MGMT 2 Power Point

MGMT2
2 ENGR. Oliver M.
nd
Padrique
THE MARITIME ACADEMY OF ASIA AND THE PACIFIC
Week No. 1
The International Safrty
Management Code for the
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Safe Operation of Ships

<< Maritime Introduction>>
and for Pollution

Prevention
The purpose of the International
Safety Management (ISMCode is to
provide an international
standard for the safe
management and operation of
ships and for pollution
prevention.
The Code's origins go back to the
late 1980s, when there was
mounting concern about poor
management standards in
shipping. Investigations into
accidents revealed major errors
on the part of management,
and in 1987 the IMO Assembly
adopted resolution A.596, which
aims is to called upon the Maritime
Safety Committee to develop
guidelines concerning shore-based
management to ensure the safe
operation of ro-ro passenger ferries.
Guidelines on implementation of the ISM
Code by Administrations
IMO recognized the need for uniform
implementation of the ISM Code. In
1995, the IMO Assembly adopted
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Guidelines on implementation of the

International Safety Management (ISM)
Code by Administrations (resolution
A.788
The resolution urged
Governments, when
implementing the ISM Code, to
adhere to the Guidelines, in
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particular with regard to the

validity of the Document of
Compliance and the Safety
Management Certificate
required by the ISM Code. It
also urged Governments to
request the companies
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concerned to apply for

certification under the ISM
Code as soon as possible;
to inform the Organization of any
difficulties they have experienced in
using these Guidelines, so that the
Maritime Safety Committee and the
Marine Environment Protection
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Committee could keep the annexed

Guidelines under review and to
amend them as necessary.
These Guidelines establish basic
principles for verifying that the SMS of a
Company responsible for the operation
of ships or the SMS for the ship or ships
controlled by the company complies
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with the ISM Code; and for the conduct

of verifications to issue the DoC and
SMC. The Guidelines are applicable to
Administrations.
Revised Guidelines were adopted by
resolution A.913 in 2001, and
subsequently by resolution A.1022,
adopted in December 2009,
resolution A.1071 in December
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2013, and revised Guidelines

adopted by resolution A.1118 with
effect from 6 December 2017.
Other provisions relevant to
SOLAS chapter IX and the ISM
Code include: Revised
guidelines for the operational
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implementation of the
International Safety
Management (ISM) Code by
companies (MSC-MEPC.7/Circ.8),
• Guidance on the qualifications,
training and experience
necessary for undertaking the
role of the designated person
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under the provisions of the ISM

Code Guidance on near-miss
reporting (MSC-MEPC.7/Circ.7),
Guidelines on maritime cyber
risk management (MSC-
FAL.7/Circ.3) Maritime cyber
risk management in safety
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management systems
(resolution MSC.428(98)).
IMO Assembly Resolution A.741(18) –
1993 ASSEMBLY, RECALLING Article
15(j) of the Convention on the
International Maritime Organization
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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,
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
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(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
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at sea and protection of the

marine environment,
NOTING FURTHER that the
Maritime Safety Committee and
the Marine Environment
Protection Committee have
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reviewed resolution A.680(17)

and the Guidelines annexed
thereto in developing the Code,
,HAVING CONSIDERED the
recommendations made by
the Maritime Safety
Committee at its sixty-
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second session and by the

Marine Environment
Protection Committee at its
1. ADOPTS the International
Management Code for the Safe
Operation of Ships and for
Pollution Prevention,
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(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,
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which are flying their flags, as soon as

possible but not later than 1 June
1998, pending development of the
mandatory applications of the Code;
3. REQUESTS GOVERNMENTS
to inform the Maritime Safety
Committee and the Marine
Environment Protection
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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
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develop Guidelines for the

implementation of the ISM Code;
5. REQUESTS ALSO the
Maritime Safety Committee and
the Marine Environment
Protection Committee to keep
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the Code and its associated

Guidelines, under review and to
amend them, as necessary;
6. REVOKES resolution
A.608). The International
Safety Management (ISM)
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Code Annex to IMO

Assembly Resolution
A.741(18) - 1993
PREAMBLE
1. The purpose of this Code is
to provide an international
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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
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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
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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.
4. Recognizing that no two
shipping companies or
shipowners are the same, and
that ships operate under a wide
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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
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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,
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attitudes and motivation of

individuals at all levels that
determines the end result.
1. GENERAL
1.1 Definitions
1.1.1 "International Safety
Management (ISM) Code" means the
International Management Code for
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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 Charterer, who has assumed
the responsibility for operation of the
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ship from the Shipowner and who on

assuming such responsibility has
agreed to take over all the duties and
responsibility imposed by the Code.
.
"Administration" means the
Government of the State whose flag
the ship is entitled to fly.
The objectives of the Code are to
ensure safety at sea, prevention of
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human injury or loss of life, and

avoidance of damage to the
environment, in particular, to the
marine environment, and to
Safety management objectives of the
Company should be the following:
• provide for safe practices in ship
operation and a safe working
environment; establish safeguards
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against all identified risks; and

continuously improve safety
management skills of personnel
ashore and aboard ships
preparing for emergencies
related both to safety and
environmental protection.
The safety and management
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system should ensure:

compliance with mandatory

rules and regulations; and that
applicable codes,
guidelines and standards
recommended by the
Organization,
Administrations, classification
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societies and maritime

industry organizations are
taken into account.
Application
The requirements of this Code may be
applied to all ships.
Functional requirements for a Safety
Management System (SMS)
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Every Company should develop, implement

and maintain a Safety Management System

(SMS) which includes the following
functional requirements:
.
a safety and environmental protection
policy; instructions and procedures to
ensure safe operation of ships and
protection of the environment in
compliance with relevant international
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and flag State legislation; defined

levels of authority and lines of
communication between, and amongst,
shore and shipboard personnel;
Personnel carrying out audits
should be independent of the
areas being audited unless
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this is impracticable due to

the size and the nature of the

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

personnel responsible for the

area involved should take timely
corrective action on deficiencies
The ship should be operated by a
Company which is issued a
document of compliance relevant
to that ship. A document of
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compliance should be issued for

every Company complying with
the requirements of the ISM Code
by the Administration
by an organization recognized
by the Administration or by
the Government of the
country, acting on behalf of
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the Administration in which

the Company has chosen to
conduct its business.
.A copy of such a document
should be placed on board in
order that the Master, if so
asked, may produce it for
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the verification of the

Administration or
organizations recognized by
CERTIFICATION, VERIFICATION AND
.
CONTROL
This document should be
accepted as evidence that
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the Company is capable of

complying with the
requirements of the Code.
A copy of such a document
should be placed on board in
order that the Master, if so
asked, may produce it for
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the verification of the

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

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

as approved.
Quiz NO.1
1. Meaning of ISM
2. In what year does the origin of the
ISM
3. In what year does the IMO
Assembly adopted the resolution
A.596
4. Wht is the purpose of the ISM Code for the
ship operation
MGMT2
<< Week No. 2 & 3
What
>> Is Safety Management
System (SMS) On Ships? eek No. 1 >>
At the end of this module, you are

expected. explain the purpose of the
Safety Management System as part of the
Safety-management objectives of the
Company.
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.
The safety management system
(SMS) therefore ensures that each
and every ship comply with the
mandatory safety rules and
regulations, and follow the codes,
guidelines, and standards
recommended by the IMO,
classification societies, and
concerned maritime organizations.
Every safety management
policy should satisfy some of
the basic functional
requirements to ensure safety
of every ship. They are:
1. Procedure and guidelines to
act in an emergency situation
2. Safety and
environmental protection
policy
3. Procedure and
guidelines for reporting
accidents or any other
form of non-conformities
4. Clear information on level
of authority and lines of
communication among ship
crew members, and
between shore and
shipboard personnel
5• Procedures and guidelines
to ensure safe operations of
ships and protection of marine
environment in compliance with
relevant international and flag
state legislations
6• Procedures for
internal audits and
management reviews
and Vessel details
In short, a safety management
system would consists of details as
to how a vessel would operate on a
day to day basis, what are the
procedures to be followed in case
of an emergency, how are drills and
trainings conducted, measures
taken for safe operations, who is
the designated person etc.
Safety management plan is mainly
the responsibility of the owner of
the vessel, or the designated
person, or the person appointed by
the owner. However, the ship’s
master and the crew are the best
people to make an SMS as they
know the vessel inside-out.
An SMS is divided into sections for easy
reference. They are:
1. General
2. Safety and environmental policy
3. Designated person (DP)
4. Resources and personnel
5. Master’s responsibilities and
authority
6. Company’s responsibility and
authority
7. Operational procedures
8. Emergency procedures
9. Reporting of accidents
10. Maintenance and records
11. Documentation
12. Review and evaluation
These are the main parts of a basic
SMS; however, the plan might vary
according to the type of the vessel
and the cargo carried by the same.
SMS play an important role in the
process of ISM code implementation
on ships. Take Safety To The Next
Level
l A safety management system (SMS) is
a continuous improvement process that
reduces hazards and prevents incidents.
It protects the health and safety of your
employees and should be integrated
into everyday processes throughout the
organization. Investing in an SMS makes
a measurable impact on your bottom
line and can be viewed as a competitive
advantage
.The adoption of an SMS
framework and thoughtful
implementation of the various
facets can have significant
impact on protecting employees
and enhancing your
organization’s performance and
profitability.
.While safety requirements
may differ across industries,
exemlary organizations all
focus on continuous
improvement that aims for
an ongoing reduction of risk
with a goal of zero incidents.
We recognized many companies
were getting bogged down with
questions such as: What is a
safety management system?
How can it help me? Which
framework is right for my
business? How do I go about
implementing an SMS?
We knew the research supported
the benefits of SMS
implementation, but we sought
clarity on what that looked like
and a simple way to illustrate
what elements constitute a
successful SMS.
About a year ago, knowing the
new international voluntary
standard for safety
management systems, ISO
45001, was on the horizon, NSC
started investigating all the
prevalent SMS frameworks and
identifying commonalities..
An effective safety management
system has the following facets:
•People – nothing gets
implemented without people
who are committed, engaged,
and motivated; real safety
change can’t happen without a
competent, skilled workforce
Planning – thinking ahead is
half the battle of
implementation; planning for
foreseeable risks and the
administrative parts of a
management system will yield
smoother rollouts and foster
measurement of SMS success
• Programs – most companies
have EHS programs that
identify and control hazards,
monitor and measure
operational impacts to EHS
performance, and eliminate
deviations from the
management system;
individual programs must operate
as part of the entire system, not
independently Progress – to avoid
complacency, companies need to
periodically measure their
compliance with regulatory and
legal requirements
audit their SMS system, and review
SMS performance with upper
managementPerformance –
measures of performance need to be
set and include both lagging
indicators and leading indicators;
adopting leading indicators and
evaluating safety metrics among the
entire business
performance metric landscape
helps companies solidify safety
on equal footing with other key
operational practices – adopting
a mindset of “safe operations”
versus viewing safety apart from
operations
MGMT2
<<Week No. 4& 5
>>
for the Safe Operation of
Ships and for Pollution
Prevention (International
Safety Management (ISM)
This section highlights the
International Safety
Management (ISM) Code
verification and certification
for Singapore-registered ships
and their Companies.
.The ISM Code is an
international standard for
the safe management and
operation of ships and for
pollution prevention.
Singapore-registered ships and their
Companies. The ISM Code is an
international standard for the safe
management and operation of ships
and for pollution prevention. Chapter
IX of the SOLAS Convention and the
ISM Code apply to the following with
effect from 1 July 2002:
Singapore-registered ships of 500
gross tonnage and above,
engaged on international
voyages and propelled by
mechanical means; Passenger
ships engaged on international
voyages; The Companies* of the
above
*Company means the owner of
the ship or any other
organisation or person such as
the manager, or the bareboat
charterer, 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
duties and responsibility
imposed by the ISM
Code.
Objectives
The objectives of the ISM Code are to:
1. Ensure safety at sea;
2. Prevent human injury or loss of life;
and
3. Avoid damage to the environment
with focus on the marine environment
and on property The and environmental
protection.
ISM Code establishes the
following safety management
objectives of the company:
1. Provide safe practices in ship
operation and working
environment;
2. Establish safeguards against
all identified risks;
3. Continuously improve
safety management skills of
personnel ashore and
onboard ships. These skills
include the preparation for
emergencies related to
safety and environmental
Requirements
The ISM Code requires every

Company to develop, implement
and maintain a safety
management system (SMS) which
includes these functional
requirements:
Requirements
A safety and environmental protection


policy;
Instructions and procedures to ensure

safe operation of ships, and protection of

the environment, in compliance with
relevant international and flag State
legislation;
Requirements
Defined levels of authority and lines


of communication between, and

amongst, shore and shipboard
personnel; Procedures for reporting
accidents and non-conformities with
the provisions of this Code;
Requirements
Procedures to prepare and


respond to emergency
situations; and Procedures for
internal audits and
management reviews
Documents and certificates
A Company that operates a

Singapore-registered ship to
which the ISM code is
applicable needs to have a
Document of Compliance
(DOC) or an Interim DOC
.A Company will receive a

