1. Publications.
2. Anchor certificates.
3. Ballast water management plan.
4. Bridge equipment.
5. Bulk carrier code.
6. Solas chapter 12, bulk carrier safety.
7. Calibration of gas testing equipment.
8. Care of ropes.
9. Condemning a wire rope.
10. Cargo handling manual for tankers.
11. Precautions to be taken during a heavy life operation.
12. Rigging a union purchase.
13. Precautions while loading coal.
14. Register of lifting appliances.
15. Bridge procedure checklists.
16. Code of safe working practices.
17. Cold work permit and guidance note.
18. IMDG freight container code.
19. Design for double hull tankers.
20. Drills.
21. Drug and alcohol policy.
22. Notes on E.C.D.I.S.
23. Emergency generator.
24. Use of the nautical almanac in year+1
25. Enclosed space entry permit.
26. Fire wires.
27. First aid for H2S poisoning.
28. Foul anchor.
29. G.M.D.S.S.
30. Hot work permit.
31. I.A.M.S.A.R.
32. Meteorology.
33. Port state control.
34. Pyrophoric iron sulphide.
35. Requirements for emergency towing
36. Safety committee meeting.
37. C.A.B.A. Checklist.
38. Shallow water effects
39. S.O.L.A.S. chapters and amendments
40. S.O.L.A.S. carriage of dangerous goods.
41. STCW 95 Synopsis.
42. Electro hydraulic steering gear.
43. Tugs girding, scouring.

Carriage of nautical publications ;

Section A – Publications which must be carried by sea-going passenger vessels and all other vessels over 300 gross tons.

1. International code of signals.
2. The mariners hand-book.

Section A – Publications for which only those parts relevant to a vessel’s voyage and operation must be carried.

1. merchant shipping notices, marine guidance notes and marine information notes.
2. Notices to mariners.
3. Lists of radio signals.
4. Lists of lights.
5. Sailing directions.
6. Nautical almanac.
7. Navigational tables.
8. Tide tables.
9. Tidal stream atlases.
10. Operating and maintenance instructions for nabvigatiional aids carried.

Ships Routeing:

Mariner’s Handbook: Np 100.

Chapter 1: Charts, Navigational Information, Supply Of Charts, Nav Warnings Etc.

Chapter 2: Use Of Charts And Other Nav Aids, Fixing Positions On Charts, Light And Fog Signals, Buoyage, Echo Sounding Etc.

Code Of Safe Working Practices For Merchant Seamen:

This Code Provides A Sound Basis Upon Which The Concerned Can Establish And Maintain Safe Working Conditions On Board Ships At Sea And In Port And Designedto Reduce The Number Of Accidents.

Published For The Maritime And Coastguard Agency Under Licence From The Controller Of Her Majesties Stationery Office.

Section 2: Personal Health And Safety.

Section 3: Work Activities.

Section 4: Specialist Ships.( Later To Be Published.)

Section 5: Appendixes……

Bridge Procedures Guide:

Foreword

Purpose And Scope

Part A: Guidance For Masters And Watch Keeping Officers

Bridge Organisation

1. General
2. Passage Plan.
3. Safety System - Maintenance And Training.

Passage Planning

4. Responsibility For Passage Planning
5. Pilotage And Passage Planning.
6. Notes On Passage Planning.
7. Parallel Index Plotting.

Duties Of The Officer On Watch

8. General
9. Keeping A Good Watch.
10. Main Engines.
11. Changing Over The Watch.
12. Periodic Checks Of Navigational Equipment.
13. Helmsman / Autopilot.
14. Navigation In Coastal Waters.
15. Restricted Visiblity.
16. Calling The Master.
17. Navigation With Pilot Embarked.
18. Watchkeeping Personnel.
19. Search And Rescue.
20. Helicopter Operations.
21. Log Books.
22. Bridge And Emergency Checklists.
23. Ship At Anchor.
24. Ships Draft And Manoeuvering Information.
25. Bridge Located Systems / Systems Controls / Monitoring And Operations.

1. Operation And Mantaince Of Navigational Equipment
1. General
2. Radar And Arpa.
3. Steering Gear And Autopilot.
4. Gyro And Magnetic Compasses.
5. Chronometres.
6. Echo Sounders.
7. Speed And Distance Recorders.
8. Electronic Position Fixing Aids.
9. Direction Finders.
10. Hydrographic Publications.
11. Emergency Navigational Lights And Signal Equipment.
12. Radiotelephone.
13. Ship Radio Reporting Systems And Requirements.

1. Familiarisation With Bridge Equipment.
2. Daily Tests And Checks.
3. Preparation For Sea.
4. Embarkation / Disembarkation Of Pilot.
5. Master / Pilot Information Exchange.
6. Navigation, Deep-Sea.
7. Navigation, Coastal Waters / Traffic Seperation Schemes.
8. Changing Over The Watch.
9. Preparation For Arrival In Port.
10. Anchoring And Anchor Watch.
11. Restricted Visibility.
12. Navigating In Heavy Weather Or In Tropical Storm Areas.
13. Navigating In Ice.

1. Main Engine Failure.
2. Steering Failure.
3. Gyro Failure / Compass Failure.
4. Bridge Control / Telegraph Failure.
5. Imminent Collision / Collision.
6. Stranding.
7. Fire.
8. Flooding.
9. boat / Liferaft Stations
10. Man Over Board.
11. Search And Rescue.

M/S Notices:

Contains Essential Information For The Safety Of Merchantr Ships And Seamen. These Notices Are Guidelines To Surveyors, Marine Supers And Followed By Ship Owners, Masters, Ship Builders, Classification Societies For Inspection Mantainence And Operation Of Ships.

These Notices Are To Be Corrected And Updated Or New Notices Are Issued In The Form Of Suppliments. They Will Be Superceded Or Cancelled.

M. Notices - Issued By The British Government. (For A List Of The M Notices Currently In Force.

.

Ms. Notices - Issued By The Indian Government Through The Compilation Of The M.S Notices For The Year 98.)

Admirality Tide Tables:

On The Back Cover The Map Of The World Showing The Limits Of Each Volume Is Drawn. Each Volume Is Divided Into Three Parts:

1. Bore Tide: As A Progressive Wave Enters Shallow Waters Its Speed Decreases. Since The Trough Is Shallower Than The Crest Retardation Is Greater Resulting In The Steepening Of Wave Front So In Estuaries Advance Of Trough Is So-Much Retarded That The Crest Of The Rising Tide Overtakes It And Advances Upstream In A Churning Wall Of Water.. Dangerous For Moored Ships Which Can Surge.
2. Chart Datum: Lowest Astronomical Tide Below Which The Level Of Water Doesn’t Usually Fall.
3. Negative Surges: Fall In Low Water Or Predicted Water Due To Meteorological Reasons.
4. Seiches: Occurs In A Confined Body Of Water. A Long Wave Having Crest At One End And Trough At Other End Of Confined Space.Abrupt Changes In Meteorological Conditions Like Passage Of An Intense Depression Or Line Of Squall May Cause Oscillations Of Sea Level, So The P0eriod Between Successive Waves Can Be Unpredictable, Few Minutes To Two Hours.

Tidal Stream Atlases:

Gives The Tidal Prediction For Every Hour Including Rate And Directions Of The Springs And Neaps For Each Of The 6 Hours Before And After High Water For A Particular Place.

Admirality List Of Light And Fog Signals:

• Consists Of 11 Volumes, ‘A’ To ‘L’ Except " I ". Since I Cannot Be Mistaken For 1.
• Published Every 15 Months.
• Corrections For These Books Are Issued Under Section 5 Of The Weekly Notices To Mariners.
• The Item To Be Corrected Will Have An Asterix Marked Under It Though The Whole Row May Be Pasted Upon.

Contents:

1. Geographical Range Diagram / Luminous Range Diagram.

• On The Horizontal Axis - Nominal Range.
• On The Vertical Axis - Luminous Range.
• Within The Quadrant Are Meteorological Visibility Curves.

1. Abbreviations Used.
2. Explainations Of Lights.
3. Chacteristics Of Lights.
4. Oil And Gas Production Installation

• World Map Is Drawn On The Cover Indicating The Limits Of Each Volume.

The Format For The Table Of Contents Is:

1. Light Number.
2. Location And Name.
3. Lat / Long.
4. Characteristics And Intensity.
5. Elevation In Metres.
6. Nominal Range.
7. Description Of Structure.
8. Remarks.

Definitions:

1. Geographical Range: It Is The Theoretical Range Considering The Curvature Of The Earth And The Refractivity Of The Atmosphere. {2.095 ( Sq Rt Of Ht Of Eye + Sq Rt Ht Of Object)}.
2. The Nominal Range: It Is The Luminous Range When The Met. Visiblity Is 10 Miles.

Admirality List Of Radio Signals:

• 8 Volumes Published Annually Except For Volume 4 Which Is Published Every 18 Months.
• Corrections For These Are Issued Every Week Under Section 6 Of The Weekly Notices To Mariners.

Alrs. Volume 1: Np - 281; Coast Radio Station, Public Correspondence.

• Includes All Frequencies And Classes Of Emmisions.
• Information About Medical Advice By Radio - Inmarsat.
• Maritime Satellite Service.
• G.m.d.s.s.
• Ship Reporting System.
• Piracy Reports.
• Regulations For Use Of Radio In Terminal Waters.
• Brief Extract Of Radio Regulations Together With Ass Diagrams.

Part 1: Europe, Africa And Asia (Exclude Phillipines And Indonesia).

Part 2: Phillipines, Indonesia, America, Australia, Greenland And Iceland.

Alrs. Volume 2: Np - 282; Radio Navigational Aids

• Includes Radio Direction Finding.
• Radar Beacons.
• Radio Time Signals.
• Electronic Position Fixing Systems.

Part 1: Europe, Africa And Asia (Exclude Phillipines And Indonesia).

Part 2: Phillipines, Indonesia, America, Australia, Greenland And Iceland.

Alrs Volume 4: Np 284 - List Of Meteorological Observation Stations.

• This Volume Is Also Available On Floppy.

Alrs Volume 5: Np - 285; Gmdss.

Alrs Volume 6: Np - 286; Pilot Services And Port Operations.

Includes All The Maritime Radio Procedures Essential To Assist Vessels Requiring Pilots And/Or Entering Ports.

Part 1: Europe And Mediterranean.

Part 2: Africa, Asia, Australia, America, Greenland And Iceland.

Alrs Volume 8: Np - 288; Satellite Navigation Systems.

• Contains All The Information On All Aspects Of Satellite Navigation Systems Including Detailed Explaination And Advise On Various Position Error Sources.

Nautical Almanac:

Published Every Year And It Contains Tabulated Data Of The Entire Year For The Practice Of Astronomical Navigation At Sea.

Function Has Also Been Provided To Use The Almanac Of The Previous Year For The Subsequent Year In Case The Supply Of The Almanac Has Been Delayed On Board.

Admirality Distance Tables: Np - 350

Published In Three Volumes:

• These Distances Are Given In Nautical Miles And Are The Shortest Navigable Distance Without Concidering The Advantage Of Current And Weather.
• Trans Oceanin Distances May Be Found By Concidering A Link Port Or Position Common To Both These Oceans.

Ocean Passages Of The World: Np - 136

• The Hydrographer Of The Navy Publishes It.
• It Is Used In Planning Deep Sea Voyages.
• Contains Notes On Meteorological Factors Affecting The Passage.
• Guides A Mariner To Follow The Best Passage In A Particular Month Through A Particular Stretch.
• It Is A Unique Admirality Publication, In Which Sailing Vessels Are Dealt With Seperately.
• In Passage Planning Both The Asd. And Opw. Are Valuable Publications To Refer To.
• While Asd. Is Generally Required For Coastal Navigation The Opw. Is Required For Ocean Navigation.
• It Is Divided Into 4 Parts:

• The Book Gives A Number Of Illustrative Charts And Diagrams Showing Principal Routes Between Key Places To Guide A Mariner In General.
• Additionally Following Charts Are Found.

1. World Climatic Charts. (Jan. - July.)
2. Tracks Followed By Sailing And Auxillary Powered Vessels.
3. World Ocean Currents.
4. Loadline Rules, Zones, Areas And Seasonal Periods.

• O.p.w Is Kept Upto-date By A Periodical Suppliment.

Chart Catalogue: Np - 131

Published By The Hydrographer Of The Navy Every Year. It Consists Of 37 Sections, Which Gives The Date Of Publication, Date Of Current Edition, Coverage Area Of A Publication, Diagrammatic Index Of Coverage And Titles Of Various Charts And Publications.

It Also Gives The Details Of The Agent From Whom To Procure Them With The Price Of Each Item.

Some Of The Important Contents Are Listed Below:

1. General Information.
2. List Of Admirality Charts And Agents.
3. Numerical List Of Charts And Publications.
4. Limits Of Chart Index.
5. Limits Of Small Scale Charts.
6. List Of Chain Details Of Decca - Loran Charts.
7. Wall And Outline Charts.
8. Routeing Charts.
9. Fisheries Charts.
10. List Of Admirality Sailing Directions.

Guide To Port Entry:

• The Guide To Port Entry Is Published In Two Volumes Covering The Ports Of The Entire World Using A Variety Of Informations Regarding Various Aspects Of Ports.
• The Information Provided Is Thoroghly Professional And Is Of Great Value Not Only To Ship Masters But Also To Charterers, Owners And To Various Parties Connected Shipping.
• Each Volume Is Further Divided Into Two Parts:

1. Description Of The Port Is Given In A Very Systematic Way.
2. Yellow Pages Giving Plans And Mooring Diagrammes Of Various Ports Which May Be Useful To The Ships Officers.

The Contents Can Be Classified As Follows:

1. Port Limits.
2. Documents.
3. Pilotage.
4. Health.
5. Police And Ambulance.
6. Services.
7. Emergency.
8. Banks.
9. Currency.
10. Seamans Clubs.
11. Developments.
12. Ships Masters Reports.
13. Authority And Quarintine Agents.

Admirality Sailing Directions:

• 72 Volumes The Suppliments Of Whose, Are Published Every 18 To 24 Months.
• Popularly Known As Pilots.
• Provide Valuable Information That May Be Needed By A Mariner Regarding Any Area.
• Various Navigable Areas All Over The World Are Covered By Different Asd. Volumes.
• A Diagrammatic Key Showing Boundaries Of Geographical Areas Covered By Different Volumes May Be Found In Admirality Chart Catalogue.
• Gneral Nformation About Any Area And Knowledge Of Local Regulations, Climatic Conditions, Anchorages, Port Facilities, Harbour Approaches Etc May Be Easily Acquired By Reading The Appropriate Volume.
• Corrections To Asd. Are Found In Section 4 Of Weekly Notices To Mariners.
• Those In Force At The End Of The Year Are Reprinted In The Annual Notices To Mariners.
• Each Succesive Publication Supercedes The Previous One.

Admirality List Of Notices To Mariners:

(Weekly Edition)

• Contains Information, Which Enables The Mariner To Keep His Charts And Books Published By The Hydrographic Department Uptodate For The Latest Reports Received.
• They Should Be Retained Until The Next Annual Summary To Admiralty Notices To Mariners Is Received.
• However Weekly Editions Dating As Far Back As 18 Months May Be Required And Must Be Kept Safely On Board.
• The Hydrographer Of The Navy Publishes Them.

Contents:

Section 1: Use Of Charts And Associated Publications.

• Geographical Index.
• Notice Number / Page / Chart / Folio Number.
• Chart Number / Notice Number.
• Asterix Alongside These Items Of Correction Indicate Original Information I.E Information Gathered By The British Hydrographer And Not By Other Country’s Authorities.

Section 2: Items Tagged ‘Pl’ Are New Editions Of Charts, Suppliers Information, Chart Corrections. Last Correction Date Is Given Below The Actual Correction.

Section 3: Nav. Warnings: 16 Nav Areas To Be Filed, Cancel As Per Cancellation Or Enforced List. Hydrolants And Hydropacs To Be Filed Along With Nav Warnings File Itself.

They Are Issued By The United States Coast Guard:

• Hydrolants: Warnings For Pacific And Indian Oceans.
• Hydropacs: Atlantic And Mediterranean Sea.

Section 4: Corrections To Sailing Directions.

Section 5: List Of Lights And Fog Signals.

Section 6: Correction To Alrs.

Additionally Towards The End We Have Blocks Notes And Reporting Forms To The Hydrographer (Forms-H102/H102a).

Indian Notices To Mariners:

Published Every Fortnight By The Hydrographer Of The Navy - Dehradun.

Section I: Index To Charts Affected.

Section Ii: Permanent Notices.

Section Iii: Temperary And Preleminary Notices To Mariners.

Section Iv: Marine Information.

Section V: Radio Nav. Warnings (Only Nav. Area 8).

Section Vi: Corrections To Asd.

Section Vii: Corrections To Admirality List Of Lights And Fog Signals.

Section Viii: Corrections To Admirality List Of Radio Signals.

Annual Summary Of Admirality Notices To Mariners:

Index of 2002 annual notices.

1. Admiralty tide tables, 2002 – addenda and corrigenda.
2. Suppliers of admiralty charts and publications.
3. Safety of british merchant ships in crisis, conflict and war.
4. Distress and rescue at sea – ships and aircraft.
5. Firing practice and exercise areas.
6. Former mine danger areas; swept routes and instructions regarding explosives picked up at sea.
7. United ki ngdom and russian federation – agreement on the prevention of incidents at sea beyond territorial waters – implication for non military ships.
8. Information concerning submarines.
9. Hydrographic information ; policy for the promulgation and selection of safety critical information for charts.
10. Minelaying and mine countermeasures exercises.
11. Meteorological and oceanographic data buoys.
12. National claims to maritime jurisdiction.
13. World wide navigational warning service and world meteorological organization.
14. Availability of notices to mariners.
15. Under keel allowance.

15a.Negative storm surges.

16. Protection of historic and dangerous wreck sites.
17. Traffic separation schemes.

17a.Ship reporting systems – automatic ship identification and reporting system (AIRS).

18. Carriage of nautical publications.
19. Satellite navigation system positions and British admiralty charts.
20. Protection of offshore installations.
21. Canadian charts and publications regulations.
22. U.s. navigation safety regulations relating to navigation, charts and publications.
23. High speed craft.
24. Submarine cables and pipelines – avoidance of and associated dangers.

Cumulative Notices To Mariners.

• Published Every 6 Months (January To July).
• Contains Notices Affecting The Different Charts With The Weekly Notice Number Adjoining It For The Previous Two Years.

All Anchors Over 168 Lb ( 76 Kg ) In Weight Must Be Tested & Issued With A Test Test Certificate. The Weight Of Any Anchor For The Purpose Of The Rules & Regulations Governing Anchors & Cables Shall:

1. For Stockless Anchors Include The Weight Of The Anchor Together With Its Shackle If Any.
2. For Stocked Anchors The Weight Of The Anchor Including Its Shackle, If Any, But Excluding The Stock.

Any Part Of An Anchor Over 15 Cwt Is Subjected To A Percussion Test By Being Dropped Both End On & Side On From A Height Of 12 Feet On To An Iron Or Steel Slab. After That, The Piece Must Be Slung & Hammered All Over By A 7 Lb Sledgehammer. A Clear Ring Must Be Produced To Show That No Flaw Has Developed During The Percussion Test.

An Additional Piece Of Metal, 8 In. Long, Is Cast With The Piece To Be Tested, & Is Cut Away For The Purpose Of The Bending Test. This Piece Will Be Turned Down To 1 In. Dia, & Bent Cold By Hammering Through An Angle Of 90o Over A Radius Of 1.5 In. The Casting Will Be Deemed Sufficiently Ductile If No Fracture Appears In The Metal.

All Anchors Are Subject To Proof Strain, & Subsequent Proof Load, But Only Cast Steel Anchors Are Will Be Subjected To Percussion, Hammering & Bending Tests. Wrought Iron, Or Forged Steel Anchors Are Not Subjected To These Tests As They Are Forged From Red Ot Slab By Hammering. All Other Anchors Will Also Be Annealed.

Each Anchor Must Carry On The Crown & On The Shank The Maker’s Name Or Initials, Its Progressive Number & Its Weight. The Anchor Will Also Bear The Number Of The Certificate, Together With Letters Indicating The Certifying Authority.

Tests On Cables

Anchor Cable Over 12.5 Mm In Diametre Is Accepted For Testing At An Approved Testing Establishments In Lengths Of 27.5 Mts. ( 1 Shackle Of Cable ). The Manufacturer Will Provide 3 Additional Links For The Purpose Of The Test.

These 3 Links Will Be Subjected To A Tensile Breaking Stress, And If This Proves To Be Satisfactory Then The Total Length Of The Cable Will Be Subjected To A Tensile Proof Test, The Tests Being Carried Out On Approved Testing Machines.

If Two Succesive Links Break, The Cable Is Rejected. Before The Tests On Chain Cable Is Carried Out, The Superviser Will Satisfy Himself That The Quality Of The Material From Which The Cable Is Manufactured Meets With The Requirements Of The Anchor And Chain Cable Regulations.

After The Tests On The Anchor Is Completed, An Anchor Certificate Will Be Awarded. The Certificate Will Show The Following:

1. Type Of Anchor.
2. Weight (Excluding Stock) In Kgs.
3. Weight Of Stock In Kgs.
4. Length Of Shank In Mm.
5. Length Of Arm In Mm.
6. Diametre Of Trend In Mm.
7. Proof Load Applied In Tonnes.
8. Identification Of Proving House, Official Mark And Government Mark.
9. Number Of Test Certificate.
10. Number Of Tensile Test Machine.
11. Year Of License.
12. Weight Of The Head Of The Anchor.
13. Number And Date Of Drop Test.

After A Succesful Test On A Chain Cable A Certificate Is Awarded, Stating:

1. Type Of Cable.
2. Grade Of Cable.
3. Diameter In Mm.
4. Total Length In Mts.
5. Total Weight In Kgs.
6. Length Of Link In Mms.
7. Breadth Of Link In Mms.
8. Tensile Breaking Load Applied In Tonnes.
9. Tensile Proof Load Applied In Tonnes.
10. Number And Types Of Accessories Included.

The Certificate Issued Shall Also Show:

1. A Serial Number.
2. Name Of Certifying Authority.
3. Mark Of The Certifying Authority.
4. Name Of Testing Establishment.
5. Mark Of Testing Establishment, If Any.
6. Name Of The Superviser Of Tests.

An Mepc Working Group On Ballast Water Reported Progress In Developing Draft New Regulations For Ballast Water Management. It Is Intended To Include These In A New Annex To Marpol, To Be Adopted At A Conference Provisionally Scheduled For 2000. Implementation Guidelines For The Proposed Annex Are Also Being Developed, Which Are Expected To Be Included In A Code Related To The New Annex.

The Proposed New Annex Vii Is Aimed At Addressing The Environmental Damage Caused By The Introduction Of Unwanted Aquatic Organisms In Ballast Water, Used To Stabilize Vessels At Sea. Globally, It Is Estimated That About 10 Billion Tonnes Of Ballast Water Is Transferred Each Year.

The Water Taken On Board For Ballasting A Vessel May Contain Aquatic Organisms, Including Dormant Stages Of Microscopic Toxic Aquatic Plants - Such As Dinoflagellates, Which May Cause Harmful Algal Blooms After Their Release. In Addition, Pathogens Such As The Bacterium Vibrio Cholerae (Cholera) , Have Been Transported With Ballast Water. As Ships Travel Faster And Faster, The Survival Rates Of Species Carried In Ballast Tanks Have Increased. As A Result, Many Introductions Of Non-Indigenous Organisms In New Locations Have Occurred, Often With Disastrous Consequences For The Local Ecosystem - Which May Include Important Fish Stocks Or Rare Species.

