LESSON 2

EXPLAIN INTERNATIONAL MARITIME STANDARDS AND NATIONAL MARITIME

LEGISLATIONS (EIMS)

Time Allotment: 4 Hours

PERFORMANCE STANDARD

You shall be able to demonstrate an understanding of the International Maritime Standards and
National Maritime Legislations

LEARNING COMPETENCIES

At the end of the lesson, you will have been able to:

1. Discuss the International Maritime Standards

1.1 Discuss the overview of maritime- related conventions and their functions
a. Safety of Life at Sea (SOLAS) 1974
b. Standard of Training, Certification, and Watchkeeping (STCW) 1978 as
amended
c. Maritime Pollution (MARPOL 73/78)
d. Maritime Labor Convention (MLC) 2006 e. International Rules for Preventing
Collision at Sea (COLREG)
f. Loadline Convention (LL)
g. United Nations Convention on the Law of the Sea (UNCLOS)
1.2 Discuss national maritime legislations
a. CHED Memorandum Order 20 Series of 2015
b. Republic Act 10635
c. Presidential Decree 474

TECHNICAL VOCABULARY

watchkeeping– is the assignment of sailors to specific roles on a ship to operate it continuously.

(wikipedia.org 2020)

ratify– is to officially approve it by signing or voting for it. to agree and give formal consent.
(vocabulary.com dictionary 2020)

high sea – the areas of the oceans that are not controlled by any country

waters beyond the limits of the territorial sea jurisdiction of a state.

(Cambridge dictionary 2020)Adoption: 1 November 1974

freeboard – the height of a ship’s side above the waterline to the deck
WHAT DO YOU ALREADY KNOW?

Do a research on at least three international and domestic maritime disasters.

WHAT DO YOU NEED TO KNOW?

The United Nations created and authorized the International Maritime Organization (IMO) as an
agency to set global standards for safety, security, and environmental performance of international shipping.
It creates fair and effective regulatory frameworks through conventions for the shipping industry.
Introduction to Maritime career focuses on competencies that students ought to possess in pursuing
a career in the maritime industry. The course is designed to enhance the student's knowledge, skills, positive
attitude, and work values in compliance with workplace standards set by international regulatory bodies of
the industry.

I. International Maritime Standards

A. International Convention for the SAFETY OF LIFE AT SEA (SOLAS)

Entry into force: 25 May 1980

The first version was adopted in 1914, in response to the Titanic disaster, the second in 1929, the
third in 1948, and the fourth in 1960.

The main objective of the SOLAS Convention is to specify minimum standards for the
construction, equipment, and operation of ships, compatible with their safety.

SOLAS 1974 requires flag states to ensure that ships flagged by them comply with the minimum
safety standards in the construction, equipment, and operation of merchant ships. The treaty includes
Articles setting out general obligations, etc., followed by an annexes divided into twelve chapters, two new
chapters were added in 2016 and 2017. Of these, chapter five (often called 'SOLAS V') is the only one that
applies to all vessels on the sea, including private yachts and small craft on local trips as well as to
commercial vessels on international passages. Many countries have turned these international requirements
into national laws so that anybody on the sea who is in breach of SOLAS V requirements may find
themselves subject to legal proceedings.

Chapter I – General Provisions

Surveying the various types of ships and certifying that they meet the requirements of the convention.[

Chapter II-1 – Construction – Subdivision and stability, machinery and electrical installations

The subdivision of passenger ships into watertight compartments so that after damage to its hull, a vessel
will remain afloat and stable.

Chapter II-2 – Fire protection, fire detection, and fire extinction

 Fire safety provisions for all ships with detailed measures for passenger ships, cargo ships, and
tankers.

Chapter III – Life-saving appliances and arrangements

Life-saving appliances and arrangements, including requirements for lifeboats, rescue boats and
life jackets according to a type of ship. The specific technical requirements are given in the International
Life-Saving Appliance (LSA) Code.

