A Really Handy Guide to Ship

Certification-Part 1
A Revision Guide for Mariners
Identifying and defining
 An electronic book for learning and revising ship certification

Kindle Edition

by

John Manley

2017 ©NavsBooks

Edition 1
All rights reserved, no part of this book may be reproduced in any manner without the express
written consent of the publisher, except for brief extracts for reviews and articles. Although
the author and publisher has exercised the greatest care in compiling this book they do not hold
themselves responsible for the consequences arising from any inaccuracies. Extracts from British
MCA M Notices re-produced under OGL.
 Contents
The journey starts

Identifying the vessel

The Maritime Conventions

Defining a vessel

A quick summary
 The Journey Starts
Welcome to the first book in the series of Really Handy Guides to revising
ship certification. This is a guide for the professional mariner studying for
their officer qualifications; it mixes facts about the certificates, revision
questions, and then adds a bit more. It has not a definitive text book on
vessel certification, so if that is required please refer to the source
documents.

A logical, if not legally accurate method has been used to group the
certificates within this series, a method that will help in remembering the
ever growing pile of certification that a ship is required to carry.
Commencing at identifying and defining a vessel the series will then move
to cover managing, making safe, protecting the environment, and finally
employing the vessel. Along the way there will be some diversions
beyond the certificates themselves to break up the study and add some
additional useful information.

For those feeling the need to revise, each section will end with some
revision questions and answers. For those after pure facts, just press the
skip hyperlinks to move along to the next topic.

Enjoy the journey through the important topic of ship certification.......JM

Grouping the certificates

To assist in remembering certificate carriage requirements, this book has

arranged the documents into the following groups:

Identifying the vessel

These two documents enable a vessel to be uniquely identified-

 Certificate of Registry
The Continuous Synopsis Record

Defining the vessel

Documents that define two important facts about its vessel, its tonnage
and loadline-

The International Tonnage Certificate

The International Load Line Certificate

In between some of these certificates will be found some diversions into

related topics, diversions that will not only create a chance to pause, but
also expand the study beyond the certification itself. And so the first steps
are taken, into the realm of vessel identification.
 Identifying the Vessel
At the start of this exploration of ship certification are two documents that
identify a vessel. In an industry where ships can change owners, flags and
names these are fundamental documents.

The Certificate of Registry

The Continuous Synopsis Record
The Certificate of Registry
The ship’s passport

This certificate provides a link between the flag flown at the stern of a
vessel, and the country that flag represents. The Certificate of Registry
proves a ship’s nationality, and is the most important document held by a
ship. It will be required when obtaining clearance in a foreign port, and
when boarded by officials in a war zone or embargoed area. This
document will also be of use when selling a vessel, arranging finance, or
obtaining protection from a warship. It is issued by the flag state on whose
registry the ship is entered, and different flag states have different
requirements for registration.

Some Key facts

The Certificate of Registry is required for any ship on international

voyages, apart from Government owned vessels and very small
vessels
In UK law, commercial vessels under 100 GT and pleasure vessels
less than 24 metres in length are listed on a Small Ship Register. This
registration is only required if sailing on the ‘high seas’ or visiting
foreign ports
It is valid for 5 years, or on change of ownership
The certificate of registry does not prove ownership or show
mortgages
It cannot be subject to detention and must remain on the vessel unless
required to obtain custom clearance
Many countries require the certificate to be produced on entering or
leaving a port
Different countries have different qualification requirements for
vessel registration

Information found on the certificate

Identity, description, tonnages, dimensions, build details, ownership,
validity

Identity details:
Name, Official number, Call sign, IMO number

Ship description:
Port, Type of ship, Method of propulsion, Engine make and model, Total
engine power

Tonnages:
Gross tonnage, Net tonnage, Registered tonnage

Dimensions:
Length, Breadth, Depth

Build details:
Year of build, Name of builder, Country of build

Ownership:
Name and address of owners

Validity:
Issue and expiry dates, Signature

Italics used in this book indicate revision guidance, comments, and

groupings that assist in understand the certificates.