The Mepc Approved A Questionnaire To Be Sent To Member States To Obtain Information On Current Domestic Laws And Regulations On Ballast Water Management. It Is Intended That The New Internationally Binding Regulations Would Avoid A Situation Whereby Individual Governments Adopted Their Own Rules To Prevent Contaminated Ballast Water Affecting Their Local Ecosystems. Meanwhile, The Mepc Noted The Different Options For Introducing The Proposed Regulations. The New Annex To Marpol, As Originally Proposed, Could Be Adopted Via A Protocol To Add A New Annex To Marpol 73/78, Or It Could Be Adopted As A New Annex Via Amendments To Marpol 73/78, A Simpler Process. Another Option Is For A Diplomatic Conference To Adopt A New Convention On Ballast Water Management, Under Which The Terms For Entry Into Force Would Be Determined By The Conference, Instead Of Having To Comply With Existing Entry Into Force Terms Established By Marpol 73/78. The Mepc Agreed To Consider A Legal Framework For The New Regulations At Its Next Session In November.

• This Information Is Sourced From The Net.

More Info From The Net

Marine Environment Protection Committee 40^th Session 18-25 September 1997

Committee Tackles Ballast Water Problem

The Committee Discussed Measures To Deal With The Problem Of Harmful Aquatic Organisms Transported In Ballast Water And Approved A Draft Assembly Resolution On Guidelines For The Control And Management Of Ship’s Ballast Water To Minimize The Transfer Of Harmful Aquatic Organisms And Pathogens, For Submission To The 20^th Assembly For Adoption.

There Has Been Increased Awareness In Recent Years Of The Environmental Damage Caused By The Introduction Of Unwanted Aquatic Organisms In Ballast Water, Used To Stabilize Vessels At Sea. Examples Of Introductions Of Non-Indigenous Organisms In New Locations Include The Introduction Of The European Zebra Mussel (Dreissena Polymorpha) In The North American Great Lakes, Resulting In Expenses Of Billions Of Dollars For Pollution Control And Cleaning Of Fouled Underwater Structures And Waterpipes; And The Introduction Of The American Comb Jelly (Mnemiopsis Leidyi) To The Black And Azov Seas, Causing The Near Extinction Of The Anchovy And Sprat Fisheries.

Human Health Has Also Been Badly Affected, With The Transportation Of The Bacterium Vibrio Cholerae (Cholera) To Latin American Coastal Water, Probably Through Discharges Of Ballast Water From Asia, And The Introduction Of The South-East Asian Dinoflagellates Of The Genera Gymnodinium And Alexandrium, Which Cause Paralytic Shellfish Poisoning, To Australian Waters.

The Draft Guidelines, Which Have Been Drawn Up By A Working Group On Ballast Water, Are Aimed At Minimizing The Risks Of Introducing Harmful Aquatic Organisms And Pathogens While Maintaining Ship Safety. Some States Have Already Introduced Mandatory Management Of Ballast Water To Prevent The Introduction Of Exotic Species.

Guidelines For Preventing The Introduction Of Unwanted Organisms And Pathogens From Ships’ Ballast Waters And Sediment Discharges Were Adopted By The Committee In 1991 And Subsequently As An Assembly Resolution A.774(18), But The Revised Version Incorporates Further Recommendations On Tackling The Problem, Including How To Lessen The Chances Of Taking On Board Harmful Organisms Along With Ballast Water.

The Recommendations Include Informing Local Agents And/Or Ships Of Areas And Situations Where Uptake Of Ballast Water Should Be Minimized, Such As Areas With Known Populations Of Harmful Pathogens Or Areas Near To Sewage Outlets. Ships Should Operate Precautionary Practices, Through Avoiding Loading Ballast Water In Very Shallow Water Or In Areas Where Propellers May Stir Up Sediment. Unnecessary Discharge Of Ballast Water Should Also Be Avoided.

Procedures For Dealing With Ballast Water Include Exchange Of Ballast Water At Sea And Discharge To Reception Facilities, While The Guidelines Note That In The Future Treatment Using Heat Or Ultraviolet Light Could Become Acceptable To Port States.

Imo’s Maritime Safety Committee (Msc) And The Committee Have Already Approved Guidance On Safety Aspects Relating To The Exchange Of Ballast Water At Sea, Which Outlines Procedures For Exchanging Ballast Water And Point Out Safety Issues Which Need To Be Considered, Such As Avoidance Of Over And Under Pressurization Of Ballast Tanks And The Need To Be Aware Of Weather Conditions.

The Committee Approved A Programme Of Work For The Ballast Water Working Group, Which Includes Developing Draft Regulations On Ballast Water Management To Be Adopted As An Annex To Marpol At A Conference Of Parties To The International Convention For The Prevention Of Pollution From Ships, 1973, As Modified By The Protocol Of 1978 (Marpol 73/78), The Main International Convention Dealing With The Prevention Of Pollution From Ships. The Conference Is Scheduled To Be Held In The Year 2000.

• This Instrument Is Not To Replace The Helmsman.
• It Is Not To Be Used In Restricted Waters Or During Manoeuvring.
• Not To Be Used For Large Alterations Of More Than 10 Degrees.
• Autopilot Will Operate Efficiently Over A Certain Speed (Approx. > 5 Knots), Below Which It Will Start To Wander.

Dangers

• The Auto Pilot Gives Rudder According To The Gyro Heading.
• If The Gyro Fails The Autopilot Will Still Keep The Gyro Course & Wander With The Gyro.
• Gyro Alarm To Be Taken Seriously Or The V/L Will Collide If There Are Sudden Alterations.

Off Course Alarm

• It Is Fitted On The Autopilot Usually Set For 5 Or 10 Dgrees. If Difference Between Actual Course & Course Set By Officer For Autopilot Is More Than Value Set For Alarm, It Will Sound.
• This Alarm Will Not Sound In Case Of Gyro Failure.
• Only Indication In This Case Is A Gyro Failure Alarm. Gyro Compass & Repeaters To Compared Frequently Along With Magnetic Compass.

Controls

• Permanent Helm: To Be Used Only If A Constant Influence, Like Cross Wind Or Beam Sea Is Experienced. If There Is A Very Strong Beam Wind From Starboard Side Then A Permanent 5 Degrees Starboard Helm May Be Set.
• Rudder: This Setting Determines The Rudder To Be Given For Each Degree Of Course Drifted. Eg. 2 Degrees For Every 1 Degree Off Course.
• Counter Rudder: Determines The Amount Of Counter Rudder To Be Given Once V/L Has Started Swinging Towards Correct Course To Stop Swing. Both Rudder & Counter Rudder To Be Set After Considering Condition Of V/L (Ballast, Loaded, Etc.). Eg. Laden Condition Full Ahead, Not Advisable To Go Over 10 Degrees Rudder.
• Weather: The Effect Of Weather & Sea Conditions Effectively Counteracted By Use Of This Control. This Setting Increases The Dead Band Width. Comes In Handy If V/L Is Yawing Excessively.

Steering Modes

• Auto / Manual: Allows Userto Select Between Manual Steering & Autopilot. Officer To Steer Correct Course, Rudder To Be On Midships, Course To Steer Set (Gyro Pointer On Lubber Line), Off Course Alarm Set Before Changing Over To Autopilot.
• Follow Up: If Rudder Is To Be Put On Starboard 10, Helm Is Put On Starboard 10. When Helm Is On Midship Rudder Will Return To Midship.
• Non-Follow Up: If Rudder To Be Put On Starboard 10 Helm Is Turned To Starboard, A Few Degrees Before Starboard 10 The Helm Is Put On Midships, Rudder Then Settles On Starboard 10. If Rudder Goes Beyond Starboard 10, Slight Port Helm To Be Given. Rudder Will Remain On Starboard 10 Even When Helm Is Returned To Midship. To Bring It Back To Midship Port Helm To Be Given.

1. Controls:

• Range Switch: To Vary The Range From Lower To Higher.
• Scale Selector: Feet, Fathoms & Metresselector For Scale.
• Fix Marker: This Button When Pressed Will Make The Stylus Mark The Paper. Keeps A Record Of Event Or Time.
• Paper Speed Control: To Select Fast Or Slow Speed.
• Draft Setting: Used To Set Zero Line According To The Draft Of The Vessel.
• Gain Or Sensitivity: To Make The Echoes Darker On The Paper In Case They Appear Weak.
• Dimmer: Adjust The Illumination Of Light.

1. Errors:

• Propagation Error: The Velocity Of Sound Increases When Temperature, Pressure & Salinity Increase. Due To High Salinity In Red Sea, Depths To Be Increased By 5%.
• Aeration: Caused By Bubbles In The Water Due To:

1. V/L Going Astern.
2. Moving Rudder Hard Over.
3. Air Pockets Left Over By Bad Weather.
4. Breaking Water Over Shoal.

• Multiple Echoes: In Shallow Waters Echoes May Be Received From The First, Second & Third Reflections From The Sea Bed. Correct Echo Is The First One, Second & Third To Be Ignored.
• Pythagorus Error: This Error Occurs If The V/L Has Two Transducers, One A Transmitter & The Other A Receiver. Distance Travelled By Sound Is More Than Actual Depth Of Water Below Keel. More Pronounced In Shallow Waters.
• False Bottom Echoes: This Occurs In Deep Waters When An Echo May Be Received After The Stylus Has Completed One Rotation & Begun Another.

• Satellites Are To Be Operated In 6 Orbital Planes In Very High Orbits, Approximately 20,200 Kms Above The Earths Surface.
• Four Satellites Are Located In Each Plane Having One Spare In Every Alternate Orbit. The Configuration Being 21+3 Satellites. The Orbital Planes Are Inclined At 55 Degs To The Equator.
• The Orbital Period Of These Satellites Is Just Under 718 Minutes Resulting In The Satellites Passing Over The Same Ground Point Each Day, Excepting The Fact That They Are Four Minutes Earlier (Give Or Take 1.7 Secs).
• The Orbit Design Was Developed To Guarantee That Atleast Four Satelites Are Alkways In View At Every Point On The Earths Surface 24 Hours A Day.

• The Ground Or Control Segment Refers To The Ground Based Element Of A Gps System Which Manages The Performance Of The Satellites
• This Is Through Orbital Tracking, Clock Monitoring And Therefore Fundamentally Is Responsible For The Daily Control Of The System.
• The Control Segment Of The Navstar System Consists Of Three Main Types Of Operational Facilities.
• The Master Control Station Situated At Colorado Springs Is Responsible For Overall Satellite Control, Navigation Performance Estimation And Ephemeris Production.
• Four Further Sites At Hawaii, Ascension Islands, Diego Garcia And Kwajalein Alongside The Master Are Operated As Monitor Stations For Tracking The Satellites And Collecting Range Data To Produce Information For Ephemeris (Orbit) Modelling.
• Uplink Antennas To Transmit Navigation Data And Commands To The Satellites Have Also Be Hoisted From Such Stations.
• The Uplink Frequency Is Centered On 1783.74 Mhz, With Downlink Frequency Of 2227.5 Mhz.

• The User Segment Mainly Consists Of The Gps Antenna And Receiver, Additional Features However Would Include A Differential Gps Antenna And Various Interfaces Into Systems.
• From Noise To Signal: The First Task For The Gps Receiver Is To Get Enough Signals From The Satellite Transmissions Into The Receiver Itself.
• It Is Usually Achieved With A Pre-Amplifier/Head Amplifier In The Antenna Unit To Boost The Signal Before Sending It Down The Cable.
• Antennas Are Designad To Receive All Signals Within The Relevant Band.The Gps Signals Are Very Weak And Indistinguishable From The Background Noise At First And Second Glance.
• These Signals Are Also Spread Over A 20 Mhz Band-Width Centered Around The L1 Frequency Of 1575.42 Mhz. This Has The Same Effect As Transmitting A Much More Powerful Signal And Also Allows Much More Information To Be Incorporated Into The Transmissions.
• From Signal To Numbers: Most Signal Processing Tasks Are Now Undertaken In Micro-Processors, But To Allow This The Signal Must Be Converted From Analogue To Digital Form.
• From Numbers To Code: The Gps Receiver Will Now Have At This Point The Ability To Sample The Substantially Altered Frequency Of The Satellites. The Primary Task Of The Receivers Is To Measure Ranges To The Satellites.This Is Achieved By Attempting To Identify The Code Transmissions Superimposed On To The Signals.
• Each Satellite Transmits A Unique Code, Or Technique Known As Code Division Multiple Access. To Identify The Code The Receiver Has To Produce An Exact Replica Of The Satellite Code Sequence And To Mach The Two Together.
• From Numbers To Phase: To Make Use Of This Code Information To Produce Ranges And Thus Position The Receiver, Also Needs Another Set Of Information, The Satellite Ephemeris.
• The Ephemeris Being Modulated Over The Carrier Frequency And Needs Also To Be Extracted.
• From Measurement To Position: Once The Receiver Has Produced The Necessary Information In Terms Of Measured Pseudo Range And Navigation Data, This Is Then Poassed To A Dedicated Microprocessor Dealing With The Position Computation And, Usually, The User Interface As Well.

The Pseudo- Range Is A Measure Of Distance From The Receiver To The Satellite, Usually Expressed In Mts.

The Term Pseudo Is Used Because The Range Is Contaminated. For Time To Be Accurately Measured Between The Two Sites The Clocks Must Be Accurately Synchronised. The Clocks Between The Satellites Are Synchronised, So The Ranges Measured Between Them Would Actuallyu Be True Ranges. But The Receiver Clock Is Not Synchronised To The Satellites Which Gives An Error Which Can Be Resolved Mathematically, Hence The Term Pseudo-Range.

The Pseudo-Range Cannot Be Converted To A True Range Without Other Sets Of Information, Namely Ranges To Three Other Satellites And Accurate Knowledge Of All The Satellites Positions In Space ( And Time )

The Ability To Measure Pseudo Range And Knowledge Of The Satellites Position At All Times, The Gps Receiver Now Has Enough Information To Calculate A Position.

For Every Computation Of Position There Are, Then Four Unknowns Called X,Y,Z And T (For Time). But By This Point The Receiver Has Also Managed To Acquire A Whole Series Of Knowns Namely, Pseudo Ranges To The Satellites And The Position Of Those Satellites. As Long As The Receiver Can Measure As Many Ranges To The Satellites As There Are Unknowns Then Position Can Be Calculated Quite Simply Through A Series Of Four Simultaneous Equations.

This Is A Mathematical Technique That Uses A Combination Of Known Quantities To Calculate A Combination Of Unknown Quantities, But It Does Require Symmetry In Its Equation Forms- Basically The Same Number Or More Knowns To Unknowns.

This Is One Of The Primary Quality Control Indicators Available To The User Of The Gps Receiver. It Indicates The Geometrical Relationship Of The Satellites.

The Dilution Of Precision Was The Mechanism Userd By The Gps System Planners To Identify The Best Orbit Geometry Of The Satellites To Provide The Best User Geometries.

On Its Own The Dop Figure Is Only A Qualitative Figure With The Prescribed Numbers Not Being Of Any Specific Units. The Most Complete Dop Is The Geometric Dilution Of Precision (Gdop). This Is The Factor Used To Design The Orbital Arrangement Of The Satellites. Gdop Brings Together The Four Unknowns Of The System.

The Most Frequently Used Dop’s Are Pdop ( Position Dilution Of Precision) And Hdop ( Horizontal Dilution Of Precision). Pdop Is Used By Those Interested In Three Dimentional Positioning (Lat/Long/Ht). Hdop Is For Two- Dimensional Positioning. For Most Purposes Hdop Is Used By The Marine Community.

Dop Figures Are Actually Used By A Navigator In The Following Way. If A Composite Pseudo-Range Measurement Error Of 10 Mts. (95% Probability) Is Assumed For The System, Then By Multiplying This Figure By The Relevent Dop Value, Eg. 3.0, Gives An Overall Position Accuracy Of 30 Mts. Dop Figures Are Therefore Only Relative Numbers, With Smaller Dop’s Giving Better Accuracies.

The Final Constellation Is Designed To Guarantee Pdop Figures Of Better Than 12.0 All Over The Earth’s Surface, Though Figures Of Better Than 7.0 Are To Be Generally Expected. For Marine Applications Hdop Figures Are More Useful & The Design Figure Of 3.0 Is To Be Expected For The Majority Of Coverage.

1. Gdop - If The Configuration Of The Available Satellites Is Not Suitable, Accuracy Of The Fix Is Affected.
2. Ionospheric & Tropospheric Delays Of Signals - While Ultra High Frequencies Are Used For Transmission, Yet The Ionosphere & Troposphere Refract The Signals Causing Delays Which Lead To Inaccuracy Of Positions. These Errors Can Be Reasonably Predicted & Are Fed Into A Mathematical Model Built Into The Software Of The Receiver.
3. Satellite Clock Error - Any Errors In The Clocks On Board The Satellites Will Lead To Errors In Time Measurement.
4. User Clock Error - Same As Above. This Is Eliminated By Using An Extra Satellite Equation
5. Deviation Of Satellites From Their Predicted Orbits - Since The Position Of The Satellites Needs To Be Known Very Accurately, It Is Obvious That If The Satellite Deviates From Its Orbit, For Any Reason, Then Inaccuracy In Fixes Will Result.
6. Receiver Errors - These Are Small & Are Caused Due To Internal Noise, Computational Errors, Etc.

The Satellite Geometry Is Presented To The User By A Factor Known As The Dilution Of Precision. These Figures Are Used To Assess The Potential Positioning Quality Of A Certain Satellite Constellation And To Help Provide Realistic Quality Control Information. The Procedure Used To Define These Values Is Quite Complicated, But It Relates The Difference In Three Dimentions Of The User To All The Concidered Satellites In A Geometrical Sense.

The Resultant Dop Figure Then Suggests The Amplification Of Pseudo-Range Measurement Error Into User Positioning Error. Differen Dop’s Are Used Depending On The Type Of Position Calculated. Hdop For A Two Dimentional Fix And Pdop For A Three Dimentional Fix.

The Dop Figures Are Used By The Navigator In The Following Way. If A Composite Pseudo-Range Measurement Error Of 10 Metres (95% Probablity) Is Assumed For The System, Then Multiplying This Figure By The Relevant Dop Value, Eg. 3.0, Gives An Overall Positioning Accuracy Of Thirty Metres. Dop Figures Are Therefore Only Relative Numbers, With Smaller Dop’s Giving Better Accuracy. The Probablity Figures Detailed In The Circular Brackets Are Indications Of The Confidence In The Position Accuracy.

Electromagnetic Log:

In A Magnetic Field Created By A Solenoid, The Magnetic Flux Lines Extend Out In The Water. Salt Water Being A Conductor Flowing Past The Solenoid Creates An Emf. This Is Picked Up By A Sensor & A Pre-Calibrated Voltmetre.

Doppler Effect:

The Doppler Frequency Shift Is The Difference Between The Received Frequency Which Can Be Measured & The Transmitted Frequency Which Is Known.

• There Are 2 Types Of Logs;

1. Continuous Wave (Cw) &
2. Pulse Type.

The Pulse Type Is Better Than The Cw. Type Because There Is A Signal Leakage From The Transmitter To The Reeciver Which Interferes With The Received Signal (Feedback).

• It Uses A Higher Frequency Than The Echo Sounder As The Smaller Wavelength Makes A Concentrated Beam Possible Hence, Less Loss Of Energy To Water, Stronger Echoes & Smaller Area Of Transducer Required. Also Diffused Reflection Is Acquired By The High Frequency Which Is Neccesary Because Of Oblique Incidence Of The Transmitted Pulse.

Introduction:

Section 1: Definitions: Eg:

Angle Of Repose: Maximum Slope Or Angle Of Non Cohesive Granular Material / Angle Between The Horizontal Plane & Cone Slope Of The Material.

Flow State: State Where Mass Of Granular Material Is Saturated With Liquid To An Extent That Under The Influence Of External Forces Like Vibration Or Impaction Due To Ship’s Motion It Looses Its Internal Shear Strength.

Chapter 2: General Precautions:

• To Prevent Overstressing Of The Structure.

• In Case Detailed Info Not Available B.C.C. Provides

1. General Fore & Aft Distribution Should Not Differ From That Found Satis. For General Cargo.
2. Max. No. Of Tonnes Loaded In Any Cargo Space Should Not Exceed 0.9lbd Tonnes ( L=Length Of Hold In Mtrs, B=Average Breadth In Mtrs, D=Summer Draft)
3. Where Material Is Trimmed Or Only Partially Trimmed Ht Of Pile Peak Above The Cargo Floor Should Not Exceed 1.1d X Sf
4. If The Material Is Trimmed Entirely Level, The Max No. Of Tonnesof Material Loaded In Lower Hold May Be Incld By 20% Over The Amount Calculated By Formula, Provided Complying With
5. Shaft Tunnel Has A Stifferning Effect, The Spaces Aft Of The E/R May Be Loaded 10% In Excess, But Complying With

Section 3: Safety Of Personnel & Ship.

Section 4: Assesment & Acceptability Of Consignements For Safe Shipment.

Gives A List Of Sub Samples To Be Taken Eg: Consignements Less Than 15000t, One 200g Subsample For Each 125t.

Section 5: Trimming Procedures.

For Trimming Purposes Bulk Cargo Can Be Categorised As Cohesive & Non Cohesive As Defnd In Appendix B & C.

Section 6: Methods For Determining Angle Of Repose.

1. Tilting Box Method.
2. Shipboard Method.

Described In Appendix D.

Section 7: Cargoes Which May Liquify.

Section 8: Cargoes Which May Liquify, Test Procedure.

Spot Test: Half Fill A Can (0.5-1 Ltr Cap.) With A Sample, Take Can In Hand & Strike Against Hard Surface Atleast 25 Times From A Ht Of 25m Atleast, At 2 Sec Intervals. If Fluid Condition Appears Send For Addnl Lab Tests.

Section 9: Materials Possesing Chemical Hazard.

Section 10: Transport Of Solid Wastes In Bulk.

Section 11: Stowage Factor Conversion Table.

Appendix A: List Of Bulk Materials Which May Liquify.

Appendix B: Bulk Materials Possessing Chemical Hazards.

U.N. # I.M.O. Class Mfag Table # App. Stowage Factor Ems#

Appendix C: List Of Bulk Materials Which Are Neither Liable To Liquefy (App A) Or Possess Chemical Hazards (App B).

Appendix D: Lab Test Procedures, Associated Apparatus And Standards.

Appendix E: Ems. Schedule For Materials Listed In Appendix B.

Appendix F: Recommendations For Entering Cargo Spaces ,Tanks, Cofferdams Etc.With Safety Checklists.

List Of Materials . Material A,B,C,D.

All New Bulk Carriers 150 Mts. Or More In Length Built After 1^st July 1999 Eg. Wheat, Rice And Timber Carrying Cargoes With A Density Of 1000 Kg/Mt^3 And Above Should Have Sufficient Strength To Withstand Flooding Of Any One Cargo Hold Taking Into Effect Dynamic Effects Resulting From Presence Of Water In The Hold And Taking Into Account The Recommendations Adopted By I.M.O.