Chapter IV – Radiocommunications

The Global Maritime Distress Safety System (GMDSS) requires passenger and cargo ships on
international voyages to carry radio equipment, including satellite Emergency Position Indicating Radio
Beacons (EPIRBs) and Search and Rescue Transponders (SARTs).

Chapter V – Safety of navigation

This chapter requires governments to ensure that all vessels are sufficiently and efficiently manned
from a safety point of view. It places requirements on all vessels regarding voyage and passage planning,
expecting a careful assessment of any proposed voyages by all who put to sea. Every mariner must take
account of all potential dangers to navigation, weather forecasts, tidal predictions, the competence of the
crew, and all other relevant factors. It also adds an obligation for all vessels' masters to offer assistance to
those in distress and controls the use of lifesaving signals with specific requirements regarding danger and
distress messages. It is different from the other chapters, which apply to certain classes of commercial
shipping, in that these requirements apply to all vessels and their crews, including yachts and private craft,
on all voyages and trips including local ones.

Chapter VI – Carriage of Cargoes

Requirements for the stowage and securing of all types of cargo and cargo containers except liquids
and gases in bulk.

Chapter VII – Carriage of dangerous goods

Requires the carriage of all kinds of dangerous goods to be in compliance with the International
Bulk Chemical Code (IBC Code),[8] The International Code of the Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk (IGC Code) and the International Maritime Dangerous Goods Code
(IMDG Code).

Chapter VIII – Nuclear ships

Nuclear powered ships are required, particularly concerning radiation hazards, to conform to the
Code of Safety for Nuclear Merchant Ships.

Chapter IX – Management for the Safe Operation of Ships

Requires every shipowner and any person or company that has assumed responsibility for a ship to
comply with the International Safety Management Code (ISM).
Chapter X – Safety measures for high-speed craft

Makes mandatory the International Code of Safety for High-speed craft (HSC Code).

Chapter XI-1 – Special measures to enhance maritime Safety

Requirements relating to organizations responsible for carrying out surveys and inspections,
enhanced surveys, the ship identification number scheme, and operational requirements.

Chapter XI-2 – Special measures to enhance maritime security

Includes the International Ship and Port Facility Security Code (ISPS Code). Confirms that the role
of the Master in maintaining the security of the ship is not, and cannot be, constrained by the Company, the
charterer, or any other person. Port facilities must carry out security assessments and develop, implement,
and review port facility security plans. Controls the delay, detention, restriction, or expulsion of a ship from
a port. Requires that ships must have a ship security alert system, as well as detailing other measures and
requirements.

Chapter XII – Additional safety measures for bulk carriers

Specific structural requirements for bulk carriers over 150 meters in length.

Chapter XIII - Verification of compliance

Makes mandatory from 1 January 2016 to the IMO Member State Audit Scheme.

Chapter XIV - Safety measures for ships operating in polar waters

The chapter makes mandatory, from 1 January 2017, the Introduction and part I-A of the
International Code for Ships Operating in Polar Waters (the Polar Code). (Wikipedia 2019)

For additional understanding about this topic, please click this link:

https://www.youtube.com/watch?v=JW4ULBK6E14

B. MARPOL 73/78

Adoption: 02 November 1973

Entry into force: 02 October 1983

The Convention includes regulations aimed at preventing and minimizing pollution from ships -
both accidental pollution and that from routine operations - and currently includes six technical Annexes.

Six Annexes of MARPOL

Annex I- Prevention of pollution by oil & oily water

 MARPOL Annex I came into force on 2 October 1983 and deals with the discharge of oil into the
ocean environment. It incorporates the oil discharge criteria prescribed in the 1969 amendments to the 1954
International Convention for the Prevention of Pollution of the Sea by Oil (OILPOL). It specifies
tanker design features that are intended to minimize oil discharge into the ocean during ship operations and
in case of accidents. It provides regulations concerning the treatment of engine room bilge water (OWS)
for all large commercial vessels and ballast and tank cleaning waste (ODME). It also introduces the concept
of "special sea areas (PPSE)" which are considered to be at risk to pollution by oil. Discharge of oil within
them has been completely outlawed, with a few minimal exceptions.[4]

