assumed the responsibility for operation of the ship from the shipowner and who on assuming such responsibility has agreed to take over all the duties and responsibility imposed by the Code.

1.1.3 Administration means the Government of the State whose flag the ship is entitled to fly.

A 18/Res.741 5

1.2 Objectives
1.2.1 The objectives of the Code are to ensure safety at sea, prevention of human injury or loss of life, and

avoidance of damage to the environment, in particular to the marine environment, and to property.

  1. 1.2.2  Safety-management objectives of the Company shouldin, ter alia:
    1. .1  provide for safe practices in ship operation and a safe working environment;
    2. .2  establish safeguards against all identified risks; and
    3. .3  continuously improve safety-management skills of personnel ashore and aboard ships, including preparing for emergencies related both to safety and environmental protection.
  2. 1.2.3  The safety-management system should ensure:
    1. .1  compliance with mandatory rules and regulations; and
    2. .2  that applicable codes, guidelines and standards recommended by the Organization, Administrations, classification societies and maritime industry organizations are taken into account.

1.3 Application

The requirements of this Code may be applied to all ships.

1.4 Functional requirements for a safety-management system (SMS)

Every Company should develop, implement and maintain a safety-management system (SMS), which includes the following functional requirements:

  1. .1  a safety and environmental-protection policy;
  2. .2  instructions and procedures to ensure safe operation of ships and protection of theenvironment in compliance with relevant international and flag State legislation;
  3. .3  defined levels of authority and lines of communication between, and amongst, shore and shipboard personnel;
  4. .4  procedures for reporting accidents and non-conformities with the provisions of this Code;
  5. .5  procedures to prepare for and respond to emergency situations; and
  6. .6  procedures for internal audits and management reviews.


2.1 The Company should establish a safety and environmental-protection policy which describes how the objectives given in paragraph 1.2 will be achieved.

A 18/Res.741 6

2.2 The Company should ensure that the policy is implemented and maintained at all levels ohfet organization, both ship-based as well as shore-based.


3.1 If the entity who is responsible for the operation of the ship is other than the owner, the owner must report

the full name and details of such entity to the Administration.

3.2 The Company should define and document the responsibility, authority and interrelation of all personnel who manage, perform and verify work relating to and affecting safety and pollution prevention.

3.3 The Company is responsible for ensuring that adequate resources and shore-based support are provided to enable the designated person or persons to carry out their functions.


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 applies, as required.


  1. 5.1  The Company should define and document the master’s responsibility with regard to:
    1. .1  implementing the safety and environmental-protection policy of the Company;
    2. .2  motivating the crew in the observation of that policy;
    3. .3  issuing appropriate orders and instructions in a clear and simple manner;
    4. .4  verifying that specified requirements are observed; and
    5. .5  reviewing the SMS and reporting its deficiencies to the shore-based management.
  2. 5.2  The Company should ensure that the SMS operating on board the ship contains a clear statement

emphasizing the master’s authority. The Company should establish in the SMS that the master has the overriding authority and the responsibility to make decisions with respect to safety and pollution-prevention and to request the Company’s assistance as may be necessary.

A 18/Res.741 7


  1. 6.1  The Company should ensure that the master is:
    1. .1  properly qualified for command;
    2. .2  fully conversant with the Company’s SMS; and
    3. .3  given the necessary support so that the master’s duties can be safely performed.
  2. 6.2  The Company should ensure that each ship is manned with qualified, certificated and medically fit

seafarers in accordance with national and international requirements.

6.3 The Company should establish procedures to ensure that new personnel and personnel transferred to new assignments related to safety and protection of the environment are given proper familiarization with their duties. Instructions which are essential to be provided prior to sailing should be identified, documented and given.

6.4 The Company should ensure that all personnel involved in the Company’s SMS have an adequate understanding of relevant rules, regulations, codes and guidelines.

6.5 The Company should establish and maintain procedures for identifying any training which may be required in support of the SMS and ensure that such training is provided for all personnel concerned.