For Existing Bulk Carriers Built Before 1^st July 1999 Carrying Bulk Cargoes With A Density Of 1780 Kg/Mt^3 And Above The Transverse Water Tight Bulkhead Between The Two Foremost Cargo Holds And The Double Bottom Of The Foremost Cargo Hold Should Have Sufficient Strength To Withstand Flooding And Related Dynamic Effects In The Foremost Cargo Hold. If Not So The Surveyors Can Place Restrictions On The Cargo Carried And Such Bulk Carriers Should Be Permanently Marked With A Solid Triangle On Its Side Shell And Will Not Be Permitted To Carry Any High Density Cargoes. The Triangle Being Equilateral And The Apex Of It Being 300 Mm Below The Deck Line Both Obn The Port And Stbd Sides. The Length Of Each Of Its Sides Should Be 500 Mm.

Major Loss Of Bulk Carriers At Sea: If The Ship Is Flooded In The Forward Hold For Reasons Like Collision Etc. The Bulkhead Between The Two Foremost Holds May Not Be Able To Withstand The Pressure That Results From The Sloshing Mixture Of Cargo Water And Assorted Debris, Especially If The Ship Is Loaded In Alternate Holds With High Density Cargoes. If The Bulkhead Between One Hold And The Next Collapses,Progressive Flooding Would Rapidly Occur Throughout The Length Of The Vessel Causing Her To Founder Within Minutes. This Being The Major Cause Of The Loss Of Bulk- Carriers At Sea.

The Maritime Safety Committee (Msc) Considered Further Measures To Enhance The Safety Of Bulk Carriers.

In November 1997, Imo Adopted A New Chapter Xii On Bulk Carrier Safety To The International Convention For The Safety Of Life At Sea (Solas), 1974. Chapter Xii Aims To Prevent Losses Of Bulk Carriers Due To Structural Failure Following Flooding Of The Foremost Hold, Identified As The Cause Of A Number Of Losses Of Bulk Carriers In The Early 1990s. The Chapter Contains A Number Of Requirements For Improving The Structural Integrity Of Bulk Carriers, Including Strengthening The Double Bottom And Bulkhead Of The Foremost Hold Where Required.

However, A 1998 Report On The Sinking Of The Bulk Carrier Derbyshire In September 1980 With The Loss Of 44 Lives, Presented At The Last Session Of The Msc In May By The United Kingdom, Contains Further Recommendations Relating To The Design And Construction Of Bulk Carriers.

Based On The Report Of A Working Group On Bulk Carrier Safety, Which Reviewed The Findings Of The Report, The Msc Agreed To Refer A Number Of Issues To The Sub-Committee On Stability And Load Lines And On Fishing Vessel Safety (Slf), Including:

1. Strength Of Hatch Covers And Coamings;
2. Freeboard And Bow Height;
3. Reserve Buoyancy At Fore End, Including Forecastles;
4. Structural Means To Reduce Loads On Hatch Covers And Forward Structure; And
5. Fore Deck And Fore End Access.

These Issues Will Be Considered In The Context Of The Ongoing Review Of The 1966 Load Lines Convention. The Msc Invited Delegations To Submit Proposals On Other Specific Issues, Including Dealing With Loss Of Steering Ability On A Bulk Carrier And Training And Operational Matters

The Msc Also Invited Further Submissions On Proposals That New Bulk Carriers Should Be Required To Carry A Safe Haven, Which Would Float Free If The Ship Were To Sink, And That Existing Bulk Carriers Should Be Fitted With Freefall Lifeboats.

The Msc Agreed Various Interpretations And Clarifications Requested By The 1997 Solas Conference And Adopted Them By An Msc Resolution. These Include The Identification Of Bulk Carriers For Port State Control Purposes, The Definition Of Bulk Carrier In Solas Chapter Ix And The Application Of Solas Regulations Xii/9 On Requirements For Bulk Carriers Not Being Capable Of Complying With Regulation 4.2 Due To The Design Configuration Of Their Cargo Holds And Xii/10 On Solid Bulk Cargo Density Declaration.

Formal Safety Assessment Study On Bulk Carriers Agreed

The Msc Agreed With A United Kingdom Proposal To Carry Out A Formal Safety Assessment (Fsa) Study Of Bulk Carriers, To Aid Future Imo Decision-Making On Bulk Carrier Safety.

Fsa Is Described As A Rational And Systematic Process For Assessing The Risks Associated With Any Sphere Of Activity, And For Evaluating The Costs And Benefits Of Different Options For Reducing Those Risks. It Therefore Enables, In Its Potential Application To The Rule Making Process, An Objective Assessment To Be Made Of The Need For, And Content Of, Safety Regulations.

The Fsa Study, Scheduled To Be Completed Over A Two Year Period By A Number Of Imo Member States In Collaboration With Observer Organizations Will Look At A Range Of Measures To Improve Bulk Carrier Safety, Including Problem Areas Referred To The Msc By The Solas Conference Of November 1997, Which Adopted The New Chapter Xii To Solas On Bulk Carrier Safety.

The Fsa Study Is Also Likely To Consider Further Whether Chapter Xii Should Apply To Bulk Carriers Under 150 Metres In Length And To Double Skin Bulk Carriers, As Well As Those Of Single Skin Construction. The Study May Also Look At The Benefits Of Specific Safety Measures, Such As The Need For A Device To Detect Water Ingress Into Cargo Holds Of Existing Bulk Carriers Would Assist In Warning The Crew Of Situations Where One Or More Holds Were In The Process Of Flooding And The Possible Need For Crew Access To The Foredeck In Heavy Weather.

Fsa Consists Of Five Steps:

• Identification Of Hazards (A List Of All Relevant Accident Scenarios With potential Causes And Outcomes);
• Assessment Of Risks (Evaluation Of Risk Factors);
• Risk Control Options (Devising Regulatory Measures To Control And Reduce The Identified Risks);
• Cost Benefit Assessment (Determining Cost Effectiveness Of Each Risk Control Option); And
• Recommendations For Decision-Making (Information About The Hazards, Their Associated Risks And The Cost Effectiveness Of Alternative Risk Control Options Is Provided).

1. Examine The Ropes For Chafing, Cutting And Internal Wear.
2. Keep Away From Direct Sunlight, They Should Be Stored Underdeck For Long Voyages But If Kept Outside They Should Be Kept Covered With Tarpolines Or On Gratings.
3. Ropes Should Never Be Stowed Away Wet To Prevent Rotting.
4. They Should Be Free From Grease Oilstains And Paint Marks Etc.
5. They Should Never Be Surged To Prevent Wear And Tare Due To Friction, Some Ropes Have A Low Melting Point And Can Permanently Fuse And Get Damaged.
6. Wire Ropes Should Be Regularly Lubricated With Patent Lubricants Such As Surret Fluid Or Wire Grease.
7. For A Wire Rope Care Should Be Taken While Breaking A New Coil As The Rope May Get Kinked Or A Person May Get Injured Due To Faulty Handling. Break The Coil As Per Instructions Given In The Seamanship Manuals Eg.The Vertical Swivel Or The Reel. Always Use Gloves Whenever The Handling Of Ropes Is Concerned.
8. Sharp Angles (Nips) To The Wire Rope Need To Be Avoided.
9. Rollers Need To Be Used When Wires Are Being Used As Unnecessary Chafing Occurs.
10. When Turned On Bits The Top Turns Should Be Secured Against Springing Off By A Light Lashing.

Handling, Maintainence And Inspection:

• Synthetic Lines Can Pose A Great Danger To Personnel If Not Properly Used Or Handled. Handling Of Mooring Lines Has A Higher Potential Accident Risk Than Most Other Shipboard Activities.
• The Most Serious Danger Is Snap-Back, The Suddern Release Of Static Energy Stored In The Stretched Synthetic Rope When It Breaks.
• Snap-Back Is Common To All Lines And Even Long Wire Lines Under Tension Can Stretch Enough To Snap-Back With Conciderable Energy.
• Synthetic Lines Break Without Warning And There Are No Visible External Signs Regarding This Danger.
• As A General Rule Any Point Within About A 10 Degree Cone Around The Line From Any Point At Which The Line May Break Is In Danger. A Broken Ine Will Snap Back Beyond The Point At Which It Is Secured, Possibly To A Distance As Far As Its Own Length.

If In Any Length Of 8 Diametres The Number Of Visible Broken Wires Exceeds 10% Of The Total Number Of Wires In The Rope.

Ropes:

Wire Ropes:

1. Right Handed Ordinary Lay, Strands Are Right Handed While The Wires Are Left Handed.
2. Left Handed Ordinary Lay, Strands Left Handed While The Wires Are Twisted Right Handed.
3. Right Handed Langs Lay, Strands And Wire Are Both Right Handed.
4. Left Handed Langs Lay, Strands And Wire Are Both Left Handed.
5. Cable Laid Wire Rope, Large And Flexible 6 Stranded Rope.

A Wire Rope Is Made Of A Number Of Strands Laid Around A Central Hart Which Itself May Be A Steel Strand, Steel Wire Rope, Or Be A Rope Of Vegetable Or Synthetic Fiber.

Each Strand In Turn Is Composed Of A Given Number Of Individual Wires Again Laid Round A Central Wire Or Fiber Core.

The More The Number Of Wires In A Strand The More The Wire Is Flexible. Further Flexiblity Is Achieved By Introducing A Fiber Strand In The Core Of The Wire Rope. Eg. A Hemp Or Coir Strand Is Introduced In The Centre At The Cost Of The Strength, The Flexiblity Increases The Strength Decreases.

1. Bale Strop Sling: Used For Lifting Boxes Cases Or Bales.
2. Pallet Sling: Used To Lift Pallets.
3. Timber Dogs: Used For Lifting Logs.
4. Plate Clamps: Used For Lifting Plates.
5. Can Hook Slings: Used For Lifting Drums.
6. Nets: Used For The Lifting Of Bags, Stores, Personal Articles Etc.

Cargo Handling Procedures Manual

1. Contents

Appendix I

Reference Resolution A: 741 (18) Imo International Safety Management (Ism) Code.

Correction Sheet(S) Are Issued At Intervals, The Serial Number Of The Correction Being Printed On The Top Of The Sheet(S). This Number Together With The Month And Year Show The Date Of Insertion Of The New Sheet(S) And The Initial Of The Corrector. In The Event Of Any Of The Series Not Being Received, Direct Application For The Relevant Sheet(S) Should Be Made To Company.

4. Policy

• Marpol 73/78, (1991 Consolidated Edition)
• Standard For Oil Tanker Manifolds And Associated Equipment (Ocimf),
• International Convention For The Prevention Of Pollution Of The Sea (Last Ed.)
• Prevention Of Oil Spillage Through Cargo Pumproom Sea Valves(Ics/Ocimf),
• Inert Gas System (Imo And/Or Owner’s Manual),
• Crude Oil Washing System (Imo And/Or Owner’s Manual),
• International Safety Guide For Oil Tankers & Terminals (Ics/Ocimf).
• Ship To Ship Transfer Guide (Petroleum) (Ics/Ocimf)
• Clean Seas Guide For Oil Tankers (Ics/Ocimf)

• Loading And Discharging Ports
• Approx. Volume At 15 Degree Centigrade
• Limiting Drafts At Loading/Discharging Port If Any
• Special Requirements (I.E. Cargo Heating)
• Special Properties Of Cargo (I.E. H2s)
• Stemming Details

• Trim
• Segregation
• Best Loading/Discharge Sequence
• Cargo Quality Security
• Limiting Zone Of The Loaded Passage

• Ullages Tape:

• Automatic Tank Gauges (Where Fitted) :

• High Level/Overflow Alarms (Where Fitted) :

• Oil/Water Interface Detector :

• Sample Equipment :

• Vapour Locks (Where Fitted):

• Digital Thermometer:

• Sounding Rods And Water Finding Paste :

• Grades, Quantities, Segregations, Start/Stop Times Of Each Cargo Parcel To Be Transferred.
• Ship-Shore Communication Procedures To Be Followed During Standard Transfer Operations And Any Special Communications Procedures To Be Followed In Case Of Emergency, Including An Oil Spill.
• Notification Of Procedures/Contacts In The Event Of An Emergency Closure Of The Shore Valve, So As To Enable The Vessel To Activate Emergency Cargo Pump Stops.
• Prompt Notification Of Terminal Contact In The Event Of Valve Failure, Imminent Overflow, Or Other Occurrence On Board The Vessel That Would Require An Immediate Terminal Shutdown Of The Loading.
• Topping Off Procedures
• Line Loading Arm Or Hose Draining Procedures

• Grades And Quantities Of Each Cargo Handled In Each Port.
• The Applicable Seasonal Loading Mark.
• Cargo Deadweight, Stress And Trim, Draft Data.
• Ullages And Water Innage Of All Tank Before And After Loading And Discharging At Each Terminal.
• Cargo Shifting Made For Affecting The Trim And Stress Of Vessel
• Details Of Any Loss Of Cargo Which May Have Occurred During The Voyage.
• Tanks Washed With Crude Oil With Full Details.

• Pumping The Slops Ashore At The Loading Terminal
• Retaining The Slops On Board Loading The Incoming Cargo On Top Of Them

• Retaining The Slops On Board But Segregated By Incoming Cargo.
• If Last One Procedure Is Required, It May Be Possible To Discharge The Slop At The Nominated Disport If Reception Facilities Are Available. It May, However, Be Necessary To Retain The Residue For More Than One Voyage.

• Liquid Oil
• Not Liquid Oil
• Water

• The Cargo Flow In The Corrected Tanks
• The Cargo Is Not Flowing Into Uncorrected Tanks
• Any Possible Leakage Of Oil

• Use Special Wedge/Dip Tables If Carried, Or The Wedge Formula If Liquid Does Not Cover Bottom Of Tank.
• Use Trim/List Correction If Liquid Covers Entire Bottom Of Interested Tank, And Compute The Quantities Using A Calibration Table.
• For The No Liquid Oil Use Calibration Table Without Correction For Trim And List

• An Emergency Arises
• For Drafts Problems On Arrival Port (Informing Before The Charterer)
• Others (Always Informing Before The Charterer)

• Reduce The Potentiality Of Sea Pollution
• Less R.O.B. On Completion Of Discharge
• Increase The Shore Figures And Produce More Space Available For Next Cargo
• Save Of Time And Bunkers Required For Subsequent Clean Ballast

• Set Line For Ballasting With The Seachest Valve Kept Closed
• Drain With Highest Accuracy All Oil From The Interested Pump And Cargo Lines
• Start Up The Pump At Reduced Revolution And Check If Possible That No Positive Pressure Exist Between The Pump And The Sea Valve
• As Soon As Pump Is Running Steadily, Start To Open The Seachest Valve, Increasing The Pump Speed As The Pump Start To Take Up Suction.

Reference To Isgott Article 2.16.1 Should Be Made.

This Is Very Common Cause Of Pollution Which Can Occur At Load Or Discharge Ports. The Key To Controlling This Pollution Threat Is To Frequently Test Integrity Of Seachest Valves.

• Pumps Are To Be Run At Their Full Design Rpm During Bulk Discharge.
• The Pump Should Be Started Gradually Increasing The Revolution To The Full Nominal Rpm And Simultaneously Regulating The Back Pressure By Means Of The Discharge Valve.
• When The Tank Ullage Is Nearing Stripping Level It Is Preferable To Partially Close The Discharge Valve, Rather Than Reduce Pump Revolutions, In Order To Reduce The Flow Rate But Rpm Then Be Reduced If Necessary.
• Cavitation Should Be Avoided Because Can Cause Damages To The Pump.

• Radar With Approval Of Terminal Manager
• Intrinsically Safe Vhf/Uhf "Walkie-Talkies"
• Satellite Communication After Consultation Between Tanker And Terminal
• Closed Circuit Television

• 6 Bags Of Sawdust
• Spanners For Removing Butter Worth Plates
• 1 Air Driven Pump
• 2 Rubber Buckets
• 2 Tank Shovels

• Of The Three Compartments Of The Tank, The Wing Components Are The Most Exposed To The Cooling Effect Of The Water Outside And, Theoretically, The Order Of Discharge Should Be To Empty The Two Wing Compartments, Followed By The Centre Compartment, Assuming One Pump Only Is Available.
• Provided Contrary Instructions Are Not Given For A Particular Grade Of Cargo, As A Discharge Of Cargo From Individual Tanks Progresses, The Steam On The Heating Coils Of These Tanks Should Be Gradually Reduced, And On Reaching A Depth Of A Few Inches Above The Coils The Steam Should Be Shut Off Completely. This Prevents The Cargo Becoming Heated Above The Permitted Maximum And Also, In The Case Of Certain Crude Oils, Prevents The "Gassing" Of The Pumps.

• Unnecessary Expenditure Of Bunkers.
• Deterioration Of Crude Oil Cargoes Through Loss Of Light Fractions.
• Gasification Of Pumps During Discharge Often Resulting In Excessive Draining Times.

• Stripping Is To Continue Until All Possible Liquid Cargo Is Discharged.

• Main Cargo Lines Are To Be Drained Into Last Tank Before Final Stripping Ashore
• Last Tank (I.E. Slop Tank) Should Be Discharged By Main Cargo Pump To Lowest Possible Level In Tank, And The Remainder Cargo Should Be Stripped Shore.

• Differences Bill Of Lading / Ship’s Figures

• Contamination

• Miscellaneous

1. All Gear Involved Should Be Carefully Examined Before Use.
2. All Wires And Blocks Should Be Checked For Any Defects, Sheaves To Be Examined For Free Rotation.

 

3. All Gear Selected Should Be Of Adequate Swl.
4. Allowance Should Be Made Of The Weight Lifted Plus The Weight Of The Purchase System.

 

5. End Links, Rings Or Shackles To Ride Freely From Whichever Point They Hang.
6. Strops, Wire Slings, Eye-Bolts Etc To Be Examined That They Are Of Adequate Strength.

 

7. While Slinging Wood Or Other Packing To Be Used To Prevent The Sling From Cutting Into The Load.
8. Avoid Shocks Due To Load Slipping Or Suddern Starts.

 

9. Winchmen Should Be Experienced, They Should Co-Ordinate Well And Operate Smoothly.
10. Stability: The Ship Must Have Adequate G.M. Because When The Load Is Lifted Its Centre Of Gravity Rises To The Derrick Head, Due To This Action The Centre Of Gravity Of The Ship Rises. A Negative Metacentric Height Must Be Avoided And In This Connection The Free-Surface Effect Must Be Reduced.

 

11. The Vessel Should Be Initially Upright With The Moorings Taut And Manned As The Vessel As The Vessel Will Acquire A List When The Load Is Swung Out Board.
12. The Gangway Must Be Clear Of The Jetty.

 

13. Barges That Are Not In Immediate Use Must Be Cast Off.
14. Preventer Stays Should Be Rigged Onto The Mast.

.

15. Winches Must Be Put In Double Gear.
16. Steadying Lines Must Be Secured To The Sides Of The Load.

 

17. Remove Guard Rails If Possible.

A Simple Derrick By Itself Is Not Of Much Use Because If It Is To Discharge Cargo It Is To Be Plumbed Over The Hatch And Then Overside, To Avoid This Tedious Action A System With Two Derricks Called The Union Purchase System Is Used.

Here The Runner Wires Of Both The Derricks Are Coupled Together To Swivels To A Union Hook And Worked In Conjunction With Each Other. The Inshore Derrick Is Plumbed Over The Quayside And The Other Is Plumbed Over The Hatch. The Preventer And Side Guys Are Rigged So As Not To Obstruct The Movement Of The Cargo Between The Hatch And The Quay. The Side Guys Can Also Be Replaced By A Schooner Guy Which Remains Clear Of The Cargo Working Area.

1. The Swl Of A Union Purchase Rig Must Be Calculated In Accordance With The Classification Societies Or Dock Labour Regulations. In The Absence Of The Above, The Code Of Safe Working Practices For Merchant Seamen Recommend That The Swl. Should Not Exceed One-Third The Swl. Of The Smaller Derrick.
2. The Operating Angle Of The Derrick Should Prefrably Be Not Less Than 30 Degrees To The Horizontal And Under No Circumstances Should It Be Less Than 15 Degrees.
3. The Maximum Included Angle Between The Cargo Wires Should Not Exceed 120 Degrees So That Forces In The Rig Are Kept To A Minimum. To Ensure This The Slings Used In The Operations Should Not Be Unduly Long And Winchmen Must Not Lift The Loads Above The Guard Rails Beyond The Minimum Required For Safety.
4. Runner Wires Should Not Be Allowed To Rub Against The Hatch Coamings Or Guard Rails As This Will Result In Their Deterioration.
5. Winchmen Should Be Experienced And Should Co-Ordinate Well.

Hazards: Coal Is Categorised According To The Hazards Associated With It. Whenever Coal Is Shipped From Any Place, The History Of The Previous Shipments Must Be Known, So As To Be Aware Of The Hazards Of The Particular Type Of Coal. Coal May Have Any Or All Of The Following Hazards:

2. Emissions Of Methane:Coal Emits Methane Immediately After Loading And When Newly Worked Or Freshly Broken. Methane Is A Flammable Gas And When Mixed With Air Forms An Explosive Mixture. It Is Lighter Than Air And Therefore Accumulates In The Upper Regions Of The Hold Or Other Spaces. This Gas Can Find Itself Into Tanks Cofferdams Etc And Pose A Flammablity Hazard So These Compartments Have To Be Well Ventillated At All Times And Tested Before Man Entry. Recommendations For Tank Entry Procedures And Check Lists Shall Be Provided In The Bulk Carrier Code Appenidx F.
3. Corrosion: ‘Pond Coal’ Is The Term Given To Coal Left Over From Earlier Mining Operations Which Has Been Dumped Into Freshwater Ponds And Later Reclaimed For Shipment. It Has A High Moisture And Sulphur Content. This Type Of Coal Releases High Temperatures From Self Heating And The Sulphur Content Reacts With Water To Give Off Sulphuric Acid Resulting In Corrosion Of The Ships Hull. The Ship Should Have Instruments For Measuring The P.H. Content Of The Bilge Waters And This Must Be Done Regularly.
4. Liquefaction: It Is A Process Where The Moisture In The Cargo Migrates To The Surface Due To Compaction And Vibration Resulting In The Development Of A Flow State. This Is Particular In The Case Of Coal Slurry, Coal Duff And Mud Coal. The Surface Of The Cargo Behaves Like A Liquid And A Transverse Shift Developes, If This Occurs In Reduced Ships Stability The Condition Is Extremely Dangerous.

1. Ventilation: Surface Ventillation Is A Important Necessity During The Carriage Of Coal For Two Reasons:

1. To Carry Away Any Methane Gas Which May Be Carried Away.
2. To Dissipate Any Heat Which May Be Formed By The Oxidation Of The Coal.

Through Ventillation Must In No Way Be Carried Out As Introduction Of Air Into The Cargo Promotes Oxidation And Thereby Spontaneous Combustion.

It Is Thus Recommended That For The First Five Days After Loading All Ventillators Should Be Utilised For Removing The Gas, Thereafter The Ventillators To The Lower Holds Are To Be Plugged And Opened Only For 6 Hours Every Two Days.

Each Hold Containing Coal Should Have Atleast Two Ventillators One Forward And The Other Aft. The Tween Deck Ventillators Should Be Independent.

Before Discharging Careful Ventillation Should Be Directed Towards Removing Gases From Both, The Tween Decks And The Lower Holds As A Suddern Influx Of Air Before Discharge Into The Hold May Have Disastrous Effects. In Fine Weather Hatches May Be Opened To Facilitate Surface Ventillation. Attention To Be Paid To Void Spaces Where Accumulation Of Methane And Carbon- Monoxide Can Accumulate.

