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International Convention on Standards of Training, Certification

and Watchkeeping for Seafarers (STCW)
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 International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW)

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

The 1978 STCW Convention was the first to establish basic requirements

on training, certification and watchkeeping for seafarers on an international level. Previously the standards of
training, certification and watchkeeping of officers and ratings were established by individual governments,
usually without reference to practices in other countries. As a result standards and procedures varied widely,
even though shipping is the most international of all industries.
 

The Convention prescribes minimum standards relating to training, certification and watchkeeping for
seafarers which countries are obliged to meet or exceed.

The 1995 amendments, adopted by a Conference, represented a major revision of the Convention, in

response to a recognized need to bring the Convention up to date and to respond to critics who pointed out
the many vague phrases, such as "to the satisfaction of the Administration", which resulted in different
interpretations being made.

The 1995 amendments entered into force on 1 February 1997. One of the major features of the revision was
the division of the technical annex into regulations, divided into Chapters as before, and a new STCW Code,
to which many technical regulations were transferred. Part A of the Code is mandatory while Part B is
recommended.
Dividing the regulations up in this way makes administration easier and it also makes the task of revising and
updating them more simple: for procedural and legal reasons there is no need to call a full conference to
make changes to Codes.

Another major change was the requirement for Parties to the Convention are required to provide detailed
information to IMO concerning administrative measures taken to ensure compliance with the Convention.
This represented the first time that IMO had been called upon to act in relation to compliance and
implementation - generally, implementation is down to the flag States, while port State control also acts to
ensure compliance. Under Chapter I, regulation I/7 of the revised Convention, Parties are required to provide
detailed information to IMO concerning administrative measures taken to ensure compliance with the
Convention, education and training courses, certification procedures and other factors relevant to
implementation.The information is reviewed by panels of competent persons, nominated by Parties to the
STCW Convention, who report on their findings to the IMO Secretary-General, who, in turn, reports to the
Maritime Safety Committee (MSC) on the Parties which fully comply. The MSC then produces a list (the so
called "white list") of "confirmed Parties" in compliance with the STCW Convention.

STCW Convention chapters

Chapter I: General provisions

Chapter II: Master and deck department

Chapter III: Engine department
Chapter IV: Radiocommunication 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

The STCW Code

The regulations contained in the Convention are supported by sections in the STCW Code. Generally
speaking, the Convention contains basic requirements which are then enlarged upon and explained in the
Code.Part A of the Code is mandatory. The minimum standards of competence required for seagoing
personnel are given in detail in a series of tables. Part B of the Code contains recommended guidance which
is intended to help Parties implement the Convention. The measures suggested are not mandatory and the
examples given are only intended to illustrate how certain Convention requirements may be complied with.
However, the recommendations in general represent an approach that has been harmonized by discussions
within IMO and consultation with other international organizations.

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 are set to enter 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 on board 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 on board ships operating in polar waters; and

      New training guidance for personnel operating Dynamic Positioning Systems.

Vision, Principles and Goals

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 Vision, Principles and Goals
 At its 20th session in November 1997, the IMO Assembly adopted resolution
A.850(20) on Human element vision, principles and goals for the
Organization.

This resolution recalled both:

1. resolution A.680(17), which invited Governments to encourage those

responsible for the management and operation of ships to develop,
implement and assess safety and pollution prevention management
systems; and
2. resolution A.772(18), concerning fatigue factors in manning and
safety, which aims to increase awareness of the complexity of fatigue and to
encourage all parties involved in ship operations to take these factors into
account when making operational decisions. This resolution acknowledged
the need for increased focus on human-related activities in the safe
operation of ships, and the need to achieve and maintain high standards of
safety and environmental protection for the purpose of significantly
reducing maritime casualties.

Resolution A.850(20) was updated by resolution A.947(23) adopted in 2003.

Vision

To significantly enhance maritime safety, security and the quality of the

marine environment by addressing human element issues to improve
performance.

Principles

1.  The human element is a complex multi-dimensional issue that affects

maritime safety, security and marine environmental protection. It involves
the entire spectrum of human activities performed by ships' crews, shore-
based management, regulatory bodies, recognized organizations, shipyards,
legislators, and other relevant parties, all of whom need to cooperate to
address human element issues effectively.
2.  The Organization, when developing regulations, should honour the
seafarer by seeking and respecting the opinions of those that do the work at
sea.

3. Effective remedial action following maritime casualties requires a

sound understanding of human element involvement in accident causation.
This is gained by a thorough investigation and systematic analysis of
casualties for contributory factors and the causal chain of events.

4. In the process of developing regulations, it should be recognized that

adequate safeguards must be in place to ensure that a single human or
organizational error will not cause an accident through the application of
these regulations.

5. Rules and regulations which address seafarers directly should be

simple, clear and comprehensive.

6. Crew endurance, defined as the ability to maintain performance

within safety limits, is a function of many complex and interacting variables
including individual capabilities, management policies, cultural factors,
experience, training, job skills and work environment;

7. Dissemination of information through effective communication is

essential to sound management and operational decisions; and

8. Consideration of human element matters should aim at decreasing the

possibility of human and organizational error as far as possible.
 Goals

1. To have in place a structured approach for the proper consideration of

human element issues for use in the development of regulations and
guidelines by all committees and sub-committees;

2. To conduct a comprehensive review of selected existing IMO

instruments from the human element perspective;

3. To promote and communicate, through human element principles, a

maritime safety culture, security consciousness and heightened marine
environment awareness;

4. To provide a framework to encourage the development of non-

regulatory solutions and their assessment, on the basis of human element
principles;

5. To have in place a system for identifying and disseminating maritime

interests studies, research and other relevant information on the human
element, including findings of marine and non-marine incident
investigations;

6. To provide educational material for seafarers designed to increase

their knowledge and awareness of the impact of human element issues on
safe ship operations, and help them do the right thing; and

7. To provide a framework for understanding the very complex system of

interrelated human element factors, incorporating operational objectives,
personal endurance concerns, organizational policies and practices, and
environmental factors, in order to facilitate the identification and
management of risk factors in a holistic and systematic manner. 