6.6 The Company should establish procedures by which the ship’s personnel receive relevant information on the SMS in a working language or languages understood by them.

6.7 The Company should ensure that the ship’s personnel are able to communicate effectively in the execution of their duties related to the SMS.


The Company should establish procedures for the preparation of plans and instructions for key shipboard operations concerning the safety of the ship and the prevention of pollution. The various tasks involved should be defined and assigned to qualified personnel.

8.1 The Company should establish procedures to identify, describe, and respond to potential emergency

shipboard situations.

  1. 8.2  The Company should establish programmes for drills and exercises to prepare for emergency actions.
  2. 8.3  The SMS should provide for maesures that the Company’s organization can respond at any time to

hazards, accidents and emergency situations involving its ships.

A 18/Res.741 8


9.1 The SMS should include procedures ensuring that non-conformities, accidents and hazardous situations are reported to the Company, investigated and analyzed with the objective of improving safety and pollution prevention.

9.2 The Company should establish procedures for the implementation of rcroective action. 10 MAINTENANCE OF THE SHIP AND EQUIPMENT

10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.

  1. 10.2  In meeting these requirements, the Company should ensure that:
    1. .1  inspections are held at appropriate intervals;
    2. .2  any non-conformity is reported, with its possible cause, if known;
    3. .3  appropriate corrective action is taken; and
    4. .4  records of these activities are maintained.
  2. 10.3  The Company should establish procedures in its SMS to identify equipment and technical systems the

sudden operational failure of which may result in hazardous situations. The SMS should provide for specific measures aimed at promoting the reliability of such equipment or systems. These measures should include the regular testing of stand-by arrangements and equipment or technical systems that are not in continuous use.

10.4 The inspections mentioned in 10.2 as well as the measures referred to in 10.3 should be integrated into the ship’s operational maintenance routine.

11.1 The Company should establish and maintain procedures to control all documents and data which are

relevant to the SMS.
11.2 The Company should ensure that:

  1. .1  valid documents are available at all relevant locations;
  2. .2  changes to documents are reviewed and approved by authorized personnel; and
  3. .3  obsolete documents are promptly remoevd.

A 18/Res.741 9

11.3 The documents used to describe and implement the SMS may be referred to as the Safety Management Manual. Documentation should be kept in a form that the Company considers most effective. Each ship should carry on board all documentation relevant to that ship.

12.1 The Company should carry out internal safety audits to verify whether safety and pollution-prevention

activities comply with the SMS.

12.2 The Company should periodically evaluate the efficiency of and, when needed, review the SMS in accordance with procedures established by the Company.

12.3 The audits and possible corrective actions should be carried out in accordance with documented procedures.

12.4 Personnel carrying out audits should be independent of the areas being audited unless this is impracticable due to the size and the nature of the Company.

12.5 The results of the audits and reviews should be brought to the attention of all personnel having responsibility in the area involved.

12.6 The management personnel responsible for the area involved should take timely corrective action on deficiencies found.

13.1 The ship should be operated by a Company which is issued a document of compliance relevant to that ship.

13.2 A document of compliance should be issued for every Company complying with the requirements of the ISM Code bye the Administration, by an organization recognized by the Administration or by the Government of the country acting on behalf of the Administration in which the Company has chosen to conduct its business. This document should be accepted as evidence that the Company is capable of complying with the requirements of the Code.

13.3 A copy of such a document should be placed on board in order that the master, if so asked, may produce it for the verification of the Administration of organizations recognized by it.

13.4 A certificate, call a Safety Management Certificate, should be issued to a ship by the Administration or organizations recognized bye the Administration. The Administration should, when issuing the certificate, verify that the Company and its shipboard management operate in accordance with the approved SMS.

13.5 The Administration or an organization recognized by the Administration should periodically verify the proper functioning of the ship’s SMS as approved.


Competency Topics :

Includes 2nd Mate (PG), Mate (FG), and the following: 
1. Knowledge of SOLAS Chapter IX, Resolution 741(18).