3. Temperature: Temperature Pipes Leading Down To The Bottom Of The Cargo Are To Be Provided Particularly Below The Hatchways. Monitoring Of The Temperatures At Three Levels In The Holds To Be Done Atleast Once A Day.

It Is a Book Which Registers Load Bearing Machinery, Chains And Wire Ropes.

1. Port Of Registry.
2. Owners Name And Address.

Part I : Entries Concerning Four Yearly Examinations And Annual Examinations.

Part Ii : Contains Entries Concerning Through Annual Examinations Of Cranes, Winches And Hoists. Accessory Gear Other Than Derricks Is Also Included.

Part Iii : For Entries Concerning The Through Annual Examination Of Gear Exempted From Annealing.

Part Iv : For Entries Concerning The Annealing Of Gear.

• Test Certificates Are Attached To The Register By Means Of Gummed Strips Provided On The Inside Of The Cover.
• The Register Is Designed By The Dockyard For 8 Years And Must Be Retained On Board For A Period Of Four More Years After The New One Comes Into Force.

• It Is Certified By The Classification Society.

Bridge Checklist 1 - Preparation For Sea.

1. Has The Operation Of The Following Equipment Been Studied & Fully Understood?

1. Alarms.
2. Bridge Lighting, Including Controls For Deck & Overside Illumination.
3. Direction Finder.
4. Echo Sounder.
5. Electronic Navigational Position Fixing Aids.
6. Emergency Arrangements In The Event Of Main Power Failure.
7. Hazard Monitoring Equipment.
8. Gyro Compass / Repeaters.
9. Magnetic Compass.
10. Navigation Lights, Including Emergency Navigation, Not Under Command & Other Signal Lights.
11. Radar & Other Associated Plotting Aids.
12. Safety Equipment (Eg. Pyrotechnics).
13. Speed / Distance Recorder.
14. Steering Gear Including Manual, Auto Pilot, & Emergency Change Over Arrangements.
15. Telegraph Including Control Of Main Engines & (As Appropriate) Watertight Doors.

1. Are You Aware Of The Location & Operation Of Ancillary Bridge Equipment (Eg. Binoculars, Signalling Flags, Meteorological Equipment)?
2. Are You Familiar With The Stowage Of Chart & Hydrographic Publications?

Bridge Checklist 2 - Daily Checks & Tests.

(At Noon Or Other Convenient Fixed Times)

Has The Following Equipment Been Tested / Checked?

1. Bridge & Engineroom Telegraphs, Including Revolution Indicators (Also Before Canal Transit).
2. Bridge Telephones.
3. Bridge Watch Mf Radio Telephone Receiver
4. Clocks & Chronometers.
5. General Emergency Alarm Signal.
6. Radio Room Auto Alarm.
7. Ship’s Whistle (But Not In Poor Visibility Or When Other Vessels Sre Nearby).
8. Steering Gear Chnge Over Procedure.

Bridge Checklist 3 - Preparation For Sea.

1. Has A Passage Plan For Intended Voyage Been Prepared Taking Into Consideration The Factors Listed In Checklist 7?
2. Are Charts For The Intended Voyage & Other Nautical Publications Corrected Upto Date & Courses Laid Off?
3. Has The Following Equipment Been Checke & Found Ready For Use ?

1. Anchors, Including Clearing Away.
2. Ancillary Bridge Equipment (Eg. Binoculars).
3. Bridge Movement Book, Where Carried.
4. Course & Engine Movement Recorder.
5. Deck Power.
6. Direction Finder.
7. Echo Sounder.
8. Electronic Navigational Position Fixing Aids.
9. Gyro Compass & Repeaters.
10. Magnetic Compass & Repeaters.
11. Pilot Embarkation / Disembarkationarrangements.
12. Radar & Associated Plotting Aids.
13. Speed / Distance Recorder.

1. Has The Following Equipment Been Tested & Found Ready To Use?

1. Bridge & Engineroom Telegraphs, Including Revolution Indicators.
2. Communications Facilities - Internal, External & Portable.
3. Navigation Lights / Shapes, Including Emergency Navigation Lights & Lights / Shapes For ‘Not Under Command’ & At Anchor.
4. Ship’s Whistle.
5. Signalling Lamps.
6. Steering Gear, Including Manual, Auto Pilot & Emergency Change Over Arrangements & Rudder Indicators.
7. Window Wipers / Clearview Screens.

1. Have The Ship’s Clocks Been Synchronised?
2. Is The Crew At Stations For Leaving Harbour?

Bridge Checklist 4 - Embarkation / Disembarkation Of Pilot.

1. Have The Following Been Advised Of The Eta / Etd?

1. The Master.
2. The Engine Room.
3. The Pilot Station.

1. Has It Been Agreed Which Side The Pilot Will Embark / Disembark?
2. Has The Engineroom Been Advised Of The Time Of ‘Stand-By’?
3. Have The Pilot Embarktion / Disembarkationarrangements Been Checked & Found Ready For Use?
4. Has A Deck Officer Been Nominated To Meet The Pilot & Conduct Him To / From The Bridge?

Note: Where Embarkation / Disembarkation Involves The Use Of A Helicopter, The Guidance In The Ics. Guide To Helicopter / Ship Operations On Marine Pilot Transfer, Communications & Ship Operating Procedures Should Be Followed.

Bridge Checklist 5 - Master / Pilot Information Exchange.

1. Has A Pilot Card Been Handed To The Pilot?
2. Has The Pilot Been Informed Of The Location Of Lifesaving Appliances Provided For His Use?
3. Have The Proposed Passage Plan, Weather Conditions, Berthing Arrangements Use Of Tugs & Other External Facilities Been Explained By The Pilot & Agreed With The Master?
4. Is The Progress Of The Ship & The Execution Of Orders Being Monitored By The Master & Officer Of The Watch?

Bridge Checklist 6 - Navigation, Deep Sea.

1. Have All Charts & Nautical Publications To Be Used Been Corrected Up To Date?
2. Have The Factors Listed In Question 2 Of Checklist 7 Been Taken Into Consideration In Preparing The Passage Plan?
3. Are Navarea Warning Broadcasts Being Monitored?
4. Is Participation In Area Reporting Systems (Eg. Amver) Recommended?
5. Is The Ship’s Position Being Fixed At Regular Intervals & At Least Once Daily?
6. Are Errors Of Gyro / Magnetic Compasses Being Checked Once A Watch?

Bridge Checklist 7 - Navigation, Coastal Waters / Traffic Seperation Schemes.

1. Have All Charts & Nautical Publications To Be Used Been Corrected Up To Date?
2. Have The Following Factors Been Taken Into Consideration In Preparing The Passage Plan?

1. Advise / Recommendations In Sailing Directions.
2. Ship’s Draught.
3. Effect Of "Squat" On Underkeel Clearance In Shallow Water.
4. Tides & Currents.
5. Weather Particularly In Areas Renowned For Poor Visibility.
6. Available Navigational Aids & Their Accuracy.
7. Position-Fixing Methods To Be Used.
8. Daylight / Night-Time Passing Of Danger Points.
9. Traffic Likely To Be Encountered - Flow, Type, Volume.
10. Any Requirements For Traffic Seperation / Routeing Schemes.

1. Are Local / Coastal Warning Broadcasts Being Monitored?
2. Is Participation In Area Reporting Systems Recommended?
3. Have Courses Been Laid Off Well Clear Of Obstructions?
4. Is The Ship’s Position Being Fixed At Regular Intervals?
5. Are The Errors Of Gyro/ Magnetic Compasses Being Checked Regularly?

Bridge Checklist 8 - Changing Over The Watch.

Note: Changeover Should Be Postponed When The Ship Is, Or Is About To Be, Engaged In A Collision Avoidance Manoeuvre Or A Navigational Alterationof Course.

1. Has The Relievng Officer Of The Watch Read The Following Directives?

1. Standing Orders.
2. Supplementary Master’s Instructions.
3. Navigational Warnings.

1. Are All Members Of The Relieving Watch Capable Of Carrying Out Their Duties?
2. Has The Relieving Officer Of The Watch Been Aquainted With Following Information?

1. Position, Course, Speed & Draught Of Ship.
2. Course Plotted On Ship.
3. Prevailing / Predicted Tides, Current, Weather & Visibility.
4. Operational Condition Of All Navigational & Safety Equipment On The Bridge.
5. Gyro / Magnetic Compass Errors.
6. Movement Of Vessels In Vicinity Effect On Own Ship.
7. Identificatin Of Shore Lights, Buoys, Etc.
8. Conditions / Hazards Likely To Be Encountered On Watch.
9. Possible Effect Of Any Heel, Trim, "Squat", Etc. On Underkeel Clearance.

1. Is The Vision Of The Relieving Officer Adjusted To Prevailing Conditions?

Bridge Checklist 9 - Preparation For Arrival In Port.

1. In Preparing The Passage Plan For Arrival In Port, Have The Following Factors Been Taken Into Consideration?

1. Available Port Information.
2. Advise / Recommendations In Sailing Directions.
3. Latest Weather Reports.
4. Tides & Currents For Port / Adjacent Areas.
5. Calculated / Known Minimum & Maximum Depths Of Water In Port Approaches, Channels & At Berth.
6. Any Restrictions On Draught, Trim, Speed, Entry Times, Etc.

1. Is It Neccesary To Rearrange Cargo / Ballast?
2. Are All Relevent Charts & Nautical Publications Corrected Up To Date & Courses Laid Off?
3. Have The Latest Navigational Messages For The Area Been Received?
4. Has Eta. Been Sent With All Relevent Information Required By Local Regulations (Eg. Details Of Dangerous / Hazardous Goods Carried)?
5. Has All Navigational Equipment Including Steering Gear Been Tested & Stabilisers Housed?
6. Has The Following Equipment Been Checked?

1. Course & Engine Movement Recorder.
2. Synchronisation Of Clocks.
3. Internal Communications Equipment.
4. Signalling Equipment Including Lights / Flags.
5. Deck Lighting.
6. Mooring Winches.
7. Mooring Lines / Wires / Heaving Lines.
8. Pressure On Fire Main.

1. If Appropriate, Have The Checks In Checklist 4 Been Carried Out & A Pilot Card Completed?
2. Has Manual Steering Been Engaged In Sufficient Timefor The Helmsman To Become Accustomed Before Manoeuvring Commences?
3. Has The Crew Been Advised Of The Time Of "Stand-By" For Entering Port?
4. Have Vhf. Channels For Varous Services (Eg. Vts., Pilot, Tugs, Berthing Instructions.) Been Noted & A Radio Check Carried Out?
5. Is The Following Berthing Information Available?

1. Whether Anchoring / Berthing Alongside.
2. Which Side To Jetty.
3. Whether Ship Acomodation Ladder / Gangway Or Shore Gangway Will Be Used.
4. Size / Number Of Shore Connections.
5. Derricks Required.
6. Mooring Boats / Lines.

Bridge Checklist - 10

Anchoring And Anchor Watch:

1. Has An Anchoring Plan Been Prepared And Taken Into Account.

• Speed Reduction In Ample Time.
• Direction / Strength Of Wind, Current.
• Tidal Stream When Manoeuvering At Low Speeds.
• Need For Adequate Sea Room Particularly To Seaward.

1. Have The Following Been Informad Of The Time Of ‘Stand-By’ For Anchoring?

• The Master.
• The Engine Room.
• The Anchor Party.

1. Is The Following Equipment Ready For Use?

• Anchors.
• Lights / Shapes.
• Sound Signalling Apparatus.

1. Has An Anchor Watch Been Established?
2. Have Instructions Been Issued To The Officer Of The Watch / Engineroom On The Folowing Matters?

• Determining And Regular Checking Of Anchor Position.
• Notice For Main Engines Especially If Weather Deteriorates.

Bridge Checklist - 11

Restricted Visiblity.

1. Has The Following Equipment Been Brought Into Operation?

• Radar / Arpa Or Other Plotting Facilities.
• Manual Steering.
• Vhf.
• Fog Signalling Apparatus.
• Navigation Lights.
• Echo Sounder, If In Soundings.
• Watertight Doors As Appropriate.

1. Have Lookouts Been Posted?
2. Have The Master And The Engineroom Been Informed.
3. Are The 1972 International Regulations For Preventing Collisions At Sea Being Complied With, Particularly With Regard To Proceeding At A Safe Speed.
4. If The Ships Position Is In Doubt, Has The Possiblity Of Anchoring Been Considered?

Bridge Checklist - 12

Navigating In Heavy Weather Or In Tropical Storm Areas.

1. Have The Following Been Informed:

• Master.
• Engineroom.
• Crew.

1. Have All Moveable Objects Been Secured At The Following Locations.

• On Deck.
• Below Deck.
• Ports, Dead Lights.

1. Have Speed And Course Been Adjusted As Necessary.
2. Has The Crew Been Warned To Avoid Upper Deck Areas Made Dangerous By The Weather?
3. Have Safety Lines / Hand Ropes Been Rigged When Necessary.
4. Have Instructions Been Issued On The Following Matters:

• Monitoring Weather Reports.
• Transmitting Weather Reports To The Appropriate Authorities Or, In The Case Of Tropical Storms, Danger Messages In Accordance With Solas 1974 Chapter 5 Regulation 2a.

Bridge Checklist - 13

Navigating In Ice:

1. Have The Following Been Informed Of The Ice Conditions.

• Master.
• Engineroom.
• Crew.

1. Have Watertight Dors Been Shut As Appropriate?
2. Has Speed Been Adjusted (Momentum Varies As The Square Of The Ships Speed)
3. Have Instructions Been Issued On The Following Matters.

• Monitoring Ice Advisory Service Broadcasts.
• Transmitting Danger Messages In Accordance With Solas 1974 Chpt. 5 Reg 2a.

1. Main Engine Failure

1. Inform Master.
2. Rudder & Bow Thruster Used To Best Navigational Aid.
3. Prepare For Anchoring If In Shallow Water.
4. Exhibit Not Under Command Shapes Or Lights.
5. Broadcast Warning.

1. Steering Failure

1. Inform Engine Room & Engage Alternative / Emergency Steering.
2. Inform Master.
3. Exhibit Not Under Command Shapes Or Lights.
4. Appropriate Sound Signal Made.
5. If Neccesary Take Way Off Ship.
6. Broadcast Warning.

1. Gyro Failure / Compass Failure.

1. Use Magnetic Compass Or Alternative Means As Heading.
2. Inform Master.
3. Inform Person Responsible For Gyro Maintenance.
4. Inform Engine Room.
5. Consider Effect Of Failure On Other Navigational Aids.

1. Bridge Control / Telegraph Failure.

1. Switch To Engine Room Control.
2. Inform Duty Engineer / Engine Room.
3. Establish Emergency Communications With Engine Room.
4. Inform Engine Room.

1. Imminent Collision / Collision.

1. Sound Internal Emergency Alarm.
2. Manoeuvre Ship So As To Minimise Effects Of Collision.
3. Close All Water Tight / Automatic Fire Doors.
4. Switch On Deck Lights.
5. Vhf On Ch. 16, If Apropriate On Ch. 13.
6. Passengers Mustered At Emergency Stations.
7. Update Vessel’ S Positon Available In Radio Room, Satellite Terminal & Other Automatic Distress Transmittets As Neccesary.
8. Sound Bilges & Tanks After Sounding.
9. Check Made For Fire & Damage.

1. Stranding

1. Stop Engines.
2. Sound Internal & External Emergency Alarms.
3. Watertight Doors Closed.
4. Maintain Watch On V.H.F. Ch. 16
5. Broadcast To Other Ships.
6. Make Sound Signals.
7. Exhibit Lights / Shapes
8. Switch On Deck Lighting.
9. Sound Bilges & Tanks.
10. Take Overside Soundings.
11. Update V/L’s Position Available In Radio Room, Satellite Terminal & Other Automatic Distress Transmitters As Neccesary.

1. Fire.

1. Sound Internal / External Emergency Alarms.
2. Notify All Concerned Of Seat Of Fire.
3. Ventilation, Automatic Fire Doors & Watertight Doors Closed.
4. Deck Lighting Switched On.
5. Update V/L’s Position Available In Radio Room, Satellite Terminal & Other Automatic Distress Transmitters As Neccesary.

1. Flooding.

1. Sound Internal / External Emergency Alarms.
2. Close Watertight Doors.
3. Update V/L’s Position Available In Radio Room, Satellite Terminal & Other Automatic Distress Transmitters As Neccesary.

1. Boat / Liferaft Stations.

1. General Emergancy Alarm Signal Sounded.
2. Crew / Passengers Assembled At Muster / Survival Craft Stations.

1. Man Overboard

1. Release Lifebuoy With Light, Flare Or Smoke Signal.
2. Take Avoiding Action.
3. Note Position Of Lifebuoy As Search Datum.
4. Inform Master.
5. Inform Engine Room.
6. Post Lookouts To Keep Person In Sight.
7. Manoeuvre Ship To Recover Person As Recommended By Wheelhouse Poster.
8. Sound Three Long Blasts & Repeat As Neccesary.
9. Rescue Boat’s Crew Assembled.
10. Plot Position Of Vessel Relative To Person Overboard.
11. Vesslel’s Position Available In Radio Room, Up-Dated As Neccesary.
12. Broadcast Man Overboard Warning.

1. Search & Rescue.

1. Take D/F Bearing Of Distress Message.
2. Re-Transmit Distress Message.
3. Maintain Continuous Listening Watch On All Distress Frequencies.
4. Consult Iamsar.
5. Establish Communications Between Surface Units & Sar Aircraft.
6. Plot Positions, Courses & Speeds Of Other Assisting Units.
7. Radar Made Available For Locating Survivlal Craft Transponder Signal.

1. - Advice On Stowage Practices.
2. - General Guidelines For The Under-Deck Stowage Of Logs.
3. - Recommendations On Intact Stability For Passenger And Cargo Ships Under 100m In Length, As Amended, With Respect To Ships Carrying Deck Cargoes.
1. – Calculation Of Stability Curves.
2. – Standard Conditions Of Loading To Be Examined.
3. - Memorandum To /Administration On An Approximate Determination Of Ship’s Stability By Means Of The Rolling Period Tests (For Ships Upto 70m In Length)

1. - Text Of Regulation 44 Of The International Convention On Load Lines, 1996

Contd. From Next Page

2. Application

This Code Applies To All Ships Of 24m Or More In Length Engaged In Carriage Of Timber Deck Cargoes. Ships That Are Provided With And Making Use Of Their Timber Load Line Should Also Comply With The Requirements Of The Applicable Regulation Of The Load Line Convention (Reproduced As Appendix D).

1. The Ship Should Be Supplied With Comprehensive Stability Information Which Takes Into Account Timber Deck Cargo. Such Information Should Enable The Master, Rapidly And Simply, To Obtain Accurate Guidance As To Stability Of The Ship Under Varying Conditions Of Service. Comprehensive Rolling Period Tables Or Diagrams Have Provided To Be Very Useful Aid In Verifying The Actual Stability Conditions.
2. The Stability Of The Ship At All Times, Including During The Process Of Loading And Unloading Timber Deck Cargo, Should Be Positive And To A Standard Acceptable To The Administration. It Should Be Calculated Having Regard To:

5. …Operational Experience Indicates That Metacentric Height Should Preferably Not Exceed 3% Of The Breadth In Order To Prevent Excessive Accelerations In Rolling Provided That The Relevant Stability Criteria Are Satisfied. This Recommendation May Not Apply To All Ships And The Master Should Take Into Consideration The Stability Information Obtained From The Ship’s Stability Manual.

2. All Lashings And Components Used For Securing Should:

.1 Posses A Breaking Strength Of Not Less Than

133 Kn.

.2 After Initial Stressing, Show An Elongation Of Not More Than 5% At 80% Of Their Breaking Strength; And

.3 Show No Permanent Deformation After Having Been Subjected To A Proof Load Of Not Less Than 40% Of Their Original Breaking Strength.

3. Every Lashing Should Be Provided With A Tightening Device Or System So Placed That It Can Safely And Efficiently Operate When Required. The Load To Be Produced By The Tightening Device Or System Should Not Be Less Than:

.1 27kn In The Horizontal Part; And

.2 16kn In The Vertical Part.

4. Upon Completion And After Initial Securing, The Tightening Device Or System Should Be Left With Not Less Than Half The Threaded Length Of Screw Or Of Tightening Capacity Available For Future Use.
5. Every Lashing Should Be Provided With A Device Or An Installation To Permit The Length Of Lashing To Be Adjusted.
6. If Wire Rope Clips Are Used To Make A Joint In A Wire Lashing, The Following Conditions Should Be Observed To Avoid A Significant Reduction In Strength:

1. – Uprights.

1. Uprights Should Be Fitted When Required By The Nature, Height Or Character Of Their Timber Deck Cargo.
2. When Uprights Are Fitted, They Should :

6. Lashing Plans

One Or More Lashing Plans Complying With The Recommendations Of This Code Should Be Provided And Maintained On Board A Ship Carrying Timber Deck Cargo.

3. Listing During Voyage

If A List Occurs That Is Not Caused By Normal Use Of Consumables (Water And Fuel), Such A List Can Probably Be Attributed To One Of The Three Causes, Or Possibly A Combination Of The Same.

1. General
6. The Lashings Should Be In Accordance With The Chapter 4 Of The Code And May Comprise The Following Types:

Regulation 44

General

1. On A Cargo Ship Within A Seasonal Winter Zone In Winter, The Height Of The Deck Cargo Above The Weather Deck Shall Not Exceed One Third Of The Extreme Breadth Of The Ship.

Uprights

5. Uprights, When Required By The Nature Of The Timber, Shall Be Of Adequate Strength Considering The Breadth Of The Ship; The Spacing Shall Be Suitable For The Length And Character Of Timber Carried, But Shall Not Exceed 3m. Strong Angles Or Metal Sockets Or Equally Efficient Means Shall Be Provided For Securing The Uprights.

Lashings

6. Timber Deck Cargo Shall Be Efficiently Secured Throughout Its Length By Independent Overall Lashings Spaced Not More Than 3m Apart. Eyeplates For These Lashings Shall Be Efficiently Attached To The Sheer Strake Or To The Deck Stringer Plate At Intervals Of Not More Than 3m The Distance From An End Bulkhead Of A Superstructure To The First Eye Plate Shall Not Be More Than 2m Eyeplates And Lashings Shall Be Provided 0.6m And 1.5m From The Ends Of Timber Deck Cargoes Where There Is No Bulkhead.
7. Lashings Shall Not Be Less Than 19mm In Close Link Chain Or Flexible Wire Rope Of Equivalent Strength, Fitted With Sliphooks And Turnbuckles, Which Shall Be Accessible At All Times. Wire Rope Lashings Shall Have A Short Length Of Long Link Chain To Permit The Length Of Lashings To Be Regulated.
8. When Timber Is Less Than 3.6m The Spacing Of The Lashings Shall Be Reduced Or Other Suitable Provisions Made To Suit The Length Of Timber.
9. All Fittings Required For Securing The Lashings Shall Be Of Strength Corresponding To The Strength Of The Lashings.

Mt: ____________________ Reference Number : ____________

This Permit Relates To Any Work In A Hazardous Or Dangerous Area Which Will Not Involve Generation Of Temperature Conditions Likely To Be Of Sufficient Intensity To Cause Ignition Of Combustible Gases, Vapours Or Liquids In Or Adjacent To The Area Involved.

• General

This Section To Be Completed By The Master

Location Of Cold Work …….................................................................................................................

• Section 1

This Section To Be Completed By The Responsible Officer

Preparation And Checks To Be Carried Out By Officer In Charge Of Cold Work To Be Performed.

