Maritime safety

De todos los convenios internacionales que tratan de la seguridad marítima, el más importante es el Convenio internacional para la seguridad de la vida humana en el mar, más conocido como Convenio SOLAS, que abarca una gran variedad de medidas destinadas a acrecentar la seguridad de la navegación.

El Convenio es también uno de los más antiguos en su género: la primera versión se adoptó en 1914 tras el hundimiento del Titanic, que costó la vida a más de 1 500 personas. Desde entonces ha habido cuatro versiones más. La presente versión se adoptó en 1974 y entró en vigor en 1980. En esta edición se conmemora el 50º aniversario de la adopción del Convenio SOLAS 1974, un instrumento internacional prominente para la seguridad marítima.

A fin de facilitar la consulta de todas las prescripciones del Convenio SOLAS aplicables a partir del 1 de julio de 2024, esta edición contiene el texto refundido del Convenio, su Protocolo de 1988 y todas las enmiendas en vigor en esa fecha. Asimismo, la presente edición contiene las interpretaciones unificadas de las reglas del Convenio SOLAS, que fueron adoptadas por el Comité de Seguridad Marítima.

La présente publication contient le Recueil de règles de sécurité applicables aux navires spéciaux, 2008 (Recueil SPS de 2008), le nouveau Recueil international de règles de sécurité applicables aux navires qui transportent du personnel industriel (Receuil IP) et le chapitre XV de la Convention SOLAS portant sur les Mesures de sécurité applicables aux navires transportant du personnel industriel.

Le Recueil SPS 2008 établit une norme de sécurité applicable aux navires spéciaux qui transportent du "personnel spécial", tel que des chercheurs et des techniciens qui participent à des activités spécifiques à bord. Le Recueil IP, qui est entré en vigueur le 1er juillet 2024, étend ces principes de sécurité de base aux navires transportant du "personnel industriel". Ce nouveau recueil répond aux prescriptions de sécurité pour les secteurs de l'énergie et offshore, garantissant le transport et le transfert en toute sécurité des membres du personnel qui participent aux activités industrielles au large.

This publication includes the Code of Safety for Special Purpose Ships, 2008 (2008 SPS Code), the new International Code of Safety for Ships Carrying Industrial Personnel (IP Code), and SOLAS chapter XV on safety measures for ships carrying industrial personnel.

The 2008 SPS Code sets safety standards for special purpose ships carrying ‘special personnel’ such as scientists and technicians involved in specific onboard activities. The IP Code, which came into force on 1 July 2024, extends these safety principles to ships transporting ‘industrial personnel’. This new code addresses the safety requirements for the offshore and energy sectors, ensuring safer transport and transfer of personnel involved in offshore industrial activities.

This publication contains the International Code of Safety for Diving Operations, 2023 (2023 Diving Code), which has been developed to enhance the safety of divers and diving support personnel, to facilitate the international movement and operation of diving units, and to provide a minimum international standard for the design, construction and survey of diving units to safely support diving operations.

The 2023 Diving Code was adopted by resolution MSC.548(107) and applies to ships of not less than 500 gross tonnage that have a diving system installed on or after 1 January 2024.

Le Recueil international de règles de sécurité applicables aux opérations de plongée, 2023 (Recueil de plongée de 2023) a pour objet d’améliorer la sécurité des plongeurs et du personnel d’appui à la plongée, de faciliter le mouvement et l’exploitation des unités de plongée et d’offrir une norme internationale minimale relative à la conception, à la construction et à la visite des unités de plongée afin de contribuer à la sécurité des opérations de plongée.

Le Recueil de plongée de 2023 a été adopté par la résolution MSC.548(107) et s’applique aux navires d’une jauge brute égale ou supérieure à 500 qui disposent d’un système de plongée installé le 1er janvier 2024 ou après cette date.

This course covers training in fire fighting and is based on the provisions of table A-VI/3 of the STCW Code.

This model course is intended to provide the knowledge required to enable personnel without designated security duties in connection with a Ship Security Plan (SSP) to enhance ship security in accordance with the requirements of chapter XI-2 of SOLAS 74 as amended, the ISPS Code, and section A-VI/6-1 of the STCW Code, as amended.

