1.

Indexes of :

a. IMS BC code

b. BLU code

c. IMDG code

d. CSS code

e. CSM code

f. IBC code

g. IGC code

h. Grain code

i. Timber code

j. ISM code

k. STCW 95 code

l. ISJ code

m. IAMSAR Volume 1, 2 & 3

n. IMBSAR

o. SIGTTO

p. ISGOTT

q. FSS code

r. LSA code

s. COSWC code

t. DLO convention

u. Loadline convention
Indexes of IMSBC code

Mandatory Implementation of the International Maritime Solid Bulk Cargoes (IMSBC) Code! In
Merchant Marine Circular MMC 214,

the Panamanian Government has declared that all Panamanian-flagged ships carrying solid
bulk cargoes other than grain should be provided with a relevant Statement of Compliance with
the IMSBC Code by the first periodical survey after 1 January 2011.
Merchant Marine Circular MMC 214:
1.    The purpose of this circular is to inform about the International Maritime Solid Bulk Cargoes
(IMSBC) adopted by IMO Res.MSC.268 (85) which will be effective from the date of 1 January
2011
2.    All of the ships carrying Solid Bulk Cargoes shall be in compliance with the requirements of
the International Maritime Solid Bulk Cargoes (IMSBC) Code on or after 1 January 2011
3.    The existing Bulk Cargoes (BC) Code Certificates for the vessels as applicable shall be
replaced with the International Maritime Solid Bulk Cargoes (IMSBC) Certificates in new
enforcement in due course by the time of the First Bulk Cargoes Renewal Survey on or after 1
January 2011 and the ships not having Bulk Cargoes (BC) Certificates or the International
Maritime Solid Bulk Cargoes (IMSBC) Certificates and which will carry Solid Bulk Cargoes shall
have Valid International Maritime Solid Bulk Cargoes (IMSBC) Certificates before loading on or
after the effective date of 1 January 2011
4.    This Administration authorizes all Recognized Organizations (RO`s) duly approved for
issuing the certificates related to Bulk Cargoes (BC) Code 2004 certificate to issue the new
International Maritime Solid Bulk Cargoes (IMSBC) Certificates following the surveys detail on
the previous paragraph
This means that ships not having BC Code fitness certification or IMSBC Code fitness
certification and which will carry Solid Bulk Cargoes other than Grain should have IMSBC Code
fitness certification before loading on or after the effective date of 1 January 2011. But it is
acceptable to have the IMSBC Code fitness certification issued at the first periodical survey
after 1st January 2011. 
Members are encourage to check the applicable IMSBC Code fitness certification requirement
with their ships flag state or classification society!
Please note the below bullet points concerning certification and documentation to be kept on
board ships carrying dangerous goods in solid form in bulk:
•    Special list or manifest setting forth the dangerous goods on board and the location thereof,
in accordance with SOLAS Regulation VII/7-2.2
•    Appropriate instruction on emergency response to incidents involving the cargoes
•    Document of Compliance to SOLAS Regulation II-2/19.4 or II-2/54.3, as appropriate
•    Certificates previously issued referencing the BC Code shall remain valid until they expire,
provided the IMSBC Code makes no changes regarding the cargo or its carriage requirements.
However, some certificates may need to be reissued based on the amended cargo conditions
and carriage requirements of the IMSBC Code

IMDG CODE GENERAL INDEX

All substances and articles which appear in the IMDG code are listed

in the general index of the IMDG code which gives the product's UN
number; emergency schedule number (EmS no.); Medical First Aid Guide
table number (MFAG table no.); and the IMDG code and page number of
the individual schedule.
By looking up the substance or article in the General Index, you can
readily find the appropriate emergency schedules or Medical First Aid
Guide table.
You will need this information to know not only what
first  aid  measures  and  safety  precautions  to  take  when  handling
various hazardous class substances, but also to know how to contact
emergency  response  personnel  if  a  spill  or  leak  of  a  hazardous
substance occurs (whether at sea or on land).  Also, you need to be
aware of all required safety precautions you must take because AR
700-14 states that all Army personnel will be informed of the safety
hazards involved in processing hazardous waste

