Finals Marine

8/3/2019 Finals Marine

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Cummins ISM Cummins Southern Plains, Ltd.

Cummins ISM continues to lead the way for heavy-duty diesels in its class. Thoroughly tested

and proven to meet Cummins rigorous durability standards, the ISM satisfies every emissions

requirement without expensive aftertreatment or special fuels.

ISM Engine Applications

Transit/Shuttle

Heavy Duty Trucks

Emergency Vehicles

RV

Key Features

Superior Performance. The ISM's improved performance is gained through its use of

superior diesel engine technology.

Best Fuel Economy. The ISM continues to have the best fuel economy in its class, even while

meeting 2002 EPA certification.

Low Maintenance Costs. Greater reliability with fewer parts.

Performance

The new Cummins technology now has over 1 billion mile of proven performance. We're so

confident in the performance of this engine, we're giving an Uptime Guarantee.

The ISM's Variable Geometry Turbochargerproduces quicker throttle response with less turbo"lag."

SmartTorque automatically adds up to 100 extra lb-ft of torque in the top two gears, for better

fuel economy and fewer shifts.

Exceptional Power-to-Weight-Ratio - Withratings up to 500 hp and 1550 lb-ft of peak torque.

Improved compression braking with the fully integrated C Brake by Jacobs.

Rear Engine Power Take-off(REPTO) is available for vehicles that need an engine to do

double-duty.

Fully integrated electronic controls usingCummins ECM provide increased performance from

all subsystems.

Fuel Economy

Cummins ISM delivers excellent fuel economy, thanks to its electronically controlled fuel

system with advanced air-handling technology.

To achieve the best fuel economy with Cummins ISM, spec'ing one of our two SmartTorque

ratings is a great option.
http://everytime.cummins.com/every/pdf/4103536.pdfhttp://www.cummins-sp.com/engines/parts_accessories/turbocharger.htmhttp://www.cummins-sp.com/document_library/Engine%20Ratings/ISM_engine_ratings.pdfhttp://www.cummins-sp.com/document_library/Engine%20Ratings/ISM_engine_ratings.pdfhttp://www.cummins-sp.com/engines/parts_accessories/c_brake.htmhttp://www.cummins-sp.com/parts/components_accessories/ecm.htmhttp://www.cummins-sp.com/parts/components_accessories/ecm.htmhttp://www.cummins-sp.com/engines/parts_accessories/turbocharger.htmhttp://www.cummins-sp.com/document_library/Engine%20Ratings/ISM_engine_ratings.pdfhttp://www.cummins-sp.com/engines/parts_accessories/c_brake.htmhttp://www.cummins-sp.com/parts/components_accessories/ecm.htmhttp://everytime.cummins.com/every/pdf/4103536.pdf


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Cummins PowerSpec, the online tool that describes each engine feature, gives recommended

settings and lets you modify and optimize operation of your Cummins engines.

Improve mpg even further, get RoadRelay 4, the in-cab monitor that helps drivers improve

their own skill level.

Cooled EGRlow emission technology provides the best fuel economy alternative.

Fuel economy is still driver dependent. LBSC (Load Based Speed Control) can provide up to a

1.5% fuel economy improvement.

Gear-Down Protection (GDP) - Improves fuel economy by encouraging the driver to operate

in the top two gears.

Idle Control - Electronic features control idle speed, idle time, engine shutdown and PTO

utilization.

Road Speed Governor and Cruise Control - Settings optimize both fuel economy and

performance.

Articulated piston design featuring forged-steel crown and aluminum skirt allows for higher

top ring piston, optimizing fuel efficiency. Onan's Comfort Guard System is a totally integrated two-cylinder diesel-powered Onan

generator that powers all your auxiliary power needs. This adds up to a savings of 8.5% in fuel

costs every year.

Low Maintenance Costs

Cummins ISM delivers outstanding fuel economy, thanks to its electronically controlled fuel

system with advanced air-handling technology.

Lower Operating Costs - Thanks to long maintenance intervals combined with a simplified

design. Oil drain intervals of up to 50,000 miles are achieved throughout CENTINELoptimized lube

system design using the latest in Fleetguard filtration technology.

Self-tensioning belt drive system drives both fan and alternator for reduced maintenance and

increased belt life.

Mid-stop cylinder liner minimizes oil consumption and increases durability.

Advanced Fleetguard ES System with StrataPore filters designed for use with the new

CI-4 engine oils.

QuickCheck IIIallows you see what your engine readings are so there are no more surprises.

Water-in-fuel sensor alerts driver to contamination that could cause performance and

durability problems.
http://www.powerspec.cummins.com/site/home/http://www.cummins-sp.com/parts/components_accessories/roadrelay4.htmhttp://www.cummins-sp.com/parts/components_accessories/turbocharger.htmhttp://www.cummins-sp.com/engines/parts_accessories/loadbase_speedcontrol.htmhttp://www.cummins-sp.com/document_library/Fliers/Cummins/Parts/comfortguard_every%20comfort.pdfhttp://www.cummins-sp.com/document_library/Support/Engines/maintenance_schedule/94m11_m11plus_ism_ism02_maint_sched.pdfhttp://www.cummins-sp.com/engines/parts_accessories/centinel_system.htmhttp://www.cummins-sp.com/engines/parts_accessories/centinel_system.htmhttp://quickcheck.cummins.com/http://quickcheck.cummins.com/http://www.powerspec.cummins.com/site/home/http://www.cummins-sp.com/parts/components_accessories/roadrelay4.htmhttp://www.cummins-sp.com/parts/components_accessories/turbocharger.htmhttp://www.cummins-sp.com/engines/parts_accessories/loadbase_speedcontrol.htmhttp://www.cummins-sp.com/document_library/Fliers/Cummins/Parts/comfortguard_every%20comfort.pdfhttp://www.cummins-sp.com/document_library/Support/Engines/maintenance_schedule/94m11_m11plus_ism_ism02_maint_sched.pdfhttp://www.cummins-sp.com/engines/parts_accessories/centinel_system.htmhttp://quickcheck.cummins.com/


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International Safety Management Code

From Wikipedia, the free encyclopedia

The ISM Code provides an International standard for the safe management and operationof ships and for pollution prevention.

The purpose of ISM Code is:

To ensure Safety at Sea To prevent human injury or loss of life To avoid damage to the environment and to the ship.

SOLAS adopted the ISM Code in 1994 and incorporated it into chapter IX. By 1998 much of thecommercial shipping community was required to be in compliance with the ISM code. By 2002

almost all of the international shipping community was required to comply with the ISM Code.

In order to comply with the ISM Code, each ship class must have a working Safety ManagementSystem (SMS). Each SMS consists of the following elements:

Commitment from top management A Top Tier Policy Manual A Procedures Manual that documents what is done on board the ship Procedures for conducting both internal and external audits to ensure the ship is doing

what is documented in the Procedures Manual A Designated Person to serve as the link between the ships and shore staff

A system for identifying where actual practices do not meet those that are documentedand for implementing associated corrective action Regular management reviews

Another part of the ISM is the mandatory Planned Maintenance System which is used as a toolmaintaining the vessel according to the specified maintenance intervals.

Each ISM compliant ship is audited, first by the Company (internal audit) and then each 2.5 to 3years by the Flag State Marine Administration to verify the fulfillment and effectiveness of theirSafety Management System. Once SMS is verified and it is working and effectivelyimplemented, the ship is issued with The Safety Management Certificate. Comments from the

auditor and/or audit body and from the ship are incorporated into the SMS by headquarters.

The ISM Code was created by IMO and Capt. Graham Botterill, Specialist Advisor to the Houseof Lords in the UK on ship safety, among others.

