Despite the name 'general ship knowledge' this level of course is more focused on the assorted regulations which govern ships and their operations. The examination itself is open book, so the focus on the course is familiarization with the acts in question in order to best answer or look up the information needed. Some of the acts cited in the syllabus have been since repealed or archived, but those articles are to be made available during the examination regardless of their effect.

Canadian Publications: can be acquired on the Canadian justice laws website by looking up the name of the act. Only has canadian regulations and lacks the international regulations.

• Marine Personnel Regulations
*links to canadian publications on the justice website should always be their most recent version.

International Publications: most can be searched for online, and large acts not immediately available online can be tracked down through wikipedia sources most often.

• SOLAS IMO 2009 edition
• MARPOL 1973 (outdated version)
• STCW 95 2014 edition
*links to international publications may be OUTDATED

Tips for Reading Regulations: it is impossible to memorize the thousands of pages of ever-changing regulations governing shipboard operations- especially at an entry level. Some regulations, like the 900-page IMDG code, do not need to be read in their entirety to grasp the contents; the GSK is more about learning how to confidently navigate publications, conventions, and regulations in order to find information relevant to current shipboard operations. Familiarity with the texts will give clues as to where to search for specific information. The examination, when divided up, gives roughly ~4 minutes to search for each question, so any information you are able to immediately recognise will give you more time elsewhere to look for other information. It is most advisable to become familiar with the '4 pillars' of fundamental marine law.

The 4 regulations considered to be the pillars of marine law are SOLAS 1974, MARPOL 1973/78, STCW and the MLC 2006. Each of these regulations plays a key role in ensuring the safety of ships, crews, and the environment. All of these organizations save for the MLC (created by the ILO) are conventions created by the International Maritime Organisation (IMO). The topics of SOLAS and MARPOL alone typically make up ~10 questions on the GSK3 examination.

SOLAS came into effect as a direct consequence of the sinking of the RMS Titanic, which sank at a time before standardized conventions and responses to marine disaster had really come into effect. The main objective of the SOLAS Convention is to specify minimum standards for the construction, equipment and operation of ships, compatible with their safety. SOLAS 74 has been updated and amended on numerous occasions but the most recent version of the act is still considered to be the version from 1974. The publication actually released in 1980, despite being known as SOLAS '94. SOLAS is split into 14 chapters, each focusing on a different type of regulation onboard.

• General - includes regulations concerning survey of the various ship-types and of issuing documents to signify ships meet the requirements set out before them.
• (II-1) Construction, subdivision and stability, machinery and electrical installations / (II-2) Fire prevention/detection/extinction - the subdivision of passenger ship watertight compartments must be as such that after assumed damage to the ships 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. As is the pattern for passenger (pax) ships in particular, the highest degree of subdivision (measured by the maximum permissible sitance between two adjacent bulkheads) applies to passenger vessels. Machinery and electrical installations are designed to ensure that services essential to the safety of the ship, passengers and crew are maintained under various emergency conditions, covered in hte machinery/electrical regulations. In 2010 goal based-standards were adopted for oil tankers and bulk carriers, requiring new ships to be designed/constructed for a specific design life and to be safe and environmentally friendly, in intanct and specifified damage conditions, throughout their life. Key areas under this regulation are strength and stability to minimize risk to/loss of the ship or pollution to the marine environment as a result of structural failure/flooding/loss of watertight integrity. For the firefighting portion- this chapter details fire safety provisions for all ships, and provides specific measures for passenger and cargo ships, and tankers. The principles included are as such; division of the ship into main and vertical zones by thermal and structural boundaries; seperation of accomodation spaces from the remainder of the ship (by thermal and structural boundaries); detection, containment and extinction of any fire in the space of origin; protection of the means of escape or of acces for fire-fighting purposes; ready availability of fire-extringuishing appliances; minimization of the possibility of ignition of flammable cargo vapour.
• Lifesaving appliances and arrangements - gives requirements for life-saving appliances and arrangements, including requirements for lifeboats, rescue boats and life jackets, according to type of ship. The international LSA (life saving appliance) 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.
• Radio communications - this chapter incorporates the GMDSS (global maritime distress and safety system). All passenger ships and all cargo ships of 300 gt and upwards on international voyages are required to carry equipment designed to improve the chances of rescue following an accident, including EPIRBS and SARTs for the location of the ship or survival craft. Also covered within the chapter are undertakings by contracting governments to provide radiocommunication services as well as ship requirements for carriage of radiocommunication equipment. This chapter is closely linked to the radio regulations of the international telecommunication union.
• safety of navigation - identifies certain navigation safety servies which should be provided by contracting governments and sets forth provisions of an operational nature applicable in general to all ships on all voyages. Subjects covered include the maintence of meteorological services for ships; the ice patrol service; routing of ships; and the maintenance of search and rescue services. This chapter also incldues 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. This is the chapter making the carriage of VDRs and AIS mandatory.
• carriage of cargoes - covers all types of cargo (except bulk liquids and gases) "which owing to their particular hazards to ships or persons onboard, may require special precautions". The regulations include requirements for storage and securing of cargo or cargo units (such as containers). This chapter requires cargo ships carrying grain to comply with the International Grain Code.
• carriage of dangerous goods - the regulations provided here are in three parts, A, B, and C (with additions). Part A covers the carriage of dangerous goods in packaged form, including associated documentation and classification. Contracting governments are required to issued instructions at the national level, and the chapter makes mandatory the IMDG (international maritime dangerous goods) code. Part A-1 cover bulk carriage of dangerous goods in solid form (and the documentation associated). B covers the construction and equipment of ships carrying dangerous liquid chemicals in bulk and requires chemical tankers to comply with the IBC (international bulk carrier) code. Part C convers the construction and equipment of ships carrying liquified gases to comply with the requirements of the IGC (international gas carrier) code. Lastly, 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 INF Code (international code for the safe carriage of packaged irradiated nuclear fuel, plutonium and high-level radioactive wastes onboard ships)
• nuclear ships - supplies basic requirements for nuclear-powered ships, largely concerning radiation hazards. It refers to the comprehensive Code of Safety for Nuclear Merchant Ships which was adopted by the IMO in 1981.
• management for the safe operation of ships - this chapter makes the ISM (international safety management) code mandatory, which requires a safety management system to be established by the shipowner and persons assuming responsibility on behalf of the company (the DPA)
• safety measures for high-speed craft - makes the HSC code (international code of safety for high-speed craft) mandatory.
• special measures to enhance maritime safety and security - clarifies requirements relating to authorization of recognized organizations (those responsible for carrying out surveys and inspections on administrations' behalves); enhanced surveys; ship identification number scheme; and port state control on operational requirements. The second part of the regulation enshrines the ISPS code (international ship and port facilities security code). Part A of that code is mandatory and part B contains guidance on how to best to comply with the mandatory requirements. Additionally, XI-2 also confirms the role of the Master in exercising their professional judgement over decisions necessary to maintain the security of the ship (they shall not be constrained by the company, the charterer, or any other person in this respect), requires all ships to be provided witha ship security alert system, covers requirements for pert facilities (contracting governments ensure port faciliry security assessments are carried out and developed), and the specific responsibility of companies.
• additional security measures for bulk carriers - gives additional structural requirements for bulk carriers over 150m in length.
• verification of compliance - this makes mandatory (from Jan 16) the IMO Member State Audit Scheme.
• safety measures for ships operating in polar waters - makes mandatory (from Jan 2017) the introduction and part I-A of the Polar Code (international code for ships operating in polar waters).

Over time, it is expected that watchkeepers will very learn at least the headings to the SOLAS chapters by heart. Seperate from the chapters are the annexes, 1 (certificates and documents required to be carried onboard ships) and 2 (list of resolutions adopted by solas conferences). Of the two annexes, annex 1 is rather important. Classification societies such as Lloyds Register, DNV-CL, and ABS among others, are often authorized by flag states as recognized organizations to carry out statutory survey and certification based on IMO's SOLAS convention and each flag state's specific requirements. Canada allows classification societies to conduct surveys and issue vessel certification within limits. For example, on the issue of security (XI-2 of SOLAS), Canada does not allow classification societies to issue certificates or conduct surveys on its behalf. Transport Canada is responsible for anything security related on Canadian flagged vessels.

table of carriage requirements set by SOLAS (WIP)

type of ship	tonnage or length	voyage type	year built?	carries onboard
passenger	any	any	N/A	AIS, VDR, EPIRB, SART, LSA, stability booklet
cargo	500gt+	int	affects
cargo	24m	int	N/A	stability booklet

MARPOL, the primary pollution regulations, are the main regulations which cover the prevention of pollution from ships to the marine environment. The MARPOL convention was adoped in 1973 by the IMO, and is known as MARPOL 1973/78, as the 'final form' (which continues to be revised to this day) released in 1980. The convention includes various regulations aimed at minimizing pollution caused by ships, and also establishes strictly controlled special areas, such as the Arctic. MARPOL is divided into six technical annexes, each concerning a different area of pollution control. Certain other regulations, like the Polar Code, will supercede parts of MARPOL.