Body Assembly for Mine, Anti-Personnel: BLU-92/B

 Body Assembly for Mine, Anti-Personnel: BLU-92/B
 Issues of Documents
 Code of Federal Regulations
 Transportation Vibration
 Ultrasonic Welded Assemblies
 Piston Actuator Firing Circuit
 Pressure Cartridge Firing Circuit
 Process Control of Ultrasonic Weldments
 Process Control of Soldering
 Quality Assurance Provisions
 Function Tests
 Temperature/Function Ambient
 Requalification
 Table I. First Article Inspection
 Classification of Defects and Tests:Body Assembly and Components
 Classification of Defects and Tests:Body Assembly and Components
 Classification of Defects and Tests:Body Assembly and Components
 Classification of Defects and Tests:Body Assembly and Components
 Quality Conformance Inspection
 Classification of Defects and Tests:Resistor, Fixed Composition
 Classification of Defects and Tests:Transistor
 Classification of Defects and Tests:Semi Conductor Device, Diode
 Classification of Defects and Tests:Diode, Zener, JANTX in 4403 and JANTX
4471
 Classification of Defects and Tests:Capacitor, Fixed, Plastic Dielectric
 Classification of Defects and Tests:Capacitor, Fixed,Electrolytic Tantalum
Solid (82 uF)
 Classification of Defects and Tests:Capacitor, Fixed,Electrolytic Tantalum
Solid (39 uF)
 Classification of Defects and Tests:Capacitor, Fixed, Ceramic, Dielectric
 Classification of Defects and Tests:Switch Assembly ( Antidisturbance Switch)
 Classification of Defects and Tests:Wiring, Printed, Flexible
 Classification of Defects and Tests:Stiffener
 Classification of Defects and Tests:Fuse, Electric
 Classification of Defects and Tests:Electronic Assembly (Mechanical)
 Classification of Defects and Tests:Electronic Assembly ( Performance
Characteristics) (Ambient)
 Classification of Defects and Tests:Electronic Assembly ( Performance
Characteristics) (Ambient)
 Classification of Defects and Tests: Electronic Assembly ( Performance
Characteristics) (-40 Degree-5 Degree F)
 Classification of Defects and Tests: Electronic Assembly ( Performance
Characteristics) (-40 Degree-5 Degree F)
 Classification of Defects and Tests:Electronic Assembly (Performance
Characteristics) ( 145 Degree + 5 Degree F)
 Classification of Defects and Tests:Electronic Assembly (Performance
Characteristics) ( 145 Degree + 5 Degree F)
 Classification of Defects and Tests:Selector Switch Assembly
 Classification of Defects and Tests:Housing, Upper,Selector Switch
 Classification of Defects and Tests:Housing, Lower, Selector Switch
 Classification of Defects and Tests: Insert
 Classification of Defects and Tests:Disc, Polyester, Double Coated
 Classification of Defects and Tests:Gasket
 Classification of Defects and Tests:Terminal
 Classification of Defects and Tests:Post, Weld
 Classification of Defects and Tests:Spring, Take Up
 Classification of Defects and Tests:Cover, Power Supply
 Classification of Defects and Tests: O-Ring
 Classification of Defects and Tests:Holder, Lead
 Classification of Defects and Tests:Battery and Lead Assembly
 Classification of Defects and Tests:Circuit Board
 Classification of Defects and Tests:Receiver Coil Assembly
 Classification of Defects and Tests:Coil
 Classification of Defects and Tests:Retainer, Coil ( When Used)
 Classification of Defects and Tests:Housing, Power Supply (Weldment)
 Classification of Defects and Tests:Housing, Power Supply
 Classification of Defects and Tests:Housing, Power Supply
 Classification of Defects and Tests:Plate, Power Supply
 Classification of Defects and Tests:Plate, Power Supply
 Classification of Defects and Tests:Power Supply Housing Assembly
 Classification of Defects and Tests:Pin, Retainer, Test Point
 Classification of Defects and Tests:Housing, Upper (Weldment)
 Classification of Defects and Tests:Housing, Upper
 Classification of Defects and Tests:Housing, Upper
 Classification of Defects and Tests:Plate, Upper
 Classification of Defects and Tests:Shorting Bar, Ceramic
 Classification of Defects and Tests:Shorting Bar and Connector Assembly
 Classification of Defects and Tests:Shorting Bar
 Classification of Defects and Tests:Upper Housing Assembly
 Classification of Defects and Tests:Cushion
 Classification of Defects and Tests:Electronic and Housing Assembly
 Classification of Defects and Tests:Body Assembly (Assembly of Battery
Primer and Insert)
 Classification of Defects and Tests:Body Assembly (Prior to Bonding of
Battery Cells)
 Classification of Defects and Tests:Body Assembly ( Prior to Welding the
Power Supply Housing Assy )
 Classification of Defects and Tests:Body Assembly ( Prior to Welding the
Power Supply Housing Assy )
  Classification of Defects and Tests:Body Assembly (Prior to Assembly of
Gasket and Epoxy Putty)
 Classification of Defects and Tests:Body Assembly ( Prior to Assembly Power
Supply Cover)
 Classification of Defects and Tests:Body Assembly (Prior to Applying Sealing
Compound Over Receiver Coil )
 Classification of Defects and Tests:Body Assembly (Final)
 Classification of Defects and Tests:Body Assembly ( Packaging, Packing )
 Classification of Defects and Tests: Body Assembly
 Lot Acceptance: Temperature Conditioning -Launch-Function
 Potting Material Testing
 Dimensional Control of Molded or Plastic Parts
 Ultrasonic Welded Assemblies
 Transportation-Vibration
 Tripline (TL) Mode Functioning
 Electronic Assembly Tests
 Quisent Current Test
 Low Voltage Detect Test
 PTB Oscillator-Circuit Check
 Insulation Resistance of AD Switch
 Shipping
 Data Requirements
 Definitions
 Appendix: Supplemental Soldering Provisions
 Supplemental Solder Workmanship Standards
 Component Alignment
 Shorting Bar Soldering
 Solder Build-up is not Greater Than One
 Terminal Edge Coincident with Pad Edge
 Terminal Overlaps Ceramic Substrate
 Gaps in Solder Fillet
 Supplemental Quality Assurance Provisions
 Minor Defect Inspection