The legal requirement

"Every State shall fix the conditions for the grant of its nationality to
ships, for the registration of ships in its territory, and for the right to
fly its flag. Ships have the nationality of the State whose flag they are
entitled to fly. There must exist a genuine link between the State and
the ship"
 "Every State shall issue to ships to which it has granted the right to
fly its flag documents to that effect."
UNCLOS Article 91 Nationality of ships

The quotations within this book are not intended to be definitive, so if the
exact wording is important, track down the original legislation.
Two of the numbers explained
Before leaving the Certificate of Registry here is a quick detour into some
of the information contained on the document.

Stated on this certificate are two fundamental numbers that links all the of
certification with the ship. Whilst the name of the ship may change these
remain unchanged. One of these numbers is international, and one
national.

The IMO Number

This is a permanent number that remains with the ship throughout its life;
a number that identifies a ship regardless of what name, flag, and
ownership changes it goes through, from build to scrapping. It is formed
of the three letters ‘IMO’, followed by seven digits. The digits are the
numbers used in Lloyds Register against the ship.

Key facts

It is required by SOLAS Chapter XI, regulation 3- 'Ship

identification number'
The number is to be clearly legible on all plans, manuals and other
documents required by IMO conventions
It is required by passenger ships of 100 GT and above, and cargo
ships of 300 GT and above
It is issued by IHS maritime and Trade on behalf of the IMO
The number will be stated on the certificate of registry and must be
permanently marked in a visible space on stern, side hull, or
superstructure, in an easily accessible space on a transverse bulkhead
of machinery space, end of hatchway, pumproom, or transverse
bulkhead in a RO/RO space

The official number

This number is issued by a flag state when a ship enters its register. It is is
assigned by the Registry with a carving note, and will remain with the ship
unless it changes flag.

Summary of the numbers:

IMO number = Issued by IMO for the life of ship

Official Number = Issued by flag state for the period the ship is on their
registry
Revision Questions
Revision questions are spread throughout this book. If you are studying for
an exam you may find these useful.

If not, click here for the next certificate>

Question: What roles does the Certificate of Registry perform?

Answer:

To prove the ship’s nationality

To assist in obtaining clearance in a foreign port and when boarded by
officials in a war zone or embargoed area
To assist in selling a vessel, or arranging finance
To assit in obtaining protection from a warship

Question: What vessels require a Certificate of Registry?

Answer: Ships on international voyages, apart from Government owned
vessels and very small vessels.

Note: In UK law, commercial vessels under 100 GT and pleasure vessels

less than 24 metres are listed on different registers. They need to be
registered if sailing on the ‘high seas’ or visiting foreign ports in order to
remain under flag state law.

Question: How long is a certificate of Registry valid for?

Answer: It is valid for 5 years, or on change of ownership.

Fact: A ship register is a record of ships entitled to fly a state's flag.

Question: What broad types of information are contained on a Certificate

of Registry?
Answer:

Identity details
Ship description
Tonnages
Dimensions
Build details
Validity
Ownership

Question: What tonnages are contained on the certificate?

Answer:

Gross tonnage
Net tonnage
Registered tonnage

Fact: Ship Registers are divided into three types:

National (closed)- The ship owners must have genuine links with the
flag state
Flags of convenience (open)- No genuine link with the flag state is
required
Offshore (Second)- A register established under separate legislation
to its parent register

Question: Who issues a ship's official number, and for how long does it
last?
Answer: The flag state when a ship enters its register. It will remain with
the ship unless it changes flag.

Question: What ships are required to have an IMO number?

Answer: Passenger ships of 100 GT and above, and cargo ships of 300 GT
and above.

Note: It is required by SOLAS Chapter XI, regulation 3- 'Ship

identification number'. The IMO number is formed of the three letters
‘IMO’, followed by seven digits.

Question: Where must the IMO number be marked on a ship?

Answer: On the certificate of registry, and must be permanently marked in
a visible space on stern, side hull, or superstructure, in an easily accessible
space on a transverse bulkhead of machinery space, end of hatchway,
pumproom, or transverse bulkhead in a RO/RO space.

Note: The number is to be clearly legible on all plans, manuals and other
documents required by IMO conventions to be carried on board ships

Question: Who issues the IMO number?