1. The Equipment / Pipeline Has Been Prepared As Follows:

• Section 2

This Section To Be Completed Jointly By The Responsible Officer And By Cold Work Team Leader.

Information And Instructions To Person Carrying Out Cold Work.

1. The Following Personal Protection Must Be Worn ……………………………………………….

2. Equipment / Pipeline Contained Following Material In Service …………………………………..

Equipment Expected To Contain The Following Hazardous Material When Opened

4. Special Conditions / Precautions ………………………………………………………………….

Date / Time _______________________ Responsible Officer Signature _______________________

• Section 3

Authorization

In The Circumstances Noted It Is Considered Safe To Proceed With This Cold Work.

Date / Time_______________________ Master Signature : _________________________________

• Section 3

Cancellation The Cold Work Has Been Completed And All Persons Under My Supervision, Materials And Equipment Have Been Withdrawn.

Date / Time ________________________ Responsible Officer Signature _______________________

Master Signature : _________________________________

1. Starting / Finishing Time Must Not Exceed The Authorized Signatories’ / Responsible Officer’s Working Hours.
2. Specific Location Of Cold Work Should Be Given.
3. Description Of Work To Include Type Of Equipment To Be Used.
4. This Permit Should Be Used For But Not Be Limited To The Following Cold Work:

1. Blanking / De-Blanking.
2. Disconnecting And Connecting Pipework
3. Removing And Fitting Of Valves, Blanks, Spades Or Blinds.
4. Works On Pumps Etc.
5. Clean Up (Oil Spills).

A Freight Container Or A Container Means An Article Of Transport Equipment Of Permanent Character And Accordingly Strong Enough For Repeated Use, Specially Designed To Facilitate The Transport Of Goods By One Or More Modes Of Transport Without Intermediate Reloading, Designed To Be Secured And/Or Readily Handled And Having Fittings For These Purposes.

Containers Used For The Transport Of Packaged Dangerous Goods Should Be Of Adequate Strength To Resist The Possible Stress Imposed By The Conditions Of Service And Should Be Adequately Maintained And Approved By The Amended Csc Convention. (International Convention For Safe Containers 1972 - Csc - As Amended).

The Term Freight Container Includes Neither Vehicle Nor Packaging; However, A Container That Is Carried Chassis Is Included. For Convenience, The Word Freight Is Not Repeated Throughout This Section.

What Is A Container Packing Certificate ?

• The Container Was Clean, Dry And Apparently Fit To Receive The Goods,
• That For Explosives The Requirements For Magazines Are Met,
• No Incompatible Goods Have Been Packed In The Container,
• All Packages Have Been Inspected And Only Sound Packages Loaded,
• All Packages Have Been Properly Packed In The Container And Secured,
• The Cargo Has Been Evenly Distributed In The Container,
• The Container And The Packages Have Been Properly Marked, Labelled And Placarded,
• The Dangerous Goods Declaration From The Shipper Has Been Received From The Actual/Original Shipper,
• Drums Have Been Stowed In An Upright Position Unless Otherwise Authorised,

• Possibility That Leakage May Have Caused A Concentration Of Flammable Or Toxic Vapours.
• Or Has Produced An Oxygen Enriched Or Depleted Atmosphere.

Containers Carrying A Significant Quantity Of Such Dangerous Goods Should Be Stowed As Far As Practicable From The Accommodation And Navigational Areas, Unless A Container Jettison Device Has Been Fitted And Is Operational. When Cooling Is Recommended A Container Should Be Cooled From The Outside Only.

5. The Stowage Of Temperature Controlled Packages Inside A Ctu Should Be Such That :

• The Doors Should Be Capable Of Being Opened Readily In An Emergency,
• Carrier Should Be Informed About The Stowage Plan Inside The Ctu,
• Cargo Packages Should Be Secured So As To Prevent The Falling Of Packages On Opening The Door,
• The Stowage Inside Should Allow For Adequate Air Circulation Throughout The Cargo.

6. The Master Should Be Provided With :

• Operating Instructions For The Refrigeration System,
• Instruction For Regular Monitoring Of Temperatures And Any Fluctuations,
• A Set Of Essential Spares Available For Emergency Use.

7. The Temperature Should Be Monitored At Regular Intervals And A Log Of Readings Maintained (Atleast Once Every 4 To 6 Hours).

Design For Double Hull Tankers.

• In The Wake Of The Exxon Valdez Disaster, Particular Attention Has Been Directed Towards The Development Of New Designs For Tankers Which Would Result In Reduced Pollution.
• These Designs Have Been Mandatory For Ships By Virtue Of Their Being Incorporated As Amendments To Marpol 73/78 In 1992 As Regulation 13(F).
• The Regulations Apply To New Oil Tankers Of 5000t Dwt And Above For Which:

1. The Building Or Major Conversion Contract Is Placed On Or After July 6^th 1993.
2. The Keel Is Laid Or The Construction Work Commenced After Jan 6^th 1994.
3. The Delivery Is Made Or The Work Completed On Or After July 6^th 1996.

• The Entire Cargo Tank Length Shall Be Protected By The Ballast Tank Or Other Spaces But Not Fuel Or Cargo Tank As Follows.

1. Wing Tanks Shall Extend From The Deck To The Top Of The Double Bottom Tanks, Having A Minimum Breadth "W", Where "W" = (0.5 + Dw)/20,000. However "W" Cannot Be Less Than One Metre And Need Not Be More Than Two Metres.

 

2. Double Bottom Tanks Having A Height "H" Shal Be Provided Below The Cargo Tank Space. This Distance "H" Shall Be Measured At Right Angles Toi The Shell Plating And Shall Prevail Upto A Height Of ‘1.5h’above The Bottom Shell Plating. H = B / 15 However ‘H’ Cannot Be Less Than One Metre And Need Not Be More Than Two Metres.

 

3. Where ‘H’ And ‘W’ Are Different, At The Turn Of The Bilge ‘W’ Shall Prevail At A Height Above 1.5 ‘H’ From The Bottom Shell Plating.

 

 

4. On Crude Oil Tankers =>20,000 Tons Dwt And Product Carriers => 30,000 Tons Dwt, The Aggregate Capacity Of All Ballast Shall Not Be Less Than The Sbt Capacity Required Under Reg. 13 To Meet The Imo Draught And Trim Requirements.
5. Suction Wells Of Cargo Tanks May Protrude Into The Db. Tank Below Provided The Suction Well Is Made As Small As Possible And The Height Of The Bottom Of The Suction Well From The Bottom Shell Plating Is Not Less Than 0.5 H
6. Ballast Pipes Including Vent Pipes And Sounding Pipes Shall Not Pass Through Cargo Tanks And Vice Versa; Except That Exemptions May Be Given For Short Lengths Of Piping Which Are Completely Welded Or Equivalent.

• Oil Shall Not Be Carried In A Space Forward Of The Collission Bulkhead Or (In Oil Tankers Which Are Not Required To Have A Collission Bulkhead) Any Other Bulkhead Located In A Similar Position.
• Double Bottom Tanks May Be Dispensd With If The Weight Of Cargo + Vapour Pressure Doesn’t Exceed The Outsiode Water Pressure, So That In Case Of A Rupture Of Tank Bottom Water Will Enter The Tank Instead Of The Oil Flowing Out Thus For This To Happen,

1. * Depth Of Cargo * Cargo Density * G + 100p Should Be < = Minimum Draught * Density Of Sea Water * G

• A Horizontal Partition (Mid Height Deck) May Be Necessary To Fulfill The Above Requirement Specially When The Tank Is Fully Loaded. This Partition May Be At A Height Of B/6 Dr 6 Metres Above The Base Line Whichever Is Lesser But Not More Than 0.6d Where ‘D’ Is Moulded Depth Amidships.
• The Location Of Wing Tanks Shall Be Same Except That Below 1.5 H From The Base Line The Cargo Tank Boundary May Be Vertical Down To The Bottom Shell Plating.
• Oil Tankers Less Than 5000 Tns Dwt. Shall Be Fitted With D.B. Tanks Of Height Equal To B/15 Subject To A Minimum Of 0.76 Mts, In The Turn Of The Bilge Area The Tank Top Shall Extend Parallel To The Line Of The Midship Flat Bottom To Meet The Shipside.
• Cargo Tanks On These Ships Must Not Have A Capacity Greater Than 700 M^3 Or Else Wing Tanks Will Have To Be Provided Having A Width Of W = 0.4 + 2.4 Dw / 20,000 Mts. Subject To A Minimum Of 0.76 Mts.

Other Methods Of Design And Construction Of Tankers May Also Be Accepted And Approved By The I.M.O. Provided That They Ensure Atleast The Same Level Of Protection Against Oil Pollution In The Event Of Collision Or Stranding

The Following Rotation Of Fire Drills Are Recommended :

1. Machinery Space Fire
2. Accommodation Fire
3. Galley Fire
4. Paint/Chemical Locker Fire
5. Fire/Explosion In Cargo Tanks
6. Fire/Explosion In Bunker Tanks
7. Fire In Pumproom
8. Fire In Steering Gear
9. Fire In Stores/Locker

All Pollution Drills Must Be In Accordance With Chapter 6 Of The Vessel Response Plan.

The Following Rotation Of Drills Are Recommended :

1. Notification / Alerting – (Communication) Drill
2. Pre Arrival Checks
3. Pipeline Leakage
4. Towing
5. Tank Overflow
6. Cargo Or Bunker Transfer
7. Grounding
8. Fire & Explosion
9. Collision
10. Touching Bottom
11. Hull Leak
12. Excessive List
13. Pumproom Room Rescue
14. Escape Of Toxic Fumes/Cargo
15. Leakage/Hose Burst At The Manifold

The Following Rotation Of Emergency Drills Are Recommended :

1. Rescue From Cargo Pumproom In Hostile Atmosphere
2. Rescue From Engineroom In Hostile Atmosphere
3. Rescue From Cargo/Ballast Tanks In Hostile Atmosphere
4. Manoverboard
5. Structural Failure
6. Main Engine Failure
7. Steering Gear Failure
8. Terrorism / Piracy Attack
9. Helicopter Operations
10. Heavy Weather Damage
11. Collision/Grounding And Damage Control Procedures
12. Medical Emergencies.

Respect The Dignity Privacy Of An Individual Incase He Fails The Test And Take Into Relevant

International Guidelines, It Should Be Brought To The Notice Of All Individuals That 2 Units Of Alcohol In An Hour Will Result In Bac Of 0.04%. Alcohol Metabolizes Out Of The Body At An Average Rate Of 1 Unit Of Alcohol Per Hour.

There Should Be No Alcohol In Your Blood When You Report On Duty.

E.C.D.I.S.- Electronic Chart Display And Information System.

An Ecdis Is An Unified Navigational Information Which Presents On An Updated Chart Background, The Updated Route, Present Position And Past Track, Interfacing With Equipment Like Radar, Arpa And Gps To Improve Safe Navigation Through The Clear Display Of The Situation In The Vicinity Of The Ship.

Raster:

1. Direct Copies Of Existing Paper Charts.
2. Same Symbols And Colour As Paper Charts.
3. As Accurate And Reliable As A Paper Chart.
4. Cheaper And Simpler To Produce.
5. Officialy Produced Raster Chart Widely Available Eg. Arcs.
6. Standard Navigational Tasks Possible.
7. Many Ecdis Functions Possible.

Disadvantages:

1. Display Cannot Be Customised.
2. Clutter Is A Problem As Information Cannot Be Selectively Displayed.
3. Alarm For Depth And Dangers Not Possible.
4. Cannot Be Integrated For Information.
5. Cannot Be Rotated.

Vector:

1. Information Is Layered And Displayed Selectively.
2. Customisation Possible.
3. Safety Depth, Contours, Warnings Possible.
4. Chart Ed Objects Can Be Integrated For Further Information.
5. Display Regeneration Faster.
6. Rotation At Any Angle Possible.

Disadvantage:

1. Costlier Production.
2. Charts For Many Sea Areas Not Possible For Many Years Due To This.
3. Additional Training Required.
4. More Difficult To Ensure Quality And Integrity Of Data.

Emergency Generator:

• This Is A Most Important Auxillary Unit. It Is For Use Under Conditions Of Emergency When The Main Generators Are Out Of Action, To Supply Electrical Energy For Essential Emergency Services.
• These Include Navigation Lights, Emergency Lighting, Communications, Emergency Bilge And Fire Pumps And Operation Of Watertight Doors.
• The Prime Mover Driving The Generator Is A Completely Independent Self-Contained Compression-Ignition Internal Combustion Engine With Its Own Source Of Fuel Supply, The Fuel Being Good Quality Light Diesel Oil Which Makes Starting Esy In Cold Conditions.
• Prior To Starting, The Cooling And Lubricating Systems Are Checked. The Method Of Starting Depends To A Large Extent On The Size Of The Engine.
• For Large Units The Engine Is Started By Compressed Air In A Similar Manner To The Main Engine, The Air Being Stored In Separate Air Bottles.
• Usually The Turning Of The Handwheel Opens The Starting Air To The Engine Which Runs The Engine Quickly Upto Working Speed, Turning The Same Handwheel Further Cuts The Starting Air Off And The Fuel System On.
• Medium And Small Systems Use Hand Cranking Or Using Hydraulic Starter.
• Starting Cartridge May Be Fitted Into Holders In The Combustion Space To Provide Hot Spots And Hense Assisting The Initial Firing.
• Many Small Sized Engines Are Started By Electric Motors In A Similar Manner To The Starting Mechanism Of The Motor Car Engine Except That The Battery Supply Is More Often 24 Volts.
• A Trickle Charger Keeps Fully Charge The Batteries.
• Situated In The Same Compartment As The Emergency Generator. Is The Switchboard Which Is Connected To The Emergency Services Mentioned Above, And To The Main Switchboard In The Engineroom.
• When Emergency Power Is Required To Be Transferred From The Main Generating System To The Emergency Generating System, The Voltage Is Adjusted To The Desired Value, Emergency Circuit Breaker Closed And The Breaker From The Main System Opened.
• In The Event Of Main Electrical Power Failure In The Modern System The Emergency Generator Is Designed To Start Automatically And Give Emergnecy Power Without Human Intervention.
• All Emergency Genrators Must Be Tested Frequently And Regularly By Strarting, Running And Switching Over The Emergency Circuit From The Main Supply To The Emergency Supply.
• The Whole System Must Be Mantained In Perfect Running Order And Always In Complete Starting Readiness, For Eg. Fuel Supply Tanks Full; Air At The Correct Pressure In The Starting Air Bottle, Or Fully Charged Batteries.

Almanac Year 1989:

This Almanac May Be Used For The Sun And Stars For The Following Year In The Following Manner.

For The Sun

• Take Out The Gha And Declination For The Same Date But For A Time 5 Hours 48 Minutes Earlier Than The Uti Of The Observation;
• Add 87 Degrees To The Gha So Obtained.
• The Error, Mainly Due To Planetary Perturbations Of The Earth Is Unlikely To Exceed 0.4. Minutes.

For The Stars:

• Calculate The Gha And Declination For The Same Date And The Same Time, But Substract 15.1 Minutes From The Gha So Found.
• The Error Due To Incomplete Correction For Precession And Nutation Is Unlikely To Exceed 0.4 Minutes.
• If Preferred The Same Result Can Be Obtained By Using A Time 5 Hours 48 Minutes Earlier Or 18 Hours 12 Minutes Later, Than The Uti Of The Observation (As For The Sun) And Adding 86 Degrees 59.2 Minutes To The Gha (Or Adding 87 Degrees As For The Sun) And Substracting 0.8 Minutes For Precession From The Sha Of The Star.

The Almanac Cannot Be Used For The Moon Or The Planets:

Mt: ____________________ Reference Number : ____________

This Permit Relates To Entry Into Any Enclosed Space As Described In The I. S. G. O. T. T.

• General

This Section To Be Completed By The Master

• Section 1 Pre-Entry Preparations This Section To Be Completed By Responsible Officer
• Has The Space Been Segregated By Blanking Off Or Isolating All Connecting Pipelines?  Yes  No  N.A.

• Have Valves On All Pipelines Serving The Space Been

• Has The Space Been Cleaned ?  Yes  No  N.A.
• Pre-Entry Atmosphere Tests : (See Note 2)  Yes

• Have Arrangements Been Made For Frequent Atmosphere

• Have Arrangements Been Made For The Space To Be

• Is Adequate Illumination Provided? 
• Is Rescue And Resuscitation Equipment Available For

• Has A Responsible Person Been Designated To Stand By The Entrance To The Space? 
• Has The Officer Of The Watch (Bridge, Engine Room,

• Has A System Of Communication Between The Person At

• Are Emergency And Evacuation Procedures Established And Understood ? 
• Is There A System For Recording Who Is In The Space? 
• Is All Equipment Used Of An Approved Type? 
• Section 2

This Section To Be Completed Jointly By Responsible Officer And By The Team Leader Of The Team Entering The Space

• Section 1 Of This Permit Has Been Completed Fully. 
• I Am Aware That The Space Must Be Vacated Immediately

• I Have Agreed The Communication Procedures. 
• I Have Agreed Upon A Reporting Interval Of ........ Minutes. 
• Emergency And Evacuation Procedures Have Been Agreed And Are Understood. 

• Section 3 Authorization In The Circumstances Noted, It Is Considered Safe To Proceed

• Section 4

The Work Has Been Completed And All Persons Are Out From The Enclosed Space.

2. In Order To Obtain A Representative Cross-Section Of The Compartment’s Atmosphere, Samples Should Be Taken From Several Depths And Through As Many Openings As Possible. Ventilation Should Be Stopped For About 10 Minutes Before The Pre-Entry Atmosphere Tests Are Taken ( See I. S. G. O. T. T. ).

• Terminals Require The Provision Of So-Called ‘Fire-Wires Or ‘Towing-Off’ Wires. These Are Mooring Wires Hung Over The Off-Berth Side Of The Ship. They Enable Tugs To Pull The Ship Away From The Pier Without The Assistance Of Any On Board Crew Member In Case Of A Serious Fire Or Explosion. Refer Also To Referance 6 (Isgott, 4^th Edition, 1996) Chapter 3.7.2
• A Common Method Is To Provide Two Wires, One Near The Bow And One Near The Stern. They Are Secured To Bollards With A Minimum Of Five Turns And Are Oed Directly To A Ships Chock With No Slack On Deck.
• The Outoard End Of The Line Is Provided With An Eye To Which A Heaving Line Is Attached And Led Back To The Deck.
• During Loading And Discharge, The Heaving Line Is Periodically Adjusted To Maintain The Eye Of The Fire Wire One To Two Metres Above The Water. Some Terminals Require Different Methods And Operators Should Be Aware Of Local Regulations.
• When Not In Use, The Fire Wires Are Preferably Spooled Onto Reels Which May Be Located On Or Below Deck.
• Fire Wires Should Be Of 6*36 Iwrc Construction And Be Made Of The Same Type Of Steel As Recommended For Standard Mooring Wires The Use Of Synthetic Or Natural Fiber Ropes Is Not Permitted As These Would Burn In The Event Of A Fire.
• The Following Table Gives Guidance On Minimum Diametres And Lengths For Various Ship Sizes, However, Lengths May Vary Dependant On Positioning Of Mooring Bitts And Vessels Freeboard.

· Prevention Is Better Than Rescue. Use Safe Work Practices To Avoid Exposure.
· Avoid Delays In The Rescue. Response Must Be Immediate If A Worker Is Overcome. The Buddy System Is The Best Way To Ensure That A Rescue Is Started Immediately. When A Worker Is In Trouble, Their Buddy Should Know It And Initiate The Seven Step Initial Response Strategy As Taught In The H2s Alive Course. Head Counts And Meeting Areas Are Only A Back-Up To The Buddy System.

• The Safety Of The Rescuers Is The Prime Consideration In An H2s Emergency. The Rescue Must Not Be Done Unless The Gas Is Absolutely, For Sure, Gone Or Rescuers Are Protected By Breathing Apparatus. The Fire Hazard Associated With A Gas Leak Should Also Be Considered And Rescue Should Be Delayed If Sources Of Ignition Are Immediately Downwind Of The Leak.
• Remove The Victim From The Gas Or Stop The Leak And Allow The Gas To Blow Away, Or Both. Be Absolutely Sure That The Gas Will Not Reach The Area Where First Aid Is Being Done. When In Doubt, Move Farther Upwind From The Source Of The Gas.
• If Breathing Has Stopped And Has Not Resumed Spontaneously, Some Form Of Artificial Respiration Is Required. The Sooner This Can Be Initiated Following Respiratory Arrest, The More Likely The Victim Is To Survive Without Permanent Damage. Resuscitators And Masks Can Be A Hazard If Rescue Is Delayed Because They Divert The Rescuers Attention To Equipment And Technique, Possibly Causing Further Delays.
• Mouth To Mouth Artificial Respiration Is, By Far, The Best Treatment For A Non Breathing Victim Of H2s. There Are Three Big Advantages To Mouth To Mouth:

1. No Chance For Mistakes - It Is Absolutely Obvious If We Are Doing It Correctly. We Can Feel The Air Go In And Feel It Come Back Out Against Our Cheek.
2. Faster Recovery - H2s Interferes With The Way That Nerve Cells Use Oxygen To Produce Signals. When The Nerves Of The Respiratory System Are Not Sending Sufficient Signals, Breathing Stops. The Extra Carbon Dioxide In Our Breath When We Are Doing Mouth To Mouth Seems To Stimulate The Remaining Nerve Cells So That Spontaneous Breathing Returns More Quickly.
3. Avoids Aspiration Of Vomit - Some Victims Experience Nausea And Vomiting After Exposure To H2s. This Will Not Occur Until Consciousness Returns. Consciousness Normally Doesn’t Return Until After Spontaneous Breathing Returns. A Rescuer Doing Mouth To Mouth Will Be Aware Of The Return Of Breathing And Can Place The Victim In The Recovery Position.

• The Position The Rescuer Takes While Doing Mouth To Mouth (Kneeling Beside The Victims Head) Is Also Advantageous. There Have Been Reports Of Convulsions Being A Symptom Of H2s Poisoning And The Rescuer Can Easily Avoid Being Struck. The Victim Will Be Confused And Frightened When He Regains Consciousness And The Face To Face Position Allows The Best Communication. This Position Also Allows The Victim To Be Turned Easily At The First Sign Of Vomiting.
• Rescue And Resuscitation Should Be Done Calmly, Quietly And Gently. There Are Reports Of After Effects Of H2s Poisoning Such As Short Term Memory Loss And Facial Paralysis. These Effects Could Be From Rough Handling.
• After The Victim Is Breathing Normally, Let Them Rest Quietly. Use Blankets To Reduce Shock. There Is No Need To Rush Them To A Hospital. The Emergency Is Over Once Breathing Has Been Restored.
• Once The Victim Has Recovered Enough That He Is Sitting Up And Conversing Normally, The Symptoms Of The Acid Gas Effects Of H2s Exposure Can Be Treated. Eyewash And Dark Glasses For The Sore Eyes, A Soothing Drink Such As Water Or Milk For The Sore Throat.
• When The Victim Feels Up To It He Can Change His Clothes, Wash Up, Gather His Belongings Such As His Wallet And Glasses. Then He Should Be Taken To Medical Aid. A Person Who Has Lost Consciousness From H2s Exposure Must Be Seen By A Doctor Because Of The Chance Of Pulmonary Edema. They Must Not Drive Themselves Because Their Coordination Has Probably Been Affected. They Must Not Return To Work, Not Only Because Of Their Coordination But Also Because There Are Reports Of Severe Permanent Effects On People That Are Gassed Twice In The Same Day.

