Rabu, 12 Januari 2011

Jasa Pelayanan Kapal

Jasa Labuh
Deskripsi :
Jasa yang diberikan terhadap kapal agar dapat berlabuh dengan aman menunggu pelayanan berikut seperti tambat, bongkar muat atau menunggu pelayanan lainnya (docking, pengurusan dokumen dal lain-lain).
Fitur :
Menghindari kemungkinan bertabrakan dengan kapal lain yang sedang berlabuh.
Memastikan kedalaman air agar kapal tidak kandas. Tidak menunggu alur pelayaran.

Jasa Pandu
Deskripsi :
Jasa pemanduan kapal sewaktu memasuki alur pelayaran menuju dermaga atau kolam pelabuhan untuk berlabuh.
Fitur :
Untuk menjaga keselamatan kapal, penumpang dan muatannya ketika memasuki alur pelabuhan.

Jasa Tunda dan Kepil
Deskripsi :
Melaksanakan pekerjaan untuk mengikat dan melepaskan tali kapal-kapal yang berolah gerak akan bersandar atau bertolak dari atau satu dermaga, jembatan, pelampung, dolphin dan lain-lain.

Jasa Tambat
Deskripsi :
Jasa yang diberikan utuk kapal bertambat pada tambatan dan secara teknis dalam kondisi yang aman, untuk dapat melakukan bongkar muat dengan lancar dan aman.
Fitur :
Untuk menghindari ineffisiensi karena penggunaan tambatan tidak optimal.

Jasa Pelayanan Air
Deskripsi :
Jasa yang diberikan untuk penyerahan air tawar dari darat ke kapal untuk keperluan kapal dan Anak Buah Kapalnya.

Jasa Telepon
Deskripsi :
Jasa yang diberikan untuk pelayanan telepon extention dari darat ke kapal untk kepentingan kapal dan Anak Buah Kapal.

Istilah Dalam Perkapalan 2

 Actual Total Loss
adalah kerugian seluruhnya (karena barang pertanggungan (muatan) hilang atau musnah, contoh karena kapal terbakar, tenggelam), sehingga muatan tersebut sudah tidak dapat diselamatkan lagi.
 
Always Afloat Always Accessible. Istilah dalam Charter Party yang menyatakan bahwa kapal akan dioperasikan dalam keadaan selalu terapung dalam artian dioperasikan di perariran yang cukup sehingga kapal tidak kandas atau tenggelam, serta selalu dapat diakses dalam artian bisa didatangi dan dihubungi.  

  Aangifte van Inlading (A.v.I)
adalah pemberitahuan pemuatan (dokumen Pabean untuk melindungi muatan yang hendak dikapalkan)  

  Abaftburitan, di bagian belakang 

  Abandonmen
Abandonmen adalah penyerahan barang pertanggungan kepada penanggung, untuk mendapat penggantian kerugian penuh. 
 
  Aboard
Di (atas, dalam), berada di atas/dalam kapal, naik kapal 
 
  Abyss
Bagian dasar laut yang menyerupai jurang ngarai yang sangat dalam, biasanya berada dalam kedalaman 300 mil 
 
  Accommodation Unit / Floatel
Biasanya digunakan untuk menyelam atau seperti jackup (liat Jackup), dilengkapi dengan kabin, fasilitas makanan dan kantor yang mampu menampung hingga 800 personel konstruksi atau operator platform lepas pantai. Sebuah unit akomodasi biasanya juga dilengkapi dengan ruang kerja dan fasilitas penyimpanan. 

  Acte Van  Cessieadalah akta pemindahan hak; akta resmi 



    Ad Valorem
adalah muatan yang mempunyai nilai jual tinggi (muatan berharga). 
(21/03/2007 15:22:32 | Arief Syafei)
 
    Adiabatic
adalah gambaran dari sistem atau proses yang tidak mengalami kehilangan atau peningkatan panas yaitu, pada keadaan konstan (constant entropy) ) 
 
    Adrift
Terapung-apung, hanyut terkatung-katung. Berada dalam kondisi terapung di laut saat angin betiup kencang dan pada saat pasang air laut, biasanya digunakan untuk menyebut orang yang tidak berada pada tempatnya; meninggalkan tempat kerja. 