Human Element
Vision, Principles and Goals

 Principles of minimum Safe Manning

 Seafarers Hours of Work and Rest
 Fatigue
 HEAP and FSA

Safety management
Training and Certification

Related Documents
 Resolution A.772(18) Fatigue Factors in Manning and Safety

 Resolution A.947(23) Human Element Vision, Principles and Goals for the Organization

SDGS
CAREERS, INTERNSHIPS, EXTERNSHIPS

PARTNERSHIPS AND PROJECTS

PUBLICATIONS

     

Principles of minimum safe manning

The IMO Assembly, at its 21st session in 1999, adopted resolution

A.890(21) on Principles of safe manning, which revoked existing
resolution A.481(12).

Amendments to the Principles of safe manning were adopted by

resolution A.955(23) in 2003, which was subsequently revoked  by the
current Principles of minimum safe manning (resolution A.1047(27)),
adopted in 2011.
This resolution notes that safe manning is a function of the number of
qualified and experienced seafarers necessary for the safety and
security of the ship, crew, passengers, cargo and property and for the
protection of the marine environment. In addition, it highlights that the
ability of seafarers to maintain observance of relevant requirements is
also dependent upon conditions relating to training, hours of work and
rest, occupational safety, health and hygiene and the proper provision
of food and that international acceptance of broad principles as a
framework for administrations to determine the safe manning of ships
would materially enhance maritime safety, security and protection of
the marine environment.

The objectives of these Principles are to ensure that a ship is

sufficiently, effectively and efficiently manned to provide safety and
security of the ship, safe navigation and operations at sea, safe
operations in port, prevention of human injury or loss of life, the
avoidance of damage to the marine environment and to property, and
to ensure the welfare and health of seafarers through the avoidance of
fatigue.

Seafarers rest and working hours

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Seafarers hours of work and rest
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STCW regulation VIII/1 (Fitness for duty) provides that each Administration
shall, for the purpose of preventing fatigue:
1. establish and enforce rest periods for watchkeeping personnel and
those whose duties involve designated safety, security and prevention of
pollution duties in accordance with the provisions of section A-VIII/1 of the
STCW Code; and

2. require that watch systems are so arranged that the efficiency of all
watchkeeping personnel is not impaired by fatigue and that duties are so
organized that the first watch at the commencement of a voyage and
subsequent relieving watches are sufficiently rested and otherwise fit for
duty.

Guidelines for the development of tables of seafarers’ shipboard working

arrangements and formats of records of seafarers’ hours of work or
hours of rest 

Jointly developed by IMO and ILO in 1999, these Guidelines are intended to
assist competent authorities to develop tables of shipboard working
arrangements and records of seafarers’ hours of work or hours of rest as
required by the Seafarers’ Hours of Work and the Manning of Ships
Convention, 1996 (No.180). They also take into account the provisions on
establishment of rest periods for watchkeeping personnel contained in the
1978 STCW Convention.

The Guidelines provide guidance on the development of a table of shipboard

working arrangements , guidance for formats of the records of seafarers’
hours of work or their hours of rest and related model formats.
In 2001, IMO approved Guidance on fatigue mitigation and management
(MSC/Circ.1014) which has been recently superseded by the Guidelines on
fatigue (MSC.1/Circ.1598) approved by MSC in 2018.

Fatigue
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 Fatigue

The IMO Assembly, at its 18th session held in 1993, adopted

resolution A.772(18) on Fatigue factors in manning and safety. This
resolution provides a general description of fatigue and identifies the
factors of ship operations which may contribute to fatigue that should
be taken into account when making decisions on ship's operations.

Guidelines on fatigue

The Maritime Safety Committee, at its seventy-first session held in

1999, considered the issue of human fatigue and agreed to develop
practical guidance to provide appropriate information on fatigue to all
parties concerned. Consequently, at its seventy-fourth session held in
2001), the Committee approved MSC/Circ.1014 on Guidance on
fatigue mitigation and management.

Later on, MSC 94, in 2014), agreed to undertake a revision of the

Guidance on fatigue mitigation and management and instructed the
Sub-Committee on Human Element, Training and Watchkeeping
(HTW) to conduct the review.
 Accordingly, MSC 100 approved in 2018 MSC.1/Circ.1598 on the
Guidelines on fatigue. These guidelines are composed of the following
modules, addressing different interested parties:

1. Module 1         Fatigue

2. Module 2         Fatigue and the company

3. Module 3         Fatigue and the seafarer

4. Module 4         Fatigue, awareness and training

5. Module 5         Fatigue and ship design

6. Module 6         Fatigue, the Administration and port State

Authorities

7. Appendix 1      Examples of sleep and fatigue monitoring tools

8. Appendix 2      Example of a fatigue event report information

Human Element Analysing Process (HEAP)

The Human Element Analysing Process (HEAP) is a practical tool,

designed to address the human element, to be used for consideration
of maritime and environmental protection issues at IMO, and provides
a structured approach for the proper consideration of the human
element when developing provisions. It is intended to assist regulators
in ensuring that all the human element aspects related to the ship and
its equipment, the master and crew, training, management ashore and
on board, and work environment conditions have been taken into
consideration when introducing or amending IMO instruments.

MSC 74 and MEPC 47 approved in 2001 and 2002

respectively Guidance on the use of Human Element Analysing
Process (HEAP) and Formal Safety Assessment (FSA) in the IMO
rule making process (MSC/Circ.1022 – MEPC/Circ.391)
and Guidelines for Formal Safety Assessment (FSA) for use in the
IMO rule-making process (MSC/Circ.1023 - MEPC/Circ.392).

