WEEK 9

International Maritime Solid Bulk Cargoes

The International Maritime Solid Bulk Cargoes Code (IMSBC Code), which
replaced the Code of Safe Practice for Solid Bulk Cargoes (BC Code), primary goal is to
facilitate the safe stowage and shipment of solid bulk cargoes by providing information
on the dangers associated with the shipment of certain types of solid bulk cargoes and
instructions on the procedures to be followed when the shipment of solid bulk cargoes
is contemplated..
As a result, the primary goal of the IMSBC Code is to facilitate safe stowage and
shipment of solid bulk cargoes by providing information on the hazards associated with
the shipment of specific types of solid bulk cargoes as well as instructions on the
procedures to be followed when solid bulk cargoes are contemplated for shipment. The
implementation of the Code harmonizes the practices and procedures to be followed, as
well as the required measures to be taken, in the loading, trimming, transportation, and
discharge of solid bulk cargoes transported by sea, assuring compliance with the
mandatory provisions of the SOLAS Convention.
 Week 12
(IMDG and Carriage of Dangerous cargoes IMSBC)

What I've learnt is that the IMDG Code makes it easier to transport dangerous
commodities in packaged form, whereas the IMSBC Code makes it easier to move solid
materials in bulk.
Carrying packaged Dangerous Goods is prohibited under SOLAS Chapter VII Part A
unless carried in compliance with the IMDG Code. The carrying of dangerous goods in
packaged form is governed by the requirements of the IMO's International Maritime
Dangerous Goods Code (IMDG code), as required by SOLAS Chapter VII regulations. The
2016 edition of the IMDG code (incorporating amendment 38-16) is mandatory as of
January 1, 2018 . On January 1, 2017, several Contracting Governments began
voluntarily applying the updated criteria, in part or entirely. Furthermore, carrying of
dangerous goods in packaged form is facilitated by the IMDG code, while carriage of
dangerous goods in bulk is facilitated by the IMSBC code. According to Solas Chapter VII
Part A, the carriage of dangerous goods packages is forbidden unless they are carried in
accordance with the IMDG code.
 WEEK 13
Incident Reporting

This topic taught me that reporting incidents is critical to maritime safety. While
reporting marine events is mandatory, it is also critical for safety since reporting informs
the ongoing safety of activities, persons, and vessels.

Individuals who file an AMSA incident report might use it to identify holes in risk
assessment and then analyze and improve the vessel's safety management system. This
information reassures AMSA, the regulator, that the owner, operator, and master are
aware of the safety issues that contributed to the maritime incident and have
implemented appropriate control measures to learn from mishaps and prevent them
from occurring again. Operators must report significant maritime accidents such as the
following:a

Collisions, groundings, loss of control, and COLREGS violations are examples of

navigational issues.
Hull and machinery or equipment damage or failure, fire or explosion.
Instability manifests itself in the form of listing, flooding, foundering, and capsize.
Human components include loss of life, major injuries2, missing persons, piracy,
armed robbery, security events, evacuation, or abandonment.
Any damage, failure, or harm caused to equipment or person(s) when utilizing a
Life Saving Appliance (LSA).
When evasive measures other than conventional maneuvers are required to
avoid a collision.
 Week 5
International Maritime Dangerous Goods (IMDG) Code

Collisions, groundings, loss of control, and COLREGS violations are examples of

navigational issues.The International Convention for the Safety of Life at Sea (SOLAS), as
amended, addresses several issues of maritime safety and includes required
requirements governing the carriage of dangerous products in packaged form in
Chapter VII, which is regarded as an extension of SOLAS Chapter VII.

The International Maritime Dangerous Products Regulation (IMDG Code) was created as
an international code for the maritime transport of dangerous goods in packaged form
in order to improve and unify the safe transportation of dangerous goods and to
prevent contamination to the environment.. The Code sets out in detail the
requirements applicable to each individual substance, material or article, covering
matters such as packing, container traffic and stowage, with particular reference to the
segregation of incompatible substances.