Those who successfully complete this course should achieve the required standard of competence enabling them to contribute to the enhancement of maritime security through heightened awareness and the ability to recognize security threats and to respond appropriately.

La presente publicación contiene la versión actualizada de los tres instrumentos más importantes de la OMI que tratan de los dispositivos de salvamento, es decir:

• el Código internacional de dispositivos de salvamento (Código IDS) (resolución MSC.48(66));
• la Recomendación revisada sobre las pruebas de los dispositivos de salvamento (resolución MSC.81(70)); y
• el Código de prácticas para la evaluación, la prueba y la aceptación de prototipos de dispositivos y medios de salvamento de carácter innovador (resolución A.520(13)).

This publication contains the three most important IMO instruments dealing with life-saving appliances, as updated, namely:

• the International Life-Saving Appliance (LSA) Code (resolution MSC.48(66));
• the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)); and
• the Code of Practice for the Evaluation, Testing and Acceptance of Prototype Novel Life-saving appliances and Arrangements (resolution A.520(13)).

This IMO Model course addresses the competences and training that are required to achieve the standards for knowledge, understanding and proficiencies (KUPs) set out in paragraph 5 of section A-V/2 of the STCW Code.

La presente publicación tiene por objeto refundir el material de la Organización Marítima Internacional (OMI) existente relacionado con la protección marítima en una guía que facilita la lectura del capítulo XI-2 del Convenio internacional para la seguridad de la vida humana en el mar, 1974 (Convenio SOLAS) y el Código internacional para la protección de los buques y de las instalaciones portuarias (Código PBIP), a fin de ayudar a los Estados a promover la protección marítima mediante la elaboración del marco jurídico requerido, prácticas y procedimientos, así como los recursos humanos y técnicos necesarios.

La Guía está destinada a asistir a los Gobiernos Contratantes del Convenio SOLAS en la implantación, verificación, cumplimiento y aplicación de las disposiciones del capítulo XI-2 del Convenio SOLAS y del Código PBIP. También debería servir de ayuda y referencia para las personas encargadas de llevar a cabo actividades de creación de capacidad en el ámbito de la protección marítima.

En esta segunda edición de la Guía se han incorporado orientaciones aprobadas por el Comité de seguridad marítima (MSC) respecto de la elaboración de legislación marítima, así como de la gestión de los riesgos cibernéticos marítimos, y se incluyen referencias actualizadas a información adicional para respaldar la implantación del Código PBIP.

El Comité de seguridad marítima adoptó el Código internacional de seguridad para naves de gran velocidad, 2000 (Código NGV 2000) en diciembre de 2000 mediante la resolución MSC.97(73). El Código adquirió carácter obligatorio en virtud del capítulo X (Medidas de seguridad aplicables a las naves de gran velocidad) del Convenio SOLAS 1974 y se aplica a toda nave de gran velocidad que realice viajes internacionales y cuya quilla haya sido colocada, o cuya construcción se halle en una fase equivalente, el 1 de julio de 2002 o posteriormente.

La edición de 2021 contiene el texto refundido del Código NGV 2000, que incorpora las enmiendas adoptadas por el Comité de seguridad marítima mediante las resoluciones MSC.175(79), MSC.222(82), MSC.260(84), MSC.271(85), MSC.326(90), MSC.352(92), MSC.424(98) y MSC.439(99). También incluye interpretaciones unificadas del Código NGV 2000, las Directrices sobre la determinación de limitaciones operacionales uniformes para las naves de gran velocidad (MSC.1/Circ.1329) y el capítulo X del Convenio SOLAS.

The International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code) applies to high-speed craft that are involved in international voyages and for which the keels were laid after 1 January 1996. The 2000 HSC Code applies to craft for which the keels were laid, or which were at a similar stage of construction, on or after 1 July 2002. The application of both HSC Codes is mandatory under chapter X of the SOLAS Convention.

El Acuerdo de Ciudad del Cabo de 2012 sobre la implantación de las disposiciones del Protocolo de Torremolinos de 1993 relativo al Convenio internacional de Torremolinos para la seguridad de los buques pesqueros, 1977 (el Acuerdo) fue adoptado por la Conferencia internacional sobre la seguridad de los buques pesqueros, celebrada del 9 al 11 de octubre de 2012 en Ciudad del Cabo (Sudáfrica), bajo los auspicios de la Organización Marítima Internacional (OMI), como resultado de la ardua labor realizada y los intensos debates mantenidos a lo largo de cinco años.

