A Really Handy Guide to Ship Certification-Part 1

A Revision Guide for Mariners

Identifying and defining

An electronic book for learning and revising ship certification

Kindle Edition

by

John Manley

2017 ©NavsBooks

Edition 1

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

Contents

The journey starts

Identifying the vessel

The Maritime Conventions

Defining a vessel

A quick summary

The Journey Starts

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

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

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

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

Grouping the certificates

To assist in remembering certificate carriage requirements, this book has arranged the documents into the following groups:

Identifying the vessel

These two documents enable a vessel to be uniquely identified-

Certificate of Registry

The Continuous Synopsis Record

Defining the vessel

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

The International Tonnage Certificate

The International Load Line Certificate

In between some of these certificates will be found some diversions into related topics, diversions that will not only create a chance to pause, but also expand the study beyond the certification itself. And so the first steps are taken, into the realm of vessel identification.

Identifying the Vessel

At the start of this exploration of ship certification are two documents that identify a vessel. In an industry where ships can change owners, flags and names these are fundamental documents.

The Certificate of Registry

The Continuous Synopsis Record

The Certificate of Registry
The ship’s passport

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

Some Key facts

The Certificate of Registry is required for any ship on international voyages, apart from Government owned vessels and very small vessels

In UK law, commercial vessels under 100 GT and pleasure vessels less than 24 metres in length are listed on a Small Ship Register. This registration is only required if sailing on the ‘high seas’ or visiting foreign ports

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

The certificate of registry does not prove ownership or show mortgages

It cannot be subject to detention and must remain on the vessel unless required to obtain custom clearance

Many countries require the certificate to be produced on entering or leaving a port

Different countries have different qualification requirements for vessel registration

Information found on the certificate

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

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

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

Tonnages:
Gross tonnage, Net tonnage, Registered tonnage

Dimensions:
Length, Breadth, Depth

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

Ownership:
Name and address of owners

Validity:
Issue and expiry dates, Signature

Italics used in this book indicate revision guidance, comments, and groupings that assist in understand the certificates.

The legal requirement

"Every State shall fix the conditions for the grant of its nationality to ships, for the registration of ships in its territory, and for the right to fly its flag. Ships have the nationality of the State whose flag they are entitled to fly. There must exist a genuine link between the State and the ship"

"Every State shall issue to ships to which it has granted the right to fly its flag documents to that effect."

UNCLOS Article 91 Nationality of ships

The quotations within this book are not intended to be definitive, so if the exact wording is important, track down the original legislation.

Two of the numbers explained

Before leaving the Certificate of Registry here is a quick detour into some of the information contained on the document.

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

The IMO Number

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

Key facts

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

The number is to be clearly legible on all plans, manuals and other documents required by IMO conventions

It is required by passenger ships of 100 GT and above, and cargo ships of 300 GT and above

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

The number will be stated on the certificate of registry and must be permanently marked in a visible space on stern, side hull, or superstructure, in an easily accessible space on a transverse bulkhead of machinery space, end of hatchway, pumproom, or transverse bulkhead in a RO/RO space

The official number

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

Summary of the numbers:

IMO number = Issued by IMO for the life of ship

Official Number = Issued by flag state for the period the ship is on their registry

Revision Questions

Revision questions are spread throughout this book. If you are studying for an exam you may find these useful.

If not, click here for the next certificate>

Question: What roles does the Certificate of Registry perform?

Answer:

To prove the ship’s nationality

To assist in obtaining clearance in a foreign port and when boarded by officials in a war zone or embargoed area

To assist in selling a vessel, or arranging finance

To assit in obtaining protection from a warship

Question: What vessels require a Certificate of Registry?

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

Note: In UK law, commercial vessels under 100 GT and pleasure vessels less than 24 metres are listed on different registers. They need to be registered if sailing on the ‘high seas’ or visiting foreign ports in order to remain under flag state law.

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

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

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

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

Answer:

Identity details

Ship description

Tonnages

Dimensions

Build details

Validity

Ownership

Question: What tonnages are contained on the certificate?

Answer:

Gross tonnage

Net tonnage

Registered tonnage

Fact: Ship Registers are divided into three types:

National (closed)- The ship owners must have genuine links with the flag state

Flags of convenience (open)- No genuine link with the flag state is required

Offshore (Second)- A register established under separate legislation to its parent register

Question: Who issues a ship's official number, and for how long does it last?