The International Safety Management Code

IMO Assembly Resolution A.741(18) - 1993
http://en.wikipedia.org/wiki/International_Convention_for_the_Safety_of_Life_at_Seahttp://en.wikipedia.org/w/index.php?title=Safety_Management_System&action=edit&redlink=1http://en.wikipedia.org/w/index.php?title=Safety_Management_System&action=edit&redlink=1http://en.wikipedia.org/wiki/Planned_Maintenance_Systemhttp://en.wikipedia.org/w/index.php?title=Marine_Administration&action=edit&redlink=1http://en.wikipedia.org/wiki/International_Convention_for_the_Safety_of_Life_at_Seahttp://en.wikipedia.org/w/index.php?title=Safety_Management_System&action=edit&redlink=1http://en.wikipedia.org/w/index.php?title=Safety_Management_System&action=edit&redlink=1http://en.wikipedia.org/wiki/Planned_Maintenance_Systemhttp://en.wikipedia.org/w/index.php?title=Marine_Administration&action=edit&redlink=1


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THE ASSEMBLY,

RECALLING Article 15(j) of the Convention on the International Maritime Organizationconcerning the functions of the Assembly in relation to regulations and guidelines

concerning maritime safety and the prevention and control of marine pollution fromships,

RECALLING ALSO resolution A.680(17), by which it invited Member Governments toencourage those responsible for the management and operation of ships to takeappropriate steps to develop, implement and assess safety and pollution preventionmanagement in accordance with the IMO Guidelines on management for the safeoperation of ships and for pollution prevention,

RECALLING ALSO resolution A.596(15), by which it requested the Maritime SafetyCommittee to develop, as a matter of urgency, guidelines, wherever relevant,

concerning shipboard and shore-based management and its decision to include in thework programme of the Maritime Safety Committee and the Marine EnvironmentProtection Committee an item on shipboard and shore-based management for the safeoperation of ships and for the prevention of marine pollution, respectively,

RECALLING FURTHERresolution A.441(XI), by which it invited every State to take thenecessary steps to ensure that the owner of a ship which flies the flag of that Stateprovides such State with the current information necessary to enable it to identifyand contact the person contracted or otherwise entrusted by the owner to dischargehis responsibilities for that ship in regard to matters relating to maritime safety andthe protection of the marine environment,

FURTHER RECALLING resolution A.443(XI), by which it invited Governments to takethe necessary steps to safeguard the shipmaster in the proper discharge of hisresponsibilities in regard to maritime safety and the protection of the marineenvironment,

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

RECOGNIZING ALSO that the most important means of preventing maritime casualties

and pollution of the sea from ships is to design, construct, equip and maintain shipsand to operate them with properly trained crews in compliance with internationalconventions and standards relating to maritime safety and pollution prevention,

NOTING that the Maritime Safety Committee is developing requirements for adoptionby Contracting Governments to the International Convention for the Safety of Life atSea (SOLAS) 1974, which will make compliance with the Code referred to in operativeparagraph 1 mandatory,


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

NOTING FURTHERthat the Maritime Safety Committee and the Marine EnvironmentProtection Committee have reviewed resolution A.680(17) and the Guidelines annexed

thereto in developing the Code,

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

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

2. STRONGLY URGES Governments to implement the ISM Code on a national basis,giving priority to passenger ships, tankers, gas carriers, bulk carriers andmobile offshore units, which are flying their flags, as soon as possible but notlater than 1 June 1998, pending development of the mandatory applications ofthe Code;

3. REQUESTS GOVERNMENTS to inform the Maritime Safety Committee and theMarine Environment Protection Committee of the action they have taken inimplementing the ISM Code;

4. REQUESTS the Maritime Safety Committee and the Marine EnvironmentProtection Committee to develop Guidelines for the implementation of the ISMCode;

5. REQUESTS ALSO the Maritime Safety Committee and the Marine EnvironmentProtection Committee to keep the Code and its associated Guidelines, underreview and to amend them, as necessary;


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6. REVOKES resolution A.680(17).

The International Safety Management (ISM) Code

Annex to IMO Assembly Resolution A.741(18) - 1993

PREAMBLE

1. The purpose of this Code is to provide an international standard for the safemanagement and operation of ships and for pollution prevention.

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

3. The Assembly also adopted resolution A.680(17) by which it further recognizedthe need for appropriate organization of management to enable it to respondto the need of those on board ships to achieve and maintain high standards ofsafety and environmental protection.

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

5. The Code is expressed in broad terms so that it can have a widespreadapplication. Clearly, different levels of management, whether shore-based orat sea, will require varying levels of knowledge and awareness of the itemsoutlined.


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6. The cornerstone of good safety management is commitment from the top. Inmatters of safety and pollution prevention it is the commitment, competence,

attitudes and motivation of individuals at all levels that determines the endresult.

1. GENERAL

1.1 Definitions

1.1.1 "International Safety Management (ISM) Code"means the InternationalManagement Code for the Safe Operation of Ships and for Pollution Prevention asadopted 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 personsuch as the Manager, or the Bareboat Charterer, who has assumed the responsibilityfor operation of the ship from the Shipowner and who on assuming such responsibilityhas agreed to take over all the duties and responsibility imposed by the Code.

1.1.3 "Administration"means the Government of the State whose flag the ship isentitled to fly.

1.2 Objectives

1.2.1 The objectives of the Code are to ensure safety at sea, prevention of human

injury or loss of life, and avoidance of damage to the environment, in particular, tothe marine environment, and to property.

1.2.2 Safety management objectives of the Company should, inter alia:

provide for safe practices in ship operation and a safe working environment;

establish safeguards against all identified risks; and

continuously improve safety management skills of personnel ashore and aboardships, including preparing for emergencies related both to safety andenvironmental protection.


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1.2.3 The safety and management system should ensure:

compliance with mandatory rules and regulations; and

that applicable codes, guidelines and standards recommended by theOrganization, Administrations, classification societies and maritime industryorganizations are taken into account.

1.3 Application

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

1.4 Functional requirements for a Safety Management System (SMS)

Every Company should develop, implement and maintain a Safety Management System(SMS) which includes the following functional requirements:

a safety and environmental protection policy;

instructions and procedures to ensure safe operation of ships and protection ofthe environment in compliance with relevant international and flag Statelegislation;

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 ofthis Code;


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procedures to prepare for and respond to emergency situations; and

procedures for internal audits and management reviews.

2. SAFETY AND ENVIRONMENTAL PROTECTION POLICY

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

2.2 The Company should ensure that the policy is implemented and maintainedat all levels of the organization both ship based as well as shore based.

3. COMPANY RESPONSIBILITIES AND AUTHORITY

3.1 If the entity who is responsible for the operation of the ship is other thanthe owner, the owner must report the full name and details of such entity tothe Administration.

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

3.3 The Company is responsible for ensuring that adequate resources and shore

based support are provided to enable the designated person or persons to carryout their functions.

4. DESIGNATED PERSON(S)

To ensure the safe operation of each ship and to provide a link between the companyand those on board, every company, as appropriate, should designate a person orpersons ashore having direct access to the highest level of management. Theresponsibility and authority of the designated person or persons should includemonitoring the safety and pollution prevention aspects of the operation of each ship

and to ensure that adequate resources and shore based support are applied, asrequired.

5. MASTER'S RESPONSIBILITY AND AUTHORITY


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5.1 The Company should clearly define and document the master'sresponsibility with regard to:

o implementing the safety and environmental protection policy of the

Company;

o motivating the crew in the observation of that policy;

o issuing appropriate orders and instructions in a clear and simple

manner;

o verifying that specified requirements are observed; and

o reviewing the SMS and reporting its deficiencies to the shore based

management.

5.2 The Company should ensure that the SMS operating on board the shipcontains a clear statement emphasizing the Master's authority. The Companyshould establish in the SMS that the master has the overriding authority and theresponsibility to make decisions with respect to safety and pollution preventionand to request the Company's assistance as may be necessary.

6. RESOURCES AND PERSONNEL

6.1 The Company should ensure that the master is:

o properly qualified for command;

o fully conversant with the Company's SMS; and

o given the necessary support so that the Master's duties can be safely

performed.


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6.2 The Company should ensure that each ship is manned with qualified,certificated and medically fit seafarers in accordance with national andinternational requirements.

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

6.4 The Company should ensure that all personnel involved in the Company'sSMS have an adequate understanding of relevant rules, regulations, codes andguidelines.

6.5 The Company should establish and maintain procedures for identifying any

training which may be required in support of the SMS and ensure that suchtraining is provided for all personnel concerned.

6.6 The Company should establish procedures by which the ship's personnelreceive relevant information on the SMS in a working language or languagesunderstood by them.