     Advolarum Ratesadalah tarif uang tambang yang berlaku dari pelabuhan utama ke pelabuhan utama lainnya. 
 
    AframaxSebuah kapal tanker yang memuat minyak dengan berat mati 75.000-115.000 ton. Ukuran statistik ini digunakan untuk menjaga stabilitas ukuran dari �Aframax Tanker�, karena pada beberapa tanker berat matinya lebih dari 125.000 ton atau bahkan kurang dari 70.000 ton. 
 
    Against the sun
Pergerakan yang berlawanan dengan arah jarum jam. Tali yang kidal digulung dengan cara ini 

     AHTS
Anchor Handling Tug & Supply, kapal pengatur jangkar yang juga dikombinasikan dengan fungsi kapal suplai. 
 
    All Loss or Damageadalah kerugian apapun yang menimpa barang pertanggungan, menjadi beban penanggung 
 
    All Risk
adalah (dipertanggungkan semua) maksudnya asuransi yang menanggung semua jenis resiko. Bisa juga diartikan "Pertanggungan untuk semua jenis kerugian dan kerusakan namun tak termasuk kerusakan karena sifat barang sendiri, kehilangan kesempatan pasar dan risiko karena kerusuhan dan peperangan". 
 
    AlongsideBerada di samping kapal, dermaga, atau tembok pelindung pelabuhan
 
    Altar
Tangga/undakan pada dry dock (galangan kapal), yang menuju tepi pantai atau bagian yang rendah 
 
    Ambient Temperatur
adalah suhu yang sama dengan suhu lingkungan. 
 
    Anchor Handling Tug (AHT)
Kapal yang membawa tugas tertentu untuk proses operasional di laut seperti memasang dan memindahkan jangkar, mengangkut alat-alat instalasi pengeboran bawah laut, dsb. Kapal tersebut juga dapat berfungsi ganda sebagai kapal pensuplay kebutuhan (Anchor Handling Tug & Supply / AHTS). 
 
    Anchor Ice
Es, dalam bentuk apapun, yang terdapat di laut dan dapat membahayakan kapal. 
 
    Angkutan Laut
adalah setiap kegiatan angkutan dengan menggunakan kapal untuk mengangkut penumpang, barang dan atau hewan dalam satu perjalanan atau lebih dari satu pelabuhan ke pelabuhan lain, yang diselenggarakan oleh perusahaan angkutan laut
 
    ANNUAL SURVEY
Inspeksi tahunan yang dilakukan oleh petugas khusus (biasanya dari class) untuk mengecek keadaan kapal. 



    Apeak
Kondisi dimana tali pengait pada jangkar telah dikaitkan dan dalam kondisi vertikal. 
 
    Arbritary Ratesadalah tarif yang ditambahkan pada tarif yang telah dikenakan karena adanya penanganan-penanganan tambahan yang dilakukan terhadap muatan. 
 
    Area of Water Plane (AWP)adalah luas bidang air pada draft tertentu. 
 
    Asphyxiant gas
adalah gas yang memiliki, sedikit racun atau tidak ada racun sama sekali tetapi dapat mengakibatkan ketidaksadaran/ kematian, karena gas ini menghilangkan oxygen. 
 
    A-stay
Kondisi tali pengait jangkar pada saat bagian ujungnya yang bergerak kira-kira sama dengan sambungan bagian depan yang diam. 
 
    Athwart
Menyeberang. Transfer 
 
    A-trip
Kondisi dimana tali pengait jangkar akan segera putus dan menghantam dasar. 
 
    Avast
Permintaan untuk segera berhenti, berhenti dari sebuah aksi. 
 