MSC 91 and MEPC 65 reviewed in 2012 and 2013 respectively the

aforementioned Guidance in the light of the experience gained with
their application and approved the Guidelines for the application of
Human Element Analysing Process (HEAP) to the IMO rule-making
process, and approved the Guidelines for the application of the
Human Element Analysing Process (HEAP) to the IMO rule-making
process (MSC-MEPC.2/Circ.13).

HEAP is broad in application and not to be seen as any kind of

replacement for an FSA study.

Formal Safety Assessment (FSA)

 

Formal Safety Assessment (FSA) is a structured and systematic

methodology, aimed at enhancing maritime safety, including
protection of life, health, the marine environment and property, by
using risk and cost/benefit assessments.
FSA can be used as a tool to help in the evaluation of new regulations
for maritime safety and protection of marine environment or making a
comparison between existing and possibly improved regulations, with
a view to achieving a balance between the various technical and
operational issues, including the human element, and between
maritime safety or protection of marine environment and costs.

The decision makers at IMO, through FSA, will be able to appreciate

the effect of proposed regulatory changes in terms of benefits (e.g.
expected reduction of lives lost or of pollution) and related costs
incurred for the industry as a whole and for individual parties affected
by the decision. FSA should facilitate development of regulatory
changes equitable to the various parties thus aiding the achievement
of consensus.

Within FSA the human element is addressed both by the requirement

of inclusion of human element experts during hazard identification,
and during the execution of the risk assessment, where a set of
scientific methods, known under the heading Human Reliability
Analysis (HRA), is applied. HEAP is not one of these HRA methods

IMO technical bodies are now charged with addressing human

element when deliberating new and existing provisions.

MSC 98 and MEPC 72 approved in 2017 and 2018 respectively

the Revised guidelines for Formal Safety Assessment (FSA) for use in
the IMO rule-making process (MSC-MEPC.2/Circ.12/Rev.2).
Safety management and safety culture
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 Safety management and safety culture

A number of very serious accidents which occurred during the late

1980's, were manifestly caused by human errors, with management
faults also identified as contributing factors.

Lord Justice Sheen in his inquiry into the loss of the Herald of Free
Enterprise famously described the management failures as "the
disease of sloppiness".

In 1987, the IMO Assembly adopted resolution A.596(15), which

called upon the Maritime Safety Committee to develop guidelines
concerning shipboard and shore-based management to ensure the
safe operation of ro-ro passenger ships.

The ISM Code evolved through the development of the Guidelines on

management for the safe operation of ships and for pollution
prevention (resolution A.647(17)), adopted in 1989 by the IMO
Assembly, and the Revised Guidelines, adopted two years later as
resolution A.680(17), to its current form, the International Management
Code for the Safe Operation of Ships and for Pollution Prevention
(International Safety Management (ISM) Code), which was adopted in
1993 as resolution A.741(18).
With the entry into force, on 1 July 1998, of the 1994 amendments to
the SOLAS Convention, which introduced a new chapter IX into the
Convention, the ISM Code was made mandatory. Chapter IX was
amended by resolution MSC.99(73), which entered into force on 1
July 2002, and by resolution MSC.194(80), which entered into force
on 1 January 2009.

The Code was amended in December was amended in December

2000 by resolution MSC.104(73), and these amendments entered into
force on 1 July 2002. It was further amended in December 2004 by
resolution MSC.179(79), and these amendments entered into force on
1 July 2006. It was further amended in May 2005 by resolution
MSC.195(80), and these amendments entered into force on 1 January
2009. The ISM Code was also amended in December 2008 by
resolution MSC.273(85), and the amendments entered into force on 1
July 2010. The Code was further amended in June 2013 by resolution
MSC.353(92), with the amendments entering into force on 1 January
2015.

In 1995, the IMO Assembly, recognizing the need for uniform

implementation of the ISM Code and there might be a need for
Administration to enter into agreements in respect of the issuance of
certificates by other Administration in accordance with SOLAS chapter
IX and the ISM Code, adopted the Guidelines on implementation of
the International Safety Management (ISM) Code by Administrations
(resolution A.788(19)). Revised Guidelines were adopted by resolution
A.913(22) in November 2001, and subsequently by resolution
A.1022(26) in December 2009. These were replaced with Revised
Guidelines on the implementation of the International Safety
Management (ISM) Code by Administrations (resolution A.1071(28))
adopted in 2013, which in turn have been revoked by the new Revised
Guidelines, as adopted by resolution A.1118(30), with effect from 6
December 2017.

Safety management and safety culture

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 Safety management and safety culture

A number of very serious accidents which occurred during the late

1980's, were manifestly caused by human errors, with management
faults also identified as contributing factors.

Lord Justice Sheen in his inquiry into the loss of the Herald of Free
Enterprise famously described the management failures as "the
disease of sloppiness".
In 1987, the IMO Assembly adopted resolution A.596(15), which
called upon the Maritime Safety Committee to develop guidelines
concerning shipboard and shore-based management to ensure the
safe operation of ro-ro passenger ships.

The ISM Code evolved through the development of the Guidelines on

management for the safe operation of ships and for pollution
prevention (resolution A.647(17)), adopted in 1989 by the IMO
Assembly, and the Revised Guidelines, adopted two years later as
resolution A.680(17), to its current form, the International Management
Code for the Safe Operation of Ships and for Pollution Prevention
(International Safety Management (ISM) Code), which was adopted in
1993 as resolution A.741(18).

With the entry into force, on 1 July 1998, of the 1994 amendments to
the SOLAS Convention, which introduced a new chapter IX into the
Convention, the ISM Code was made mandatory. Chapter IX was
amended by resolution MSC.99(73), which entered into force on 1
July 2002, and by resolution MSC.194(80), which entered into force
on 1 January 2009.

The Code was amended in December was amended in December

2000 by resolution MSC.104(73), and these amendments entered into
force on 1 July 2002. It was further amended in December 2004 by
resolution MSC.179(79), and these amendments entered into force on
1 July 2006. It was further amended in May 2005 by resolution
MSC.195(80), and these amendments entered into force on 1 January
2009. The ISM Code was also amended in December 2008 by
resolution MSC.273(85), and the amendments entered into force on 1
July 2010. The Code was further amended in June 2013 by resolution
MSC.353(92), with the amendments entering into force on 1 January
2015.