La seguridad de los pescadores y de los buques de pesca forma parte integrante del mandato de la OMI, sin embargo, desde una perspectiva mundial, el sector pesquero no cuenta con un historial de seguridad aceptable; y aunque varios factores han contribuido a ello, no hay duda que la falta de un regimen normativo vinculante a nivel internacional ha desempeñado un papel significante en la situación actual. En este contexto, ni el Convenio internacional de Torremolinos para la seguridad de los buques pesqueros, 1977, ni el Protocolo de Torremolinos, adoptado en 1993, llegaron a entrar en vigor debido a varias restricciones de índole técnica y jurídica. El Acuerdo supuso la renovación de las disposiciones de entrada en vigor del Protocolo de Torremolinos de 1993, y se espera que desempeñe una función importante en la mejora de las normas de seguridad y la reducción de la pérdida de vidas humanas en el sector de la pesca.

 El Acuerdo de Ciudad del Cabo de 2012 entrará en vigor 12 meses después de la fecha en que por lo menos 22 Estados que tengan como mínimo 3 600 buques pesqueros de eslora igual o superior a 24 m que operen en alta mar en total hayan manifestado su consentimiento en obligarse por él.

This course provides information on the generic use of AIS, and is designed for officers in charge of a navigational watch on ships that are fitted with such equipment. Its main aims are to increase safety and security and to protect the environment by giving instruction on the understanding and safe use of such systems, including illustrations of dangerous or improper use.

This model course aims to meet the mandatory minimum requirements for knowledge, understanding and proficiency in table A-II/1 of the STCW Code and takes into account all relevant IMO resolutions and guidelines on AIS available at the time the model course was prepared.

The aim of this model course is to meet the mandatory minimum standards of competence for seafarers as electro-technical ratings, in the following functions: electrical, electronic and control engineering; maintenance and repair; and controlling the operation of the ship and care for persons on board, at the support level specified in table A-III/7 of the STCW Code.

This “basic” course provides training to navigation officers to operate ships in Polar waters and to address those additional provisions deemed necessary for consideration beyond existing requirements of the SOLAS and MARPOL Conventions, in order to take into account the climatic conditions of Polar waters and to meet appropriate standards of Maritime safety and pollution prevention.

This model course aims to meet the mandatory minimum requirements for the knowledge, understanding and proficiency in table A-III/5 of the STCW Code. The course comprises four functions at the support level: Marine engineering; Electrical, electronic and control engineering; Maintenance and repair; and Controlling the operation of the ship and care for persons on board.

On successful completion of the training and assessment trainees should be competent to carry out safely the duties of ratings as able seafarer engine (AB engine).

The International Safety Management (ISM) Code with guidelines for its implementation provides an international standard for the safe management and operation of ships and for pollution prevention. It is an essential reference for maritime administrations, shipowners and operators, shipping companies, training providers and education institutes, shipbuilders, engine and equipment manufacturers and others with interest in ensuring safety at sea and prevention of damage to the environment.

This publication includes the texts of SOLAS chapter IX and the ISM Code. Additionally, Guidelines for the operational implementation of the International Safety Management (ISM) Code by Companies (MSC-MEPC.7/Circ.8), Guidance on the qualifications, training and experience necessary for undertaking the role of the designated person under the provisions of the ISM Code (MSC-MEPC.7/Circ.6), Guidance on near-miss reporting (MSC-MEPC.7/Circ.7), Guidelines on Maritime Cyber Risk Management (MSC-FAL.1/Circ.3) and resolution MSC.428(98) on Maritime Cyber Risk Management in Safety Management Systems are included.

L’Accord du Cap de 2012 sur la mise en œuvre des dispositions du Protocole de Torremolinos de 1993 relatif à la Convention internationale de Torremolinos sur la sécurité des navires de pêche, 1977 a été adopté par la Conférence internationale sur la sécurité des navires de pêche, tenue du 9 au 11 octobre 2012 au Cap (Afrique du Sud), sous les auspices de l’Organisation maritime internationale (OMI), aux termes de travaux soutenus et d’un échange de vues approfondi sur une période de cinq ans.