DOC or Interim DOC after it
has been verified that it
complies with the relevant
requirements of the ISM
Code.
.An up-to-date copy of the DOC

should be placed on board the ships
operated by the company. A
Singapore-registered ship to which
the ISM code is applicable will
receive a Safety Management
Certificate (SMC\
or Interim SMC after it has been

verified that its shipboard
management and its Company
operate in accordance with the
approved safety management
system.
Owners or Companies of
Singapore-registered ships
may apply to these
recognized organizations
directly for company and
shipboard ISM verification
and certification:
1. American Bureau of Shipping
(ABS)
2. Bureau Veritas (BV)
3. DNV-GL
4. China Classification Society (CCS)
5. Korean Register of Shipping (KR)
6. Lloyd’s Register (LR)
7. Nippon KaijiKyokai (NK)
8. Registro Italiano Navale (RINA)
The audits
retains the right to
participate in the ISM audits
of any Singapore-registered
ship and the Company to
fulfill its duties as a flag
Administration
surveyors will verify the
effectiveness of the
safety management
system during flag State
inspections.
The shipowner must report
to the MPA if the company
that operates a Singapore-
registered ship is not the
shipowner. The details of
the report include:
Full name and details
of the Company; and
The particulars and
contact details of the
Designated Persons
(DPA)
Week No. 6
Provision of
International
Management System
How is ISM Code Implemented
On Ships?
The International Safety
Management (ISM) Code
ensures the safety of life and
ship at sea by implementing
various safe practices on board
ships.
on board ships.
ISM code works with the motive
of satisfying three important
goals:
•Safety of people on board
•Safety of ship and cargo
•Safety of marine environment
For implementing ISM code on
ships, all the three – the shipping
company, the governing authority,
and the ship’s crew together play
an important role. Every seafarer
should know the important aspects
of the ISM code in order to create a
safe working environment while at
sea.
ISM code is implemented on
ships in the following ways:
Plans and checklists form
the most integral part of the
implementation procedure
of the ISM code on ships.
Checklists for safe starting
and stopping of shipboard
machinery, along with plans
to carry of various work
procedures on board ship
ensures safety of the ship
and marine environment.
Plans and checklists also include
accurate defining of tasks to be
carried out by each crew member of
the ship. rocedures are formed to
tackle emergency situations on
board ships. This emergency
preparedness to respond to
emergencies is inculcated in the
ship’s staff
through drills and various
emergency training programmes.
Every activity on ship is a team
effort. Effective team meetings and
discussions helps in a great way to
take the security of the ship to an all
new level. (Find out how to conduct
effective team meetings on board
ships)
These documents are reviewed at
regular intervals of time during audits.
All the changes in the documents are
reviewed and approved by the
authorized personnel. Moreover, all the
documents necessary for the safety of
the ship are mentioned in the SMS
manual.
Safety on board
We welcome you on board and hope
you'll have a most pleasant voyage.
For your own comfort and safety, we
would like you to acquaint yourself
with the ship and read this brochure
on our Safety On Board procedures
and systems.
Before departure Due to safety
reasons we perform random checks of
passengers, vehicles and baggage
prior to departure. All guest (except
children accompanied by adults) must
bring proof of identity (i.e. passports
etc). Refusing to comply with these
guidelines, can result in denial of
boarding, without any refund.
Oxygen for private medical use is
allowed. Guests who require oxygen
have to provide their own equipment
and supply as there is only a limited
supply on board. Contact our
customer service centre for more
information and declaration.
. Guest who are travelling with
firearms have to contact Color Lines
customer service centre for more
information and declaration. For
guests using syringes for medical
purposes (insulin etc), we can
provide secure containers for
disposal of syringes. Please contact
the reception on board. Thank
It is not allowed to use electrical appliances
other than the standard fittings in cabins or
elsewhere on board (I.e. heat sources such
as kettles, irons, etc.) No fire or flames
allowed (including candles etc) trollers and
wheelchairs may not be placed in the
corridors on board due to the need for clear
escape routes.
Safety on board
Please read the following:
1. Study carefully the ALARM
INSTRUCTION/ESCAPE PLAN
which you will find posted in
your cabin.
Safety on board
Study the escape route
signs in corridors and
stairways showing the
escape routes to the
assembly stations.
Note the MAIN ESCAPE
ROUTES and the
ALTERNATIVE ESCAPE
ROUTES and try them out.
Make a point of regarding all
safety signs wherever you
are on board.
It is not allowed to use electrical
appliances other than the
standard fittings in cabins or
elsewhere on board (I.e. heat
sources such as kettles, irons,
etc.)
No fire or flames allowed
(including candles etc)
Listen to the information given
over the Public Address
System. Follow the
instructions given by the crew.
ALARM NSTRUCTION/ESCAPE
ROUTE PLAN: This is posted in
all cabins.
For your own safety we
recommend that you read this
carefully as it tells you what to
do in an emergency situation
and indicates the escape
routes from your cabin to the
assembly/rescue stations.
CAR DECK:
It is forbidden to stay on the car
deck during the crossing. All
doors will be locked. The car deck
is under continuous camera
surveillance from the bridge and
the control room.
PROCEDURES:
ALARM SIGNAL: Should an emergency
situation arise, alarm signals will be
sounded all over the ship.
Alarm signal • • • • • • • ––––––––
7 short tones and 1 long tone means:
Proceed at once to the assembly
station.
FIRE ZONES:
The ship is divided into fire
zones so that any outbreak of
fire can be easily contained.
Openings in the bulkheads
between fire zones are fitted
with fire doors. Under normal
conditions the doors will
The doors can be shut by
remote control from the bridge
or each door may be shut by a
means of a switch or push
button adjacent to the door,
marked «Fire door release». The
crew will shut the doors. Some
doors are hinged; others are
.All fire doors can be opened
manually to allow you passage.
The doors will close again
automatically. A sign on or next
to the door will show you how to
open it. The car deck is isolated
from the rest of the ship as a
separate fire zone.
WATERTIGHT BULKHEADS:
To prevent the ship from listing
heavily or from sinking if badly
damaged in a collision or
grounding, the ship is divided into a
number of watertight
compartments below the main car
deck. These compartments also
serve as fire zones.
These compartments also serve
as fire zones. Watertight doors
are fitted in the bulkheads
between the compartments.
Most of these doors are in
restricted areas where only the
ship’s crew has access.
The doors can be opened and
shut locally or from a number
of locations on board. When
closing or opening the doors, a
loud bell will sound to warn
everybody to mind the doors
when they are in motion.
STABILITY: To prevent the ship
from capsizing or listing heavily
if the car deck becomes flooded
due to damage to the hull, the
car deck has also been divided
into watertight compartments.
The ship has either sliding
partition walls dividing the car
deck (closed when at sea), or
watertight compartments on
both sides of the car deck.
Some ships have a combination
of both.
FIRE-RETARDANT MATERIALS:
All interior fittings (panelling,
ceilings, doors, staircases etc.)
are non-flammable. Soft
furnishings (carpets, curtains,
upholstery, mattresses etc.) are
made of fire-retardant materials.
FIRE ALARM CALL POINTS/WARNING:
Manual call points are installed at
strategic points all over the ship.
Should you see smoke from what you
think could be a fire, press the nearest
call-point button or warn the crew. The
call point consists of a button inside a
small red box marked BRANN/FIRE.
FIRE DETECTION:
The ship is equipped with an
advanced automatic fire detection
system. Automatic smoke detection
devices are installed in all rooms on
the ship including cabins, corridors,
public rooms, storerooms, linen
rooms, car deck and engine room.
These are monitored from the
bridge and the engine control
room. The detectors will be
activated by just a small amount
of smoke and the exact location
of the smoke will be indicated
on the fire alarm central panel.
FIRE FIGHTING TEAM:
Members of the crew are organised
into fire fighting teams with specific
tasks and duties when a fire alarm is
sounded. Each member of a fire
fighting team is specially trained in
using a self-contained breathing
apparatus (smoke diver)
enabling them to operate in
dense smoke. FIRE FIGHTING
EQUIPMENT: There are several
fully equipped fire stations on
board. In an emergency these
will be manned by specially
trained fire fighting crew
Fire posts and hoses are
located at frequent
intervals on all decks
throughout the ship and
connected to the fire main
and the pump system.
A large number of
portable extinguishers
are located in all
corridors and public
rooms as well as on the
car deck and in the
FIRE FIGHTING SYSTEMS:
A sprinkler system is installed on
all car decks and connected to a
separate fire pump. The engine
rooms and the galley area are
protected by either Halon or
CO2 extinguishing systems.
FIRE/SECURITY WATCH:
A fire/security patrol in radio
contact with the bridge is on
duty at all times. This patrol
covers the entire ship and its
position is registered and
monitored by computer.
CAMERA SURVEILLANCE:
The car deck, engine room,
other technical rooms and
watertight doors (in the bow)
are under camera
surveillance.
EMERGENCY DRILLS:
The officers and crew are
trained to extinguish all types of
fire on board. Emergency drills,
including training in
evacuating/guiding passengers
out of the danger area to
assembly stations, are held
fIRE STATIONS:
There are at least five fully
equipped fire stations on board
containing fire fighting
equipment, tools, breathing
apparatus and communication
equipment.
SEARCH: in an emergency
situation appointed members of
the crew will search through the
entire ship to ensure that
everybody has been evacuated
from cabins, shops, public rooms
etc. in the danger area.
ASSEMBLY STATIONS: Assembly
stations are the locations where
passengers must gather in an
emergency or when the order has
been given to go to the assembly
stations. These are situated on the
upper deck close to the rescue
stations.
smoke
you encounter dense smoke
from a fire, hold a wet
cloth/towel over your mouth and
nose. Crawl along the floor.
Smoke rises so there will be less
smoke near the floor.
alarm signal sounds (7 short
and one long tone) or the crew
gives the order, you must
immediately go to the nearest
assembly station. The ship’s
crew will inform you of the
situation and how to proceed.
EMERGENCY EXIT:
The emergency exits are
marked with «Emergency
Exit» signs and lead to the
rescue stations. Note the
location of the emergency
signs wherever you are on
board.
LIFEJACKETS:
Lifejackets are placed in boxes or
lockers marked «Lifejackets» at or near
the rescue stations. The lifejackets are
to be put on when you are ordered to
do so. The ship’s crew will assist you.
Lifejackets for children are also
available at the rescue stations. They
will be handed out by the crew.
RESCUE STATION: In an emergency
situation the ship’s crew will lead the
passengers to the rescue stations
where lifeboats, life rafts etc. are
situated. The officer in charge will lead
the operation at the rescue stations.
Nobody is allowed to enter the
lifeboats, life rafts etc. until the order to
board the rescue crafts/abandon ship
INSPECTION , MAINTENANCE:
All fire-fighting, safety and
lifesaving equipment is
regularly inspected and
maintained in accordance with
a computer maintenance
program.
The Norwegian Ship Control
Authority also tests and inspects
this equipment once a year, and
every three months the officers'
and crew’s ability to carry out fire-
fighting and evacuation
procedures is tested through
comprehensive drills.
LIFEBOATS/LIFE RAFTS:
Lifeboats and life rafts are located
on the «Boat deck» (evacuation
deck). The capacity of the
lifeboats and life rafts on board is
25% more than the total number
of persons allowed on board.
.
EMERGENCY EXERCISES: All officers
and crew are required to participate in
weekly emergency drills. They are
instructed and trained in all aspects of
fire fighting, damage control, crowd
management, passenger evacuation,
communications, lifesaving and use of
all safety equipment. Once a month a
major rescue drill is held
where all safety equipment is tested
and lifeboats and life rafts are
manned and launched. The fire-
fighting crew and smoke divers are
trained under realistic conditions at
the Fire Brigade training facility on
shore. The officers and most of the
crew are also thoroughly trained in
first-aid treatment.
ENVIRONMENT:
Color Line's special environmental policy
commits the company to finding ways to
reduce pollution of the environment. We use
fuel oil with low sulphur content. We sort all
waste for delivery ashore for recycling. We
ask our passengers to refrain from throwing
any waste overboard and to put it in a
waste container so we can deliver it ashore.
SMOKING:
Smoking in bed is strictly
forbidden. Exercise great
care when smoking and
only extinguish cigarettes
in ashtrays.
NO-SMOKING AREAS:
The ship has no-smoking
zones. Please show
consideration to no-smokers
and refrain from smoking in
the no-smoking zones. This
applies to electrical
LIFTS:
In an alarm situation all lifts
will normally be shut down.
Stairways must be used.
Handicapped persons will
receive special assistance
from the crew.
VANDALISM:
Causing malicious damage to any safety
equipment is prohibited by law.
Compensation will be demanded for any
damaged equipment and the offence
will be reported to the police.
STARTING FLUID/JUMPER SPRAY:
Any use of starting fluid or jumper spray
is prohibited on board.
MGMT2
QUIZ
Explain The following E mergenncy
Preparedness in concern of fire on board
1 . FIRE DETECTION
2. FIRE ALARM
3. FIRE DRILL
4. FIRE FIGHTING EQUIPTMENT
5. FIRE STAION
Week No. 7
<< The implementation of the
International Convention on
Standards of Training,
Certification and Watch keeping
for ALL Seafarers 1978(STCW),
>>
STCW for Seafarers, 1978
Standards of Training,
Certification and Watchkeeping
for Seafarers, 1978 was
adopted on 7 July 1978 and
entered into force on 28 April
1984.
.The main purpose of the
Convention is to promote safety
of life and property at sea and
the protection of the marine
environment by establishing in
common agreement
international standards of
training, certification and
Amendments to the 1978 STCW
Convention's technical Annex may be
adopted by a Conference of STCW
Parties or by IMO's Maritime Safety
Committee, expanded to include all
Contracting Parties, some of whom
may not be members of the
Organization.
Amendments to the STCW Annex will
normally enter into force one and a
half years after being communicated
to all Parties unless, in the
meantime, they are rejected by one-
third of the Parties or by Parties
whose combined fleets represent 50
per cent of world tonnage
The STCW Convention & Code 2010
Manila Amendments 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 are set to enter into force
on 1 January 2012 under the tacit
acceptance
procedure and are aimed at
bringing the Convention and
Code up to date with
developments since they were
initially adopted and to enable
them to address issues that are
anticipated to emerge in the
foreseeable future.
Amongst the amendments adopted,
there are a number of important
changes to each chapter of the
Convention and Code, including:
Improved measures to prevent
fraudulent practices associated with
certificates of competency and
strengthen the evaluation process
(monitoring of Parties' compliance with
the Convention);
Revised requirements on hours
of work and rest and new
requirements for the prevention
of drug and alcohol abuse, as
well as updated standards
relating to medical fitness
standards for seafarers;
New certification
requirements for able
seafarers; New requirements
relating to training in modern
as electronic charts and
information systems (ECDIS);
New requirements for marine
environment awareness
training and training in
leadership and teamwork;
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; of modern training
methodology including distance
learning and web-based
New training guidance for
personnel serving on board
ships operating in polar
waters; and New training
guidance for personnel
operating Dynamic
Positioning Systems
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.
Chapter II of the Code, for
example, deals with standards
regarding the master and deck
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
However, the
recommendations in general
represent an approach that
has been harmonized by
discussions within IMO and
consultation with other
international organizations.
Parties to the International Convention
on Standards of Training, Certification
and Watchkeeping for Seafarers
(STCW), 1978, as amended, confirmed
by the Maritime Safety Committee to
have communicated information which
demonstrates that full and complete
effect is given to the relevant provisions
of the Convention.
List of STCW Parties -
Independent evaluation
(regulation I/8) International
convention on standards of
training, certification and
watchkeeping for seafarers
(STCW), 1978, as amended –
Reports of Independent
Maritime training institutions
approved by Member States
The STCW Convention
requires that training leading
to the issue of a certificate is
'approved'.
The International Maritime Organization