Answer: The flag state when a ship enters its register. It will remain with the ship unless it changes flag.

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

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

Note: It is required by SOLAS Chapter XI, regulation 3- 'Ship identification number'. The IMO number is formed of the three letters ‘IMO’, followed by seven digits.

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

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

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

Question: Who issues the IMO number?

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

Important note: A certificate of Registry cannot be subject to detention and must remain on the vessel unless required to obtain custom clearance.

The next document does more than evidence the ship's current identity, it also records its past identities.

The Continuous Synopsis Record
A record of a ship's life

The Continuous Synopsis Record (CSR) provides an on-board record of the life of the ship. A CSR is required to be carried by all passenger and cargo ships of 500 GT and above on international voyages.

It is a document of three parts:

Form 1 The CSR

Form 2 Amendment form

Form 3 Index of amendments

Key facts

The CSR is required by SOLAS Chapter XI-1 - Special Measures to Enhance Maritime Safety, Regulation 5 - Continuous Synopsis Record.

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

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

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

The flagstate keeps a copy, which may be in an electronic form, of each CSR document issued to the ship.

The CSR shall be in English, French or Spanish language. Additionally, a translation into the official language or languages of the Administration may be provided.

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

Information contained on a CSR 1

The CSR 1 contains identification, registration, ownership and certification information.

Ship identification

The ship's IMO number

The name of the ship

Registration details:

The name of the State whose flag the ship is entitled to fly

The date on which the ship was registered with that State

The port at which the ship is registered

 The date on which the ship ceased to be registered with that State

Ownership information:

The name of the registered owners and their registered addresses

The registered owner identification number

The name of the registered bareboat charterers and their registered addresses, if applicable

The name of the Company, its registered address and the addresses from where it carries out the safety-management activities 

The Company identification number

Certification

 The name of all classification societies with which the ship is classed

The name of the Administration or of the Contracting Government or of the recognized organization which has issued the Document of Compliance

The name of the Administration or of the Contracting Government or of the recognized organization that has issued the Safety Management Certificate

 The name of the Administration or of the Contracting Government or of the recognized security organization that has issued the International Ship Security Certificate

Actions required by Masters

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

Check its sequential number 

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

If the Master establishes that there are outstanding amendments not reflected in the latest CSR document the master should:

Complete new amendment form(s) relating to each outstanding amendment and attach it to the latest CSR document

List the amendment(s) referred to in the index of amendments (CSR 3) attached to the latest CSR document

Forward copies of the amendment form(s) to the ships Administration

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

Contact in writing the ships Administration without delay

List the papers lost or damaged

Summary

The CSR is required by SOLAS Chapter XI

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

It is made up of three forms:

Form 1 The CSR

Form 2 Amendment form

Form 3 Index of amendments

To skip the revision questions click here>

Revision Questions

A reminder: The three components of a CSR are:

 Form 1 The CSR

 Form 2 Amendment form

Form 3 Index of amendments

Question: What does CSR stand for?

Answer: Continuous Synopsis Record.

Note: It is required by SOLAS Chapter XI-1 - Special Measures to Enhance Maritime Safety, Regulation 5 - Continuous Synopsis Record.

Question: What is the CSR's purpose?

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

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

Question: What are the three parts of a CSR?

Answer:

Form 1 The CSR 

Form 2 Amendment form

Form 3 Index of amendments

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

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

Answer:

Ship identification

Registration details

Ownership information

Certification

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

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

The CSR3 is a summary of the amendments.

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

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

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

The Maritime Conventions

Identifying the ship

United Nations Convention on the Law of the Sea (UNCLOS)

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

The issues covered by the Convention include:

Territorial seas

Innocent passage

Transit passage through straits

Exclusive economic zones (EEZ)

Continental shelf exploitation

Freedoms of the high sea

Marine pollution responsibilities

Disputes

The International Tribunal for the Law of the Sea

The International Tribunal for the Law of the Sea is an independent judicial body established by the United Nations Convention on the Law of the Sea to adjudicate disputes arising out of the interpretation and application of the Convention.

Defining the ship

International Convention on Tonnage Measurement of Ships, 1969 (Tonnage Convention)

This Convention introduced an universal tonnage measurement system. The Convention provides for gross and net tonnages, both of which are calculated independently.