La sécurité des pêcheurs et des navires de pêche fait partie intégrante du mandat de l’OMI; toutefois, le secteur de la pêche, d’un point de vue mondial, ne fournit pas un bilan de sécurité acceptable et, s’il est vrai qu’un bon nombre de facteurs y ont contribué, il ne fait aucun doute que l’absence d’un régime réglementaire international efficace et obligatoire a joué un rôle non négligeable pour préserver le statu quo. Dans ce contexte, ni la Convention internationale de Torremolinos sur la sécurité des navires de pêche, adoptée en 1977 ni le Protocole de Torremolinos adopté en 1993, ne sont entrés en vigueur en raison de diverses contraintes d’ordre juridique et technique. L’Accord marquait un engagement renouvelé en faveur de l’entrée en vigueur des dispositions du Protocole de Torremolinos de 1993 et il devrait jouer un rôle majeur dans l’amélioration des normes de sécurité et la réduction des pertes en vies humaines dans le secteur halieutique.

L’Accord du Cap de 2012 entrera en vigueur 12 mois après la date à laquelle le consentement à être lié par lui aura été exprimé par au moins 22 États dont le nombre total de navires de pêche d’une longueur égale ou supérieure à 24 m exploités en haute mer est au moins égal à 3 600.

Le Code international de gestion pour la sécurité de l’exploitation des navires et la prévention de la pollution (Code international de gestion de la sécurité (Code ISM)) établit une norme internationale pour la sécurité de la gestion et de l’exploitation des navires et pour la prévention de la pollution. Il est un outil de référence essentiel pour les administrations maritimes, les propriétaires et les exploitants de navires, les compagnies maritimes, les formateurs spécialisés et établissements d’enseignement, les constructeurs, les fabricants de machines et de matériel et ceux qui sont soucieux de garantir la sécurité en mer et de prévenir les dommages à l’environnement.

La présente publication inclut les textes du chapitre IX de la Convention SOLAS et du Code ISM. Sont également inclues dans la publication les Directives pour l’application opérationnelle du Code international de gestion de la sécurité (Code ISM) pour les compagnies (MSC-MEPC.7/Circ.8), les Directives sur les qualifications, la formation et l’expérience requises pour s’acquitter du rôle de personne désignée en vertu des dispositions du Code international de gestion de la sécurité (Code ISM) (MSC-MEPC.7/Circ.6), les Recommandations concernant la notification des quasi-accidents (MSC-MEPC.7/Circ.7), la Gestion des cyber-risques maritimes dans le cadre des systèmes de gestion de la sécurité (résolution MSC.428(98) et les Directives sur la gestion des cyber-risques maritmes (MSC-FAL.1/Circ.3).

This model course aims to meet the mandatory minimum requirements for the training of personnel in crisis management during emergency situations on board Passenger ships. Trainees gain competence in passenger ship crisis management and human behaviour training in accordance with section A-V/2, paragraph 4 and table A-V/2-2 of the STCW Code, demonstrating the ability to organize shipboard emergency procedures; optimize the use of resources; control responses to emergencies; control passengers and other personnel during emergency situations; and establish and maintain effective communications.

This model course aims to meet the mandatory minimum requirements for the training of personnel providing direct service to passengers in passenger spaces on board Passenger ships specified in regulation V/2 and section A-V/2 of the STCW Code. On successful completion, trainees should be able to communicate with passengers during an emergency, demonstrate personal Life-saving appliances and embark and disembark passengers, in particular caring for those needing special assistance.

Successful completion of this course enables seafarers to meet the mandatory minimum standards of competence in the use of leadership and managerial skills specified in Function: Controlling the operation of the ship and caring for persons on board at the management level in tables A-II/2 and A-III/2 of the STCW Code.

اعتُمِدَ اتفاق كيب تاون لعام 2012 بشأن تتفيذ أحكام بروتوكول توريمولينوس لعام 1993 المتعلق باتفاقية توريمولينوس الدولية لسلامة سفن الصيد لعام 1977 (الاتفاق) من قِبل المؤتمر الدولي بشأن سلامة سفن الصيد ، الذي عُقِدَ في الفترة من 9 إلى 11 تشرين الأول/أكتوبر 2012 ، في كيب تاون ، جنوب أفريقيا ، برعاية المنظمة البحرية الدولية (IMO) ، نتيجةَ عمل شاق ومناقشات مكثفة على مدى خمس سنوات .