ANNEX I- Regulations for the prevention of pollution by oil (entered force in 1983)

This annex covers the prevention of pollution by oil from operational measures and accidental discharges; the 1992 amendments to part I have made it mandatory for new oil tankers to have double hulls and brought in a phase-out schedule for existing tankers to fit double hulls, which was subsequently revised in 2001 and 2003. Annex 1 is one of the most important annexes, and in particular should become familiar with the oil record book parts 1 and 2 in this section. Oil, as defined in this annex, means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined products (other petrochemicals defined in Annex 2) and also includes substances listed in appendix 1 of this annex. Regulation 7 states that "an International Oil Pollution Prevention Certificate shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 6 of this annex, to any oil tanker of 150 gross tonnage and above or any other ships of 400 gross tonnage and above which are engaged in voyages to ports or offshore terminals under the juristiction of other parties to the prevent convention". The pollution prevention certificate states that a ship, the equipment and systems onboard, (under Annex 1) are compliant with regulation.

Also defined within this annex are 10 special areas;
• the mediterranean sea
• the baltic sea
• the black sea
• the red sea
• the 'gulfs area'
• the gulf of aden
• antarctic sea
• northwestern european waters
• oman area of the arabian sea
• the southern south african waters
• additionally, the polar regions have special control exercised over them
In these special regions, the discharge of oil or oily water mixtures is prohibited in all cases, save for the event in which oil must be discharged for the safety of the ship and life at sea, or in the event that discharge is accidental resulting from damage to the ship, if all reasonable precautions have been taken after the occurance of such damage or discovery of oil discharge (in essence, if it is an accident and everything done was to the best ability to prevent damage or pollution).

Video about MARPOL annex 1 regulations. Annex 1, regulation 14 outlines the carriage of oil filtering equipment onboard ships, which works by filtering any oily mixture so that the oil content does not exceed 15ppm (parts per million in volume); and cargo ships greater than 10,000 gross tonnes must carry enhanced versions of this equipment. Regulation 15 states that the discharge of oil or oily mixtures is prohibited unless; the oily mixture is processed through oil filtering equipment until not exceeding 15ppm, the ship is proceeding en-route, the oil mixture does not originate from cargo pump-room bilges on oil tankers, or the oil mixture is not mixed with oil cargo residues.
The second part of the Annex 1 deals more with cleaning cargo areas and tanks. Regulation 31 requires oil tankers of 150gt an above to be fitted with an oil discharge monitoring and control system. Regarding actual discharge of oil into the sea (outside of special areas and polar regions where it is prohibited) the following conditions must be satisfied; that the tanker is more than 50nm from the nearest land, the tanker is en-route, and the rate of discharge does not exceed 30 liters per nautical mile. The Oil Record Book (ORB) is an important document carried onboard the ship, on ships of more than 400gt, or tankers of more than 150gt, and is part of the port state inspection. The oil record book is to be kept onboard for 3 years since the last date of entry. A form of the oil record book is available in appendix 3 of annex 1. The completed operations are to be signed and dated by the officer in charge, and countersigned by the master of the ship. In the event of accidental or other exceptional discharge of oil, a statement shall be made in hte oil book of the circumstances and reason for discharge. The ORB includes the name and IMO number of the ship, the gross tonnage, the owner's details, the official number, and the period of usage.

The Oil Record Book Part 1 contains the following;
• all operations involving oil and oily mixtures
• dates, geographical position, quantity, tank identification, and duration of operation entered
• ballasting or cleaning of fuel oil tanks
• discharge of dirty ballast or cleaning water from oil fuel tanks
• collection and disposal of oil residues (sludge)
• discharge overboard or disposal otherwise, of bilge water that has accumulated in machinery spaces

because this is a document that the port state authority may inspect, they are allowed to take copies of enteries and the master must state if the copy is true or not. The oil record book is kept onboard for 3 years after the last entry is made.

The Oil Record Book Part 2 (for oil tankers) includes:
• loading and unloading of oil cargo
• internal transfer of oil cargo during the voyage
• cleaning of cargo tanks
• crude oil washing
• ballasting of cargo tanks
• ballasting of segregated clean ballast tanks (CBT tanker only)
• discharge of dirty ballast
• discharge of clean ballast from the cargo tanks
• discharge of ballast from Segregated CBTs (CBT tanker only)
• discharge of water from the slop tanks into the sea
• condition of oil discharge monitoring and control system
• accidental/other exceptional discharge of oil
• additional operational procedures and general remarks
• loading of ballast water (tankers engaged in specific trades)
• location of ballast water within the ship
• ballast water discharged to reception facilities

the SOPEP (shipboard oil pollution emergency plan) is a vital prevention plan, and should be available on all ships greater than 400gt, and all tankers greater than 150gt. As per regulation 37 of annex 1, the plan contains;

• procedures to be followed by the master or other persons in charge of the ship to report an oil pollution incident
• a detailed list of authorities to be contacted in the event of an oil pollution incident
• a detailed description of the action to be taken to reduce or control the discharge of oil following an incident
• the procedures and points of contact on the ship for coorinating shipboard action with national/local authorities in combating pollution

Additionally, all oil tankers with 5,000 tonnes deadweight or more must have quick access to computerized damage stability and residual structural strength calculation programs.

ANNEX II- Regulations for the control of pollution by noxious liquid substances in bulk (entered force 1983)

Annex 2 to MARPOL is primarily concerned with chemical liquid substances transported in bulk that are characterized by a certain degree of toxicity, or are just generally pose a threat to people or the environment. No discharge of residues containing noxious substances is permitted within 12 miles of the nearest land. The definition of a 'noxious liquid substance' is "any substance indicated in the Pollution Category column of chapter 17 or 18 of the International Bulk Chemical Code or provisionally assessed under the provisions of regulation 6.3 as falling into category X, Y or Z." The provisions in this annex apply to all ships certified to carry noxious liquid substances in bulk. These substances are divided into four categories (which were called A,B,C and D in old versions of the document);

• Category X: Noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment.
• Category Y: Noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment
• Category Z: Noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment
• Other substances: Substances indicated as OS (Other substances) in the pollution category column of chapter 18 of the International Bulk Chemical Code which have been evaluated and found to fall outside category X, Y or Z as defined in regulation 6.1 of this Annex because they are, at present, considered to present no harm to marine resources, human health, amenities or other legitimate uses of the sea when discharged into the sea from tank cleaning or deballasting operations. The discharge of bilge or ballast water or other residues or mixtures containing only substances referred to as ‘Other Substances’ shall not be subject to any requirements of the Annex

Ships carrying noxious substances must maintain a Cargo Record Book For Ships Carrying Noxious Liquid Substances In Bulk.; which is shown in Appendix II of Annex II. In addition every ship certified to carry substances of category X, Y or Z shall have on board a Manual approved by the Administration. The Manual, referred to as "The Procedures and Arrangements Manual" shall have a standard format in compliance with appendix 4 to Annex II.

"The Procedures and Arrangements Manual identifies the arrangements and equipment required to enable compliance with Annex II and to identify for the ship’s officers all operational procedures with respect to cargo handling, tank cleaning, slops handling, residue discharging, ballasting and deballasting."

In addition, this Manual, together with the ship’s Cargo Record Book and the Certificate issued under Annex II (see 'Certificate' below) will be used by Administrations (Port State) for control purposes in order to ensure full compliance with the requirements of Annex II by this ship. The master shall ensure that no discharges into the sea of cargo residues or residue/water mixtures containing category X, Y or Z substances shall take place, unless such discharges are made in full compliance with the operational procedures contained in this Manual. Regulation 8 states that Ships carrying noxious liquid substances in bulk shall be subject to the surveys specified.

As for the certificates required... an International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 8 of this Annex, to any ship intended to carry noxious liquid substances in bulk and which is engaged in voyages to ports or terminals under the jurisdiction of other Parties to the Convention.

No discharge of residues containing noxious substances is permitted within 12 miles of the nearest land. In addition, the following conditions must also be met;
• the ship is proceeding at 7kts or more
• the discharge is made below the waterline
• water depth must be greater than 25 meters

Noxious substances cannot be discharged in the polar areas under any condition (...unless for the purpose of securing the safety of the ship or saving life at sea).

The appendixes to Annex 2 also provide example forms, flow charts, and checklists showing standard forms which may be used onboard.

Annex III- Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form (entered force 1992)

The shortest annex. Contains general requirements for the issuing of detailed standards on packing, marking, labelling, documentation, stowage, quantity limitations, exceptions and notifications. For the purpose of this annex, 'harmful substances' are "those substances which are identified as marine pollutants in the International Maritime Dangerous Goods Code (IMDG Code) or which meet the criteria in the Appendix of Annex III". The annex requires that; packages containing a harmful substance shall be surably marked or labelled to indicate that the substance is a harmful substance in accordance with the relavant provisions of the IMDG code; and that each ship carrying harmful substances shall have a special list, manifest, or stowage plan setting forth, in accordance with the relevant provisions of the IMDG code, the harmful substances onboard and the location therof. A copy of one of these documents shall be made available before departure to the person or organization designated to the state authority. Like all the annexes- safety of life at sea is of most import and therefore;

Jettisoning of harmful substances carried in packaged form shall be prohibited, except where necessary for the purpose of securing the safety of the ship or saving life at sea.