International Code for the Construction and Equipment of Ships Carrying

Liquefied Gases in Bulk (IGC Code)
The International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code)
applies to gas carriers constructed on or after1 July 1986. Gas carriers constructed before that date should comply
with the requirements of the Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk or
the Code for Existing Ships Carrying Liquefied Gases in Bulk.

The purposes of these codes is to provide an international standard for the safe transport by sea in bulk of liquefied
gases and certain other substances, by prescribing the design and construction standards of ships involved in such
transport and the equipment they should carry so as to minimize the risk to the ship, its crew and to the environment,
having regard to the nature of the products involved.

The basic philosophy is one of ship types related to the hazards of the products covered by these codes, each of
which may have one or more hazard properties. A further possible hazard may arise owing to the products being
transported under cryogenic (refrigerated) or pressure conditions.

Severe collisions or strandings could lead to cargo tank damage and uncontrolled release of the product. Such
release could result in evaporation and dispersion of the product and, in some cases, could cause brittle fracture of
the ship's hull. The requirements in the codes are intended to minimize these risks as far as is practicable, based
upon present knowledge and technology.
The IGC Code is kept under review, taking into account experience and technological development. The layout of
this code is in line with the International Code for the Construction of Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code).

Chemicals carried in bulk

Carriage of chemicals in bulk is covered by regulations in SOLAS Chapter VII - Carriage of dangerous
goods andMARPOL Annex II - Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk.

Both Conventions require chemical tankers built after 1 July 1986 to comply with the International Bulk Chemical
Code (IBC Code), which gives international standards for the safe transport by sea in bulk of liquid dangerous chemicals,
by prescribing the design and construction standards of ships involved in such transport and the equipment they should
carry so as to minimize the risks to the ship, its crew and to the environment, having regard to the nature of the products
carried.

The basic philosophy is one of ship types related to the hazards of the products covered by the Codes.  Each of the
products may have one or more hazard properties which include flammability, toxicity, corrosivity and reactivity.

The IBC Code lists chemicals and their hazards and gives both the ship type required to carry that product as well as the
environmental hazard rating.

Chemical tankers constructed before 1 July 1986 should comply with the requirements of the Code for the Construction
and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code) – the predecessor of the IBC Code.

MARPOL Annex II
The Annex II Regulations for the control of pollution by noxious liquid substances in bulk  define a four-category
categorization system for noxious and liquid substances.

The categories are:

 Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting
operations, are deemed to present a major hazard to either marine resources or human health and, therefore,
justify the prohibition of the discharge into the marine environment;
 Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting
operations, are deemed to present a hazard to either marine resources or human health or cause harm to
amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the
discharge into the marine environment;
 Category Z: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting
operations, are deemed to present a minor hazard to either marine resources or human health and therefore
justify less stringent restrictions on the quality and quantity of the discharge into the marine environment; and
 Other Substances: substances which have been evaluated and found to fall outside Category X, Y or Z because
they are considered to present no harm to marine resources, human health, amenities or other legitimate uses of
the sea when discharged into the sea from tank cleaning of deballasting operations. The discharge of bilge or
ballast water or other residues or mixtures containing these substances are not subject to any requirements of
MARPOL Annex II.