In 1995, the IMO Assembly, recognizing the need for uniform

implementation of the ISM Code and there might be a need for
Administration to enter into agreements in respect of the issuance of
certificates by other Administration in accordance with SOLAS chapter
IX and the ISM Code, adopted the Guidelines on implementation of
the International Safety Management (ISM) Code by Administrations
(resolution A.788(19)). Revised Guidelines were adopted by resolution
A.913(22) in November 2001, and subsequently by resolution
A.1022(26) in December 2009. These were replaced with Revised
Guidelines on the implementation of the International Safety
Management (ISM) Code by Administrations (resolution A.1071(28))
adopted in 2013, which in turn have been revoked by the new Revised
Guidelines, as adopted by resolution A.1118(30), with effect from 6
December 2017.

The International Safety Management (ISM) Code

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ISM Code

The purpose of the ISM Code is to provide an international standard

for the safe management and operation of ships and for pollution
prevention.

The Assembly had already invited all Governments, by resolution

A.443(XI), to take the necessary steps to safeguard the shipmaster in
the proper discharge of his responsibilities with regard to maritime
safety and the protection of the marine environment.

In resolution A.680(17), the Assembly recognized the need for

appropriate organization of management to enable it to respond to the
need of those on board ships in order to achieve and maintain high
standards of safety and environmental protection.
 Recognizing that no two shipping companies or shipowners are the
same, and that ships operate under a wide range of different
conditions, the Code is based on general principles and objectives,
which include assessment of all identified risks to one Company’s
ships, personnel and the environment and establishment of
appropriate safeguards.

The Code is expressed in broad terms so that it can have a

widespread application. Clearly, different levels of management,
whether shore-based or at sea, will require varying levels of
knowledge and awareness of the items outlined.

The cornerstone of good safety management is commitment from the

top. In matters of safety and environment protection it is the
commitment, competence, attitudes and motivation of individuals at all
levels that determines the end result.

Amendments to the ISM Code

The ISM Code in its current form was adopted in 1993 by resolution
A.741(18) and was made mandatory with the entry into force, on 1
July 1998, of the 1994 amendments to the SOLAS Convention, which
introduced a new chapter IX into the Convention.

Amendments to the ISM Code:

 2000 by resolution MSC.104(73), these amendments entered

into force on 1 July 2002.
 2004 by resolution MSC.179(79), these amendments entered
into force on 1 July 2006.

 2005 by resolution MSC.195(80), these amendments entered

into force on 1 January 2009.

 2008 by resolution MSC.273(85), these amendments entered

into force on 1 July 2010.

 2013 by resolution MSC.353(92), these amendments entered

into force on 1 January 2015.

Other provisions

Other provisions relevant to SOLAS chapter IX and the ISM Code

include:

 Revised guidelines for the operational implementation of the

International Safety Management (ISM) Code by companies (MSC-
MEPC.7/Circ.8)

 Guidance on the qualifications, training and experience

necessary for undertaking the role of the designated person under the
provisions of the International Safety Management (ISM) Code (MSC
FAL.7/Cir.6)

 Guidance on near-miss reporting (MSC-MEPC.7/Circ.7)

 Guidelines on maritime cyber risk management (MSC-

FAL.1/Circ.3)
 Maritime cyber risk management in Safety Management
Systems (resolution MSC.428(98)).

Training and Certification

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The International Convention on Standards of Training, Certification

and Watchkeeping for Seafarers (STCW), 1978, as amended, sets the
standards of competence for seafarers internationally.

Amongst its provisions is a requirement for Parties to the Convention

to communicate information to IMO on the measures adopted to
implement the Convention nationally. That information is subject to
scrutiny to ensure that the Convention is being given 'full and
complete effect' and, if this is so, the Party features on the "List of
confirmed STCW Parties" and "Information related to Reports of
Independent Evaluation".

One key STCW Convention provision requires Parties to provide

information to allow others to check the validity and authenticity of
seafarers' certificates of competency. This is important as unqualified
seafarers holding fraudulent certificates of competency are a clear
danger to themselves, others on board and the marine environment.

In order to assist with uniform interpretation of the STCW Convention,

IMO has agreed a number of clarifications of the Convention's
provisions and has also developed further guidance to assist Parties
to meet their Convention obligations.

For maritime training institutes worldwide, IMO has also developed a

series of model courses which provide suggested detailed teaching
syllabus and learning objectives to assist instructors develop training
programmes to meet the STCW Convention standards for seafarers.

For those working in the fishing industry, IMO has developed a

separate Convention. The International Convention on Standards of
Training, Certification and Watchkeeping for Fishing Vessel Personnel
(STCW-F), 1995. This Convention sets the standards for certification
of fishing vessel personnel on vessels of greater than 24 metres in
length and more than 750kW engine power. Guidance on the training
requirements has been developed by IMO, in conjunction with FAO
and ILO.

International Convention on Standards of Training, Certification

and Watchkeeping for Seafarers, 1978
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 International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978

The International Convention on Standards of Training, Certification

and Watchkeeping for Seafarers (STCW), 1978, was adopted by the
International Conference on Training and Certification of Seafarers on
7 July 1978.

The 1978 STCW Convention entered into force on 28 April 1984.

Since then, amendments thereto have been adopted in 1991, 1994,
1995, 1997, 1998, 2004, 2006, 2010, 2014, 2015, 2016 and 2018.
 The 1991 amendments, relating to the global maritime distress and
safety system (GMDSS) and conduct of trials, were adopted by
resolution MSC.21(59) and entered into force on 1 December 1992.

The 1994 amendments on special training requirements for personnel

on tankers were adopted by resolution MSC.33(63) and entered into
force on 1 January 1996.