Annex IV- Prevention of Pollution by Sewage from Ships

Contains requirements to control pollution of the sea by sewage; the discharge of sewage into the sea is prohibited, except when the ship has in operation an approved sewage treatment plant or when the ship is discharging comminuted (i.e ground up) and disinfected sewage using an approved system at a distance of more than 3 nautical miles from the nearest land; sewage which is NOT comminuted or disinfected has to be discharged at a distance of more than 12 nautical miles from the nearest land. Discharges of sewage within polar waters are prohibited except when performed in accordance with MARPOL Annex IV and the following requirements:

• the ship is discharging comminuted and disinfected sewage in accordance with regulation 11.1.1 of MARPOL Annex IV at a distance of more than 3 nautical miles from any ice-shelf or fast ice and shall be as far as practicable from areas of ice concentration exceeding 1/10; or the ship is discharging sewage that is not comminuted or disinfected in accordance with regulation 11.1.1 of MARPOL Annex IV and at a distance of more than 12 nautical miles from any ice-shelf or fast ice and shall be as far as practicable from areas of ice concentration exceeding 1/10
• the ship has in operation an approved sewage treatment plant certified by the Administration to meet the operational requirements in either regulation 9.1.1 or 9.2.1 of MARPOL Annex IV, and discharges sewage in accordance with regulation 11.1.2 of Annex IV and shall be as far as practicable from the nearest land, any ice-shelf, fast ice or areas of ice concentration exceeding 1/10.

As defined; 'Sewage means waste from toilets and urinals, medical premises, spaces containing live animals, and other waste waters if mixed with any of the fore mentioned.'

The provision of Annex II applies to any ship engaged on an international voyage of 400 GT and above and any ship less than 400GT if carrying more than 15 passengers. Subject to a survey the ship is issued with an International Sewage Prevention certificate which is valid for 5 years. Certificates must be endorsed by the administration (Flag State)

Annex V- Prevention of Pollution by Garbage from Ships (entered force 1988)

Annex V deals with different types of garbage and specifies the distances from land and the manner in which they may be disposed of; the most important feature of the Annex is the complete ban imposed on the disposal into the sea of all forms of plastics.
MARPOL Annex V seeks to eliminate and reduce the amount of garbage being discharged into the sea from ships. Unless expressly provided otherwise, Annex V applies to all ships, which means all ships of any type whatsoever operating in the marine environment, from merchant ships to fixed or floating platforms to non-commercial ships like pleasure crafts and yachts. MARPOL Annex V generally prohibits the discharge of all garbage into the sea, except as provided otherwise in regulations 4, 5, and 6 of the Annex, which are related to food waste, cargo residues, cleaning agents and additives and animal carcasses. Exceptions with respect to the safety of a ship and those on board and accidental loss are contained in regulation 7 of Annex V.
Under MARPOL Annex V, garbage includes all kinds of food, domestic and operational waste, all plastics, cargo residues, incinerator ashes, cooking oil, fishing gear, and animal carcasses generated during the normal operation of the ship and liable to be disposed of continuously or periodically. Garbage does not include fresh fish and parts thereof generated as a result of fishing activities undertaken during the voyage, or as a result of aquaculture activities.

All ships of 100 gross tonnage and above, every ship certified to carry 15 persons or more, and every fixed or floating platform must carry a garbage management plan on board, which includes written procedures for minimizing, collecting, storing, processing and disposing of garbage, including the use of the equipment on board (regulation 10.2). The garbage management plan must designate the person responsible for the plan and be written in the working language of the crew.

The Garbage Record Book:
Implementation and enforcement is also the focus of regulation 10.3, which requires all ships of 400 gross tonnage and above and every ship which is certified to carry 15 persons or more engaged in voyages to ports and offshore terminals under the jurisdiction of another Party to the Convention and every fixed or floating platform to provide a Garbage Record Book and to record all disposal and incineration operations. The date, time, position of the ship, description of the garbage and the estimated amount incinerated or discharged must be logged and signed. The Garbage Record Book must be kept for a period of two years after the date of the last entry. This regulation does not in itself impose stricter requirements - but it makes it easier to check that the regulations on garbage are being adhered to as it means ship personnel must keep track of the garbage and what happens to it. It could also prove an advantage to a ship when local officials are checking the origin of discharged garbage - if ship personnel can adequately account for all their garbage, they are unlikely to be wrongly penalized for discharging garbage when they have not done so. Appendix 2 of MARPOL Annex V provides a standard form for a Garbage Record Book. It is important to be familiar with the garbage record book, as it is part of routine operations onboard.

Discharge of the following garbage into the sea within special areas shall only be permitted while the ship is en route and as follows: Discharge into the sea of food wastes as far as practicable from the nearest land, but not less than 12 nautical miles from the nearest land or the nearest ice shelf. Food wastes shall be comminuted or ground and shall be capable of passing through a screen with openings no greater than 25 mm. Food wastes shall not be contaminated by any other garbage type. Discharge of introduced avian products, including poultry and poultry parts, is not permitted in the Antarctic area unless it has been treated to be made sterile.

Cargo Residues:
Cargo residues are defined as the remnants of any cargo which are not covered by other Annexes to the present Convention and which remain on deck or in holds following loading or unloading. They include loading and unloading excess or spillage, whether in wet or dry condition or entrained in wash water, but do not include cargo dust remaining on deck after sweeping or dust on the external surfaces of the ship (regulation 1.2 of Annex V). In addition to this definition, MARPOL Annex V also stipulates that only those cargo residues that cannot be recovered using commonly available methods for unloading could be considered for discharge.

Annex VI- Prevention of Air Pollution from Ships (entered force 2005)

Sets limits on Sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate emissions of ozone depleting substances; designated emission control areas set more stringent standards for SOx, NOx and particulate matter. A chapter adopted in 2011 covers mandatory technical and operational energy efficiency measures aimed at reducing greenhouse gas emissions from ships. The main changes to MARPOL Annex VI are a progressive reduction globally in emissions of SOx, NOx and particulate matter and the introduction of emission control areas (ECAs) to reduce emissions of those air pollutants further in designated sea areas.
Under the revised MARPOL Annex VI, the global sulphur cap was reduced initially to 3.50% (from the existing 4.50%), effective from 1 January 2012; then to 0.50 %, effective from 1 January 2020. The limits applicable in ECAs for SOx and particulate matter were reduced to 1.00%, beginning on 1 July 2010 (from the original 1.50%); being further reduced to 0.10 %, effective from 1 January 2015.

NOX:
Progressive reductions in NOx emissions from marine diesel engines installed on ships are also included, with a “Tier II” emission limit for engines installed on or after 1 January 2011; then with a more stringent "Tier III" emission limit for engines installed on or after 1 January 2016 operating in ECAs. Marine diesel engines installed on or after 1 January 1990 but prior to 1 January 2000 are required to comply with “Tier I” emission limits, if an approved method for that engine has been certified by an Administration.

There are two key certificates under MARPOL annex VI; the International Air Pollution Certificate; and the International Energy Efficiency Certificate, both of which are issued to ships of 400 gross tonnes or more. Platforms and oil rigs engaged in voyages in waters to waters under the socereignty/juristriction of other parties require an air pollution certificate.

table of various carriage regulations required by MARPOL

type of ship	tonnage or length	voyage type	year built?	carries onboard	validity
oil tanker	150+	any	N/A	oil pollution prevention certificate	not more than 5 years, extension not more than 3 months
all other ships	400gt+	any	N/A	oil pollution prevention certificate	not more than 5 years, extension not more than 3 months
any ship	400gt+	any	N/A	oil filtering equipment	N/A
cargo ships	10,000gt+	any	N/A	oil filtering equipment with alarms and automatic stop	N/A
oil tankers	150gt+	any	N/A	oil discharge monitoring and control system	N/A
oil tankers	150gt+	any	N/A	oil record book part 1/2	kept onboard for 3 years after last entry made
all other ships	400gt+	any	N/A	oil record book part 1	kept onboard for 3 years after last entry made
oil tankers	150gt+	any	N/A	SOPEP plan	N/A
all other ships	400gt+	any	N/A	SOPEP plan	N/A
NLS certified carriers	any	any	N/A	International Pollution Prevention Certificate	not more than 5 years
any ship	400+gt	inter national	N/A	International Sewage Prevention certificate	5 years
passenger ship carrying 15+ passengers	any	any	N/A	International Sewage Prevention certificate	5 years
all ships	400+gt	any	N/A	Garbage Record Book	N/A
passenger ship carrying 15+ passengers	any	any	N/A	Garbage Record Book	N/A
all ships	400+gt	any	N/A	International Air Pollution certificate	N/A
platforms and drill rigs	any	any	N/A	International Air Pollution certificate	N/A
all ships	400+gt	any	N/A	International Energy Efficiency Certificate	N/A

STCW was adopted by the IMO in 1978, and since then has undergone numerous amendments. The last major revision to STCW was in 2010, and the amendments made at this time are known as the 'Manilla Amendments' or '2010 amendments'. STCW consists of both a convention and a code, each specifying different conditions onboard.