The first half of MARPOL Annex I deals with engine room waste. There are various generations
of technologies and equipment that have been developed to prevent waste such as: Oily water separators
(OWS), Oil Content meters (OCM), and Port Reception Facilities.[5]

The second part of the MARPOL Annex I has more to do with cleaning the cargo areas and tanks.
Oil Discharge Monitoring Equipment (ODME) is a very important technology mentioned in MARPOL
Annex I that has greatly helped improve sanitation in these areas.[5]

The Oil Record Book is another integral part of MARPOL Annex I. The Oil Record Book helps
crew members log and keep track of oily wastewater discharges among other things.

(VIDEOTEL PRODUCTION 2019)

For additional understanding about this topic, please click this link:

https://www.youtube.com/watch?v=yx_6Hc8dvwM&t=62s

MARPOL Annex II came into force on 6 April 1987. It details the discharge criteria for the
elimination of pollution by noxious liquid substances carried in large quantities. It divides substances
into and introduces detailed operational standards and measures. The discharge of pollutants is allowed
only to reception facilities with certain concentrations and conditions. No matter what, no discharge of
residues containing pollutants is permitted within 12 nautical miles (22 kilometers) of the nearest land.
Stricter restrictions apply to "special areas".[4]

Annex II covers the International Bulk Chemical Code (IBC Code) in conjunction with Chapter 7
of the SOLAS Convention. Previously, chemical tankers constructed before 1 July 1986 must comply with
the requirements of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals
in Bulk (BCH Code).[6]

Annex III - Prevention of pollution by harmful substances carried by sea in packaged form

MARPOL Annex III came into force on 1 July 1992. It contains general requirements for the
standards on packing, marking, labeling, documentation, stowage, quantity subtraction, division, and
notifications for preventing pollution by harmful substances. The Annex is in line with the procedures
detailed in the International Maritime Dangerous Goods (IMDG) Code, which has been expanded to include
marine pollutants. The amendments entered into force on 1 January 1991.[4]
Annex IV - Pollution by sewage from ships

Marpol Annex IV came into force on 27 September 2003. It introduces requirements to control
pollution of the sea by sewage from ships.

Annex V - Pollution by garbage from ships

MARPOL Annex V (Regulations for the Prevention of Pollution by Garbage from Ships) came
into force on 31 December 1988. It specifies the distances from land in which materials may be disposed
of and subdivides different types of garbage and marine debris. The requirements are much stricter in some
"special areas" but perhaps the most prominent part of the Annex is the complete ban of dumping plastic
into the ocean.[7]

Annex VI - Prevention of air pollution from ships

MARPOL Annex VI came into force on 19 May 2005. It introduces requirements to regulate the
air pollution being emitted by ships, including the emission of ozone-depleting substances, Nitrogen Oxides
(NOx), Sulphur Oxides (SOx), Volatile Organic Compounds (VOCs) and shipboard incineration. It also
establishes requirements for reception facilities for wastes from exhaust gas cleaning systems, incinerators,
fuel oil quality, for off-shore platforms and drilling rigs, and the establishment of SOx Emission Control
Areas (SECAs).[4 (Wikipedia 2020)

For additional understanding about this topic, please click this link:

https://www.youtube.com/watch?v=HGY6EYjO4Y0&t=55s

C. STCW - Standards of Training, Certification, and Watchkeeping

Adoption: 7 July 1978; Entry into force: 28 April 1984; Major revisions in 1995 and 2010

The main purpose of the Convention is to promote the safety of life and property at sea and the
protection of the marine environment by establishing in common agreement international standards of
training, certification, and watchkeeping for seafarers.

The STCW Convention contains basic requirements that are expanded on and explained in the
Code. The current revision of the STCW Convention, which includes the 2010 Manila amendments, is
composed of 17 Articles and 18 Resolutions, specifically Resolutions 1 and 3 through 19.