The 1995 amendments were adopted by resolution 1 of a Conference

of Parties to the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, which was convened by
the International Maritime Organization and met at the Headquarters
of the Organization from 26 June to 7 July 1995 (1995 STCW
Conference). The 1995 STCW Conference adopted the Seafarers’
Training, Certification and Watchkeeping (STCW) Code.

The STCW Code contains, in:

1. part A, mandatory provisions to which specific reference is

made in the annex to the STCW Convention and which give, in detail,
the minimum standards required to be maintained by Parties in order
to give full and complete effect to the provisions of the STCW
Convention; and, in

2. part B, recommended guidance to assist Parties to the

STCW Convention and those involved in implementing, applying or
enforcing its measures to give the STCW Convention full and
complete effect in a uniform manner.
The 1997 amendments, to the Convention and to part A of the Code,
relating to training of personnel on passenger and ro-ro passenger
ships, were adopted by resolutions MSC.66(68) and MSC.67(68) and
entered into force on 1 January 2003.

The 1998 amendments, to part A of the Code, relating to enhanced

competence in cargo handling and stowage, particularly in respect of
bulk cargoes, were adopted by resolution MSC.78(70) and entered
into force on 1 January 2003.

The May 2004 amendments, to part A of the Code, adjusting

certificates and endorsements, were adopted by resolution
MSC.156(78). The December 2004 amendments, to part A of the
Code, taking into account on-load and off-load devices in the
competence relating to survival craft and rescue boats other than fast
rescue boats, were adopted by resolution MSC.180(79). Both
amendments entered into force on 1 July 2006.

The 2006 amendments, to part A of the Code, introducing, inter alia,

new measures pertaining to ship security officers, were adopted by
resolution MSC.209(81) and entered into force on 1 January 2008.

The 2010 amendments (the Manila Amendments) to the Convention

and Code were adopted by resolutions 1 and 2, respectively, by a
Conference of Parties to the STCW Convention, held in Manila,
Philippines, from 21 to 25 June 2010 (2010 STCW Conference). The
amendments mainly introduced:
1. Improved measures to prevent fraudulent practices
associated with certificates of competency and strengthen the
evaluation process (monitoring of Parties' compliance with the
Convention).

2. Strengthened provisions on medical standards.

3. Revised requirements on hours of work and rest and new

requirements for the prevention of drug and alcohol abuse.

4. New certification requirements for able seafarers, deck and

engine.

5. New requirements relating to training in modern technology

such as electronic charts and information systems (ECDIS).

6. New requirements for marine environment awareness

training and training in leadership and teamwork.

7. New training and certification requirements for electro-

technical officers and electro-technical ratings.

8. Updating of competence requirements for personnel

serving on board all types of tankers, including new requirements for
personnel serving on liquefied gas tankers.

9. New requirements for security training for all seafarers, as

well as provisions to ensure that seafarers are properly trained
regarding piracy and armed robbery.

10. Refresher training module every five years for basic training
on personal survival techniques and fire prevention and firefighting;
 advanced firefighting; and proficiency in survival craft, rescue boats
and fast rescue boats.

11. Introduction of modern training methodology including

distance learning and e-learning.

12. New training guidance for personnel serving on board ships

operating in polar waters. Part A currently contains mandatory
provisions in this regard.

13. New training guidance for personnel operating Dynamic

Positioning Systems.

The 2014 amendments were adopted by resolutions MSC.373(93)

and MSC.374(93). The amendments updated chapter I (General
provisions) to the STCW Convention and chapter I (Standards
regarding general provisions) to the STCW Code, part A, entered into
force on 1 January 2016.

The 2015 amendments were adopted by resolutions MSC.396(95)

and MSC.397(95). The amendments updated chapter I (General
provisions), regulations I/1 and I/2, chapter V (Special training
requirements for personnel on certain types of ships) and introduced
new section V/3 on training requirements for personnel on ships
subject to the IGF Code, in the STCW Code, and entered into force on
1 January 2017.

The 2016 amendments were adopted by resolutions MSC.416(97)

and MSC.417(97). The amendments updated chapters I (General
provisions) and V (Special training requirements for personnel on
certain types of ships) of the Convention and Code, including
regulations V/2 (training requirements for personnel on passenger
ships) and V/4 (training requirements for masters and deck officers on
ships operating in polar waters); and sections A-V/2 and A-V/4, and
entered into force on 1 July 2018.

Amendments to part B of the Code were adopted at the 69th, 72nd,

77th, 80th, 81st, 95th, 97th, 98th and one-hundredth of the Maritime
Safety Committee, by means of circular STCW.6 series, in particular,
Circ.3 (1998), Circ.4 (1998), Circ.5 (2000), Circ.6 (2003), Circ.7
(2005), Circs. 8 to 10 (2006), Circ.11 (2015), Circ.12 (2016), Circ. 13
(2017) and resolution MSC.455(100) (2018).

The STCW Convention and Code

In order to discharge the obligations emanating from STCW

regulations I/7 and I/8, and sections A-I/7 and A-I/8 of the STCW
Code, Parties to the 1978 STCW Convention are required to submit
relevant information on the steps taken to give the Convention full and
complete effect. This information is then considered by a panel of
competent persons established by the Secretary General from the list
regularly approved by MSC. As a result, the panel of competent
persons provides a written report on its views, which assists the
Secretary General in the preparation of its report to MSC for final
confirmation, as appropriate.
 Since 2005, the Maritime Safety Committee (MSC) has published on a
regular basis:

1. MSC.1/Circ.1163, as amended, on Parties to the

International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers (STCW), 1978, as amended, confirmed
by the Maritime Safety Committee to have communicated information
which demonstrates that full and complete effect is given to the
relevant provisions of the Convention; and

2. MSC.1/Circ.1164, as amended, on Promulgation of

information related to reports of independent evaluation submitted by
Parties to the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW), 1978, as
amended, confirmed by the Maritime Safety Committee to have
communicated information which demonstrates that Parties are giving
full and complete effect to the relevant provisions of the Convention.

