Assignmant On Conventions

A Comprehensive Study on
IMO conventions, ILO conventions,

STCW convention & MLC convention
A Marine Engineer Officer (Class-2) Oral Examination Task

Compiled & Submitted by:
A. S. M. Rayhan Sharif (C.D.C. No. :C/O/4571)
Submitted to the office of the Department of Shipping, Dhaka
People's Republic of Bangladesh
September 2016
A Compilation on Comprehensive Study of IMO, ILO, STCW & MLC Conventions by A. S. M. Rayhan Sharif
C.D.C . No. C/O/ 4571
Table of Content
Subject
Page No.
1. About the IMO
2. About IMO conventions
3. Resolution -
10
4. Circulars
11
13
6. Summary of Status of Conventions
15
7. Chronological list of IMO instruments
17
8. Convention on the International Maritime Organization
54
9. SOLAS Convention
55
10. International Regulations for Preventing Collisions at Sea
57
11. MARPOL 73/78
5. IMO conventions
58
12. STCW Convention
61
13. STCW-F Convention
63
14. Convention on Facilitation of International Maritime Traffic (FAL)
63
15. International Convention on Load Lines -
64
65
66
18. International Convention on Civil Liability for Oil Pollution Damage (CLC)
67
19. Special Trade Passenger Ships Agreement, 1971
67
67
68
16. International Convention on Tonnage Measurement of Ships
17. International Convention Relating to Intervention on the High Seas in Cases of Oil
Pollution Casualties, 1969 -
20. Convention relating to Civil Liability in the Field of Maritime Carriage of

Nuclear Material (NUCLEAR) -
21. International Convention on the Establishment of an International Fund for

Compensation for Oil Pollution Damage (FUND) -
C.D.C . No. C/O/ 4571
Table of Content
Subject
Page No.
22. International Convention for Safe Containers (CSC)
68
23. Athens Convention relating to the Carriage of Passengers and their Luggage by
Sea (PAL) -
69
24. Convention on the International Maritime Satellite Organization
69
25. Convention on Limitation of Liability for Maritime Claims (LLMC)
70
26. The Torremolinos International Convention for the Safety of Fishing Vessels -
71
27. International Convention on Maritime Search and Rescue (SAR)
71
28. Convention for the Suppression of Unlawful Acts against the Safety of
Maritime Navigation
72
72
30. International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC) -
73
29. International Convention on Salvage
31. International Convention on Liability and Compensation for Damage in Connection

with the Carriage of Hazardous and Noxious Substances by Sea (HNS)
73
32. Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter 74
33. International Convention on the Control of Harmful Anti-fouling Systems on Ships
75
34. International Convention on Civil Liability for Bunker Oil Pollution Damage (BUNKER)
76
35. International Convention for the Control and Management of Ships' Ballast Water
and Sediments (BWM)
36. Nairobi International Convention on the Removal of Wrecks
76
77
37. The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships 78
38. About the ILO
79
39. List of International Labor Organization Conventions
80
40. Maritime Labor Convention
91
41. IMO Conventions/Protocols accepted/acceded by Bangladesh -
95
42. Conclusion
97
C.D.C . No. C/O/ 4571
1. About the IMO

The International Maritime Organization (IMO), known as the Inter-Governmental
Maritime Consultative Organization (IMCO) until 1982, is a specialized agency of
the United Nations responsible for regulating shipping. The IMO was established in
Geneva in 1948 and came into force ten years later, meeting for the first time in
1959. Headquartered in London, United Kingdom, the IMO has 171 Member
States and three Associate Members.
The IMO's primary purpose is to develop and maintain a comprehensive regulatory
framework for shipping and its remit today includes safety, environmental concerns,
legal matters, technical co-operation, maritime security and the efficiency of
shipping. IMO is governed by an assembly of members and is financially
administered by a council of members elected from the assembly. The work of IMO
is conducted through five committees and these are supported by technical
subcommittees. Member organizations of the UN organizational family may observe
the proceedings of the IMO. Observer status is granted to qualified nongovernmental organizations.
IMO is supported by a permanent secretariat of employees who are representative
of the organization's members. The secretariat is composed of a Secretary-General
who is periodically elected by the assembly, and various divisions such as those for
marine safety, environmental protection and a conference section.
2. About IMO conventions

There are many different ways to define a convention. A convention is a formal
agreement between states. Or a convention is an instrument which is negotiated
under an international organization such as United Nations. There are number of
conventions that IMO has given to maritime industry.
The industrial revolution of the eighteenth and nineteenth centuries and the upsurge
in international commerce which followed resulted in the adoption of a number of
international treaties related to shipping, including safety. The subjects covered
included tonnage measurement, the prevention of collisions, signaling and others.
By the end of the nineteenth century suggestions had even been made for the
creation of a permanent international maritime body to deal with these and future
measures. The plan was not put into effect, but international co-operation continued
C.D.C . No. C/O/ 4571
in the twentieth century, with the adoption of still more internationally-developed

treaties.
By the time IMO came into existence in 1958, several important international
conventions had already been developed, including the International Convention for
the Safety of Life at Sea of 1948, the International Convention for the Prevention of
Pollution of the Sea by Oil of 1954 and treaties dealing with load lines and the
prevention of collisions at sea.
IMO was made responsible for ensuring that the majority of these conventions were
kept up to date. It was also given the task of developing new conventions as and
when the need arose.
The creation of IMO coincided with a period of tremendous change in world shipping
and the Organization was kept busy from the start developing new conventions and
ensuring that existing instruments kept pace with changes in shipping technology. It
is now responsible for more than 50 international conventions and agreements
and has adopted numerous protocols and amendments.
Convention is not a law
It is important to highlight that convention is not a law in itself. A convention
becomes a law when it is implemented in a countrys own legal system. SOLAS
convention is not a law itself. But when a country adopts and includes it as
legislation in their country, it becomes law for them. UK, Singapore and India have
included it as legislation called Merchant Shipping act. USA call it CFR.
Adopting a convention
This is the part of the process with which IMO as an Organization is most closely
involved. IMO has six main bodies concerned with the adoption or implementation
of conventions. The Assembly and Council are the main organs, and the
committees involved are the Maritime Safety Committee, Marine Environment
Protection Committee, Legal Committee and the Facilitation Committee.
Developments in shipping and other related industries are discussed by Member
States in these bodies, and the need for a new convention or amendments to
existing conventions can be raised in any of them.
Entry into force
The adoption of a convention marks the conclusion of only the first stage of a long
process. Before the convention comes into force - that is, before it becomes binding
C.D.C . No. C/O/ 4571
upon Governments which have ratified it - it has to be accepted formally by

individual Governments.
Signature, ratification, acceptance, approval and accession
The terms signature, ratification, acceptance, approval and accession refer to some
of the methods by which a State can express its consent to be bound by a treaty.
Signature
Consent may be expressed by signature where:
the treaty provides that signature shall have that effect;
it is otherwise established that the negotiating States were agreed that signature
should have that effect;
the intention of the State to give that effect to signature appears from the full
powers of its representatives or was expressed during the negotiations (Vienna
Convention on the Law of Treaties, 1969, Article 12.1).
A State may also sign a treaty "subject to ratification, acceptance or approval". In
such a situation, signature does not signify the consent of a State to be bound by
the treaty, although it does oblige the State to refrain from acts which would defeat
the object and purpose of the treaty until such time as it has made its intention clear
not to become a party to the treaty (Vienna Convention on the Law of Treaties,
Article 18(a)).
Signature subject to ratification, acceptance or approval
Most multilateral treaties contain a clause providing that a State may express its
consent to be bound by the instrument by signature subject to ratification.
In such a situation, signature alone will not suffice to bind the State, but must be
followed up by the deposit of an instrument of ratification with the depositary of the
treaty.
This option of expressing consent to be bound by signature subject to ratification,
acceptance or approval originated in an era when international communications
were not instantaneous, as they are today.
It was a means of ensuring that a State representative did not exceed their powers
or instructions with regard to the making of a particular treaty. The words
"acceptance" and "approval" basically mean the same as ratification, but they are
C.D.C . No. C/O/ 4571
less formal and non-technical and might be preferred by some States which might
have constitutional difficulties with the term ratification.
Many States nowadays choose this option, especially in relation to multinational
treaties, as it provides them with an opportunity to ensure that any necessary
legislation is enacted and other constitutional requirements fulfilled before entering
into treaty commitments.
The terms for consent to be expressed by signature subject to acceptance or
approval are very similar to ratification in their effect. This is borne out by Article
14.2 of the Vienna Convention on the Law of Treaties which provides that "the
consent of a State to be bound by a treaty is expressed by acceptance or approval
under conditions similar to those which apply to ratification."
Accession
Most multinational treaties are open for signature for a specified period of time.
Accession is the method used by a State to become a party to a treaty which it did
not sign whilst the treaty was open for signature.
Technically, accession requires the State in question to deposit an instrument of
accession with the depositary. Article 15 of the Vienna Convention on the Law of
Treaties provides that consent by accession is possible where the treaty so
provides, or where it is otherwise established that the negotiating States were
agreed or subsequently agreed that consent by accession could occur.
Amendment
Technology and techniques in the shipping industry change very rapidly these days.
As a result, not only are new conventions required but existing ones need to be kept
up to date. For example, the International Convention for the Safety of Life at Sea
(SOLAS), 1960 was amended six times after it entered into force in 1965 - in 1966,
1967, 1968, 1969, 1971 and 1973. In 1974 a completely new convention was
adopted incorporating all these amendments (and other minor changes) and has
itself been modified on numerous occasions.
In early conventions, amendments came into force only after a percentage of
Contracting States, usually two thirds, had accepted them. This normally meant that
more acceptances were required to amend a convention than were originally
required to bring it into force in the first place, especially where the number of States
which are Parties to a convention is very large.
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This percentage requirement in practice led to long delays in bringing amendments

into force. To remedy the situation a new amendment procedure was devised in
IMO. This procedure has been used in the case of conventions such as the
Convention on the International Regulations for Preventing Collisions at Sea, 1972,
the International Convention for the Prevention of Pollution from Ships, 1973 and
SOLAS 1974, all of which incorporate a procedure involving the "tacit acceptance"
of amendments by States.
Instead of requiring that an amendment shall enter into force after being accepted
by, for example, two thirds of the Parties, the tacit acceptance procedure
provides that an amendment shall enter into force at a particular time unless before
that date, objections to the amendment are received from a specified number of
Parties.
In the case of the 1974 SOLAS Convention, an amendment to most of the Annexes
(which constitute the technical parts of the Convention) is `deemed to have been
accepted at the end of two years from the date on which it is communicated to
Contracting Governments...' unless the amendment is objected to by more than one
third of Contracting Governments, or Contracting Governments owning not less than
50 per cent of the world's gross merchant tonnage. This period may be varied by the
Maritime Safety Committee with a minimum limit of one year.
As was expected the "tacit acceptance" procedure has greatly speeded up the
amendment process. Amendments enter into force within 18 to 24 months,
generally Compared to this, none of the amendments adopted to the 1960 SOLAS
Convention between 1966 and 1973 received sufficient acceptances to satisfy the
requirements for entry into force.
Enforcement
The enforcement of IMO conventions depends upon the Governments of Member
Parties.
Contracting Governments enforce the provisions of IMO conventions as far as their
own ships are concerned and also set the penalties for infringements, where these
are applicable.
They may also have certain limited powers in respect of the ships of other
Governments.
In some conventions, certificates are required to be carried on board ship to show
that they have been inspected and have met the required standards. These
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certificates are normally accepted as proof by authorities from other States that the
vessel concerned has reached the required standard, but in some cases further
action can be taken.
The 1974 SOLAS Convention, for example, states that "the officer carrying out the
control shall take such steps as will ensure that the ship shall not sail until it can
proceed to sea without danger to the passengers or the crew".
This can be done if "there are clear grounds for believing that the condition of the
ship and its equipment does not correspond substantially with the particulars of that
certificate".
An inspection of this nature would, of course, take place within the jurisdiction of
the port State. But when an offence occurs in international waters the responsibility
for imposing a penalty rests with the flag State.
Should an offence occur within the jurisdiction of another State, however, that State
can either cause proceedings to be taken in accordance with its own law or give
details of the offence to the flag State so that the latter can take appropriate action.
Under the terms of the 1969 Convention Relating to Intervention on the High Seas,
Contracting States are empowered to act against ships of other countries which
have been involved in an accident or have been damaged on the high seas if there
is a grave risk of oil pollution occurring as a result.
The way in which these powers may be used are very carefully defined, and in most
conventions the flag State is primarily responsible for enforcing conventions as far
as its own ships and their personnel are concerned.
The Organization itself has no powers to enforce conventions.
However, IMO has been given the authority to vet the training, examination and
certification procedures of Contracting Parties to the International Convention on
Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978.
This was one of the most important changes made in the 1995 amendments to the
Convention which entered into force on 1 February 1997. Governments have to
provide relevant information to IMO's Maritime Safety Committee which will judge
whether or not the country concerned meets the requirements of the Convention.
Relationship between Conventions and interpretation
Some subjects are covered by more than one Treaty. The question then arises
C.D.C . No. C/O/ 4571
which one prevails. The Vienna Convention on the Law of Treaties provides in
Article 30 for rules regarding the relationship between successive treaties relating to
the same subject-matter. Answers to questions regarding the interpretation of
Treaties can be found in Articles 31, 32 and 33 of the Vienna Convention on the
Law of Treaties. A Treaty shall be interpreted in good faith in accordance with the
ordinary meaning to be given to the terms of the treaty in their context and in the
light of its object and purpose. When a Treaty has been authenticated in two or
more languages, the text is equally authoritative in each language, unless the treaty
provides or the parties agree that, in case of divergence, a particular text shall
prevail.
Uniform law and conflict of law rules
A substantive part of maritime law has been made uniform in international Treaties.
However, not every State is Party to all Conventions and the existing Conventions
do not always cover all questions regarding a specific subject. In those casesconflict
of law rules are necessary to decide which national law applies. These conflict of
law rules can either be found in a Treaty or, in most cases, in national law.
3. Resolution
At IMO, Maritime resolutions are issued by the Assembly, The council and by each
of the committee.
Each committee brings resolutions to amend part of International convention that
they are associated with. Like Maritime safety committee handles conventions
related to safety. The most popular being International convention for safety of life
at Sea (SOLAS) and STCW convention. So MSC brings resolutions to amend any
part of these conventions. Similarly MEPCs resolutions amends MARPOL
convention and Facilitation Committees resolutions amends FAL convention.
Each resolution of IMO looks something like this
XYZ.123(34)
Where the initial letter(s) shows who has passed this resolution. The letter can be A
(for Assembly), C (for Council), MSC (For Maritime safety committee), MEPC (for
Maritime environment pollution committee), FAL (Facilitation committee) or LEG
(legal Committee). The next number shows the resolution number and it is in
chronological order. The number in the bracket shows the sessions in which this
C.D.C . No. C/O/ 4571
10
resolution was adopted. So the resolution MSC.374(93) refers to the MSC

resolution number 374 which was adopted in the 93rd session of the MSC.
4. Circulars
There number of circulars issued at IMO by different committees and subcommittees. And these circulars divided into more than 50 subjects. Circulars
related to Salvage, SUA, Ballast water management, GMDSS and STCW all are
part of the circulars issued at IMO. But the most important or rather the one that
seafarers are more associated with are MSC and MEPC circulars. These are the
circulars issued by MSC and MEPC respectively. The former being circulars related
to safety matter and latter related to pollution.
What does Circulars are for:
We all know what company circulars that we get onboard are for. It gives
information / clarification on various subjects related to companys SMS manual. It
may also give latest incident summary. In short it is running log of important
communication from ship to shore.
IMO circulars serve similar purpose. Among other thing, the circular are used for
clarification, interpretation or guidance on its various codes and conventions.
We can now looks into how MSC and MEPC circulars look like.
MSC Circulars
As obvious, MSC circulars are related to the maritime safety. The MSC has divided
its circulars in six sub-categories and are numbered from one to six. Any MSC
circular number would look like this
MSC Circular number
In this MSC of course denotes that it is circular issued by Maritime safety committee
of IMO. The number 1 denotes the sub-category of the circular. Circ. tells us that it
is a circular and the number in the last is the circular number which is numbered in
chronological order.
The six sub categories that MSC circulars are divided into are
MSC.1 : Circulars related to general information disseminated by MSC on safety
C.D.C . No. C/O/ 4571
11
matters
MSC.2 : Circulars related to MSC- Implementation of codes and recommendations
adopted by the assembly
MSC.3 : Circulars on Illegal immigrants
MSC.4 : Circulars on piracy matters
MSC.5 : Circulars related to resolution 950(23) which is Maritime assistance
services
MSC.6 : Other circulars related to safety
MEPC Circular
Again as obvious, MEPC circulars are related to information on matters concerning
maritime pollution. MEPC circulars are divided into seven sub-categories. These
categories are numbered from one to seven. Any circular issued by MEPC would
look like this
MEPC circular number
In this MEPC denotes that the circular is issued by Maritime environmental
protection committee. The number next is the number of sub-category that the
circular belongs to. The letters Circ denotes that it is a circular and finally the
number is the circular number which is in chronological order.
The seven Sub-categories that MEPC circulars are divided into are
MEPC.1 : Circular relating to general information disseminated by the MEPC on
pollution matters
MEPC.2 : Circular relating to Provisional categorization of liquid substances
MEPC.3 : Circular relating to Facilities in ports for the reception of oily wastes from
ships
MEPC.4 : Circular relating to Facilities in ports for the reception of noxious liquid
substances (NLS) residues from ships carrying chemicals in bulk
MEPC.5 : Circular relating to Pollution prevention equipment required by MARPOL
MEPC.6 : Circular relating to List of national operational contact point or points
responsible for the receipt, transmission and processing of urgent reports on
C.D.C . No. C/O/ 4571
12
incidents involving harmful substances including oil from ships to coastal states
MEPC.7 : Circular relating to Maritime Environment Protection Committee on
pollution matters.
Here only discussed are the MSC and MEPC circulars. But there are more than 50
categories in which IMO circular are divided. Each category has again different subcategories like we have for MSC and MEPC circulars.
5. IMO conventions
The majority of conventions adopted under the auspices of IMO or for which the
Organization is otherwise responsible, fall into three main categories.
The first group is concerned with maritime safety; the second with the prevention of
marine pollution; and the third with liability and compensation, especially in relation
to damage caused by pollution. Outside these major groupings are a number of
other conventions dealing with facilitation, tonnage measurement, unlawful acts
against shipping and salvage, etc.
Key IMO Conventions
International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended
International Convention for the Prevention of Pollution from Ships, 1973, as
modified by the Protocol of 1978 relating thereto and by the Protocol of 1997
(MARPOL)
International Convention on Standards of Training, Certification and Watchkeeping
for Seafarers (STCW) as amended, including the 1995 and 2010 Manila
Amendments
Other conventions relating to maritime safety and security and ship/port
interface
Convention on the International Regulations for Preventing Collisions at Sea
(COLREG), 1972
Convention on Facilitation of International Maritime Traffic (FAL), 1965
International Convention on Load Lines (LL), 1966
C.D.C . No. C/O/ 4571
13
International Convention on Maritime Search and Rescue (SAR), 1979