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

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

International Convention on Load Lines, 1966, (Load Lines Convention)

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

Contents of the convention

Annex I

Chapter I – General

Chapter II – Conditions of assignment of freeboard

Chapter III – Freeboards

Chapter IV – Special requirements for ships assigned timber freeboards

Annex II covers Zones, areas and seasonal periods

Annex III contains certificates, including the International Load Line Certificate

Managing the vessel

The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978

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

The Manila amendments to the STCW Convention and Code were adopted on 25 June 2010, marking a major revision of the STCW Convention and Code.

The STCW regulations are supported by sections by the STCW Code. The Convention contains basic requirements which are then enlarged upon and explained in the Code.

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

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

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

Keeping the ship safe

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

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

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

Keeping the seas clean

The International Convention for the Prevention of Pollution from Ships, 1973 (MARPOL)

MARPOL is the key international convention covering prevention of pollution of the marine environment by ships from operational or accidental causes.

The MARPOL Convention was adopted on 2 November 1973 at IMO. MARPOL has been updated by amendments over the years. The convention currently includes six technical Annexes.

 Annex I– Regulations for the Prevention of Pollution by Oil

Annex II– Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk

Annex III– Regulations for the Prevention of Pollution by Harmful Substances Carried by sea in Packaged Form

Annex IV– Regulations for the Prevention of Pollution by Sewage from Ships

Annex V-Regulation for the Prevention of Pollution by Garbage from Ships

Annex VI– Regulations for the Prevention of Air Pollution from Ships

International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004 (BWM Convention)

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

Under the Convention, all ships engaged in international traffic are required to manage their ballast water and sediments to a certain standard, according to a ship-specific ballast water management plan. All ships will also have to carry a ballast water record book and an international ballast water management certificate.

International Convention on the Control of Harmful Anti-Fouling Systems on Ships, 2001 (AFS Convention)

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

International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 (Bunkers Convention)

The Convention was adopted to ensure that adequate, prompt, and effective compensation is available to persons who suffer damage caused by spills of oil, when carried as fuel in ships’ bunkers

International Convention on Civil Liability for Oil Pollution Damage, 1992 (CLC Convention)

The Convention covers those who suffer oil pollution damage resulting from maritime casualties involving oil-carrying ships. The Convention places the liability for such damage on the owner of the ship from which the polluting oil escaped or was discharged. The Convention applies to seagoing vessels carrying oil in bulk as cargo, but only ships carrying more than 2,000 tons of oil are required to maintain insurance in respect of oil pollution damage.

Certificates that define a ship

This chapter covers the certification that defines two fundamental pieces of information about a vessel, its tonnage and draft.

The International Tonnage Certificate

The International Load Line Certificate

International Tonnage Certificate
Defining the size of a ship

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

Key facts

An International Tonnage Certificate is required by ships engaged on international voyages, but not by ships of war and vessels of less than 24 metres in length

It is issued on build or alteration, after a tonnage survey has been conducted

The meaning of gross and net tonnages

Gross tonnage (GT) is the measure of the overall size of a ship. It is derived from a formula that multiplies the internal volume of a ship in cubic metres by a constant (K) contained in a table within the tonnage convention.

Net tonnage (NT) is the measure of the useful capacity of a ship determined in accordance with the Convention. It is also derived from multiplying the internal volume by the constant K, but then applies a formual that uses the  summer moulded summer draft and moulded depth. An additional factor is used for passenger ships.

The contents of the certificate

Front page

Name of Ship

Distinctive Number or Letters

Port of Registry

Dimensions

Length

Breadth

Moulded depth amidships

The Gross and net tonnages

Date of issue

Rear page

A table showing the spaces included within the tonnage. The table lists for each space: name, location, length

The Suez and Panama tonnage certificates

These are issued on behalf of the canal authorities who both use a different measurement system from the international certificate. The certificates are not mandatory, and are only required if the vessel intends to use the canals. Most international trading ships however, are issued with the certificates on build.

The International Load Line Certificate
Defining how deep a vessel can load

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

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

The loadline certificate is required by the International Convention on Load Lines, 1966. All ships on international voyages require to hold the certificate, apart from:

Ships of war

Ships of less than 24 metres in length 

Pleasure yachts not engaged in trade

Fishing vessels

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

Determining the load line

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

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

The Corrections for a type A ship are:

For depth

For position of deck line

For superstructure

For trunks

For sheer

For bow height

The corrections for a type B ship are:

For depth

For position of deck line

For superstructure

For trunks

For sheer

For bow height

Surveys

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

The certificate is renewed after a survey that must be undertaken at a period not exceeding five years. This survey is to ensure that the structure, equipment, arrangements, materials and scantlings fully comply with the requirements of the Load Line Convention.