does not approve any training courses or
institutes. This is a privilege and
responsibility of Member Governments
who are Parties to the STCW Convention.
Approval is normally given by the
Maritime Administration of an STCW
Party in accordance with the Convention
requirements.
Amongst other things, the
Convention requires that
training and assessment of
seafarers are administered,
supervised and monitored in
accordance with the
provisions of the STCW Code;
and those responsible for
training and assessment
of competence of
seafarers are
appropriately qualified in
accordance with the
.The initial approval of a maritime
training programme by a Maritime
Administration might include
assessment of items such as
those listed below in order to
ensure that the training institute
or training programme meet the
appropriate STCW Convention
Scope and objectives of the training
- e.g. to meet the requirements of
STCW regulation II/1. Minimum entry
standards - age, sea experience,
other training, medical fitness etc.
Intake limitations, student/staff ratio
etc. Staff qualifications, experience
in subject, teaching skills,
assessment skills.
Facilities and equipment
necessary to meet objectives.
written programmes, syllabus,
timetable and course material.
Method of training: lectures,
practical, videos etc and
percentage of time devoted to
each.
Assessment: methods:
examination, practical,
continuous assessment
etc. Certification to be
issued on completion to
meet STCW
Week No. 8 & 9
The ISO 9001: 2015 for
the management system
in place in shipping
industry in relation to
safety
this module, you are
expected to: discuss the
different implications of the
ISO 9001:2015 for the
management system in place
in shipping industry in
relation to safety.
ISO first published its ISO
9001 standard in 1987 and
later published an updated
version in 1994. In an
effort to address the
changing needs of its
ISO again updated its
standard in 2000 and
2008 and again in 2015.
The newest version is
known as ISO 9001
2015.
The ISO 9001 quality
management standard applies
to areas such as manufacturing,
processing, servicing, printing,
forestry, electronics, steel, food
processing, legal services,
financial services
trucking, banking, retailing,
drilling, recycling,
aerospace, construction,
exploration, textiles,
pharmaceuticals, oil and
gas, pulp and paper,
publishing, petrochemicals,
shipping, mining, energy,
telecommunications, plastics,
metals, research, health care,
hospitality, utilities, aviation,
machine tools, agriculture,
government, education,
recreation, tourism, fabrication,
sanitation, software
development, consumer
products, transportation,
instrumentation, computing,
biotechnology, chemicals,
consulting, insurance etc.
ISO has two kinds of quality
management standards:
requirements and guidelines.
Together these two kinds of
quality standards make up what
is known as the ISO portfolio of
quality management standards.
Requirements are the formal
expectations that you must
meet if you wish to be officially
certified or registered. They are
compulsory. Guidelines, on the
other hand, are suggestions and
recommendations only. They
are voluntary.
In the past, ISO had three
sets of quality
requirements: ISO 9001,
ISO 9002, and ISO 9003.
However, now there’s only
one standard: ISO 9001
ISO 9002 and 9003 have
been dropped. the past,
ISO’s quality guidelines
included ISO 8402, ISO 9000,
ISO 9004, ISO 10005, ISO
10011, ISO 10012, and ISO
10013.
But most of these standards
have either changed or been
dropped. ISO 8402 1994 and ISO
9000 1994 have been replaced
by ISO 9000 2015. And ISO 9004
2000 has become ISO 9004
2009, while the ISO 10011
series has been turned into ISO
WHAT YOU NEED TO KNOW
ABOUT ISO 9001 DOES MY
ORGANIZATION NEED
CERTIFICATION TO ISO 9001?
Checking that the system
works is a vital part of ISO
9001.
It is recommended that an
organization performs
internal audits to check how
its quality management
system is working.
An organization may decide to
invite an independent
certification body to verify that
it is in conformity to the
standard, but there is no
requirement for this.
Alternatively
,it might invite its clients to
audit the quality system for
themselves.
Read more about
certification to management
system standards.
WHERE CAN I FIND OUT
MORE ABOUT AUDITING ISO
9001?
Support on auditing quality
management systems can
be found on the Website of
the ISO 9001 Auditing
. This is an informal group of
quality management system
experts, auditors and
practitioners from ISO/TC
176 and the International
Accreditation Forum.
ISM CODE & ISO 9001
ONBOARD SHIPS
The International Safety
Management Code for the
Safe Operation of Ships
and for Pollution
(ISM Code) is an international
management and operation
of ships focusing towards the
protection of the
environment and the safety
of the crew as well as
The ISM Code is
mandatory for all vessels
of more than 500 gross
tonnages including mobile
offshore drilling units.
ISO 9001:2008 specifies
requirements for a quality
management system which ensures
that a company provides
products/services that meet
customer as well as any applicable
statutory and regulatory
requirements. Moreover, ISO 9001
aims to enhance customer
Both ISO 9001 and the ISM Code
specify a systematic approach to
management by those responsible
for management of ships. ISM Code
with ISO 9001 provides a basis for
ensuring management systems are
also driven by customer needs for
the continued success of a shipping
company.
Onboard Ship Management
Regarding shipboard
management the company is
required according to the ISM
code as well as the ISO 9001
standard to have developed a
set of company objectives and
policies.
.More specifically the ISM code
approach requires the company
to have developed a safety and
environmental protection policy
which describes ISM Code
objectives to be achieved,
implemented and maintained.
Another important objective of the
policy should aim on the
environmental protection and in
particular on the protection of the
marine environment not excluding
of course other related
environmental issues such as air-
pollution control, recycling etc.
Such objectives should aim
to the direction of ensuring
safety at sea as well as the
prevention of human injury
or loss of life or damage to
property.
In order to achieve such objectives
the company should provide Safe
Working Practices guidelines and
procedures (e.g. entry into enclosed
space, hot work etc) relative to the
ship operations as well as
equipment which results on
maintaining a Safe Working
Environment onboard.
a requirement which is also
stated in a similar way in the
ISO 9001 standard) All the
above should always be in
compliance with mandatory
rules, regulations; applicable
codes, guidelines
The company should also have
in place procedures regarding
response in case of safety or
environmental emergencies and
of course the Safety
Management System should be
continuously improved
All the above should always be in
compliance with mandatory rules,
regulations; applicable codes,
guidelines and standards (e.g. SOLAS,
MARPOL, STCW 95, COLREGS,
Regulations on Navigation in Panama
Canal Waters etc) recommended by
the IMO, Flag Administrations,
Port State Authorities, Classification
Societies and maritime industry
organizations. On the other hand the
ISO 9001 standard requires the
company to have developed a quality
policy along with objectives that
should be implemented onboard.
Such a quality policy should include a
commitment to comply with any
requirements (e.g. customer
requirements, regulatory
requirements etc) and to continually
improve the effectiveness of the
quality management system
which means that a
management review
procedure should be
established in order to assess
and evaluate the
management system
(a requirement which is also
stated in a similar way in the
ISM code). The policy should
also be communicated and
understood within the
organization, and is reviewed
for continuing suitability.
Moreover, the company should
also be committed in maintaining
the integrity of the quality
management system whenever
changes to the quality
management system are planned
and implemented.
Quality objectives should be
established within relevant
procedures of the company
and they should be
measurable and consistent
with the quality policy. Such
objectives may be:
High quality services measured
by internal and external audits &
non-conformances,
Customer satisfaction which can
be measured through customer
surveys and complaint handling
procedures,
Crew training improvement
measured through crew
training evaluations,
Non Conformities reduction
measured through
internal/external audits and
monitoring procedures
Both the ISM and ISO 9001
require that any
mandatory requirements,
laws and regulations are to
be followed and
implemented
The ISM code states specifically
that the company’s developed
safety management system
should ensure that compliance
with mandatory rules and
regulations is achieved
throughout shipboard operations
and that any other applicable
etc that are being recommended
by the Flag Administrations, the
Classification Societies, the IMO
etc are taken into account. Both
the ISM code and ISO 9001
require defined levels of
authority, responsibility and
lines of communication.
According to the ISM code
responsibilities, authorities as
well as their interaction between
personnel onboard and ashore,
whose work is related and also
affects safety and pollution
prevention, should be clearly
defined and documented.
For example the Master
usually has the authority and
is responsible for the
implementation of the drills
program with the cooperation
of the Chief Officer.
The Cook is responsible to keep
the galley and the stores in a
clean condition and is under the
supervision of the Master and
the Chief Officer. The ISM code
also requires a clear statement
emphasizing the Master’s
overriding authority and the
to make decisions with
respect to safety and
pollution prevention. The ISO
9001 standard requirements
are similar although they are
quality oriented and related
to customer satisfaction
The ISM code and the ISO 9001 require a
person ashore to be assigned with
specific duties and responsibilities
relevant to the implementation of their
requirements. Thus, the ISM code
requires a Designated Person Ashore
(DPA) who ensures and monitors the
safe operation of company ships
providing links between the company
and the crew onboard.
The Cook is responsible to keep the
galley and the stores in a clean
condition and is under the
supervision of the Master and the
Chief Officer. The ISM code also
requires a clear statement
emphasizing the Master’s overriding
authority and the responsibility
The DPA is required to have
direct access to the highest level
of management. will be
conducted on a safe and
environmental friendly way. Such
familiarization is usually
conducted according to company
developed
to make decisions with
respect to safety and
pollution prevention. The ISO
9001 standard requirements
are similar although they are
quality oriented and related
to customer satisfaction
On the other hand the ISO 9001
standard requires the position of a
Quality Management Representative
who is to be assigned with the
responsibility and authority to ensure
that the quality management system
processes are established,
implemented and maintained. He
.Regarding human resources the ISM
code states that the company should
ensure that each ship is manned with
seafarers who have the appropriate
qualifications, certifications according to
national and international requirements.
Moreover, the ISM code requires that the
seafarers are also medically fit for the
job.
requirement of the ISM code is that all
crew/personnel with duties related to
safety and environment protection
should be appropriately familiarized in
order to ensure that the duties will be
conducted on a safe and environmental
friendly way. Such familiarization is
usually conducted according to company
developed
as well as any training products
that may be required according
to company procedures.
Needless to say that for all the
above records are to be
maintained.
ISO’s 9001 requirements are
although they are more
generalized requiring also an
evaluation on the
effectiveness of actions taken
and making personnel aware
on how to contribute to
quality objectives.
One requirement that is not
contained in the ISO 9001 but is
mentioned within the ISM code is
Emergency Preparedness. ISM
requires that potential shipboard
emergency situations should be
identified and described in order to
ensure that they are confronted and
efficiently responded.
This requirement may take the form
of checklists, drills procedures,
posters etc which should specific and
simple instructions on what to do in
case of an emergency. The closest
requirement of ISO 9001 to
emergency preparedness is the need
for control of non-conforming
products.
Bridge Operations
Management
In order to navigate safely an
effective command,
communications, procedures
and controls needs to be
established.
.Passage planning is
conducted to assess the
safest and most economical
sea route between ports, as
well as to identify and
recognize any possible
hazards so as to avoid them.
Equipment can fail and
unexpected situations may arise,
so there is a need for a
contingency planning in order to
be ready to face the
unexpected. Watch officers at
sea need to be able to keep a
proper look-out
and to monitor charts and
the radar. Bridge notes
should be provided in order
to explain how to handle
specific equipment and how
to conduct maintenance
procedures where needed.
.Planning of operations is also a
requirement of the ISO 9001 standard.
Every shipping company should provide
practical guidance concerning safe
navigation and its policies should
include:
1. a clear statement that safety of life
and safety of the ship are the most
important operational factor
of the above are just a minor
fracture of the operations being
conducted onboard a ship’s
bridge and they emphasize the
need to have well developed
plans for shipboard operaAlltions
according to the requirements of
the ISM code.
voyage planning procedures
chart and nautical publication
correction procedures
navigation equipment is
available and fully
operationalcontingency
response plans
accident and near miss reporting
procedures;
recording of voyage events;
familiarisation training and
handover procedures; company
contacts, including the
designated person under the ISM
Code.
Engine Room Operations
Management
A well managed ship requires, apart
from a well organized and with
defined procedures bridge, an
effective management in the engine
room. The ISM code as well as ISO
9001 standard require specific
planning for the ship’s operations
and so as in the case of bridge
operations, planning is also
required for engine room
operations and therefore
procedures for identifying and
controlling the operation of main
and auxiliary machinery,
steering gear,
bunkering, waste
management etc. as well as
orders and guidance notes,
are required in order to
ensure safe operation of all
involved equipment as well
as the safety of the crew.
Therefore it is essential to have a
well documented system on Engine
department organization, defining
duties and responsibilities,
Maintenance procedures stating best
practices, reporting methods and
safety instructions etc.
On the other hand the
implementation of ISO 9001
standard in the shipping
industry can provide benefits
related to the improvement of
the service quality provided by
the company as well as
enhancing customer
To sum up the ISM code
emphasizes the role of the
management in safety and
pollution prevention. The
implementation of the ISM code
is mandatory in order to be able
to be engaged in the maritime
market.
As explained above by
implementing the ISM code a
company is in a way also
implementing some of the ISO
9001 requirements. Efforts
should be made during
implementation of both the ISM
code and the ISO 9001 standard
in order to avoid high
bureaucracy levels which
can make the
implementation and the
maintenance of an effective
Integrated Management
System problematic.
Implementing both ISM and
ISO 9001 surely is for the
benefit of the company but
high bureaucratic levels
should be avoided in order to
avoid procedures being more
complicated than it is
MIDFERM QUIZ
1 . Explain the main purpose of the STCW
Convention 1978
2 . Explain the part A of the Code and Part B Code
of the 2010 Manila Amendments
3. What are the two kinds of the ISO 9001
2015 quality standarf
4. What is the aims of ISO 9001 2015
5. Why are those product under ISO need
to audit yearly
week No. 10
The major revisions and updates of
the STCW 1978 in 1984, 1995, 2010
and 2012
LEARNING OUTCME
explain the major revisions and updates of
the STCW 1978 in 1984, 1995, 2010 and
2017 to give seafarers a standard set of skills
Amendment of STCW
Convention 1978 for recent
Amendments to the STCW
Convention and for recent
circulars amendments to the
STCW Thursday, February 4th,
2010
STCW Convention), and its
associated Code, have been
approved by the Sub-
Committee on Standards of
Training and Watchkeeping)
The proposed amendments
mark the first major revision of
the two instruments since those,
completely revising the original
1978 Convention, adopted in
1995. those proposed this time,
there are a number of important
changes to each chapter
in chapter I General provisions:
measures to prevent fraudulent
practices associated with
certificates of competency;
strengthening the evaluation
process (monitoring of Parties'
compliance with the
Convention);and standards relating
to medical fitness standards for
In chapter II Master and deck
department: certification
equirements for able seafarer
(deck); celestial navigation,
automatic radar plotting aids and
radar requirements; marine
environment awareness training;
leadership and teamwork; and
vessel-traffic-services training;
leadership and teamwork;
upgrading of competences for
engineers; and certification
requirements for able seafarer
engine Chapter IV Radio-