Convention for the Suppression of Unlawful Acts Against the Safety of Maritime
Navigation (SUA), 1988, and Protocol for the Suppression of Unlawful Acts Against
the Safety of Fixed Platforms located on the Continental Shelf (and the 2005
Protocols)
International Convention for Safe Containers (CSC), 1972
Convention on the International Maritime Satellite Organization (IMSO C), 1976
The Torremolinos International Convention for the Safety of Fishing Vessels (SFV),
1977, superseded by the The 1993 Torremolinos Protocol; Cape Town Agreement
of 2012 on the Implementation of the Provisions of the 1993 Protocol relating to the
Torremolinos International Convention for the Safety of Fishing Vessels
International Convention on Standards of Training, Certification and Watchkeeping
for Fishing Vessel Personnel (STCW-F), 1995
Special Trade Passenger Ships Agreement (STP), 1971 and Protocol on Space
Requirements for Special Trade Passenger Ships, 1973
Other conventions relating to prevention of marine pollution
International Convention Relating to Intervention on the High Seas in Cases of Oil
Pollution Casualties (INTERVENTION), 1969
Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other
Matter (LC), 1972 (and the 1996 London Protocol)
International Convention on Oil Pollution Preparedness, Response and Cooperation (OPRC), 1990
Protocol on Preparedness, Response and Co-operation to pollution Incidents by
Hazardous and Noxious Substances, 2000 (OPRC-HNS Protocol)
International Convention on the Control of Harmful Anti-fouling Systems on Ships
(AFS), 2001
International Convention for the Control and Management of Ships' Ballast Water
and Sediments, 2004
The Hong Kong International Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009
C.D.C . No. C/O/ 4571
14
Conventions covering liability and compensation

International Convention on Civil Liability for Oil Pollution Damage (CLC), 1969
1992 Protocol to the International Convention on the Establishment of an
International Fund for Compensation for Oil Pollution Damage (FUND 1992)
Convention relating to Civil Liability in the Field of Maritime Carriage of Nuclear
Material (NUCLEAR), 1971
Athens Convention relating to the Carriage of Passengers and their Luggage by
Sea (PAL), 1974
Convention on Limitation of Liability for Maritime Claims (LLMC), 1976
International Convention on Liability and Compensation for Damage in Connection
with the Carriage of Hazardous and Noxious Substances by Sea (HNS), 1996 (and
its 2010 Protocol)
International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001
Nairobi International Convention on the Removal of Wrecks, 2007
Other subjects
International Convention on Tonnage Measurement of Ships (TONNAGE), 1969
International Convention on Salvage (SALVAGE), 1989
Convention establishing IMO
Convention on the International Maritime Organization
6. Summary of Status of Conventions

No. Instrument
1
2
3
4
5
6
7
IMO Convention
AFS Convention 2001
BUNKERS Convention 2001
BWM Convention 2004
Cape Town Agreement 2012
CLC 1969
CLC Protocol 1976
Date of entry
into force
17-Mar-58
17-Sep-08
21-Nov-08
Not yet in force
Not yet in force
19-Jun-75
08-Apr-81
No. of Contracting
States/Parties
171
73
82
49
5
34
53
% world
tonnage*
96.53
93.26
92.13
34.82
3.27
2.74
60.19
C.D.C . No. C/O/ 4571
15
8
9
10
11
12
13
14
15
16
17
CLC Protocol 1992

COLREG 1972
CSC 1972
CSC 1993 amendments
FAL 1965
FUND Protocol 1976***
FUND Protocol 1992
FUND Protocol 2000****
FUND Protocol 2003
HNS Convention 1996
18
19
20
21
HNS PROT 2010

HONG KONG Convention
IMSO 1976 Convention
IMSO 2008 amendments**
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
44
INTERVENTION 1969
INTERVENTION Protocol 1973
LC 1972
LC 1978 amendments
LC Protocol 1996
LL 1966
LL Protocol 1988
LLMC 1976
LLMC Protocol 1996
MARPOL 73/78 (Annex I/II)
MARPOL 73/78 (Annex III)
MARPOL 73/78 (Annex IV)
MARPOL 73/78 (Annex V)
MARPOL Protocol 1997
(Annex VI)
NAIROBI WRC 2007
NUCLEAR 1971
OPRC 1990
OPRC/HNS 2000
PAL 1974
PAL Protocol 1976
PAL Protocol 1990
45
46
47
48
PAL Protocol 2002

SALVAGE 1989
SAR 1979
SFV Protocol 1993
30-May-96
15-Jul-77
06-Sep-77
Not yet in force
05-Mar-67
22-Nov-94
30-May-96
27-Jun-01
03-Mar-05
Not intended to
enter into force
Not yet in force
Not yet in force
16-Jul-79
Not yet in
force**
06-May-75
30-Mar-83
30-Aug-75
Not yet in force
24-Mar-06
21-Jul-68
03-Feb-00
01-Dec-86
13-May-04
02-Oct-83
01-Jul-92
27-Sep-03
31-Dec-88
19-May-05
134
156
83
11
115
31
114
31
14
96.69
98.52
63.26
10.75
91.45
50.29
94.04
17.73
13.70
4
102
12
2.27
94.49
3.81
88
56
87
20
47
161
103
54
52
154
143
138
149
86
73.93
51.79
60.73
13.67
37.98
98.52
95.28
54.80
57.41
98.73
97.80
90.96
98.23
95.34
14-Apr-15
15-Jul-75
13-May-95
14-Jun-07
28-Apr-87
30-Apr-89
27
17
108
37
25
17
3
59.25
18.2
72.75
48.84
31.81
31.54
0.36
25
69
107
17
42.83
51.71
80.50
17.89
Not intended to
enter into force
23-Apr-14
14-Jul-96
22-Jun-85
Not intended to
enter into force
C.D.C . No. C/O/ 4571
16
49
50
51
52
53
54
55
56
57
58
59
60
61
SOLAS 1974
SOLAS Agreement 1996
SOLAS Protocol 1978
SOLAS Protocol 1988
SPACE STP 1973
STCW 1978
STCW-F 1995
STP 1971
SUA 1988
SUA 2005
SUA Protocol 1988
SUA Protocol 2005
TONNAGE 1969
25-May-80
01-Apr-97
01-May-81
03-Feb-00
02-Jun-77
28-Apr-84
29-Sep-12
02-Jan-74
01-Mar-92
28-Jul-10
01-Mar-92
28-Jul-10
18-Jul-82
162
12
120
109
17
160
18
18
166
40
155
35
153
98.53
5.83
96.85
95.35
23.08
98.55
4.12
23.45
94.45
39.06
94.13
38.27
98.40
7. Chronological list of IMO instruments

LIST OF CONVENTIONS, OTHER MULTILATERAL INSTRUMENTS AND
AMENDMENTS IN RESPECT OF WHICH THE ORGANIZATION
PERFORMS DEPOSITARY AND OTHER FUNCTIONS
(as at 31May 2016)
Dates related to instruments due to enter into force are shown in square brackets [ ].
The list includes the most recent amendments adopted by the Marine Environment
Protection Committee at its sixty-ninth session (April 2016) and by the Maritime
Safety Committee at its ninety-sixth session (May 2016).
(1)(a) International Convention for the Safety of Life at Sea,1974 (SOLAS

1974)
Entry into force:
25 May 1980
1981 amendments (MSC.1(XLV))

chapters II-1, II-2, III, IV, V and VI
(subdivision, machinery and electrical
installations, fire protection, radio communications,
navigation, carriage of grain)
1September 1984
1983 amendments (MSC.6(48))

chapters II-1, II-2, III, IV and VII
(subdivision, electrical installation, fire protection,
life-saving appliances, radio communications,
carriage of dangerous goods, IBC and IGC Codes)
1 July 1986
C.D.C . No. C/O/ 4571
17

chapter II-1 (ro-ro) passenger ship door indicators and
television surveillance)
22 October 1989

chapter II-1 (passenger ship damage stability)
29 April 1990
1988 amendments (Conference resolutions1and 2)
1 February 1992

chapters II-1, II-2, III, IV, V and VII
(subdivision, fire protection, radio communications,
navigation)
1 February 1992

chapter II-1 (cargo ship subdivision
and damage stability)
1 February 1992

chapters II-2, III, IV, V, VI and VII
(fire protection, life-saving appliances, navigation,
carriage of cargoes, (Grain Code), carriage of
dangerous goods)
1 January 1994

chapters II-2 (existing passenger ship
fire protection)
1 October 1994

chapters II-1 (existing ro-ro passenger ship
damage stability)
1 October 1994

chapters II-1, II-2, III and IV
(fire protection, life-saving appliances,
Radio communications)
1 October 1994

Annex 1: chapter V (ship reporting systems
emergency towing arrangements on tankers)
1 January 1996
Annex 2: chapter II-2 and V (protection of
1 July 1998
C.D.C . No. C/O/ 4571
18
fuel lines navigation bridge visibility)

1994 amendments (Conference resolution 1)
Annex 1: chapters X and XI (safety
measures for high-speed craft
(1994 HSC Code), special measures to
enhance maritime safety (A.744(18)))
1 January 1996
Annex 2: chapter IX (management

for the safe operation of ships(ISM Code))
1 July 1998

chapters VI and VII
(cargo information, loading, stowage and securing,
Sub-chapter 1.9 of CSS Code)
1 July 1996

chapter V (ships' routeing)
1 January 1997

chapters II-1, II-2, III, IV, V and VI( ro-ro
passenger ship safety)
1 July 1997

chapters II-1, III, VI and XI
(construction, subdivision and stability, lifeSaving appliances (LSA Code), carriage of cargoes,
Guidelines for the authorization of recognized
Organizations (A.739(18)) and Specifications on t
he survey and certification functions of recognized
organizations acting on behalf of the
Administration( A.789(19)))
1 July 1998

chapters II-1, II-2 and V
(construction; machinery and electrical installations;
fire protection, fire detection and fire extinction
(FTP Code); carriage of dangerous goods)
1 July 1998

chapters II-1 and V
(passenger ship subdivision and stability;
vessel traffic services)
1 July 1999
C.D.C . No. C/O/ 4571
19

1 July 1999
Chapter XII (bulk carrier safety, Standards for the
evaluation of scantlings of the transverse watertight
vertically corrugated bulkhead between the two
foremost cargo holds and for the evaluation of allowable
hold loading of the foremost cargo hold( resolution 4))
chapters II-1, IV, VI and VII
(construction; radio communications;
carriage of cargoes; carriage of dangerous goods)
1 July 2002

chapter VII(carriage of dangerous goods
(INF Code))
1 January 2001

chapter III and appendix (life-saving
appliances and arrangements)
1 January 2002

chapters II-1, II-2, V, IX and X and appendix
(emergency towing arrangements, material containing
asbestos, safety management, safety for high-speed
craft (2000 HSC Code), fire safety( FSS Code))
1 July 2002

chapter VII
1 January 2003

chapters IV, V, VI and VII and appendix
(carriage of cargoes (IMDG Code), carriage of
dangerous goods)
1 January 2004

chapters V and XI (XI-1 and XI-2)
(security of ships and port facilities (ISPS Code))
1 July 2004

1 July 2004
chapters II-1, II-2, III and XII
(Technical provisions for means of access for
inspection (MSC.133(76)), fire protection, lifesaving appliances and arrangements, bulk carrier safety)
C.D.C . No. C/O/ 4571
20

chapter V
1 July 2006

chapter II-1
1 January 2006

chapters III and IV and appendix
1 July 2006

chapter V
1 July 2006

chapters II-1, III, V, VII and XII and appendix
(Standards and criteria for side structures of bulk
carriers of single-skin construction (MSC.168(79)) and
Standards for owners inspection and maintenance
of bulk carrier hatch covers (MSC.169(79) ))
1 July 2006

Annex 1: chapter II-1
1 January 2007
Annex 2: chapters II-1, II-2, VI, IX, XI-1

And XI-2 and appendix
1 January 2009

chapters II-2, III, IV and V
1 July 2010
2006 amendments(MSC.202(81))
chapter V
1 January 2008
Annex 1: chapters II-1, II-2, III and XII and
Appendix (Performance standard for protective
coatings for dedicated seawater ballast tanks in
all types of ships and double-side skin spaces of
bulk carriers (MSC.215(82)))
1 July 2008
Annex 2: chapter II-1
1 January 2009
Annex 3: chapters II-1, II-2, and III
1 July 2010
C.D.C . No. C/O/ 4571
21

chapters IV and V and appendix
1 July 2009

chapters II-1, II-2, III and IV and appendix
1 January 2010

chapter XI-1 (Casualty Investigation Code)
1 January 2010
Annex 1: chapters II-1, II-2

(2008 IS Code)
1 July 2010
Annex 2: chapters II-2, VI and VII

(IMSBC Code)
1 January 2011

chapters II-1, V and VI and appendix
1 January 2011

chapter II-1(International Goal-based
Ship Construction Standards
for Bulk Carriers and Oil Tankers (MSC.287(87))
1 January 2012

chapters II-1 and II-2(Performance Standard
for Protective Coatings for Cargo Oil Tanks of
Crude Oil Tankers (MSC.288(87)) and Performance
Standard for Protective Coatings for
Alternative Means of Corrosion Protection for Cargo
Oil Tanks of Crude Oil Tankers (MSC.289(87)))
1 January 2012
chapters II-1, II-2 and V and appendix
(2010 FTP Code)
1 July 2012
chapters II-1, II-2 and V and appendix
(2010 FTP Code)
1 July 2012

chapter III
1 January 2013
1 January 2013
C.D.C . No. C/O/ 4571
22
chapter III
2013 amendments (MSC. 350(92))
chapters III, V and XI-1(RO Code (MSC.349(92)))
1 January 2015

(chapters II-1 and II-2)
1 January 2016
2014 amendments(MSC. 366(93))

(addition of a new chapter XIII)
1 January 2016

(Chapters II-2, VI and XI-1 and appendix)
1 July 2016

(new chapter XIV)
[1 January 2017]

(Chapters II-1, II-2 and Appendix)
[1 January 2017]

Requirements for maintenance, thorough
examination, operational testing, overhaul
and repair of lifeboats and rescue boats,
launching appliances and release gear
[1 January 2020]

(Chapters II-2 and III)
[1 January 2020]
(1)(b) Codes and other instruments made mandatory under SOLAS:

International Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk (IBC Code) (MSC.4(48))
Effective as from:
1 July 1986

(lists of chemicals)
30 October 1988

13 October 1990

(harmonized system of survey and certification)
3 February 2000
C.D.C . No. C/O/ 4571
23

(list of chemicals, cargo tank venting and Gasfreeing arrangements and other amendments)
1 July 1994