Answer: It is issued by IHS maritime and Trade on behalf of the IMO.

Important note: A certificate of Registry cannot be subject to detention

and must remain on the vessel unless required to obtain custom clearance.

The next document does more than evidence the ship's current identity, it
also records its past identities.
The Continuous Synopsis Record
A record of a ship's life

The Continuous Synopsis Record (CSR) provides an on-board record of

the life of the ship. A CSR is required to be carried by all passenger and
cargo ships of 500 GT and above on international voyages.

It is a document of three parts:

Form 1 The CSR

Form 2 Amendment form
Form 3 Index of amendments

Key facts

The CSR is required by SOLAS Chapter XI-1 - Special Measures to

Enhance Maritime Safety, Regulation 5 - Continuous Synopsis Record.

For ships constructed before 1 July 2004, the Continuous Synopsis Record
shall, at least, provide the history of the ship as from 1 July 2004.

The Flag state issues the CSR 1 to the ship, which is given a sequential
number, the initial one issued on build being 1. All the CSR 1s have to be
retained on board.

On each change a form CSR 2 is completed showing the new details. The
original is kept with the CSR 1 on the ship, and a copy sent to the flag
state administration. The CSR3 is a summary of the amendments.

The flagstate keeps a copy, which may be in an electronic form, of each

CSR document issued to the ship.

The CSR shall be in English, French or Spanish language. Additionally, a

translation into the official language or languages of the Administration
may be provided.

Note: This language requirement is common for all IMO Certification.

Information contained on a CSR 1

The CSR 1 contains identification, registration, ownership and

certification information.

Ship identification

The ship's IMO number

The name of the ship

Registration details:

The name of the State whose flag the ship is entitled to fly
The date on which the ship was registered with that State
The port at which the ship is registered
The date on which the ship ceased to be registered with that State

Ownership information:

The name of the registered owners and their registered addresses

The registered owner identification number
The name of the registered bareboat charterers and their registered
addresses, if applicable
The name of the Company, its registered address and the addresses
from where it carries out the safety-management activities
The Company identification number

Certification

The name of all classification societies with which the ship is classed
The name of the Administration or of the Contracting Government or
of the recognized organization which has issued the Document of
Compliance
 The name of the Administration or of the Contracting Government or
of the recognized organization that has issued the Safety Management
Certificate
The name of the Administration or of the Contracting Government or
of the recognized security organization that has issued the
International Ship Security Certificate

Actions required by Masters

On receipt of a revised and updated CSR document the Master should:

Check its sequential number

Review the document to ensure that it covers all relevant amendment
forms attached to the previous CSR document

If the Master establishes that there are outstanding amendments not

reflected in the latest CSR document the master should:

Complete new amendment form(s) relating to each outstanding

amendment and attach it to the latest CSR document
List the amendment(s) referred to in the index of amendments (CSR
3) attached to the latest CSR document
Forward copies of the amendment form(s) to the ships
Administration

In cases of the loss of, or damage to, any document in a ships CSR file:

Contact in writing the ships Administration without delay

List the papers lost or damaged

Summary
The CSR is required by SOLAS Chapter XI

It contains a history of the ship's life from build to scrapping.

It is made up of three forms:

Form 1 The CSR

Form 2 Amendment form
Form 3 Index of amendments

To skip the revision questions click here>

Revision Questions
A reminder: The three components of a CSR are:

Form 1 The CSR

Form 2 Amendment form
Form 3 Index of amendments

Question: What does CSR stand for?

Answer: Continuous Synopsis Record.

Note: It is required by SOLAS Chapter XI-1 - Special Measures to

Enhance Maritime Safety, Regulation 5 - Continuous Synopsis Record.

Question: What is the CSR's purpose?

Answer: It provides an on-board record of the life of the ship.

Note: If the ship's CSR records are lost or damaged it is essential that they
are restored as quickly as possible in order to avoid potential delays to the
ship's voyage.

Question: What are the three parts of a CSR?