The annex also includes a number of other requirements reflecting modern stripping techniques, which specify discharge
levels of products which have been incorporated into Annex II. For ships constructed on or after 1 January 2007 the
maximum permitted residue in the tank and its associated piping left after discharge is set at a maximum of 75 litres for
products in categories X, Y and Z (compared with previous limits which set a maximum of 100 or 300 litres, depending on
the product category).

The marine pollution hazards of thousands of chemicals have been evaluated by the Evaluation of Hazardous Substances
Working Group, giving a resultant GESAMP Hazard Profile which indexes the substance according to its bio-accumulation;
bio-degradation; acute toxicity; chronic toxicity; long-term health effects; and effects on marine wildlife and on benthic
habitats.

As a result of the hazard evaluation process and the categorization system, vegetable oils which were previously
categorized as being unrestricted are now required to be carried in chemical tankers. The Annex includes, under regulation
4 Exemptions, provision for an Administration to exempt ships certified to carry individually identified vegetable oils,
subject to certain provisions relating to the location of the cargo tanks carrying the identified vegetable oil.

Transport of vegetable oils

An MEPC resolution on Guidelines for the transport of vegetable oils in deep tanks or in independent tanks specially
designed for the carriage of such vegetable oils on board dry cargo ships was adopted in October 2004. It allows general
dry cargo ships that are currently certified to carry vegetable oil in bulk to continue to carry these vegetable oils on specific
trades. The guidelines took effect on 1 January 2007.

Consequential amendments to the IBC Code

Consequential amendments to the International Bulk Chemical Code (IBC Code) have been adopted, reflecting the changes
to MARPOL Annex II. The amendments incorporate revisions to the categorization of certain products relating to their
properties as potential marine pollutants as well as revisions to ship type and carriage requirements following their
evaluation by the Evaluation of Hazardous Substances Working Group.

Ships constructed after 1986 carrying substances identified in chapter 17 of the IBC Code must follow the requirements for
design, construction, equipment and operation of ships contained in the Code.

Chemicals carried in packaged form

Chemicals which are carried in packaged form or in solid form or in bulk are regulated by Part A of SOLAS Chapter VII -
Carriage of dangerous goods which includes provisions for the classification, packing, marking, labelling and placarding,
documentation and stowage of dangerous goods.

Contracting Governments are required to issue instructions at the national level and the Chapter refers to International
Maritime Dangerous Goods (IMDG) Code, developed by IMO, which is constantly updated to accommodate new dangerous
goods and to supplement or revise existing provisions.
The IMDG Code was developed as a uniform international code for the transport of dangerous goods by sea covering
such matters as packing, container traffic and stowage, with particular reference to the segregation of incompatible
substances. The IMDG Code includes products considered to be marine pollutants.  IMO’s Maritime Safety Committee
decided in principle, at its 73rd session in Nov-Dec 2000, to make some parts of the IMDG Code mandatory.

MARPOL Annex III includes regulations for the prevention of pollution by harmful substances in packaged form and
includes general requirements for the issuing of detailed standards on packing, marking, labelling, documentation,
stowage, quantity limitations, exceptions and notifications for preventing pollution by harmful substances. For the purpose
of Annex III, “harmful substances” are those identified as “marine pollutants” in the IMDG Code.

International Code for the Construction and Equipment of Ships carrying

Dangerous Chemicals in Bulk (IBC Code)

Carriage of chemicals in bulk is covered by regulations in SOLAS Chapter VII - Carriage of dangerous goods and
MARPOL Annex II - Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk.

Both Conventions require chemical tankers built after 1 July 1986 to comply with the International Code for the
Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code).

The IBC Code provides an international standard for the safe carriage by sea of dangerous and noxious liquid
chemicals in bulk. To minimize the risks to ships, their crews and the environment, the Code prescribes the design
and construction standards of ships and the equipment they should carry, with due regard to the nature of the
products involved. In December 1985, by resolution MEPC.19(22), the Code was extended to cover marine pollution
aspects and applies to ships built after 1 July 1986.

In October 2004, IMO adopted revised MARPOL Annex II Regulations for the control of pollution by noxious liquid
substances in bulk. This incorporates a four-category categorization system for noxious and liquid substances and it
entered into force on 1 January 2007.

Consequential amendments to the International Bulk Chemical Code (IBC Code) were also adopted in October
2004, reflecting the changes to MARPOL Annex II. The amendments incorporate revisions to the categorization of
certain products relating to their properties as potential marine pollutants as well as revisions to ship type and
carriage requirements following their evaluation by the Evaluation of Hazardous Substances Working Group.