Code - Part A: Mandatory standards regarding provisions of the annex to the STCW Convention Part A of
the Code, which includes Resolution 2, is mandatory. This part provides the minimum standards of
competence required for seagoing personnel.

Code – Part B: Recommended guidance regarding provisions of the STCW Convention and its annex Part
B of the Code contains recommended guidance, and is intended to clarify and help implement the
Convention.
 The Manila amendments to the STCW Convention and Code were adopted on 25 June 2010,
marking a major revision of the STCW Convention and Code. The 2010 amendments entered into force on
1 January 2012 under the tacit acceptance procedure and are aimed at bringing the Convention and Code
up to date with developments since they were initially adopted and to enable them to address issues that
are anticipated to emerge in the foreseeable future.

Amongst the amendments adopted, there are a number of important changes to each chapter of the
Convention and Code, including:

• Improved measures to prevent fraudulent practices associated with certificates of

competency and strengthen the evaluation process (monitoring of Parties' compliance with the
Convention);

• Revised requirements on hours of work and rest and new requirements for the prevention
of drug and alcohol abuse, as well as updated standards relating to medical fitness standards for
seafarers;

• New certification requirements for able seafarers;

• New requirements relating to training in modern technology such as electronic charts and
information systems (ECDIS);

• New requirements for marine environment awareness training and training in leadership
and teamwork;

• New training and certification requirements for electro-technical officers;

• Updating of competence requirements for personnel serving onboard all types of tankers,
including new requirements for personnel serving on liquefied gas tankers;

• New requirements for security training, as well as provisions to ensure that seafarers are
properly trained to cope if their ship comes under attack by pirates;

• Introduction of modern training methodology including distance learning and web-based

learning;

• New training guidance for personnel serving onboard ships operating in polar waters; and

• New training guidance for personnel operating Dynamic Positioning Systems.

Maritime Safety Committee (MSC) on the Parties which fully comply. The MSC then produces a
list of "confirmed Parties" in compliance with the STCW Convention.

STCW Convention have eight chapters

Chapter I: General Provisions
Chapter II: Master and Deck Department
Chapter III: Engine Department
Chapter IV: Radio Communication and Radio Personnel
 Chapter V: Special Training Requirements for Personnel on Certain Types of Ships
Chapter VI: Emergency, Occupational Safety, Medical Care and Survival Functions
Chapter VII: Alternative Certification
Chapter VIII: Watchkeeping. (STCW 2020).

For additional understanding about this topic, please click this link:

https://www.youtube.com/watch?v=Z6DnBi4CINM

D. COLREG - Convention on the International Regulations for Preventing Collisions at Sea, 1972

Adoption: 20 October 1972

Entry into force: 15 July 1977

The COLREGs include 38 rules divided into five sections: Part A - General; Part B - Steering and
Sailing; Part C - Lights and Shapes; Part D - Sound and Light signals; and Part E - Exemptions. There are
also four Annexes containing technical requirements concerning lights and shapes and their positioning;
sound signaling appliances; additional signals for fishing vessels when operating in close proximity, and
international distress signals.

Part A - General (Rules 1-3)

Rule 1 Application
Rule 2 Responsibility
Rule 3 General Definition

Part B - Steering and Sailing (Rules 4-19)

Section 1 - Conduct of vessels in any condition of visibility (Rules 4-10)

Rule 4 Application
Rule 5 Look-out
Rule 6 Safe Speed
Rule 7 Risk of Collision
Rule 8 Action to avoid collision
Rule 9 Narrow Channels
Rule 10 Traffic Separation Scheme

Section II - Conduct of vessels in sight of one another (Rules 11-18)

Rule 11 Application
Rule 12 Sailing vessels
Rule 13 Overtaking
Rule 14 Head-on situations
Rule 15 Crossing situations
Rule 16 Action by give-way vessel
Rule 17 Action by stand-on vessel
Rule 18 Responsibilities between vessels