    Averageadalah kerugian yang timbul akibat dari kerusakan muatan 
 
    AwashTerendam air, diliputi ombak 
 
    B = Buoyancy = Centre Of Buoyancy
adalah titik tangkap dari semua gaya bouyancy; titik geocentris dari bagian/badan kapal yang terbenam di dalam air pada saat kapal tegak. Letak titik B berada pada Centre Line, apabila kapal miring letak titik B akan bergeser ke arah sisi rendah 
 
    Back Freight
adalah pembayaran kembali kepada kapal, karena kapal membawa kembali muatan ke pelabuhan asalnya 

    Bad Weatheradalah cuaca buruk
 
    Bale Capacity
adalah volume ruang palka dihitung dari floor sampai bawah deck beam dan antara kedua sisi dalam gading-gading (kayu bilah keringat). 
 
    Ballast
adalah bahan pemberat yang dibawa untuk memperbaiki keseimbangan kapal 

Menambah Wawasan Dalam Dunia Shipping

Istilah Dalam Perkapal


CFS (Container Freight Station)adalah tempat dimana muatan dimuat ke dalam container stuffing (suffing) atau muatan dikeluarkan dari container (stripping). Lapangan penumpukan peti kemas yang berisi "muatan LCL"; muatan tersebut segera dikeluarkan dari peti kemas dan ditimbun dalam gudang diepzee perusahaan pelayaran yang bersangkutan dan peti kemasnya dikembalikan ke kapal. Bila importir tidak menghendaki muatannya dikeluarkan dari peti kemas, dia harus mengajukan permohonan khusus ke perusahaan pelayaran yang bersangkutan. Dalam hal tersebut importir akan dibebani sewa peti kemas dan biaya-biaya "Un-Stuffing"  
{21/09/2008 18:11:57 | Arif Syafei}
 
    Charter Partyadalah surat perjanjian charter  
{21/09/2008 18:12:53 | Arif Syafei}
 
    Charterer
adalah penyewa kapal; pencharter  
{21/09/2008 18:12:34 | Arif Syafei}
 
    Charterer's Brokeradalah orang perantara yang bekerja untuk kepentingan penyewa kapal  
{21/09/2008 18:13:29 | Arif Syafei}
 
    Claimadalah tuntutan ganti rugi atas kerusakan atau kehilangan muatan; tuntutan ganti rugi yang diajukan oleh penerima barang, karena barangnya rusak, kurang.  
{21/09/2008 18:15:20 | Arif Syafei}
 
    Claim Contaterings Bewijs (CCB)
adalah tanda bukti kerusakan; dokumen penyaksian kerusakan; survey report  
{21/09/2008 18:14:56 | Arif Syafei}
 
    Claim Exceptadalah klaim atas kekurangan penerimaan collie muatan  
{21/09/2008 18:15:47 | Arif Syafei}
 
    Claim in Dispute
adalah selisih hitungan collie; akan menjadi klaim kalau barang yang diselisihkan tidak diketemukan  
{21/09/2008 18:16:22 | Arif Syafei}
 
    Class Rates
adalah penentuan tarif uang tambang berdasarkan golongan/kelas barang yang akan diangkut.  
{21/09/2008 18:16:54 | Arif Syafei}
 
    Clause Cassatoria
adalah mengenai B/L yang dibuat dalam beberapa lembar asli, kalau satu lembar telah digunakan untuk mengambil barang maka lembar yang lainnya tidak berharga lagi  
{21/09/2008 18:17:37 | Arif Syafei}
 
    Clean Bill of Lading
adalah konosemen asli yang di dalamnya tidak terdapat catatan tentang kerusakan atau cacat muatan  
{21/09/2008 18:18:11 | Arif Syafei}
 
    Co-efficient Muatan
adalah perbandingan antara ruang muatan dengan cargo deadweight daripada kapal yang bersangkutan.  
{21/09/2008 18:18:38 | Arif Syafei}
 
    Cold Down
adalah menurunkan temperatur tangki muat sebelum dimuati guna mengurangi thermal stress dan penguapan yang berlebihan.  
{21/09/2008 18:19:35 | Arif Syafei}
 
    Collo/Collie
adalah satu peti (karung, krat dan lain-lain) muatan. Collo bentuk jamak/plural: collie  
{21/09/2008 18:20:34 | Arif Syafei}
 