2. Knowledge of General aspects, Resolution 787(19).


3. Knowledge of details of certificates required on a passenger, bulk, oil chemical or gas carrier, the convention to which the certificates belong to. Damage control plans. Provision and display of maneuvering information on board.


4. Knowledge of Fire Appliance :— Maintenance and ready availability, fire control plan, fire drills. fixed lire fighting system, various FFA and its usage


5. Knowledge of functional requirements, Radio installation, Radio personnel and Radio records. Avoidance of false distress alerts.


6. Knowledge of Muster list and emergency instructions, drills, on board maintenance, Operational readiness, MERSER mannual. Various LSA and i. usage.


7. Knowledge of Distress Messages.—Obligation and procedures. Mantling, Ice Navigation, Collision Regulations, Ships Reporting System. Navigation in special areas such as straits of Malacca and Singapore, English Channel, Entrances to the Baltic sea. Offshore installation and structures. Avoidance of dangerous situation in following and quartering sea. Aspects of ship handling with or without tugs. Anchoring and berthing vessel under the Influence of tide and wind. Piracy and Armed Robbery against ships. Stow away. National and International obligation following collision, grounding. Methods of refloating and surveys subsequent to refloating. Abandoning snip, survival procedures. Precaution when beaching.


8. Knowledge Of provisions for ship carrying Liquid Chemical in bulk. Liquid gas in bulk. Solid bulk cargoes with chemical • properties that may entail hazard during transport. Grain in bulk. Carriage of dangerous packaged goods. Care of cargo : Hague rule, Hague Visby Rules, Hamburg Rules, Containerisation and Multi-Modal Transport.


9. Knowledge of provisions of MARPOL 73/78, Requirement for reporting incidents involving dangerous goods, harmful’ sub-stances and/or marine pollutants. National and international Liability for oil pollution. International compensation fund.


10. Knowledge of safety measures helicopter operations on ships. National and International provision on Registration of ships. Official log books and its maintenance. National provision on Shipping casualties, Investigation and Inquiries, Salvage(LOF 95). Towage.

Damage Stability

A damage stability criterion varies from ship to ship and the requirement for the same is given in SOLAS chapter II-1. It may be single compartment flooding, multi compartment flooding, engine room flooding etc.

Under all the criteria as applicable, vessel margin line should not be submerged after the damage. Margin line is an imaginary line drawn 76mm below the free board deck.


          Basic Pre-Departure Checks

  • Longitudinal Strength – Load Line
  • Intact Stability – Load Line
  • Damage Stability
  • Oil Tankers – Marpol Annex 1, reg 25
  • Gas Tankers – IGC Code, Chapter 2
  • Chemical Tankers – IBC Code, Chapter 2


  • Approved Stability Information

– Intact loading Conditions

– Damage Calculations

  • Certification

-Oil Tankers – IOPP Certificate and Form B

-Gas Tankers – Certificate of Fitness

-Chemical Tankers – Certificate of Fitness


IGC and IBC Certificates of Fitness:

That the ship must be loaded:

.1 in accordance with the loading conditions provided in the approved loading manual, stamped and dated ……………………………………………………. and signed by a responsible officer of the Administration, or of an organization recognized by the Administration; or

.2 in accordance with the loading limitations appended to this Certificate.

Where it is required to load the ship other than in accordance with the above instruction, then the necessary calculations to justify the proposed loading conditions should be communicated to the certifying Administration who may authorize in writing the adoption of the proposed loading condition.

IACS Resolutions • UR L5 “Onboard Computers for Stability Calculations”; Typical Stability Approval at Build


  • Intact stability information booklet

–Contains sample intact loading conditions.

–On approval, these intact loading conditions are themselves deemed to be “approved” for use.

  • Damage stability appraisal

–Usually a separate submission

–Demonstrates only that the approved intact loading conditions will survive the extent of damage required by the applicable Convention or Code, and achieve the minimum residual stability standard.