MSC.1/Circ.1164 and its subsequent revisions build on

MSC.1/Circ.1163 by adding information about those Parties that have
duly discharged their obligations emanating from the Convention, in
particular, on the submission of subsequent reports in accordance
with STCW regulation I/8 and sections A-I/7 and A-I/8 of the STCW
Code.
List of STCW Parties - Confirmed STCW Parties (regulation I/7)

MSC.1/Circ.1163/Rev.12* International Convention on Standards of

Training, Certification and Watchkeeping for Seafarers (STCW), 1978,
as amended – Parties to the International Convention on Standards of
Training, Certification and Watchkeeping for Seafarers (STCW), 1978,
as amended, confirmed by the Maritime Safety Committee to have
communicated information which demonstrates that full and complete
effect is given to the relevant provisions of the Convention.

List of STCW Parties - Independent evaluation (regulation I/8)

MSC.1/Circ.1164/Rev.21* International Convention on Standards of

Training, Certification and Watchkeeping for Seafarers (STCW), 1978,
as amended – Reports of Independent Evaluation.

* Please note: the above Circulars are revised as and when

information from Parties is evaluated and approved by the Maritime
Safety Committee.

The STCW Code

The regulations contained in the Convention are supported by

sections in the STCW Code. Generally speaking, the Convention
contains basic requirements which are then enlarged upon and
explained in the Code.
 Part A of the Code is mandatory. The minimum standards of
competence required for seagoing personnel are given in detail in a
series of tables. Chapter II of the Code, for example, deals with
standards regarding the master and deck department.

Part B of the Code contains recommended guidance which is intended

to help Parties implement the Convention. The measures suggested
are not mandatory and the examples given are only intended to
illustrate how certain Convention requirements may be complied with.
However, the recommendations in general represent an approach that
has been harmonized by discussions within IMO and consultation with
other international organizations.

STCW Convention chapters

1. Chapter I:  General provisions

2. Chapter II:  Master and deck department

3. Chapter III:  Engine department

4. Chapter IV:  Radiocommunication and radio operators

5. Chapter V:  Special training requirements for personnel on

certain types of ships

6. Chapter VI:  Emergency, occupational safety, security,

medical care and     survival functions

7. Chapter VII:  Alternative certification

8. Chapter VIII:  Watchkeeping

 2. List of Parties whose certificates are recognized by Philippines

Antigua and Barbuda Kuwait

Australia Liberia
Bahamas Luxembourg
Barbados Malaysia
Belgium Malta
Belize Marshall Islands
Brunei Darussalam Mongolia
Cambodia Netherlands
China (Hong Kong SAR) Norway
Cyprus Panama
Denmark Poland
Dominica Singapore
Georgia Sweden
Greece Switzerland
Indonesia Ukraine
Ireland United Kingdom
Isle of Man Vanuatu
Italy
Jamaica
Japan

Fraudulent Certificates

The Sub-Committee on Standards of Training and Watchkeeping (STW), at

its thirtieth session, expressed great concern about the proliferation of
fraudulent STCW certificates of competency, or authentic certificates
reportedly issued on the basis of forged foreign certificates, which had been
found during port State control inspections and applications for recognition
of certificates.

MSC 71, following consideration with great concern of reports from Member
States on the proliferation of fraudulent certificates of competency and
endorsements, approved MSC/Circ.900 on Fraudulent certificates of
competency and that A 21 adopted resolution A.892(21) on Unlawful
practices associated with certificates of competency and endorsements.

In accordance with STCW regulation I/5 (National provisions), Parties shall

take and enforce appropriate measures to prevent fraud and other unlawful
practices involving certificates and endorsements issued.

The STW Sub-Committee at its 38th session in January 2007 approved the
revised format relating to reporting of fraudulent certificates detected and
urged Member Governments and international organizations to use the
revised format when reporting the detection of fraudulent certificates to the
Secretariat (STW 38/17 annex 1).

Noting the large number of fraudulent certificates reported by Parties, the

HTW Sub Committee has recognized that a strategy to address the problems
associated with fraudulent certificates of competency could be beneficial.

IMO Model Courses

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The programme of model training courses developed out of
suggestions from a number of IMO Member States, following the
adoption of the 1978 STCW Convention, as amended.

Assisted by contributions from various Governments, IMO has

designed the series of courses to help implement this Convention, as
well as other IMO instruments, and further facilitate access to the
knowledge and skills demanded by increasingly sophisticated
maritime technology.

The courses are tools intended to assist Member States and other
stakeholders to develop detailed training programmes and are flexible
in application, since maritime institutes and their teaching staff can
use them in organizing and introducing new courses or in enhancing,
updating or supplementing existing training material.

The model courses each include an introduction, a course framework,

a general outline, a detailed outline, the instructor manual and a
section dealing with evaluation and assessment.

Model courses related to the 1978 STCW Convention, as amended,

are being revised and updated after the adoption of the 2010 Manila
Amendments.

More information regarding the list of IMO model courses can be

found in the publication catalogue. 
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IMO WEB ACCOUNTS

Maritime Administrations
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 Maritime Administrations

Verification of validity and authenticity of certificates

 

In order to assist Parties and companies to verify the authenticity of

certificates, the Sub-Committee on Standards of Training and Watchkeeping
(STW), at its thirtieth session, instructed the Secretariat to revise and update
STW/Circ.29 containing the list of certificate-issuing authorities. 

Consequently, STCW 95/Circ.1 on National Administrations responsible for

regulating the STCW Convention was issued on 15 April 1999, superseding
STW/Circ.29 and comprising a compilation of names, postal addresses,
telephone and facsimile numbers and e-mail addresses of ministries,
departments or governmental agencies responsible for regulating the
Convention in accordance with the information communicated to the
Secretary-General as required by paragraph 2.1 of section A-I/7 of the STCW
Code. 
At its thirty-first session (10 to 14 January 2000), the STW Sub-Committee
instructed the Secretariat to update STCW95/Circ.1. The first revised list was
issued on 2 May 2000; and was subsequently revised on 11 September 2000
and 1 March 2002, and issued as STCW95/Circ.1/Rev.3. 