1 July 1998

(vague expressions)
1 July 1998
2000 (chapters 5, 8, 14, 15 and 16) amendments

(MSC.102(73))
1 July 2002
1 January 2007
1 January 2009
2012 amendments (MSC.340(91)
1 June 2014
1 January 2016
International Code for the Construction and Equipment of Ships Carrying

Liquefied Gases in Bulk (IGC Code) (MSC.5(48))
Effective as from:
1 July 1986

3 February2000

(cargo containment, fire protection, use of cargo
as fuel, special requirements and summary of
minimum requirements)
1 July 1994

(filling limits for cargo tanks)
1 July 1998

(reference to recognized standards, miscellaneous)
1 July 1998
2000 (chapters 3, 4, 5, 8, 9, 11, 13, 14 and 18)

amendments (MSC.103(73))
1 July 2002
C.D.C . No. C/O/ 4571
24
2004 (chapters 3 and 10) amendments

(MSC.177(79))
1 July 2006
1 January 2009
1 January 2016
International Code for the Safe Carriage of Grain in Bulk (Grain Code)
(MSC.23(59))
Effective as from:
1 January 1994
International Code of Safety for High-Speed Craft (1994 HSC Code)

(MSC.36(63))
Effective as from:
1 January 1996
1 January 2003
1 July 2006
1 July 2008
1 January 2010
2013 amendments (MSC. 351(92)
1 January 2015
2000 International Code of Safety for High-Speed Craft (2000 HSC Code)
(MSC.97(73))
Effective as from:
1 July 2002
1 July 2006
1 July 2008
1 January 2010
1 January 2011
1 January 2014
C.D.C . No. C/O/ 4571
25
1 January 2015
Sub-chapter 1.9 of the Code of Safe Practice for Cargo Stowage and
Securing (CCS Code) (resolution A.714(17))
Effective as from:
1 July 1996
Guidelines for the Authorization of Organizations Acting on Behalf of the

Administration (resolution A.739(18))
Effective as from:
(amendments to appendix 1)
1 July 1996
1 July 2010
Specifications on the survey and certification functions of recognized

organizations acting on behalf of the Administration (resolution A.789(19))
Effective as from:
1 July 1996
Guidelines on the Enhanced Program of Inspections During Surveys of Bulk

Carriers and Oil Tankers (resolution A.744(18))
Effective as from:
(new annex on guidelines for technical assessment
in conjunction with planning of surveys)
1 January 1996
1 July 1998

1 July 1999
(new annex on requirements for extent of thickness
measurement and associated amendments to the
guidelines, new section on repairs relative to damages
and wastage in holds)
1 July 2002
1 January 2004
1 January 2005
C.D.C . No. C/O/ 4571
26
1 January 2007
1 January 2010
Note: To be mandatorily superseded by the International Code on the

Enhanced Program of Inspections during Surveys of Bulk Carriers and Oil
Tankers, 2011(2011 ESP Code)
Effective from
1 January 2014
International Management Code for the Safe Operation of Ships and for
Pollution Prevention (International Safety Management (ISM Code)
(A.741(18))
Effective as from:
1 July 1998
1 July 2002
1 July 2006
1 January 2009
1 July 2010
1 January 2015
International Life-Saving Appliances (LSA) Code (MSC.48(66))

Effective as from:
1 July 1998
1 July 2010
1 July 2008
1 July 2010
1 January 2012
2011 amendment (MSC.320(89))
1 January 2013
1 January 2016
C.D.C . No. C/O/ 4571
27
International Code for Application of Fire Test Procedures (FTP Code)

(MSC.61(67))
Effective as from:
1 July 1998
2000 amendments (Annexes I and II)

(MSC.101(73))
1 July 2002
2004 amendments (Annex I)

(MSC.173(79))
1 July 2006
Note: Superseded by 2010 FTP Code (MSC.307(88))International Code for

Application of Fire Test Procedure, 2010 (2010 FTP Code) (MSC.307
(88))
Effective as from:
1 July 2012
International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel,
Plutonium and High-Level Radioactive Wastes on Board Ships (INF Code)
(MSC.88(71))
Effective as from:
1 January 2001
1 January 2003
1 July 2004
1 July 2006
1 July 2009
Standards for the evaluation of scantlings of the transverse watertight

vertically corrugated bulkhead between the two foremost cargo holds and for
the evaluation of allowable hold loading of the foremost cargo hold (1997
Conference resolution 4)
Effective as from
1 July 1999
International Code for Fire Safety Systems (FSS Code) (MSC.98(73))

Effective as from:
1 July 2002
C.D.C . No. C/O/ 4571
28
1 July 2010
2006 amendments (MSC.217(82)):

chapters 4, 6, 7 and 9
(set out in Annex 1 to the resolution)
1 July 2008
chapter 9 (set out in Annex 2 to the resolution)
1 July 2010
2010 amendments (MSC 292(87))
1 July 2011
1 July 2012
1 January 2014
1 July 2014
1 January 2016
1 January 2020
International Maritime Dangerous Goods (IMDG) Code (MSC.122(75))

Effective as from:
1 January 2004
1 January 2006
1 January 2008
1 January 2010
2010 amendments MSC.294(87)
1 January 2012
1 January 2014
1 January 2016
[1 January2018]
International Code for the Security of Ships and of Port Facilities (ISPS Code)
Effective as from:
1 July 2004
1 January 2009
C.D.C . No. C/O/ 4571
29
Technical provisions for means of access for inspections (MSC.133(76))

Effective as from:
1 January 2005
1 January 2006
Standards and criteria for side structures of bulk carriers of single-skin

construction (MSC.168(79))
Effective as from:
1 July 2006
Standards for owners' inspection and maintenance of bulk carrier hatch

covers (MSC.169(79))
Effective as from:
1 July 2006
Performance standard for protective coatings for dedicated seawater ballast

tanks in all types of ships and double-side skin spaces of bulk carriers
(MSC.215(82))
Effective as from:
1 July 2008
1 July 2014
International Code of the International Standards and Recommended

Practices for a Safety Investigation into a Marine Casualty of Marine Incident
(Casualty Investigation Code) (MSC.255(84))
Effective as from:
1 January 2010
International Code on Intact Stability, 2008 (2008 IS Code) (under SOLAS

1974 and the 1988 Load Lines Protocol) (MSC.267(85))
Effective as from:
International Maritime
(MSC.268(85))
1 July 2010
Solid
Bulk
Effective as from:
Cargoes
(IMSBC)
Code,
1 January 2011
1 January 2013
C.D.C . No. C/O/ 4571
(2008)
30
1 January 2015
1 January 2015
International Goal-based Ship Construction Standards for Bulk Carriers and

Oil Tankers (MSC.287(87))
Effective as from:
1 January 2012
Performance Standard for Protective Coatings for Cargo Oil Tanks of Crude
Oil Tankers (MSC.288(87))
Effective as from:
1 January 2012
1 July 2014
Performance Standard for Protective Coatings for Alternative Means of

Corrosion Protection for Cargo Oil Tanks of Crude Oil Tankers (MSC.289(87))
Effective as from:
1 January 2012
International Code on the Enhanced Program of Inspections during Surveys

of Bulk carriers and Oil Tankers, 2011 (2011 ESP Code) (A.1049(27))
Effective as from
1 January 2014

chapters II-1, III, V, VI, VII and XI-1
1 January 2014
1 January 2016
1 July 2016
2016amendments (MSC.405(96))
[1 January 2018]
Code on Noise Levels on Board Ships (NOISE Code) (MSC.337(91))

Effective as from
chapters II-1, II-2 and III and appendix
1 July 2014
1 July 2014
C.D.C . No. C/O/ 4571
31
(Noise Code (MSC.337(91)))
Code for Recognized Organizations (RO Code) (MSC.349(92)

Effective as from:
1 January 2015
Code for Ships Operating in Polar Waters (Polar Code) (MSC.385(94))

Effective as from:
[1 January 2017]
(1)(c) Special rules drawn up by agreement under SOLAS:

Agreement concerning specific stability requirements
1 April 1997
for ro-ro passenger ships undertaking regular scheduled
international voyages between or to or from designated
ports in North West Europe and the Baltic Sea
(2) Protocol of 1978 relating to the International Convention for the
Safety of Life at Sea, 1974 (SOLAS PROT 1978)
Entry into force:
1 May 1981
1981 amendments (MSC.2(XLV))

chapter II-1(steering gear)
1 September 1984
1988 amendments (GMDSS)

(Conference resolution)
chapter I and appendix
1 February 1992
2012 amendments (appendix)(MSC.343(91))
1 July 2014
[1 January 2017]
(3) Protocol of 1988 relating to the International Convention for the

Safety of Life at Sea,1974 (SOLAS PROT 1988)
Entry into force:
3 February 2000
1 January 2002
2000 amendments (to the Annex) (MSC.100(73))
1 July 2002
C.D.C . No. C/O/ 4571
32
1 January 2004
1 July 2006
1 July 2006
2006 amendments (to the Annex) (MSC.204(81))*

2006 amendments (to the appendix to the Annex)
(MSC.227(82))
1 July 2008

(MSC.240(83))
1 July 2009

(MSC.258(84))
1 January 2010

(MSC.283(86))
1 January 2011

MSC.309(88)
1 July 2012

(MSC.344(91))
1 July 2014
[1 January 2017]
(4) Convention on the International

Collisions at Sea,1972, (COLREG 1972)
Entry into force:
Regulations for
Preventing
15 July 1977
1981 amendments (general) (A.464(XII))
1 June 1983
1987 amendments (general) (A.626(15))
19November1989
19 April 1991
4 November 1995
29 November 2003
C.D.C . No. C/O/ 4571
33
1 December 2009
2013 amendments (Part F) (A.1085(28))

(IMO Instruments Implementation III Code)
1 January 2016
(5)(a) International Convention for the Prevention of Pollution from

Ships,1973, as modified by the Protocol of 1978 relating thereto
(MARPOL)
Entry into force:
2 October 1983
Annex I
2 October 1983
Annex II
6 April 1987
Annex III
1 July 1992
Annex IV
27 September 2003
Annex V
31 December 1988
1984 (Annex I) amendments (MEPC.14(20))

(extensive amendments to Annex I which had
been agreed over the years)
7 January 1986
1985 (Annex II) amendments (MEPC.16(22))

(extensive amendments to Annex II in preparation
for its implementation pumping, piping, control, etc.
(IBC and BCH Codes))
6 April 1987
1985 (Protocol I) amendments (MEPC.21(22))

(Reporting Protocol)
6 April 1987

(designation of the Gulf of Aden as a special area)
1 April 1989

13 October 1990
1989 (Annex V) amendments (MEPC.36(28))

(designation of the North Sea as a special area)
18 February 1991
1990 (Annexes I and II) amendments

(MEPC.39(29)) (harmonized system of survey
3 February 2000
C.D.C . No. C/O/ 4571
34
and certification)
1990 (Annexes I and V) amendments
(MEPC.42(30)) (designation of the Antarctic area
as a special area)
17 March 1992

( new regulation 26 (Shipboard Oil Pollution
Emergency Plan) and other amendments)
4 April 1993
1991 (Annex V) amendments (MEPC. 48(31))

( designation of the Wider Caribbean area as a
special area)
4 April 1993

( discharge criteria)
6 July 1993

(oil tanker design)
6 July 1993

(lists of chemicals and the designation of the
Antarctic area as a special area)
1 July 1994
1992 (Annex III) amendments (MEPC.58(33))

(total revision of Annex III with the IMDG code as
a vehicle for its implementation)
28 February 1994
1994 (Annexes I, II, III and V) amendments

(Conference resolutions 1-3)
(port State control on operational requirements)
3 March 1996

(guidelines for garbage management plans)
1 July 1997
1996 (Protocol I) amendments (MEPC.68(38))

(Reporting Protocol)
1 January 1998

(designation of North West European waters as a
Special Area; new regulation 25A)
1 February 1999
1999 (Annexes I and II) amendments

(MEPC.78(43))(amendments to regulations
1 January 2001
C.D.C . No. C/O/ 4571
35
13G and 26 and IOPP Certificate of Annex I and

addition of new regulation 16 to Annex II)
2000 (Annex III) amendments (MEPC.84(44))
(deletion of clause relating to tainting of seafood)
1 July 2002

(amendments to regulations1, 3, 5 and 9 to the
Record of Garbage Discharge)
1 March 2002
2001 amendments to the Condition Assessment

Scheme (MEPC.94(46))
1 September 2002

(amendments to regulation13G of Annex I)
1 September 2002

1 March 2004
2003 amendments to the Annex (regulation13G,

5 April 2005
addition of new regulation13H and consequential
amendments to the Supplement to the IOPP Certificate
of Annex 1) (MEPC.111(50))
5 April 2005
2004 (Annex IV) amendments (MEPC.115(51))
1 August 2005
1 August 2005
2004 amendments to the Annex (revised Annex I)

amendments (MEPC.117(52))
1 January 2007
2004 amendments to the Annex (revised Annex II)

amendments (MEPC.118(52))
1 January 2007

1 January 2007
2006 amendments to the Annex (amendments

to regulation 1, addition to regulation 12A,
consequential amendments to the IOPP Certificate
and amendments to regulation 21 of revised Annex I)
1 August 2007
C.D.C . No. C/O/ 4571
36
(MEPC.141(54))
2006 amendments to the Annex
(addition of regulation 13)
to Annex IV (MEPC.143(54))
1 August 2007
2006 amendments to the Annex (amendments to

regulation 1 of Annex 1 designation of the
Southern African Waters as a Special Area)
(MEPC.154(55))
1 March 2008

1 March 2008
2006 amendments to the Annex (revised Annex III)

(MEPC.156(55))
1 January 2010
2007 (Annex I and Annex IV) amendments

Reception facilities outside special areas
Discharge of sewage (MEPC.164(56))
1 December 2008
2009 amendments (addition of a new chapter 8 to

MARPOL Annex I and consequential amendments
to the Supplement to the IOPP Certificate,
Form B) (MEPC.186(59))
1 January 2011
2009 amendments (to regulations 1,

12, 13, 17 and 38 of MARPOL Annex I,
Supplement to the IOPP Certificate
and Oil Record Book, Parts I and II) (MEPC.187(59))
1 January 2011
2010 amendments (addition of a new chapter 9 to

MARPOL Annex I) to the Annex (MEPC.189(60))
1 August 2011
2010 (Revised Annex III) amendments to the

Annex (MEPC.193(61))
1 January 2014
2011 amendments (Special Area Provisions

1 January 2013
and theDesignation of the Baltic Sea as a
Special Area under MARPOL Annex IV) (MEPC.200(62))
2011 amendments (Revised MARPOL Annex V)
(MEPC.201(62))
1 January 2013
C.D.C . No. C/O/ 4571
37
2012 amendments (Regional arrangements for port

reception facilities under MARPOL Annexes
I, II, IV and V)to the Annex of MARPOL 73/78
(MEPC.216(63))
1 August 2013
2013 amendments (Form A and

Form B of Supplements to the IOPP Certificate
under MARPOL Annex I) (MEPC.235(65))
1 October 2014
2013 amendments (condition assessment scheme

under MARPOL Annex I) (MEPC.236(65))
1 October 2014
2013 amendments (Annexes I and II to make the

RO Code mandatory) (MEPC.238 (65))
1 January 2015
2014 amendments (Annexes I, II, III, IV and V to

make the use of the III Code mandatory)
(MEPC.246(66))
1 January 2016
2014 amendments (Annex I - Mandatory carriage

requirements for a stability instrument)
(MEPC.248(66))
1 January 2016
2014 amendments (MARPOL Annex I,

regulation 43) (MEPC.256(67))
1 March 2016
2014 amendments (Annex III, Appendix criteria

for the identification of harmful substances in
packaged form) (MEPC.257(67))
1 March 2016
2015 amendments (Annexes I, II, IV and V

to make use of environment-related provisions
of the Polar Code mandatory) (MEPC.265(68))
[1 January 2017]
2015 amendments (Annex I-regulation 12)
[1 January 2017]
2016 amendments (Annex II -Appendix I)

MEPC.270(69)
[1 September 2017]
2016 Amendments (Annex IV regulations

1 and 11) (MEPC.274(69)).
[1 September 2017]
C.D.C . No. C/O/ 4571
38
(5)(b) Codes made mandatory under MARPOL 73/78:International Code

for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code) (MEPC.19(22))
Effective as from:
6 April 1987
1989 amendments (MEPC.32(27))

13 October 1990
3 February 2000

(lists of chemicals, cargo tank venting and gasfreeing arrangements and other amendments)
1 July 1994

1 July 1998

(vague expressions)
10 July 1998

(cargo-tank venting and gas-freeing arrangements)
1 July 2002

(cargo transfer, personnel protection, special and
operational requirements)
1 July 2002
1 January 2007
1 January 2009
1 June 2014
[1 January 2016]
Code for the Construction and Equipment of Ships Carrying Dangerous

Chemicals in Bulk (BCH Code) (MEPC.20(22))
Effective as from:
6 April 1987
C.D.C . No. C/O/ 4571
39