Section III - conduct of vessels in restricted visibility (Rule 19)

Rule 19 Conduct of vessel in restricted visibility
Part C Lights and Shapes (Rules 20-31)
Rule 20 Application
Rule 21 Definitions
Rule 22 Visibility of lights
Rule 23 Lights displayed by power driven vessels underway
Rule 24 Lights for vessels towing and pushing
Rule 25 Lights for sailing and rowing vessels
Rule 26 Lights for fishing vessels
Rule 27 Lights for vessels not under command or restricted in their ability to maneuver
Rule 28 Lights for vessels constrained by their draught
Rule 29 Lights for pilot vessels
Rule 30 Lights for vessels anchored and aground
Rule 31 Lights for seaplanes

Part D - Sound and Light Signals (Rules 32-37)

Rule 32 Definition of whistle
Rule 33 Equipment
Rule 34 Maneuvering and warning signals using whistle or lights
Rule 35 Sound signals to be used in restricted visibility
Rule 36 Signals to be used to attract attention
Rule 37 Distress signals
Part E - Exemptions (Rule 38)
Rule 38 Exemptions

Annexes
Annex I - Positioning and technical details of lights and shapes
Annex II - Additional signals for fishing vessels fishing in close proximity
Annex III - Technical details of sounds signal appliances
Annex IV - Distress signals

For additional understanding about this topic, please click this link:

https://www.youtube.com/watch?v=ZyFljMsMVx0&t=279s

E. International Convention on Load Lines

Adoption: 5 April 1966

Entry into force: 21 July 1968

Annex I is divided into four chapters:

• Chapter I - General;
• Chapter II - Conditions of assignment of freeboard;
• Chapter III - Freeboards;
• Chapter IV - Special requirements for ships assigned timber freeboards.

Annex II covers Zones, areas and seasonal periods.

Annex III contains certificates, including the International Load Line Certificate. (Wikipedia, 2020)

For additional understanding about this topic, please click this link:

https://www.youtube.com/watch?v=6E0bT6B5Zm4

F. Maritime Labour Convention (MLC)

Entered into force: 20 August 2013

The Maritime Labour Convention (MLC) is an International Labour Organization convention

established in 2006 as the fourth pillar of international maritime law and embodies "all up-to-date standards
of existing international maritime labor Conventions and Recommendations, as well as the fundamental
principles to be found in other international labor Conventions". The other "pillars are the SOLAS, STCW
and MARPOL.

What is the Maritime Labour Convention (MLC)?

The Maritime Labour Convention 2006 (MLC) is an international agreement of the International
LabourOrganisation (‘ILO’) which sets out seafarers’ rights to decent conditions of work. It is sometimes
called the ‘Seafarers’ Bill of Rights’. It applies to all seafarers, including those with jobs in hotel and other
passenger services on cruise ships and commercial yachts,

In 2013 the MLC became binding law for 30 countries.

As of January 2019, a total of 90 countries had ratified the MLC 2006, which has resulted in more
than 91% of the world’s shipping fleet being regulated. For detailed information please visit the ILO
website.

More than 100 pages long, the MLC 2006 sets minimum requirements for nearly every aspect of
working and living conditions for seafarers including recruitment and placement practices, conditions of
employment, hours of work and rest, repatriation, annual leave, payment of wages, accommodation,
recreational facilities, food and catering, health protection, occupational safety and health, medical care,
onshore welfare services and social protection.

LATEST UPDATES
 A second set of amendments to the Maritime Labour Convention (MLC) for improving crew safety
and welfare came into force on 8 January 2019.

Account is to be taken of the latest version of the guidance on eliminating shipboard harassment
and bullying, jointly published by the International Chamber of Shipping (ICS) and the International
Transport Workers’ Federation (ITF).

In addition to the various health and safety matters which the MLC requires should be taken into
account, there is added ‘harassment and bullying‘.

To the list of matters which should be considered for investigation in a health and safety context,
there is added ‘problems arising from harassment and bullying‘.