1. Anchor Fouled By Under Water Obstruction.

• Vessel Is Moved Ahead Under Engines, Veering Cables Until It Grows Well Astern.
• When The Vessel Is Brought Upto With The Cable Growing Astern, And The Cable Is Taut, Then Work The Engines Ahead Slowly And See If The Cable Breaks Out Slowly.
• In Case It Doesnot Break Out Then Steer The Vessel Slowly In An Arc Towards The Anchor And Try To Rotate The Anchor And Break It Out By Constant Movement.
• If Still Unsuccessful Then Try The Above Procedures Using Astern Movements.
• If Still Not Successful Then Rig Up An Anchor Buoy And Slip Cable For Later Recovery.

1. Anchor Fouled With Wire Cable Etc.

• Anchor And Fouling To Be Hove Well Up Into The Hawse Pipe.
• Use A Fiber Rope And Pass It Round The Obstruction And Heave Both Ends Taut And Make Fast On The Forecastle Deck Near Maximum Flare.
• Walk Back Anchor Clears Of Obstruction.
• Heave The Anchor Into The Hawse Pipe.
• The Obstruction Which Is Now Clear Of The Anchor Can Be Released By Slipping The Fiber Rope.

1. Foul Hawse:

• Gear Necessary For This Operation Shoud Be Made Ready For Slack Water.
• It Will Include Atleast Three 20 / 25 Mm Wires, Lashing Wires Or Ropes, Boatswains Chair And Equipment Necessary For Breaking A Cable To A New Stream Thus Giving About 6 Hours Of Freedom.
• The Hawse Is Clear By Unshackling The Sleeping Cable And Passing The End Round The Riding Cable.

Procedure:

1. Heave On Both Cables To Bring The Foul Turns Above Water And Lash Both Cables Together Below The Turns With A Natural Fibre Lashing.
2. This Lashing Will Prevent The Turns From Working Themselves Further Down The Cables.
3. Pass A Wire Preventer (25mm Wire) Around The Sleeping Cable Down From The Turns This Will Reduce The Weight On The Turns And Serve To Secure The Sleeping Cable Should The End Be Lost.
4. Walk Back On The Sleeping Cable To Bring The Next Joining Shackle Convienently Forward Of The Windlass.
5. Rig A Temporary Easing Wire (25mm Wire) At A Point Forward Of The Joining Shackle So That It Can Take The Weight Of The Sleeping Cable When The Joining Shackle Is Broken.
6. Run A Wire Rope Messanger (25mm Wire) From The Windlass Drum To Outside. Take Half A Turn About The Riding Cable In The Direction Opposite To The Foul Turns In The Cable With This Messanger.
7. Pass The End Of The Messanger Up Through The Hawse Pipe Of The Sleeping Cable And Secure It To The End Of The Sleeping Cable.
8. Heave Away On The Messanger And Simultaneously Ease Away On The Easing Wire, Heaving The End Of The Sleeping Cable Up Towards The Fairlead Thus Removing A Half Turn From The Fouled Cables.
9. Follow The Same Procedure To Remove The Remaining Turns.
10. When We Get A Clear Hawse, Haul In The End Of The Sleeping Cable And Rejoin It.
11. The Preventer Wire Should Be Slipped And Cleared, Lashing Should Be Cut Or Burnt Away. Heave Away On Both Cables Picking Up On Any Slack.

Sea Areas:

In Gmdss System The World Is Divided Into Four Sea Areas.:

Within The Radio Telephone Coverage Area Of A Vhf Coast Station Which Has Continous Dsc Altering Avaliable.

Excluding Area1 But Within The Mf Radio Telephone Coverage Area Of A Coast Station Which Has Continous Dsc Altering Avaliable.

Excluding Area A1 &A2 &Within The Coverage Of The Inmarsat Geostationary Satellites I.E. 70degrees North To 70 Degrees South.

Areas Outside A1 ,A2 ,A3.This Is Essentially The Regions North Or South Of The 70 Degrees Lines Of Latitude (Polar Regions).

As Stated Above, These Are Quoted On The License.The More Commonly Used Types Of Emission Are Listed Below.

Sat C System Has A Capablity Known As Enhanced Group Calling Which Enables Information Providers To Send Messages For Selective Reception By Egc Recievers Located In The Four Ocean Regions.

The Information Provider Determines Which Receivers Are To Receive The Message By Including Identifying Information Such As The Nav Area, Met. Area And Geographical Areas For Which The Msi Is Intended Along With The Message Individual Receivers Can Be Programed To Use This Information To Select Only The Required Messages And To Delete All The Others.

Egc Receiver Operator To Program The Receiver With The Geographical Areas For Which The Msi Shall Be Received.

1) Cospas-Sarsat Epirb.

2. Inmarsat-E Epirb.
3. Vhf Dsc Epirb (Ch 70 Dsc).

1. Cospas-Sarsat Epirb: The System Uses Several Satellites At A Low Earth Orbit Of 850-1000 Kms,Each Of The Satellites Making A Complete Orbit Of The Earth In About 100 Minutes.

1. Real Time Mode: In This Type Of Mode A Repeater On Board The Satellite Relays The Epirb Signal Directly To The Ground Where It Is To Be Received And Processed By The L.U.T.

For This Mode The Lut And The Epirb Have To Be In The Footprint Of The Satellite.

2. Global Coverage Mode: The Satellite Stores The Signals Activated From The 406 Mhz Epirb, Sa The Satellites Path/Footprint Brings It In View Of A Lut. Information Including Beacon I.D. Frequency Of Detection And Time Of Detection Is Continuously Relayed Down To The L.U.T. Which After Computing The Position Of The Beacon Shall Relay The Same To The Rcc/Mrcc.

Every 406 Mhz Epirb Has A Unique Identity Code Which Is A Part Of The Signal, This Code Could Be A Call-Sign,Serial Number Or A Mmsi Number. This Code Is Programmed By The Supplier Before It Is Installed On The Vessel.

1. The Epirb Shall Be Placed In An Easily Accessible Position Like The Bridge-Wing Or The Compass Deck.
2. Be Capable Of Manual Release And Also Be Capable Of Being Carried To The Survival Craft By A Single Person.
3. Be Capable Of Being Floating Free From A Sinking Vessel If It Is Fitted With A H.R.U.
4. Be Capable Of Being Activated Manually.

Epirb Operation.

Off/Safe: The Beacon Is Switched Off& Will Not Transmit.

Armed /Auto: The Beacon Will Auto Matically Switch On When It Is To Be Released From The Float Free Bracket (Armed Type) Or Will Activate When Itr Gets In Contact With Contact With Water As There Are Two Mettalic Contacts On The Bottom(Auto).

On : The Beacon Will Automatically Switch On And Transmit (Manual Mode.)

Test: Activates A Built In Test Routine.

The Purpose Of Epirb To Determine The Position Or The Survivors/ Distress Vessel During Sar Operationsand As Asecondary Means Of Altering. It Indicates That One Or More Persons Are In Distress May No Longer Be On Board A Ship Or Aircraft And That Receiving Facilities May Not Be Avaiiable.

It Utilises The Geo Stationary Satellite System. The Transmission Is Made Alternately Im Frequency Ranges From 1644.3mhz &1644.5mhz&1645.5 00 -1646.5hz In Order To Be Received From Both The First &The Following Generations Of Inmarsat Satellites.

Upon Activation The Epirb Trasmits A Distress Altert Containing The Ships Station Identity, Position Information Either Gps Or Manual &Additional Information (Nature Of Distress).They Cannot Be Used In Area A4. It Has A Inbuilt Gps.

All Vhf Dsc Epirbs Will Have An Inbuilt Sart So That It Can Reveal Its Position To The Vessels In The Area Where The Epirb Is Activated.

# When The Vhf Dsc Epirb Is Activated On The Dsc It Will Only Show Nature Of Distress As Undesignated And Further "Epirb Emission Shall Appear"

5. Tropical Zones.

490. Local Languages.

Iii: Maritime Safety Information (Telex).

1. 4210 Khz.
2. 6314
3. 8416.5
4. 12579
5. 16806.5
6. 19680.5
7. 22376
8. 26100.5

• Stands For Ship Aircraft Operations.

Vi: On Board Communications.

Navtex Is An Automatic Direct Printing Service For S.A.R., Navigational/Meteorological Warnings And Urgent Information To Ships.

It Is Afine Tuned And Fully Automatic Receiver Incorporating An Audible Alarm For Priority Message Mode.

The Frequency Used Primarily Is Additionaly 4209.5 Khz Is Used In Tropical Regions Where There Is A High Degree Of Interferance Due To Static.

The Receiver Can Also Use 490 Khz For The Receipt Of Messages In Local Languages After The Full Implimentation Of Gmdss.

The Processor Unit Allows The Foll:

1. To Receive Information From Selected Stations.
2. To Receive Certain Types Of Information Only.
3. Prevent Printing Of The Message Again.
4. Store Received Messages.
5. To Prevent Printing If Message Is Not Of Sufficient Strength Or Signal Not Good Enough.

1. The First Character Denotes The Transmitting Station.
2. Second Denotes Message Category.
3. Third And Fourth Are Serial Numbers For The Message Received In 4 H2ours.
4. The Serial No. 00 Denotes Urgent Traffic And Cannot Be Deleted.

The World Is Divided Into 16 Navareas Each Having Transmiting Stations From Alpha To Zulu, The Geographical Boundary Of Each Navarea And Its Station Is Given In Alrs Vol 3 / 5.

Eg, Zczc Ga23 Zczc Is The Start Of Message, "G" Is The Identification Of The Transmitter,"A" Is The Type Of Message, "23" Denotes The Number Of Message.

• For A Navtex Reciever If Login Accept Is Carried The Foll. Actions Will Be Carried Out By The Reciever.

1. Prints Header Code Of Messages Already Received,
2. Will Print Header Code Of Rejected Messages,Ie. Transmitter Not Selected Or Message Type Not Selected.
3. Will Print Information Of Corrupted Header.
4. Will Give Information Of Corrupted Message.
5. Will Print Messages Of An Error Rate Of Less Than 33%.

1. Will Print None Of The Above.
2. Will Print Messages Without Any Error.

S.A.R.T.S. Search And Rescue Transponders.

The Purpose Of The Sart Is To Indicate The Position Of Persons Or Vessels In Distress. They Operate On 9 Ghz(3 Cm X-Band Radar)

And Only Transmit When Interrogated By The Sar Vehicles Radar When Within 5 Nautical Miles.

The Transmission Produces A Distinct Line On The Radar Of About 12 Blips Extending Out From The Sarts Position Along Its Line Of Bearing. The Interval Between Each Blip Is 0.6 Miles.

At 1 Nautical Mile The Blips Shall Change To Wide Arcs And Become Complete Circles As The Sart Is Close To The Interrogated Sar’s Radar.The Blip Closest To The Sar’s Radar Is The Actual Location Of The Sart Vehicle.

Sarts Should Respond When Interrogated By A Mobile Units Radar With A Scanner Height Of 15 Mts At A Distance Of Atleast 5 Nautical Miles.

Also By A Compatible X-Band Radar Fitted To An Aircraft Operating At A Height Of 8000 Feet At A Distance Of 30 Miles.

An Audible Alarm Or A Small Light Is Incorporated Into The Device In Order To Draw The Attention Of The Persons In Distress That A Rescue Ship Or Aircraft Is Within Close Range.

The Battery Should Be Able To Operate For 96 Hours On The Stand-By Mode And For A Period Of 8 Hours On The Transmitting Mode.

Sarts Should Be Mounted As High As Possible. Imo. Recommends That The Sart Shoule Be Mounted 1 Mt. Above The Sea Level.

Sarts Should Be Tested Once A Month To Obtain Proper Operation:

The Foll. Are The Specifications Of The Said Equipment.

1. Provide Operation On Channel 16 And One And Any Other Channel.
2. Be Capable Of Operation By Unskilled Persons.
3. Be Capable Of Operation By A Person Wearing Gloves.
4. Single Handed Operation Except For Changing Channel.
5. Withstand A Drop From A Height Of 1 Mt.
6. Mantain Water Tightness To A Depth Of 1 Mt For 5 Mins.
7. Not Affected By Sea Water And Oil.
8. Should Be Light Weight, Small In Size And Not Having Any Sharp Projections.
9. Should Have A Primary Battery Ie. Non Rechargeable

And May In Addition Carry Rechargeables As Spares.

10. Be Of A Highly Visible Colour (International Orange Or Taxi Yellow) Or Have A Strip Of The Same.
11. Have The Capablity Of Being Attached To The Users Clothing.

M.T. _______________________ Reference Number : __________

This Permit To Work Relates To Any Work Involving Temperature Conditions Which Are Likely To Be Of Sufficient Intensity To Cause Ignition Of Combustible Gases, Vapour Or Liquids In Or Adjacent To The Area Involved. Before Completing This Form, Refer To The Accompanying Guidance Notes, And To I.S.G.O.T.T.

• General

This Section To Be Completed By The Master

• Section 1

This Section To Be Completed Jointly By Responsible Officer And By Hot Work Team Leader

Date / Time _____________________ Responsible Officer Signature : _________________________

• Section 2

This Section To Be Completed By The Master

4. Is The Equipment Or Pipeline Free Of Liquid ?  Yes;  No Time .........................

8. Special Condition / Precaution ……………………………………………………………….…

• Section 3

Authorization

In The Circumstances Noted It Is Considered Safe To Proceed With Hot Work.

• Section 4

The Work Has Been Completed And All Persons Under My Supervision, Materials And Equipment Have Been Withdrawn.

General

1. Starting / Finishing Time Must Not Exceed The Authorized Signatories’ / Responsible Officer’s Working Hours.
2. Specific Location Of Hot Work Should Be Given.
3. Description Of Hot Work To Include Type Of Equipment To Be Used.

Section 1:

Applies To All Hazardous Work Not Involving Naked Flame Or Continuous Spark Production, And Would Include Use Of Electrical Equipment, Use Of Air Driven Rotary Equipment, Sand Or Grit Blasting, Hammering And Mechanical Chipping And Movement Of Equipment Or Materials Over Or Near To Machinery That Is Operating.

Section 2:

Applies To All Hot Work Involving High Temperature, Open Flame, Electric Arc Or Continuous Source Of Sparks Etc. This Type Of Work Includes But Is Not Limited To Welding, Burning And Grinding.

Test For Combustible Gas Should Be Carried Out Immediately Before Commencement Of Hot Work And At Frequent Intervals As Long As The Work Is In Progress.

I.A.M.S.A.R. :International Aeronautical And Maritime Search And Rescue Manual.

The Primary Purpose Of The Three Volumes Of The Iamsar Manual Is To Assist The States In Meeting Their Own Search And Rescue Needs, And The Obligations They Accepted Under The Convention On International Civil Aviation, The International Convention On Maritime Search And Rescue, And The International Convention For The Safety Of Life At Sea. These Volumes Provide Guidelines For A Common Aviation And Maritime Approach To Organising And Providing Sar Services. States Are Encouraged To Develop And Improvise Their Sar Services, Co-Operate With Neighbouring States, And To Concider Their Sar Services To Be Part Of A Global Sar System.

Each Iamsar Manual Volume Is Written With Specific Sar System Duties In Mind, And Can Be Used As A Stand-Alone Document Or, In Conjunction With The Other Two Volumes As A Means To Attain A Full View Of The Sar System.

Volume 1: The ‘Organisation And Management Volume’, Discusses The Global Sar System Concept, Establishment And Improvement Of National And Regional Sar Systems And Co-Operation With Neighbouring States To Provide Effective And Economical Sar Services.

Volume 2: The ‘Mission Co-Ordination Volume’, Assists Personnel Who Plan And Co-Ordinate Sar Operations And Exercises.

Volume 3: The ‘Mobile Facilities’, Volume Is Intended To Be Carried Aboard Rescue Units, Aircraft, And Vessels To Help In Performance Of Search, Rescue Or On-Scene Co-Ordinator Function And With Aspects Of Sar That Pertain To Their Own Emergencies.

This Manual Is Published Jointly By The International Civil Aviation Organisation And The I.M.O.

Contents Of Volume Iii:

1. Abbreviations And Acronyms.
2. Glossary.
3. Section 1: Overview.
4. Section 2: Rendering Assistance.
5. Section 3: On Scene Co-Ordination.

Types Of Search Patterns:

1. Expanding Square Search (Ss):

• Most Effective When The Location Of The Search Object Is Known Within A Relatively Close Limit.
• The Commence Search Point Is Always The Datum Position.
• Often Appropriate For Vressels Or Small Boats To Use When Searching For Persons In The Water Or Other Search Objects With Little Or No Leeway.
• Due To The Small Area Involved This Procedure Must Not Be Used Simultaneously By Multiple Aircraft At Similar Altitudes Or By Multiple Vessels.
• Accurate Navigation Is Required; The First Leg Is Usually Oriented Directly Into The Wind To Minimise Navigational Errors.
• It Is Difficult For Fixed Wing Aircraft To Fly Legs Close To Datum If Track Spacing Is Less Than 2 Miles.

1. Sector Search (Vs):

• Most Effective When The Position Of The Search Object Is Accurately Known And The Search Area Is Small.
• Used To Search A Circular Area Centered On A Datum Point.
• Due To The Small Area Involved, This Procedure Must Not Be Used Simultaneously By Multiple Aircraft At Similar Altitudes Or By Multiple Vessels.
• An Aircraft And A Vessel May Be Used Together To Perform Independent Sector Searches Of The Same Area.
• A Suitable Marker (For Eg. A Smoke Float Or A Radio Beacon) May Be Dropped At The Datum Position And Uysed As A Reference Or Navigational Aid Marking The Centre Of The Pattern.
• For Aircraft, The Search Pattern Radius Is Usually Between 5 And 20 Miles.
• For Vessels The Search Pattern Radius Is Usually Between 2 And 5 Miles And Each Turn 120 Deg Normally Turn To Stbd.

1. Track Line Search (Ts):

• Normally Used When An Aircraft Or Vessel Has Disappeared Without A Trace Along A Known Route.
• Often Used As Initial Search Effort Due To Ease Of Planning And Implementation.
• Consists Of A Rapid And Resonably Thorough Search Along Intended Route Of The Distressed Craft.
• Search May Be Along The Side Of The Track Line And Return In The Opposite Direction On The Other Side (Tsr).
• Search May Be Along The Intended Track And Once On Each Side, Then Search Facility Continues On Its Way And Doesn’t Return (Isn).
• Aircrafts Are Frequently Used For Ts Due To Their High Speed.
• Aircraft Search Height Usually 300 - 600 Mts During Daylight Or 600 - 900 Mts At Night.

1. Parallel Sweep Search (Ps):

• Used To Search A Large Area When Survivor Location Is Uncertain.
• Most Effective Over Water Or Flat Terrian.
• Usually Used When A Large Search Area Must Be Divided Into Sub Areas For Assignment To Individual Search Facilities On Scene At The Same Time.
• The Commence Search Point Is In One Corner Of The Sub Area, One Half Track Space Inside The Rectangle From Each Of The Two Sides Forming The Corner.
• Search Legs Are Parallel To Each Other And To The Long Sides Of The Sub Area.
• Multiple Vessels May Be Used For:

• When Several Assisting Ships Are Available, A Radar Search May Be Effective, Esp When The Position Of The Incident Is Not Known Reliably And The Sar Aircraft May Not Be Available.
• No Prescribed Pattern Has Been Provided For This Contingency.
• The Osc Should Normally Direct The Ships To Proceed In "Loose Line Abreast", Mantaining A Track Spacing Between Ships Of The Expected Detection Range * 1.5.

• Individual Search Patterns Have Been Designed So That An Osc. Can Rapidly Initiate A Search By One Or More Crafts.
• There Will Be A Number Of Variables That Cannot Be Foreseen. Search Patterns Based On Visual Search Have Been Established Which Should Meet Many Circumstances. They Have Been Selected For Simplicity And Effectiveness And Are Discussed Later In This Section.

Note:

Track Spacing:

• Most Search Patterns Consist Of Parallel Tracks Or Sweeps Covering A Rectangular Area. The Distance Between Adjacent Tracks Is Called The Track Spacing.
• Correction Factors Based On Weather Conditions And Search Object Are Provided In A Table. Multiplying The Uncorrected Track Spacing (Su) By The Apropriate Weather Correction Factor (Fw) Produces The Recommended Track Spacing. S = Su * Fw .
• Changes In Weather, Number Of Assisting Crafts, Etc., May Occur, Making It Prudent To Alter The Track Spacing.
• The Smc Must Ensure That All Searching Ships And Aircraft Maintain Safe Seperations From One Another And Accurately Follow Their Assigned Search Patterns.

1. Section 4: On Board Emergencies.

Medico:

• Medico Messages Request Or Transmit Medical Advice From And To A Vessel At Sea.
• Each Medico Message May Be Addressed To Rcc’s Or Communications Facilities From Ships At Sea.
• The Messages Should Be Prefixed "Dhmedico" So That Communications Personnel Know To Handle Them As Medico Messages.
• The Itu List Of Radio Determination And Special Service Stations Lists Commercial And Government Radio Stations Which Provide Free Medical Message Service To Ships.
• These Messages Are Normally Delivered To Hospitals Or Other Facilities With Which Sar Authorities Or The Communications Facilities Has Made Prior Arrangements.
• Sar Services May Provide Medical Advice Either With Their Own Doctors Or Via Arrangements With Doctors Outside The Sar Organisation.
• There Are Several Commercial Enterprises Which Provide International Subscription And Pay Per Use Medical Advice To Vessels At Sea.
• Replies To Messages Should Indicate The Medical Facility Which Provided The Medical Information.

Medevac:

• If Medical Evacuations Are Being Concidered The Benefits Must Be Weighed Against The Inherent Dangers Of Such Operations To Both The Persons Needing Assistance And The Rescue Personnel.
• When Medical Assistance Is Required, Information Is Sent As Per Format Provided In This Section To Be Sent To Rcc. Other Information May Be Necessary In Certain Cases.
• The Final Decision About Whether It Is Safe To Conduct An Evacuation Remains Ultimately With The Person In Command Of The Rescue Facility Tasked With Conducing The Evacuation.

Persons Overboard:

There Are Three Situations, Namely:

• Immediate Action: The Person Overboard Is Noticed From The Bridge And Action Is Taken Imediately.
• Delayed Action: The Person Is Reported To The Bridge By An Eyewitness And Action Is Initiated With Some Delay.
• Person Missing Action: The Person Is Reported To The Bridge As Missing.

When The Possiblity Exists That The Person Has Fallen Overboard The Crew Must Attempt To Recover The Individual As Soon As Possible.The Factors Affecting The Speed Of Recovery Include:

Initial Action:

• Throw A Life Ring Over The Side As Close To The Person As Possible.
• Sound Three Prolonged Blests On The Ships Whistle, Hail "Person Overboard".
• Commence Recovery Manoeuvre.
• Note Position, Wind Speed And Direction And Time.
• Inform Master Of The Vessel And Engine Room.
• Post Lok-Outs To Keep The Person In Sight.
• Set Off Dye Marker Or Smoke Flares.
• Inform Radio Operetor And Keep Updated On The Position.
• Stand By The Engines.
• Prepare Lifeboats For Possible Launching.
• Distribute Portable Vhf Radios For Communication Between Bridge, Deck, And Lifeboat.
• Rig Pilot Ladder To Assist In The Recovery.