communications and Radio
Personnel is renamed
Radio-communications and
Radio Operators and updated to
reflect current regulations,
including reference to the
International Aeronautical and
Maritime Search and Rescue
(IAMSAR) Manual
chapter V Standards regarding special
training requirements for personnel on
certain types of ships: competence
requirements for personnel serving on
board all types of tankers, including
liquefied gas tankers; and regulations
for personnel on "ro-ro passenger" and
"passenger ships" combined to cover all
"passenger ships";
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;
trained to cope if their ship
comes under attack by pirates;
In chapter VII Alternative
certification: changes in other
chapters are reflected, including
addition of requirements for
certification of able seamen
and specifications for approved
seagoing service and training
required for certification of
candidates at support level in
various functions; and In chapter VIII
Watchkeeping: updated and
expanded requirements on hours of
work a
requirements for the
prevention of drug and
alcohol abuse. The Sub-
Committee also approved,
for submission to the June
conference
13 draft resolutions relating
to: The contribution of the
International Labor
Organization; Development
of guidelines to implement
international standards of
medical fitness for seafarers;
•Revision of model courses
published by IMO; of technical
knowledge, skills and
professionalism of seafarers;
• Attracting new entrants and
retaining seafarers for the
maritime profession;
•Revision of romotion of
technical co-operation;
Transitional provisions
and early implementation
of the revised STCW
Convention and Code;
Promotion of the participation of
women in the maritime industry;
Accommodation for trainees
aboard ships; Verification of
certificates of competency and
endorsements;
Standards of training and
certification and ships' manning
levels;
Future amendments and review of
the STCW Convention and Code; and
Recommendation on measures to
ensure the competency of masters
and officers on ships operating in
IMO Secretary-General
Efthimios E. Mitropoulos said
that last week's work of the
Sub Committee has now
cleared the way for the
amendments to be adopted.
Our vision of the revised
Convention and Code has
always been that the two
instruments would provide, at
any given time, the necessary
global standards for the training
certification of seafarers to
operate technologically
advanced ships today and in
the foreseeable future. I am
both pleased and confident
that this vision will come to
fruition in June. \
The Sub Committee
deserves full credit for
this" he said. Review of
the principles for
establishing the safe
manning levels of ships
The Sub-Committee also
completed its review of the
principles for establishing the
safe manning levels of ships
and agreed a draft Assembly
resolution on Principles of
Minimum Safe Manning
Principles of Safe Manning (resolution
A.890(21), as amended).
The draft resolution will be submitted to
the Maritime Safety Committee for
approval at its 88th session in
December 2010, subject to comments
by the Sub-Committee on Safety of
Navigation (NAV) at its 56th session
in July 2010.
The Sub-Committee also endorsed
proposed draft amendments to SOLAS
regulation V/14 Ships' manning, to require
Administrations to take into account the
guidance on minimum safe manning
adopted by IMO (with a
footnote referring to the Assembly
resolution on Principles of Minimum Safe
Manning), with a view to approval by MSC
88, subject to comments made by NAV 56.
The 2006 amendments doption: May 2006
Entry into force on January 2008
The amendments add new minimum
mandatory training and certification
requirements for persons to be designated
as ship security officers (SSOs). The
amendments to the STCW Convention and to
parts A and B of the STCW Code include
Requirements for the issue of certificates of
proficiency for Ship Security Officers;
Specifications of minimum standards
of proficiency for ship security
officers; and Guidance regarding
training for Ship Security
Officers.urther amendments to part A
of the STCW Code add additional
training requirements for the
launching and
recovery of fast rescue boats.
The. The amendments have been prepared
in response to reports of injuries toeafarers
in numerous incidents involving the
launching and recovery of fast rescue boats
in adverse weather Co Adoption: 9
December 1998
Entry into force: 1 January 2003 mendments
to the STCW Code are aimed at improving
minimum standards of competence of crews,
in particular relating to cargo securing,
loading and unloading on bulk carriers,
since these procedures have the
potential to put undue stresses on the
ship's structure. The amendments
concern sections A-II/1 and A-II/2 under
"Cargo handling and stowage at the
operational and management levels".
The 1997 Amendments Adoption: June
1997 Entry into force: 1 January 199
The amendments concern training for
personnel on passenger ships. The
amendments include an additional
Regulation V/3 in Chapter V on
Mandatory minimum requirements for
the training and qualifications of
masters, officers, ratings and other
personnel on passenger ships other
than ro-ro passenger ships.
Related additions are
also made to the STCW
Code, covering Crowd
management training;
Familiarization training
Safety training for personnel
providing direct service to
passengers in passenger
spaces; Passenger safety;
Crisis management and
human behaviour training
The 1995 amendments, which
completely revised the Convention,
entered into force on 1 February
1997. 1995 STCW, as amended
Details of the original 1978
Convention The 1995 amendments -
major revision Ensuring compliance
with the Convention Port State
control 1995 amendments
chapters II, III, IV 1995
amendments - Chapter V:
Special training
requirements for
personnel on certain types
of ships 1995 amendment
Chapter VI: Emergency,
occupational safety, medical
care and survival functions
1995 amendments - Chapter
VII: Alternative certification
1995 amendments - Chapter
VIII: Watch
The STCW Code 1997
Amendments - training for crew
on passenger ships The 1998
Amendments - training for crew
on bulk carriers The "White List“
The 1995 amendments
Adoption: 7 July 1999
Entry into force: 1 February 1997 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.
Others complained that the
Convention was never uniformly
applied and did not impose any
strict obligations on Parties
regarding implementation.
The 1995 amendments entered into force
on 1 February 1997. However, until 1
February 2002, Parties may continue to
issue, recognize and endorse certificates
which applied before that date in respect
of seafarers who began training or seagoing
service before 1 August 1998. 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 have
been 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. Some of the
most important amendments adopted
by the Conference concern Chap
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
upon to act in relation to
compliance and
implementation - generally,
implementation is down to
the flag States,
port State control also acts to
enwhilesure compliance. Under
Chapter I, regulation I/7 of the
revised Convention, Parties are
required to provide detailed
information to IMO concerning
administrative measures aken to
ensure compliance with the
Convention,
Other regulations in chapter I include:
Measures are introduced for watchkeeping
personnel to prevent fatigue. Parties are
required to establish procedures for
investigating acts by persons to whom they
have issued certificates that endanger
safety or the environment. Penalties and
other disciplinary measures must be
prescribed and enforced where the
Convention is not compli
Technical innovations, such as
the use of simulators for training
and assessment purposes have
been recognized.
Simulators are mandatory for
training in the use of radar and
automatic radar plotting aids
(regulation I/12 and
section A-I/12 of the STCW
Code).
Parties are required to ensure
that training, certification and
other procedures are
continuously monitored by
means of a quality standards
system (regulation I/8).
Every master, officer and radio operator are
required at intervals not exceeding five
years to meet the fitness sand the levels of
professional competence contained in
Section A-I/11 of the STCW Code. In order
to
assess the need for revalidation of
certificates after 1 February 2002, Parties
must compare the standards of previously
required with those specified in the
appropriate certificate in part A of the
Chapter II: Master and deck
department The Chapter was
revised and updated.
Chapter III: Engine department
The Chapter was revised and updated.
Chapter IV:
Radiocommunication and radio
personnel
Chapter V: Special training
requirements for personnel on
certain types of ships Special
requirements were introduced
concerning the training and
qualifications of personnel on
board ro-ro passenger ships.
Chapter VI: Emergency,
occupational safety, medical
care and survival functions
The Chapter incorporates the
previous Chapter VI: Proficiency
in survival craft and includes
mandatory minimum
requirements for familiarization,
Chapter VII. This involves enabling
crews to gain training and
certification in various departments
of seafaring rather than being
confined to one branch (such as
deck or engine room) for their
entire career.Although it is a
relatively new concept,
Chapter VIII Watchkeeping
Measures were introduced for
watchkeeping personnel to prevent
fatigue. Administrations are required to
establish and enforce rest periods for
watchkeeping personnel and to ensure
that watch systems are so arranged
that the efficiency of watchkeeping
personnel is not impaired by fatigue.
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 Convention contains basic
requirements which are then enlarged
upon and explained in the Code. Part A
of the Code is mandatory. Part B of the
Code contains recommended guidance
which is intended to help Parties
implement the Convention. tmeasures
suggested are not mandatory and the
examples given are only intended to
illustrate
However, the recommendations in
general represent an
approach that has been harmonized
by discussions within IMO and
consultation with other international
organizations. The 1997 Amendments
Adoption: June 1997 Entry into force:
1 January 1999
The amendments concern training for
personnel on passenger ships. The
amendments include an additional
Regulation V/3 in Chapter V on
Mandatory minimum requirements
for the training and qualifications of
masters, officers, ratings and other
personnel on passenger ships other
than ro-ro passenger ships
Related additions are
also made to the STCW Code,
covering Crowd management
training; Familiarization training;
passengers in passenger spaces;
Passenger safety; and Crisis The
1998
.Related additions are
also made to the STCW Code,
covering Crowd management
training; Familiarization training;
passengers in passenger spaces;
Passenger safety; and Crisis The
1998 Amendment
Adoption: June 1997 Entry into force: 1
January 1999 The amendments concern
training for personnel on passenger ships.
The amendments include an additional
Regulation V/3 in Chapter V on Mandatory
minimum requirements for the training and
qualifications of masters,
officers, ratings and other personnel on
passenger ships other than ro-ro passenger
ships.
The 1998 Amendments Adoption: 9
December 1998
Entry into force: 1 January 2003 (under
tacit acceptance) Amendments to the
STCW Code are aimed at improving
minimum standards of competence of
crews, in particular relating to cargo
securing, loading and unloading on bulk
carriers, since these procedures have the
potential to put undue stresses on the
ship's structure.
The amendments concern sections
A-II/1 and A-II/2 under "Cargo
handling and stowage at the
operational and management
levels". the White List
The first so-called "White List" of
countries deemed to be giving "full
and complete effect" to the revised
STCW
The 199White List" of countries deemed to
be giving "full and complete effect" to the
revised STCW Convention (STCW 95) was
published by IMO following the 73rd
session of the Organization's Maritime
Safety
Committee (MSC), meeting from 27
November to 6 December 2000. It is
expected that ships flying flags of
countries that are not on the White List will
be increasingly targeted by Port State
A Flag state Party that is on the White
List may, as a matter of policy, elect
not to
accept seafarers with certificates
issued by non White List countries for
service on its ships. If it does accept
such
seafarers, they will be required by 1
February 2002 also to have an
endorsement, issued by the flag state,
By 1 February 2002, masters and
officers should hold STCW 95 certificates
or endorsements issued by the flag
State. Certificates issued and endorsed
under the provisions of the 1978 STCW
Convention will be valid until their
expiry date. The list will be kept under
review and may be added to as other
countries meet the criteria for inclusion
.Latest list of confirmed Parties. The
1978 STCW Convention – Introduction
The 1978 Convention - Chapter I:
General provisions
The 1978 Convention - Chapter II:
Master-deck department The 1978
Convention - Chapter III: Engine
department The 1978 Convention -
Chapter IV: Radio department The 1978
The 1991 amendments - GMDSS
The 1994 amendments - tanker crews
The 1978 STCW Convention - Introduction
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.
Convention prescribes minimum standards
relating to training, certification and
watchkeeping for seafarers
which countries are obliged to meet or
exceed.
The Convention did not deal with
manning levels: IMO provisions in this
area are covered by a regulation in
Chapter V of the International
Convention for the Safety of Life at Sea
(SOLAS), 1974, whose requirements
are backed up by resolution A.890(21)
Principles of safe manning, adopted by
the IMO Assembly in 1999control.
, as amended by Resolution
A.955(23) Amendments to the
Principles of Safe Manning
(Resolution A.890(21)). The
Articles of the Convention
include requirements relating to
issues surrounding certification
and port State
One especially important
feature of the Convention is
that it applies to ships of non-
party States when visiting
ports of States which are
Parties to the Convention.
Article X requires Parties to
apply the control measures to
to the extent necessary to
ensure that no more favourable
treatment is given to ships
entitled to fly the flag of a
State which is not a Party than
is given to ships entitled to fly
the flag of a State that is a
Party.
representing 97.53 percent of
world shipping tonnage. The
1978 Convention - Chapter I
The technical provisions of the
1978 Convention are contained
in an Annex, divided into six
Chapters: The 1978 Convention
- Chapter I:General provision
Includes a list of definitions of terms
used in the annex. Regulation I/2
deals with the content of the
certificate and endorsement form. All
certificates must include a
translation into English, if that is not
the official language of the issuing
country. The 1978 Convention -
Chapter II: Master-deck department
The Chapter establishes basic
principles to be observed in keeping
a navigational watch, covering such
matters as watch arrangements,
fitness for duty, navigation,
navigational equipment, navigational
duties and responsibilities,
The regulations also include basic
principles to be observed in keeping
watch in port and mandatory minimum
requirements for a watch in port on
ships carrying hazardous cargo. The
1978 Convention - Chapter III: Engine
department Includes basic principles to
be observed in keeping an engineering
watch; mand
the duties of the look-out, navigation
with a pilot on board and protection of
the marine environment. The
regulations include mandatory minimum
requirements for certificating masters
and chief mates; for certification of
officers in charge of a navigational
watch; and for certification of deck
ratings forming part of a navigational
The 1978 Convention - Chapter VI:
Proficiency in survival craft The
Chapter establishes requirements
governing the issuing of certificates
of proficiency in survival craft. An
ppendix lists the minimum
knowledge required for the issue of
certificates of proficiency.
Resolutions adopted by the 1978
Conference 1978 Conference which
adopted the STCW Convention also
adopted a number of resolutions
designed to back up the Convention
itself. The resolutions, which are
recommendatory rather than
mandatory, incorporate
more details than some of the
Convention regulations. Resolution 1 -
Basic principles to be observed in
keeping a navigational watch. An annex
contains a recommendation on
operational guidance for officers in
charge of a navigational watch.
Resolution 2 - Operational guidance for
engineer officers in charge of an
engineering watch.
An annex to the resolution deals with
engineering watch underway and at an
unsheltered anchorage. Resolution 3 -
Principles and operational guidance for
deck officers in charge of a watch in port.
Detailed are contained in an annex.
Resolution 4 - Principles and operational
guidance for engineer officers in charge of
an engineering watch in
port. Recommendations are in an annex.
for radio officers. A comprehensive annex is
divided into basic guidelines and safety radio
watchkeeping and maintenance.
Resolution 6 - Basic guidelines and operational
guidance relating to safety radio watchkeeping
for radio operators. Resolution 7 - Radio
operators. Four recommendations are annexed
to this resolution dealing with (i) minimum
requirements for certification of radio officers;
(ii) minimum requirements to ensure the
continued proficiency
and updating of knowledge for radio operators;
(iii) basic guidelines and operational guidance
relating to safety watchkeeping and
maintenance for radio operators; and (iv)
training for radio operators. Resolution 8 -