At its thirty-third session (21 to 25 January 2002), the Sub-Committee

considered the outcome of the research on Unlawful practices associated with
certificates of competency and endorsements, which had been undertaken on
behalf of the Organization by the Seafarers International Research Centre,
Cardiff University, which included recommendations on preventative
measures, enforcement measures and exchange of information. 

In considering the exchange of information, the Sub-Committee urged

Parties, as a high priority, to ensure that information on reliable direct contact
details such as e-mail addresses, telephone numbers and fax numbers for
verification of authenticity of certificates by other Administrations, was
communicated to IMO and updated in a timely manner. The Sub-Committee
also invited the Secretariat to develop a tool on the website to include secure,
direct links with focal points of administrations and provide ready access to
administrations that require verification of certificates. 

At its seventy-fifth session (15 to 24 May 2002), the Maritime Safety

Committee recognized that the use of the term STCW 95 to mean the
International Convention on Standards of Training and Watchkeeping for
Seafarers (STCW) 1978, as amended, had led to some confusion as the
Convention had been amended subsequently. As the Committee had also
instructed the Secretariat to remove references to STCW 95 in the published
version of the Convention, the opportunity of the revision of the circular was
taken to remove references to STCW 95 and to re-name these series of
circulars as STCW.8/Circ. The first circular in the series, STCW.8/Circ.1,
was issued on 5 June 2002.

Information on National Administrations responsible for regulating the

STCW Convention contained in STCW.8/Circ.1, based on the information
communicated to the Secretary General, has therefore been updated to take
account of changes notified to the Secretariat in respect of the correct contact
details of those authorities maintaining registers of certificates and
endorsements.

Parties to the STCW Convention listed in the annex are requested to check
the details of their particulars and, if amendments are required, to advise the
Secretariat accordingly.

National Authorities Maintaining registers of certificates and endorsements 

In this connection, in accordance with STCW regulation I/2 each Party

undertakes to maintain a register or registers of all certificates and
endorsements for masters, officers, and, as applicable, ratings which are
issued, have expired or have been revalidated, suspended, cancelled or
reported lost or destroyed and of dispensations issued.

In addition, each Party undertakes to make available information on the status

of such certificates of competency, endorsements and dispensations to other
Parties and companies which request verification of authenticity and validity
of certificates produced to them by seafarers seeking recognition of their
certificates under regulation I/10 or employment on board ship.

Finally, as of 1 January 2017, the information on the status of information

required to be available in accordance with paragraph 15 of this regulation
shall be made available, in the English language, through electronic means.

A list of national authorities maintaining registers of certificates and

endorsements is available under related documents above.

Maritime Training Institutes

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The STCW Convention requires that training and assessment of

seafarers are administered, supervised and monitored in accordance
with the provisions of the STCW Code; and those responsible for
training and assessment of competence of seafarers are appropriately
qualified in accordance with the provisions of the Code.

The International Maritime Organization does not approve any training

courses or institutes. This is a privilege and responsibility of Member
Governments who are Parties to the STCW Convention.
Maritime training institutions approved by Member States

The 1978 STCW Convention, as amended, requires that training

leading to the issue of a certificate is continuously monitored through a
quality standards system, which is part of an independent evaluation
arranged by the corresponding authority of an STCW Party in
accordance with the Convention requirements.

International Maritime training institutions

The World Maritime University (WMU) in Malmö, Sweden, is a

postgraduate maritime university founded in 1983 by IMO.

WMU delivers postgraduate maritime education and confers Master's

and Doctoral degrees in seven maritime and ocean specializations at
its headquarters in Sweden and Master's degrees in two
specializations in China.

The IMO International Maritime Law Institute (IMLI) in Malta, was

established in 1988, under the auspices of IMO

IMLI is a world recognized centre for the training of specialists in

maritime law and provides suitably qualified candidates, particularly
from developing countries, with advanced training, study and research
programmes in international maritime law.
International Convention on Standards of Training, Certification
and Watchkeeping for Fishing Vessel Personnel (STCW-F), 1995
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 International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel
Personnel (STCW-F), 1995

Adoption: 7 July 1995

Entry into force: 29 September 2012

The International Convention on Standards of Training, Certification

and Watchkeeping for Fishing Vessel Personnel (STCW-F), was
adopted by IMO in 1995. The 1995 STCW-F Convention is a binding
treaty that sets certification and minimum training requirements for
crews of seagoing fishing vessels with the aim to promote the safety
of life at sea and the protection of the marine environment, taking into
account the unique nature of the fishing industry and the
fishingworking environment.
This Convention generally applies to personnel of seagoing fishing
vessels and, in particular, to skippers and officers in the deck
department of fishing vessels of 24 metres in length and over, and
officers in the engine department of fishing vessels of powered by
main propulsion machinery of 750 kW propulsion power or more.

Why become Party to the IMO STCW-F?

The 1995 STCW-F Convention is a key building block in the promotion

of safety of life at sea by setting the necessary framework to ensure
the provision of duly skilled personnel in the fisheries sector. Better
skilled and trained personnel will decrease the likelihood of fatal
accidents and will therefore decrease the loss of lives at sea and
improve general safety of fishing operations.
The STCW-F Convention supports harmonization of qualifications by
introducing a minimum level of training for everyone working on fishing
vessels to which the Convention applies. This, in turn, facilitates free
mobility of workers between countries that have ratified and
implemented the STCW-F Convention and creates a level playing field
in the sector. In most high seas fishing fleets (e.g. pelagic trawlers,
tuna long liners and purse seiners) the percentage of migrant workers
has increased rapidly over the last decades. Recently, also in small-
scale vessel segments the numbers of migrant workers are rising as,
in some countries, it is challenging to find sufficient youth interested in
a job in the fisheries sector. Language barriers and related
communication challenges on board make it even more important that
all crew have received proper training and are competent to carry out
their work, as dependency on co-workers is high.