    Combined Transprot Bill of Lading (C.B.L)
adalah dokumen muatan yang digunakan perusahaan pelayaran yang menggunakan lebih dari satu moda angkutan.  
{21/09/2008 18:21:08 | Arif Syafei}
 
    Commodity
adalah barang-barang; barang dagangan  
{21/09/2008 18:21:43 | Arif Syafei}
 
    Commodity Rates
adalah tarif uang tambang untuk masing-masing jenis barang yang berlaku untuk masing-masing service pelayaran.  
{21/09/2008 18:22:16 | Arif Syafei}
 
    Conferences Rates
adalah tarif yang ditentukan oleh sekelompok pengangkut yang tergabung dalam suatu perkumpulan yang melayani suatu rute pelayaran tertentu  
{21/09/2008 18:22:48 | Arif Syafei}
 
    Congestie
adalah Stagnasi; ketidaklancaran; kemacetan; penumpukan kapal di pelabuhan  
{21/09/2008 18:23:21 | Arif Syafei}
 
    Consignee (penerima barang)
adalah orang atau badan hukum yang kepada siapa barang dikirimkan  
{21/09/2008 18:23:57 | Arif Syafei}
 
    Consignment Mark
adalah tanda pengapalan  
{21/09/2008 18:24:28 | Arif Syafei}
 
    Consolidation
adalah mengumpulkan party kecil-kecil dari beberapa shipper kemudian dijadikan satu container untuk satu tujuan yang sama untuk beberapa consignees.  

Masih Seputar Dunia Shipping

Piranti Canggih Sistem Manajemen Pelabuhan


Hampir seluruh pelabuhan yang ada di Nusantara, dari total 1.735, belum dioperasikan dengan sistem yang berbasis teknologi informasi. Sekalipun ada, masih berbasis sistem lama yang tidak up to date dengan kondisi saat ini. Belum digunakannya sistem manajemen yang berbasis teknologi informasi ini membuat pengelolaan pelabuhan dewasa ini belum berjalan efektif dan efisien.
Untuk menjawab tantangan tersebut, PT Dycode Cominfotech Development meluncurkan sebuah piranti lunak bernama Portmap. Piranti ini diyakini bisa membantu operasionalisasi manajemen pelabuhan. Sejumlah keuntungan yang bisa dipetik di antaranya efisiensi waktu dan efektivitas proses.
"Dengan mengaplikasikan sistem ini, customer tidak perlu langsung datang ke pelabuhan untuk mengakses sejumlah pelayanan yang diinginkan," kata President Director PT Dycode Cominfotech Development Andri Yadi, di sela-sela peluncuran piranti lunak tersebut di Vienna Resto & Lounge, Rabu (26/11).
Kepala Bidang Komersil Kantor Pelabuhan Batam Heri Kafianto menyambut baik hadirnya piranti ini di Batam. "Pelabuhan internasional lain semisal Singapura, Hongkong, Korea, dan Jepang tidak ada satu pun yang tidak menggunakan sistem teknologi informasi. Masa iya Indonesia harus selalu tertinggal," katanya.

Seputar Dunia Shipping





Introduction and historyThe 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 1960 Convention - which was adopted on 17 June 1960 and entered into force on 26 May 1965 - was the first major task for IMO after the Organization's creation and it represented a considerable step forward in modernizing regulations and in keeping pace with technical developments in the shipping industry.

The intention was to keep the Convention up to date by periodic amendments but in practice the amendments procedure proved to be very slow. It became clear that it would be impossible to secure the entry into force of amendments within a reasonable period of time.

As a result, a completely new Convention was adopted in 1974 which included not only the amendments agreed up until that date but a new amendment procedure - the tacit acceptance procedure - designed to ensure that changes could be made within a specified (and acceptably short) period of time.

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 on a specified date unless, before that date, objections to the amendment are received from an agreed number of Parties.

As a result 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.

Amendment procedureArticle VIII of the SOLAS 1974 Convention states that amendments can be made either:
After consideration within IMOAmendments proposed by a Contracting Government are circulated at least six months before consideration by the Maritime Safety Committee (MSC) - which may refer discussions to one or more IMO Sub-Committees - and amendments are adopted by a two-thirds majority of Contracting Governments present and voting in the MSC. Contracting Governments of SOLAS, whether or not Members of IMO are entitled to participate in the consideration of amendments in the so-called "expanded MSC".