STCW Convention: the convention forms the first part of STCW 2010 and outlines the minimum requirements for certification at each level (deck,eng, etc.).

The STCW convention consists of 8 chapters;
• general provisons
• master and deck department
• engine department
• radiocommunication and radio operators
• special training requirements for personnel on certain types of ships
• emergency, occupational safety, security, medical care and survival functions
• alternative certification
• watchkeeping

STCW Code: the code part of STCW is split into 2 parts; part A, giving mandatory provisions and minimum standards, and part B, recommending guidance to assist parties involved with STCW to maintain a full and complete effect of uniform compliance across the industry. The chapter headings between part A and part B will be the same, but while part A states 'standards regarding....', part B will be similarily titled 'guidance regarding....'

The STCW convention applies to seafarers serving on board seagoing ships entitled to fly the flag of a party (to the convention) except those serving on warships, government vessels, pleasure craft not engaged in trade, and fishing vessels. The Convention allows contracting States (Port States) to require compliance by foreign ships with STCW requirements while in their ports. This system is further taken into account by the SOLAS convention and is called Port State control. It is specified in Regulation I/4 (of the STCW Convention) that control procedures are not limited to a documental level (i.e. checking seafarers hold the correct certificates). Port State also has the authority to ascertain if seafarers have the ability to maintain watchkeeping and security standards (although this would only be done if their are clear grounds for concern).
The STCW code lists the training and competencies that must be acquired by seafarers for the relevant positions. For the most part, the code deals with the deck and engineering department, providing standards for 3 different levels of responsibility; management, operational, and support.
Chapter 5 of the Code sets mandatory minimum requirements for oil and chemical tankers, LNG carriers, and passenger ships. Chapter 6 deals with the basic training that every seafarer recieves (survivalcraft, rescue boats/FRCs, advanced firefighting/first aid, etc). Chapter 8 deals with watchkeeping and can be considered the most important or prominent from an operational point of view. Chapter 8 sets requirements to be considered 'fit for duty' and gives limits for hours of work, hours of rest, and acceptable blood-alcohol limits. It sets rules and principles to be complied with during navigational watch, the engineering watch, and the radio watch, while both at sea or in port.

The MLC convention is comprised of 'articles', with the Code and regulations contained to the second half of the MLC. The technical rules are set by the code, which is also further divided into part A (compulsory/standards) and part B (not compulsory, guidelines).

The structure of the code in the latter half is as such;
• title 1, the minimum requirements for seafarers to work on a ship
• title 2, conditions of employment
• title 3, accomodation, recreational facilities, food, and catering
• title 4, health protection, medical care, welfare, and social security protection
• title 5, compliance and enforcement

The MLC is widely known as the 'seafarers bill of rights' due to its unique effect on both seafarers and quality ship owners. The comprehensive Convention establishes seafarers' rights to decent conditions for working and living; including among others, minimum ages to work, employment agreements, hours of work or rest, payment of wages, paid annual leave, repatriation at the end of contract, onboard medical care, the use of licensed private recruitment and placement services, accomodation, food and catering, health and safety protection, accident prevention, and lastly handling of seafarers' complaints. It is a system designed to be applicable globally, clear and easily understood, universally enforced, and readily updatable. These distinctions are part of what makes it a 'fundamental pillar' of marine law.
The Convention mandates that commercially operated ships of 500 gross tonnage or over and governed by its provisions will, if they operate on international voyages, be required to carry, among other things, two specific documents: a Maritime Labour Certificate (MLC) and a Declaration of Maritime Labour Compliance (DMLC) providing prima facie evidence that the ships are in compliance with the requirements of the Convention. These two documents will be subject to inspection when ships enter the ports of other countries that have ratified the Convention. In addition, ships flying the flag of countries that have not ratified the Convention will also be subject to inspection with respect to working and living conditions for seafarers when they enter ports of countries where it is in force. This “no more favourable treatment” approach, is an important aspect to help ensure fair competition for ship-owners that comply with the Convention.

MLC 2006 applies to a wide range of ships operating on international and national or domestic voyages. Exceptions include those navigating exclusively in inland waters or waters within, closely adjacent to sheltered waters or areas where port regulations apply; those engaged in fishing or similar pursuits; and ships of traditional build (such as dhows, junks, warships, naval auxiliaries). It also comtains important new compliance and enforcement components based on flag state inspection and for port state control. The ILO has developed a number of resources such as guidelines for flag state inspections and for port state control, as well as workshops to help train inspectors and to assist national legal counsel and officials involved with ratification and national legal implementation.

type of ship	tonnage or length	voyage type	year built?	carries onboard	validity
all ships	500+gt	inter national	N/A	Maritime Labour Certificate	not exceeding 5 years, renews 3 months before expiry
all ships	500+gt	inter national	N/A	Declaration of Martitime Labour Compliance	not exceeding 5 years, renews 3 months before expiry

The marine personnel regulations are a set of Canadian regulations which may provide additional provisions to the requirements of STCW, and the provisions of the MLC. View the MPR here.

the MPR is split into 3 parts;
• Part 1, dealing with certificates of competency for seafarers. It prescribes the knowledge, skills, and abilities needed to perform assigned functions on a ship, for each certificate required. It lists the types of training certificates a seafarer must hold, any required testimonials, sea service time, and the examinations leading to a particular level of competency.
• Part 2, which sets out the number and type of personnel needed to safetly operate and prevent pollution on or from a canadian vessel or a non-registered vessel in canadian waters. For example, all commercial vessels, regardless of length, must have a certified master. However, for operators of certain small commercial vessels, a SVOP (small vessel operator proficiency) training certificate, and in some cases, a Pleasure Craft Operator card will be accepted. All vessels needing an inspection certificate, as identified in the Vessel Safety Certificates Regulations, must have a Safe Manning Document. This indicates the minimum safe crewing levels for the vessel, and is valid for a maximum of five years after the day it is issued. Details about Safe Manning Documents can be found in the Marine Personnel Regulations (Note: this is unlike STCW, as STCW does not address safe manning. Safe manning is covered in SOLAS Chapter V Regulation 14.)
• Part 3, which is titled 'Maritime Labour Standards' reflects the requirements of the MLC 2006 for working conditions of seafarers onboard a vessel in order to protect their health and well-being. Some highlights o the new maritime labour standards for working conditions, under part 3 of the regulations, include that; crew members must now be 16 years of age; the duration of work for employees under 18 is limited; seafarer recruitment services must meet new requirements to hold, issue, and maintain a license; conditions of employment in relation to hours of work and rest, which now depend on the class of voyage and food served, and the introduction of the Maritime Labour Certificate and document of compliance. Seafarers and authorized representatives are also required to maintain a record of sea service, and to provide that record to the Minister upon request.

Not all of the MPR are consistent with both STCW and MLC- minimum hours of rest being one glaring example. It is important to know exactly when to look in a particular regulation; so a general rule of thumb is when 'Canada' is specifically mentioned in a question it is an indication to search within the MPR or other canadian regulation as opposed to international publications.

The ISPS code is a regulation focused on enhancing maritime security, primarily coming into focus following the events of 9/1, which would create ripples of change across the transport industry as a whole. A new chapter of SOLAS was created after 9/11 (XI-2, special measures to enhance maritime security), which makes reference to the standalone ISPS code. ISPS came into force July 1st of 2004 and is divided up into 2 sections; ship security and port security. Each section is then further divided into part A (mandatory) and part B (guidance).
Under the ISPS code every SOLAS ship must carry an SSP (ship security plan) and a SSO (ship security officer). If the ship meeds the security requirements outline byt the code and has onboard the requisite documents (the SSP and visitors recordbook, among other security-related procedures) it is issued an ISSC (international ship security certificate) by the Flag State (in canada, by TC) or a flag state authorised RSO (recognized security organization) such as Lloyda, DNV-GL, or ABS. The ISSC is valid for 5 years.

The ISPS code (and canadian security regulations) have created three universal levels of security, called 'MARSEC' levels, which indicate the level of security that ships and shore facilities will operate under. Historically, the MARSEC level has never been raised higher than the first level. The MARSEC applies to all vessels, though certain vessels may inherently have stricter security policies.

The MARSEC levels are as follows...
• Level 1- minimum appropriate security measures shall be maintained at all times
• Level 2- appropriate additional protective security measures shall be maintained for a period of time as a result of heightened risk of a transportation security incident.
• Level 3- further specific protective security measures shall be maintained for a limited period of time when a transportation security incident is probable, imminent, or has occurred, although it may not be possible to identify the specific target.