Ships constructed after 1986 carrying substances identified in chapter 17 of the IBC Code must follow the
requirements for design, construction, equipment and operation of ships contained in the Code.

Ships subject to the Code shall be designed to one of the following standards:

 A type 1 ship is a chemical tanker intended to transport chapter 17 products with very severe environmental
 and safety hazards which require maximum preventive measures to preclude an escape of such cargo.
 A type 2 ship is a chemical tanker intended to transport chapter 17 products with appreciably severe
environmental and safety hazards which require significant preventive measures to preclude an escape of
such cargo.
 A type 3 ship is a chemical tanker intended to transport chapter 17 products with sufficiently severe
environmental and safety hazards which require a moderate degree of containment to increase survival
capability in a damaged condition.

Thus, a type 1 ship is a chemical tanker intended for the transportation of products considered to present the
greatest overall hazard and type 2 and type 3 for products of progressively lesser hazards. Accordingly, a type 1
ship shall survive the most severe standard of damage and its cargo tanks shall be located at the maximum
prescribed distance inboard from the shell plating.

International Convention for the Safety of Life at Sea (SOLAS), 1974

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

The SOLAS Convention in its successive forms is generally regarded as the most important of all international
treaties concerning the safety of merchant ships. The first version was adopted in 1914, in response to the
Titanic disaster, the second in 1929, the third in 1948, and the fourth in 1960. The 1974 version includes the
tacit acceptance procedure - which provides that an amendment shall enter into force on a specified date
unless, before that date, objections to the amendment are received from an agreed number of Parties.

As a result the 1974 Convention has been updated and amended on numerous occasions. The Convention in
force today is sometimes referred to as SOLAS, 1974, as amended.

Technical provisions
The main objective of the SOLAS Convention is to specify minimum standards for the construction, equipment
and operation of ships, compatible with their safety. Flag States are responsible for ensuring that ships under
their flag comply with its requirements, and a number of certificates are prescribed in the Convention as proof
that this has been done. Control provisions also allow Contracting Governments to inspect ships of other
Contracting States if there are clear grounds for believing that the ship and its equipment do not substantially
comply with the requirements of the Convention - this procedure is known as port State control.The current
SOLAS Convention includes Articles setting out general obligations, amendment procedure and so on, followed
by an Annex divided into 12 Chapters.

Chapter I - General Provisions

Includes regulations concerning the survey of the various types of ships and the issuing of documents
signifying that the ship meets the requirements of the Convention. The Chapter also includes provisions for the
control of ships in ports of other Contracting Governments.

Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations 
The subdivision of passenger ships into watertight compartments must be such that after assumed damage to
the ship's hull the vessel will remain afloat and stable. Requirements for watertight integrity and bilge pumping
arrangements for passenger ships are also laid down as well as stability requirements for both passenger and
cargo ships.

The degree of subdivision - measured by the maximum permissible distance between two adjacent bulkheads -
varies with ship's length and the service in which it is engaged. The highest degree of subdivision applies to
passenger ships.

Requirements covering machinery and electrical installations are designed to ensure that services which are
essential for the safety of the ship, passengers and crew are maintained under various emergency conditions.

"Goal-based standards" for oil tankers and bulk carriers were adopted in 2010,  requiring new ships to be
designed and constructed for a specified design life and to be safe and environmentally friendly, in intact and
specified damage conditions, throughout their life. Under the regulation, ships should have adequate strength,
integrity and stability to minimize the risk of loss of the ship or pollution to the marine environment due to
structural failure, including collapse, resulting in flooding or loss of watertight integrity.
 
Chapter II-2 - Fire protection, fire detection and fire extinction
Includes detailed fire safety provisions for all ships and specific measures for passenger ships, cargo ships and
tankers.

They include the following principles: division of the ship into main and vertical zones by thermal and structural
boundaries; separation of accommodation spaces from the remainder of the ship by thermal and structural
boundaries; restricted use of combustible materials; detection of any fire in the zone of origin; containment and
extinction of any fire in the space of origin; protection of the means of escape or of access for fire-fighting
purposes; ready availability of fire-extinguishing appliances; minimization of the possibility of ignition of
flammable cargo vapour.