Answer:

Form 1 The CSR

Form 2 Amendment form
Form 3 Index of amendments

Note: The Flag state issues the CSR 1 to the ship, which is given a
sequential number, the initial one issued on build being 1.

Question: What is the type of information shown on the CSR 1?

Answer:

Ship identification
Registration details
Ownership information
Certification

Question: What action is taken when the CSR requires amending?

Answer: On each change a form CSR 2 is completed showing the new
details. The original is kept with the CSR 1 on the ship and a copy sent to
the flag state administration.

The CSR3 is a summary of the amendments.

Question: What action must be taken if a CSR is lost?

Answer: The Master must contact in writing the ships Administration
without delay.

The two documents covered in this chapter provide important evidence of

a vessels identify. The Certificate of Registry is proof of a vessel's
nationality, and the Continuous Synoptic Record (CSR) documents the
vessel's history. In an industry where ship's may frequently change owner,
flag and name these two documents form a fundamental part of any
interaction with shore authorities. Before this book starts to explore the
certification involved in defining a vessel it will have a quick detour into
the key maritime conventions.
The Maritime Conventions
Identifying the ship
United Nations Convention on the Law of the Sea
(UNCLOS)

“The United Nations Convention on the Law of the Sea lays down a
comprehensive regime of law and order in the world’s oceans and
seas establishing rules governing all uses of the oceans and their
resources. It enshrines the notion that all problems of ocean space are
closely interrelated and need to be addressed as a whole.”

The issues covered by the Convention include:

Territorial seas
Innocent passage
Transit passage through straits
Exclusive economic zones (EEZ)
Continental shelf exploitation
Freedoms of the high sea
Marine pollution responsibilities
Disputes

The International Tribunal for the Law of the Sea

The International Tribunal for the Law of the Sea is an independent

judicial body established by the United Nations Convention on the Law of
the Sea to adjudicate disputes arising out of the interpretation and
application of the Convention.
Defining the ship
International Convention on Tonnage Measurement of Ships,
1969 (Tonnage Convention)

This Convention introduced an universal tonnage measurement system.

The Convention provides for gross and net tonnages, both of which are
calculated independently.

Gross tonnage and net tonnage

The Convention meant a transition from the traditionally used terms gross
register tons (grt) and net register tons (nrt) to gross tonnage (GT) and net
tonnage (NT).

Some definitions from the Convention

“(4) “gross tonnage” means the measure of the overall size of a ship
determined in accordance with the provisions of the present
Convention;
(5) “net tonnage” means the measure of the useful capacity of a ship
determined in accordance with the provisions of the present
Convention;”

International Convention on Load Lines, 1966, (Load Lines

Convention)
“It has long been recognized that limitations on the draught to which
a ship may be loaded make a significant contribution to her safety.
These limits are given in the form of freeboards, which constitute,
besides external weathertight and watertight integrity, the main
objective of the Convention.” IMO website

Contents of the convention

Annex I
Chapter I – General
Chapter II – Conditions of assignment of freeboard
 Chapter III – Freeboards
Chapter IV – Special requirements for ships assigned timber
freeboards
Annex II covers Zones, areas and seasonal periods
Annex III contains certificates, including the International Load Line
Certificate
Managing the vessel
The International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW), 1978

International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers entered into force in 1984. The main purpose
of the Convention is to promote safety of life and property at sea and the
protection of the marine environment by establishing in common
agreement international standards of training, certification and
watchkeeping for seafarers.

The Manila amendments to the STCW Convention and Code were adopted
on 25 June 2010, marking a major revision of the STCW Convention and
Code.
The STCW regulations are supported by sections by the STCW Code. The
Convention contains basic requirements which are then enlarged upon and
explained in the Code.

Part A of the Code is mandatory. The minimum standards of competence

required for seagoing personnel are given in detail in a series of tables.
Part B of the Code contains recommended guidance which is intended to
help implement the Convention.