All crew need to be aware of the current MARSEC level (it will be posted throughout ship and shore facilities). The ships flag state (or 'contracting government') sets the security level for all ships and ports under its domain. In Canada it is Transport Canada that sets the security levels based on threat intelligence.

type of ship	tonnage or length	voyage type	year built?	carries onboard	validity	issuer
SOLAS vessels	any, see type	international	N/A	International Ship Security Certificate	5 years	Flag State, or RSO

MTSRs - Canada's Marine Transportation Security Regulations:
Canada has developed their own security regulations called the MTSRs, which are almost identical to the ISPS code but cover certain issues unique to Canada. These regulations can be accessed here

The international safety management code, ISM, was established in 1993 (and came into force 1998) for the purpose of providing an international standard for the safe management and operation of ships and for pollution prevention. The ISM code was developed following the Herald of Free Enterprise disaster, which sank suddenly in 1987 as a result of crew negligence and general poor safety attitudes onboard. The ISM code was implemented under Chapter IX of SOLAS and has had force of law in SOLAS states with regard to passenger ships, oil tankers, chemical carriers, gas and bulk carriers, and cargo highspeed crafts (of 500+gt) since 1998. It became enforcable on other cargo ships and mobile offshore drilling units (500+gt) as of 2002.
The code establishes safety management obkectives and requires a safety management system (SMS) to be established by 'the Company', which is defined as the owner or any other organization or person, such as the manager or charterer who has assumed responsibility for operating the ship and who, on assuming such responsibility, has agreed to take over all duties and responsibility imposed by the code. The company must establish and implement a policy for achieving those objectives. This includes providing the necessary resources and shore-based support. Every company is epected to "designate a person or persons ashore having direct acces to the highest level of management" in order to provide a link between the company and those on board (a DPA- designated person ashore). The procedures required by the code should be documented and compiled in a Safety Management Manual, a copy of which should be kept on board (in hardcopy or electronic format).

Several guidelines for proper implementation of the ISM code hae also been adopted. The Code is based on general principles and objectives to accomodate different management styles and the wide range of cinditions and trades in which ships operate. Thus, the code sets down the standard; and the company (shipowner/manager) is left to design how they will achieve the standard set.

The SMS must include;
• a safety and environmental protection policy,
• instructions and procedures to ensure the safe operation of ships,
• defined levels of authority and lines of communication between, and amongst, shore and shipbard personnel,
• identification of the person responsible for ISM compliance and the company’s ISM point of contact (DPA),
• procedures for the maintenance of ships and equipment; emergency preparedness and response procedures,
• record keeping procedures
• reporting procedures for accidents and ISM non-compliance and procedures for internal audits, management reviews, and periodic assessments
The Code also sets out the management responsibilities and authority with regard to safety management and the qualifications that masters should possesses in this regard.

A company that complies with the requirements of the code will be issued a 'Document of Complaince' (DOC), and every ship that operates in accordance with the approved SMS is issued a 'Safety Management Certificate' (SMC). Though the code provides that the aforementioned certificates will be issued by the competent flag state authority, in practice the assessment of the relevant documentation and issueance of a certificate is normally delegated to the major classification societies. As part of SOLAS, the ISM code may be enforced through Port State Control (PSC) who also have the right to detain a vessel if it is found to be in non-compliance.

The safety management objectives of the company under the code are generally described in paragraph 1.2, namely;

• to ensure safety at sea, prevention of human injury or loss of life, and avoidance of damage to the environment, in particular, to the marine environment, and to property
• to provide for safe practices in ship operations and a safe working environment
• to asses all identified risks to its ships, personnel and the environment and establish appropriate safeguards
• to continuously improve safety management skills of personnel ashore and aboard ships, including preparing for emergencies related both to safety and environmental protection

Duties of the company under thecode are prescribed in various articles of the code, in particular;
• to establish a safety and environmental protection policy and ensure that the policy is implemented and maintained at all levels of the organization both ship based as well as shore based (para 2);
• to define and document levels of authority and lines of communication between shore and shipboard personnel, as well as to establish procedures for reporting accidents and non-conformities with provisions of the code (para1.4)
• to designate a person or persons ashore having direct access to the highest level of management, who should have authority and responsibility to monitor the safety and pollution prevention aspects of the operation of each ship (para 4)
• to define clearly the master’s responsibility and issue instructions in a clear and simple manner (para 5) and ensure that the ship’s personnel are able to communicate effectively in the execution of their duties under the Code (para 6.7)
• to establish procedures to ensure the ship is maintained in conformity with the provisions of the relevant rules and regulations and that inspections are held at appropriate intervals; to report non-conformities, to take corrective action and to keep record of these activities (para 10)
• to establish and maintain procedures to control all documents and data which are relevant to the safety management system (para 11)
• to ensure that the ship should be operated by a company which has issued a document of compliance (DOC) and that every ship is issued with a safety management certificate (SMC) in compliance with the code (para 13);
• if a manager is appointed, the owner must report full details to the flag state administration and document the authority and responsibility of all personnel who manage (para 3, which should be read together with paras 1.1.2 and 12.6: the management personnel should take timely corrective action on deficiencies found).

The Canada Shipping Act 2001 is the primary legislation governming safety of marine transportation and recreational boating. The original act was adopted from the British Merchant Shipping Act of 1894, and the CSA 2001 entered into force formally in July 2007. The act applies in all Canadian waters, including the arctic (but note that MARPOL 73/78 does not apply in canadian arctic waters). The CSA is written very technically, as much of the shipboard relevant information is contained within regulations falling under the act.
Defined in the CSA are seaworthiness; mandatory registration of ships; authorized representatives; canadian maritime documents (namely who issues which documents and where they fall under); responsibilities of the master, crew and passengers; among other miscellaneous information which fails to fall under other marine acts.
Read the CSA here.

The Canada Labour Code is a canadian act that defines the rights and responsibilities of workers and employers in federally regulated workplaces (such as shipping), and sets out federal labour laws. The code is defined in 4 parts;

• Part 1- Industrial Relations
• Part 2- Occupational Health and Safety
• Part 3- Standard hours, wages, vacations and holidays
• Part 4- Administrative Monetary Penalties

Part 1 list the industries that must follow part 1 of the code including port services, marine shipping, ferries, tunnels, canals, bridges and piplines that cross international or provincial borders.
Part 2 establishes provisions to prevent workplace related accidents and injuries, including occupational diseases. Under part 2 the employer has a general oblication to protect the health and safety of employees while at work, and non-employees (such as contractors) who are granted access to the workplace. It also places obligations on the following groups to help prevent occupational related injuries and diseases; employees, the health and safety committee, and the health and safety representative.
Part 3 establishes and protects workers' rights to fair and rquitable conditions of employment. The provisions of the code set labour standards for employment conditions. These labour standards establish minimum working conditions in the federally regulated private sector, such as; hours of work, minimum wages, statutory holidays, annual vacations, and various other types of leave (note that with regards to hours of work, the MPR take precedence). Occupational health and safety and Marine Occupational Health and Safety (MOHS) fall under the Canada Labour Code, rather than the CSA 2001.
Read the CLC here.

The CSWPR used to be a key regulation, though nowadays has been largely replaced by the MOHS regulations. Read the CSWPR here.

The MOHS regulations were repealed in 2010, and cite part 2 of the CLC regarding occupational safety onboard ships. Sometimes Transport Canada examinations are not congruent with the current regulations, so it is advisable to familiarize with older repealed acts as well. Read the current MOHS here. Read an older version here.

The international ballast water convention came into force in 2017 to better prevent the spread of invasive aquatic species in ballast water. Under the convention, all ships in international traffic are required to manage their ballast water and sediments to a certain standard, according to a ship=specific ballast water management plan. All ships will also have to carry a ballast water record book and international ballast water management certificate. The ballast water management standards will be phased in over a period of time. As an intermediate solution, ships should exchange ballast water mid-ocean. However, eventually most ships will need to install an on-board ballast water treatment system.

The Convention is divided into articles, and has an annex with technical standards and requirements in the regulation relating to ballast water management. Under regulation B-4 Ballast Water Exchange, all ships using ballast water exchange should, whenever possible, conduct ballast water exchange at leat 200 nautical miles from the nearest land and in water at least 200 meters (note that the Canadian BW regulations change this to 2,000m). In cases where the ship is unable to conduct ballast water exchange as above, this should be as far from the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land and in water at least 200 meters in depth. When these requirements cannot be met, areas may be designated where ships can conduct ballast water exchange. All ships shall remove and dispose of sediments from spaces designated to carry ballast water in accordance with the provisions of the ships' ballast water management plan (regulation B-4). Regulation D-1 Ballast Water Exchange Standard states that ships performing ballast water exchanges shall do so with an efficiency of 95% volumetric exchange of ballast water. For ships exchanging ballast water via the pumping-through method, pumping through 3 times the volume of each ballast water tank shall be considered to meed the standard described. Pumping through less than three times the volume may be accepted provided the ship can demonstrate that at least 95% volumetric exchange standard is met.