Amendments by a Conference

A Conference of Contracting Governments is called when a Contracting Government requests the holding of a Conference and at least one-third of Contracting Governments agree to hold the Conference. Amendments are adopted by a two-thirds majority of Contracting Governments present and voting.

In the case of both a Conference and the expanded MSC, amendments (other than to Chapter I) are deemed to have been accepted at the end of a set period of time following communication of the adopted amendments to Contracting Governments, unless a specified number of Contracting Governments object. The length of time from communication of amendments to deemed acceptance is set at two years unless another period of time - which must not be less than one year - is determined by two-thirds of Contracting Governments at the time of adoption.
Amendments to Chapter I are deemed accepted after positive acceptance by two-thirds of Contracting Governments.

Amendments enter into force six months after their deemed acceptance.

The minimum length of time from circulation of proposed amendments through entry into force is 24 months - circulation: six months, adoption to deemed acceptance date: 12 months minimum; deemed acceptance to entry into force: six months.

However, a resolution adopted in 1994 makes provision for an accelerated amendment procedure to be used in exceptional circumstances - allowing for the length of time from communication of amendments to deemed acceptance to be cut to six months in exceptional circumstances and when this is decided by a Conference. In practice to date, the expanded MSC has adopted most amendments to SOLAS, while Conferences have been held on several occasions - notably to adopt whole new Chapters to SOLAS or to adopt amendments proposed in response to a specific incident.

Technical provisions
The main objective of the SOLAS Convention is to specify minimum standards for the construction, equipment and operation of ships, compatible with their safety. Flag States are responsible for ensuring that ships under their flag comply with its requirements, and a number of certificates are prescribed in the Convention as proof that this has been done. Control provisions also allow Contracting Governments to inspect ships of other Contracting States if there are clear grounds for believing that the ship and its equipment do not substantially comply with the requirements of the Convention - this procedure is known as port State control.The current SOLAS Convention includes Articles setting out general obligations, amendment procedure and so on, followed by an Annex divided into 12 Chapters.

Chapter I - General Provisions
Includes regulations concerning the survey of the various types of ships and the issuing of documents signifying that the ship meets the requirements of the Convention. The Chapter also includes provisions for the control of ships in ports of other Contracting Governments.

Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations 
The subdivision of passenger ships into watertight compartments must be such that after assumed damage to the ship's hull the vessel will remain afloat and stable. Requirements for watertight integrity and bilge pumping arrangements for passenger ships are also laid down as well as stability requirements for both passenger and cargo ships.

The degree of subdivision - measured by the maximum permissible distance between two adjacent bulkheads - varies with ship's length and the service in which it is engaged. The highest degree of subdivision applies to passenger ships.

Requirements covering machinery and electrical installations are designed to ensure that services which are essential for the safety of the ship, passengers and crew are maintained under various emergency conditions. The steering gear requirements of this Chapter are particularly important.

Chapter II-2 - Fire protection, fire detection and fire extinction
Includes detailed fire safety provisions for all ships and specific measures for passenger ships, cargo ships and tankers.

They include the following principles: division of the ship into main and vertical zones by thermal and structural boundaries; separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries; restricted use of combustible materials; detection of any fire in the zone of origin; containment and extinction of any fire in the space of origin; protection of the means of escape or of access for fire-fighting purposes; ready availability of fire-extinguishing appliances; minimization of the possibility of ignition of flammable cargo vapour.