Standard Methods Of Recovery:

# Williamson Turn:

• Makes Good Original Track Line.
• Good In Reduced Visiblity.
• Simple.
• Takes The Ship Farther Away From The Scene Of The Incident.
• Slow Procedure.

1. Rudder Hard Over (In An Immediate Action Situation Only) To The Side Of The Casualty.
2. After Deviating From The Original Course By 60 Deg. The Rudder Hard Over To The Opposite Side.
3. When Heading 20 Deg’s Short Of The Opposite Course, Rudder To Midship Position And The Ship To Be Turned To Opposite Course.

# One Turn (Single Turn Or Anderson Turn)

• Fastest Recovery Method.
• Good For Ships With Tight Turning Characteristics.
• Used Most By Ships With Conciderable Power.
• Very Difficult For Single Screw Vessels.
• Very Difficult Because Approach To Person Is Not Straight.

1. Rudder Hard Over (In An Immediate Action Situation Only) To The Side Of The Casualty.
2. After Deviation From The Course By 250 Degs Rudder To Midship Position.
3. Stopping Manoeuvre To Be Initiated.

# Scharnov Turn:

• Will Take Vessel Back To Her Wake.
• Less Distance Is Covered Hence Saving Time.
• Cannot Be Carried Out Effectively Unless The Time Elapsed Between Occurrence Of The Incidentand The Commencement Of The Manoeuvre Is Known.

1. Not To Be Used In An Immediate Action Situation.
2. Rudder Hard Over.
3. After Deviation From The Original Course By 240 Degs Rudder Hard Over To The Oposite Side.
4. When Heading 20 Degs Short Of The Opposite Course, Rudder To Midship Position So That Ship Will Turn To The Opposite Course.

Appendices:

Appendix A: Regulation V/10 Of The International Convention For Safety Of Life At Sea, 1974.

Appendix B: Search Action Message.

Appendix C: Factors Affecting Observer Effectiveness.

Appendix D: Standard Format For Sar. Situation Report (Sitrep).

Appendix E: Sar Briefing And Debriefing Form.

• The Air Extends 200km Above The Surface.
• The Various Layers Are:
• Inosphere 80-200km
• Merosphere 50 –80 Km.
• Stratosphere 8/16 -S/L.
• All Weather Changes Occur In The Troposphere.Also All The Water Vapour Too.

• In The Stratosphere The Air Temperature Remains Fairly Constant,Upto 56.5 Degree K.

Adiabatic Change.

It Is The Change In The Temperature Due To Increase Or Decrease In Its Volume.Without Any Exchange Of Heat From The Surroundings

Dry Adiabatic Lapse Rate:The Temperature Of A Dry Parcel Of Air Which Is Made To Rise , Falls At A Steady Rate Of 10 Degrees C.

For Every Kilometre Of Ascent.

As The Saturated Air Is Cooled Its Capacity To Hold Water Decreases And The Excess Moisture Condenses To Form Water Droplets. This Condensation Gives A Latent Heat Which Warms The Air Up.

• Heat Received By The Sun Is Retained By The Top Layer Of Land (Few Cms. )
• Negligible Evaporation Occurs Overland.

The Average Lapse Rate Being 115 Mb. Per Kilometre Of Ascent.

Barometric Tendency: The Difference Between Atmospheric Pressure At The Time Of Obsercation And Three Hours Earlier At The Place.

Fohn Wind Effect:

2. Hoar Frost: It Is The Name Given To Ice Crystals Deposited On Exposed Surfaces On Or Near The Ground. When The Ground Temperature Is Much Lower Than Freezing Point In This Case Water Vapour Directly Turns Into Ice Without Becoming Water
3. Glased Frost: It Is A Transparent Smooth Layer Of Ice Formed When Rain Or Drizzle Falls On A Surface Whose Temperature Is Below Freezing. In U.K. It Is Also Called "Black Ice"
4. Rime: If The Temperature Of Water Particles In A Fog Is Below 0 Deg,C. They Are Said To Be Supercooled Droplets Of Water. When They Come In Contact With Very Cold Solid Objects Such As Ships Superstructure They Freeze Immediately.
5. Drizzle: Fine Droplets Of Water Whose Diametre Is Less Than 0.5 Mm.
6. Rain: Droplets Larger Than 0.5 Mm. In Diameter
7. Freezing Rain: Drops Freeze On Impact With Cold Ground.
8. Snow Flakes: Loose Cluster Of Ice Crystals Having Branches.
9. Ice Pellets: Pellets Of Ice Less Than 0.5 Mm.
10. Hail: Balls Of Hard Ice Of 0.5 To 50 Mm. In Dia.
11. Sea (Waves) : Caused As A Result Of Wind Force As Per The Beaufort Scale. The Height Is Directly Proportional To The Strength Of Wind.
12. Swell: Waves On The Sea Surface Formed By Wind Which Has Stopped Blowing At Some Other Place Far Away.
13. Gust: Suddern Increase In Wind Speed For A Very Short Period Of Time Caused By Terristial Obstructions.
14. Squall: It Is A Suddern Increase In Wind Force By 3 Stages Of Beaufort Scale.

• Large Moisture Content In The Lower Layers Of The Atmosphere.
• Little Or No Cloud Cover At Night.
• Light Breeze At The Surface.
• Cold Wet Surface Of Land.

# Clouds Grouped According To Their Height Above Sea Level:

1. Low Clouds Have Their Bases Between Sea Level And 2 Km. Comprising Mainly Of Water Vapour.
2. Medium Clouds Called "Alto" Have Their Bases 2 To 6 Kms. Above Sea Level Comprising Mainly Of Water Vapour And Ice Particles.
3. High Clouds Have The Prefix "Cirro" Made Up Entirely Of Ice Particles.

2. "Cumulus": A White Cloud Shaped Like A Cauliflower With Great Vertical Extent.
3. "Stratus": An Even Layer Of Grey Cloud Non Rain Bearing.
4. "Nimbostratus": An Even Layer Of Cloud Rain Bearing.

Face The True Wind And The Low Pressure Region Will Be Towards The Right Hand Side In The Northern Hemisphere.

The Port State Control Officer Is Authorised To Check That The Sea Farers On Board The Vessel Hold An Appropriate Certificate Or A Valid Dispensation Or Have Submitted An Application To The Flag State For Endorsment (Upto Three Months Only)

In Addition The Control Officer Is Also Authorised To Check That The Ship Is Manned According To The Safe Manning Requirements Of That Ship Set Out By The Flag State.

If There Are Clear Grounds To Believe That The Safe Watchkeeping Standards Are Not Being Met I.E.

If There Is A Collision, Grounding, Discharge Of Pollutants, Erratic Or Unsafe Manoeuvering Of The Ship.

The Ship Is Being Operated In A Manner To Pose Danger To Persons, Property Or Environment The Control Officer Is Authorised To Have An Assessment Of The Competency Of The Officer.

Under The Above Circumstances The Port State Control Officer Is Authorised To Detain Or Impound The Vessel if He Deems It Necessary.

Pyrophoric Iron Sulphide Is Associated With Inert Gas. In An Accident Dificient Atmosphere Where Hydrogen Sulphide Gas Is Present, Iron Oxide (Rust) Is Converted To Iron Sulphide. If The Iron Sulphide Is Exposed To Air It Is Oxidised Back To Iron Oxide And In This Process Sulphur Dioxide Gas Or Free Sulphur Is Formed. The Oxidation Can Be Accompanied With Considerable Heat, So That Individual Particles May Become Incandescent And Can Ignite Flammable Mixtures.

Inert Gas Reduces The Oxygen In A Tank Or Ullage Space And Therefore There Is A Risk Of Pyrophoric Deposits Forming In Inerted Tanks. Research Has Shown That This Is More Likely To Occur On Vessels, Carrying Sour Crude Oil Or With Crude Oils Having Hydrogen Sulphide Content.

The Pyrophores Which Have Formed During A Loaded Passage, Can Persist During The Subsequent Ballast Voyage. In The Normal Operation Of Inerted Tankers The Cargo Tank Atmosphere Is Not Allowed To Become Flammable At Any Time. Therefore The Mere Presence Of Any Pyrophoric Deposits Would Not Result In An Explosion, However, If The Inert Gas Plant Were To Fail Cargo Or Ballast Discharge Would Cause Air To Enter The Ballast Tanks, Resulting In A Flammable Atmosphere Which Could Be Ignited By Pyrophoric Deposits If Present.

Therefore In The Event Of Inert Gas Failure Prior To Or During Cargo Or Ballast Discharge, Discharge Should Not Commence Or Continue Until The Inert Gas Plant Operation Is Restored Or An Alternative Source Of Inert Gas Is Provided.

In 1994 Imo Agreed Amendments To The Solas Convention As A New Regulation Ch V/15-1 (Ch Ii-1/3-4 From 1/7/’98), Which Contained The Following Provisions.

• All "Tankers" Of 20,000 Dwt And Above Constructed After 1^st January 1996 Are To Be Provided With An Emergency Towing Arrangememnts At Both Ends.
• All Existing Tnakers Of 20,000 Dwt And Above Are To Be Provided With An Emergency Towing Arrangements At Both Ends At The First Scheduled Dry-Docking After 1^st January 1996, But In Any Event, Not Later Than 1^st January 1999.
• The Term Tankers Includes Oil, Chemical And Gas Tankers.
• The Minimum Components Of The Emergency Towing Arrangements Are To Comprise Of The Following:

• The Forward Arrangement, Of Strong Point, Fairlead, Chafing Gear And Roller Pedestal Lead Reflects The Guidance Previously Contained In Imo Assembly Resolution A.535 (13), Which On Many Oil Tankers, May Be Accomodated By The Fittings Recommended To Facilitate Mooring At Spm’s.
• The Arrangements Aft Contains A Major New Provision introduced Since Imo Assembly Resolution A.535 (13) Was Developed, Namely The Requirement For The Ship To Carry A Pre Rigged Towing Pennant Incorporating Pick-Up Gear. The Pick-Up Gear Must Be Capable Of Being Manually Deployed By One Personand The Pennant Must Be Demonstrated To Be Capable Of Full Deployment Within 15 Minutes Of Harbour Conditions.

• When When A Safety Committee Is Established On A Vessel It Is Necessary To Make Sure That All Departments Are Adequately Represented.
• The Master Should Be The Chairman And Appoint The Secretary Who Should Be The Ships Safety Officer.
• In Order That The Committee Work Efficiently, The Person Representing A Department Should Be Elected By The Crew Working In That Department Itself.
• The Elected Member Should Not Be Less Than 18 Years Of Age And Should Have A Minimum Experience Of 2 Years In That Depatment To Put Forth All The Problems And Likely Hazards In His Department In The Meeting.
• Whenever A Meeting Is To Be Held A Notice Is To Be Passed Around So That All The Crew Members Can Express Their Views On The Safety Aspects Of Their Work-Place To Their Elected Representative Who In Turn Would Express It In The Meetings.
• In The Meeting If Any Major Or Minor Deficiencies Are Brought To The Notice Of The Master Then He Can Resolve It Himself Or Seek The Compannies Assistance.
• A Minute Book / File Should Be Mantained By The Secretary So That He May Make Note Of Any Important Happenings During The Meeting And Share It With The Crew Of The Department.
• Finally A Detailed List Of The Suggestions Should Be Prepared By The Safety Officer And Forwarded By The Master To The Company.
• The Safety Committee Should Work In Liason With The Safety Officer And Undertale Any Of The Functions Prescribed Him.

1. Visually Inspect The Set And Check If Everything Has Been Connected.
2. All Valves To Be Closed Eps. Cylinder Valve And By-Pass Valve.
3. Open The Cylinder Valve And As This Is Done The Whistle Will Be Heard As Pressure Rises In The Set.
4. Check For Any Audible Leaks And Rectify.
5. Close The Cylinder Valve, The Pressure Should Not Fall To Zero In Under 30 Seconds Other Wise The Set Is Not Leak Tight.
6. Depress The Demand Valve To Clear It.
7. Don The Apparatus For Comfortable Use And Put The Mask And Viser On And Inhale To Ensure That The Air Is Flowing Freely From The Demand Valve.
8. Close The Cylinder Valve And Breathe, The Air In The Mask And The Line Shall Be Used Up And The Mask Should Stick To The Face, If This Is Not The Case Then There Is Leakage Into The Face Mask And It Is Not Advisable To Use The Set Unless In Positive Pressure Mode.
9. Open The Cylinder Valve And Resume Normal Breathing Through The Demand Valve, Connect The Lifeline And Establish Signals, Also Carry Assorted Equipment Like Flash-Light, Walkie-Talkie And If Required, An Axe.

2. A Breathing Apparatus Of An Approved Type Which May Be Either:

• The Water Displaced By A Vessel Moving Ahead Is Restricted In Movement By The Proximity Of Banks. The General Effect Is A Build Up Of The Water Level Ahead Of The Ship And Lowering In The Level Astern Of Her.
• This Produces A Surging Effect, Which Can Part A Moored Ships Hawsers Upto 3 Km Ahead Of The Moving Vessel, Provided The Same Restricted Conditions Prevail All The Way.
• In Addition The Moving Vessels Bow Wave, Stern Wave, And Trough Increase In Amplitude, And For This Reason A Vessel Should Proceed At Lower Speeds In Such Areas.
• As The Vessel Moves Through The Restricted Channel It Is Possible That She May Close One Bank. In This Event A Streamlining Or Ventury Effect Arises Due To Restricted Flow Of Water On One Side Of The Ship, This Causes An Increase In Velocity Of The Water On That Side, Together With A Loss Of Pressure Head. The Latter Manifests Itself As A Drop In Water Level At The Nearer Bank, And A Thrust Is Set Up Towards It.
• The Fullness Of The After Body Of The Stern The Greater The Thrust, Which Appears More Strongly At The Stern Than The Bow. Due To This The Stern Moves Towards The Bank And The Bow Away From It. This Is Termed As Bank Cushion And Bank Suction Respt. There Is No Cushion However Unless The Speed Of The Vessel Is So High As To Cause A Build Up Of Water In The Inshore Bow.
• Navigators Using Correcting Helm When Experiencing Canal Effect Should Be Extremely Alert To Reduce This Helm When Slowing The Ship. A Ship Wishing To Make A Right Handed Turn In A River Bend To Stbd. Say, Can By Keeping Well Into The Port Bank, Use The Effect Of Bank Cushion Forward To Assist Her Turn.
• In The Panama Canal The Cushioning Effect Is Quite Prominent. A Ship Turning To Starboard Around A Bend Will Be Kept Well In The Port Bank; She Will Turn Quite Easily With The Rudder Kept Amidships. If The Cushioning Effect Becomes Excessive Port Helm May Have To Be Used Inspite Of The Fact That The Turn Is Directed To Starboard.

• This Effect Takes Place Because, As The Hull Moves Through The Shallow Water, The Water Which It Displaces Is Not Easily Replaced By Other Water And The Propellor And The Rudder Are Working In A Partial Vaccum. The Vessel Takes Longer To Answer Her Helm And The Response To Engine Movement Becomes Sluggish.
• At Normal Speed The Steering Becomes Erratic When The Depth Of Water Is Equal To Or Less Than ½ Times The Deepest Draught.
• When Navigating Through Shallow Water The Speed Should Be Moderate, Preferably Safe Speed.

• When A Ship Is Nearing An Extremely Shallow Depth Of Water Such As A Shoal, She Is Likely To Take A Sudden Sheer First Towards It And Then Violently Away.This Is Called Smelling The Ground And The Movements Of A Sluggish Ship May Suddernly Become Astonishingly Lively.

• The Water Displaced By A Moving Hull Is Not Easily Replaced When The Hull Moves Through Shallow Water Hence The Bow Wave And The Stern Wave Of The Vessel Increase In Height And The Trough Which Normally Exist At The Quarters Deepens And The After Part Of The Vessel Is Drawn Downwards Towards The Bottom.This Is Called Squat.

• When A Vessel Moves Through A Restricted Channel, There Is A Restricted Flow Of Water On One Side Of The Vessel. This Causes An Increase In The Velocity Of Water On That Side, Together With A Drop Of Pressure Head. This Loss Of Pressure Head Results In A Drop Of Water Level At The Nearer Bank And The Thrust Is Set Up Towards The Nearer Bank.
• The Greater Fullness Over The After Body Of The Vessel Accentuates The Thrust And It Then Appears More Strongly At The Stern Than At The Bows.
• The Stern Moves Towards The Bank, Called Bank Suction, And The Bow Moves Away From The Bank Called Bank Cushion.

1960 Convention

Adoption: 17 June 1960
Entry Into Force: 26 May 1965

1974 Version

Adoption: 1 November 1974
Entry Into Force: 25 May 1980

The Solas Convention In Its Successive Forms Is Generally Regarded As The Most Important Of All International Treaties Concerning The Safety Of Merchant Ships. The First Version Was Adopted In 1914, The Second In 1929 And The Third In 1948.

The 1960 Convention Was The First Major Task For Imo After Its Creation And It Represented A Considerable Step Forward In Modernizing Regulations And In Keeping Pace With Technical Developments In The Shipping Industry.

The Intention Was To Keep The Convention Up To Date By Periodic Amendments But In Practice The Amendments Procedure Incorporated Proved To Be Very Slow. It Became Clear That It Would Be Impossible To Secure The Entry Into Force Of Amendments Within A Reasonable Period Of Time.

The 1974 Convention

As A Result, A Completely New Convention Was Adopted In 1974 Which Included Not Only The Amendments Agreed Up Until That Date But A New Amendment Procedure Designed To Ensure That Changes Could Be Made Within A Specified (And Acceptably Short) Period Of Time.

The Main Objective Of The Solas Convention Is To Specify Minimum Standards For The Construction, Equipment And Operation Of Ships, Compatible With Their Safety. Flag States Are Responsible For Ensuring That Ships Under Their Flag Comply With Its Requirements, And A Number Of Certificates Are Prescribed In The Convention As Proof That This Has Been Done.

Control Provisions Also Allow Contracting Governments To Inspect Ships Of Other Contracting States If There Are Clear Grounds For Believing That The Ship And Its Equipment Do Not Substantially Comply With The Requirements Of The Convention.

General Provisions Are Contained In Chapter I, The Most Important Of Them Concerning The Survey Of The Various Types Of Ships And The Issuing Of Documents Signifying That The Ship Meets The Requirements Of The Convention. The Chapter Also Includes Provisions For The Control Of Ships In Ports Of Other Contracting Governments.

Subdivision And Stability Are Dealt With In Chapter Ii-1. The Subdivision Of Passenger Ships Into Watertight Compartments Must Be Such That After Assumed Damage To The Ship’s Hull The Vessel Will Remain Afloat And Stable. Requirements For Watertight Integrity And Bilge Pumping Arrangements For Passenger Ships Are Also Laid Down As Well As Stability Requirements For Both Passenger And Cargo Ships.

The Degree Of Subdivision - Measured By The Maximum Permissible Distance Between Two Adjacent Bulkheads - Varies With Ship’s Length And The Service In Which It Is Engaged. The Highest Degree Of Subdivision Applies To Passenger Ships.

Machinery And Electrical Installations: These Requirements, Contained In Chapter Ii-1, Are Designed To Ensure That Services Which Are Essential For The Safety Of The Ship, Passengers And Crew Are Maintained Under Various Emergency Conditions. The Steering Gear Requirements Of This Chapter Are Particularly Important.

Fire Protection, Fire Detection And Fire Extinction: Casualties To Passenger Ships Through Fire Emphasized The Need To Improve The Fire Protection Provisions Of The 1960 Convention, And In 1966 And 1967 Amendments Were Adopted By The Imo Assembly. These And Other Amendments, Particularly Detailed Fire Safety Provisions For Tankers And Combination Carriers, Such As Inert Gas, Were Incorporated In Chapter Ii-2 Of The 1974 Convention.

These Provisions Are Based On The Following Principles:

1. Division Of The Ship Into Main And Vertical Zones By Thermal And Structural Boundaries.
2. Separation Of Accommodation Spaces From The Remainder Of The Ship By Thermal And Structural Boundaries.
3. Restricted Used Of Combustible Materials.
4. Detection Of Any Fire In The Zone Of Origin.
5. Containment And Extinction Of Any Fire In The Space Of Origin.
6. Protection Of The Means Of Escape Or Of Access For Fire-Fighting Purposes.
7. Ready Availability Of Fire-Extinguishing Appliances.
8. Minimization Of The Possibility Of Ignition Of Flammable Cargo Vapour.

Life-Saving Appliances And Arrangements Are Dealt With In Chapter Iii, Which Was Completely Revised By The 1983 Amendments Which Entered Into Force On 1 July 1986. The Revised Chapter Is Divided Into Three Parts.

Part A Contains General Provisions On Application Of The Requirements, Exemptions, Definitions, Evaluation, Testing And Approval Of Appliances And Arrangements And Production Tests.

Part B Contains The Ship Requirements And Is Subdivided Into:

• Section I Dealing With Common Requirements Applicable To Both Passenger Ships And Cargo Ships;
• Section Ii Containing Additional Requirements For Passenger Ships; And
• Section Iii Containing Additional Requirements For Cargo Ships.

Part C Deals With The Life-Saving Appliance Requirements And Is Divided Into Eight Sections.

• Section I Contains General Requirements,
• Section Ii Requirements For Personal Life-Saving Appliances,
• Section Iii Visual Signal Requirements,
• Section Iv Requirements For Survival Craft,
• Section V Rescue Boat Provisions,
• Section Vi Requirements For Launching And Embarkation Appliances,
• Section Vii Other Life-Saving Appliances, And
• Section Viii Miscellaneous Matters.

Radiotelegraphy And Radiotelephony Form The Subject Matter Of Chapter Iv: Part A Describes The Type Of Facility To Be Carried. Operational Requirements For Watchkeeping And Listening Are Given In Part B, While Technical Provisions Are Detailed In Part C. This Part Also Includes Technical Provisions For Direction-Finders And For Motor Lifeboat Radiotelegraph Installations, Together With Portable Radio Apparatus For Survival Craft. The Radio Officer’s Obligations Regarding Mandatory Log-Book Entries Are Listed In Part D.

The Chapter Is Closely Linked To The Radio Regulations Of The International Telecommunication Union And Was Completely Revised In October 1988 (See 1988 (Gmdss) Amendments).

Safety Of Navigation Is Dealt With In Chapter V Which Identifies Certain Navigation Safety Services Which Should Be Provided By Contracting Governments And Sets Forth Provisions Of An Operational Nature Applicable In General To All Ships On All Voyages. This Is In Contrast To The Convention As A Whole, Which Only Applies To Certain Classes Of Ship Engaged On International Voyages.

The Subjects Covered Include The Maintenance Of Meteorological Services For Ships; The Ice Patrol Service; Routeing Of Ships; And The Maintenance Of Search And Rescue Services.

This Chapter Also Includes A General Obligation For Masters To Proceed To The Assistance Of Those In Distress And For Contracting Governments To Ensure That All Ships Shall Be Sufficiently And Efficiently Manned From A Safety Point Of View.

Carriage Of Grain Forms The Subject Matter Of Chapter Vi. Shifting Is An Inherent Characteristic Of Grain, And Its Effect On A Ship’s Stability Can Be Disastrous. Consequently, The Solas Convention Contains Provisions Concerning Stowing, Trimming And Securing Grain Cargoes.

Provision Is Made For Ships Constructed Specially For The Transport Of Grain, And A Method For Calculating The Adverse Heeling Moment Due To A Shift Of Cargo Surface In Ships Carrying Bulk Grain Is Specified. It Also Provides For Documents Of Authorization, Grain Loading Stability Data And Associated Plans Of Loading. Copies Of All Relevant Documents Must Be Available On Board To Enable The Master To Meet The Chapter’s Requirements.