وتشكّل سلامة الصيادين وسخن الصيد جزءاً لا يتجزأ من المهام الموكلة إلى المنظمة البحرية الدولية ؛ وعلى أي حال ، فإن قطاع صيد الأسماك لا يمتلك ، من منظور عالمي ، سجلاً مقبولاً للسلامة · وفي حين أنه قد يكون هناك عدد من العوامل اٍلتي أسهمت في ذلك ، ليس هناك أدنى شك في أن عدم وجود نظام قانوني ملزم دولياً قد لعب دورا كبيراً في الوضع الراهن . وفي هذا السياق ، لم تدخل اتفاقية توريمولينوس الدولية لسلامة سفن الصيد ، التي اعتُمِدَت في عام 1977 ، و لا بروتوكول توريمولينوس ، الذي اعتُمِدَ في عام 1993 ، حيّز التنفيذ نظراً لمجموعة متنوعة من القيود التقنية والقانونية . وما هذا الاتفاق سوى التزام متجدد بأن تدخل أحكام بروتوكول توريمولينوس لعام 1993 حيّز التنفيذ ، ومن المتوقع أن يقوم بدور هام في تحسين معايير السلامة والحد من الخسائر في الأرواح في قطاع صيد الأسماك .

ويسري مفعول اتفاق كيب تاون ن لعام 2012 بعد انقضاء 12 شهراً على تاريخ قيام ما لا يقل عن 22 دولة من الدول التي لا يقلّ مجموع عدد ما لديها من سفن صيد يبلغ طولها 24 متراً فأكثر وتعمل في أعالي البحار عن 3600 سفينة بالإعراب عن مو افقتها على الالتزام به .

The model course includes introductory classroom instruction on the assessment, examination and certification of seafarers (in particular masters, chief engineers, deck and engineer officers), covering the provisions for training, assessment, examination and certification of masters, officers and ratings of the STCW Convention; the implementation of these provisions under national law; the selection of assessment methods; the organization of assessments, and the issue and control of certificates.

This model course is essentially a practical one, consisting of a series of exercises structured around the operation of a ship’s machinery installation and carried out in conjunction with an engine-room simulator.

This course is principally intended for candidates for certification as ratings forming part of a watch in a manned engine-room or designated to perform duties in a periodically unmanned engine-room.

This course is designed to facilitate the delivery of training in the competence standards required by the STCW Convention. It will also provide a sound basis for the delivery of other training programmes.

The International Code for Ships Operating in Polar Waters (Polar Code) has been developed to supplement existing IMO instruments in order to provide a more comprehensive set of provisions to address the increased interests and traffic in the polar regions, and the unique operational, environmental and search and rescue concerns peculiar to these areas, taking into account that the consequences of any major safety or pollution incident in polar waters are likely to cause widespread harm to these pristine environments.

The Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in waters surrounding the two poles. It includes mandatory measures covering safety (part I-A) and pollution prevention (part II-A) and recommendatory provisions for both (parts I-B and II-B).

This model course aims to meet the mandatory minimum standards of competence in personal safety and social responsibilities in accordance with section A-VI/1 of the STCW Code, table A-VI/1-4. The course is designed to prepare new recruits for life on a ship at sea where they will experience a vastly different living and working environment compared to that if they were living and working ashore.

La presente publicación contiene especificaciones técnicas para los sistemas y equipos de seguridad contra incendios prescritos en el capítulo II-2 del Convenio SOLAS sobre:

• conexiones internacionales a tierra
• protección del personal
• extintores de incendios
• sistemas fijos de extinción de incendios por gas
• sistemas fijos de extinción de incendios a base de espuma
• sistemas fijos de extinción de incendios por aspersión de agua a presión y por nebulización
• sistemas automáticos de rociadores, de detección de incendios y de alarma contraincendios
• sistemas fijos de detección de incendios y de alarma contraincendios
• sistemas de detección de humo por extracción de muestras
• sistemas de alumbrado a baja altura
• bombas fijas contraincendios de emergencia
• disposición de los medios de evacuación
• sistemas fijos a base de espuma instalados en cubierta
• sistemas de gas inerte
• sistemas fijos de detección de gases de hidrocarburos

En esta edición se incluyen también resoluciones y circulares de la OMI que guardan relación con el Código.