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

7. DEVELOPMENT OF PLANS FOR SHIPBOARD OPERATIONS

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

8. EMERGENCY PREPAREDNESS

8.1 The Company should establish procedures to identify, describe and respondto potential emergency shipboard situations.

8.2 The Company should establish programmes for drills and exercises toprepare for emergency actions.

8.3 The SMS should provide for measures ensuring that the Company'sorganization can respond at any time to hazards, accidents and emergencysituations involving its ships.


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9. REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUSOCCURRENCES

9.1 The SMS should include procedures ensuring that non-conformities,accidents and hazardous situations are reported to the Company, investigated

and analyzed with the objective of improving safety and pollution prevention.

9.2 The Company should establish procedures for the implementation ofcorrective action.

10. MAINTENANCE OF THE SHIP AND EQUIPMENT

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

the Company.

10.2 In meeting these requirements the Company should ensure that:

o inspections are held at appropriate intervals;

o any non-conformity is reported with its possible cause, if known;

o appropriate corrective action is taken; and

o records of these activities are maintained.

10.3 The Company should establish procedures in SMS to identify equipmentand technical systems the sudden operational failure of which may result inhazardous situations. The SMS should provide for specific measures aimed atpromoting the reliability of such equipment or systems. These measures shouldinclude the regular testing of stand-by arrangements and equipment ortechnical systems that are not in continuous use.

10.4 The inspections mentioned in 10.2 as well as the measures referred to10.3 should be integrated in the ship's operational maintenance routine.

11. DOCUMENTATION

11.1 The Company should establish and maintain procedures to control alldocuments and data which are relevant to the SMS.

11.2 The Company should ensure that:


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o valid documents are available at all relevant locations;

o changes to documents are reviewed and approved by authorized

personnel; ando obsolete documents are promptly removed.

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

12. COMPANY VERIFICATION, REVIEW AND EVALUATION

12.1 The Company should carry out internal safety audits to verify whethersafety and pollution prevention activities comply with the SMS.

12.2 The Company should periodically evaluate the efficiency and when neededreview the SMS in accordance with procedures established by the Company.

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

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

12.5 The results of the audits and reviews should be brought to the attention of

all personnel having responsibility in the area involved.

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

13. CERTIFICATION, VERIFICATION AND CONTROL

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

13.2 A document of compliance should be issued for every Company complyingwith the requirements of the ISM Code by the Administration, by anorganization recognized by the Administration or by the Government of thecountry, acting on behalf of the Administration in which the Company haschosen to conduct its business. This document should be accepted as evidencethat the Company is capable of complying with the requirements of the Code.


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

13.4 A Certificate, called a Safety Management Certificate, should be issued to

a ship by the Administration or organization recognized by the Administration.The Administration should, when issuing a certificate,verify that the Company and its shipboardmanagement operate in accordance with the approvedSMS.

13.5 The Administration or an organization recognizedby the Administration should periodically verify theproper functioning of the ship's SMS as approved.

STCWThis website is presented, at no charge, as a source of information formariners by a consortium of maritime trainers.

What do we hope to accomplish? Well for starters, we want to explain exactly what STCW is, and how itaffects mariners. We get questions about STCW regularly.People ask for STCW training . . . not reallyknowing what it is. . . just that they have to get it to keep their license or Z-card.

Want to know the big picture about STCW (click here)? Or, just what you have to do(click here) to getyour license or Z-card up to date?

We also want to know what specific questions you may have (click here to email a question to us). Themaritime is so diverse that new questions arise everyday. Send us your questions and we will answerthem and then post the information (without using names, of course) for others to benefit from. OurSTCW expertise is supplied by three retired US Coast Guard Commanders, all of whom served in CoastGuard licensing centers.

If you want to see the questions most frequently asked by other mariners, click here, or look at a samplebelow.

Q. Who does the STCW Code affect??A. There are 133 IMO signatory countries in the world. Every country will issue a document showing thelevel of mariner certification and the capacity and limitations of each.

All professional mariner certifications must be STCW 95 Compliant with the exception of U.S. marinersworking exclusively on inland waters or domestic near coastal waters on vessels up to 200 gross tonswaters, which are exempt from the STCW requirements.

Q. What about unlicensed crewmembers?A. All professional mariners that have designated safety or pollution prevention duties (even if they areunlicensed/ non certificated) must have Basic Safety Training. This would include everyone listed on theemergency bill, also called the muster list or station bill.
http://www.stcw.org/big.htmlhttp://www.stcw.org/training.htmlhttp://www.stcw.org/training.htmlmailto:[email protected]://www.stcw.org/faqs.htmlhttp://www.stcw.org/big.htmlhttp://www.stcw.org/training.htmlmailto:[email protected]://www.stcw.org/faqs.html


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Q. Which courses do I need to obtain STCW compliance?A. Please refer to the table section of this website for detailed information on the courses and sea servicerequired to obtain STCW Compliant Licenses and Certificates of Competency. If you already hold aUSCG license, but have not taken the training to obtain an STCW 95 Compliant Certificate, pleasecontact the admissions office for a current required course list for your license level.

Q. Why was the Code Revised?A. Flick through the pages of any of the leading industry magazines today and you will discover a wealthof technical innovation designed to make ships more efficient and safer. Everything from the propulsionsystems, through the hull design to the navigation suite is the result of intense research and developmentactivity. The only exception to this rule is, ironically, the one key component on which everything else sooften depends the officers and crew.

It is widely quoted that nearly 80 % of transport accidents are due to human error. It is the human elementon board ship that can either provide the skills that may prevent a disaster, or the frailty or plain lack ofcompetence that can cause one. And, while the capability, complexity and sheer power of technologyseems to be accelerating exponentially, the human element remains a basic component with all itsstrengths and all its weaknesses. That is why the international maritime community has now evolved froman approach, which traditionally seeks technical solutions to safety-related problems and is focusing

instead on the role of human factors in maritime safety.

The 1995 STCW Convention is one of several key initiatives that underpin this new philosophy at IMO. Itseeks to establish a baseline standard for the training and education of seafarers throughout the worldand, by placing an emphasis on quality control and competence-based training, it establishes a structurethat can ensure not only that the required standard is met, but that it is seen to be met. (Excerpted fromthe IMO website).

Q. Why doesn't one size fit all with STCW?A. When STCW was revised in 1995 we all expected that the new standard would harmonize the trainingrequirements and therefore allow mariners to complete their training in various parts of the world basedon where they desired to go to school or based on where the vessel is based. Unfortunately, things justhaven't worked out that way with many countries. This is especially difficult for mariners with multiple

licenses issued by various administrations and for those who are certificated by one country and work ona vessel flagged in another country. The reason for this problem is that in order to be considered a "whitelist" or fully compliant country, the IMO requires each administration to guarantee that proper oversighthas been and is continuously performed on each school issuing training certificates. It is impossible forthe USCG to oversee schools in foreign countries and vice versa. That is why some schools in thiscountry have applied to many different countries for recognition. This is a very costly process because itrequires auditing by each country on a regular basis. In addition, some countries are not interested inapproving schools outside their jurisdiction. This is why it is so important to ensure that the school amariner attends for training is recognized by the country issuing the license and also that the Flag State ofthe vessel will accept a license/C of C issued by that country.

Q. Why don't all STCW Certificates look the same, isn't this a standard?A. Each country (administration) is tasked by the IMO to incorporate a statement of compliance with the

STCW Code into their Certificate of Competency (license). Most countries do not have any CoCs that areexempt from STCW and therefore have incorporated their statement of compliance right on the face ofthe CoC. Because of the US Inland and Great Lakes mariners being exempt from STCW, the USCG hasto issue a separate certificate of STCW compliance only to those mariners who qualify. Therefore, aUSCG licensed, STCW compliant mariner will have either two or three documents: Their license, theirSTCW Certificate from the USCG, and often a separate Z-Card which is the Merchant MarinersDocument and lists unlicensed capacity.


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Q. What is the IMO?A. The IMO (International Maritime Organization) located in London, is a part of the United Nations andhas 133 signatory countries. The IMO is not a British Agency, just as the main United Nations buildingbeing located in New York does not make the UN an American Agency.