Parts of the ballast water regulations which are mentioned in the GSK syllabus;
• the definition of ballast water, ballast water management, and sediments
  • Ballast water meaning... water with its suspended matter taken on board a ship to control trim, list, draught, stability or stresses of the ship.
  • Ballast water management meaning... mechanical, physical, chemical, and biological processes, either singularly or in combination, to remove, render harmless, or avoid the uptake or discharge of Harmful Aquatic Organisms and Pathogens within Ballast Water and Sediments.
  • Sediments meaning... matter settled out of Ballast Water within a ship.
• The conditions where the application of this convention may be exempted
  • Similar to other Conventions ships may be exempted from complying with the Convention under certain circumstmaces. These circumstances are outlined in Regulation A-3. "The requirements of regulation B-3, or any measures adopted by a Party pursuant to Article 2.3 and Section C, shall not apply to: the uptake or discharge of Ballast Water and Sediments necessary for the purpose of ensuring the safety of a ship in emergency situations or saving life at sea;or, the accidental discharge or ingress of Ballast Water and Sediments resulting from damage to a ship or its equipment:"
• The application of the Convention
  • Except as expressly provided otherwise in this Convention, this Convention shall apply to: (a) ships entitled to fly the flag of a Party; and (b) ships not entitled to fly the flag of a Party but which operate under the authority of a Party.
• The management and control requirement based on section B regulations B1-B6
  • B-1; each ship shall have onboard a ballast water management plan
  • B-2; Each ship shall have on board a Ballast Water record book
  • B-3; outlines the specific requirements regarding Ballast water management for ships (build before/after 2009, 2012, or 2017 and BW capacity greater/less than 5,000 cubic meters).
  • B-4; covers Ballast Water Exchange
  • B-5; covers Sediment Management for Ships
  • B-6; covers duties of Officers and Crew
• The various methods of ballast exchange
  • (D-1) "Ships performing Ballast Water exchange in accordance with this regulation shall do so with an efficiency of at least 95 percent volumetric exchange of Ballast Water."
  • (D-1) "For ships exchanging Ballast Water by the pumping-through method, pumping through three times the volume of each Ballast Water tank shall be considered to meet the standard described in paragraph 1. Pumping through less than three times the volume may be accepted provided the ship can demonstrate that at least 95 percent volumetric exchange is met."
• and the standards that need to be observed in ballast water exchange,
  • (D-2) "Ships conducting Ballast Water Management in accordance with this regulation shall discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in minimum dimension and less than 10 viable organisms per millilitre less than 50 micrometres in minimum dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge of the indicator microbes shall not exceed the specified concentrations described in paragraph 2"

The Ballast Water Regulations are the primary canadian ballast water control measures, ontop of the international standard. The regulations apply to; canadian vessels everywhere, and foreigh vessels that are in waters under canadian jurisdiction. The regulations first started to come into effect in 2006 before the international standard had existed, so in 2017 when the convention entered forces, the new ballast water Regulation acceded to the Convention.

The regulations incorporate by reference the requirements of the Convention by reference, and repeal the ballast water control and management regulations (repealed in 2021, read the old version here) and; apply to Canadian vessels everywhere and all vessels in waters under canadian jurisdiction; impose requirements based on the vessel's length, its ballast water capacity, its date of construction, and its area of operation; and maintain foundational requirements from the former regulations that can still be applied to the amended reginme, such as for reporting requirements.
Vessels to which the regulations apply are divided into four groups;

International Vessels must...
• have on board and implement an approved vessel-specific Ballast Water Management Plan
• be surveyed and carry a Ballast Water Management Certificate
• meet a performance standard that limits the number of organisms capable of reproducing in order to reduce the risk of aquatic species invasions (vessels are expected to use a Ballast Water Management System (BWMS) to meet the performance standard)
• record ballast water operations and maintain a Ballast Water Record Book on board
• be subject to inspections in ports or offshore terminals to ensure compliance
• Also subject to former provisions which remain relevant...
  • to flush otherwise-empty ballast tanks with open ocean water in order to reduce the risk posed by any residual ballast water and sediments
  • to exchange and flush ballast tanks in addition to meeting the performance standard when traveling to Canadian fresh waters (from outside of waters under Canadian jurisdiction, the Great Lakes and the high seas
  • to conduct any exchange or flushing operation in waters at least 2,000 metres deep, whenever possibl
  • to report on the provenance and management of ballast water released in Canada
  The Regulations will require all vessels on international voyage to comply with the Convention’s requirements. The Convention requires vessels traveling internationally and built on or after September 8, 2017 to meet the performance standard when the vessel is launched. Conversely, as per the Convention, vessels built before September 8, 2017 will be required to meet the performance standard using a phased-in approach from 2019 to 2024.

Domestic and Great Lakes Vessels must...
• These vessels include those that operate exclusively in waters under Canadian jurisdiction, as well as those that operate there and at United States Great Lakes ports and/or on the high seas. Domestic and Great Lakes vessels will be required to comply with the same applicable requirements as vessels in Group 1 above. However, those vessels constructed in or after 2009 will have until September 8, 2024 to come into compliance with the performance standard, while those vessels constructed before 2009 will have until September 8, 2030 to come into compliance.
• Non-party vessels (e.g., United States vessels) that transit through Canadian waters of the Great Lakes Basin without loading or unloading ballast water (other than ballast water necessary for the purpose of ensuring the safety of the vessel on a voyage between non-Canadian ports) will be exempt from the Regulations.

Vessels of Non-parties must...
• The Convention requires Canada to apply the requirements of the Convention to vessels of non-parties to ensure that no favourable treatment is given to such vessels. The Convention’s requirements include the development of approved ballast water management plans for meeting the Convention’s performance standard wherever ballast water is discharged - even if the ballast is ultimately discharged into waters of non-parties. The Regulations therefore require that vessels that load or discharge ballast water in Canada hold and keep on board a document of compliance issued by, or on behalf of, their flag state that certifies that the vessel meets the requirements of the Convention.

Vessels subject to the equivalent compliance regime
• The Convention allows Canada to establish equivalent compliance requirements for certain international pleasure craft, and search and rescue craft that carry less than eight cubic metres of ballast water and are less than 50 metres in length. The Regulations will do so for these vessels by giving effect to the International Maritime Organisation (IMO) guidelines for equivalent compliance. For reasons of practicality and feasibility, the Regulations will also allow vessels less than 50 metres in length, as well as non-self-propelled vessels with a gross tonnage of less than 3,000 tons, to follow the equivalent compliance regime if they operate exclusively in waters under Canadian jurisdiction, or in those waters and on the high seas. Equivalent compliance refers to a set of methods and best practices approved by the IMO that allows vessel owners to determine how best to manage ballast water on board their vessel, as installing and operating BWMS and meeting all of the requirements under the Regulations is not always feasible.

Shipping Safety Control Zones Order: read the SSCZ here
This act divides the canadian arctic up into 16 shipping control zones, stipulates the opening and closing dates for each zone in each of nine arctic class ships. The exact latitude and longitutdes of the border boundaries are given by the publication.

ASPPR- Arctic Shipping Pollution Prevention Regulations: read the repealed ASPPR here
This act has since been repealed, but is still present in TP2293 syllabus for GSK3. The AWPPA (Arctic Water Pollution Prevention Act) and AWPPR provide measures to prevent pollution froom ships and in particular, the deposit of waste into arctic waters. The regulation dealt with construction and operational aspects of navigating in the Arctic, including the need for Ice Navigators. The ASPPR contains the Zone/Date System (Z/Ds) which uses the 16 safety control zones, each having a fixed opening and closing date for ships of various ice capability. The Arctic Ice Regime Shipping System (AIRSS) was introduced as a more flexible system that uses the actual ice conditions to determine whether entry is alowed in a ice regime. An Arctic Water Pollution Prevention Certificate may be issued to a vessel outside of Canada by an IACS recognized classification society.

ASSPPR- Arctic Shipping Safety and Pollution Prevention Regulations: read the ASSPPR here
In 2017 the IMO put the Polar Code into force, and later that same year, Canada issued new regulations applicable to navigation into the Canadian Arctic. The ASSPPR came into force december 2017 and repealed the ASPPR. It brings the Polar Code into Canada's regulatory framework. These regulations include safety measures and pollution prevention measures for Canadian vessels navigating in polar waters, and foreign vessels navigating in a canadian shipping safety control zone.
The ASSPPR incorporate by reference the safety requirements of Chapter XIV of SOLAS and amendmends made to 4 MARPOL annexes. The regulations have 3 parts, and 2 schedules.

Part 1, safety measures
• Section 6 of the ASSPPR has the effect of making the safety-related Polar Code requirements applicable to Canadian vessels operating in polar waters and foreign vessels operating in a Shipping Safety Control Zone (SSCZ)
• Requirement for certain ships intending to operate in polar waters / a SSCZ, to have a valid Polar Ship Certificate (PSC) onboard. This replaces the "Arctic Pollution Prevention Certificate" referred to in the previous (revoked) Canadian regulations. The PSC must be issued by a Recognized Organization (RO), i.e. recognized classification society.
• The ASSPPR maintain both the Arctic Ice Regime Shipping System (AIRSS) and Zone Date System (ZDS), for determining a vessel’s limits in ice.