Additional training for ratings forming part of a
navigational watch. Recommends that such
ratings be trained in use and operation of
appropriate bridge equipment and basic
requirements for the prevention of pollution.
Resolution 9 - Minimum requirements
for a rating nominated as the assistant
to the engineer officer in charge of the
watch. Recognizes that suitable training
arrangements are not widely available.
Detailed requirements are contained in
an annex. 12 Resolution 10 - Training
and qualifications of officers and ratings
of oil tankers.
Refers to resolution 8 adopted
by the International Conference on
Tanker Safety and Pollution
Prevention, 1978 (TSPP), which
deals with the improvement of
standards of crews on tankers.
Recommendation in annex. 11 -
Training and qualifications of officers
and ratings of chemical tanker
assistance to do so.· Back to top
Resolution 17 - Additional training
for masters and chief mates of large
ships and of ships with unusual
manoeuvring characteristics. Is
designed to assist those moving to
ships of this type from smaller
vessels, where characteristics may
be quite different.
Resolution 18 - Radar simulator
training. Recommends that such
training be given to all masters and
deck officers. Resolution 19 - Training
of seafarers in personal survival
techniques. A recommendation is
annexed. Resolution 20 - Training in
the use of collision avoidance aids.
Resolution 21 - International Certificate
of Competency.
certificate. Resolution 22 - Human relationships.
Emphasizes the importance to safety of good
human relationships between on board.
Resolution 23 - Promotion of technical co-
operation. Records appreciation of IMO's work in
assisting developing countries to establish
maritime training facilities in conformity with
global standards of training and nvites the
organization to intensify its efforts with a view
to promoting universal acceptance and
implementation of the STCW Convention
Amendment Procedure
Amendments to the 1978 STCW Convention's technical
Annex may be adopted by a Conference of STCW
Parties or by IMO's Maritime Safety Committee,
expanded to include all Contracting Parties, some of
whom may not be members of the Organization. to
the STCW Annex will normally enter into force one and
option: 25 May 1994 Entry into
force: 1 January 1996 amendments
replaced Chapter V on special
training for crews on tankers. The
International Maritime Organization
(IMO) held a convention to improve
the worldwide standards for safety
training of professional mariners in
1978.
The Standards of Training, Certification
& Watchkeeping for Seafarers (STCW)
Convention established a code adopted
by many nations on July 7, 1978 and
was named the Training, Certification,
& Watchkeeping (STCW) Code.
Subsequent conventions were held in
1991, 1994, 1995 & 1997, and most
recently in 2010 to update & revise the
code. The latest code update is
as STCW, as amended, and
represents the most current
revisions also commonly known as
the manila amendments for the
location of the most recent signing
and adoption of the revisions in
2010. Technically it is still the STCW
78 Code, as amended.
This new code supersedes the STCW
95 code that many mariners are
already familiar with which
represented the largest revisions
since its genesis in 1978. The Code
was established to set certain
minimum international training
standards for professional mariners.
The evel of certification a
STCW 2010 – Manila
Amendments: Change or No
Change? are modified from time
to time to cope up with the new
technologies, stringent
environment and safety policies
and for improvement in the
current system.
.On the same line, the STCW 95
convention was amended in manila
on 25th June 2010 under the
presence of IMO members, ensuring
that the global needs for safety and
environment policy and standard of
training and certification to operate
the advanced technology in coming
future are achieved.
The Manila conference started on
21st June 2010 and it took five days
for associate members to get
consensus for amending STCW 95.
The Manila amendment STCW 2010
will come in force on 1st January
2012 Major Changes and
Amendments
The important changes to each
chapter of STCW Convention and
Code include:
Revalidation for higher and
managerial level officer for
certificate of competency (COC)
issued by a governing
authority
New and improved training
guidance for crews and officer
serving onboard. New
requirements for MARPOL
awareness which includes
training in leadership and
teamwork.
Stringent measures for
preventing fraudulent
certificate of
competency (COC) to
flow in international
market
Rest hour onboard has
been increased from 70
hours to 77 hours per
week for decent
working of seafarer
.
Introduction of Electro-
technical officer with approved
training and COC. More
facilities and better training for
junior engineer and cadets to
tackle the problem of shortage
of officer.
8) Updated drugs and
alcohol policy and stringent
medical examination.
9) New requirement for Able
seaman to have a certificate
of competency for boarding
vessel.
New methods of training
in modern technology like
electronic chart display
and information system
(ECDIS).
Stringent competency norm for
ship staff serving on tanker,
gas and chemical carrier.
12) New and improved
requirement for ISPS trainings
and also trainings to tackle the
situation of piracy attack.
Inclusion of modern training
methods introducing distance
learning and web based
learning. New training regulations
for ship staff in polar water and
personnel operating dynamic
positioning system.
An initiative is taken by IMO to
cope up the shortage of seafarer’s
world wide by starting “go to sea
campaign”. The above mentioned
points are just a bird’s eye view of
the discussion held in Manila
conference. More points
QUIZ FOR SEMI FINAL
1 . Explain the part A of the Code and Part B Code of the
2010 Manila Amendments
2. What is chapter II of the 2010 Manila Amendments
about and explain the content of this chapter II
3. What do IAMSAR means on chapter IV 2010
Manila Amendments
4. Explain the content of chapter V on the 2010 Manila
Amendments
5. In chapter 10 Of 2010 manila amendment methods of
training in modern ECDIS) What does ECDIS stand for
.
<Week No. 11
The requirements for certification of seafarers
under International Convention on STCW, 1978
as amended
LEARNING OUTCOME . determine the
requirements for certification of seafarers
under International Convention on
Standards of Training, Certification and
Watchkeeping for Seafarers, 1978 as
amended2010endments
The STCW Convention The key
to maintaining a safe shipping
environment and keeping our
oceans clean lies in all seafarers
across the world observing high
standards of competence and
professionalism in the duties
they perform on-board.
The International Convention on
Standards of Training, Certification
and Watchkeeping for Seafarers
1978, as amended in 1995 and
again in 2010, sets those standards,
governs the award of certificates
and controls watchkeeping
arrangements .
.Its provisions not only
apply to seafarers, but
also to ship-owners,
training establishments
and national maritime
administrations.
convention was
adopted by the
International Maritime
Organization (IMO) in
1978 and came into
force in 1984.
During the late 1980s, it was
clear that STCW-78 was not
achieving its aim of raising
professional standards
worldwide, and so IMO members
decided to amend it. This was
done in the early 1990s, and the
amended convention was then
The 2010 Manila
amendments was intended to
include all agreed changes
since 1995, address new
technology, inconsistencies,
interpretations and outdated
provisions.
There was particular emphasis
on improving control and
communication provisions of
certification in Chapter 1 and
addressing the specific
requirements of offshore and
short sea shipping.
There was also an
overall commitment to
harmonise the amended
STCW Convention,
where practical,,
with the provisions of
the 2006 ILO Maritime
Labour Convention
Whereas the STCW-78
Convention focused
almost entirely on
the emphasis of STCW-95
has been shifted to
practical skills and
competence underpinned
by theoretical knowledge.
The 2010 amendments
continued to emphasise
competence rather than
sea service or period of
training.
The standard set by the
convention applies to
seafarers of all ranks serving
on sea-going merchant ships
registered under the flag of a
country party to the
convention.
The term “seagoing ships” includes
all commercial vessels engaged on
domestic or international voyages.
The STCW Convention does not
apply to seafarers serving on
warships, naval auxiliaries or any
other government owned or operated
engaged in non-commercial service;
fishing vessels (there is a separate
convention covering personnel on
fishing vessels); pleasure yachts not
engaged in trade and wooden ships of
primitive build
The STCW (95) Convention has
already been accepted by all
major labour suppliers and
shipping registries. This is more
than 98 per cent of the world’s
merchant fleet.
A t the end of this guide you
will find a list of all countries
that are parties to the current
convention and the dates of
acceptance but does not
indicate those
who are implementing fully the
2010 amendments.
Governments must submit
reports on their compliance to
the IMO by 1 January 2013.
of the convention The
STCW Convention is a
book consisting of three
sections. The articles:
outline the legal
responsibilities a party has
The annex: gives technical
details on how the legal
responsibilities referred to in
thearticles should be met. The
STCW Code: specifies in more
depth the technical details
contained in the annex. It
Part A: Mandatory standards of
training, certification and watch-
keeping. Part B: BRecommended
guidelines (not mandatory) on
training, certification and watch-
keeping. The regulations in the
annex should be read in conjunction
with the relevant section of the
STCW Code (part A).
After all, the standards of
competence that you are
expected to meet are specified
there. A copy of the STCW
Convention is normally kept on
board all sea-going merchant
ships.
Deadlines to meet The 2010-
amended STCW Convention
came into force on 1 January
2012. However, there is a
five year transitional period,
until 1 January 2017,
to allow for a phased in
provisions. After January
2017, all seafarers are
required to meet STCW 2010
standards. The three
important dates to
1 January 2012 The
STCW Convention
comes into force for
all countries party to
the convention.
From 1 January 2012
onwards, requirements
for the new minimum
rest hours and a record
of hours of work must be
complied with.
For a period of five years,
until 1 February 2017, on a
national basis the different
revised regulations
contained in the 2010-
amended convention will be
phased in.
During this five year
transitional period, a party
may continue to issue
certificates of competency
in accordance with its
previous practices,
however from 1 July
2013 new seafarers-
training and
competence should
comply with the 2010-
amended STCW
1 January 2014 After 1
January 2014 seafarers
will have to be trained in
security in compliance
with the new provisions.
January 2017 The
implementation period ends.
From February 2017 onwards all
seafarers on active service must
comply with all the 2010-
amended STCW requirements
and be in possession of a valid
STCW certificate covering the
Administrations will also
issue and recognise and
endorse certificates in
accordance with the STCW
provisions prior to 2010 for
those commencing training
prior to 1 July 2013.
Glossary of terms You need to
know the meaning of some
basic terms that will be used in
this guide: Administration: The
government of the Party
(country) whose flag a ship is
entitled to fly.
An administration deals,
among other things, with
regulating the training,
education and certification
of seafarers in accordance
with the requirements of the
convention.
Approved: This means that a
national maritime
administration has approved a
training programme or seagoing
service because it meets the
requirements of the amended
STCW Convention.
are seven funtional areas,
at three different levels of
responsibility and support
level (applies to ratings
forming part of a
navigational or engine
watch).
The following table lists
the different functions
and levels of
responsibility at which
the functions can be
carried out.
For example, one of the
requirements to qualify as a
rating forming part of a
navigational watch is to have
approved seagoing service,
including not less than six
months’ training and
Party: A country where the STCW
Convention has entered into force.
A party is under the obligation to
implement the standards contained
in the convention. Seagoing service:
Service on board a ship relevant to
the issue of a certificate or other
qualification.
S eagoing ship: A ship
navigating in areas not
close to inland or
sheltered waters or
where port regulations
apply...
Standard of competence:
This term refers to the
minimum knowledge,
understanding and
proficiency that seafarers
must demonstrate to gain
certification..
T he tables contained
in part A of the STCW
Code specify the
standards of
competence to be
achieved by the
The thinking behind dividing
all duties on board into
competencies, functions,
and levels of responsibility is
that certificates should be
awarded on the basis of the
specific duties
seafarer carries out on-board rather
than on ship departmental divisions
(deck/engine). For the complete
tables and full details of standards
of competence applying to the
certificates you hold, refer to the
STCW Code (part A) in the 2010-
amended STCW Convention.
Certificate of competence:
A certificate issued and
endorsed by administration,
for masters, officer and
GMDSS radio operators in
accordance with the
provisions of chapters II,
III, IV or VII and entitles
the lawful holder thereof
to serve in the capacity
and perform the functions
involved at the level of
responsibility specified.
Certificate of proficiency: A
certificate, other than a
certificate of competency
issued to a seafarer, stating
that the relevant requirements
of training, competencies or
seagoing service in the
convention have been met.
Documentary evidence:
Documentation, other than a
certification of competency or
certificate of proficiency used to
establish that the relevant
requirements of the convention
have been met
Additional definitions and
requirements of the
amended STCW
Convention Ship security
officer 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 liaison with
the company security officer
and port facility security
officers; Note: the designation
of a ship security officer is
mandatory.
Security duties include
all tasks and duties on-
board ships as defined
by chapter XI-2 of SOLAS
and the ISPS code.
Electro-technical officer
means an officer
qualified in accordance
with the provisions of
regulation III/6 of the
convention.
Electro-technical rating means
a rating qualified in accordance
with the provisions of regulation
III/7 of the convention. Note:
these positions are not a
manning requirement or
prohibit other positions of other
electrical roles onboard
Able seafarer deck means a
rating qualified in accordance
with the provisions of regulation
II/5 of the convention. Able
seafarer engine means a rating
qualified with the provisions of
regulation III/5 of the
convention.
PART 1 —certificates STCW
Certificates The term
‘certificates’ covers all
official documents required
under STCW. It includes
certificates of competence,
endorsements,
certificates of proficiency,
and any documentary
evidence showing that a
requirement of the
convention has been met.
Certificates are important as
they are the main paper
evidence you have on hand to
prove that your level of
maritime education and
training, your length of service
at sea, your professional
competence,
medical fitness and age all
comply with STCW
standards. Every party to
the convention has to
ensure that certificates are
only issued to those
seafarers who meet STCW
Certificate of competence: This
document is issued to masters,
officers, radio operators and
ratings forming part of a watch
who meet the standards of
competence relevant to their
particular functions and level of
responsibility on-board.
.The table below indicates
the title of the certificates
under STCW and the
various limitations and
tonnage thresholds that
apply.
Endorsement: A
document issued to
masters and officers,
either as part of the
certificate or as a
separate document. This
endorses) that the
national certificate has
been issued in
accordance with all
STCW requirements.
(endorses) that the
national certificate has
been issued in
accordance with all
STCW requirements.
However, due to the ongoing
problem with fraudulently
issued certificates, the amended
2010 STCW Convention has
made substantial changes in
regulation I/2 to tighten up on
the endorsement process.
It is now required that all
endorsements are only
issued by the administration
after fully verifying the
authenticity of any
certificates and documentary
evidence,
and the candidate has
fulfilled all requirements
and has the standard of
competence for the
capacity identified in the
endorsement.
Endorsement of
recognition:
This endorsement certificate
is issued by an
administration as an official
recognition of the validity of
a certificate issued by
This procedure is
necessary as many
merchant fleets are
manned by seafarers
certificated by other
administrations. In other
I f you hold a certificate from
country ‘x’ , but you are serving
on a ship registered in country
‘y’ ,then you need to apply to
the maritime administration of
country ‘y’ for a certificate
authorising you to serve on
ships registered under its flag.
Under the 2010-amended
STCW Convention
regulation I/2 all seafarers
serving on foreign ships
must obtain an
endorsement.
T o obtain an endorsement of
recognition, you will need to submit
the original of your national
certificate of competence to the
representative of the issuing
administration. You cannot apply for