Q. What are Port and Flag State Control?

A. Port and Flag State Control are key elements in fulfilling the revisions of the STCW Code. Port StateControl is the authority an administration has over vessels operating within their waters (jurisdiction)regardless of Flag. In a nutshell, Port State Control is the oversight and inspections conducted by theadministration of the port on a vessel entering their port. Simply stated, in the United States, when theUSCG boards a vessel and "checks it out", they are fulfilling part of their port state control authority.

The revised Chapter I of STCW includes enhanced procedures concerning the exercise of port State toallow intervention in the case of deficiencies deemed to pose a danger to persons, property or theenvironment (regulation I/4). This can take place if certificates are not in order or if the ship is involved ina collision or grounding, if there is an illegal discharge of substances (causing pollution) or if the ship ismaneuvered in an erratic or unsafe manner, etc.

Flag State Control is the authority an administration has over vessels with their own registration (flag)

regardless of where they are operating. Therefore, when the USCG conducts an inspection on a USflagged vessel, they are acting as Flag State Control.

Q. What is the "White List"?A. The White List identifies the countries that have demonstrated a plan of full compliance with the STCWConvention and Code as revised in 1995. The White List was developed by an unbiased panel of"competent persons" at the IMO. The criteria used to develop the list included what system of certification(licensing) each administration would have, the process of revalidation for certificates, training centeroversight, port state control, and flag state control.

Q. What happens if a country is not on the "White List"?A. Since there is a white list, it would stand to reason that any country not on the white list could beconsidered "black listed". This is not the case. There is no actual black list although very often that is how

non-compliant countries are described.

Port State Control and Flag State Control both play a role in handling a non-white listed country. Forinstance, if a vessel is flagged by a non-white list country, when it desires to enter a white list port, it canbe denied entry, detained or inspected vigorously.

On the other hand, if a mariner has a Certificate of Competency (license) from a non-white list country,they will most likely be denied a Certificate of Equivalency, they will be rejected as a viable manningsolution for white list flagged vessels, and their sea time and training may either be highly scrutinized ornot accepted at all towards a Cof C from a white list country.

Q. What was revised/amended in 1995 & how does it differ from the 1978 convention?A. The 1995 amendments represented a major revision of the Convention, in response to a recognizedneed to bring the Convention up to date and to respond to critics who pointed out the many vaguephrases, such as "to the satisfaction of the Administration", which resulted in different interpretationsbeing made.

Others complained that the Convention was never uniformly applied and did not impose any strictobligations on Parties regarding implementation. The 1995 amendments entered into force on 1 February1997. However, until 1 February 2002, parties were allowed to continue to issue, recognize and endorsecertificates, which applied before that date in respect of seafarers who began training or seagoing servicebefore 1 August 1998.


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One of the major features of the revision was the division of the technical annex into regulations, dividedinto Chapters as before, and a new STCW Code, to which many technical regulations have beentransferred. 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 revisingand 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 Chapter I - GeneralProvisions.

They include the following:

Ensuring compliance with the Convention

Parties to the Convention are required to provide detailed information to IMO concerning administrativemeasures taken to ensure compliance with the Convention. This represented the first time that IMO hadbeen called upon to act in relation to compliance and implementation - generally, implementation is downto the flag States, while port State control also acts to ensure compliance. Under Chapter I, regulation I/7

of the revised Convention, Parties are required to provide detailed information to IMO concerningadministrative measures taken to ensure compliance with the Convention, education and trainingcourses, certification procedures and other factors relevant to implementation.

By the August 1st, 1998 deadline for submission of information (established in section A-I/7 of the STCWCode) 82 out of the 133 STCW Parties had communicated information on compliance with therequirements of the revised Convention. The 82 Parties which met the deadline represent well over 90%of the world's ships and seafarers.

The information is reviewed by panels of competent persons, nominated by Parties to the STCWConvention, who report on their findings to the IMO Secretary- General, who, in turn, reports to theMaritime Safety Committee (MSC) on the Parties which fully comply. The MSC then produces a list ofParties in compliance with the 1995 amendments.

Q. Which countries are on the "White List"?A. Since this list does change, please refer to the STCW Code book for this information or [email protected] and we will send you a copy.

STCW Codes: Comparison Chart


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The codes for STCW compliant licenses or certificates are broken up in several ways. Theeasy way to think of them is by sections, departments and levels. The departments wouldinclude Deck, Engineering, etc. Generally there are three levels of service: Management(Masters, Chief Mates, and Chief Engineers), Operational (Mates & Assistant Engineers) andSupport (Ratings). The following list may seem daunting at first, but if you consider the

following "Codes" (which refer to the chapters of STCW) it will make it much easier for you toremember where you and your crew fit in. This information will also be listed on yourlicense, certificate of competency or merchant mariners document.

Your Safe Manning Documents may list the required crew and officers in the form of STCWCodes for the license level they must hold to satisfy Flag State manning regulations. Thiscan be confusing sometimes when you are working with crew from various differentcountries. We have explained how the STCW Codes work and have given samples of thecodes and corresponding license levels for both the USCG and the MCA. When a code iswritten the department is listed first followed by the level.

When a code is written the department is listed first followed by the level.

For example: II/2 Deck / Management

Departments: Capacities

II DeckIII Engineering

NOTE: STCW Codes that begin with numbers other than II/ or III/ do not designate thecapacity a mariner can serve in. They would generally indicate training that had beenaccomplished, i.e. certificates that show compliance with VI/1 indicate completion of BasicSafety Training because that is the regulation that is defined by chapter VI of the STCWCode. Please refer to the STCW Code book published by the IMO for complete information oremail [email protected] for assistance.

STCW Levels:

1 Operational2 Management3


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Finally, we are providinglinks to sourcesof US Coast Guard (and other flag state authorities) approvedSTCW training and related services.

STCW.org

Email:[email protected]

2000 - 2010 stcw.org. All Rights Reserved.

Site designed and hosted

STCW

From Wikipedia, the free encyclopedia

STCW

International Convention on Standards of

Training, Certification and Watchkeeping

for Seafarers

Signed 7 July 1978

Locatio

nLondon, U.K.

Effectiv

e28 April 1984

Conditio

n

25 ratifications, the combined

merchant fleets of which constitute

not less than 50% of the gross

tonnage of the world's merchant

shipping of ships of 100 gross

tonnage or more

Parties 155

Depositary

Secretary-General of the Inter-Governmental Maritime Consultative

Organization (IMCO)

Langua

gesEnglish, French, Russian and Spanish
http://www.stcw.org/links.htmlhttp://www.stcw.org/links.htmlhttp://www.stcw.org/links.htmlmailto:[email protected]:[email protected]://www.stcw.org/links.htmlmailto:[email protected]


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The International Convention on Standards of Training, Certification and Watchkeepingfor Seafarers (orSTCW), 1978 sets qualification standards formasters, officers and watchpersonnel on seagoing merchant ships. STCW was adopted in 1978 by conference at theInternational Maritime Organization (IMO) in London, and entered into force in 1984. TheConvention was significantly amended in 1995.

The 1978 STCW Convention was the first to establish basic requirements on training,certification and watchkeeping for seafarers on an international level. Previously the standards oftraining, certification and watchkeeping of officers and ratings were established by individualgovernments, usually without reference to practices in other countries. As a result standards andprocedures varied widely, even though shipping is extremely international of nature.

The Convention prescribes minimum standards relating to training, certification andwatchkeeping 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

regulation 14 of 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 safemanning, adopted by the IMO Assembly in 1999, which replaced an earlier resolutionA.481(XII) adopted in 1981.

One especially important feature of the Convention is that it applies to ships of non-party Stateswhen visitingports of States which are Parties to the Convention. Article X requires Parties toapply the control measures to ships of all flagsto the extent necessary to ensure that no morefavourable treatment is given to ships entitled to fly the flag of a State which is not a Party thanis given to ships entitled to fly the flag of a State that is a Party.

The difficulties which could arise for ships of States which are not Parties to the Convention isone reason why the Convention has received such wide acceptance. By 2011, the STCWConvention had 155 Parties, representing 98.9 percent of world shipping tonnage.