Part 2, pollution prevention measures
• The Arctic Waters Pollution Prevention Act (AWPPA) places a complete prohibition (zero discharge) of pollution from ships/vessels in “arctic waters”, as defined in the AWPPA, except where the AWPPA regulations authorize it.
• Part 2 of the ASSPPR sets out Canadian modifications with regards to the prevention of pollution by oil, by sewage, and by garbage from vessels, as well as the control of pollution by noxious liquid substances in bulk.
• Except where otherwise indicated, the pollution prevention sections of the ASSPPR apply to all Canadian vessels operating in polar waters, and foreign vessels operating within the SSCZ (including fishing vessels, pleasure craft, and vessels without a mechanical means of propulsion).

AWPPA- Arctic Waters Pollution Prevention Act: read the AWPPA here
The AWPPA was enacted to prevent the pollution of the waters next to the mainland and islands of the Canadian arctic by boats and ships. It applies to waters north of the 60th parallel and to ship owners or operators travelling through Arctic waters. The act prohibits the dumping of waste and places severe penalties on both ship owners and operators. Proof of negligence is not required to be found liable in regards to dumping waste. It also references the SSCZ and gives terms for enforcement and offence.

This set of regulations surrounds the plimsol line midships, for the purpose of perserving vessel stability. All assigned load-lines must be marked amidships on each side of the ship, together with the deck line. Ships intended for the carriage of timber deck cargo are assigned a smaller freeboard as the deck cargo provides protection against the impact of waves.

Load Lines Convention 1966 overview
• Chapter 1, general information
• Chapter 2, conditions for assignment of freeboard
• Cpater 3, assignment of freeboard
• Chapter 4, special requirements for ships assigned timber freeboards
• Annex 2 covers zones, areas, and seasonal periods in relation to load lines (fresh/tropical, etc)
• Annex 3 covers certificates, including the International Load Line Certificate

type of ship	tonnage or length	voyage type	year built?	carries onboard	validity	issuer
any except warship, fish boat, pleasure yacht	25+ meters	any	N/A	International Load Line Certificate	5 years	Flag State government

Aside from SOLAS regulations, there are also a few other regulations which apply to passenger ships (and are in the syllabus). These regulations are;

• Special Trade Passenger Ships Agreement, 1971
• Protocol and Rules on space Requirements for Special Trade Passenger Ships 1973
• Athens Convention relating to the Carriage of Passengers and their Luggage by sea 1974

The United Nations Convention on the Law of the Sea (UNCLOS) is an international treaty which was adopted and signed in 1982. It entered into force in 1994. It replaced the four Geneva Conventions of April, 1958, which respectively concerned the territorial sea and the contiguous zone, the continental shelf, the high seas, fishing and conservation of living resources on the high seas. UNICLOS was developed to control overexploitation of the sea and of countries' marine resources. Knowledge required of UNICLOS is marked very clearly in TP2293E and it may account for a large portion of the final examination. Read the UNCLOS here. Contents of the syllabus will be discussed as laid out in the document;

Knowledge on Conventions on the Law of the sea

"the legal status of UNCLOS; The legal status of the Geneva Conventions;"
• The UNCLOS was adopted in 1982 and came into force 1994. The enforcement of UNCLOS is assigned to State Parties (for example, Canada is a state party). According to those provisions, States shall enforce laws and regulations adopted in accordance with the Convention and with international rules and standards (like with SOLAS and MARPOL). They must enforce the international Regulations and Conventions on the ships that fly their flag.
"The pollution of the marine environment; Definition of dumping and force majeure"
• UNCLOS stipulates that all parties shall cooperate in protecting the marine environment and under Article 210 explicitly requires “laws, regulations and measures shall ensure that pollution by dumping is not carried out without the permission of the competent authorities of States.". According to article 1 (5)a. 'dumping' means; "any deliberate disposal of wastes or other matter from vessels, aircraft, platforms or other man-made structures at sea; and any deliberate disposal of vessels, aircraft, platforms or other man-made structures at sea;"
• Force majeure is a legal term that relieves the parties to an contractual obligation (i.e. a Convention or regulation) and liabilities when circumstances are beyond their control. Circumstances beyond ones control may be an Act of God or a war (for example you can't help it if a torpedo hits you causing you to spill oil).

Knowledge on the Territorial Sea and the Contiguous Zone;

"Legal status of the territorial sea and its breadth, Definition of internal waters,"
• The convention sets the limit of various areas, measured from a carefully defined baseline. (Normally, a sea baseline follows the low-water line, but when the coastline is deeply indented, has fringing islands or is highly unstable, straight baselines may be used.) The areas are as follows:
  • Internal waters; covers all water and waterways on the landward side of the baseline. The coastal state is free to set laws, regulate use, and use any resource. Foreign vessels have no right of passage within internal waters. A vessel in the high seas assumes jurisdiction under the internal laws of its flag State.
  • Territorial Waters; Out to 12 nautical miles from the baseline, the coastal state is free to set laws, regulate use, and use any resource. Vessels are given the right of innocent passage through any territorial waters, with strategic straits allowing the passage of military craft as transit passage, in that naval vessels are allowed to maintain postures that would be illegal in territorial waters. "Innocent passage" is defined by the convention as passing through waters in an expeditious and continuous manner, which is not "prejudicial to the peace, good order or the security" of the coastal state. Fishing, polluting, weapons practice, and spying are not "innocent", and submarines and other underwater vehicles are required to navigate on the surface and to show their flag. Nations can also temporarily suspend innocent passage in specific areas of their territorial seas, if doing so is essential for the protection of their security.
  • The convention set the definition of "Archipelagic States" in Part IV, which also defines how the state can draw its territorial borders. A baseline is drawn between the outermost points of the outermost islands, subject to these points being sufficiently close to one another. All waters inside this baseline are designated "Archipelagic Waters". The state has sovereignty over these waters mostly to the extent it has over internal waters, but subject to existing rights including traditional fishing rights of immediately adjacent states. Foreign vessels have right of innocent passage through archipelagic waters, but archipelagic states may limit innocent passage to designated sea lanes.
  • Contiguous Zones; Beyond the 12-nautical-mile limit, there is a further 12 nautical miles from the territorial sea baseline limit, the contiguous zone. Here a state can continue to enforce laws in four specific areas (customs, taxation, immigration, and pollution) if the infringement started or is about to occur within the state's territory or territorial waters.
The legal status of roadsteads
• Roadsteads which are normally used for the loading, unloading and anchoring of ships, and which would otherwise be situated wholly or partly outside the outer limit of the territorial sea, are included in the territorial sea.
Definition of “passage” and “innocent passage”
• Passage means navigation through the territorial sea for the purpose of: (a) traversing that sea without entering internal waters or calling at a roadstead or port facility outside internal waters; or (b) proceeding to or from internal waters or a call at such roadstead or port facility. Passage shall be continuous and expeditious. However, passage includes stopping and anchoring, but only in so far as the same are incidental to ordinary navigation or are rendered necessary by force majeure or distress or for the purpose of rendering assistance to persons, ships or aircraft in danger or distress.
• A passage is innocent so long as it is not prejudicial to the peace, good order or security of the coastal State. Such passage shall take place in conformity with this Convention and with other rules of international law. Article 17 (right of innocent passage) states that ships of all States, whether coastal or land-locked, enjoy the right of innocent passage through the territorial sea. The coastal State may, where necessary having regard to the safety of navigation, require foreign ships exercising the right of innocent passage through its territorial sea to use such sea lanes and traffic separation schemes as it may designate or prescribe for the regulation of the passage of ships. In particular, tankers, nuclear-powered ships and ships carrying nuclear or other inherently dangerous or noxious substances or materials may be required to confine their passage to such sea lanes.

Knowledge on International Straits;