IMO Member State Audit Scheme (IMSAS) contains all relevant resolutions adopted by the International Maritime Organization (IMO) in the process of the institutionalization of the IMO Member State Audit Scheme (IMSAS), as well as other documents developed to support its effective implementation. It includes:

• Framework and Procedures for IMSAS
• IMO Instruments Implementation Code (III Code)
• 2013 non-exhaustive list of obligations under instruments relevant to the III Code
• Amendments to conventions making the use of the III Code mandatory in audits of Member States
• Other resolutions
• Auditor’s Manual for IMSAS.

Le Recueil international de règles applicables aux systèmes de protection contre l’incendie (Recueil FSS) contient les spécifications techniques applicables au matériel et aux systèmes de protection contre l’incendie prescrites par le chapitre II-2 de la Convention SOLAS qui concernent :

• les raccords internationaux de jonction avec la terre
• la protection du personnel
• les extincteurs d’incendie
• les dispositifs fixes d’extinction de l’incendie par le gaz
• les dispositifs fixes d’extinction de l’incendie à mousse
• les dispositifs fixes d’extinction de l’incendie par projection d’eau diffusée sous pression et par diffusion d’eau en brouillard
• les dispositifs automatiques d’extinction de l’incendie par eau diffusée, de détection et d’alarme d’incendie
• les dispositifs fixes de détection et d’alarme d’incendie
• les dispositifs de détection de la fumée par prélèvement d’échantillons d’air
• le système d’éclairage à faible hauteur
• la disposition des pompes d’incendie de secours fixes
• l’aménagement des moyens d’évacuation
• les dispositifs fixes à mousse sur pont
• les dispositifs à gaz inerte
• les dispositifs fixes de détection des gaz d’hydrocarbure

La présente édition contient également des résolutions de l’OMI et circulaires relatives au Recueil.

The Code includes: a format for noise survey reports; guidance on the inclusion of noise issues in safety management systems; suggested methods of attenuating noise; and a simplified procedure for determining noise exposure. These regulations, recommendations and advice are intended to provide Administrations with the tools to promote “hearing saving” environments on board ships.

Although legally treated as a mandatory instrument under the SOLAS Convention, certain provisions of the Code remain recommendatory or informative. The Code applies to new ships of a gross tonnage of 1,600 and above. The specific provisions relating to potentially hazardous noise levels, mitigation and personal protective gear contained in the Code may be applied to existing ships of a gross tonnage of 1,600 and above, as far as reasonable and practical, to the satisfaction of the Administration.

This model course aims to meet the mandatory minimum requirements for knowledge, understanding and proficiency in Table A-III/6 of STCW Code for the function Electrical, Electronic and Control Engineering at the Operational Level, for the function Maintenance and Repair at the Operational Level and the background knowledge to support Controlling the Operation of the Ship and Care for Persons on Board at the Operational Level.

This model course aims to meet the mandatory minimum requirements for knowledge, understanding and proficiency in Table A-ll/2 of STCW Code for the function Navigation at the Management Level, for the function Cargo Handling and Stowage at the Management Level and the background knowledge to support Controlling the Operation of the Ship and Care for Persons on Board at the Management Level.

This model course aims to meet the mandatory minimum requirements for knowledge, understanding and proficiency in Table A-III/1 of STCW Code for the function Marine Engineering, Electrical, Electronic and Control Engineering, Maintenance and Repair and Controlling the Operation of the Ship and Care for Persons on Board at the Operational Level.

The course is essentially balanced between theory (lecture material), practical group exercises and case studies. It consists of a series of exercises structured around the requirements of the international legislation, IMO conventions and instruments, and the required common and homogeneous approach, application of consistent methodology and no blame culture to adopt in the conduct of Maritime safety investigations into marine casualties and marine incidents; as well as to provide reports to the Organization.