[edit] 1995 revision

On July 7, 1995 the IMO adopted a comprehensive revision of STCW. They also included aproposal to develop a new STCW Code, which would contain the technical details associatedwith provisions of the Convention. The amendments entered force on February 1, 1997. Fullimplementation was required by February 1, 2002. Mariners already holding licenses had theoption to renew those licenses in accordance with the old rules of the 1978 Convention during

the period ending on February 1, 2002. Mariners entering training programs after August 1, 1998are required to meet the competency standards of the new 1995 Amendments.

The most significant amendments concerned:

a) enhancement of port state control; b) communication of information to IMO to allow for mutual oversight and

consistency in application of standards,
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c) quality standards systems (QSS), oversight of training, assessment, andcertification procedures,

o The Amendments require that seafarers be provided with"familiarization training" and "basic safety training" which includesbasic fire fighting, elementary first aid, personal survival techniques,and personal safety and social responsibility. This training is intended

to ensure that seafarers are aware of the hazards of working on avessel and can respond appropriately in an emergency.

d) placement of responsibility on parties, including those issuing licenses, andflag states employing foreign nationals, to ensure seafarers meet objectivestandards of competence, and

e) rest period requirements for watchkeeping personnel.

Training Requiements for Existing and New Mariners

I have been a mariner for a while (since before Aug 1, 1998) AND I am NOT upgrading myexisting license or document. (click here)

I am a new mariner (my 1st shipboard day was after Aug 1, 1998) or I am an existing marinerwho is upgrading. (click here)

Existing Mariners - Getting an STCW 95 Certificate(Ref: USCG NVIC 4-00) This "gap closing" training provision disappears for US mariners on 1February 2003.

Deck Officers* whose first day of sea service was before Aug 1, 1998:

1. Basic Safety Training (BST) The STCW 95 Code requires that you take this 5-day course ofinstruction. BST is actually 4 courses Basic Firefighting, Personal Survival, Personal Safety andSocial Responsibility, and Elementary First Aid. This course has to be renewed every 5 years, or

under certain conditions, you have to show that you have at least 1 year of service on boardvessels of 200 grt or more within the last 5 years..

2. Bridge Resource Management (BRM) This is also called Bridge Teamwork Management.Normally a three day course of instruction.

3. Proficiency in Survival Craft and Rescue Boats (PSC) This course is only required of deckofficers who do not have an AB Unlimited, AB- Limited, AB-Special (AB-OSV will not do it!), orLifeboatman endorsement on their Z-card. The requirement is really for Lifeboatman, but thisendorsement is embedded in all of the ABs except AB OSV.

Engineering Officers* whose first day of sea service was before Aug 1, 1998:

1. Basic Safety Training (BST) Unless you have been on board a vessel that has a routinetraining and drill program (good only until Feb 1, 2002), you have to take this 5-day course ofinstruction. BST is actually 4 courses Basic Firefighting, Personal Survival, Personal Safety andSocial Responsibility, and Elementary First Aid. This course has to be renewed every 5 years.

2. Proficiency in Survival Craft and Rescue Boats (PSC) This course is only required ofengineering officers who do not have an AB Unlimited, AB- Limited, AB-Special (AB-OSV willnot do it!), or Lifeboatman endorsement on their Z-card. The requirement is really forLifeboatman, but this endorsement is embedded in all of the ABs except AB OSV.
http://en.wikipedia.org/wiki/Fire_fightinghttp://en.wikipedia.org/wiki/First_aidhttp://en.wikipedia.org/wiki/Survival_techniqueshttp://en.wikipedia.org/wiki/Social_responsibilityhttp://www.stcw.org/training.html#Anchorhttp://www.stcw.org/training.html#Anchor%232http://en.wikipedia.org/wiki/Fire_fightinghttp://en.wikipedia.org/wiki/First_aidhttp://en.wikipedia.org/wiki/Survival_techniqueshttp://en.wikipedia.org/wiki/Social_responsibilityhttp://www.stcw.org/training.html#Anchorhttp://www.stcw.org/training.html#Anchor%232


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Unlicensed ratings (O.S., ABs, QMEDs, deck hands, etc.) whose first day of sea service wasbefore Aug 1, 1998:

1. Basic Safety Training (BST) Unless you have been on board a vessel that has a routinetraining and drill program (good only until Feb 1, 2002), you have to take this 5-day course ofinstruction. BST is actually 4 courses Basic Firefighting, Personal Survival, Personal Safety andSocial Responsibility, and Elementary First Aid. This course has to be renewed every 5 years.

New Mariner** - Getting an STCW 95 Certificate(Ref: USCG NVIC 4-00)

First of all, lets clarify what a certificate is and what it is not! An STCW certificate is a piece ofpaper that is attached to your license or Z-card (US Merchant Mariners Document). It is separateand distinct. You can have a license or Z-card without getting the STCW certificate (although youcan not get the certificate without first having the license or Z-card).

So why would you want one? Because, the license or Z-card only allows you to work on inlandwaters. On the east and west coasts of the US, this means you cannot operate in the ocean. Inthe Gulf of Mexico the boundary line lies 12 miles offshore. And maybe most importantly, only the

STCW certificate is recognized by foreign governments not your license or Z-card!

O.K., so is there only one kind of these certificates? No! Mariners who had Z-cards and licenseswhen this new requirement was passed, were given 5 years to comply with the provisions. So,the first certificate that "existing" mariners got was an STCW 78 certificate. That means thattheir license or Z-card complied with the 1978 STCW Convention. These certificates are gooduntil February 1, 2002.

An existing mariner has until February 1, 2002 to do the extra things s/he needs to do in order tocomply with the new provisions of the 1995 amendments to the STCW Convention. If they do notconvert the STCW 78 certificates to STCW 95 certificates by that date, they will be treated asthough they never had a license or Z-card. [Since originally writing this the USCG has extendedthe deadline on the use of STCW - 78 certificates being used IN DOMESTIC SERVICE ONLY

until February 1, 2003.]

However, new mariners have to complete a program (not a course) in order to get an STCW 95Certificate. Additional requirements exist for the license.

For new mates (Officers in Charge of a Navigation Watch in STCW speak) on vessels of 200gross registered tons (500 g.t. ITC), as part of a USCG approved program:Have seagoing service of at least one year (360 days) which includes on-board training and isdocumented in an approved training record book, or otherwise have approved seagoing serviceof not less than three years;Have performed, during the seagoing service, bridge watch-keeping duties under the directsupervision (s/he is on the bridge with you) of the master, chief mate or a navigator for a period ofnot less than 6 months;

Complete other specified training and education as part of the USCG approved program.

For new assistant engineers (Officer in Charge of an Engineering Watch) on vessels with atleast 1000 shaft horsepower (750kW) propulsion units, as part of a USCG approved program:Have completed at least 6 months seagoing service in the engine department; andHave completed approved education and training of at least 30 months which includes on-boardtraining documented in an approved record book.

For new ABs, Lifeboatman and Ordinary Seaman part of the navigation watch (All ABs andanyone else standing helm and lookout watches) on vessels of 200 gross registered tons (500


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g.t. ITC), as part of a USCG approved program:Have completed at least 6 months training and experience; andHave completed special training, either pre-sea or on board ship, including an approved period ofseagoing service which shall not be less than two months, plus the requirements in theregulations for AB.

** Licenses and STCW 95 certificates restricted to the Offshore Supply Vessel (OSV) servicehave different requirements. For OSV requirements, click here.