"The legal status of waters forming straits used for international navigation;"
• Article 38 (Legal status of waters forming straits used for international navigation) states in international straits all ships (and aircraft) enjoy the right of transit passage, which shall not be impeded. While ships have the right of transit, that is their only right on those waters (ie. they cannot fish) as article 34 states 'The regime of passage through straits used for international navigation established in this Part shall not in other respects affect the legal status of the waters forming such straits or the exercise by the States bordering the straits of their sovereignty or jurisdiction over such waters and their air space, bed and subsoil '
"The right of transit passage; definition of transit passage; the duties of ships in transit passage;"
• This applies to straits which are used for international navigation between one part of the high seas or an exclusive economic zone and another part of the high seas or an exclusive economic zone.
  • In straits, all ships and aircraft enjoy the right of transit passage, which shall not be impeded; except that, if the strait is formed by an island of a State bordering the strait and its mainland, transit passage shall not apply if there exists seaward of the island a route through the high seas or through an exclusive economic zone of similar convenience with respect to navigational and hydrographical characteristics.
  • Transit passage means the exercise in of the freedom of navigation and overflight solely for the purpose of a continuous and expeditious transit of the strait between one part of the high seas or an exclusive economic zone and another part of the high seas or an exclusive economic zone. However, the requirement of continuous and expeditious transit does not preclude passage through the strait for the purpose of entering, leaving or returning from a State bordering the strait, subject to the conditions of entry to that State.
  • Any activity which is not an exercise of the right of transit passage through a strait remains subject to the other applicable provisions of UNCLOS.
"The meaning of “generally accepted international regulations, procedures and practices”; The duty of ships in transit passage regarding sea lanes and TSS; Matters on which coastal State laws or regulations may affect transit passage; The obligations of ships during transit passage;"
• Ships while exercising the right of transit passage, shall: proceed without delay through or over the strait; refrain from any threat or use of force against the sovereignty, territorial integrity or political independence of States bordering the strait, or in any other manner in violation of the principles of international law embodied in the Charter of the United Nations; refrain from any activities other than those incidents to their normal modes of continuous and expeditious transit unless rendered necessary by force majeure or by distress; comply with other relevant provisions of this Part.
• Ships in transit passage shall: comply with 'generally accepted international regulations, procedures and practices for safety at sea', including the International Regulations for Preventing Collisions at Sea; and comply with 'generally accepted international regulations, procedures and practices' for the prevention, reduction and control of pollution from ship
The application of innocent passage to straits used for international navigation; Definition of Archipelago and archipelagic state; The right of innocent passage through archipelagic waters;
• Ships of all states whether coastal or landlocked enjoy the right of innocent passage through the territorial waters. Passage means navigation through the territorial sea for the purpose of: traversing that sea without entering internal waters or calling at a roadstead or port facility outside internal waters; or proceeding to or from internal waters or a call at such roadstead or port facility. Passage shall be continuous and expeditious. However, passage includes stopping and anchoring, but only in so far as the same are incidental to ordinary navigation or are rendered necessary by force majeure or distress or for the purpose of rendering assistance to persons, ships or aircraft in danger or distress. A passage is innocent so long as it is not prejudicial to the peace, good order or security of the coastal State. Such passage shall take place in conformity with this Convention and with other rules of international law.
• An “archipelagic State” means a State constituted wholly by one or more archipelagos and may include other islands. It is a designation used for island countries, in which “archipelago” means a group of islands, including parts of islands, interconnecting waters and other natural features which are so closely interrelated that such islands, waters and other natural features form an intrinsic geographical, economic and political entity, or which historically have been regarded as such.
  • Archipelagic baselines determine the breadth of the territorial sea, contiguous zone and EEZ for a given archipelagic state.
  • These waters are given special status by UNCLOS on account of their natural resources, but the status is applicable only for mid-ocean states having more than one or more archipelago.
  • The sovereignty of an archipelagic state extends to the waters enclosed by the archipelagic baseline and are described as archipelagic waters, regardless of their depth or distance from the coast.
  • This sovereignty extends to the airspace above and the subsoil below archipelagic waters.
  • Ships of all states enjoy the right of innocent passage through archipelagic waters
  • An archipelagic state may suspend this innocent passage if this is essential for the protection of its security, such suspension shall take effect only after being duly published.
How sea lanes should be defined and how ships should follow them; Archipelagic State may designate TSS for any sea lanes; Ships must respect established sea lanes and TSS
• As per Article 53, An archipelagic State may designate sea lanes suitable for the continuous and expeditious passage of foreign ships and aircraft through or over its archipelagic waters and the adjacent territorial sea. An archipelagic State which designates sea lanes under this article may also prescribe traffic separation schemes (TSS) for the safe passage of ships through narrow channels in such sea lanes

Knowledge requirement on Zoning;

"Exclusive Economic Zone and Continental Shelf; Definition of the exclusive economic zone and states its breadth; Definition of continental shelf;"
• Exclusive Economic Zones (EEZ); these extend 200 nm from the baseline. Within this area, the coastal nation has sole exploitation rights over all natural resources. In casual use, the term may include the territorial sea and even the continental shelf. The EEZs were introduced to halt the increasingly heated clashes over fishing rights, although oil was also becoming important.
• The Continental Shelf; defined as the natural prolongation of the land territory to the continental margin's outer edge, or 200 nautical miles from the coastal state's baseline, whichever is greater. A state's continental shelf may exceed 200 nautical miles until the natural prolongation ends. However, it may never exceed 350 nmi from the baseline; Coastal states have the right to harvest mineral and non-living material in the subsoil of its continental shelf, to the exclusion of others. Coastal states also have exclusive control over living resources "attached" to the continental shelf, but not to creatures living in the water column beyond the exclusive economic zone
• High Seas; the area outside the aforementioned areas is referred to as the "high seas". As the continental shelf primarily covers to the rights to harvest minerals from the seabed, from the point of view of maritime shipping (i.e. on the surface of the water) the "high seas' are those waters beyond the 200nm from the baseline (i.e. beyond the EEZ).
"The coastal State’s jurisdiction over artificial islands, installations and structures within its exclusive economic zone; The establishment of safety zones around artificial islands, installations and structures and the breadth of those zones; The obligations of ships regarding safety zones."
• Article 60 of UNCLO states that in the exclusive economic zone, the coastal State shall have the exclusive right to construct and to authorize and regulate the construction, operation and use of: artificial islands; and installations and structures.
• The coastal State may, where necessary, establish reasonable safety zones around such artificial islands, installations and structures in which it may take appropriate measures to ensure the safety both of navigation and of the artificial islands, installations and structures. The breadth of the safety zones shall be determined by the coastal State, taking into account applicable international standards. Such zones shall be designed to ensure that they are reasonably related to the nature and function of the artificial islands, installations or structures, and shall not exceed a distance of 500 metres around them, measured from each point of their outer edge, except as authorized by generally accepted international standards or as recommended by the competent international organization. Artificial islands, installations and structures do not possess the status of islands. They have no territorial sea of their own, and their presence does not affect the delimitation of the territorial sea, the exclusive economic zone or the continental shelf.
• As per Article 60 (6), all ships must respect these safety zones and shall comply with generally accepted international standards regarding navigation in the vicinity.

Knowledge on the High Seas

"The freedom of the high seas;"
• High Seas represents all that sea area which is not capable of forming part of any sovereign state and are not included in the Exclusive Economic Zone, the territorial waters or internal waters of a coastal state or the archipelagic waters of the Archipelagic state. The High Seas are open to all states whether coastal or landlocked. Freedom on the high seas is exercised under the conditions laid down by the convention and by other rules.
  Under High Seas, for both coastal and landlocked States, vessels have...
  • freedom of navigation
  • Freedom of overflight
  • Freedom of laying submarine cables and pipelines
  • Freedom to construct artificial islands and other installations permitted under international law
  • Freedom of fishing, subject to the conditions
  • Freedom of scientific research
"The nationality of ships; Documents issued when a State granted the right to fly its flag; The status of ships regarding nationality; The duties of the flag State with respect to ships flying its flag; Who may withdraw a master’s certificate or a certificate of competency or a license"
• 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
• In disciplinary matters, the State which has issued a master's certificate or a certificate of competence or license shall alone be competent, after due legal process, to pronounce the withdrawal of such certificates, even if the holder is not a national of the State which issued them.

The new vessel safety certificate regulations repeal and replace the old vessel certificate regulations, and modernize the provisions formerly found in these regulations. As part of creating a more modern and flexible process, the new regulations repeal the inspection requirements from several regulations and combines them into the new Canadian vessel Plan Approval and Inspection Standard (outside of the GSK syllabus). The Canadian Vessel Plan Approval and Inspection Standard (TP15456) is the new standard for plan submission requirements and inspection details, and explains inspection standards in relation to certificates, and harmonizes the types of inspections conducted onboard.

Key changes in the regulations are as such;
• 1. definitions; new definitions for inland voyages and inland waters of canada. Updated definition of sheltered waters voyage.
• 2. Structure; the regulations are split into 3 key parts, part 1 applying to canadian vessels, part 2 to foreign vessels, and part 3 giving transitional provisions, and a record of amendments and regulations entering force
• 3. SOLAS convention vessels from canada; certificates and related documents are to be kept onboard, removed specific reference to certificate names
• 4. Canadain non-SOLAS vessels; clarified what types of vessels are required to carry safety certificates, allows safety certifcates to be endorsed, adds ice conditions to conditions on certificates
• 5. Reports and Insepctions (canadian vessels only); vessels must report if a deficiency has been rectified to TC or recognized organization, and requirement to report if modified/altered/damaged.
• 6. Foreign Vessels in canadian waters; gives a requirement for safety convention vessels to have SOLAS certificates and related documents onboard
• 7. sheltered waters schedules; 87 sheltered waters were added.

The convention, which entered force in 1982, was the first successful attempt to introduce a universal tonnage measurement system. Part of this convention included a language shift from the use of GRT/NRT (gross/net register tonnes) over to GT (gross tonnage) and NT (net tonnage). Gross tonnage forms the backbone for many regulations, including manning requiremtns, safety rules, and registration fees. Gross and net tonnages are also used to calculate port dues. The gross tonange is a function of the moulded volume of all enclosed spaces on the ship. The net tonnage is produced by a formula which is a function of the moulded volume of all cargo spaces of the ship. The net tonnage shall not be taken as less than 30 percent of the gross tonange.