An annual inspection is also to be conducted within three months either way of each annual anniversary date of the certificate, this is to ensure that alterations have not been made to the hull or superstructures which would affect the calculations determining the position of the load line.

Items looked at during an inspection:

Protection of openings

Guard rails

Freeing ports

Means of access to crew’s quarters

Contents of the certificate

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

Ship details

Name of ship

Distinctive Number or letters

Port of Registry

Length

Gross tonnage

Type of ship

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

Winter North Atlantic

Winter

Summmer

Tropical

Survey details

Date of survey

Any Conditions

Endorsement of annual Survey

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

Many certificates contain such a supplementary document. These supplements are useful when preparing a ship for a survey as they provide an indication of the scope of inspections.

Information contained within the records of particulars:

Tables with details of the following:

Doors

Hatchways

Machinery space openings

Ventilators

Air pipes

Cargo ports and similar openings

Scuppers, inlets discharges

Side scuttles

Freeing ports

Protection of the crew

Timber deck cargo fittings

Other special features

Loadlines

Click to skip the questions>

Revision Questions

A quick load line history

1835 Lloyds Register introduced cargo limits based on freeboard, but these only applied to vessels on their register.

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

1939 The first International Convention on load lines was adopted.

1966 The current convention was adopted.

Question: What does HSSC stand for?

Answer: Harmonised System of Survey and Certification.

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

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

Answer: The International Convention on Load Lines, 1966.

"Except as provided in paragraphs (2) and (3) of this Article, the appropriate load lines on the sides of the ship corresponding to the season of the year and the zone or area in which the ship may be shall not be submerged at any time when the ship puts to sea, during the voyage or on arrival."  Load Line Convention

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

Answer:

Ships of war

 Ships of less than 24 metres in length

 Pleasure yachts not engaged in trade

Fishing vessels

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

Answer:

The basic freeboard is obtained from tables within the load line convention using the ship type and length

This freeboard is then adjusted by several factors to give the summer freeboard

The seasonal freeboards are calculated from the summer freeboard

Question: How often in the certificate renewed?

Answer: Every five years.

Note: Tropical freeboard is one forty-eighth of the summer draught below the summer freeboard. Winter freeboard is one forty-eighth of summer draught above the summer draft.

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

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

Answer:

Protection of openings

Guard rails

Freeing ports

Means of access to crew’s quarters

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

Answer:

Winter North Atlantic

Winter

Summmer

Tropical

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

Answer:

For depth

For position of deck line

For superstructure

For trunks

For sheer

For bow height

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

Identifying and Defining a Vessel

A Quick Summary

Certificates to identify the vessel:

Certificate of Registry

The Continuous Synopsis Record

Certificates to define a vessel

The International Tonnage Certificate

The International Load Line Certificate

The conventions related to identifying and defining:

UNCLOS 

SOLAS Chapter XI-1 - Special Measures to Enhance Maritime Safety

International Convention on Tonnage measurement of Ships 

International Convention on Load Lines

Validity periods

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

International Loadline Certificate: 5 Years with an annual survey

Size of vessels requiring certicates:

Certificate of Registry: 100 GT,  24 Metres

IMO number: Passenger ships 100 GT, cargo ships  300 GT

CSR: 500 GT

Load Lines Certificate: 24 metres in length

Some assorted facts to remember:

The Certificate of Registry cannot be subject to detention and must remain on the vessel unless required to obtain custom clearance

The official number It is issued by IHS maritime and Trade on behalf of the IMO

The three parts of the CSR:

Form 1 The CSR

Form 2 Amendment form

Form 3 Index of amendments

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

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

For loadline puroses a type 'A' ship is a ship which is designed to carry only liquid cargoes in bulk

The loadline certificate is covered by the Harmonised System of Survey and Certification (HSSC) system

And now...

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

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

The Really Handy range of Kindle books

A Really Handy Book to learn the Collision Regulations

When Ships Meet 

Shapes and a bit more

Rule 19 and a bit more

IALA Buoyage-A really handy book to learn the system

A Really Handy Guide to the ISM Code

And finally.....

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