(top)

STCW.orgEmail:[email protected]

ternational Convention for the Safety of Life at Sea (S

option: 1 November 1974; Entry into force: 25 May 1980

SOLAS Convention in its successive forms is generally regarded as the most important of all international treaties cchant ships. The first version was adopted in 1914, in response to the Titanic disaster, the second in 1929, the third i1974 version includes the tacit acceptance procedure - which provides that an amendment shall enter into force on date, objections to the amendment are received from an agreed number of Parties.

result the 1974 Convention has been updated and amended on numerous occasions. The Conventi

etimes referred to as SOLAS, 1974, as amended.

hnical provisions

main objective of the SOLAS Convention is to specify minimum standards for the construction, equi

s, compatible with their safety. Flag States are responsible for ensuring that ships under their flag c

uirements, and a number of certificates are prescribed in the Convention as proof that this has been

allow Contracting Governments to inspect ships of other Contracting States if there are clear groun

and its equipment do not substantially comply with the requirements of the Convention - this proce

trol.The current SOLAS Convention includes Articles setting out general obligations, amendment pro

n Annex divided into 12 Chapters.

pter I - General Provisions

udes regulations concerning the survey of the various types of ships and the issuing of documents s

ets the requirements of the Convention. The Chapter also includes provisions for the control of ships

tracting Governments.

pter II-1 - Construction - Subdivision and stability, machinery and electrical installations

subdivision of passenger ships into watertight compartments must be such that after assumed dam

sel will remain afloat and stable. Requirements for watertight integrity and bilge pumping arrangem

also laid down as well as stability requirements for both passenger and cargo ships.
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degree of subdivision - measured by the maximum permissible distance between two adjacent bulk

th and the service in which it is engaged. The highest degree of subdivision applies to passenger sh

uirements covering machinery and electrical installations are designed to ensure that services whic

ty of the ship, passengers and crew are maintained under various emergency conditions.

al-based standards" for oil tankers and bulk carriers were adopted in 2010, requiring new ships to b

a specified design life and to be safe and environmentally friendly, in intact and specified damage co

Under the regulation, ships should have adequate strength, integrity and stability to minimize the r

ution to the marine environment due to structural failure, including collapse, resulting in flooding or

pter II-2 - Fire protection, fire detection and fire extinctionudes detailed fire safety provisions for all ships and specific measures for passenger ships, cargo shi

y include the following principles: division of the ship into main and vertical zones by thermal and st

aration of accommodation spaces from the remainder of the ship by thermal and structural boundar

bustible materials; detection of any fire in the zone of origin; containment and extinction of any fire

ection of the means of escape or of access for fire-fighting purposes; ready availability of fire-exting

mization of the possibility of ignition of flammable cargo vapour.

pter III - Life-saving appliances and arrangements

Chapter includes requirements for life-saving appliances and arrangements, including requirements

life jackets according to type of ship. The International Life-Saving Appliance (LSA) Code gives spec

LSAs and is mandatory under Regulation 34, which states that all life-saving appliances and arrange

icable requirements of the LSA Code.

pter IV - Radiocommunications

Chapter incorporates the Global Maritime Distress and Safety System (GMDSS). All passenger ships

ss tonnage and upwards on international voyages are required to carry equipment designed to impro

wing an accident, including satellite emergency position indicating radio beacons (EPIRBs) and searRTs) for the location of the ship or survival craft.

ulations in Chapter IV cover undertakings by contracting governments to provide radiocommunciati

uirements for carriage of radiocommunications equipment. The Chapter is closely linked to the Radio

rnational Telecommunication Union.


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pter V - Safety of navigation

pter V identifies certain navigation safety services which should be provided by Contracting Govern

visions of an operational nature applicable in general to all ships on all voyages. This is in contrast to

le, which only applies to certain classes of ship engaged on international voyages.

subjects covered include the maintenance of meteorological services for ships; the ice patrol servic

maintenance of search and rescue services.

Chapter also includes a general obligation for masters to proceed to the assistance of those in distr

ernments to ensure that all ships shall be sufficiently and efficiently manned from a safety point of v

chapter makes mandatory the carriage of voyage data recorders (VDRs) and automatic ship identif

pter VI - Carriage of Cargoes

Chapter covers all types of cargo (except liquids and gases in bulk) "which, owing to their particula

sons on board, may require special precautions". The regulations include requirements for stowage a

go units (such as containers). The Chapter requires cargo ships carrying grain to comply with the Inte

pter VII - Carriage of dangerous goods

regulations are contained in three parts:

A - Carriage of dangerous goods in packaged form - includes provisions for the classification, packin

arding, documentation and stowage of dangerous goods. Contracting Governments are required to

onal level and the Chapter makes mandatory the International Maritime Dangerous Goods (IMDG) C

ch is constantly updated to accommodate new dangerous goods and to supplement or revise existin

A-1 - Carriage of dangerous goods in solid form in bulk - covers the documentation, stowage and se

se goods and requires reporting of incidents involving such goods.

B covers Construction and equipment of ships carrying dangerous liquid chemicals in bulk and requ

ply with the International Bulk Chemical Code (IBC Code).

C covers Construction and equipment of ships carrying liquefied gases in bulk and gas carriers to c


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uirements of the International Gas Carrier Code (IGC Code).

D includes special requirements for the carriage of packaged irradiated nuclear fuel, plutonium and

tes on board ships and requires ships carrying such products to comply with the International Code

kaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INF Co

chapter requires carriage of dangerous goods to be in compliance with the relevant provisions of th

gerous Goods Code (IMDG Code).

pter VIII - Nuclear ships

es basic requirements for nuclear-powered ships and is particularly concerned with radiation hazards

prehensive Code of Safety for Nuclear Merchant Ships which was adopted by the IMO Assembly in 1

pter IX - Management for the Safe Operation of Ships

Chapter makes mandatory the International Safety Management (ISM) Code, which requires a safet

stablished by the shipowner or any person who has assumed responsibility for the ship (the "Compa

pter X - Safety measures for high-speed craft

Chapter makes mandatory the International Code of Safety for High-Speed Craft (HSC Code).

pter XI-1 - Special measures to enhance maritime safety

Chapter clarifies requirements relating to authorization of recognized organizations (responsible for

ections on Administrations' behalves); enhanced surveys; ship identification number scheme; and p

rational requirements.

pter XI-2 - Special measures to enhance maritime security

ulation XI-2/3 of the chapter enshrines the International Ship and Port Facilities Security Code (ISPS

andatory and part B contains guidance as to how best to comply with the mandatory requirements.

role of the Master in exercising his professional judgement over decisions necessary to maintain thehall not be constrained by the Company, the charterer or any other person in this respect.

ulation XI-2/5 requires all ships to be provided with a ship security alert system. ,Regulation XI-2/6 c

ities, providing among other things for Contracting Governments to ensure that port facility security

and that port facility security plans are developed, implemented and reviewed in accordance with th


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ulations in this chapter cover the provision of information to IMO, the control of ships in port, (includ

y, detention, restriction of operations including movement within the port, or expulsion of a ship fro

ponsibility of Companies.

pter XII - Additional safety measures for bulk carriersChapter includes structural requirements for bulk carriers over 150 metres in length.

ndments

1974 Convention has been amended many times to keep it up to date.

ndments adopted by the Maritime Safety Committee (MSC) are listed in MSC Resolutions.

2011 International Maritime Organization (IMO)

Disclaimer: IMO has endeavoured to make the info

What is Safety of Life at Sea (SOLAS)?Aug 4, 2007

There is much discussion about SOLAS, so I did some research to find out what exactly it is.SOLAS describes two different regulations one is the "International Convention for Safety ofLife at Sea", the other is the Public Law 89-777 from 1966, popular name: "Safety at Sea Act" or"Safety of Life at Sea Act". The international convention called SOLAS applies only to ships

engaged on international voyages. That means, the Delta Queen is not directly effected by this.What effects the Delta Queen though is the Safety at Sea Act (P.L. 89-777). P.L. 89-777includes that passenger vessels "having berth or stateroom accomodations for 50 or morepassengers" have to be compliant with the SOLAS regulations of 1960 and some ammendments.(Thanks very much to the National Mississippi River Museum and Aquarium and DubuqueCounty Historical Society for sending us a copy of P.L. 89-777). The DQ was granted a two-years delay in enactment in an amendment directly to this law, and again a two-years delay wasissued in 1968. 1970 was the year of the first big "Save the Delta Queen" campaign. Despite allefforts (see steamboats.com for details) the campaign almost failed. Eventually the Delta Queengot a new 3-years exemption. After that an exemption was re-issued several times, including theexemption that is now expiring in November 2008.

International Convention SOLAS The "International Convention for Safety of Life at Sea"exists already since 1914. This first version was passed in response to the Titanic disaster in1912. Since then there had been several versions and since 1948 the International MaritimeOrganization (IMO) develops and maintains SOLAS.