an endorsement on the basis of
another endorsement
administrations will also require
proof of identity. In most cases
you will have to pay a
processing fee that will vary
depending on the type of
certificate being endorsed and
the charges set by different
administrations.
I f you are employed, the
employer (shipowner or
manning agent) will normally
take care of all the necessary
paperwork and fees. Even
though it is not a
requirement of the
there are a number of
administrations that are now
requiring a letter of employment
as part of the documentation
necessary to process an
application for an endorsement
of recognition.
The way to submit your
documentation varies
from administration to
administration particularly
under the revised
requirements
while some may still accept a
postal application and copies
of the documents, it is more
likely they will insist that the
seafarer appearas in person
with all the original
documentation.
These face-to-face applications
are processed before a
representative of the
administration at a designated
office (if overseas, this is
normally held at the consulate
of the country’s administration).
office (if overseas, this is normally held
at the consulate of the country’s
administration). An STCW endorsement
of recognition can only be issued by an
administration provided that the
certificate being recognised was issued
in accordance with STCW requirements
and the original certificate presented is
genuine.
To verify that the certificate in
question has been issued in
accordance with all requirements of
the convention, an administration
should inspect the training facilities
and certification procedures of
another administration.
to verify that the certificate is
genuine, the documents that you
submit to a foreign administration
will be checked for authenticity and
the new requirement for the
maintenance of a database may aid
this process. This will include a
visual check to verify security
features in the certificate.
I ts number and details may
also be crosschecked with the
issuing administration. This
process may take time, so the
administration will issue a
letter stating that your
application is being
By producing this letter you
are able to serve on board a
ship registered under the
administration processing
your application for a
maximum period of three
months.
Masters, chief mates, chief
engineers or second engineers
applying for an endorsement of
recognition are also required to
demonstrate knowledge of the
maritime legislation of the flag
state issuing the endorsement.
Certificates of proficiency:
These are documents issued
to the seafarer to certify that
he or she has met the
required standard of
competence in a specific
duty.)
These certificates include
certificates for personnel
serving on certain types of
ship (tankers, and
passenger ships)
) and for those assigned with
safety, security and pollution
prevention duties.
It certifies that the holder meets
STCW standards of competence
in specific functions related to
safety, care of persons, or cargo.
Documentary evidence: This
is a document which is not
necessarily issued or
recognised by the
administration (and is not,
therefore, called a
certificate).
Documents issued by the
shipowner or master of the
vessel to attest that the
seafarer has participated in a
safety drill or has completed
some type of training
(for example familiarisation training)
are examples of documentary
evidence. It is important to keep
these documents since they are one
of the accepted ways of
demonstrating that you have
achieved proficiency in a given task
(basic safety training, for example
Where such evidence is not
available of on-board training and
experience you will be required to
undergo a five yearly refresher
course in personal survival and fire
prevention and fire fighting. Whilst
the security officer will require a
certificate of proficiency,
security familiarisation
and security awareness
are ship specific
requirements that will
require the seafarer to
have documentary
As is the case with the
seafarer withdesignated
security duties, it is the
company’s or security
officers’ responsibility
to ensure crew are trained
to the minimum standard
within the amended
convention and have the
appropriate documentary
evidence.
Documentary evidence: This
is a document which is not
necessarily issued or
recognised by the
administration (and is not,
therefore, called a
certificate).
Documents issued by the
shipowner or master of the
vessel to attest that the
seafarer has participated in a
safety drill or has completed
some type of training
(forexample familiarisation training)
are examples of documentary
evidence. It is important to keep
these documents since they are one
of the accepted ways of
demonstrating that you have
achieved proficiency in a given task
(basic safety training, for example).
Where such evidence is not
available of on-board training and
experience you will be required to
undergo a five yearly refresher
course in personal survival and fire
prevention and fire fighting. Whilst
the security officer will require a
certificate of proficiency,
security familiarisation and security
awareness are ship specific requirements
that will require the seafarer to have
documentary evidence. As is the case with
the seafarer with designated security
duties, it is the company’s or security
officers’ responsibility to ensure crew are
trained to the minimum standard within the
amended convention and have the
appropriate documentary evidence.
Under the STCW Convention, all
seafarers need to meet minimum
standards of competence, age,
medical fitness, and approved sea-
going service. These standards are
set by each national administration,
but as a minimum, they should
reflect STCW standards.
The certificates you are required to
hold depend on your rank,
responsibilities you are assigned on
board, and the type of vessel you
are serving on. For example, if you
are watch-keeping officer working
on-board a chemical tanker, and
your duties include being crew of a
fast rescue boat
make sure you have all the valid
certificates you need to cover
the functions you will be performing
on board. This documentary
evidence is proof of your
competence and will be subject to
inspection by the master, flag state
and port state inspectors. To obtain
an STCW certificate
first need to successfully
complete a training programme
approved by the issuing
administration or to complete a
period of approved seagoing
service. For most certificates you
will need a combination of both.
Some of the training can
be provided at sea, but for
more specialised and
longer courses you will
need to attend a period of
shore-based instruction.
Certificates are issued once you are able
to prove your competence in and
knowledge of the tasks covered by your
certificate to the standards required.
The requirements to upgrade to a
certificate compliant with the 2010
STCW Convention will vary and are
outlined in section 4 of this guide.
throughout your entire seafaring
career. The change introduced by
STCW in this path is that in order to
qualify for a specific certificate, say
watch-keeping officer in charge of a
navigational watch, you will need to
be competent in the specific
functions stated for that level of
responsibility.
There is a general decreasing
emphasis on the sea-time
requirement to gain the required
competence. Under the STCW-78
convention, seafarers were also
allowed to qualify for a certificate on
the basis of sea-going service alone
(ratings qualifying as watch-keeping
Certification paths
There are two different ways of
gaining your STCW certificates.
Whichever path you choose, the
standards are identical. The
difference lies in the number of
functions you will be able to perform
on-board and this is
The traditional method: STCW
certificates awarded in the traditional
way are classified according to which
department of the ship (deck or engine)
you work in. Most seafarers around the
world have been awarded their
certificates in this way. Under this
method you will probably work in the
same department (deck or engine )
The introduction of the able seafarer
deck and the able seafarer engine into
the STCW Convention under the 2010
amendments involved substantial
reductions in sea-time from the
requirements of ILO convention 74. At
the same time the competency tables
were revised to reflect modern ship
requirements and the demands of
today’s vessels.
Administrations should recognise ILO
certification and provide for a transition to
the new certification. The alternative
method: This refers to STCW certificates
issued to enable the holder to perform
different functions that are not necessarily
within the same department. The certificate
awarded will specify the functions and the
level of responsibility. A candidate for
alternative certification will need to qualify
functions at a determined level of responsibility
in one department (deck or engine) before being
able to qualify for other functions (at the same
level of responsibility) in a different department.
For example, a watch-keeping officer applying
for an alternative certificate will have to qualify
in all the functions of a watch-keeping officer,
either in the deck or the engine department,
before he or she can qualify for additional
functions at the same level in other departments.
Standards of competence, age and
medical fitness are the same as for
the traditional method. The purpose
of the alternative certification is to
allow for shipboard organisation to
be in line with modern technological
developments and to open up a new
career path for seafarers.
Under the convention, shipowners
are not allowed to use alternative
certification as a means of reducing
the number of crew members on
board and increasing everybody
else’s workload, or to undermine the
integrity of the profession by
General requirements for officers If you are
an officer, you must meet m
Basic safety training for officers: Officers
serving on any type of ship who are
designated with safety and pollution
prevention responsibilities in the operation of
the ship need basic safety training. Such
training must cover personal survival
techniques, basic fire prevention and fire
fighting, elementary first aid, and personal
This requirement applies to practically
all officers serving on merchant ships.
Cadets assigned with these duties also
need to complete basic safety training
before going to sea. Basic safety training
should be documented as having taken
place within five years of the officers
being assigned to safety and pollution
prevention duties.
This You need to complete an approved training
course or provide evidence that you have
achieved the required standards of competence
within the previous five years (by participating in
drills and exercises, for example, or assessment
by a qualified assessor). It is advisable that you do
hold some form of documentary evidence to show
that you have achieved competence in these
functions within the previous five years (this may
be in the form of record of drills or letters from a
training centre).
inimum requirements in respect of standards of
competence, seagoing service time, medical
fitness and age. You should be in possession of a
valid certificate of competence according to your
rank and functions on-board. This certificate should
be endorsed (in the same certificate or in a
separate document) by the issuing administration.
You should also have all the ancillary certificates
required such as radar or ARPA, GMDSS, and those
referring to safety duties on-board specific types of
ships.
Part 2 and part 3 of this section will give you
guidance as to what certificates officers require. To
know the exact requirements and standards of
competence for each certificate you should consult
chapters II (master and deck department), III
(engine department), IV (radio personnel), V
(training requirements for personnel on certain
types of ships), VI (emergency, occupational
safety, medical care and survival functions) of the
STCW Convention. These chapters should be read
in conjunction with the respective section of part A
of the STCW Code.
R evalidation requirements for officers:
Certificates for masters, officers and radio
operators must be endorsed by the issuing
administration and re-validated at intervals not
exceeding five years. Certificates issued under
STCW standards should be upgraded to the 2010-
amended STCW standards before January 2017
(see section 4). Other certificates for specialized
training are subject to refresher training (see part 2
in this section).
Officers serving on ships registered under a foreign flag:
If you intend to serve on ships registered under the flag
of a foreign country, then you need an endorsement of
recognition issued by the administration of that country.
Some administrations may also require an endorsement
of recognition for specialized training certificates. In some
instances, administrations from other countries will only
recognise training which has been completed at specific
training establishments in your country of origin. If in
doubt, ask the foreign administration if it has any
requirements in this respect. Going for the next higher
certificate:
New requirements of the amended 2010
STCW
All ships must have a qualified security
officer delegated by the company and master
of the ship, who is responsible for ensuring
that the other crew are familiarised and
trained in security matters for that vessel.
The revised convention has introduced bridge
resource management and engine resource
management requirements for senior officers
and leadership and management skills within
.Companies should be
responsible for providing training
in these areas where seafarers do
not have appropriate training.
Where the company requires to
carry an electro-technical officer
they should comply with the new
competency requirements under
General requirements for
ratings Ratings fall under
three general categories;
those forming part of a watch
(deck or engine), those who
are not assigned watch-
keeping duties, and those
As a rating you are required to meet
minimum standards of medical fitness,
minimum age (if designated with watch-
keeping duties), competence (if designated
with watch-keeping duties), and seagoing
service time (if designated with
watchkeeping duties). Ratings who are not
assigned watch-keeping duties or those still
undergoing training are not required to hold
watch-keeping certificates.
These chapters should be read in
conjunction with the respective
section of part A of the STCW Code.
Ratings assigned watch-keeping
duties
Ratings forming part of a watch (deck
or engine) need to be specifically
certified for this function. If you are
part
All other certification requirements
for ratings depend on the functions
performed on board. Part 2 and part 3
of this section will give you guidance
as to what certificates you require,
depending on the function you
perform and the type of ship you are
serving on.
If you want to know the exact standards
of competence you should meet, consult
chapters II (master and deck
department), III (engine department), IV
(radio personnel), V (training
requirements for personnel on certain
types of ships), VI (emergency,
occupational safety, medical care and
survival functions) of the STCW
Convention.
of a navigational watch, you need to hold a
certificate known as ‘rating forming part of a
navigational watch’ certificate. On the other hand,
if you are part of an engineering watch, you will
need to hold a certificate known as ‘rating
forming part of an engineering watch’ certificate.
To obtain these certificates you need to show that
you are competent in the functions set out in the
following paragraphs. You can find the complete
version of these in the STCW Convention under
section A-II/4 for deck personnel and A-III/4 for
engine personnel.
Ratings forming part of a navigational watch
You should meet the competence requirements stated
below. These do not apply to ratings on ships of below
500 gross tonnages. You must be able to:
1. Steer the ship and comply with helm orders issued in
English (covers the use of magnetic and gyro
compasses, helm orders, change over from automatic
pilot to hand steering device and vice-versa).
2. Keep a proper look-out by sight and hearing (covers
the responsibilities of a look-out
including reporting the approximate bearing of a
sound signal, light or other object in degrees or points).
reporting the approximate bearing of a
sound signal, light or other object in degrees
or points). Contribute to monitoring and
controlling a safe watch (covers shipboard
terms and definitions, use of internal
communication and alarm systems, have the
ability to understand orders and to
communicate with officer of the watch in
matters relevant to watch-keeping duties,
be familiar with the procedures and hand-
over of a watch, the information required to
maintain a safe watch and basic
environmental protection procedures).
Operate emergency equipment and apply
emergency procedures (covers knowledge of
emergency duties and alarm signals,
knowledge of pyrotechnic distress signals,
satellite EPIRB’s and SARTS, avoidance of
false distress alerts and action to be taken in
the event of accidental activation).
use of internal
communication and alarm
systems, have the ability to
understand orders and to
communicate with the officer
of the watch in matters
relevant to watch-keeping
be familiar with the
procedures for the relief,
maintenance and hand-over
of a watch, the information
required to maintain a safe
watch and basic
Operate emergency
equipment and apply
emergency procedures
(covers knowledge of
emergency duties and
alarm signals,
knowledge of pyrotechnic
distress signals, satellite
EPIRB’s and SARTS,
avoidance of false distress
alerts and action to be taken
in the event of accidental
activation).
Week No. 12 & 13
The ISO 14001:2015 for the management
system in place in shipping industry in relation to
environmental management L
LEARNING OUTCOME
. explain the different implications of the
ISO 14001:2015 for the management