13 October 1990
3 February 2000

(lists of chemicals and other amendments)
1 July 1994

1 July 1998

(cargo containment)
1 July 2002

(cargo containment, safety equipment, special
requirements, operational requirements)
1 July 2002
1 August 2007

1 January 2016
(Cargo containment and Form of Certificate of Fitness)
Code for Recognized Organizations (RO CODE) (MEPC.237(65))

Effective as from:
1 January 2015
Code for Ships Operating in Polar Waters (POLAR CODE) (MEPC.264(68)

Effective as from:
1 January 2017
(6) Protocol of 1997 to amend the International Convention for the

Prevention of Pollution from Ships,1973, as modified by the Protocol of
1978 relating thereto (MARPOL PROT 1997) (Annex VI on the prevention
of air pollution from ships)
Entry into force:
2005 amendments to the Annex (amendments to
MARPOL Annex VI and the NOX Technical Code)
19 May 2005
22 November 2006
C.D.C . No. C/O/ 4571
40
(MEPC.132(53))
2008 amendments to the Annex of the Protocol
(revised MARPOL Annex VI) amendments
(MEPC.176(58))
1 July 2010
2008 amendments to the NOx Technical Code

(MEPC.177(58))
1 July 2010
2010 amendments (North American Emission

Control Area) to the Annex (MEPC.190(60))
1 August 2011
2010 amendments (Revised form of Supplement

to the IAPP Certificate) (MEPC.194(61))
1 February 2012
2011 amendments (Designation of the United

States Caribbean Sea Emission Control Area and
exemption of certain ships operating in the North
American Emission Control Area
and the United States Caribbean Sea Emission
Control Area under regulations 13 and 14 and
appendix VII of MARPOL Annex VI) (MEPC.202(62))
1 January
2011 amendments (Inclusion of regulations on

Energy efficiency for ships in MARPOL Annex VI)
(MEPC.203(62))
1 January 2013
2012 amendments (Regional arrangements

for port reception facilities under MARPOL
Annex VI and Certification of marine diesel
engines fitted with Selective Catalytic Reduction
systems under the NOx Technical Code 2008) to
the Annex to MARPOL Annex VI (MEPC.217(63))
1 August 2013
2014 amendments (to make the use of the

III Code mandatory) (MEPC.247(66))
1 January 2016
2014 amendments (to MARPOL Annex VI

And to the NOx Technical Code 2008)
(MEPC.251(66))
1 September 2015
2014 amendments (MARPOL Annex VI

regulations 2 and 13 and the Supplement to
the IAPP certificate) (MEPC.258(67))
1 March 2016
C.D.C . No. C/O/ 4571
2013
41
2016 amendments (MARPOL Annex VI,

regulations 13 (MEPC.271(69));
[1 September 2017]
2016 amendments to the NOx Technical

Code(MEPC.272(69));
[1 September 2017]
(7) Convention on Facilitation of International Maritime Traffic, 1965

(FAL 1965)
Entry into force:
5 March 1967
(a) Amendment to the Convention:

1973 amendment (amendment procedure)
2 June 1984
(b) Amendments to the Annex:

1969 amendments (cruise ships)
12 August 1971
1977 amendments
(sick/injured/transit persons,
scientific services/relief work)
31 July 1978
1986 amendments (ADP/EDI)
1 October 1986
1987 amendments (FAL.1(17))

(upgrading of recommendations)
1 January 1989

(drugs trafficking)
1 September 1991

(restructuring of Annex, EDP/EDI,
specialized equipment)
1 September 1993

(general)
1 September 1994

(general/pre-import information/ prearrival clearance)
1 May 1997
1 January 2001
C.D.C . No. C/O/ 4571
42
(definitions and general provisions/arrival, stay,

departure of ship/persons/clearance of cargo,
passengers, crew and baggage/arrival, stay and
departure of cargo/clearance of cargo)
departure of ship/stowaways)
1 May 2003

departure of ship/arrival, stay, departure of cargo)
1 November 2006

(arrival, stay and departure of the ship; arrival
and departure of persons)
15 May 2010
(8)International Convention on Load Lines, 1966 (LL 1966)

Entry into force:
21 July 1968
1971 amendments (general) (A.231(VII))
not yet in force
1975 amendment (article 29) (A.319(IX))
not yet in force
1979 amendment (seasonal area)

(A.411(XI))
not yet in force
1983 amendments (seasonal area)

(A.513(13))
not yet in force
1995 amendment (seasonal area)

(A.784(19))
not yet in force
2005 amendments (Annex III certificates)

(A.972(24))
3 February 2010
2013 amendments (A. 1082(28))

(Annex II Southern Winter Seasonal Zone)
[28 February 2018]
2013 amendments (A. 1083(28))

(Annexes I and IV -IMO Instruments
Implementation (III) Code)
[28 February 2018]
C.D.C . No. C/O/ 4571
43
(9) Protocol of 1988 relating to the International Convention on Load

Lines, 1966 (LL PROT 1988)
Entry into force:
3 February 2000
2003 (Annex B) amendments (MSC.143(77))
1 January 2005
1 July 2006
1 July 2008
1 July 2010
1 January 2014
1 July 2014
1 January 2015
1 January 2016
(10) International Convention on Tonnage Measurement of Ships, 1969

(TONNAGE 1969)
Entry into force:
2013 amendments (A.1084(28))
(Annexes I and III IMO Instruments
Implementation (III) Code)
18 July 1982
[28 February 2017]
(11)International Convention relating to Intervention on the High Seas in

Cases of Oil Pollution Casualties, 1969 (INTERVENTION 1969)
Entry into force:
6 May 1975
(12) Protocol relating to Intervention on the High Seas in Cases of

Pollution by Substances other than Oil, 1973 (INTERVENTION PROT
1973))
Entry into force:
1991 amendments (list of substances)
(MEPC.49(31))
30 March 1983
24 July 1992
C.D.C . No. C/O/ 4571
44
1996 amendments (list of substances)

(MEPC.72(38))
19 December 1997
2002 amendments (lists of substances)

(MEPC.100(48))
22 June 2004
2007 amendments (lists of substances)

(MEPC.165(56))
23 November 2009
(13) International Convention on Civil Liability for Oil Pollution Damage,

1969 (CLC 1969)
Entry into force:
19 June 1975
(14) Protocol to the International Convention on Civil Liability for Oil

Pollution Damage, 1969 (CLC PROT 1976)
Entry into force:
8 April 1981
(15)Protocol of 1992 to amend the International Convention on Civil

Liability for Oil Pollution Damage, 1969 (CLC PROT 1992)
Entry into force:
2000 amendments (LEG.1(82))
(amendments of the limitation amounts)
30 May 1996
1 November 2003
(16) Special Trade Passenger Ships Agreement, 1971 (STP 1971)

Entry into force:
2 January 1974
(17) Protocol on Space Requirements for Special Trade Passenger

Ships, 1973 (SPACE STP 1973)
Entry into force:
2 June 1977
(18) Convention relating to Civil Liability in the Field of Maritime

Carriage of Nuclear Material, 1971 (NUCLEAR 1971)
Entry into force:
15 July 1975
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45
(19) International Convention on the Establishment of an International

Fund for Compensation for Oil Pollution Damage, 1971 (FUND 1971)
Entry into force:
16 October 1978
Ceased to be in force on 24 May 2002, in accordance with article 2 of the

Protocol of 2000 to the International Fund for Compensation for Oil Pollution
Damage, 1971, when the number of Contracting States to the Convention fell
to 24.
(20) Protocol to the International Convention on the Establishment of an
International Fund for Compensation for Oil Pollution Damage, 1971
(FUND PROT 1976)
Entry into force:
22 November 1994
(21) Protocol of 1992 to amend the International Convention on the

Establishment of an International Fund for Compensation for Oil
Pollution Damage, 1971 (FUND PROT 1992)
Entry into force:
2000 amendments (LEG.2(82))
(amendments of limits of compensation)
30 May 1996
1 November 2003
(22) Protocol of 2000 to the International Convention on the

Pollution Damage, 1971
(FUND PROT 2000)
Entry into force:
27 June 2001
(23) Protocol of 2003 to the International Convention on the

Pollution Damage, 1992 (FUND PROT 2003)
Entry into force:
3 March 2005
(24) International Convention for Safe Containers, 1972 (CSC 1972)

Entry into force:
6 September 1977
C.D.C . No. C/O/ 4571
46
(a) Amendments to the Convention and

Annexes:
1993 amendments: (A.737(18))
(S.I. units)
not yet in force
(b) Amendments to the Annexes:

1981 amendments
(transitional arrangements for plating)
1 December 1981

(re-examination intervals)
1 January 1984

(modified containers/tank containers)
1 January 1993

(regulations for the testing, inspection,
Approval and maintenance of containers)
1 January 2012

(Annexes I, II and III))
1 July 2014
(25) Athens Convention relating to the Carriage of Passengers and their

Luggage by Sea, 1974 (PAL 1974)
Entry into force:
28 April 1987
(26) Protocol to the Athens Convention relating to the Carriage of

Passengers and their Luggage by Sea, 1974 (PAL PROT 1976)
Entry into force:
30 April 1989
(27) Protocol of 1990 to amend the Athens Convention relating to the

Carriage of Passengers and their Luggage by Sea, 1974 (PAL PROT
1990)
Not yet in force
(28) Protocol of 2002 to the Athens Convention relating to the Carriage
of Passengers and their Luggage by Sea, 1974 (PAL PROT 2002)
Entry into force
23 April 2014
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47
(29) Convention on the International Mobile Satellite Organization

(IMSOC 1976)
Entry into force:
16 July 1979
1985 amendments
(aeronautical-satellite communications)
13 October 1989
1989 amendments
(land mobile-satellite communications)
26 June 1997
1994 amendments (superseded by the

1998 amendments)
(change of title, Council composition)
not yet in force
1998 amendments
(restructuring of the Organization)
31 July 2001
2006 amendments superseded

(oversight of all GMDSS providers and LRIT Coordinator)
2008 amendments
(these amendments extend IMSO's
oversight to all GMDSS providers
recognized by IMO and enhance IMSO's
role as LRIT Coordinator)
not yet in force
(30) Operating Agreement on the International Maritime Satellite

Organization (INMARSAT) (INMARSAT OA) The Operating Agreement is
no longer in force, following the entry into force of the1998 amendments
to the Convention on 31 July 2001
Entry into force:
16 July 1979
1985 amendments
(aeronautical-satellite communications)
1989 amendments 26 June 1997(land
mobile-satellite communications)
13 October 1989
1994 amendments
(change of title, Council composition)
not yet in force
C.D.C . No. C/O/ 4571
48
1998 amendments
(restructuring of the Organization)
31 July 2001
(31) Convention on Limitation of Liability for Maritime Claims, 1976

(LLMC 1976)
Entry into force:
1 December 1986
(32) Protocol of 1996 to amend the Convention on Limitation of Liability

for Maritime Claims, 1976 (LLMC PROT 1996)
Entry into force:
2012 amendments (to the limitation amounts set
Out in article 3 of the Protocol) (LEG.5(99))
13 May 2004
8 June 2015
(33) Torremolinos Protocol of 1993 relating to the Torremolinos

International Convention for the Safety of Fishing Vessels, 1977 (SFV
PROT 1993)
Not yet in force
(34) Cape Town Agreement of 2012 on the Implementation of the Pro
visions of the 1993 Protocol relating to the Torremolinos International
Convention for the Safety of Fishing Vessels, 1977(Cape Town
Agreement 2012)
Not yet in force
(35) (a) International Convention on Standards of Training, Certification
and Watch keeping for Seafarers, 1978 (STCW 1978)
Entry into force:
28 April 1984
1991 amendments (GMDSS and trials)

(MSC.21(59))
1 December 1992

(special training requirements for personnel
on tankers)
1 January 1996

(revised Annex to Convention (STCW Code))
1 February 1997
C.D.C . No. C/O/ 4571
49

(training and qualification requirements for
Personnel on passenger ships)
1 January 1999
1 January 2008
2010 Manila amendments to the STCW

Convention and Code (adopted by a Conference
of Contracting Parties to the STCW 78 Convention)
1 January 2012
1 January 2016
[1 January 2017]
(35)(b) Code adopted by STCW Conference: Seafarers Training,

Certification and Watchkeeping (STCW) Code (Conference resolution 2)
Part A (Mandatory standards)
Effective as from:
1 February 1997

(training and qualification requirements for
Personnel on passenger ships)
1 January 1999

(cargo handling and stowage at the operational
And management level)
1 January 2003
1 July 2006
1July 2006
1 January 2008
1 January 2016
[1 January 2017]
(36) International Convention on Standards of Training, Certification and

Watchkeeping for Fishing Vessel Personnel, 1995 (STCW-F)
Entry into force:
29 September 2012
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50
(37) International Convention on Maritime Search and Rescue, 1979

(SAR 1979)
Entry into force:
22 June 1985

(revised Annex)
1 January 2000
1 July 2006
(38) Convention for the Suppression of Unlawful Acts against the Safety
of Maritime Navigation (SUA 1988)
Entry into force:
1 March 1992
(39) Protocol of 2005 to the Convention for the Suppression of Unlawful

Acts against the Safety of Maritime Navigation (SUA 2005)
Entry into force:
28 July 2010
(40) Protocol for the Suppression of Unlawful Acts against the Safety of
Fixed Platforms located on the Continental Shelf (SUA PROT 1988)
Entry into force:
1 March 1992
(41) Protocol of 2005 to the Protocol for the Suppression of Unlawful

Acts against the Safety of Fixed Platforms Located on the Continental
Shelf (SUA PROT 2005)
Entry into force
28 July 2010
(42) International Convention on Salvage, 1989 (SALVAGE 1989)

Entry into force:
14 July 1996
(43)International Convention on Oil Pollution Preparedness, Response

and Co-operation, 1990 (OPRC1990)
Entry into force:
13 May 1995
(44) 2000 Protocol on Preparedness, Response and Co-operation to

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51
Pollution Incidents by Hazardous and Noxious Substances (OPRC/HNS

PROT 2000)
Entry into force
14 June 2007
(45) International Convention on Liability and Compensation for Damage

in connection with the Carriage of Hazardous and Noxious Substances
by Sea, 1996 (HNS 1996)
Not yet in force
(46) Protocol of 2010 to the International Convention on Liability and
Compensation for Damage in Connection with the Carriage of
Hazardous and Noxious Substances by Sea, 1996 (HNS PROT 2010)
Not yet in force
(47) Convention on the Prevention of Marine Pollution by Dumping of
Wastes and Other Matter, 1972 (LC 1972)
Entry into force:
30 August 1975
(a) Amendments to the Convention:

1978 amendments: (LDC.6(III))
(concerning procedures for the settlement of
disputes)
not yet in force
(b) Amendments to the Annexes:

1978 amendments (LDC.5(III))
(concerning the control of incineration of wastes
and other matter at sea)
11 March 1979
1980 amendments (LDC.12(V))

(concerning the prohibition of dumping at sea of
Crude oil and oily substances and mixtures)
11 March 1981
1989 amendments (LDC.37(12))

(concerning characteristics and composition of
matter to be dumped at sea)
19 May 1990
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52
1993 amendments (LC.49(16))

(concerning phasing out sea disposal of industrial
waste)
20 February 1994

(concerning incineration at sea)
20 February 1994

(concerning disposal at sea of radioactive wastes
And other radioactive matter)
20 February 1994
(48) 1996 Protocol to the Convention on the Prevention of Marine

Pollution by Dumping of Wastes and Other Matter, 1972 (LC PROT 1996)
Entry into force:
24 March 2006
2006 amendments (LP1.(1))

(concerning sequestration of carbon dioxide
streams from carbon dioxide capture processes in
sub-seabed geological formations)
10 February 2007
2009 amendments to Article 6: (LP.3(4))

enabling -exclusively -the export of carbon
dioxide streams for the purpose of sequestration
in trans boundary sub-seabed geological formations)
not yet in force
2013 amendments (LP.4(8))

(concerning the regulation of the placement of
matter for ocean fertilization and other marine
geo engineering activities)
not yet in force
(49)International Convention on the Control of Harmful Anti-Fouling

Substances on Ships, 2001(AFS 2001)
Entry into force
17 September 2008
(50) International Convention on Civil Liability for Bunker Oil Pollution

Damage, 2001 (BUNKERS 2001)
Entry into force
21 November 2008
(51) International Convention for the Control and Management of Ships

Ballast Water and Sediments, 2004 (BWM 2004)
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53
Entry into force
Not yet in force
(52) Nairobi International Convention on the Removal of Wrecks, 2007

(Nairobi WRC 2007)
Entry into force
14 April 2015
(53) Hong Kong International Convention for the Safe and

Environmentally Sound Recycling of Ships, 2009 (HONG KONG
CONVENTION)
Not yet in force
8. Convention on the International Maritime Organization