In this approach damage is applied directly to the approved intact loading conditions on a case by case basis. The results, and the approval, is therefore conditional upon the assumption that the following parameters remain unchanged in the loaded vessel, otherwise damage results may be adversely affected :

  • Cargo SG
  • Draught and or Trim
  • Empty/Part Filled Cargo Tanks
  • Cargo or Ballast Distribution
  • Use of Deck Tanks


Various Damage Conditions:

5 7 4 3 2 6 1



damage stability book

This example of a damage stability appraisal for a coastal tanker shows the typical scale of peak residual GZ values for each loading condition in the final column.



For all loading conditions, the initial metacentric height and the righting lever curve should be corrected for the effect of free surfaces of liquids in tanks. Superstructures and deckhouses not regarded as enclosed can be taken into account in stability calculations up to the angle at which their openings are flooded.

Full compliance with residual stability criteria must be achieved before any such point becomes immersed. When determining the righting lever (GZ) of the residual stability curve, the constant displacement (lost buoyancy) method of calculation should be used .


Operational documentation: loading and stability information booklet (stability booklet), Damage Control Plan; and Damage Control Booklet 2).


damage stability



Direct calculation onboard (Stability software)

Stability software installed onboard should cover all stability requirements (intact and damage) applicable to the ship.

a) Type 2: Checking intact and damage stability on basis of a KG/GM limit curve(s) or previously approved loading conditions; and

b) Type 3: Checking intact and damage stability by direct application of pre-programmed damage cases for each loading condition, including capability for calculation of intermediate damage stages.

The software should be approved by the classification society. The software is not a substitute for the approved stability documentation, but used as a supplement to facilitate stability calculations. Sufficient damages, taking into account lesser damages, and variation of draft, cargo density, tank loading patterns and extents of tank filling should be performed to ensure that for any possible loading condition the most onerous damages have been examined according to relevant stability criteria.


The verification of KG/GM limit curves should be conducted without any free surface correction. The actual loading condition uses the free surface correction when comparing actual and allowable KG values. It is to be noted that any change of filling level, draught, trim, cargo density might have a major influence to the results of a damage case; therefore the following items should be considered carefully for the calculation of the KG/GM limit curves:

a) Intact and damage stability criteria applicable to the vessel;

b) The maximum required damage extent and lesser extents of damage which provide the most severe damage cases;

c) Draught range of the vessel (up to tropical freeboard if required);

d) Trim range of the vessel (see paragraph 6.6);

e) Full and empty cargo tanks;

f) Partially filled cargo tanks (consideration of increments as necessary);

g) Minimum tank fillings in tonnes if required;

General documents and supporting information

.1 lines plan, plotted or numerically;

.2 hydrostatic data and cross curves of stability (including drawing of the buoyant hull);

.3 definition of watertight compartments with moulded volumes, centres of gravity and permeability;

.4 layout plan (watertight integrity plan) for the watertight compartments with all internal and external opening points including their connected sub-compartments, and particulars used in measuring the spaces, such as general arrangement plan and tank plan;

.5 Stability Booklet/Loading Manual including at least fully loaded homogeneous condition at summer load line draught (departure and arrival) and other intended operational conditions;

.6 coordinates of opening points with their level of tightness (e.g., weathertight, unprotected) 2), including reference to the compartment that the opening is connected to.

.7 watertight door location;

.8 cross and down flooding devices and the calculations thereof according to resolution MSC.245(83) with information about diameter, valves, pipe lengths and coordinates of inlet/outlet. Cross/down flooding should not be considered for the purpose of achieving compliance with the stability criteria (see also paragraph 9.2);

.9 pipes in damaged area when the breaching of these pipes results in progressive flooding (see paragraph 10.1);

.10 damage extents and definition of damage cases; and

.11 any initial conditions or restrictions which have been assumed in the derivation of critical KG or GM data, and which must therefore be met in service