Chapter III - Life-saving appliances and arrangements
The Chapter includes requirements for life-saving appliances and arrangements, including requirements for life boats, rescue boats and life jackets according to type of ship.
The International Life-Saving Appliance (LSA) Code gives specific technical requirements for LSAs and is mandatory under Regulation 34, which states that all life-saving appliances and arrangements shall comply with the applicable requirements of the LSA Code.
Chapter IV - Radiocommunications
The Chapter incorporates the Global Maritime Distress and Safety System (GMDSS). All passenger ships and all cargo ships of 300 gross tonnage and upwards on international voyages are required to carry equipment designed to improve the chances of rescue following an accident, including satellite emergency position indicating radio beacons (EPIRBs) and search and rescue transponders (SARTs) for the location of the ship or survival craft.
Regulations in Chapter IV cover undertakings by contracting governments to provide radiocommunciation services as well as ship requirements for carriage of radiocommunications equipment. The Chapter is closely linked to the Radio Regulations of the International Telecommunication Union.
Chapter V - Safety of navigation 
Chapter V identifies certain navigation safety services which should be provided by Contracting Governments and sets forth provisions of an operational nature applicable in general to all ships on all voyages. This is in contrast to the Convention as a whole, which only applies to certain classes of ship engaged on international voyages.

The subjects covered include the maintenance of meteorological services for ships; the ice patrol service; routeing of ships; and the maintenance of search and rescue services.

This Chapter also includes a general obligation for masters to proceed to the assistance of those in distress and for Contracting Governments to ensure that all ships shall be sufficiently and efficiently manned from a safety point of view.

The chapter makes mandatory the carriage of voyage data recorders (VDRs) and automatic ship identification systems (AIS) for certain ships.

Chapter VI - Carriage of Cargoes 
The Chapter covers all types of cargo (except liquids and gases in bulk) "which, owing to their particular hazards to ships or persons on board, may require special precautions".

The regulations include requirements for stowage and securing of cargo or cargo units (such as containers).

The Chapter requires cargo ships carrying grain to comply with the International Grain Code.

Chapter VII - Carriage of dangerous goods
The regulations are contained in three parts:

Part A - Carriage of dangerous goods in packaged form - includes provisions for the classification, packing, marking, labelling and placarding, documentation and stowage of dangerous goods. Contracting Governments are required to issue instructions at the national level and the Chapter makes mandatory the International Maritime Dangerous Goods (IMDG) Code, developed by IMO, which is constantly updated to accommodate new dangerous goods and to supplement or revise existing provisions.

Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the documentation, stowage and segregation requirements for these goods and requires reporting of incidents involving such goods.

Part B covers Construction and equipment of ships carrying dangerous liquid chemicals in bulk and requires chemical tankers built after 1 July 1986 to comply with the International Bulk Chemical Code (IBC Code).

Part C covers Construction and equipment of ships carrying liquefied gases in bulk and gas carriers constructed after 1 July 1986 to comply with the requirements of the International Gas Carrier Code (IGC Code).

Part D includes special requirements for the carriage of packaged irradiated nuclear fuel, plutonium and high-level radioactive wastes on board ships and requires ships carrying such products to comply with the International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INF Code).The chapter requires carriage of dangerous goods to be in compliance with the relevant provisions of the International Maritime Dangerous Goods Code (IMDG Code). The IMDG Code was first adopted by IMO in 1965 and has been kept up to date by regular amendments, including those needed to keep it in line with United Nations Recommendations on the Transport of Dangerous Goods which sets the basic requirements for all the transport modes
Chapter VIII - Nuclear ships
Gives basic requirements for nuclear-powered ships and is particularly concerned with radiation hazards. It refers to detailed and comprehensive Code of Safety for Nuclear Merchant Ships which was adopted by the IMO Assembly in 1981.

Chapter IX - Management for the Safe Operation of Ships

The Chapter makes mandatory the International Safety Management (ISM) Code, which requires a safety management system to be established by the shipowner or any person who has assumed responsibility for the ship (the "Company").

Chapter X - Safety measures for high-speed craft 
The Chapter makes mandatory the International Code of Safety for High-Speed Craft (HSC Code).

Chapter XI-1 - Special measures to enhance maritime safety
The Chapter clarifies requirements relating to authorization of recognized organizations (responsible for carrying out surveys and inspections on Administrations' behalves); enhanced surveys; ship identification number scheme; and port State control on operational requirements.