system in place in shipping industry in
relation to environmental management
T he new 2015
objectives.
standard has expanded

the scope of objectives
but has dropped any
reference to targets in
favour of “measurable
objectives”.
Setting objectives
objectives.
Clause 6.2.1 of the 2015

standard requires
objectives to be
established at relevant
functions and levels within
your organisation.
Clause A.6.2 suggests that top
management establishes
objectives at the strategic level
(applicable to the whole
organisation) and the tactical/
operational level (applicable to
specific units or functions).
The new 2015 standard has
objectives.
expanded the scope of objectives

but has dropped any reference to
targets in favour of “measurable
objectives”. Setting objectives
Clause 6.2.1 of the 2015 standard
requires objectives to be established
at relevant functions and levels
within your organisation
I SO 14001:2015 - The
expanded scope of Objectives
The 2004 version of ISO 14001
requires development of
objectives and targets, and the
establishment of programmes to
achieve these objectives
Clause A.6.2 suggests that top
management establishes
objectives at the strategic level
(applicable to the whole
organisation) and the tactical/
operational level (applicable to
specific units or functions).
Environmental
objectives must
consider significant
environmental aspects
and compliance
obligations; however,
,you can select which
aspects and obligations are
addressed in the objectives.
Objectives may also address
some of your documented
risks and opportunities.
6.2.2 of the standard
addresses the planning
required to achieve
environmental objectives:
what will be done and what
resources will be required?
when will it be completed
(and I’d add: what are the
milestones?) how will the
results be evaluated,
including monitoring of
progress?
and monitoring objectives
The 2015 standard also
stipulates that objectives be
measurable and monitored. To
achieve this, I suggest you
revert to the old standard’s
use of targets.
The “objective”, then, is
.
the intended
environmental outcome
or purpose (eg. reduce
paper usage
.The “target” is a
measurable performance
requirement (eg. reduce
paper usage to 1 ream of
paper per person per
quarter averaged over the
Then, you just need to
determine how you’ll track
performance against the
target. In the above example,
how will paper usage be
measured? Perhaps via
purchase records.
Usage may be easy to
measure, but waste can be
more difficult. Waste might
sometimes be tracked by
direct measurement, but more
often by difference using a
mass-balance approach.
Collaboration is key
The most important thing to
note when setting objectives,
targets, deadlines and
resources, is make sure that it
is done in consultation with
the team
accountable for achieving
the objectives. This will
engender a sense of
ownership for the
objectives and increase
the likelihood
Collaboration is key The most
important thing to note when setting
objectives, targets, deadlines and
resources, is make sure that it is done
in consultation with the team
accountable for achieving the
objectives. This will engender a sense
of ownership for the objectives and
increase the likelihood
Examples of ISO 14001
objectives based on the
different company sizes
When a company has an
EMS (Environmental
Management System),
whether certified to ISO
,its effectiveness can
only truly be measured
by its performance
against the objectives
that have been defined.
It therefore stands to reason
that understanding the
effectiveness of your
management system can be
affected by the relevance
and accuracy of your
objectives.
It could be possible for your
organization to believe that
performance is good, when in
fact the objectives may not be
relevant, aggressive enough or
perhaps not even directly
related to the real core activities
of your business.
So, how can a company
ensure that ISO 14001
objectives are relevant
and truly help to drive
improved environmental
performance?
Linking objectives to your core
activities I took part in a supplier
audit where the organization in
question was going through an
ISO 14001:2015 implementation
with the help of an external
consultant.. For example,
The organizational leaders
were making suggestions on
possible objectives for their
EMS, despite only having just
begun the implementation
process.
This led me to think: until you
understand your
organizational activities and
their environmental impact,
you cannot truly define
meaningful objectives for
your EMS. For example,
many companies have a “carbon
footprint” measure, as constant
travelling can have a large
environmental impact. This is
managed through using conference
and video calling, and applications
like TeamViewer to limit the impact
and reduce costs
,as we examined in the article 6
Key Benefits of ISO 14001. This
measure can be used for most
organizations, but let’s examine
some more specific examples of
what objectives may fit to a
particular EMS:
Legislation compliance.
This is mandatory within
ISO 14001, but should this
be an EMS objective? This
could be said to depend
greatly on operates.
Let us consider two
scale, but within a close
geographical distance –
a fast food restaurant
and a nuclear power
plant.
Aligning your objectives with
your company strategy After
consideration, it quickly
becomes clear that one size
does not fit all in terms of
setting environmental
objectives for a company.
Even organizations in the same line of
business may find different
environmental objectives relevant,
depending on several factors that may
include size of the organization,
context, the markets in which it
operates, and how the activities of the
organization fit with other aspects of
the management system.
Ensuring that the environmental
objectives are aligned with the
company’s strategic direction
remains a key factor, and
ensuring the objectives are
“S.M.A.R.T” (Specific,
Measurable, Achievable,
Realistic and Time-bound) helps
to focus on driving towards
completion in a methodical
way. However, when working
with a management team to
define objectives for an EMS, a
logical and mathematical
outlook is needed.
Ask yourself, “What is
important to the
organization and what is
important to the
environment?” If you can
identify environmental
outputs that fit both
and they can be mitigated
by a methodical
approach, then you can
begin to form relevant
objectives for your
organization.
Once every phase has been defined, we
need to analyze related inputs and
outputs. To learn more about the life
cycle perspective in ISO 14001, see the
article How does product life cycle
influence aspects according to ISO
14001:2015 and Life cycle perspective
in ISO 14001:2015, what does it mean?
Understanding environmental
aspects and impacts associated
with shipping operation Global
trading is driven by maritime
transportation, generating a
great number of environmental
impacts associated with
activities performed by shipping
Although many regulation
efforts have been conducted
to mitigate pollution derived
from shipping activities,
marine transportation is still
causing several impacts on
the marine environment.
Understanding environmental
aspects and impacts associated
with shipping operation Global
trading is driven by maritime
transportation, generating a
great number of environmental
impacts associated with
activities performed by shipping
F or more information about
environmental aspects, see articles
Environmental aspect identification and
classification and Catalogue of
environmental aspects.
An environmental aspect is an element
found in the activities, products, or
services of an organization that can
interact with the environment.
For more information about
environmental aspects, see articles
Environmental aspect identification and
classification and Catalogue of
environmental aspects.
An environmental aspect is an element
found in the activities, products, or
services of an organization that can
interact with the environment.
While an impact, according
to ISO 14001, is a change
produced in the environment
by an organization as a
consequence of its
environmental aspects, this
change can be either adverse
Below, a table is shown
containing some of the
found during the operation
of a ship, and their related
impacts:
In order to reduce those
significant environmental
impacts found during
operation, it will be required
to place operational controls
to mitigate and control those
For more information about
operational controls in ISO
14001:2015, you can read the
article Defining and
implementing operational
controls in ISO 14001:2015.
Benefits of implementing an
Environmental Management
System Among the quantifiable
advantages from implementing
ISO 14001, we can find a
reduction in the resource
consumption (energy
water, and raw materials) and
minimization in waste
generation. Consequently, there
is an enhancement of the
company’s effectiveness and
efficiency.
Other benefits that aren’t
directly quantifiable and which
Better corporate image and
reputation Giving response to
customers’ environmental
needs and expectations
Improvement of relationships
with authorities, local
communities, and other
stakeholders,
which facilitates obtaining
benefits, permits, and
licenses Compliance with
environmental legal
regulations and contractual
requirements, ensuring
protection from prosecution
Enhancement of internal
processes related to the
Achieving better environmental
performance Reducing
environmental risks
Raising competitiveness in the
marketplace SO 14001:
An opportunity to face
environmental
challenges in the
shipping industry he
ISO 14001 standard
guides organizations
through the identification of
their environmental aspects
within their processes, as
well as measurement and
control of their
environmental impacts.
Adopting an Environmental
Management System
transforms shipping companies
into proactive organizations in
relation to managing
environmental impacts derived
from their operations.
Therefore, implementing the
ISO 14001 requirements
allows shipping businesses
to decrease environmental
impacts and reduce costs,
thereby increasing their
productivity.
QUIZ 2 SEMI FINAL
1. Explain what is the difference
between ISO 14001 2015 and ISO 9001
2015
2. What is the aim of the ISO 9001