ILO Maritime Labour Convention, (MLC 2006)–(MLC)

The Maritime Labour Convention, 2006 establishes minimum working and
living standards for all seafarers working on ships flying the flags of
ratifying countries. It is widely known as the “seafarers’ bill of rights,”
The convention is an international labour Convention adopted by the
International Labour Organization (ILO).
Keeping the ship safe
The International Convention for the Safety of Life at Sea
(SOLAS), 1974

“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.” IMO
Website

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.
Keeping the seas clean
The International Convention for the Prevention of Pollution
from Ships, 1973 (MARPOL)

MARPOL is the key international convention covering prevention of

pollution of the marine environment by ships from operational or
accidental causes.

The MARPOL Convention was adopted on 2 November 1973 at IMO.

MARPOL has been updated by amendments over the years. The
convention currently includes six technical Annexes.

Annex I– Regulations for the Prevention of Pollution by Oil

Annex II– Regulations for the Control of Pollution by Noxious Liquid
Substances in Bulk
Annex III– Regulations for the Prevention of Pollution by Harmful
Substances Carried by sea in Packaged Form
Annex IV– Regulations for the Prevention of Pollution by Sewage
from Ships
Annex V-Regulation for the Prevention of Pollution by Garbage from
Ships
Annex VI– Regulations for the Prevention of Air Pollution from
Ships

International Convention for the Control and Management

of Ships’ Ballast Water and Sediments, 2004 (BWM
Convention)
The Convention aims to prevent, minimize and ultimately eliminate the
transfer of harmful aquatic organisms and pathogens through the control
and management of ships’ ballast water and sediments. It enters into force
on 8 September 2017.

Under the Convention, all ships engaged in international traffic are

required to manage their ballast water and sediments to a certain standard,
according to a ship-specific ballast water management plan. All ships will
also have to carry a ballast water record book and an international ballast
water management certificate.

International Convention on the Control of Harmful Anti-

Fouling Systems on Ships, 2001 (AFS Convention)
The Convention prohibits the use of harmful organotins in anti-fouling
paints used on ships and establishes a mechanism to prevent the potential
future use of other harmful substances in anti-fouling systems. Annex I of
the Convention states that all ships shall not apply or re-apply organotins
compounds which act as biocides in anti-fouling systems.

International Convention on Civil Liability for Bunker Oil

Pollution Damage, 2001 (Bunkers Convention)

The Convention was adopted to ensure that adequate, prompt, and

effective compensation is available to persons who suffer damage caused
by spills of oil, when carried as fuel in ships’ bunkers

International Convention on Civil Liability for Oil Pollution

Damage, 1992 (CLC Convention)
The Convention covers those who suffer oil pollution damage resulting
from maritime casualties involving oil-carrying ships. The Convention
places the liability for such damage on the owner of the ship from which
the polluting oil escaped or was discharged. The Convention applies to
seagoing vessels carrying oil in bulk as cargo, but only ships carrying
more than 2,000 tons of oil are required to maintain insurance in respect of
oil pollution damage.
 Certificates that define a ship
This chapter covers the certification that defines two fundamental pieces
of information about a vessel, its tonnage and draft.

The International Tonnage Certificate

The International Load Line Certificate
International Tonnage Certificate
Defining the size of a ship

This certificate states the Gross and Net tonnages of a ship. It is a

document required by the International Convention on Tonnage
measurement of Ships, 1969. Gross tonnage (GT) is used to determine
which regulations apply to which ships, whilst Net tonnage (NT) is used to
determine the size of harbour and canal dues.

Key facts

An International Tonnage Certificate is required by ships engaged on

international voyages, but not by ships of war and vessels of less than
24 metres in length
It is issued on build or alteration, after a tonnage survey has been
conducted

The meaning of gross and net tonnages

Gross tonnage (GT) is the measure of the overall size of a ship. It is

derived from a formula that multiplies the internal volume of a ship in
cubic metres by a constant (K) contained in a table within the tonnage
convention.

Net tonnage (NT) is the measure of the useful capacity of a ship

determined in accordance with the Convention. It is also derived from
multiplying the internal volume by the constant K, but then applies a
formual that uses the summer moulded summer draft and moulded depth.
An additional factor is used for passenger ships.