Chapter III - Life-saving appliances and arrangements

The Chapter includes requirements for life-saving appliances and arrangements, including requirements for life
boats, rescue boats and life jackets according to type of ship. The International Life-Saving Appliance (LSA)
Code gives specific technical requirements for LSAs and is mandatory under Regulation 34, which states that
all life-saving appliances and arrangements shall comply with the applicable requirements of the LSA Code.
Chapter IV - Radiocommunications
The Chapter incorporates the Global Maritime Distress and Safety System (GMDSS). All passenger ships and
all cargo ships of 300 gross tonnage and upwards on international voyages are required to carry equipment
designed to improve the chances of rescue following an accident, including satellite emergency position
indicating radio beacons (EPIRBs) and search and rescue transponders (SARTs) for the location of the ship or
survival craft.

Regulations in Chapter IV cover undertakings by contracting governments to provide radiocommunciation

services as well as ship requirements for carriage of radiocommunications equipment. The Chapter is closely
linked to the Radio Regulations of the International Telecommunication Union.

Chapter V - Safety of navigation 

Chapter V identifies certain navigation safety services which should be provided by Contracting Governments
and sets forth provisions of an operational nature applicable in general to all ships on all voyages. This is in
contrast to the Convention as a whole, which only applies to certain classes of ship engaged on international
voyages.

The subjects covered include the maintenance of meteorological services for ships; the ice patrol service;
routeing of ships; and the maintenance of search and rescue services.

This Chapter also includes a general obligation for masters to proceed to the assistance of those in distress
and for Contracting Governments to ensure that all ships shall be sufficiently and efficiently manned from a
safety point of view.

The chapter makes mandatory the carriage of voyage data recorders (VDRs) and automatic ship identification
systems (AIS).

Chapter VI - Carriage of Cargoes 

The Chapter covers all types of cargo (except liquids and gases in bulk) "which, owing to their particular
hazards to ships or persons on board, may require special precautions". The regulations include requirements
for stowage and securing of cargo or cargo units (such as containers). The Chapter requires cargo ships
carrying grain to comply with the International Grain Code.

Chapter VII - Carriage of dangerous goods

The regulations are contained in three parts:

Part A - Carriage of dangerous goods in packaged form - includes provisions for the classification, packing,
marking, labelling and placarding, documentation and stowage of dangerous goods. Contracting Governments
are required to issue instructions at the national level and the Chapter makes mandatory the International
Maritime Dangerous Goods (IMDG) Code, developed by IMO, which is constantly updated to accommodate
new dangerous goods and to supplement or revise existing provisions.

Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the documentation, stowage and
segregation requirements for these goods and requires reporting of incidents involving such goods.

Part B covers Construction and equipment of ships carrying dangerous liquid chemicals in bulk and requires
chemical tankers to comply with the International Bulk Chemical Code (IBC Code).

Part C covers Construction and equipment of ships carrying liquefied gases in bulk and gas carriers to comply
with the requirements of the International Gas Carrier Code (IGC Code).

Part D includes special requirements for the carriage of packaged irradiated nuclear fuel, plutonium and high-
level radioactive wastes on board ships and requires ships carrying such products to comply with the
International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level
Radioactive Wastes on Board Ships (INF Code).

The chapter requires carriage of dangerous goods to be in compliance with the relevant provisions of the
International Maritime Dangerous Goods Code (IMDG Code).

Chapter VIII - Nuclear ships

Gives basic requirements for nuclear-powered ships and is particularly concerned with radiation hazards. It
refers to detailed and comprehensive Code of Safety for Nuclear Merchant Ships which was adopted by the
IMO Assembly in 1981.

Chapter IX - Management for the Safe Operation of Ships

The Chapter makes mandatory the International Safety Management (ISM) Code, which requires a safety
management system to be established by the shipowner or any person who has assumed responsibility for the
ship (the "Company").

Chapter X - Safety measures for high-speed craft 

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

 
Chapter XI-1 - Special measures to enhance maritime safety
The Chapter clarifies requirements relating to authorization of recognized organizations (responsible for
carrying out surveys and inspections on Administrations' behalves); enhanced surveys; ship identification
number scheme; and port State control on operational requirements.

Chapter XI-2 - Special measures to enhance maritime security

Regulation XI-2/3 of the  chapter enshrines the International Ship and Port Facilities Security Code (ISPS
Code). Part A of the Code is mandatory and part B contains guidance as to how best to comply with the
mandatory requirements. Regulation XI-2/8 confirms the role of the Master in exercising his professional
judgement over decisions necessary to maintain the security of the ship. It says he shall not be constrained by
the Company, the charterer or any other person in this respect.