The relevant version for the Delta Queen was adopted in 1960 and entered into force in 1965. Anamendment from 1966, which is referred to in the Safety at Sea Act P.L. 89-777, deals with
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special fire safety measures. The actual version or SOLAS, dating back to 1974, came into effectin May 1980 (full text: www.austlii.edu.au/au/other/dfat/treaties/1983/22.html). What seams tobe important for the Delta Queen because shes not effected by that is that only since the1974 SOLAS the convention is being extended and altered by amendments, but there are notcompletely new versions. A more detailed history of SOLAS can be found on theMetal Safe

Sign Int. website. SOLAS 1974 is special because its regulations can become national lawwithout ever passing the US Congress or the desk of the President. Its based on a so called "tacitacceptance" which means if a country doesnt contradict within a given time frame it comes intoeffect automatically. This is a very interesting procedure, being more and more used forinternational treaties to speed up the process as it forces countries to act instead of waitingdecades until the last of the member countries parliament has taken care of a treaty to come intoeffect. Florida based maritime attorney Rod Sullivan is discussing this issue more in detail in hisblog entry The IMO and the "Tacit Acceptance Procedure" . SOLAS 2010, effecting many of theolder cruise ships, consists of some amendments made in 2006, going into effect on July 1, 2010.They contain new and stricter safety regulations especially for passenger vessels. (Revisedpassenger ship safety standardsand others).

14 Comments

14 Responses to What is Safety of Life at Sea (SOLAS)?

1. Charles Greene Says:October 15th, 2007 at 11:44 pm

What precisely is restricted use when referring to combustible materials? Nowhere do Isee an explicit forbidding of the use of wood in a superstructure. Virtually anything iscombustible under the right conditions. (e.g. 9-11) At some point common sense needs toput the bureaucrats in their place.

Below is from SOLAS 1974

Chapter II-2 Fire protection, fire detection and fire extinctionIncludes detailed fire safety provisions for all ships and specific measures for passengerships, cargo ships and tankers.

They include the following principles: division of the ship into main and vertical zonesby thermal and structural boundaries; separation of accommodation spaces from theremainder of the ship by thermal and structural boundaries; restricted use of combustiblematerials; detection of any fire in the zone of origin; containment and extinction of anyfire in the space of origin; protection of the means of escape or of access for fire-fightingpurposes; ready availability of fire-extinguishing appliances; minimization of thepossibility of ignition of flammable cargo vapour.

2. john teska Says:November 12th, 2007 at 11:27 pm
http://www.austlii.edu.au/au/other/dfat/treaties/1983/22.htmlhttp://www.mss-int.com/solas.htmlhttp://www.mss-int.com/solas.htmlhttp://www.mss-int.com/solas.htmlhttp://floridamaritimelawyer.clarislaw.com/safety-at-sea/the-imo-and-the-tacit-acceptance-procedure.phphttp://www.imo.org/Conventions/contents.asp?topic_id=257&doc_id=647#dec2006http://www.imo.org/Conventions/contents.asp?topic_id=257&doc_id=647#dec2006http://www.imo.org/Conventions/contents.asp?topic_id=257&doc_id=647#dec2006http://www.imo.org/Conventions/contents.asp?topic_id=257&doc_id=647#may2006otherhttp://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#commentshttp://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-51http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-81http://www.austlii.edu.au/au/other/dfat/treaties/1983/22.htmlhttp://www.mss-int.com/solas.htmlhttp://www.mss-int.com/solas.htmlhttp://floridamaritimelawyer.clarislaw.com/safety-at-sea/the-imo-and-the-tacit-acceptance-procedure.phphttp://www.imo.org/Conventions/contents.asp?topic_id=257&doc_id=647#dec2006http://www.imo.org/Conventions/contents.asp?topic_id=257&doc_id=647#dec2006http://www.imo.org/Conventions/contents.asp?topic_id=257&doc_id=647#may2006otherhttp://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#commentshttp://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-51http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-81


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This is crap. I would love to take a trip on the delta queen next year. that demos for ya.KEEP OUR HISTORY ALIVE AND UNDER STEAM!!!!!

3. Update: no decision yetSays:February 27th, 2008 at 4:31 pm

[...] read about the details of the Safety at Sea Act and SOLAS [...]

4. Rod Sullivan Says:May 24th, 2008 at 4:53 am

The Florida based maritime attorney Rod Sullivandiscussing this issue more in detailactually was a marine engineer on the Delta Queens sister paddle-wheeler, theMississippi Queen, way back in 1980 and 81.

5. This is why the Delta Queen is more than just an old boatSays:August 28th, 2008 at 2:09 pm

[...] What is Safety of Life at Sea (SOLAS)? [...]

6. The Delta Queen at Maysville, Kentucky The Delta Queen Pano Blog Says:October 28th, 2008 at 12:49 am

[...] These are a few images from what could be her last trip here to Maysville as herexempton to the SOLAS will expire on 10/31/08 unless granted another reprieve. Enjoythis short Pano Essay onboard the [...]

7. Bob LantzSays:November 1st, 2008 at 5:23 am

Not much discussion on the actual scope of whatever these changes that are required tobring the old gal up to code. Is this something that will kill all stern-wheeled shipsbecause of their configuration, or is something unique about the DQ that makes themodifications so expensive that it would essentially be rebuilding it.

Most codes and standards are actually the minimum required for safety. With safetybeing a somewhat relative term related to your tolerance for risk. Most people trust theirown judgement and take far more risks than they allow others to take for them. If I wereto be boarding a vessel of any type, if I knew it didnt met the current codes andstandards, Id feel better knowing at least the general nature of the deviations so that Icould decide for myself if I was comfortable with them. Something you sleep in notmeeting fire codes doesnt have a good sound to it.

8. Franz NeumeierSays:November 1st, 2008 at 10:44 am

Bob, the only thing that doesnt comply with the (1966) law is the fact that parts of theDelta Queens super structure is made from wood. To change this would mean
http://www.save-the-delta-queen.org/update-no-decision-yet/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-142http://www.floridamaritimelawyers.com/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-216http://www.save-the-delta-queen.org/this-is-why-the-delta-queen-is-more-than-just-an-old-boat/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-255http://deltaqueen360.wordpress.com/2008/10/27/the-delta-queen-at-maysville-kentucky/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-338http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-338http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-351http://www.steamboats.org/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-352http://www.save-the-delta-queen.org/update-no-decision-yet/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-142http://www.floridamaritimelawyers.com/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-216http://www.save-the-delta-queen.org/this-is-why-the-delta-queen-is-more-than-just-an-old-boat/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-255http://deltaqueen360.wordpress.com/2008/10/27/the-delta-queen-at-maysville-kentucky/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-338http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-351http://www.steamboats.org/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-352


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completely rebuilding the boats superstructure which very obviously is not an option.Checkhttp://deltaqueen.wordpress.com/deltaqueensafety/ for the safety features on theDelta Queen that are meeting all the high, modern standards. The Delta Queen receivedexemptions from Congress for over 40 years because shes so safe despite the fact thather superstructure partially is from wood (structurally relevant parts have a hidden steel

support structure!). The Delta Queen owners have improved safety standards over theyears, always in compliance or on request of the Coast Guard who always issuedCertificates of Inspection for the Delta Queen, and never was in doubt about the DeltaQueens safety.This whole thing is not about safety. Its about a corrupt politician that plays dirtypolitical games, taking revenge to the owners in the name of a Union.One more remark: Its part of the law that passengers are signing a waiver stating thattheyre very well aware of the fact that the Delta Queens wooden superstructure doesntcomply with the law. So there is no donbt about the fact that the every single passengerknows about the risks and decides for himself.How many Americans are sleeping in woode houses every night? Have they ever signed

a waiver that made them aware of the fire hazard of a wooden house? Shall we tear downall wooden houses because of their wooden structure? Thats what Rep. Oberstar isasking for with the Delta Queen. Just ridiculous, in my opinion.

9. Chicago Boyz Blog Archive Big Wheel Cease from Turnin Says:August 4th, 2009 at 3:50 pm

[...] Delta Queen has long operated under an exemption to the Safety of Life at Seaconvention, known as SOLAS. (Technically, SOLAS only applies to internationalvoyages; however, the Safety at Sea Act (P.L. [...]

10.Rickyrab Says:

January 11th, 2010 at 7:47 pm

As for the Delta Queen, does it good sprinkler system? Are rescue systems able to savelives? Are there adequate lifeboats and life preservers and fire protection systems? If so,then the DQ should be safe.