The contents of the certificate

Front page

Name of Ship
 Distinctive Number or Letters
Port of Registry
Dimensions
Length
Breadth
Moulded depth amidships
The Gross and net tonnages
Date of issue

Rear page
A table showing the spaces included within the tonnage. The table lists for
each space: name, location, length
The Suez and Panama tonnage certificates
These are issued on behalf of the canal authorities who both use a different
measurement system from the international certificate. The certificates are
not mandatory, and are only required if the vessel intends to use the canals.
Most international trading ships however, are issued with the certificates
on build.
The International Load Line Certificate
Defining how deep a vessel can load

This is the first of the certificates involved in vessel safety, and it is

derived from legislation with a long history. Its roots are in the pioneering
work of the Victorian British MP Samuel Plimsol; an early pioneer for
vessel safety whose name is now enshrined in the name of the mark found
on the side of every ship today.

The more freeboard that a vessel has, then the greater its reserves
buoyancy, and greater the angle to which she can be inclined without
immersing the deck edge. GZ is increased and therefore so is stability. In
addition, the range of stability increases, giving greater dynamical
stability. All these are factors that improve a vessel's safety at sea.

The loadline certificate is required by the International Convention on

Load Lines, 1966. All ships on international voyages require to hold the
certificate, apart from:

Ships of war
Ships of less than 24 metres in length
Pleasure yachts not engaged in trade
Fishing vessels

The certificate is first issued after an initial survey before the ship is put in
service. This survey shall include a complete inspection of its structure
and equipment in so far as the ship is covered by the International Load
Line Convention. The survey ensures that the arrangements, materials and
scantlings fully comply with the requirements of the Convention on Load
Lines. The certificate must be accompanied by a Record of particulars.

Determining the load line

The loadline of a ship is derived from tables within the load line
convention. These tables are based on the length of the ship and type, and
they give the basic freeboard after a block coefficient adjustment. This
figure then adjusted for several factors to give the summer freeboard. All
other seasonal freeboards are calculated based on the summer value.

Type A ship means a ship which is designed to carry only liquid cargoes
in bulk, and Type B ship means a ship other than a Type A ship.

The Corrections for a type A ship are:

For depth
For position of deck line
For superstructure
For trunks
For sheer
For bow height

The corrections for a type B ship are:

For depth
For position of deck line
For superstructure
For trunks
For sheer
For bow height

Surveys
The loadline certificate is covered by the Harmonised System of Survey
and Certification (HSSC) system, a system that will be covered in a later
book in this series.

The certificate is renewed after a survey that must be undertaken at a

period not exceeding five years. This survey is to ensure that the structure,
equipment, arrangements, materials and scantlings fully comply with the
requirements of the Load Line Convention.
An annual inspection is also to be conducted within three months either
way of each annual anniversary date of the certificate, this is to ensure that
alterations have not been made to the hull or superstructures which would
affect the calculations determining the position of the load line.

Items looked at during an inspection:

Protection of openings
Guard rails
Freeing ports
Means of access to crew’s quarters

Contents of the certificate

The certificate contains three groups of information- ship details,
freeboards, and survey details.

Ship details

Name of ship
Distinctive Number or letters
Port of Registry
Length
Gross tonnage
Type of ship

Freeboards (from the deck line) and load lines assigned for:

Winter North Atlantic

Winter
Summmer
Tropical

Survey details

Date of survey
Any Conditions
Endorsement of annual Survey
The loadline certificate is accompanied by a document called 'The record
of particulars relating to conditions of assignment' which contains
details of ship's fittings and equipment that are included within the
loadline survey.

Many certificates contain such a supplementary document. These

supplements are useful when preparing a ship for a survey as they provide
an indication of the scope of inspections.

Information contained within the records of particulars:

Tables with details of the following:

Doors
Hatchways
Machinery space openings
Ventilators
Air pipes
Cargo ports and similar openings
Scuppers, inlets discharges
Side scuttles
Freeing ports
Protection of the crew
Timber deck cargo fittings
Other special features
Loadlines

Click to skip the questions>

Revision Questions

A quick load line history

1835 Lloyds Register introduced cargo limits based on freeboard, but

these only applied to vessels on their register.

1876 The British Merchant Shipping Act made the load lines mandatory.
This act was advocated by Samuel Plimsoll, a member of the British
Parliament and coal merchant.