Damage Control Plan

For passenger and dry cargo ships for which a damage stability calculation is to be performed a Damage Control Plan is to be prepared, containing the following information if applicable and partly beyond the requirements of MSC/ Circ. 919:

✓ ship’s name ✓ Shipyard and hull no. ✓ Class-register-no, Character of Classification and damage stability marking ✓ principal dimensions ✓ permissible number of persons to be carried ✓ subdivision index R ✓ main and local watertight subdivision ✓ numbering of compartments ✓ frame numbers and spacing ✓ penetration lines (e.g. B/5 or 760 mm-line) in each deck view ✓ simplified instructions in case of damage in order to prevent progressive flooding ✓ emergency exits ✓ watertight door location with control stations ✓ position of weathertight and unprotected opening points ✓ pipes in damaged area when the destruction of these pipes results in progressive flooding ✓ valves at bulkheads penetrations ✓ cross- and down flooding arrangement ✓ permanent solid or liquid ballast or min./max. q

Damage Control Booklet

In addition to the aforementioned, booklets shall be made available according to MSC/Circ. 434 and MSC/Circ. 919 containing the following information:

✓ introduction and description of this manual ✓ principal dimensions and main data ✓ stability limiting values (VCG/GM limit curve) ✓ ship’s watertight arrangement ✓ position of watertight doors and hatches with ✓ information about operational instructions ✓ position of all weathertight and unprotected openings ✓ piping arrangement incl. available pumps and ✓ valve arrangement ✓ cross- and downflooding arrangement ✓ summary of the damage stability calculation with description of the analysis concept and damage stability criteria ✓ information of the damage control locations ✓ position of sounding devices

The main purpose of such a document is to stipulate appropriate action in case of damage. The chapter for damage control should include information such as:

• workflow of damage scenario • closing of watertight and weathertight openings • check of the extent of damage and sounding of compartments • use of pumps • use of loading computer • liquid transfer operations • information to external authorities and emergency response group The booklet should be supplemented with copies of the general arrangement plan, tank capacity plan and piping diagram as well as information about used abbreviations and the definition of the co-ordinate system.



ETAS (Emergency Technical Assistance Service)

ETAS is an emergency service which assists ship owners and their representatives ensure ship safety and prevent or minimize the effects of marine pollution in the event of a serious ship casualty such as stranding, collision or explosion. Working closely with the owner and salvage team, the ETAS team is often the brains behind the brawn, making sure that the salvage operations don’t make the situation worse, or minimizing any necessary negative impact.

Preparing for a crisis starts with registering for the ETAS service. At this time all the relevant data of the ships registered for the PrimeShip-ETAS service are stored in a database for easy retrieval in order to be able compute the damage stability and the impact of damage on for example, longitudinal strength in case of an emergency. Technical advice can then be provided as to the best course of action that may be taken to secure the safety of the vessel. In the case of an emergency, the ship/client should contact the ETAS team as soon as possible after the incident. The team takes the information provided by the ship and uses it together with the data previously registered in the database to make the necessary computations. Technical advice is then provided concerning transfer or off-loading of cargo, fuel or ballast if necessary, as well as any necessary temporary repairs so that the Master and crew of the damaged ship can respond to the emergency as quickly and effectively as possible.

An ETAS team of highly trained specialists including experienced surveyors, naval architects, master mariners and chief engineers stand ready to respond to any client request 24 hours a day, 365 days a year, as time is often a critical factor in crisis management.

ETAS complies with the relevant requirements set forth in the “Shipboard Oil Pollution Emergency Plan” required by the amended Annex I of MARPOL 73/78 as well as the “Vessel Response Plan” required for oil tankers entering any U.S. port as stipulated in the provisions of the US Oil Pollution Act of 1990 (OPA 90).







Aims: The aims of this course are to prepare a student to appear for the examinations of Certificate of Competency as Master of a Foreign going Ship 1.2.

Objectives: This course covers the contents of Appendix M-II/3A of META Manual Vol. II.