Regulation XI-2/5 requires all ships to be provided with a ship security alert system. ,Regulation XI-2/6 covers
requirements for port facilities, providing among other things for Contracting Governments to ensure that port
facility security assessments are carried out and that port facility security plans are developed, implemented
and reviewed in accordance with the ISPS Code.Other regulations in this chapter cover the provision of
information to IMO, the control of ships in port, (including measures such as the delay, detention, restriction of
operations including movement within the port, or expulsion of a ship from port), and the specific responsibility
of Companies.

Chapter XII - Additional safety measures for bulk carriers

The Chapter includes structural requirements for bulk carriers over 150 metres in length.

Amendments

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

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

STCW: Standards of Training, Certification & Watchkeeping

STCW Code History

The International Maritime Organization (IMO) held a convention to
improve the worldwide standards for safety and 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 Seafarers
Training, Certification, & Watchkeeping (STCW) Code. Subsequent
conventions were held in 1991, 1994, 1995 & 1997 to update & revise
the code. The amended code (STCW 95) is named for the year that it was accepted by the IMO and it's
signatory countries.

Purpose of the STCW Code

The Code was established to set certain minimum international

 training standards for professional mariners. The level of certification and training you are required to
have is based on the capacity you serve in & the type of vessel you work on.

Frequently Asked Questions

 

Q. Who does the STCW Code affect?

Q. What about unlicensed crewmembers?

Q. Which courses do I need to obtain STCW compliance?

Q. Why was the Code Revised?

Q. Why doesn't one size fit all with STCW?

Q. Why don't all STCW Certificates look the same, isn't this a standard?

Q. What is the IMO?

Q. What are Port and Flag State Control?

Q. What is the "White List"?

Q. What happens if a country is not on the "White List"?

Q. What was revised/amended in 1995 & how does it differ from the 1978 convention?

Q. Which countries are on the "White List"?

Q. Who does the STCW Code affect??

A. There are 133 IMO signatory countries in the world. Every country will issue a document showing the
level 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. mariners
working exclusively on inland waters or domestic near coastal waters on vessels up to 200 gross tons
waters, which are exempt from the STCW requirements.
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Q. What about unlicensed crewmembers?

A. All professional mariners that have designated safety or pollution
prevention duties (even if they are unlicensed/ non certificated) must
have Basic Safety Training. This would include everyone listed on the
emergency bill, also called the muster list or station bill.

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Q. Which courses do I need to obtain STCW compliance?

A. Please refer to the Professional Certificates & Licensessection of this
website for detailed information on the courses and sea service
required to obtain STCW Compliant Licenses and Certificates of
Competency. If you already hold a USCG license, but have not taken
the training to obtain an STCW 95 Compliant Certificate, please contact
the admissions office for a current required course list for your license
level.

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Q. Why was the Code Revised?

A. Flick through the pages of any of the leading industry magazines today and you will discover a wealth
of technical innovation designed to make ships more efficient and safer. Everything from the propulsion
systems, through the hull design to the navigation suite is the result of intense research and development
activity. The only exception to this rule is, ironically, the one key component on which everything else so
often depends – the officers and crew.

It is widely quoted that 80 per cent of transport accidents are due to human error. It is the human
element on board ship that can either provide the skills that may prevent a disaster, or the frailty or plain
lack of competence that can cause one. And, while the capability, complexity and sheer power of
technology seems to be accelerating exponentially, the human element remains a basic component with
all its strengths and all its weaknesses. That is why the international maritime community has now
evolved from an 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. It
seeks to establish a baseline standard for the training and education of seafarers throughout the world
and, by placing an emphasis on quality control and competence-based training, it establishes a structure
that can ensure not only that the required standard is met, but that it is seen to be met.  (Excerpted from
the IMO website).

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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 training
requirements and therefore allow mariners to complete their training in various parts of the world based
on where they desired to go to school or based on where the vessel is based. Unfortunately, things just
haven'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 on
a vessel flagged in another country. The reason for this problem is that in order to be considered a "white
list" or fully compliant country, the IMO requires each administration to guarantee that proper oversight
has been and is continuously performed on each school issuing training certificates. It is impossible for
the USCG to oversee schools in foreign countries and vice versa. That is why MPT and some other
schools in this country have applied to many different countries for recognition. This is a very costly
process because it requires auditing by each country on a regular basis. In addition, some countries are
not interested in approving schools outside their jurisdiction. This is why it is so important to ensure that
the school a mariner attends for training is recognized by the country issuing the license and also that the
Flag State of the vessel will accept a license/CoC issued by that country.