Bullying and harassment, including sexual harassment, is an abuse of human rights and living on a
ship offers limited alternatives to avoid it. Although these changes are non-mandatory, flag states must give
due consideration to implementing them.

A further amendment has been made to mandatory Standard A5.1.3, whereby flag states may
extend the validity of a Maritime Labour Certificate (which is otherwise limited to a maximum period of
validity of five years) by up to a further five months. This will apply where a ship has successfully
completed an MLC renewal inspection, but a new certificate cannot immediately be issued and made
available onboard.(Maritime Labour Convention (MLC) 2019)

For additional understanding about this topic, please click this link:

https://www.youtube.com/watch?v=fW0_MmEO7o4

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

Adoption: 10 December 1982

Came into force: 16 November 1994

Part I - Introduction

Part II - Territorial sea and contiguous zone

Section 1 - General provisions
Section 2 - Limits of the territorial sea
Section 3 - Innocent passage in the territorial sea
Section 4 - Contiguous zone

Part III - Straits used for international navigation

Section 1 - General provisions
Section 2 - Transit passage
Section 3 - Innocent passage

Part IV - Archipelagic states

Part V - Exclusive economic zone

Par VI - Continental shelf

Part VII - High seas

Section 1 - General provisions
Section 2 - Conservation and management of the living resources of the high seas

Part VIII - Regime of islands

Part IX - Enclosed or semi-enclosed seas

Part X - Right of access of land-locked states to and from the sea and freedom of transit
Part XI - The Area
Section 1 - General provisions
Section 2 - Principles governing the Area
Section 3 - Development of resources of the Area
Section 4 - The Authority
Section 5 - Settlement of disputes and advisory opinions

Part XII - Protection and preservation of the marine environment

Section 1 - General provisions
Section 2 - Global and regional cooperation
Section 3 - Technical assistance
Section 4 - Monitoring and environmental assessment
Section 5 - International rules and national legislation to prevent, reduce and control pollution of the marine
environment
Section 6 - Enforcement
Section 7 - Safeguards
Section 8 - Ice-covered areas
Section 9 - Responsibility and liability
Section 10 - Sovereign immunity
Section 11 - Obligations under other conventions on the protection and preservation of the marine
environment

Part XIII - Marine scientific research

Section 1 - General provisions
Section 2 - International cooperation
Section 3 - Conduct and promotion of marine scientific research
Section 4 - Scientific research installations or equipment in the marine environment
Section 5 - Responsibility and liability
Section 6 - Settlement of disputes and interim measures

Part XIV - Development and transfer of marine technology

Section 1 - General provisions
Section 2 - International cooperation
Section 3 - National and regional marine scientific and technological centers
Section 4 - Cooperation among international organizations

Part XV - Settlement of disputes

Section 1 - General provisions

Section 2 - Compulsory procedures entailing binding decisions
Section 3 - Limitations and exceptions to the applicability of section 2

Part XVI - General provisions

Part XVII - Final provisions

The convention is a very wide-ranging publication and provides a thorough definition of, and
guidelines for, the establishment of maritime zones by coastal states and the jurisdiction such states may
exercise in their claimed maritime zones as well as establishing the rights of mariners to enjoy the freedom
of navigation.

For additional understanding about this topic, please click this link:

https://www.youtube.com/watch?v=j_R3zQvwAuw

Summary of the International Convention

Convention Governing body Purpose

SOLAS IMO SAETY OF LIFE OF SEAFARERS

MARPOL IMO PROTECTION OF THE MARINE

ENVIRONMENT

STCW IMO SKILLS AND COMPETENCIES OF

SEAFARERS

LOAD LINE IMO FLOATABILTY OF SHIPS

COLREG IMO CONDUCT OF SHIPS

MLC ILO WELFARE OF CREW

UNCLOS UN TERRITORIAL JURISDICTION

II. National Maritime Legislation

The Philippine government ensures the adherence of the entire Philippine maritime industry to
international standard through national legislations under various agencies. Many different agencies and
legislations where set since the industry has many different aspects such as training, education, manning,
territorial security, and ships operations, among others.