  1. Indian Merchant Shipping Act

a)Registration of ships: The certificate of registry and its legal significance.

b) Engagement, discharge and management of crew. Manning scales and certification. Contracts of employment, wages and other remuneration, advances, allotments, payment into bank accounts. Descriptions, deceased seamen, engagement of substitutes, repatriation, assisting and repatriating Indian seamen, distressed abroad.

c) The official log book and the law relating to entries. Offences relating to misconduct, to endangering ship and against persons on board. Discipline and treatment of disciplinary offences. Civil liability for certain offences. Trade disputes involving seamen. The official log book entries and records in freeboard draft and allowances.

d) Crew accommodation. Hygiene of the ship and welfare of the crew. Outline knowledge of the regulations relating to medical stores, inspection and reports. Fresh water and provisions. Procedures in cases of infectious disease, illness or accidents. Maritime declarations of health. Port health requirements. international agreements and measures to prevent the spread of disease by shipping.

e) The safety of the ship, crew and passengers.

Assistance of vessels in distress and salvage. Master’s duties in the case of collision or any other accident. Master’s role in collecting evidence after an accident. Lodging protests etc. inquiries and investigation.

f) The law relating to the reporting of ice, derelict, tropical revolving storms and other dangers to navigation.

g) Outline knowledge of the rules made under the Merchant Shipping Act.


2. Documentation: 

Certificates and other documents required to be carried on Passenger ships, tankers, Gas carriers, Chemical carriers, Car/Truck carriers, Bulk carriers. Procedures to obtain the above mentioned certificates and the period of their validity. Other Trading certificates (Suez and Panama Canal certificate, CFR) that are required to be carried on board

3. Custom house procedures: inward and outward clearance, Immigration clearance, quarantine clearance (FAL Convention).

 4. Methods of dealing with stowaways, hijacking of ships, armed robbery /piracy, smuggling and other custom offences, drug and alcohol policy and its enforcement.

5. Master- Pilot relationship: Exchange of information, responsibilities. Compulsory and optional pilotage. Bridge Team Management while under pilotage, legal implications if an incident occurs when under pilotage.

 6. Economics of sea transport theory of international trade, general structure of shipping industry relationship between ship—owner, agent, steVedore, charterer, shipper and broker. Detailed knowledge of voyage estimates including cargo calculations involving deadweight, load line zones, consumables and constants taking into account various charges, receipts and establishing economic viability.

7. A general knowledge of shipping practice and documents With particular reference to charter parties and its Main clauses, bills of lading and its Main clauses and mates receipts for various types of ships and trades including tanker practice, meaning of the terms used in chartering practice such as AFRA, WORLDSCALE, INCOTERMS .An understanding of the main clauses in a contract of affreightment including freight, deviation, always afloat, ice, lay days, demurrage and dispatch including calculations involving lay days, charter party, etc. The law relating to the carriage of cargo and ship-owners’, liabilities and responsibilities. Protests, cargo surveys, certificates of seaworthiness. Hague rules, Hague – Visby rules, Hamburg rules, Rotterdam Rules, COGSA, Multimodal Transport Act. Handling of claims and disputes related to Charter parties.

8. Outline knowledge of the expressed and implied conditions and statutory terms contained in a contract of marine insurance. Institute clauses. An understanding of principles and practice of the terms; particular average, general average. Procedure at a port of refuge. Lloyd’s agents. Average adjusters. P & I clubs, LOF 2000, LOF 2011, Scopic clause. Warranties, CLC, Fund convention, York~Antwerp rules.

9. International institutions: IMO, ILO, WHO, ISF, IACS, BlMCO, lCS, OCIMF, SlGTTO, INTERTANKO, INTERCARGO, WTO, lMCA, IFSMA, WMU, [ML] and classification societies.

10. Latest changes in national and international maritime legislation pertaining to SOLAS, MARPOL, Load line and STCW.

11. Control procedures: Classification surveys, Flag State Control, Port State Control, Charterer’s vetting inspections, inspections by port terminal authorities, Condition surveys. Port State Control: Working and targeting by various MOUs; “Clear grounds” to conduct detailed inspection; identification of sub standard ships; “Detention” of ships. Common deficiencies observed as reported by the various MOUS annually.