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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 are
exempt from STCW and therefore have incorporated their statement of compliance right on the face of
the CoC. Because of the US Inland and Great Lakes mariners being exempt from STCW, the USCG has to
issue a separate certificate of STCW compliance only to those mariners who qualify. Therefore, a USCG
licensed, STCW compliant mariner will have either two or three documents: Their license, their STCW
Certificate from the USCG, and often a separate Z-Card which is the Merchant Mariners Document and
lists unlicensed capacities.

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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 and
has 133 signatory countries. The IMO is not a British Agency, just as the main United Nations building
being located in New York does not make the UN an American Agency.

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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 State
Control 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 the
administration of the port on a vessel entering their port. Simply stated, in the United States, when the
USCG 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 to
allow intervention in the case of deficiencies deemed to pose a danger to persons, property or the
environment (regulation I/4). This can take place if certificates are not in order or if the ship is involved
in a collision or grounding, if there is an illegal discharge of substances (causing pollution) or if the ship is
maneuvered 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 US
flagged vessel, they are acting as Flag State Control.

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Q. What is the "White List"?

A. The White List identifies the countries that have demonstrated a plan of full compliance with the STCW
Convention 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 center oversight, port state control, and flag state control.

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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 be
considered "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. For
instance, if a vessel is flagged by a non-white list country, when it desires to enter a white list port, it can
be 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 manning
solution for white list flagged vessels, and their sea time and training may either be highly scrutinized or
not accepted at all towards a CoC from a white list country.

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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 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 were allowed to 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 Chapter I - General
Provisions.

They include the following:

Ensuring compliance with the Convention

Parties to the Convention are required to provide detailed information to IMO concerning administrative
measures taken to ensure compliance with the Convention. This represented the first time that IMO had
been called upon to act in relation to compliance and implementation - generally, implementation is down
to the flag States, while port State control also acts to ensure compliance. Under Chapter I, regulation I/7
of the revised Convention, Parties are required to provide detailed information to IMO concerning
administrative measures taken to ensure compliance with the Convention, education and training
courses, certification procedures and other factors relevant to implementation.

By the 1 August 1998 deadline for submission of information (established in section A-I/7 of the STCW
Code) 82 out of the 133 STCW Parties had communicated information on compliance with the
requirements 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 STCW
Convention, who report on their findings to the IMO Secretary- General, who, in turn, reports to the
Maritime Safety Committee (MSC) on the Parties which fully comply. The MSC then produces a list of
Parties in compliance with the 1995 amendments.

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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 call MPT's
Admissions Office and we will send you a copy.
Defence Logistics Organisation

Overview

In the mid-1990’s, a command centre for joint operations, combining the in-field activities
of Army, Navy and RAF was established at Northwood. With the creation of a joint
operational command there became a real imperative for joining the separate logistics
functions of the three Armed Forces too. As a result in 2000 therefore the three distinct
functions were fused into one and the DLO was formed.

With its mission ‘to sustain UK capability, current and future’, the DLO spends £8.7 billion a
year to support the Front Line - a figure that puts the organisation in the company of the
FTSE 100 in terms of turnover. The DLO is responsible for keeping the services fully
equipped and ready to act at any time, in war or peace. As the main logistics provider to the
Armed Forces the DLO's responsibilities include:

Logistics planning, resource management, contractual support and policy

Global fleet management of land-based equipment

Support of the naval fleet and all naval systems

Communication and Information Systems

Transport and movements

Food and ration packs

Ammunition

Fuel, Oil and Lubricants

Postal services

Clothing and tentage

Storage for all equipment and material

At its inception it had been charged with reducing stock levels by £2.2 billion or 20% of its
stores. In fact, by 2003 the DLO had exceeded this target and delivered £2.8 billion in stock
savings.

With approximately 28,000 people, the DLO is one of the largest organisations within the
MoD. At the core of the DLO are its Integrated Project Teams (IPT’s) which are at the heart
of supplying and supporting Britain’s Armed Forces. These teams fall into the five business
units of Equipment Support (Land), Equipment Support (Air), The Warship Support Agency,
the Defence Communication Services Agency and the Defence Supply Chain. Each of these
divisions is charged with a distinct task, together they keep our Armed Forces moving. The
sixth unit that makes up the DLO is the Deputy Chief of Defence Logistics (DCDL) HLB. This
area includes the DLO HQ, charged with setting policy and guidance for the DLO as a whole
and providing briefing to the Chief of Defence Logistics (CDL).

The DLO needs to keep on track to achieve its Strategic Goal (to reduce output costs by
20% before March 2006) whilst maintaining a first-class service to the Front Line. Quality of
support is paramount and CDL is determined for the DLO to be ‘recognised as world class in
what it does’.