The Philippine government, therefore, recognizes the importance of the industry not only in terms
of the national economic development and stability, but also in terms of the country’s international stature.

A. CHED Memorandum Order 20 Series of 2015

The Philippine education sector is divided into three governing bodies: the Commission on
Higher Education (CHED) for tertiary and graduate education, the Department of Education (DepEd) for
basic education, and the Technical Education and Skills Development Authority (TESDA) for technical
vocational and middle level education. CHED was created as part of a broad agenda of reforms on the
country’s education system with the mandate to formulate and recommend development plans, policies,
priorities, and programs on higher education.

The maritime baccalaureate programs are categorized into two; namely, the Bachelor of Science
in Marine Transportation a ( BSMT ) and the Bachelor of Science in Marine Engineering (BSMarE). Both
of these programs are under the supervision and jurisdiction of CHED as a tertiary level education.
CHED issued Memorandum Order (CMO) No. 20 Series of 2015 to consolidate programs.

The review of Policies, Standards, and guidelines (PSGs) in 2005 concerning compliance with
national standards, STCW requirements, and relevant international law and convention resulted in the
consolidation of three CMOs issued as follows:

• CMO No. 51 Series of 1997 ( Policies, Standards, and Guidelines for Maritime Education)
• CMO No. 38 Series of 1998 (Supplimental Policies, Standards, and guidelines to CMO 51 Series
of 1997)
• CMO 10 Series of 1999 (Amendments to CMO No. 51 Series of 1997 and CMO No. 38 Series of
1998 Policies, Standars, and Guidelines for Maritime Education)
• This consolodition was further enhanced with the incorporation of the adopted Manila
Ammendments to the 1978 STCW Convention which was held I Manila on June 21 to 25, 2010.

To address the issue of competency based standards In Philippine higher education, the issuance of the
following CMOs on May 3, 2013 were done to align them with national academic standards, industry,
and international needs as follows:

• CMO No. 13 Series of 2013 PSGs on Bachelor of Science in Marine Transportation

• CMO No. 14 Series of 2013 PSGs on Bachelor of Science in Marine Engineering

Supplemental amendments of CMO 13 and 14 made way to CMO 31 and 32 Series of 2013
respectively. With the implementation of the Manila Amendment to the STCW, the consolidated CMOs
were created with amendments in the course maps and curriculum that improved the alignment of
Philippine maritime education with the STCW as amended.

These CMOs give the description and specifications for the programs along with their educational
objectives and expected program outcomes.

Accordingly, the Bachelor of Science in Marine Transportation is defined by CHED as a higher

education degree program that deals with the study of navigation, cargo handling and stowage, controlling
the safe operation, and care for persons on board the ship at the operational level.

On the other hand, the Bachelor of Science in Marine Engineering is defined by CHED as a
higher education degree program that deals with the study of marine propulsion system, its operation, and
maintenance as well as controlling the operation of the ship, and care for person on board at the
operational level of marine engineering.

After the conduct of the maritime programs, the outcome is expected so that students will have
acquired the knowledge and competences necessary to perform the requirements mandated by the STCW
as amended.
 The prerequisites and corequisites of the required courses are detailed in the curriculum for both
programs. The annexes to this CMO also gives the detailed course specifications that meet the STCW
standards as amended.

The CMO is fragmented to include requirements for facilities and equipment, teaching load,
qualifications of manpower, and even study library and laboratory specifications. Guides for the grading
system have also been discussed including the basis of grading, its requirements, and promotion. The
quality standards take part in all matters for the conduct of the program administration.

B. Republic Act No. 10635

March 13, 2014

An act establishing the Maritime Industry Authority (MARINA) as the single maritime
administration responsible for the implementation and enforcement of the 1978 International Convention
on Standards of Training, Certification and Watchkeeping for seafarers, as amended, and international
agreements or covenants related thereto. (Chanrobles 2014)

C. Presidential Decree 474

Presidential decrees were initiated by President Ferdinand E. Marcos with the proclamation of
Martialaw Law. Their purpose was for him to have powers to create rules of law as the Chief Executive
instead of the congress.