The Code was first established as a recommendatory instrument in 1965.

The IMDG Code was adopted by the General Assembly at its seventeenth session
in 2002 by resolution A.716(17), and it was decided to make it mandatory under
the SOLAS Convention on January 1, 2004. However, some elements of the Code
remain advisory.
 WEEK 1

Cargo Operation

Cargo operations, according to what I've learned, involve cargo handling,

transfer, reliquefication, or venting, ballasting or deballasting, and the management of
tank cleaning residues. Cargo operations on any commercial ship are a specialist subject
in which operational safety takes precedence. Individual seafarers and marine safety are
both threatened when cargo is handled by inexperienced personnel. Because of the
nature of current cargo handling technologies, seafarers who are assigned to handle
goods are required to complete cargo handling training. When handling objects aboard
ships, it is vital to learn fundamental safety procedures and how to operate material
handling equipment.

Training programs may involve, among other things, the use of various protection
equipment, safety devices and procedures, cargo securing, the use of lifting equipment
and associated safety procedures, and enclosed space access. There are additional
specialised training programs for seafarers operating oil tankers, chemical tankers, and
liquefied gas tankers due to the nature of the products carried. Hazardous and
destructive materials are also delivered on regular ships.
 WEEK 13 – 16 (2)

ANNUAL SURVEY

An annual survey is a broad or partial examination of the boat, its machinery,

fittings, and equipment, to the extent that is reasonably visible. This is done to
confirm that the yacht has been properly maintained in accordance with the Code
and that the arrangements, fittings, and equipment provided are consistent with
what is indicated in the yacht's Document of Compliance. And the goal of the
annual survey is that all mandatory surveys (annual, intermediate, and renewal
surveys) guarantee that the ship's equipment functions properly.

The Annual Survey assists CADCA in measuring the extent to which coalitions
execute various Strategic Prevention Framework (SPF) components, a process
with which hundreds of CADCA's National Coalition Academy graduates are well
acquainted. A substantial section of the survey is devoted to the five SPF
components that develop coalition infrastructure: community assessment,
capacity building, planning, implementation, and evaluation. We monitor how
well the coalition's members consider sustainability and cultural sensitivity at
each stage of the project. We also collect descriptive, demographic information
about coalitions across the country and the programs they do in their
communities.

The results of the poll shed a lot of insight on coalition building. Examples include
whether coalitions serve mostly rural, urban, or suburban areas, the frequency of
substance misuse disorders in such areas, and the amount of active stakeholders
and volunteers who push the cause. A variety of active relationships are
undoubtedly required for a coalition to be durable.
 WEEK 5 – 6 (2)

International conventions for the safety of life at sea, 1974 (SOLAS 74)

What I've learnt from this issue is that most individuals agree that the
SOLAS Convention, in all of its incarnations, is the most important international
convention dealing to commercial ship security. Following the Titanic disaster in
1914, the first version was implemented in 1929, the second in 1948, and the
fourth in 1960. The tacit acceptance mechanism is included in the 1974 version
and specifies that an amendment will become effective on a specified date unless
objections from a predetermined number of Parties are received prior to that
date. As a result, the 1974 Convention has been updated and modified several
times. SOLAS, 1974, as Revised is another name for the current Convention.

The major purpose of the SOLAS Convention is to establish minimum rules for the
design, furnishing, and administration of ships that are compatible with their
safety. The Convention establishes a number of certificates that can be used as
proof that ships flying a flag state's flag have met its standards. Control provisions
also allow Contracting Governments to inspect vessels owned by other
Contracting States if there are strong reasons to think that the ship and its
machinery do not substantially meet the criteria of the Convention. This
technique is known as Port State Control. The current SOLAS Convention is made
up of Articles detailing general responsibilities, the amendment procedure, and
other matters, followed by a 14-chapter Annex.