2015
Week No. 14 & 15
The development of
OHSAS 18001 in
integrating with the ISO
9001 (Quality) and ISO
14001 (Environmental)
OHSAS 18001
IMPLEMENTATION IS ABOUT
All employers have the
responsibility and duty of
care when it comes to their
workers, customers, and
members of the public.
Very strict laws and a growing
awareness of worker health and
safety have led to increased
pressure on enterprises to
demonstrate their commitment
to managing occupational
health and safety risks.
Failure by enterprises
to do so will certainly
put their commercial
sustainability and
overall brand image at
risk.
It provides the framework
for setting up and improving
a management system
specifically for management
and control of health and
safety risks at the
workplace.
OHSAS 18001 is the
internationally recognised
standard that provides a
framework for optimal
occupational health and safety
management. It is relevant to
companies of all sizes and in all
sectors of the economy.
B y implementing the standard,
you can improve the safety profile
of your work environment,
significantly reduce the risk of
accidents and related injuries, and
demonstrate your organisation’s
commitment to best practices
related to health and safety.
OHSAS 18001 management system i
basically a framework with a proper
structure for managing the human
resources, processes, and company
resources in such a way as to promote
employee well-being and health at the
workplace.
Rrequirements of OHSAS 18001
is to the benefit of each
employee and the organisation
as a whole. The standard is not
just applicable to large
companies operating in mining
and engineering or construction;
it is applicable to every
type of organisation
whether in the service,
manufacturing, mining,
or even the retail store
provides a written method
for improving the health and
safety at the workplace.
management of hazards and
risks in line with the
country’s legislation.
it is flexible enough to be relevant
to any type or size of enterprise. The
standard requires the organisation
to show that it has followed a
systematic approach to ensure
proper management of hazards and
risks in line with the country’s
legislation.
The three main principles of the
standard are: Setting up,
implementing, maintaining, and
improving the organisation’s health and
safety management system to adhere
to the requirements of the standard.
• Systematic approach to ensure
ongoing improvement.
.Implementation benefits of a BS
OHSAS 18001-management system
include: Reduced costs related to
accidents and injuries. Improvement
in the awareness of the importance to
operate machinery safely.

Reduced downtime related to
injuries. Improvement in
training and the outcomes of
training. Reduction in lost
operational hours associated
with illness.

Improved facilities. Improved
incident reporting and thus
reduced likelihood of
incidents being repeated.

Improved company image
The Plan phase entails the setting of the
organisation’s objectives, including analysis
of the current systems in place and the
setting of overall goals, and the various
targets for assessment and development of
plans to achieve the targets and overall
goals. It entails identification of hazards, the
conducting of risk assessments, and the
setting of controls.
Awareness development must
be encouraged and employees
must be trained to be competent
in their jobs and
implementation of OHSAS 18001
and the measurement of
performance and corrective
actions.
Promote staff involvement in
hazard and risk identification,
assessments, and
investigations of incidents. It
is essential to create the
right communication
channels to also make sure
visitors to the premises, suppliers,
and contractors are aware of the
health and safety regulations and
procedures. It is furthermore
important to ensure that the
required documentation and records
are in place and updated according
to the framework of OHSAS 18001.
Risk controls must be measured on a
regular basis and properly managed.
You need to keep record of goods,
services, and equipment purchased,
and of who visited the premises. Plans
must be in place for responding to
emergencies and these plans must be
tested and reviewed on a regular basis.
Check and Act
Proper calibration of equipment for
monitoring and measuring must be
done and the records of this must
be available for inspection. The
enterprise documentation must be
evaluated to ensure that the latest
legislative requirements are met.
Proper procedures must be in place
and followed for investigating
Proper calibration of
equipment for monitoring
and measuring must be
done and the records of
this must be available for
inspection.
The enterprise
documentation must be
evaluated to ensure that the
latest legislative
requirements are met. Proper
procedures must be in place
and followed for investigating
analysing them, determining
their causes, and non-
conformances to prevent
repeated incidents. Internal
audits must be conducted,
records kept, and regular
management reviews s cheduled
<Week No. 16 and 17
Company’s Policy on the
safety, security, health,
environment and quality
SSHEQ)
Health, Safety and
Environment Protection
Policy it is the Company’s
Policy to provide healthy
and safe working
conditions,
promote and enhance
safety as a work culture,
prevent loss or human
injury and avoid any
adverse impact on the
environment (marine or
otherwise) including
The Company’s Safety
Management System has been
structured to ensure
compliance and conformity
with IMO regulations and other
applicable national and
international regulations
Health, Safety and Environment
Protection Policy it is the
Company’s Policy to provide
healthy and safe working
conditions, promote and enhance
safety as a work culture, prevent
loss or human injury and avoid any
adverse impact on the environment
(marine or otherwise) including
property. The Company’s
Safety Management System
has been structured to ensure
compliance and conformity
with IMO regulations and other
applicable national and
international regulations
The main objectives of our
H.S.E. Policy are as
follows:
1 To prevent loss of
human life and personal
injury.
2. To prevent damage of the
ship cargo and environment.
3. To establish safeguards
against identified risks
and 4. to operate the ship
within ALARM
Provide a framework for setting
and reviewing environmental
and other objectives and targets.
Reviews the system on a yearly
basis to verify its continuing
effectiveness.
shore based and sea going, are
responsible for implementing
the Company’s H.S.E. Policy. In
this respect the policy should
be understood, implemented
and maintained at all levels in
the organization
The essence of prioritizing HSSE is
expressed in OMV’s HSSE Vision of
“ZERO harm – NO losses.” The
Vision establishes the dependence
of OMV’s long-term business
success on our ability to continually
improve the quality of our business
activities while protecting people,
the environment.
shore based and sea going, are
responsible for implementing
the Company’s H.S.E. Policy. In
this respect the policy should
be understood, implemented
and maintained at all levels in
the organization
OMV aims to adhere to the highest
standards to provide its employees
and contractors a safe workplace.
Our Safety Management System is
based on the OMV Group’s HSSE
Policy, the HSSE Directive, and
corporate regulations such as HSSE
Risk Management
political extremism, criminality,
and cyber threats have required
the Security & Resilience
department to adapt a robust,
but flexible security strategy to
enable OMV to continue
operating in such dynamic
environments.
Capital operates
under a Safety
Management System
in compliance with
the IMO’s ISM code.
Capital’s
management system
also complies with
the Quality Standard
ISO 9001,
the Environmental
Management Standard ISO
14001, the Occupational
Health & Safety Management
System ("OHSAS") 18001 and
Energy Management Standard
ISO 50001.
The compliance of Capital with
all of the above standards is
certified by Lloyds Register of
Shipping. Capital’s approach to
maritime health, safety, quality,
security, environment and
energy (HSQEE)
was the first company worldwide
in 2014 to receive independent
verification and certification by
Lloyds Register of Shipping for
its business strategy in
accordance with the "IMO
Strategic Concept of a
Sustainable Shipping Industry".
Capital is incorporating
key 'imperatives' and
'goals', as defined by IMO
in the company's
management systems
across its operations.
Capital has established a
task force to implement
specific actions, plans,
processes, and to develop
systems addressing
sustainability.
Priority has been given to
the promotion of a safety
culture and environmental
stewardship, as well as to
the education, training
and support of seafarers.
The quality of the Capital Ship
Management services and its
excellent 'HSSE' (health, safety,
security and environmental)
operating record was highlighted
when Capital was selected as
“Tanker Company of the Year 2009”
at the annual Lloyd’s List Greek
Shipping Awards.
Capital considers the good
health and wellbeing of its
crews as a number one
priority. To this end, the
Company applies best
practice policies regarding
medical assistance,
providing global 24/7
telemedicine support for
its crews on board and
ashore including: medical
advice by ten different
medical specialties
with onboard case history provided
to hospital & medical providers.
Capital crewing offices also utilize
the above services in order to check
the health of crew members before
embarkation and supplement or
confirm the accuracy of their health
certificates.
FINAL QUIZ
1. Explain the development of OHSAS 18001 in
integrating with the ISO 9001 and ISO 14001 on
board
2. What is OHSAS 18001 IMPLEMENTATION IS ABOUT
3. What is OHSAS stand for
4. Explain what is Health, Safety and Environment
Protection Policy
5. What is SSHEQ means

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MGMT2

Safe Operation of Ships

and for Pollution

Guidelines on implementation of the

particular with regard to the

concerned to apply for

Committee could keep the annexed

with the ISM Code; and for the conduct

2013, and revised Guidelines

under the provisions of the ISM

concerning the functions of the

Assembly in relation to regulations and

(SOLAS) 1974, which will make

at sea and protection of the

reviewed resolution A.680(17)

second session and by the

Management (ISM) Code), set

which are flying their flags, as soon as

Committee of the action they

develop Guidelines for the

the Code and its associated

Code Annex to IMO

management and operation of

of his responsibilities with regard to

management to enable it to respond to

the need of those on board ships to

range of different conditions,

require varying levels of knowledge

attitudes and motivation of

the Safe Operation of Ships and for

ship from the Shipowner and who on

human injury or loss of life, and

against all identified risks; and

system should ensure:

compliance with mandatory

societies and maritime

Every Company should develop, implement

and maintain a Safety Management System

and flag State legislation; defined

this is impracticable due to

the size and the nature of the

involved. The management

personnel responsible for the

compliance should be issued for

the Administration in which

the verification of the

the Company is capable of

the verification of the

accordance with the

functioning of the ship's SMS

At the end of this module, you are

The ISM Code requires every

A safety and environmental protection

safe operation of ships, and protection of

Defined levels of authority and lines

of communication between, and

Procedures to prepare and

A Company that operates a

.A Company will receive a

.An up-to-date copy of the DOC