Chapter XI-2 - Special measures to enhance maritime securityThe Chapter was adopted in December 2002 and entered into force on 1 July 2004. Regulation XI-2/3 of the new chapter enshrines the International Ship and Port Facilities Security Code (ISPS Code). Part A of the Code is mandatory and part B contains guidance as to how best to comply with the mandatory requirements. The regulation requires Administrations to set security levels and ensure the provision of security level information to ships entitled to fly their flag. Prior to entering a port, or whilst in a port, within the territory of a Contracting Government, a ship shall comply with the requirements for the security level set by that Contracting Government, if that security level is higher than the security level set by the Administration for that ship.Regulation XI-2/8 confirms the role of the Master in exercising his professional judgement over decisions necessary to maintain the security of the ship. It says he shall not be constrained by the Company, the charterer or any other person in this respect.Regulation XI-2/5 requires all ships to be provided with a ship security alert system, according to a strict timetable that will see most vessels fitted by 2004 and the remainder by 2006. When activated the ship security alert system shall initiate and transmit a ship-to-shore security alert to a competent authority designated by the Administration, identifying the ship, its location and indicating that the security of the ship is under threat or it has been compromised. The system will not raise any alarm on-board the ship. The ship security alert system shall be capable of being activated from the navigation bridge and in at least one other location.Regulation XI-2/6 covers requirements for port facilities, providing among other things for Contracting Governments to ensure that port facility security assessments are carried out and that port facility security plans are developed, implemented and reviewed in accordance with the ISPS Code.Other regulations in this chapter cover the provision of information to IMO, the control of ships in port, (including measures such as the delay, detention, restriction of operations including movement within the port, or expulsion of a ship from port), and the specific responsibility of Companies.
Chapter XII - Additional safety measures for bulk carriers
The Chapter includes structural requirements for bulk carriers over 150 metres in length.

Amendments year by yearThe Protocol of 1978 - Tanker safety and pollution prevention
The 1981 amendments -chapter II-1 and II-2 updated
The 1983 amendments -revised chapter III
The 1988 (April) amendments - post Herald of Free Enterprise
The 1988 (October) amendments - stability of passenger ships
The 1988 Protocol - HSSC
The 1988 amendments - GMDSS
The 1989 amendments - chapters II-1 and II-2
The 1990 amendments - subdivision and stability: probabilistic approach
The 1991 amendments - revised chapter VI
The April 1992 amendments - measures for existing ro-ro passenger ships
The December 1992 amendments -fire safety of new passenger ships
The May 1994 amendments (Conference) - Accelerated amendmentprocedure
NewChapter IX - Management for the Safe Operation of Ships
New Chapter X - Safety measures for high-speed craft
New Chapter XI - Special measures to enhance maritime safety
The May 1994 amendments (MSC) - emergency towing, ship reporting systems
The December 1994 amendments - cargo code made mandatory
The May 1995 amendments - ships routeing systems made mandatory
The November 1995 amendments (Conference) - ro-ro safety post-Estonia
The June 1996 amendments - revised chapter III
The December 1996 amendments -new Fire Test Procedures Code
The June 1997 amendments - Vessel Traffic Services regulation
The November 1997 amendments (Conference) - New chapter XII bulk carrier safety
The May 1998 amendments - amendments to chapters II-1, IV, VI
The May 1999 amendments - INF Code made mandatory
The May 2000 amendment - helicopter landing area
The December 2000 amendments - VDRs, AIS made mandatory in revised chapter V, revised chapter II-1
The June 2001 amendments - ch VII, ch IX
The May 2002 amendments - IMDG Code made mandatory
The December 2002 amendments (Conference) - measures to enhance maritime security
The December 2002 amendments - bulk carrier new regulations

The June 2003 amendments - ch V
May 2004 amendments - persons in distress at sea, accidents with lifeboats
December 2004 amendments - bulk carriers, free-fall lifeboats, S-VDRs
May 2005 amendments - revised chapter II-1
May 2006 amendments - LRIT
May 2006 amendments - other issues
December 2006 amendments - passenger ship safety
October 2007 amendments - GMDSS providers
May 2008 - mandatory casualty investigation code
December 2008 - mandatory IS code
December 2008 - mandatory IMSBC code
June 2009 -ECDIS