Adoption: 6 March 1948; Entry in force: 17 March 1958
Background
The importance of international co-operation in shipping has been recognized for
centuries, and has long been manifested in maritime traditions such as ships taking
refuge in foreign ports in the event of bad weather and going to the aid of others in
distress, irrespective of their nationality.
In 1889 an international maritime conference in Washington, DC, United States
discussed a proposal to set up a permanent international body to cater for the
needs of shipping. This followed the establishment of a number of other
international organization, such as the International Telegraph (now
Telecommunications) Union (established 1865); the International (now World)
Meteorological Organization (1873); and the Universal Postal Union (1874).
But the plan for a shipping body was rejected. The Conference announced: "for the
present the establishment of a permanent international maritime commission is not
considered expedient". The reason - although not stated explicitly - was that the
shipping industry was suspicious of any attempt to control its activities and restrict
its commercial freedom.
In 1945, the United Nations was established and, in the same decade, a number of
international organizations were formed, each dealing with a different subject. The
International Civil Aviation Organization (ICAO) was founded in 1944, the Food and
Agriculture Organization (FAO) was created in 1945, the United Nations
C.D.C . No. C/O/ 4571
54
Educational, Scientific and Cultural Organization (UNESCO) in 1945 and the World
Health Organization (WHO) in 1947. All were members of the United Nations
system.
In 1948, a Conference was held to establish a similar body for shipping.
9. SOLAS Convention
The International Convention for the Safety of Life at Sea (SOLAS) is an
international maritime treaty which requires Signatory flag states to ensure that
ships flagged by them comply with minimum safety standards in construction,
equipment and operation. The current version of the SOLAS Convention is the 1974
version, known as SOLAS 1974, which came into force on 25 May 1980. As at
March 2016, SOLAS 1974 has 162 contracting States, which flag about 99% of
merchant ships around the world in terms of gross tonnage.
The SOLAS Convention in its successive forms is generally regarded as the most
important of all international treaties concerning the safety of merchant ships.
Sections of the treaty
The International Convention for the Safety of Life at Sea (SOLAS), 1974, requires
flag States to ensure that their ships comply with minimum safety standards in
construction, equipment and operation. It includes articles setting out general
obligations, etcetera, followed by an annex divided into twelve chapters. Of these,
chapter five (often called 'SOLAS V') is the only one that applies to all vessels on
the sea, including private yachts and small craft on local trips as well as to
commercial vessels on international passages. Many countries have turned these
international requirements into national laws so that anybody on the sea who is in
breach of SOLAS requirements may find themselves subject to legal proceedings
Chapter I General Provisions
Surveying the various types of ships and certifying that they meet the requirements
of the convention.
Chapter II-1 Construction Subdivision and stability, machinery and
electrical installations
The subdivision of passenger ships into watertight compartments so that after
damage to its hull, a vessel will remain afloat and stable.
Chapter II-2 Fire protection, fire detection and fire extinction
Fire safety provisions for all ships with detailed measures for passenger ships,
C.D.C . No. C/O/ 4571
55
cargo ships and tankers.

Chapter III Life-saving appliances and arrangements
Life-saving appliances and arrangements, including requirements for life boats,
rescue boats and life jackets according to type of ship.[2]
Chapter IV Radio communications
The Global Maritime Distress Safety System (GMDSS) requires passenger and
cargo ships on international voyages to carry radio equipment, including satellite
Emergency Position Indicating Radio Beacons (EPIRBs) and Search and Rescue
Transponders (SARTs).
Chapter V Safety of navigation
This chapter requires governments to ensure that all vessels are sufficiently and
efficiently manned from a safety point of view. It places requirements on all vessels
regarding voyage and passage planning, expecting a careful assessment of any
proposed voyages by all who put to sea. Every mariner must take account of all
potential dangers to navigation, weather forecasts, tidal predictions, the competence
of the crew, and all other relevant factors. It also adds an obligation for all vessels'
masters to offer assistance to those in distress and controls the use of lifesaving
signals with specific requirements regarding danger and distress messages. It is
different from the other chapters, which apply to certain classes of commercial
shipping, in that these requirements apply to all vessels and their crews, including
yachts and private craft, on all voyages and trips including local ones.
Chapter VI Carriage of Cargoes
Requirements for the stowage and securing of all types of cargo and cargo
containers except liquids and gases in bulk.
Chapter VII Carriage of dangerous goods
Requires the carriage of all kinds of dangerous goods to be in compliance with the
International Maritime Dangerous Goods Code (IMDG Code).[2]
Chapter VIII Nuclear ships
Nuclear powered ships are required, particularly concerning radiation hazards, to
conform to the Code of Safety for Nuclear Merchant Ships.[2]
Chapter IX Management for the Safe Operation of Ships
Requires every ship owner and any person or company that has assumed
C.D.C . No. C/O/ 4571
56
responsibility for a ship to comply with the International Safety Management Code
(ISM).
Chapter X Safety measures for high-speed craft
Makes mandatory the International Code of Safety for High-speed craft (HSC
Code).
Chapter XI-1 Special measures to enhance maritime safety
Requirements relating to organizations responsible for carrying out surveys and
inspections, enhanced surveys, the ship identification number scheme, and
operational requirements.
Chapter XI-2 Special measures to enhance maritime security
Includes the International Ship and Port Facility Security Code (ISPS Code).
Confirms that the role of the Master in maintaining the security of the ship is not,
and cannot be, constrained by the Company, the charterer or any other person. Port
facilities must carry out security assessments and develop, implement and review
port facility security plans. Controls the delay, detention, restriction, or expulsion of a
ship from a port. Requires that ships must have a ship security alert system, as well
as detailing other measures and requirements.
Chapter XII Additional safety measures for bulk carriers
Specific structural requirements for bulk carriers over 150 meters in length.
Chapter XIII - Verification of compliance.
Makes mandatory from 1 January 2016 the IMO Member State Audit Scheme.
Chapter XIV - Safety measures for ships operating in polar waters.
The chapter makes mandatory, from 1 January 2017, the Introduction and part I-A
of the International Code for Ships Operating in Polar Waters (the Polar Code).
10. International Regulations for Preventing Collisions at Sea

The International Regulations for Preventing Collisions at Sea 1972 (Colregs) are
published by the International Maritime Organization (IMO) and set out, among
other things, the "rules of the road" or navigation rules to be followed by ships and
other vessels at sea to prevent collisions between two or more vessels.[1][2]
COLREGs can also refer to the specific political line that divides inland waterways,
which are subject to their own navigation rules, and coastal waterways which are
C.D.C . No. C/O/ 4571
57
subject to international navigation rules. The COLREGs are derived from a

multilateral treaty called the Convention on the International Regulations for
Preventing Collisions at Sea.
Although rules for navigating vessels inland may differ, the international rules
specify that they should be as closely in line with the international rules as possible.
In most of continental Europe, the Code Europen des Voies de la Navigation
Intrieure (CEVNI, or the European Code for Navigation on Inland Waters) apply. In
the United States, the rules for vessels navigating inland are published alongside
the international rules.
The Racing Rules of Sailing, which govern the conduct of yacht and dinghy racing
under the sanction of national sailing authorities which are members of the
International Sailing Federation (ISAF), are based on the COLREGs, but differ in
some important matters such as overtaking and right of way close to turning marks
in competitive sailing.
11. MARPOL 73/78

MARPOL 73/78 is the International Convention for the Prevention of Pollution from
Ships, 1973 as modified by the Protocol of 1978. ("MARPOL" is short for marine
pollution and 73/78 short for the years 1973 and 1978.)
MARPOL 73/78 is one of the most important international marine environmental
conventions. It was developed by the International Maritime Organization in an effort
to minimize pollution of the oceans and seas, including dumping, oil and air
pollution. The objective of this convention is to preserve the marine environment in
an attempt to completely eliminate pollution by oil and other harmful substances and
to minimize accidental spillage of such substances.
The original MARPOL was signed on 17 February 1973, but did not come into force
at the signing date. The current convention is a combination of 1973 Convention
and the 1978 Protocol. It entered into force on 2 October 1983. As of April 2016,
154 states, representing 98.7 per cent of the world's shipping tonnage, are state
parties to the convention.
All ships flagged under countries that are signatories to MARPOL are subject to its
requirements, regardless of where they sail and member nations are responsible for
vessels registered under their respective nationalities.
Annexes
MARPOL is divided into Annexes according to various categories of pollutants, each
of which deals with the regulation of a particular group of ship emissions.
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58
Annex I
MARPOL Annex I came into force on 2 October 1983 and deals with discharge of oil
into the ocean environment. It incorporates the oil discharge criteria prescribed in
the 1969 amendments to the 1954 Oil Pollution Convention. It specifies tanker
design features that are intended to minimize oil discharge into the ocean during
ship operations and in case of accidents. It provides regulations with regard to
treatment of engine room bilge water (OWS) for all large commercial vessels and
ballast and tank cleaning waste (ODME). It also introduces the concept of "special
sea areas (PPSE)" which are considered to be at risk to pollution by oil. Discharge
of oil within them has been completely outlawed, with a few minimal exceptions.
The first half of MARPOL Annex I deals with engine room waste. There are various
generations of technologies and equipment that have been developed to prevent
waste such as: Oily water separators (OWS), Oil Content meters (OCM), and Port
Reception Facilities.
The second part of the MARPOL Annex I has more to do with cleaning the cargo
areas and tanks. Oil Discharge Monitoring Equipment (ODME) is a very important
technology mentioned in MARPOL Annex I that has greatly helped improve
sanitation in these areas.
The Oil Record Book is another integral part of MARPOL Annex I. The Oil Record
Book helps crew members log and keep track of oily waste water discharges among
other things.
Annex II
MARPOL Annex II came into force on 6 April 1987. It details the discharge criteria
for the elimination of pollution by noxious liquid substances carried in large
quantities. It divides substances into and introduces detailed operational standards
and measures. The discharge of pollutants is allowed only to reception facilities with
certain concentrations and conditions. No matter what, no discharge of residues
containing pollutants is permitted within 12 miles of the nearest land. Stricter
restrictions apply to "special areas".
Annex III
MARPOL Annex III came into force on 7 July 1992. It contains general requirements
for the standards on packing, marking, labeling, documentation, stowage, quantity
limitations, exceptions and notifications for preventing pollution by noxious
substances. The Annex is in line with the procedures detailed in the International
Maritime Dangerous Goods (IMDG) Code, which has been expanded to include
marine pollutants. The amendments entered into force on 1 January 1991.
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59
Annex IV
Marpol Annex IV came into force on 22 September 2003. It introduces requirements
to control pollution of the sea by sewage from ships.
Annex V
MARPOL Annex V came into force on 31 December 1988. It specifies the distances
from land in which materials may be disposed of and subdivides different types of
garbage and marine debris. The requirements are much stricter in a number of
"special areas" but perhaps the most prominent part of the Annex is the complete
ban of dumping plastic into the ocean.
Annex VI
MARPOL Annex VI came into force on 19 May 2005. It introduces requirements to
regulate the air pollution being emitted by ships, including the emission of ozonedepleting substances, Nitrogen Oxides (NOx), Sulphur Oxides (SOx), Volatile
Organic Compounds (VOCs) and shipboard incineration. It also establishes
requirements for reception facilities for wastes from exhaust gas cleaning systems,
incinerators, fuel oil quality, for off-shore platforms and drilling rigs and for the
establishment of SOx Emission Control Areas (SECAs).
Implementation and enforcement
In order for IMO standards to be binding, they must first be ratified by a total number
of member countries whose combined gross tonnage represents at least 50% of the
world's gross tonnage, a process that can be lengthy. A system of tacit acceptance
has therefore been put into place, whereby if no objections are heard from a
member state after a certain period has elapsed, it is assumed they have assented
to the treaty.
All six Annexes have been ratified by the requisite number of nations; the most
recent is Annex VI, which took effect in May 2005. The country where a ship is
registered (Flag State) is responsible for certifying the ship's compliance with
MARPOL's pollution prevention standards. Each signatory nation is responsible for
enacting domestic laws to implement the convention and effectively pledges to
comply with the convention, annexes, and related laws of other nations. In the
United States, for example, the relevant implementation legislation is the Act to
Prevent Pollution from Ships.
One of the difficulties in implementing MARPOL arises from the very international
nature of maritime shipping. The country that the ship visits can conduct its own
examination to verify a ship's compliance with international standards and can
detain the ship if it finds significant noncompliance. When incidents occur outside
such country's jurisdiction or jurisdiction cannot be determined, the country refers
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60
cases to flag states, in accordance with MARPOL. A 2000 US GAO report

documented that even when referrals have been made, the response rate from flag
states has been poor.
On January 1, 2015, maritime shipping levels became legally subject to new
MARPOL directives because the SECA (Sulphur Emission Controlled Areas) zone
increased in size. This larger SECA zone will include the North Sea, Scandinavia,
and parts of the English Channel. This area is set to include all of the Republic of
Ireland's international waters in 2020 culminating in all of Western Europe's
subjection to the MARPOL directive. This has proven controversial for shipping and
ferry operators across Europe.
Concerns have been raised about the environmental damage moving back to the
roads by some of the larger ferry operators that ship substantial amounts of freight
and passenger traffic via these routes affected by IMO standards. They claim that
MARPOL will drive up ferry costs for the consumer and freight forwarding
companies pushing them back onto the European roadways as a financially more
cost effective measure compared to increased ferry costs, thereby defeating the
object of reducing water pollution.
12. STCW Convention

The International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers (or STCW), 1978 sets qualification standards for
masters, officers and watch personnel on seagoing merchant ships. STCW was
adopted in 1978 by conference at the International Maritime Organization (IMO) in
London, and entered into force in 1984. The Convention 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 of training, certification and watchkeeping of officers and
ratings were established by individual governments, usually without reference to
practices in other countries. As a result, standards and procedures varied widely,
even though shipping is extremely international by nature.
The Convention prescribes minimum standards relating to training, certification and
watchkeeping for seafarers which countries are obliged to meet or exceed.
The Convention did not deal with manning levels: IMO provisions in this area are
covered by 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 safe manning, adopted by the IMO Assembly in 1999, which
replaced an earlier resolution A.481(XII) adopted in 1981.
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One especially important feature of the Convention is that it applies to ships of nonparty States when visiting ports of States which are Parties to the Convention.
Article X requires Parties to apply the control measures to ships of all flags to the
extent necessary to ensure that no more favorable treatment is given to ships
entitled to fly the flag of a State which is not a Party than is given to ships entitled to
fly the flag of a State that is a Party.
The difficulties which could arise for ships of States which are not Parties to the
Convention is one reason why the Convention has received such wide acceptance.
By 2014, the STCW Convention had 158 Parties, representing 98.8 per cent of
world shipping tonnage.
1995 revision
On 7 July 1995 the IMO adopted a comprehensive revision of STCW. It also
included a proposal to develop a new STCW Code, which would contain the
technical details associated with provisions of the Convention. The amendments
entered force on 1 February 1997. Full implementation was required by 1 February
2002. Mariners already holding licenses had the option to renew those licenses in
accordance with the old rules of the 1978 Convention during the period ending on 1
February 2002. Mariners entering training programs after 1 August 1998 are
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,
c) quality standards systems (QSS), oversight of training, assessment, and
certification procedures,
The Amendments require that seafarers be provided with "familiarization training"
and "basic safety training" which includes fire prevention & 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 a vessel and can respond appropriately in an emergency.
d) placement of responsibility on parties, including those issuing licenses, and flag
states employing foreign nationals, to ensure seafarers meet objective standards of
competence, and
e) rest period requirements for watchkeeping personnel.
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Manila Amendments
The IMO Convention on Standards of Training Certification and Watchkeeping of
Seafarers adopted a new set of amendments in Manila in 2010 called "The Manila
Amendments". These amendments were necessary to keep training standards in
line with new technological and operational requirements that require new shipboard
competencies. The Manila Amendments were effective as of 1 January 2012. There
is a transition period until 2017 when all seafarers must be certified and trained
according to the new standards. Implementation is progressive, every year a
modified set of requirements comes into force. The most significant amendments
are:
New rest hours for seafarers
New grades of certificates of competence for Able seaman in both deck and engine
New and updated training, refreshing requirements
Mandatory security training
Additional medical standards
Specific Alcohol limits in blood or breath.
13. STCW-F Convention

On 7 July 1995, the International Convention on Standards of Training, Certification
and Watchkeeping for Fishing Vessel Personnel was adopted as a separate treaty
as part of the comprehensive revisions to STCW. It applies the principles of STCW
to fishing vessels from ratifying states that are 24 meters in length and above.
STCW-F came into force on 29 September 2012.
14. Convention on Facilitation of International Maritime Traffic (FAL)

Adoption: 9 April 1965; Entry into force: 5 March 1967
The Convention's main objectives are to prevent unnecessary delays in maritime
traffic, to aid co-operation between Governments, and to secure the highest
practicable degree of uniformity in formalities and other procedures. In particular,
the Convention reduces the number of declarations which can be required by public
authorities.
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15. International Convention on Load Lines