12. Principles and practice of modern ship management – ISPS Code, ISM Code, methods to prevent human errors on ship, Human Resource Development.

13. Casualty investigation Code (Guidelines on fair treatment of seafarers in event of a maritime accident). Criminalisation of seafarers: Seafarers Rights under a Casualty investigation. Case Studies. Reporting procedures for Incidents. Writing Reports.

14. Musters and drills, distress/urgency/safety messages. Avoidance of False distress alerts and action in case of false distress alert.Search and Rescue, steps to be taken when disabled & in distress, assisting a ship or aircraft in distress. IAMSAR.

15. Place of refuge procedures. Wreck, Salvage and their legal implications.

16. Lighterage operations, Ocean Towing. Duties and responsibilities of Towing & Towed vessel, Communications and exchange of information between towing and towed vessel, Emergency Towing arrangements; Maritime Assistance Service on Indian coast (when applicable).

17. Emergency Response Procedures: Fire in Port”& at Sea, grounding, collision, collision mats, Pollution, Flooding, Engine failure, Listing, Beaching, Steering failure, refloating of vessel. Man-overboard, Helicopter Rescue Operation; Leakages and spills of dangerous cargo; Rescue of victims from enclosed spaces; Rescue of Survivors from another vessel or sea .

18. Case Studies: (Recent casualties such as MSC Chitra and Khalijia 3, M. V. Tosa, Hebei Spirit and Samsung crane barge, Herald of Free Enterprise, Cosco Busan)

19. Anchoring & Berthing under the effect of tide / wind in shallow / deep waters, use of Anchors, squat, interaction between ships / shore, transverse Thrust & turning the ship short round, pivot point, dragging / dredging anchors; Different types of tugs and use/limitation of each; Berthing with/ without tugs under various conditions of wind, current and tide. Effectiveness of bow and stern thrusters.

 20. Manoeuvering and handling of ship in all conditions; Ship’s maneuvering characteristics; Wheelhouse poster; Emergency stopping manoeuvres, crash stop, rudder cycling, Synchronous rolling, Parametric rolling, wind healing criteria for high freeboard ships; Picking up Pilot; Manoeuvering in and near Traffic Separation Schemes and VTS areas; STS Operations.

 21. Environmental Protection: Marpol Annexes / to Vl, SOPEP/SMPEP, Vessel Response Plan, oil record book. Ballast Water Management, OPA 90 & NPDES. (National Pollution Discharge Elimination System of USA.)

22. Operating in ice: Basic ship handling in ice, sighting of ice / open water, working through ice, navigation in ice. High latitude Navigation —_ procedures & precaution. Polar Code. effects of ice accretion on stability of vessel

23. Safety Management: Case studies on Risk Assessment; Managing Risk on board; Briefings /debriefings and too/box meetings; Case studies for Safety on deck in rough weather; On—board Training; incidents related to Enclosed Space Entry Procedures; Hot Work Procedures;

24. Damage Stability Criteria and Damage stability booklet Proper assessment of damage stability condition – using ETAS (Emergency Technical Assistance Service). provided ‘by classification societies. An understanding of the information required to be passed on for assessment of Damage Stability.

25. Weather Routeing and Voyage Planning; Procedures for 4 selection of an optimum route; Various weather routeing services available to shipping; Vessel Performance curves, hindcast charts;

26. Various ship plans used in Cargo Loading / discharging, dry 4 docking, Grounding, Dry-docking both intact and with damage; Preparation of Repair Specifications

27. COLREGS, related case studies and Interaction with participants .

28. Ship Recycling Convention: Hazardous Materials inventory,  Green Passport.

29. Global Warming and climate change, Greenhouse effect,  Carbon credit, Kyoto protocol,

30. Dangerous Goods: Recent amendments to IMDG code