1939 The first International Convention on load lines was adopted.

1966 The current convention was adopted.

Question: What does HSSC stand for?

Answer: Harmonised System of Survey and Certification.

Note: HSSC standardises the period of validity and the intervals between
surveys for the nine main convention certificates to simplify the survey
and certification process.

Question: What convention requires a Load Line certificate to be held?

Answer: The International Convention on Load Lines, 1966.

"Except as provided in paragraphs (2) and (3) of this Article, the

appropriate load lines on the sides of the ship corresponding to the
season of the year and the zone or area in which the ship may be shall
not be submerged at any time when the ship puts to sea, during the
voyage or on arrival." Load Line Convention

Question: What ships on international voyages do not require a loadline

certificate?
Answer:

Ships of war
Ships of less than 24 metres in length
Pleasure yachts not engaged in trade
Fishing vessels

Question: What are the stages of deriving a load line?

Answer:

The basic freeboard is obtained from tables within the load line
convention using the ship type and length
This freeboard is then adjusted by several factors to give the summer
freeboard
The seasonal freeboards are calculated from the summer freeboard

Question: How often in the certificate renewed?

Answer: Every five years.

Note: Tropical freeboard is one forty-eighth of the summer draught below

the summer freeboard. Winter freeboard is one forty-eighth of summer
draught above the summer draft.

Winter North Atlantic freeboard applies to ships of not more than 100
metres in length. It is the winter freeboard plus 50 mm.

Question: What items could be looked at during a load line inspection?

Answer:

Protection of openings
Guard rails
Freeing ports
Means of access to crew’s quarters

Question: What are the four load lines shown on the certificate?
Answer:

Winter North Atlantic

Winter
Summmer
Tropical

Question: What are the corrections made to a basic freeboard for a type A
ship?
Answer:

For depth
For position of deck line
For superstructure
For trunks
For sheer
For bow height

That question marks the end on the section of defining a vessel, and the
end of the topics covered in this book. There is one last section though, a
potted summary of the certification so far covered.
 Identifying and Defining a Vessel
A Quick Summary

Certificates to identify the vessel:

Certificate of Registry
The Continuous Synopsis Record

Certificates to define a vessel

The International Tonnage Certificate

The International Load Line Certificate

The conventions related to identifying and defining:

UNCLOS
SOLAS Chapter XI-1 - Special Measures to Enhance Maritime Safety
International Convention on Tonnage measurement of Ships
International Convention on Load Lines

Validity periods

Certificate of Registry: 5 years, or on change of ownership

International Loadline Certificate: 5 Years with an annual survey

Size of vessels requiring certicates:

Certificate of Registry: 100 GT, 24 Metres

IMO number: Passenger ships 100 GT, cargo ships 300 GT
CSR: 500 GT
Load Lines Certificate: 24 metres in length
Some assorted facts to remember:

The Certificate of Registry cannot be subject to detention and must

remain on the vessel unless required to obtain custom clearance
The official number It is issued by IHS maritime and Trade on behalf
of the IMO
The three parts of the CSR:
Form 1 The CSR
Form 2 Amendment form
Form 3 Index of amendments
Gross tonnage (GT) is the measure of the overall size of a ship.
Net tonnage (NT) is the measure of the useful capacity of a ship
For loadline puroses a type 'A' ship is a ship which is designed to
carry only liquid cargoes in bulk
The loadline certificate is covered by the Harmonised System of
Survey and Certification (HSSC) system
 And now...

This revision journey through ship's certification will now continue with
the more books in the series, the next one covering vessel managment.

The Really Handy revision aids for mariners also incudes books on
Collision Regulations, The ISM Code, IALA buoyage and seamanship.
Visit the Navsregs Blog to discover more about the topics covered in these
publications.

The Really Handy range of Kindle books

A Really Handy Book to learn the Collision Regulations

When Ships Meet
Shapes and a bit more
Rule 19 and a bit more
IALA Buoyage-A really handy book to learn the system
A Really Handy Guide to the ISM Code

And finally.....

If you are revising for an examination, good luck, JM