Adoption: 5 April 1966; Entry into force: 21 July 1968
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 weather tight and watertight
integrity, the main objective of the Convention.
The first International Convention on Load Lines, adopted in 1930, was based on
the principle of reserve buoyancy, although it was recognized then that the
freeboard should also ensure adequate stability and avoid excessive stress on the
ship's hull as a result of overloading.
In the 1966 Load Lines convention, adopted by IMO, provisions are made for
determining the freeboard of ships by subdivision and damage stability calculations.
The regulations take into account the potential hazards present in different zones
and different seasons. The technical annex contains several additional safety
measures concerning doors, freeing ports, hatchways and other items. The main
purpose of these measures is to ensure the watertight integrity of ships' hulls below
the freeboard deck.
All assigned load lines must be marked amidships on each side of the ship, together
with the deck line. Ships intended for the carriage of timber deck cargo are assigned
a smaller freeboard as the deck cargo provides protection against the impact of
waves
The Convention includes three annexes.
Annex I
is divided into four Chapters:
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.
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Various amendments were adopted in 1971, 1975, 1979, and 1983 but they
required positive acceptance by two-thirds of Parties and never came into force.
The 1988 Protocol, adopted in November 1988, entered into force on 3 February
2000. As well as harmonizing the Convention's survey and certification requirement
with those contained in the SOLAS and MARPOL conventions, the 1988 Protocol
revised certain regulations in the technical Annexes to the Load Lines Convention
and introduced the tacit amendment procedure, so that amendments adopted will
enter into force six months after the deemed date of acceptance unless they are
rejected by one-third of Parties. Usually, the date from adoption to deemed
acceptance is two years.
16. International Convention on Tonnage Measurement of Ships

Adoption: 23 June 1969; Entry into force: 18 July 1982
The Convention, adopted by IMO in 1969, was the first successful attempt to
introduce a universal tonnage measurement system.
Previously, various systems were used to calculate the tonnage of merchant ships.
Although all went back to the method devised by George Moorsom of the British
Board of Trade in 1854, there were considerable differences between them and it
was recognized that there was a great need for one single international system.
The Convention provides for gross and net tonnages, both of which are calculated
independently.
The rules apply to all ships built on or after 18 July 1982 - the date of entry into force
- while ships built before that date were allowed to retain their existing tonnage for
12 years after entry into force, or until 18 July 1994.
This phase-in period was intended to ensure that ships were given reasonable
economic safeguards, since port and other dues are charged according to ship
tonnage. At the same time, and as far as possible, the Convention was drafted to
ensure that gross and net tonnages calculated under the new system did not differ
too greatly from those calculated under previous methods.
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).
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Gross tonnage forms the basis for manning regulations, safety rules and registration
fees. Both gross and net tonnages are used to calculate port dues.
The gross tonnage is a function of the moulded volume of all enclosed spaces of the
ship. The net tonnage is produced by a formula which is a function of the moulded
volume of all cargo spaces of the ship. The net tonnage shall not be taken as less
than 30 per cent of the gross tonnage.
17. International Convention Relating to Intervention on the High Seas in

Cases of Oil Pollution Casualties, 1969
Adoption: 29 November 1969; Entry into force: 6 May 1975
The Convention affirms the right of a coastal State to take such measures on the
high seas as may be necessary to prevent, mitigate or eliminate danger to its
coastline or related interests from pollution by oil or the threat thereof, following
upon a maritime casualty.
The coastal State is, however, empowered to take only such action as is necessary,
and after due consultations with appropriate interests including, in particular, the flag
State or States of the ship or ships involved, the owners of the ships or cargoes in
question and, where circumstances permit, independent experts appointed for this
purpose.
A coastal State which takes measures beyond those permitted under the
Convention is liable to pay compensation for any damage caused by such
measures. Provision is made for the settlement of disputes arising in connection
with the application of the Convention.
The Convention applies to all seagoing vessels except warships or other vessels
owned or operated by a State and used on Government non-commercial service.
The 1969 Intervention Convention applied to casualties involving pollution by oil. In
view of the increasing quantity of other substances, mainly chemical, carried by
ships, some of which would, if released, cause serious hazard to the marine
environment, the 1969 Brussels Conference recognized the need to extend the
Convention to cover substances other than oil.
The 1973 London Conference on Marine Pollution therefore adopted the Protocol
relating to Intervention on the High Seas in Cases of Marine Pollution by
Substances other than Oil. This extended the regime of the 1969 Intervention
Convention to substances which are either listed in the Annex to the Protocol or
which have characteristics substantially similar to those substances.
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The 1973 Protocol entered into force in 1983 and has been amended subsequently
to update the list of substances attached to it.
18. International Convention on Civil Liability for Oil Pollution Damage

(CLC)
Adoption: 29 November 1969; Entry into force: 19 June 1975; Being replaced by
1992 Protocol: Adoption: 27 November 1992; Entry into force: 30 May 1996
The Civil Liability Convention was adopted to ensure that adequate compensation is
available to persons 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.
Subject to a number of specific exceptions, this liability is strict; it is the duty of the
owner to prove in each case that any of the exceptions should in fact operate.
However, except where the owner has been guilty of actual fault, they may limit
liability in respect of any one incident.
19. Special Trade Passenger Ships Agreement, 1971; Protocol on Space

Requirements for Special Trade Passenger Ships, 1973
Special Trade Passenger Ships Agreement, 1971
Adoption: 6 October 1971 Entry into force: 2 January 1974
The carriage of large numbers of unberthed passengers in special trades such as
the pilgrim trade in a restricted sea area around the Indian Ocean is of particular
interest to countries in that area. It was regulated by the Simla Rules of 1931, which
became outdated following the adoption of the 1948 and 1960 SOLAS Conventions.
20. Convention relating to Civil Liability in the Field of Maritime Carriage

of Nuclear Material (NUCLEAR)
Adoption: 17 December 1971; Entry into force: 15 July 1975
In 1971 IMO, in association with the International Atomic Energy Agency (IAEA) and
the European Nuclear Energy Agency of the Organization for Economic
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Co-operation and Development (OECD), convened a Conference which adopted a

Convention to regulate liability in respect of damage arising from the maritime
carriage of nuclear substances.
The purpose of this Convention is to resolve difficulties and conflicts which arise
from the simultaneous application to nuclear damage of certain maritime
conventions dealing with ship owners' liability, as well as other conventions which
place liability arising from nuclear incidents on the operators of the nuclear
installations from which or to which the material in question was being transported.
The 1971 Convention provides that a person otherwise liable for damage caused in
a nuclear incident shall be exonerated for liability if the operator of the nuclear
installation is also liable for such damage by virtue of the Paris Convention of 29
July 1960 on Third Party Liability in the Field of Nuclear Energy; or the Vienna
Convention of 21 May 1963 on Civil Liability for Nuclear Damage; or national law
which is similar in the scope of protection given to the persons who suffer damage.
21. International Convention on the Establishment of an International

Fund for Compensation for Oil Pollution Damage (FUND)
Adoption: 18 December 1971; Entry into force: 16 October 1978; superseded by
1992 Protocol: Adoption: 27 November 1992; Entry into force: 30 May 1996
Although the 1969 Civil Liability Convention provided a useful mechanism for
ensuring the payment of compensation for oil pollution damage, it did not deal
satisfactorily with all the legal, financial and other questions raised during the
Conference adopting the CLC Convention. The 1969 Brussels Conference
considered a compromise proposal to establish an international fund, to be
subscribed to by the cargo interests, which would be available for the dual purpose
of, on the one hand, relieving the ship owner of the burden by the requirements of
the new convention and, on the other hand, providing additional compensation to
the victims of pollution damage in cases where compensation under the 1969 Civil
Liability Convention was either inadequate or unobtainable.
22. International Convention for Safe Containers (CSC)

Adoption: 2 December 1972; Entry into force: 6 September 1977
In the 1960s, there was a rapid increase in the use of freight containers for the
consignment of goods by sea and the development of specialized container ships.
In 1967, IMO undertook to study the safety of containerization in marine transport.
The container itself emerged as the most important aspect to be considered.
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IMO, in co-operation with the Economic Commission for Europe, developed a draft
convention and in 1972 the finalized Convention was adopted at a conference jointly
convened by the United Nations and IMO.
The 1972 Convention for Safe Containers has two goals.
One is to maintain a high level of safety of human life in the transport and handling
of containers by providing generally acceptable test procedures and related strength
requirements.
The other is to facilitate the international transport of containers by providing uniform
international safety regulations, equally applicable to all modes of surface transport.
In this way, proliferation of divergent national safety regulations can be avoided.
The requirements of the Convention apply to the great majority of freight containers
used internationally, except those designed specially for carriage by air. As it was
not intended that all containers or reusable packing boxes should be affected, the
scope of the Convention is limited to containers of a prescribed minimum size
having corner fittings - devices which permit handling, securing or stacking.
23. Athens Convention relating to the Carriage of Passengers and their

Luggage by Sea (PAL)
Adoption: 13 December 1974; Entry into force: 28 April 1987; 2002
Protocol: Adoption: 1 November 2002; Entry into force: 23 April 2014
The Convention was adopted at a Conference, convened in Athens in 1974 and
was designed to consolidate and harmonize two earlier Brussels conventions
dealing with passengers and luggage and adopted in 1961 and 1967 respectively.
The Convention establishes a regime of liability for damage suffered by passengers
carried on a seagoing vessel. It declares a carrier liable for damage or loss suffered
by a passenger if the incident causing the damage occurred in the course of the
carriage and was due to the fault or neglect of the carrier.
24. Convention on the International Maritime Satellite Organization

Adoption: 3 September 1976; Entry into force: 16 July 1979
The Convention on the International Maritime Satellite Organization was adopted by
IMO in 1976 to establish and oversee satellite communications for shipping.
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Under the treaty, the International Mobile Satellite Organization (IMSO) has been
established as the inter-governmental body that oversees the provision of certain
satellite-based maritime distress communication services, specifically those used in
the Global Maritime Distress and Safety System (GMDSS).
IMO is currently reviewing the GMDSS, to modernize it and bring it up to date.
International Mobile Satellite Organization (IMSO)
IMSO is headquartered in London and has more than 100 Member States.
As well as overseeing satellite communications under the GMDSS, IMSO has also
been appointed by IMO to audit and review the performance of the international
system for the Long Range Identification and Tracking of Ships (LRIT).
Recognition of providers of mobile satellite communications systems in the GMDSS
IMO has adopted Criteria for the Provision of Mobile Satellite Communication
Systems in the GMDSS (Resolution A.1001(25)).
This sets out the criteria and process for evaluating mobile satellite communication
systems that might have the potential to offer maritime distress and safety
communications within the GMDSS.
Recognition of a mobile satellite communication system for use in the GMDSS
would be given by IMOs Maritime Safety Committee (MSC).
Inmarsat
Currently, only Inmarsat has been approved to provide satellite communication
systems for use in the GMDSS.
Iridium
IMSO has completed a report on the technical and operational assessment of the
application by the United States to recognize and use the Iridium mobile satellite
system in the GMDSS.
The application is currently being considered by the Sub-Committee on Navigation,
Communication, Search and Rescue (NCSR), which reports to the MSC.
25. Convention on Limitation of Liability for Maritime Claims (LLMC)

Adoption: 19 November 1976; Entry into force: 1 December 1986; Protocol of 1996:
Adoption: 2 May 1996; Entry into force: 13 May 2004
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The Convention replaced the International Convention Relating to the Limitation of

the Liability of Owners of Seagoing Ships, which was signed in Brussels in 1957,
and came into force in 1968.
Under the 1976 Convention, the limit of liability for claims covered is raised
considerably, in some cases up to 250-300 per cent. Limits are specified for two
types of claims - claims for loss of life or personal injury, and property claims (such
as damage to other ships, property or harbor works).
26. The Torremolinos International Convention for the Safety of Fishing

Vessels
Adoption: 2 April 1977; superseded by the 1993 Torremolinos Protocol; Cape Town
Agreement of 2012 on the Implementation of the Provisions of the 1993 Protocol
relating to the Torremolinos International Convention for the Safety of Fishing
Vessels
The 1977 Convention, adopted at a conference held in Torremolinos, Spain, was
the first-ever international Convention on the safety of fishing vessels. The safety of
fishing vessels had been a matter of concern to IMO since the Organization came
into existence, but the great differences in design and operation between fishing
vessels and other types of ships had always proved a major obstacle to their
inclusion in the Conventions on Safety of Life at Sea (SOLAS) and Load Lines.
While other vessels load cargo in port, fishing vessels must sail empty and load
their cargo at sea.
27. International Convention on Maritime Search and Rescue (SAR)

Adoption: 27 April 1979; Entry into force: 22 June 1985
The 1979 Convention, adopted at a Conference in Hamburg, was aimed at
developing an international SAR plan, so that, no matter where an accident occurs,
the rescue of persons in distress at sea will be co-ordinated by a SAR organization
and, when necessary, by co-operation between neighbouring SAR organizations.
Although the obligation of ships to go to the assistance of vessels in distress was
enshrined both in tradition and in international treaties (such as the International
Convention for the Safety of Life at Sea (SOLAS), 1974), there was, until the
adoption of the SAR Convention, no international system covering search and
rescue operations. In some areas there was a well-established organization able to
provide assistance promptly and efficiently, in others there was nothing at all.
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28. Convention for the Suppression of Unlawful Acts against the Safety
of Maritime Navigation, Protocol for the Suppression of Unlawful Acts
against the Safety of Fixed Platforms Located on the Continental Shelf
Adopted 10 March 1988; Entry into force 1 March 1992; 2005 Protocols: Adopted 14
October 2005; Entry into force 28 July 2010
Concern about unlawful acts which threaten the safety of ships and the security of
their passengers and crews grew during the 1980s, with reports of crews being
kidnapped, ships being hi-jacked, deliberately run aground or blown up by
explosives. Passengers were threatened and sometimes killed.
In November 1985 the problem was considered by IMO's 14th Assembly and a
proposal by the United States that measures to prevent such unlawful acts should
be developed by IMO was supported.
The Assembly adopted resolution A.584(14) Measures to prevent unlawful acts
which threaten the safety of ships and the security of their passengers and crew,
then in 1086 the Maritime Safety Committee (MSC)
issued a Circular
(MSC/Circ.443) on Measures to prevent unlawful acts against passengers and
crews on board ships.
In November 1986 the Governments of Austria, Egypt and Italy proposed that IMO
prepare a convention on the subject of unlawful acts against the safety of maritime
navigation 'to provide for a comprehensive suppression of unlawful acts committed
against the safety of maritime navigation which endanger innocent human lives,
jeopardize the safety of persons and property, seriously affect the operation of
maritime services and thus are of grave concern to the international community as a
whole."
29. International Convention on Salvage

Adoption: 28 April 1989; Entry into force: 14 July 1996
The Convention replaced a convention on the law of salvage adopted in Brussels in
1910 which incorporated the "'no cure, no pay" principle under which a salvor is only
rewarded for services if the operation is successful.
Although this basic philosophy worked well in most cases, it did not take pollution
into account. A salvor who prevented a major pollution incident (for example, by
towing a damaged tanker away from an environmentally sensitive area) but did not
manage to save the ship or the cargo got nothing. There was therefore little
incentive to a salvor to undertake an operation which has only a slim chance of
success.
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The 1989 Convention seeks to remedy this deficiency by making provision for an
enhanced salvage award taking into account the skill and efforts of the salvors in
preventing or minimizing damage to the environment.
30. International Convention on Oil Pollution Preparedness, Response

and Co-operation (OPRC)
Adoption: 30 November 1990; Entry into force: 13 May 1995
In July 1989, a conference of leading industrial nations in Paris called upon IMO to
develop further measures to prevent pollution from ships. This call was endorsed by
the IMO Assembly in November of the same year and work began on a draft
convention aimed at providing a global framework for international co-operation in
combating major incidents or threats of marine pollution.
Parties to the International Convention on Oil Pollution Preparedness, Response
and Co-operation (OPRC) are required to establish measures for dealing with
pollution incidents, either nationally or in co-operation with other countries.
Ships are required to carry a shipboard oil pollution emergency plan. Operators of
offshore units under the jurisdiction of Parties are also required to have oil pollution
emergency plans or similar arrangements which must be co-ordinated with national
systems for responding promptly and effectively to oil pollution incidents.
Ships are required to report incidents of pollution to coastal authorities and the
convention details the actions that are then to be taken. The Convention calls for the
establishment of stockpiles of oil spill combating equipment, the holding of oil spill
combating exercises and the development of detailed plans for dealing with
pollution incidents.
Parties to the convention are required to provide assistance to others in the event of
a pollution emergency and provision is made for the reimbursement of any
assistance provided.
The Convention provides for IMO to play an important coordinating role.
31. International Convention on Liability and Compensation for Damage

in Connection with the Carriage of Hazardous and Noxious Substances
by Sea (HNS)
Adoption: 3 May 1996; Not in force; superseded by 2010 Protocol: Adoption: 30
April 2010; Not yet in force
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The HNS Convention was adopted by an international conference in 1996 and is

based on the highly successful model of the Civil Liability and Fund Conventions
which cover pollution damage caused by spills of persistent oil from tankers. As with
the original oil pollution compensation regime, the HNS Convention will establish a
two-tier system for compensation to be paid in the event of accidents at sea, in this
case, involving hazardous and noxious substances such as chemicals. However, it
goes further in that it covers not only pollution damage but also the risks of fire and
explosion, including loss of life or personal injury as well as loss of or damage to
property.
Tier one will be covered by compulsory insurance taken out by ship owners, who
would be able to limit their liability. In those cases where the insurance does not
cover an incident, or is insufficient to satisfy the claim, a second tier of
compensation will be paid from a fund, made up of contributions from the receivers
of HNS. Contributions will be calculated according to the amount of HNS received
in each Party in the preceding calendar year.
HNS are defined by reference to lists of substances included in various IMO
Conventions and Codes. These include oils; other liquid substances defined as
noxious or dangerous; liquefied gases; liquid substances with a flashpoint not
exceeding 60C; dangerous, hazardous and harmful materials and substances
carried in packaged form; and solid bulk materials defined as possessing chemical
hazards. The Convention also covers residues left by the previous carriage of HNS,
other than those carried in packaged form.
The Convention defines damage as including loss of life or personal injury; loss of
or damage to property outside the ship; loss or damage by contamination of the
environment; the costs of preventative measures and further loss or damage
caused by them.
32. Convention on the Prevention of Marine Pollution by Dumping of