The Presidential Decree 474 is also better known as the Maritime Industry Decree of 1974 was
issued on June 1,1974 for the purpose of providing for the reorganization of maritime functions in the
Philippines, creating the Maritime Industry Authority (MARINA), and for other relevant purposes.

The functions concerning to the development and regulation of shipping enterprises are divided
among various government agencies that made it necessary to provide a strong organizational structure.

These were aimed at overcoming the problems encountered with regard to the inadequacy and
inefficiency of sea transport of raw materials, products, commodities, and people that are evidently of
vital importance to the growth of the Philippine economy.

To facilitate the enhancement and development of the maritime industry, the following objectives have
been declared:

• To increase production and productivity in the various islands and regions of the archipelago
through the provision the provision of effective sea linkage;
• To provide for the economical, safe adequate, and efficient shipment of raw materials, products,
commodities, and people;
• To enhance the competitive position of Philippine flag vessels in the carriage of foreign trade;
• To strengthen the balance of payments position by minimizing the outflow of foreign exchange
and increasing dollar earnings; and
• To generate new and more job opportunities
 With these objectives, the MARINA is tasked to devise and implement an attainable and
harmonized maritime industry development program. The program includes the early replacement of
old and inefficient vessels; upgrading and extension of the Philippine merchant fleet, improvement of
domestic capability for shipping, ship repair and maintenance; and the development of pool of
qualified personnel and providing financial as well as technological assistance to the industry for the
effective administration, regulation, and validation of the organizational management, ownership, and
procedures concerning maritime enterprise.

References:
Maritime Labour Convention (MLC). 2019. “Maritime Labour Convention (MLC).”
https://seafarersrights.org/seafarers-subjects/maritime-labour-convention-mlc/ (January 25,
2020).

Seafarers | 12/08/19. 2019. “STCW Convention: Terms and Definitions.” SAFETY4SEA.

https://safety4sea.com/cm-stcw-convention-terms-and-definitions/ (May 6, 2020).

SOLAS. 2019. What Is SOLAS 1974? LIST OF ALL 14 CHAPTERS Small Description of Sola’s .
https://www.youtube.com/watch?v=JW4ULBK6E14 (June 26, 2020).

VIDEOTEL PRODUCTION. 2019. MARPOL 73/78 Annex 1 Regulations for the Prevention of Pollution by
Oil. https://www.youtube.com/watch?v=yx_6Hc8dvwM&t=62s (June 26, 2020).

Wikipedia. 2019. “SOLAS Convention.” Wikipedia.

https://en.wikipedia.org/w/index.php?title=SOLAS_Convention&oldid=926195732 (January 18,
2020).

Wikipedia,. 2020. “International Regulations for Preventing Collisions at Sea.” Wikipedia.

https://en.wikipedia.org/w/index.php?title=International_Regulations_for_Preventing_Collision
s_at_Sea&oldid=936925703 (January 25, 2020).

Chanrobles. 2014. “REPUBLIC ACT NO. 10635, March 13, 2014 AN ACT ESTABLISHING THE MARITIME
INDUSTRY AUTHORITY (MARINA) AS THE SINGLE MARITIME ADMINISTRATION RESPONSIBLE
FOR THE IMPLEMENTATION AND ENFORCEMENT OF THE 1978 INTERNATIONAL CONVENTION
ON STANDARDS OF TRAINING, CERTIFICATION AND WATCHKEEPING FOR SEAFARERS, AS
AMENDED, AND INTERNATIONAL AGREEMENTS OR COVENANTS RELATED THERETO : REPUBLIC
ACTS - PHILIPPINE LAWS STATUTES and CODES.”
http://laws.chanrobles.com/republicacts/107_republicacts.php?id=10408 (January 29, 2020).