In addition, wide ratification and enforcement of the instrument will

reduce the cost of search and rescue operations and connected
administrative costs.

Scope and application

The STCW-F Convention generally applies to personnel serving on

board seagoing fishing vessels entitled to fly the flag of a Party.

The STCW-F Convention not only contains mandatory provisions for

certification of skippers, officers, engineer officers and radio operators
of fishing vessels, but also contains important provisions on basic
 safety training, which are applicable to all fishing vessel personnel;
and watchkeeping provisions. A Contracting Party may determine that
certain provisions (regulations II/3, II/4 and II/5 and the requirement of
the use of English language) should not apply, wholly or in part, to
personnel of fishing vessels of less than 45 meters in length operating
solely from its ports and fishing within its limited waters.

Content

The STCW-F Convention consists of 15 articles, one annex containing

technical regulations, three appendices and nine resolutions. The
Convention sets certification and minimum training requirements for
crews of seagoing fishing vessels, which countries are obliged to meet
or exceed. Chapter I of the annex contains “General provisions”, and
Chapter II deals with “Certification of skippers, officers, engineer
officers and radio operators”. Chapter III outlines the basic safety
training requirements for all fishing vessel personnel. In this context,
fishing vessel personnel shall, before being assigned to any shipboard
duties, receive basic training or instruction and shall meet the
appropriate standard of competence in the following areas:

 personal survival techniques, including donning of lifejackets

and, as appropriate, immersion suits;

 fire prevention and firefighting;

 emergency procedures;

 elementary first aid;

 prevention of marine pollution; and

 prevention of shipboard accidents.

It is the duty of the Contracting Party to determine whether and, if so,

to what extent, the provisions shall apply to personnel of small fishing
vessel or personnel already employed on fishing vessels.
Finally, Chapter IV details requirements to be observed on board in
relation to keep a navigational watch on board the fishing vessel
(watchkeeping).

The STCW-F Convention is being comprehensively reviewed (March

2020) by IMO’s Sub Committee on Human Element, Training and
Watchkeeping, in order to align the standards of the Convention with
the current state of the fishing industry, and to make available an
effective instrument, which will contribute to addressing the significant
challenges of this sector.

How to become a Party to the STCW-F?

States may become Parties to the Convention by depositing an

instrument to that effect with the IMO Secretary-General.

The 1995 STCW-F Convention is currently being comprehensive

reviewed by the Sub-Committee on Human Element, Training and
Watchkeeping in order to align the standards of the Convention with
the current state of the fishing industry, and to make available an
effective instrument, which will contribute to addressing the significant
challenges of this sector.

* For the status of ratification of STCW-F Convention including global

tonnage figures, please refer to the Status of Treaties Module of
GISIS:

visit GISIS website(https://gisis.imo.org) > Status of Treaties >

Reports > Status of Treaties > By treaty, and select STCW-F 1995.
The status of ratification of STCW 1978 Convention is also available
by selecting STCW 1978.

Other related documents:

FAO, ILO and IMO are providing guidelines, conventions and codes in
relation to fishing vessel safety. The publications below are jointly
produced by FAO, ILO, and IMO and are available on-line at the IMO
publishing bookshop.

Document for Guidance on Training and Certification of Fishing Vessel Personnel

The purpose of the Document for Guidance is to provide information
with a view to improve the training, certification and watchkeeping
standards of fishing vessel personnel. The Document for Guidance
took account of the conventions and recommendations adopted by
ILO and IMO and the wide practical experience of FAO in the field of
fishermen’s training and covered training and certification of small-
scale and industrial fishermen.

In 1995 a joint working group, in co-operation with FAO and ILO,

reviewed the Document for Guidance with particular reference to
relevant resolutions of the STCW-F Convention. The outcome was a
revised document entitled Document for Guidance on Training and
Certification of Fishing Vessel Personnel, which was approved by
FAO, ILO and IMO in 2000 and published on behalf of the three
organizations by IMO in 2001.

Code of safety for fishermen and fishing vessels

The Code of Safety for Fishermen and Fishing Vessels was approved
by FAO, ILO and IMO. The Code is divided into two parts: Part A for
skippers and crews, and Part B for fishing vessel builders and owners.

The Code was adopted by the first session of the Joint FAO/ILO/IMO
Meeting of Consultants on Safety on Board Fishing Vessels which
was held at ILO Headquarters in Geneva in September 1968, provides
guidance on the development of national codes and fishermen's
education and training manuals and guidance on the safety and health
of fishermen. Competent authorities are encouraged to make use of
the contents of the Code and the Voluntary Guidelines in the
production of safety and health and training materials in an
appropriate format to suit the particular needs of the fisheries of the
country or region and in local languages.

Amendments to Part A and Part B of the Code were approved by the

IMO Maritime Safety Committee (MSC) at its thirtieth session in 1973
which was endorsed by the FAO Council at its 64th session in 1974
and also endorsed by the Governing Body of the ILO at its 195th
session in 1975.

The revised Code was approved by the Maritime Safety Committee

(MSC) in 2004, by the FAO Committee of Fisheries in 2005, and by
ILO in 2005.

The Code of safety for fishermen and fishing vessels (Part A)

The purpose of part A of the Code is to provide information with a view

to promoting the safety and health of crew members on board fishing
vessel.

The Code of safety for fishermen and fishing vessels (Part B)

The purpose of part B of the Code is to provide information on the

design, construction, and equipment of fishing vessels with a view to
promoting the safety of fishing vessels.

Voluntary Guidelines for the design, construction and equipment of small fishing vessels

The purpose of the Voluntary Guidelines is to provide information on

the design, construction, and equipment of small fishing vessels.

The Guidelines was revised and approved by the IMO,FAO and ILO in
2005.