Wastes and Other Matter
Adoption: 13 November 1972; Entry into force: 30 August 1975; 1996 Protocol:
Adoption: 7 November 1996; Entry into force: 24 March 2006
The Inter-Governmental Conference on the Convention on the Dumping of Wastes
at Sea, which met in London in November 1972 at the invitation of the United
Kingdom, adopted this instrument, generally known as the London Convention. The
London Convention, one of the first international conventions for the protection of
the marine environment from human activities, came into force on 30 August 1975.
Since 1977, it has been administered by IMO.
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The London Convention contributes to the international control and prevention of

marine pollution by prohibiting the dumping of certain hazardous materials. In
addition, a special permit is required prior to dumping of a number of other identified
materials and a general permit for other wastes or matter.
"Dumping" has been defined as the deliberate disposal at sea of wastes or other
matter from vessels, aircraft, platforms or other man-made structures, as well as the
deliberate disposal of these vessels or platforms themselves. Annexes list wastes
which cannot be dumped and others for which a special dumping permit is required.
33. International Convention on the Control of Harmful Anti-fouling

Systems on Ships
Adoption: 5 October 2001; Entry into force: 17 September 2008
The Convention prohibits the use of harmful organ tins 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.
Anti-fouling paints are used to coat the bottoms of ships to prevent sea life such as
algae and mollusks attaching themselves to the hull thereby slowing down the
ship and increasing fuel consumption.
In the early days of sailing ships, lime and later arsenic were used to coat ships'
hulls, until the modern chemicals industry developed effective anti-fouling paints
using metallic compounds. These compounds slowly "leach" into the sea water,
killing barnacles and other marine life that have attached to the ship. But studies
have shown that these compounds persist in the water, killing sea-life, harming the
environment and possibly entering the food chain. One of the most effective antifouling paints, developed in the 1960s, contains the organ tin tributyltin (TBT), which
has been proven to cause deformations in oysters and sex changes in whelks.
Under the terms of the AFS Convention, Parties to the Convention are required to
prohibit and/or restrict the use of harmful anti-fouling systems on ships flying their
flag, as well as ships not entitled to fly their flag but which operate under their
authority and all ships that enter a port, shipyard or offshore terminal of a Party.
Anti-fouling systems to be prohibited or controlled are listed in an annex to the
Convention, which will be updated as and when necessary.
The Convention includes a clause which states that a ship shall be entitled to
compensation if it is unduly detained or delayed while undergoing inspection for
possible violations of the Convention.
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34. International Convention on Civil Liability for Bunker Oil Pollution

Damage (BUNKER)
Adoption: 23 March 2001; Entry into force: 21 November 2008
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.
The Convention applies to damage caused on the territory, including the territorial
sea, and in exclusive economic zones of States Parties.
The bunkers convention provides a free-standing instrument covering pollution
damage only.
"Pollution damage" means:
(a) loss or damage caused outside the ship by contamination resulting from the
escape or discharge of bunker oil from the ship, wherever such escape or discharge
may occur, provided that compensation for impairment of the environment other
than loss of profit from such impairment shall be limited to costs of reasonable
measures of reinstatement actually undertaken or to be undertaken; and
(b) the costs of preventive measures and further loss or damage caused by
preventive measures.
The convention is modeled on the International Convention on Civil Liability for Oil
Pollution Damage, 1969. As with that convention, a key requirement in the bunkers
convention is the need for the registered owner of a vessel to maintain compulsory
insurance cover.
Another key provision is the requirement for direct action - this would allow a claim
for compensation for pollution damage to be brought directly against an insurer. The
Convention requires ships over 1,000 gross tonnage to maintain insurance or other
financial security, such as the guarantee of a bank or similar financial institution, to
cover the liability of the registered owner for pollution damage in an amount equal to
the limits of liability under the applicable national or international limitation regime,
but in all cases, not exceeding an amount calculated in accordance with the
Convention on Limitation of Liability for Maritime Claims, 1976, as amended.
35. International Convention for the Control and Management of Ships'

Ballast Water and Sediments (BWM)
Adoption: 13 February 2004; Entry into force: 12 months after ratification by 30
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States, representing 35 per cent of world merchant shipping tonnage

Invasive aquatic species present a major threat to the marine ecosystems, and
shipping has been identified as a major pathway for introducing species to new
environments. The problem increased as trade and traffic volume expanded over
the last few decades, and in particular with the introduction of steel hulls, allowing
vessels to use water instead of solid materials as ballast. The effects of the
introduction of new species have in many areas of the world been devastating.
Quantitative data show the rate of bio-invasions is continuing to increase at an
alarming rate. As the volumes of seaborne trade continue overall to increase, the
problem may not yet have reached its peak.
However, the Ballast Water Management Convention, adopted in 2004, aims to
prevent the spread of harmful aquatic organisms from one region to another, by
establishing standards and procedures for the management and control of ships'
ballast water and sediments
Under the Convention, all ships 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. The ballast
water management standards will be phased in over a period of time. As an
intermediate solution, ships should exchange ballast water mid-ocean. However,
eventually most ships will need to install an on-board ballast water treatment
system.
A number of guidelines have been developed to facilitate the implementation of the
Convention.
The Convention will require all ships to implement a Ballast Water and Sediments
Management Plan. All ships will have to carry a Ballast Water Record Book and will
be required to carry out ballast water management procedures to a given standard.
Existing ships will be required to do the same, but after a phase-in period.
Parties to the Convention are given the option to take additional measures which
are subject to criteria set out in the Convention and to IMO guidelines
The Convention is divided into Articles; and an Annex which includes technical
standards and requirements in the Regulations for the control and management of
ships' ballast water and sediments.
36. Nairobi International Convention on the Removal of Wrecks

Adoption: 18 May, 2007; Entry into force: 14 April 2015
C.D.C . No. C/O/ 4571
77
The Nairobi International Convention on the Removal of Wrecks, 2007, was

adopted by an international conference held in Kenya in 2007. the Convention will
provide the legal basis for States to remove, or have removed, shipwrecks that may
have the potential to affect adversely the safety of lives, goods and property at sea,
as well as the marine environment.
The Convention will fill a gap in the existing international legal framework by
providing the first set of uniform international rules aimed at ensuring the prompt
and effective removal of wrecks located beyond the territorial sea.
The Convention also includes an optional clause enabling States Parties to apply
certain provisions to their territory, including their territorial sea.
Although the incidence of marine casualties has decreased dramatically in recent
years, mainly thanks to the work of IMO and the persistent efforts of Governments
and industry to enhance safety in shipping operations, the number of abandoned
wrecks, estimated at almost thirteen hundred worldwide, has reportedly increased
and, as a result, the problems they cause to coastal States and shipping in general
have, if anything, become more acute.
These problems are three-fold: first, and depending on its location, a wreck may
constitute a hazard to navigation, potentially endangering other vessels and their
crews; second, and of equal concern, depending on the nature of the cargo, is the
potential for a wreck to cause substantial damage to the marine and coastal
environments; and third, in an age where goods and services are becoming
increasingly expensive, is the issue of the costs involved in the marking and
removal of hazardous wrecks. The convention attempts to resolve all of these and
other, related, issues.
37. The Hong Kong International Convention for the Safe and
Environmentally Sound Recycling of Ships
Adoption: 15 May 2009; Entry into force: 24 months after ratification by 15 States,
representing 40 per cent of world merchant shipping by gross tonnage, combined
maximum annual ship recycling volume not less than 3 per cent of their combined
tonnage
The Hong Kong Convention) is aimed at ensuring that ships, when being recycled
after reaching the end of their operational lives, do not pose any unnecessary risk to
human health and safety or to the environment.
The Hong Kong Convention was adopted at a Diplomatic Conference held in Hong
C.D.C . No. C/O/ 4571
78
Kong, China, in May 2009 and was developed with input from IMO Member States
and non-governmental organizations, and in co-operation with the International
Labor Organization and the Parties to the Basel Convention on the Control of Trans
boundary Movements of Hazardous Wastes and their Disposal. It intends to
address all the issues around ship recycling, including the fact that ships sold for
scrapping may contain environmentally hazardous substances such as asbestos,
heavy metals, hydrocarbons, ozone depleting substances and others. It will address
concerns about working and environmental conditions in many of the world's ship
recycling facilities.
Regulations in the new Convention cover: the design, construction, operation and
preparation of ships so as to facilitate safe and environmentally sound recycling,
without compromising the safety and operational efficiency of ships; the operation of
ship recycling facilities in a safe and environmentally sound manner; and the
establishment of an appropriate enforcement mechanism for ship recycling,
incorporating certification and reporting requirements.
Ships to be sent for recycling will be required to carry an inventory of hazardous
materials, which will be specific to each ship. An appendix to the Convention
provides a list of hazardous materials, the installation or use of which is prohibited
or restricted in shipyards, ship repair yards, and ships of Parties to the Convention.
Ships will be required to have an initial survey to verify the inventory of hazardous
materials, renewal surveys during the life of the ship, and a final survey prior to
recycling.
Ship recycling yards will be required to provide a Ship Recycling Plan, to specify the
manner in which each individual ship will be recycled, depending on its particulars
and its inventory. Parties will be required to take effective measures to ensure that
ship recycling facilities under their jurisdiction comply with the Convention.
A series of guidelines are being finalized to assist in the Convention's
implementation.
38. About the ILO

The only tripartite U.N. agency, since 1919 the ILO brings together governments,
employers and workers representatives of 187 member States , to set labor
standards, develop policies and devise programs promoting decent work for all
women and men.
C.D.C . No. C/O/ 4571
79
39. List of International Labor Organization Conventions

The list of International Labor Organization Conventions totals 190 laws which aim
to improve the labor standards of people around the world. There are eight
fundamental Conventions (on prohibition of forced labor, child labor, the right to
organize in a trade union, and suffer no discrimination) which are binding upon
every member country of the International Labor Organization from the fact of
membership, since the Declaration on Fundamental Principles and Rights at Work
in 1998. The other Conventions are binding upon member countries whose
legislatures have chosen to ratify them. Once ratified, because there is no
international labor court as such, Conventions rely for their enforcement upon the
jurisprudence of domestic courts.
List of Conventions
From the 190 Conventions in total, there are 8 fundamental Conventions, binding on
every member regardless of ratification, and a further 71 Conventions that are up to
date and in force. The subjects covered by the Conventions concern, first and in the
most numerous group, individual rights at work, mainly on safety, wage standards,
working time, or social security, and the rights to not be forced to work or work
during childhood. Second are collective labor rights to participation in the workplace,
particularly to join a trade union, collectively bargain and take strike action, as well
as direct representation within the management of organizations. Third, there are a
series of rights to equal treatment, that are referential to the terms and conditions of
people in comparable situations, with special protections for indigenous
communities and migrants. Fourth, a set of Conventions promote job security,
through standards for dismissals, protection upon an employer's insolvency,
regulation of employment agencies and requirements upon member states to
promote full and fulfilling employment. Fifth, there are 6 Conventions which require
administrative apparatus by governments to enforce and promote labor standards,
such as through inspections, collecting statistics, developing training and consulting
with unions and employers before passing legislation. Seafarers are the subject of
12 specific Conventions because of the frequently international nature of their work,
and a further 6 Conventions relate to conditions in the fishing, plantation, hotels,
nursing, home and domestic work, where employees may be particularly vulnerable.
C001. Hours of Work (Industry) Convention, 1919

Subject: Working time
C.D.C . No. C/O/ 4571
80
C002. Unemployment Convention, 1919

Content: Positive obligation on member states to establish and
maintain public employment agencies.
Subject: Unemployment
C003. Maternity Protection Convention, 1919
Subject: Child care
C011. Right of Association (Agriculture) Convention, 1921
Subject: Unions
C012. Workmen's Compensation (Agriculture) Convention, 1921
Subject: Wages
C014. Weekly Rest (Industry) Convention, 1921
C019. Equality of Treatment (Accident Compensation) Convention, 1925
Subject: Equality
C026. Minimum Wage-Fixing Machinery Convention, 1928
Subject: Wages
C029. Forced Labor Convention, 1930
Content: Obligation for members to "completely suppress such forced
or compulsory labor", with exceptions for military, civil service, court
orders, for emergencies and minor communal orders.
Subject: Servitude
C030. Hours of Work (Commerce and Offices) Convention, 1930
C.D.C . No. C/O/ 4571
81
C045. Underground Work (Women) Convention, 1935

Subject: Safety
C047. Forty-Hour Week Convention, 1935
C053. Officers' Competency Certificates Convention, 1936
Subject: Seafarers
C058. Minimum Age (Sea) Convention (Revised), 1936
Subject: Seafarers
C077. Medical Examination of Young Persons (Industry) Convention, 1946
Subject: Safety
C078. Medical Examination of Young Persons (Non-Industrial Occupations)
Convention, 1946
Subject: Safety
C081. Labor Inspection Convention, 1947
Content: Also, Protocol of 1995 to the Labor Inspection Convention,
1947 ; P081
Subject: Administration
C084. Right of Association (Non-Metropolitan Territories) Convention, 1947
Subject: Unions
C085. Labor Inspectorates (Non-Metropolitan Territories) Convention, 1947
C087. Freedom of Association and Protection of the Right to Organize
Convention, 1948
C.D.C . No. C/O/ 4571
82
Content: Protection against discrimination for joining a trade union and

taking collective action.
Subject: Unions
C088. Employment Service Convention, 1948
C089. Night Work (Women) Convention (Revised), 1948
C092: Accommodation of Crews Convention (Revised), 1949
Subject: Seafarers
C094. Labor Clauses (Public Contracts) Convention, 1949
C094
Subject: Wages
C095. Protection of Wages Convention, 1949
Subject: Wages
C096. Fee-Charging Employment Agencies Convention (Revised), 1949
Subject: Agencies
C097. Migration for Employment Convention (Revised), 1949
Subject: Migrant workers
C098. Right to Organize and Collective Bargaining Convention, 1949
Content: The right to collective bargaining with an employer through a
trade union.
Subject: Unions
C099. Minimum Wage Fixing Machinery (Agriculture) Convention, 1951
Subject: Wages
C.D.C . No. C/O/ 4571
83
C100. Equal Remuneration Convention, 1951

Content: The right to equal pay, without any discrimination on grounds
of gender.
Subject: Equality
C102. Social Security (Minimum Standards) Convention, 1952
Subject: Social security
C105. Abolition of Forced Labor Convention, 1957
Content: Positive obligation on member states to ensure that all forced
labor is abolished.
Subject: Servitude
C106. Weekly Rest (Commerce and Offices) Convention, 1957
C110. Plantations Convention, 1958
Content: Also, Protocol of 1982 to the Plantations Convention, 1958,
P110.
Subject: Specific
C111. Discrimination (Employment and Occupation) Convention, 1958
Content: The right to not be discriminated against on grounds of "race,
color, sex, religion, political opinion, national extraction or social
origin". or other grounds determined by member states, in
employment.
Subject: Equality
C115. Radiation Protection Convention, 1960
C.D.C . No. C/O/ 4571
84
Subject: Safety
C117. Social Policy (Basic Aims and Standards) Convention, 1962
C118. Equality of Treatment (Social Security) Convention, 1962
Subject: Equality
C120. Hygiene (Commerce and Offices) Convention, 1964
Subject: Safety
C121. Employment Injury Benefits Convention, 1964
C122. Employment Policy Convention, 1964
Content: Requirement to develop "co-ordinated economic and social
policy"" for the aim of full employment.
C124. Medical Examination of Young Persons (Underground Work)
Convention, 1965
Subject: Safety
C128. Invalidity, Old-Age and Survivors' Benefits Convention, 1967
C129. Labor Inspection (Agriculture) Convention, 1969
C130. Medical Care and Sickness Benefits Convention, 1969
Subject: Safety
C131. Minimum Wage Fixing Convention, 1970
C.D.C . No. C/O/ 4571
85
Subject: Wages
C132. Holidays with Pay Convention (Revised), 1970
C133 Accommodation of Crews (Supplementary Provisions) Convention,
1970
Subject: Seafarers
C135. Workers' Representatives Convention, 1971
Subject: Representation
C137. Dock Work Convention, 1973
Subject: Seafarers
C138. Minimum Age Convention, 1973
Concept: The requirement that people are at least 15, or a higher age
determined by member states, or 14 for member states whose
education systems are developing, before working, and 18 years old
before dangerous work.
Subject: Children
C139. Occupational Cancer Convention, 1974
Subject: Safety
C140. Paid Educational Leave Convention, 1974
C140