11.admin Says:January 11th, 2010 at 8:46 pm

@Rickyrab: Check outhttp://www.save-the-delta-queen.org/arguments-in-favor-of-the-delta-queen/ Yes, the Delta Queen has a great safety concept with all the bells and

whistles you need to make her totally safe. Otherwise she won't have been able to getCoast Guard Certificates of Inspection again and again over so many years.

12.Beau Hampton Says:February 3rd, 2010 at 1:26 am

As a crew member on over 50 cruise ships before working on the Mississippi and DeltaQueens I can say from expierience that the safety and fire prevention measures on the
http://deltaqueen.wordpress.com/deltaqueensafety/http://chicagoboyz.net/archives/8480.htmlhttp://chicagoboyz.net/archives/8480.htmlhttp://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-417http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-438http://www.steamboats.org/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-442http://www.save-the-delta-queen.org/arguments-in-favor-of-the-delta-queen/http://www.save-the-delta-queen.org/arguments-in-favor-of-the-delta-queen/http://www.save-the-delta-queen.org/arguments-in-favor-of-the-delta-queen/http://www.save-the-delta-queen.org/arguments-in-favor-of-the-delta-queen/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-443http://deltaqueen.wordpress.com/deltaqueensafety/http://chicagoboyz.net/archives/8480.htmlhttp://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-417http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-438http://www.steamboats.org/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-442http://www.save-the-delta-queen.org/arguments-in-favor-of-the-delta-queen/http://www.save-the-delta-queen.org/arguments-in-favor-of-the-delta-queen/http://www.save-the-delta-queen.org/what-is-safety-of-life-at-sea-solas/#comment-443


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Delta Queen were greater than any ship I had been on. The training and operationalprecedures would more than satisfy any international inspection. I am a MerchantMarine and think it's sad that the crew of the Delta Queen should

13.LUCAS Says:March 6th, 2010 at 2:53 pm

i will like to get a weekly information about SOLAS

14.ariane arciaga Says:March 12th, 2010 at 10:32 am

what is the requirements to join the trainning

SOLAS - The International Convention for the safety of life at sea

(This document is provided as-is in unformatted text-format. Page 1 of2)

Background

Of all international conventions dealing with maritime safety, the most important is theInternational Convention for the Safety of Life at Sea (SOLAS). It is also one of the oldest,

the first version having been adopted at a conference held in London in 1914. Since thenthere have been four other SOLAS conventions: the second was adopted in 1929 and

entered into force in 1933; the third was adopted in 1948 and entered into force in 1952;the fourth was adopted (under the auspices of IMO) in 1960 and entered into force in

1965; and the present version was adopted in 1974 and entered into force in 1980.

The SOLAS conventions have all covered many aspects of safety at sea. The 1914 version,

for example, included chapters on safety of navigation, construction, radiotelegraphy, life-saving appliances and fire protection. These subjects are still dealt with in separate

chapters in the 1974 version. The 1914 Convention was, as the title implies, concernedprimarily with the safety of human life. The late 19th and early 20th centuries represented

the golden age of passenger travel by sea: there were no aircraft, and emigration, fromEurope to the Americas and other parts of the world, was still taking place on a massive

scale. Passenger ships were therefore much more common than they are today andaccidents frequently led to heavy casualties. The annual loss of life from British ships alone

averaged between 700 and 800 during this period. The incident which led to the conveningof the 1914 international SOLAS conference was the sinking of the White Star liner Titanic

on her maiden voyage in April 1912. More than 1,500 passengers and crew died and the

disaster raised so many questions about current standards that the United KingdomGovernment proposed holding a conference to develop international regulations. The

Conference was attended by representatives of 13 countries and the SOLAS Convention

which resulted was adopted on 20 January 1914. It introduced new internationalrequirements dealing with safety of navigation for all merchant ships; the provision of

watertight and fire-resistant bulkheads; life-saving appliances and fire prevention and firefighting appliances on passenger ships. Other requirements dealt with the carriage of

radiotelegraph equipment for ships carrying more than 50 persons (had the Titanic'sdistress messages not been picked up by other ships the loss of life would probably have

been even greater); the Conference also agreed on the establishment of a North Atlanticice patrol. The Convention was to enter into force in July 1915, but by then war had broken
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out in Europe and it did not do so, although many of its provisions were adopted byindividual nations. In 1927, however, proposals were made for another conference which

was held in London in 1929. This time 18 countries attended. The conference adopted anew SOLAS convention which followed basically the same format as the 1914 version but

included several new regulations. It entered into force in 1933. One of the two annexes tothe convention revised the international regulations for preventing collisions at sea

(Collision Regulations). By 1948 the 1929 convention had been overtaken by technicaldevelopments and the United Kingdom again hosted an international conference whichadopted the third SOLAS Convention. It followed the already established pattern but

covered a wider range of ships and went into considerably greater detail. Important

improvements were made in such matters as watertight subdivision in passenger ships;stability standards; the maintenance of essential services in emergencies; structural fire

protection, including the introduction of three alternative methods of subdivision by meansof fire resistant bulkheads, and the enclosure of main stairways. An international safety

equipment certificate for cargo ships of 500 gross tons and above was introduced - anindication of the growing importance of cargo ships relative to passenger ships, which were

already facing competition from aircraft. The Collision Regulations were also revised andregulations concerning the safety of navigation, meteorology and ice patrols were brought

up to date. A separate chapter was included dealing with the carriage of grain and

dangerous goods, including explosives. There had been considerable developments in radiosince 1929 and the 1948 Convention took these into account (the title of the relevantchapter made specific reference to radiotelephony as well as radiotelegraphy). The year

1948 was particularly significant because a conference held in Geneva under the auspicesof the United Nations adopted a convention establishing IMO - or the Inter-Governmental

Maritime Consultative Organization (IMCO), as it was then known. The 1948 SOLASConvention recognized that the creation of this new Organization would, for the first time,

mean that there was a permanent international body capable of adopting legislation on allmatters related to maritime safety. It was originally intended that the Convention would be

kept up to date by periodic amendments adopted under the auspices of IMO but in theevent it took so long to secure the ratifications required to bring the IMO Convention into

force that the new Organization did not meet until 1959. It was then decided that rather

than amend the 1948 Convention it would be better to adopt a completely new instrument- the fourth SOLAS Convention. The 1960 SOLAS Convention The 1960 SOLAS Conference,

which was attended by delegates from 55 countries, 21 more than in 1948, was the firstconference to be held by IMO. Although only twelve years had passed since the last SOLAS

Convention was adopted, the pace of technical change was quickening and the 1960 SOLASConvention incorporated numerous technical improvements. Like its predecessor, the new

Convention incorporated control provisions including requirements for various surveys and

certificates for cargo ships of 300 tons gross tonnage and above making internationalvoyages and for a Government to investigate casualties when "it judges that such an

investigation may assist in determining what changes in the present regulations might bedesirable" and to supply IMO with pertinent information. Many safety measures which had

once applied only to passenger ships were extended to cargo ships, notably those dealingwith emergency power and lighting and fire protection. The radio requirements were again

revised and in the chapter dealing with life-saving appliances provision was made for thecarriage of liferafts, which had developed to such an extent that they could be regarded as

a partial substitute for lifeboats in some cases. Regulations dealing with construction andfire protection were revised as were the rules dealing with the carriage of grain and

dangerous goods. The final chapter contained outline requirements for nuclear- poweredships which in 1960 seemed likely to become important in the years to come. As in 1929

and 1948 revised Collision Regulations were annexed to the Convention. Finally, theConference adopted some 56 resolutions, many of which called upon IMO to undertake

studies, collect and disseminate information or take other action. These included, for


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example, a request that IMO develop a unified international code dealing with the carriageof dangerous goods - a resolution which resulted in the adoption five years later of the

International Maritime Dangerous Goods Code. The 1960 SOLAS Conference was todetermine much of IMO's technical work for the next few years. It was originally intended

that the 1960 SOLAS Convention would be kept up to date by means of amendmentsadopted as and when it entered into force (which took place in 1965). The first set of

amendments was adopted in 1966 and from then on amendments were introducedregularly. Their contents are summarized below: 1966: amendments to Chapter II, dealingwith special fire safety measures for passenger ships. 1967: six amendments adopted,

dealing

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