The International Code for Application of Fire Test Procedures, (2010 FTP Code) was developed with the aim to enhance user friendliness, ensure more uniform application of the requirements on fire testing and generalize the experience gained so far from the application of resolution MSC.61(67). Bearing in mind the intent of developers to formulate the requirements for fire test procedures in a form which would be as close to general industry’s procedures as possible, one of the aims of the Code was to update references to all ISO applicable standards. The present Code contains requirements for the testing process itself: testing laboratories, format of test reports, and provides procedures of type and case-by-case approval of materials, components and structures intended for maritime applications. Taking due account of alternative designs and arrangements which have been made possible by virtue of SOLAS regulation II-2/17, adopted by resolution MSC.99(73) in 2000, the Code also provides for the possibility of conducting alternative tests on a proviso that the level of safety of the tested materials, components and structures set by the Convention is not compromised and corresponds to at least that contained in its prescriptive requirements.

This model course is intended to provide knowledge to those who may be designated to perform the duties and responsibilities of a Ship Security Officer (SSO), as defined in section A/2.1.6 (and section A/12) of the ISPS Code and in section A-VI/5 of the STCW Code, as amended, and in particular the duties and responsibilities with respect to the security of a ship, for implementing and maintaining a Ship Security Plan and for liaising with the Company Security Officer (CSO) and with Port Facility Security Officers (PFSOs).

The course includes technical aspects of teaching that have a direct relation with the maritime simulator world. Without delving into the details at this stage, it is however emphasized that the simulator pedagogy, as well as psychology of learning forms an important element of the course.

The primary aim of the revised Guide to Ship Sanitation, published by WHO, is to present the public health significance of ships in terms of disease and to highlight the importance of applying appropriate control measures. This guide, in e-reader format only, is intended to be used as a basis for the development of national approaches to controlling the hazards that may be encountered on ships, as well as providing a framework for policy-making and local decision-making.

This model course has been based on MSC/Circ.1154, ”Guidelines on training and certification for Company Security Officers”, and aims to provide knowledge to those who may be designated to perform the duties and responsibilities of a Company Security Officer (CSO), as defined in paragraph 2.1.7 (and paragraph 11) of the ISPS Code, Part A.

This three-volume course covers the requirements for hull structures at initial, annual, intermediate, periodical and renewal and additional surveys, as specified in SOLAS, as amended up to its 1988 Protocol, and in the 1966 Load Lines Convention, including its 1988 Protocol.

The third edition of the (ILO/IMO/WHO) International Medical Guide for Ships shows designated first-aid providers how to diagnose, treat, and prevent the health problems of seafarers on board ship. This edition contains fully updated recommendations aimed to promote and protect the health of seafarers, and is consistent with the latest revisions of both the WHO Model List of Essential Medicines and the International Health Regulations. The International Labour Organization’s Maritime Labour Convention 2006 stipulates that all ships shall carry a medicine chest, medical equipment and a medical guide.

Le présent cours type, présenté en double volume, couvre les prescriptions concernant les visites initiales, annuelles, intermédiaires et périodiques décrites dans la Convention SOLAS de 1974. Il ne couvre pas les domaines de la conception préliminaire et de l'approbation des plans, et ne concerne pas les visites ou inspections des chimiquiers, transporteurs de gaz, navires spéciaux ou unités mobiles au large.

The course is organized under three functions at the management level of responsibility to cover all the required functional elements. Specifically, this course covers the minimum standard of competence for chief engineer officers and second engineer officers on Fishing vessels powered by main propulsion machinery of 750 kW propulsion power or more required by regulation II/5 of STCW-F.

El presente código incorpora y desarrolla las mejores prácticas de investigación de siniestros y sucesos marítimos establecidas por el Código para la investigación de siniestros y sucesos marítimos, adoptado por la Organización Marítima Internacional mediante la resolución A.849(20), cuyo propósito era fomentar la colaboración entre Estados y promover un enfoque común en la investigación de siniestros y sucesos marítimos.

The standards of competence that have to be met by fishing vessel personnel are defined in the International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel, 1995 (STCW-F). It sets out the education and training requirements for achieving those standards. Specifically, this course covers the minimum standard of competence for skippers on Fishing vessels of 24 metres in length and over, operating in unlimited waters.