C141. Rural Workers' Organizations Convention, 1975
Subject: Unions
C142. Human Resources Development Convention, 1975
C.D.C . No. C/O/ 4571
86
C143. Migrant Workers (Supplementary Provisions) Convention, 1975
Subject: Migrant workers
C144. Tripartite Consultation (International Labor Standards) Convention,
1976
C145. Continuity of Employment (Seafarers) Convention, 1976
Subject: Seafarers
C146. Seafarers' Annual Leave with Pay Convention, 1976
Subject: Seafarers
C147. Merchant Shipping (Minimum Standards) Convention, 1976
Concept: Also, Protocol of 1996 to the Merchant Shipping (Minimum
Standards) Convention, 1976, P147.
Subject: Seafarers
C148. Working Environment (Air Pollution, Noise and Vibration) Convention,
1977
Subject: Safety
C149. Nursing Personnel Convention, 1977
Subject: Specific
C150. Labor Administration Convention, 1978
C151. Labor Relations (Public Service) Convention, 1978
Subject: Representation
C.D.C . No. C/O/ 4571
87
C152. Occupational Safety and Health (Dock Work) Convention, 1979

Subject: Safety
C154. Collective Bargaining Convention, 1981
Subject: Unions
C155. Occupational Safety and Health Convention, 1981
Concept: Also, Protocol of 2002 to the Occupational Safety and Health
Convention, 1981, P155.
Subject: Safety
C156. Workers with Family Responsibilities Convention, 1981
Subject: Equality
C157. Maintenance of Social Security Rights Convention, 1982
C158. Termination of Employment Convention, 1982
Concept: Requirement for employers to give a good reason before
dismissing a worker. No conclusions on revision.
Subject: Fair dismissal
C159. Vocational Rehabilitation and Employment (Disabled Persons)
Convention, 1983
Subject: Equality
C160. Labor Statistics Convention, 1985
C161. Occupational Health Services Convention, 1985
Subject: Safety
C.D.C . No. C/O/ 4571
88
C162. Asbestos Convention, 1986

Subject: Safety
C163. Seafarers' Welfare Convention, 1987
Subject: Seafarers
C164. Health Protection and Medical Care (Seafarers) Convention, 1987
Subject: Seafarers
C165. Social Security (Seafarers) Convention (Revised), 1987
Subject: Seafarers
C166. Repatriation of Seafarers Convention (Revised), 1987
Subject: Seafarers
C167. Safety and Health in Construction Convention, 1988
Subject: Safety
C168. Employment Promotion and Protection against Unemployment
Convention, 1988
C169.Indigenous and Tribal Peoples Convention, 1989
Concept: The right of indigenous and tribal communities to participate
in decision making procedures.
Subject: Indigenous
C170. Chemicals Convention, 1990
Subject: Safety
C171. Night Work Convention, 1990
Subject: Safety
C.D.C . No. C/O/ 4571
89
C172. Working Conditions (Hotels and Restaurants) Convention, 1991

Subject: Specific
C173. Protection of Workers' Claims (Employer's Insolvency) Convention,
1992
Subject: Insolvency
C174. Prevention of Major Industrial Accidents Convention, 1993
Subject: Safety
C175. Part-Time Work Convention, 1994
Subject: Equality
C176. Safety and Health in Mines Convention, 1995
Subject: Safety
C177, Home Work Convention, 1996
Subject: Specific
C178. Labor Inspection (Seafarers) Convention, 1996
Subject: Seafarers
C179. Recruitment and Placement of Seafarers Convention, 1996
Subject: Seafarers
C180. Seafarers' Hours of Work and the Manning of Ships Convention, 1996
Subject: Seafarers
C181. Private Employment Agencies Convention, 1997
Subject: Agencies
C182. Worst Forms of Child Labor Convention, 1999
Concept: Duties upon member states to identify and take steps to
C.D.C . No. C/O/ 4571
90
prohibit the worst forms of child labor (slavery, prostitution, drug

trafficking and other dangerous jobs).
Subject: Children
C183. Maternity Protection Convention, 2000
Subject: Equality
C184. Safety and Health in Agriculture Convention, 2001
Subject: Safety
C185. Seafarers' Identity Documents Convention (Revised), 2003
Subject: Seafarers
C187. Promotional Framework for Occupational Safety and Health
Convention, 2006
Subject: Safety
C188. Work in Fishing Convention, 2007
Subject: Specific
C189. Domestic Workers Convention, 2011
Subject: Specific
MLC Maritime Labor Convention, 2006
Subject: Seafarers
40. Maritime Labor Convention

The Maritime Labor Convention (MLC) is an International Labor Organization
convention established in 2006 as the fourth pillar of international maritime law and
embodies "all up-to-date standards of existing international maritime labor
Conventions and Recommendations, as well as the fundamental principles to be
found in other international labor Conventions". The other "pillars are the SOLAS,
C.D.C . No. C/O/ 4571
91
STCW and MARPOL. The treaties applies to all ships entering the harbors of
parties to the treaty (port states), as well as to all states flying the flag of state party
(flag states, a0s of 2013: 50 per cent).
The convention entered into force on 20 August 2013, one year after registering 30
ratifications of countries representing over 33 per cent of the world gross tonnage of
ships. Already after five ratifications the ratifying countries (Bahamas, Norway,
Liberia, Marshall Islands, and Panama) represented over 43 per cent of the gross
world tonnage (which is over 33 per cent; the second requirement for entry into
force). As of the August 2016, the convention has been ratified by 77 states
representing over 87 per cent of global shipping.
Although the Convention has not been ratified worldwide, it has widespread effect
because vessels from non-signatory states that attempt to enter ports of signatory
states may face arrest and penalties for non-compliance with the MLC.
Content and organization
The convention consists of the sixteen articles containing general provisions as well
as the Code. The Code consists of five Titles in which specific provisions are
grouped by standard (or in Title 5: mode of enforcement):
Title 1: Minimum requirements for seafarers to work on a ship
Title 2: Conditions of employment
Title 3: Accommodation, recreational facilities, food and catering
Title 4: Health protection, medical care, welfare and social security protection
Title 5: Compliance and enforcement
For Each Title, there are general Standards, which are further specified in
mandatory Regulations (list A) as well as Guidelines (List B). Guidelines generally
form a form of implementation of a Regulation according to the requirements, but
States are free to have different implementation measures. Regulations should in
principle be implemented fully, but a country can implement a "substantially
equivalent" regulation, which it should declare upon ratification.
Some seafarers criticize the convention, saying that it lacks teeth, does not address
real issues, and skirts important seafarer needs such as decent sized cabins,
cupboards in cabins, shore leave, and rest hours by including them into Guidelines
C.D.C . No. C/O/ 4571
92
(List B) of the conventionor worse, by not addressing them at all.

Title 1: Minimum requirements for seafarers to work on a ship
The minimum requirements set out in this section of the code are divided in 4 parts
and are summarized below:
Minimum age requirements: the minimum age is 16 years (18 for night work and
work in hazardous areas).
Medical fitness: workers should be medically fit for the duties they are performing.
Countries should issue medical certificates as defined in the STCW (or use a similar
standard).
Training: Seafarers should be trained for their duties as well as have had a personal
safety training.
Recruitment/placement services located in member states or for ships flying the flag
of member states should have (amongst others) proper placement procedures,
registration, complaint procedures and compensation if the recruitment fails
Title 2: Employment conditions
The Title on employment conditions lists conditions of the contract and payments,
as well as the working conditions on ships.
Contracts: the contract should be clear, legally enforceable and incorporate
collective bargaining agreements (if existent).
Payments: Wages should be paid at least every month, and should be transferrable
regularly to family if so desired.
Rest hours: rest hours should be implemented in national legislation. The maximum
hours of work in that legislation should not exceed 14 hours in any 24-hour period
and 72 hours in any seven-day period, or: at least ten hours of rest in any 24-hour
period and 77 hours (rest) in any seven-day period. Furthermore, the daily hours of
rest may not be divided into more than two periods and, at least six hours of rest
should be given consecutively in one of those two periods.
Leave: Seafarers have a right to annual leave as well as shore leave.
Repatriation: Returning to their country of residence should be free
Loss: If a ship is lost or foundered, the seafarers have a right to an unemployment
C.D.C . No. C/O/ 4571
93
payments.
Manning: Every ship should have a sufficient manning level
Title 3: Accommodation, Recreational Facilities, Food and Catering
The title specifies rules detailed rules for accommodation and recreational facilities,
as well as food and catering.
Accommodation: Accommodation for living and/or working should be "promoting the
seafarers' health and well-being". Detailed provisions (in rules and guidelines) give
minimum requirements for various types of rooms (mess rooms, recreational rooms,
dorms etc.).
Food and Catering: Both food quality and quantity, including water should be
regulated in the flag state. Furthermore, cooks should have proper training.
Title 4: Health Protection, Medical Care, Welfare and Social Security
Protection
Title 4 consists of 5 regulations about Health, Liability, Medical care, Welfare and
social security.
Medical care on board ship and ashore: Seafarers should be covered for and have
access to medical care while on board; in principle at no cost and of a quality
comparable to the standards of health care on shore. Countries through which
territory a ship is passing should guarantee treatment on shore in serious cases.
Ship owners' liability: Seafarers should be protected from the financial effects of
"sickness, injury or death occurring in connection with their employment". This
includes at least 16 weeks of payment of wages after start of sickness.
Health and safety protection and accident prevention: A safe and hygienic
environment should be provided to seafarers both during working and resting hours
and measures should be taken to take reasonable safety measures.
Access to shore-based welfare facilities: Port states should provide "welfare,
cultural, recreational and information facilities and services" and to provide easy
access to these services. The access to these facilities should be open to all
seafarers irrespective of race, sex, religion or political opinion.
Social security: Social security coverage should be available to seafarers (and in
case it is customary in the flag state: their relatives).
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94
Title 5: Compliance and Enforcement

Title 5 sets standers to ensure compliance with the convention. The title
distinguishes requirements for flag states and port states.
Flag states: Flag states (the state under which flag the ship operates) are
responsible for ensuring implementation of the rules on the ships that fly its flag.
Detailed inspections result in the issue of a "Certificate of Maritime Compliance",
which should always be present (and valid) on a ship. Ships are required to have
decent complaints procedures in place for its crew and should institute
investigations in case of casualties.
Port States: The inspection in ports depends on whether a Certificate of Maritime
Compliance is present (and thus a flag is flown of a country which has ratified the
convention). If the Certificate is present, compliance is to be assumed in principle,
and further investigations only take place if the certificate is not in order or there are
indications of non-compliance. For ships that don't have the certificate, inspections
are much more detailed and should ensure -according to a "no more favorable
treatment principle"
that the ship has complied with the provisions of the convention. The convention is
thus -indirectly- also valid for ships of non-member countries if they plan to call to
ports of a member state.
Labor agencies: Agencies supplying on maritime workers to ships should also be
inspected to ensure that they apply the convention (amongst others the regulations
regarding to social security).
41. IMO Conventions/Protocols accepted/acceded by Bangladesh

SL No.
Date of the entry into force for Bangladesh
01
IMO Convention, 1948
02
IMO Convention amendments, 1993
03
The convention on the International
(acceded) 27.05.1976
(acceded) --------------
Regulations for Prevention Collisions at

Sea, 1972
(acceded) 10.05.1978
C.D.C . No. C/O/ 4571
95
04
The International Convention on

Load Lines, 1966
05
The Special Trade Passenger Ships

Agreement, 1971
06
(acceded) 10.02.1979
The International Convention for the

Safety of Life at Sea, 1974
08
(acceded) 10.11.1978
The Protocol on Space Requirements

for Special Trade Passenger Ships, 1973
07
(acceded) 10.08.1978
(acceded) 06.02.1982
The International Convention relating to

Intervention on the High Seas in Cases
of Oil Pollution Casualties, 1969
09
(acceded) 04.02.1982
The International Convention on

Tonnage Measurement of Ships, 1969
(acceded) 18.07.1982
10
INMARSAT CONVENTION 1976
(acceded) ----------------
11
INMARSAT OA 1976
(acceded) ---------------
12
The International Convention on Standards

of Training, Certifications and Watchkeeping
for Seafarers, 1978 as amended in 1995
(accepted) 28.04.1984
13
FAL Convention, 1965
(acceded) 28.10.2000
14
The 1988 Protocol of SOLAS 1974
(acceded) 04.11.2002
15
The 1988 Protocol of the Load Line
16
Convention 1966
(acceded) 04.11.2002
Load Lines Protocol 88
(acceded) ----------------
C.D.C . No. C/O/ 4571
96
17
The International Convention for the

Preventing of Pollution from the Ships,
1973, as modified by the Protocol of
1978 relating thereto {(MARPOL
73/78)-Annex I/II}
(acceded) 04.11.2002
18
MARPOL 73/78 (Annex III)
(acceded) 04.11.2002
19
MARPOL 73/78 (Annex IV)
(acceded) 04.11.2002
20
MARPOL 73/78 (Annex V)
(acceded) 04.11.2002
21
MARPOL Protocol 1997 (Annex VI)
(acceded) 04.11.2002
22
OPRC 1990
(acceded) 23.07.2004
23
SUA Convention 1988
(acceded) 07.09.2005
24
SUA Protocol 88
(acceded) --------------
25
IMO amendments 91
(acceded) --------------
26
SAR 1979
(acceded) 31.07.2011
27
STCW 2010
(acceded) 02.12.2012
42. Conclusion
In the vast field of conventions there is no scope to put any personal input or point
of view as these are matters of laws and regulations. in my study i tried to outline
the conventions and tried to relate them in terms of their implementation. Marine
sector is rigidly bound by regulations of many conventions and in practical the
regulations has to followed word by word. That is why, in my limited understanding, i
think that during application the original document always should be sourced to
avoid any misinterpretation or ambiguity. I truly believe that the sincere application
of these conventions will ensure safety and security of lives and efficient
management of trade.
C.D.C . No. C/O/ 4571
97
Sources
www.imo.org
www.ilo.org
www.dos.gov.bd
www.wikipedia.org
www.google.com
www.marineengineeringonline.com
www.marinestudy.net
www.marineinsight.com
C.D.C . No. C/O/ 4571
98

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A Comprehensive Study on

IMO conventions, ILO conventions,

A Marine Engineer Officer (Class-2) Oral Examination Task

Submitted to the office of the Department of Shipping, Dhaka

People's Republic of Bangladesh

C.D.C . No. C/O/ 4571

1. About the IMO

2. About IMO conventions

6. Summary of Status of Conventions

7. Chronological list of IMO instruments

8. Convention on the International Maritime Organization

10. International Regulations for Preventing Collisions at Sea

11. MARPOL 73/78

12. STCW Convention

13. STCW-F Convention

14. Convention on Facilitation of International Maritime Traffic (FAL)

15. International Convention on Load Lines -

19. Special Trade Passenger Ships Agreement, 1971

16. International Convention on Tonnage Measurement of Ships

20. Convention relating to Civil Liability in the Field of Maritime Carriage of

21. International Convention on the Establishment of an International Fund for

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22. International Convention for Safe Containers (CSC)

24. Convention on the International Maritime Satellite Organization

25. Convention on Limitation of Liability for Maritime Claims (LLMC)

27. International Convention on Maritime Search and Rescue (SAR)

29. International Convention on Salvage

31. International Convention on Liability and Compensation for Damage in Connection

36. Nairobi International Convention on the Removal of Wrecks

39. List of International Labor Organization Conventions

40. Maritime Labor Convention

41. IMO Conventions/Protocols accepted/acceded by Bangladesh -

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1. About the IMO

2. About IMO conventions

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in the twentieth century, with the adoption of still more internationally-developed

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upon Governments which have ratified it - it has to be accepted formally by

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This percentage requirement in practice led to long delays in bringing amendments

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resolution was adopted. So the resolution MSC.374(93) refers to the MSC

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International Convention on Maritime Search and Rescue (SAR), 1979

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Conventions covering liability and compensation

6. Summary of Status of Conventions

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CLC Protocol 1992

HNS PROT 2010

PAL Protocol 2002

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7. Chronological list of IMO instruments

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

1981 amendments (MSC.1(XLV))

1983 amendments (MSC.6(48))

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