This Chapter Was Revised In 1991, To Make It Applicable To All Types Of Cargo Except Liquids And Gases In Bulk. The Carriage Of Dangerous Goods Is Dealt With In Chapter Vii, Which Contains Provisions For The Classification, Packing, Marking, Labelling And Placarding, Documentation And Stowage Of Dangerous Goods In Packaged Form, In Solid Form In Bulk, And Liquid Chemicals And Liquefied Gases In Bulk.

The Classification Follows The System Used By The Un For All Modes Of Transport. The Un System Has Been Adapted For Marine Transport And The Provisions Are In Some Cases More Stringent.

Contracting Governments Are Required To Issue Instructions At The National Level. To Help Them Do This, The Organization Developed The International Maritime Dangerous Goods (Imdg) Code. The Imdg Code Is Constantly Updated To Accommodate New Dangerous Goods And To Supplement Or Revise Existing Provisions. Regulations Concerning Substances Carried In Bulk In Purpose-Built Ships Were Introduced In The 1983 Amendments Dealt With Below.

Nuclear Ships Are Covered In Chapter Viii. Only Basic Requirements Are Given And Are Particularly Concerned With Radiation Hazards. However, A Detailed And Comprehensive Code Of Safety For Nuclear Merchant Ships Was Adopted By The Imo Assembly In 1981 As An Indispensable Companion Document.

The Protocol Of 1978

Adoption: 17 February 1978
Entry Into Force: 1 May 1981

This Was Adopted At The International Conference On Tanker Safety And Pollution Prevention And Made A Number Of Important Changes To Chapter I, Including The Introduction Of Unscheduled Inspections And/Or Mandatory Annual Surveys And The Strengthening Of Port State Control Requirements.

Chapter Ii-1, Chapter Ii-2 And Chapter V Were Also Improved.

The Main Points Are As Follows:

1. New Crude Oil Carriers And Product Carriers Of 20,000 Dwt And Above Are Required To Be Fitted With An Inert Gas System.
2. An Inert Gas System Became Mandatory For Existing Crude Oil Carriers Of 70,000 Dwt And Above By 1 May 1983, And By 1 May 1985 For Ships Of 20,000-70,000 Dwt.
3. In The Case Of Crude Oil Carriers Of 20-40,000 Dwt There Is Provision For Exemption By Flag States Where It Is Considered Unreasonable Or Impracticable To Fit An Inert Gas System And High-Capacity Fixed Washing Machines Are Not Used. But An Inert Gas System Is Always Required When Crude Oil Washing Is Operated.
4. An Inert Gas System Was Required On Existing Product Carriers From 1 May 1983 And By 1 May 1985 For Ships Of 40-70,000 Dwt And Down To 20,000 Dwt Which Are Fitted With High Capacity Washing Machines.
5. In Addition To Requiring That All Ships Of 1,600 Grt And Above Shall Be Fitted With Radar, The Protocol Requires That All Ships Of 10,000 Grt And Above Have Two Radars, Each Capable Of Being Operated Independently.
6. All Tankers Of 10,000 Grt And Above Shall Have Two Remote Steering Gear Control Systems, Each Operable Separately From The Navigating Bridge.
7. The Main Steering Gear Of New Tankers Of 10,000 Grt And Above Shall Comprise Two Or More Identical Power Units, And Shall Be Capable Of Operating The Rudder With One Or More Power Units.

The 1981 Amendments

Adoption: 20 November 1981
Entry Into Force: 1 September 1984

Perhaps The Most Important Amendments Concern Chapter Ii-1 And Chapter Ii-2, Both Of Which Were Virtually Re-Written And Updated.

The Changes To Chapter Ii-1 Include Updated Provisions Of Resolution A.325(Ix) On Machinery And Electrical Requirements.

Further Amendments To Regulations 29 And 30 Were Agreed Following The Amoco Cadiz Disaster And Taking Into Account The 1978 Solas Protocol On Steering Gear. The Requirements Introduce The Concept Of Duplication Of Steering Gear Control Systems In Tankers.

Amendments To Chapter Ii-2 Include The Requirements Of Resolution A.327(Ix), Provisions For Halogenated Hydrocarbon Extinguishing Systems, Special Requirements For Ships Carrying Dangerous Goods, And A New Regulation 62 On Inert Gas Systems. The Amendments To Chapter Ii-2 Strengthen The Requirements For Cargo Ships And Passenger Ships To Such An Extent That A Complete Rearrangement Of That Chapter Became Necessary.

A Few Minor Changes Were Made To Chapter Iii But Seven Regulations In Chapter Iv Were Replaced, Amended Or Added. Some Important Changes Were Also Made To Chapter V, Including The Addition Of New Requirements Concerning The Carriage Of Shipborne Navigational Equipment.

The Revised Requirements Cover Such Matters As Gyro And Magnetic Compasses; The Mandatory Carriage Of Two Radars And Of Automatic Radar Plotting Aids In Ships Of 10,000 Grt And Above; Echo-Sounders; Devices To Indicate Speed And Distance; Rudder Angle Indicators; Propeller Revolution Indicators; Rate Of Turn Indicators; Radio-Direction Finding Apparatus; And Equipment For Homing On The Radiotelephone Distress Frequency.

In Addition A Number Of Small Changes Were Made To Chapter Vii.

The 1983 Amendments

Adoption: 17 June 1983
Entry Into Force: 1 July 1986

These Amendments Include A Few Minor Changes To Chapter Ii-1 And Some Further Changes To Chapter Ii-2 (Including Improvements To The 1981 Amendments) Designed Particularly To Increase The Safety Of Bulk Carriers And Passenger Ships.

The Most Extensive Changes Involve Chapter Iii, Which Was Completely Rewritten. The Chapter In The 1974 Convention Differed Little From The Texts Which Appeared In The 1960 And 1948 Solas Conventions And The Amendments Were Designed Not Only To Take Into Account The Many Technical Advances Which Had Taken Place Since Then But Also To Expedite The Evaluation And Introduction Of Further Improvements.

Some Small Changes Were Made To Chapter Iv. The Amendments To Chapter Vii Extended Its Application To Chemical Tankers And Liquefied Gas Carriers By Making Reference To Two New Codes, The International Bulk Chemical Code And The International Gas Carrier Code. Both Relate To Ships Built On Or After 1 July 1986.

The 1988 (April) Amendments

Adoption: 21 April 1988
Entry Into Force: 22 October 1989

In March 1987 The Car Ferry Herald Of Free Enterprise Capsized And Sank With The Loss Of 193 Lives. The United Kingdom Proposed A Series Of Measures Designed To Prevent A Recurrence, The First Package Of Which Was Adopted In April.

They Include New Regulations 23-2 And 42-1 Of Chapter Ii-1 And Are Intended To Improve Monitoring Of Doors And Cargo Areas And To Improve Emergency Lighting.

Because Of The Urgency, The ‘Tacit Acceptance’ Procedure Was Used To Bring The Amendments Into Force Only 18 Months After Their Adoption.

The 1988 (October) Amendments

Adoption: 28 October 1988
Entry Into Force: 29 April 1990

Some Of These Amendments Also Resulted From The Herald Of Free Enterprise Disaster.

They Include The Way Stability Of Passenger Ships In A Damaged Condition Should Be Determined; Require All Cargo Loading Doors To Be Locked Before A Ship Leaves The Berth; And Make It Compulsory For Passenger Ships To Have A Lightweight Survey At Least Every Five Years To Ensure Their Stability Has Not Been Adversely Affected By The Accumulation Of Extra Weight Or Any Alterations To The Superstructure.

Other Amendments Were Being Prepared Before The Disaster, But Their Adoption Was Brought Forward As A Result. They Concern The Stability Of Passenger Ships In The Damaged Condition.

The 1988 Protocol

Adoption: 11 November 1988
Entry Into Force: 3 February 2000

The Protocol Introduces A New System Of Surveys And Certification Which Will Harmonize With Two Other Conventions, Load Lines And Marpol 73/78 (See Below).

This Should Alleviate Problems Caused By The Fact That As Requirements In The Three Instruments Vary, Ships May Be Obliged To Go Into Dry-Dock For A Survey Required By One Convention Shortly After Being Surveyed In Connection With Another.

By Enabling The Required Surveys To Be Carried Out At The Same Time The System Will Reduce Costs For Shipowners And Administrations Alike.

The 1988 (Gmdss) Amendments

Adoption: 11 November 1988
Entry Into Force: 1 February 1992

Imo Began Work On The Global Maritime Distress And Safety System In The 1970s And Its Introduction Marks The Biggest Change To Maritime Communications Since The Invention Of Radio.

It Has Been Introduced In Stages Between 1993 And 1 February 1999. The Basic Concept Of The System Is That Search And Rescue Authorities Ashore, As Well As Ships In The Vicinity, Will Be Rapidly Alerted In The Event Of An Emergency.

The Gmdss Makes Great Use Of The Satellite Communications Provided By Inmarsat (See Below) But Also Uses Terrestrial Radio.

The Equipment Required By Ships Varies According To The Sea Area In Which They Operate - Ships Travelling To The High Seas Will Need To Carry More Communications Equipment Than Those Which Remain Within Reach Of Specified Shore-Based Radio Facilities. In Addition To Distress Communications, The Gmdss Also Provides For The Dissemination Of General Maritime Safety Information (Such As Navigational And Meteorological Warnings And Urgent Information To Ships).

The 1989 Amendments

Adoption: 11 April 1989
Entry Into Force: 1 February 1992

The Main Changes Concern Chapter Ii-1 And Ii-2 Of The Convention, Which Are Respectively Concerned With Ships’ Construction And With Fire Protection, Detection And Extinction.

Chapter Ii-1 Covers Subdivision And Stability And Machinery And Electrical Installations. One Of The Most Important Amendments Is Designed To Reduce The Number And Size Of Openings In Watertight Bulkheads In Passenger Ships And To Ensure That They Are Closed In The Event Of An Emergency.

Chapter Ii-2 Deals With Fire Protection, Detection And Extinction. Improvements Have Been Introduced To Fixed Gas Fire-Extinguishing Systems, Smoke Detection Systems, Arrangements For Fuel And Other Oils, The Location And Separation Of Spaces And Several Other Regulations.

The International Gas Carrier Code - Which Is Mandatory Under Solas - Was Also Amended.

The 1990 Amendments

Adoption: May 1990
Entry Into Force: 1 February 1992

Important Changes Were Made To The Way In Which The Subdivision And Stability Of Dry Cargo Ships Is Determined. They Apply To Ships Of 100 Metres Or More In Length Built On Or After 1 February 1992.

The Amendments Introduce A New Part B-1 Of Chapter Ii-1 Containing Subdivision And Damage Stability Requirements For Cargo Ships Based Upon The So-Called "Probabilistic" Concept Of Survival, Which Was Originally Developed Through Study Of Data Relating To Collisions Collected By Imo. This Showed A Pattern In Accidents Which Could Be Used In Improving The Design Of Ships: Most Damage, For Example, Is Sustained In The Forward Part Of Ships And It Seemed Logical, Therefore, To Improve The Standard Of Subdivision There Rather Than Towards The Stern. Because It Is Based On Statistical Evidence As To What Actually Happens When Ships Collide, The Probabilistic Concept Provides A Far More Realistic Scenario Than The Earlier "Deterministic" Method, Whose Principles Regarding The Subdivision Of Passenger Ships Are Theoretical Rather Than Practical In Concept.

At The Same Meeting Amendments Were Adopted To The International Code For The Construction And Equipment Of Ships Carrying Dangerous Chemicals In Bulk (Ibc Code) And The International Code For The Construction And Equipment Of Ships Carrying Liquified Gases In Bulk.

The 1991 Amendments

Adoption: 24 May 1991
Entry Into Force: 1 January 1994

The Most Important Feature Of These Amendments Was The Complete Revision Of Chapter Vi (Carriage Of Grain). This Was Extended To Include Other Cargoes. The Text Is Shorter, But The Chapter Is Backed Up By Two New Codes. The International Grain Code Will Be A Mandatory Instrument While The Code Of Safe Practice For Cargo Stowage And Securing Is Recommended. The Chapter Also Refers To The Code Of Safe Practice For Ships Carrying Timber Deck Cargoes And The Code Of Safe Practice For Solid Bulk Cargoes.

Fire Safety Requirements For Passenger Ships Have Been Improved By Means Of Amendments To Chapter Ii-2 And Other Changes Have Been Made To Chapter Iii And Chapter V (Safety Of Navigation).

The April 1992 Amendments

Adoption: 10 April 1992
Entry Into Force: 1 October 1994

New Standards Concerning The Stability Of Existing Ro-Ro Passenger Ships After Damage, Were Included In Amendments To Chapter Ii-1. They Were Based On Measures To Improve The Damage Stability Of New Ro-Ro Passenger Ships Which Came Into Force On 29 April 1990 But Have Been Slightly Modified. The Measures Were Introduced In An 11 Year Period Which Began On 1 October 1994.

A Number Of Other Amendments To Solas Were Adopted, Including Improved Fire Safety Measures For Existing Passenger Ships. The Measures Include Mandatory Requirements For Smoke Detection And Alarm And Sprinkler Systems In Accommodation And Service Spaces, Stairway Enclosures And Corridors. Other Improvements Involve The Provision Of Emergency Lighting, General Emergency Alarm Systems And Other Means Of Communication.

Some Of These Measures Entered Into Force On 1 October 1994. Those Dealing With Smoke Detection And Alarm Systems And Sprinklers Applied From 1 October 1997. Requirements Concerning Stairways Of Steel-Frame Construction, For Fire-Extinguishing Systems In Machinery Spaces And For Fire Doors Will Become Mandatory On 1 October 2000.

The April 1992 Amendments Are Particularly Important Because They Apply To Existing Ships. In The Past, Major Changes To Solas Have Been Restricted To New Ships By So-Called "Grandfather Clauses". The Reason For This Is That Major Changes Involve Expensive Modifications To Most Ships. Because Of The Financial Burden This Imposes On The Industry, Imo Has In The Past Been Reluctant To Make Such Measures Retroactive.

The December 1992 Amendments

Adoption: 11 December 1992
Entry Into Force: 1 October 1994

The Most Important Amendments Were Concerned With The Fire Safety Of New Passenger Ships. They Made It Mandatory For New Ships (I.E. Those Built After 1 October 1994) Carrying More Than 36 Passengers To Be Fitted With Automatic Sprinklers And A Fire Detection And Alarm System Centralized In A Continuously-Manned Remote Control Station. Controls For The Remote Closing Of Fire Doors And Shutting Down Of Ventilation Fans Must Be Located At The Same Place.

New Standards For The Fire Integrity Of Bulkheads And Decks Were Introduced And Improvements Made To Standards For Corridors And Stairways Used As A Means Of Escape In Case Of Fire. Emergency Lighting Which Can Be Used By Passengers To Identify Escape Routes Will Be Required.

Other Amendments Affect The Fire Safety Of Ships Carrying 36 Passengers Or Less And Also Oil Tanker Fire Safety.

Three Codes Were Also Amended. They Include The International Code For The Construction And Equipment Of Ships Carrying Dangerous Chemicals In Bulk (Ibc Code) And The International Code For The Construction And Equipment Of Ships Carrying Liquefied Gases In Bulk (Igc Code). Both Codes Are Mandatory Under Solas And The Amendments Entered Into Force On 1 July 1994. They Will Affect Ships Built After That Date.

Amendments To The Code For The Construction And Equipment Of Ships Carrying Dangerous Chemicals In Bulk (Bch Code) Were Also Adopted And Entered Into Force On 1 July 1994. The Code Is Voluntary And Applies To Existing Ships.

The May 1994 Amendments (Conference)

Adoption: 24 May 1994
Entry Into Force: 1 January 1996 (Chapters X, Xi); 1 July 1998 (Chapter Ix).

The Conference Adopted Three New Solas Chapters As Well As Resolution On An Accelerated Amendment Procedure.

Amendment Procedure

The Conference Adopted A Resolution On An Accelerated Amendment Procedure To Be Used In Exceptional Circumstances. It States That A Conference Of Contracting Governments Can Reduce The Period After Which An Amendment To The Technical Chapters Of The Convention (Which Excludes The Articles And Chapter I) Is Deemed To Have Been Accepted From 12 Months To Six Months, In Exceptional Circumstances.

Article Viii Of Solas Deals With The Procedures For Amending The Convention. The Existing Text Says That Proposed Amendments Have To Be Circulated To Governments At Least Six Months Prior To Adoption And Cannot Enter Into Force Until At Least 18 Months After Adoption. This Makes A Total Of 24 Months, From Circulation (Six Months) Through Adoption, To Deemed Acceptance Date (12 Months After Adoption), To Entry Into Force (Six Months After Deemed Acceptance Date).

The Resolution Adopted By The Conference States That The Circulation Period Will Remain At Six Months As Will The Period Between The Date On Which The Amendment Is Deemed To Have Been Accepted And The Date Of Entry Into Force. But The Period Between Adoption And Deemed Acceptance Date Can Be Reduced To Six Months From 12.

The Total Period Between Circulation Of An Amendment And Its Entry Into Force Could Thus Be Reduced From 24 Months To 18 - In Exceptional Circumstances.

Chapter Ix: Management For The Safe Operation Of Ships: This New Chapter To The Convention Was Designed To Make Mandatory The International Safety Management Code, Which Was Adopted By Imo In November 1993 (Assembly Resolution A.741(18)).

The Amendments Introducing The New Chapter Ix Entered Into Force Under Tacit Acceptance On 1 July 1998. The Chapter Applies To Passenger Ships And Tankers From That Date And To Cargo Ships And Mobile Drilling Units Of 500 Gross Tonnage And Above From 1 July 2002.

The Code Establishes Safety Management Objectives Which Are:

• To Provide For Safe Practices In Ship Operation And A Safe Working Environment;
• To Establish Safeguards Against All Identified Risks;
• To Continuously Improve Safety Management Skills Of Personnel, Including Preparing For Emergencies.

The Code Requires A Safety Management System (Sms) To Be Established By "The Company", Which Is Defined As The Shipowner Or Any Person, Such As The Manager Or Bareboat Charterer, Who Has Assumed Responsibility For Operating The Ship.

The Company Is Then Required To Establish And Implement A Policy For Achieving These Objectives. This Includes Providing The Necessary Resources And Shore-Based Support. Every Company Is Expected "To Designate A Person Or Persons Ashore Having Direct Access To The Highest Level Of Management".

The Procedures Required By The Code Should Be Documented And Compiled In A Safety Management Manual, A Copy Of Which Should Be Kept On Board.

Chapter X: Safety Measures For High Speed Craft: This Is Another New Chapter. The Amendment Introducing The Chapter Makes Mandatory The International Code Of Safety For High Speed Craft Which Was Adopted By The Maritime Safety Committee (Msc) At The Same Time As The Conference.

The Chapter Entered Into Force Under Tacit Acceptance On 1 January 1996 And Applies To High Speed Craft Built On Or After That Date.

Chapter Xi: Special Measures To Enhance Safety: The Chapter Was Developed During The Conference To Resolve Differences Concerning The Appropriate Amendment Procedure. The New Chapter Entered Into Force Under Tacit Acceptance On 1 January 1996.

Regulation 1 States That Organizations Entrusted By An Administration With The Responsibility For Carrying Out Surveys And Inspections Shall Comply With The Guidelines Adopted By Imo In Resolution A.739(18) In November 1993.

Regulation 2 Extends To Bulk Carriers Aged Five Years And Above, The Enhanced Programme Of Surveys Applicable To Tankers Under Marpol 73/78.

The Enhanced Surveys Should Be Carried Out During The Periodical, Annual And Intermediate Surveys Prescribed By The Marpol And Solas Conventions.

The Related Guidelines On Enhanced Surveys Pay Special Attention To Corrosion. Coatings And Tank Corrosion Prevention Systems Must Be Thoroughly Checked And Measurements Must Also Be Carried Out To Check The Thickness Of Plates.

Regulation 3 Provides That All Passenger Ships Of 100 Gross Tonnage And Above And All Cargo Ships Of 300 Gross Tonnage And Above Shall Be Provided With An Identification Number Conforming To The Imo Ship Identification Number Scheme, As Adopted By Resolution A.600(15) In 1987.

Regulation 4 Makes It Possible For Port State Control Officers Inspecting Foreign Ships To Check Operational Requirements "When There Are Clear Grounds For Believing That The Master Or Crew Are Not Familiar With Essential Shipboard Procedures Relating To The Safety Of Ships".

Reference Is Made To Resolution A.742(18), Adopted In November 1993. The Resolution Acknowledges The Need For Port States To Be Able To Monitor Not Only The Way In Which Foreign Ships Comply With Imo Standards But Also To Be Able To Assess "The Ability Of Ships’ Crews In Respect Of Operational Requirements Relevant To Their Duties, Especially With Regard To Passenger Ships And Ships Which May Present A Special Hazard".

The "Clear Grounds" Referred To Are Defined In The Annex To The Resolution. They Include Such Factors As Operational Shortcomings, Cargo Operations Not Being Conducted Properly, The Involvement Of The Ship In Incidents Caused By Operational Mistakes, Absence Of An Up-To-Date Muster List And Indications That Crew Members May Not Be Able To Communicate With Each Other.

Port State Control Inspections Are Normally Limited To Checking Certificates And Documents. But If Certificates Are Not Valid Or If There Are Clear Grounds For Believing That The Condition Of The Ship Or Of Its Equipment, Or Its Crew, Does Not Substantially Meet The Requirements Of A Relevant Instrument, A More Detailed Inspection May Be Carried Out.

The Operations And Procedures Selected For Special Attention Include Ascertaining That Crew Members Are Aware Of Their Duties As Indicated In The Muster List; Communications; Fire And Abandon Ship Drills; Familiarity With The Ship’s Damage Control And Fire Control Plans; Bridge, Cargo And Machinery Operations; And Ability To Understand Manuals And Other Instructions.

The May 1994 Amendments (Msc)

Adoption: 25 May 1994
Entry Into Force: 1 January 1996

Some Of The Most Important Of The Amendments Concern Chapter V, Which Deals With Safety Of Navigation. Three New Regulations Were Added.

Regulation 15-1 Requires All Tankers Of 20,000 Dwt And Above Built After 1 January 1996 To Be Fitted With An Emergency Towing Arrangement To Be Fitted At Both Ends Of The Ship. Tankers Built Before That Date Had To Be Fitted With A Similar Arrangement Not Later Than 1 January 1999.

A New Regulation 22 Was Adopted To Improve Navigation Bridge Visibility.

The Third New Regulation, 8-1, Deals With Ship Reporting, Making Mandatory The Use Of Ship Reporting Systems Approved By Imo.

General Principles For Ship Reporting Systems Were Previously Adopted By Imo In 1989 As A Recommendation.

The Systems Are Used To Provide, Gather Or Exchange Information Through Radio Reports.

The Regulation Makes It Mandatory For Ships Entering Areas Covered By Ship Reporting Systems To Report In To The Coastal Authorities Giving Details Of Sailing Plans.

Chapter Ii-2, Which Deals With Fire Safety, Was Also Amended. Improvements Were Made To Regulation 15, Which Deals With Fire Protection Arrangements For Fuel Oil, Lubrication Oil And Other Flammable Oils.

A Number Of Amendments To The International Code For The Construction And Equipment Of Ships Carrying Liquefied Gases In Bulk (Igc Code) And The Code For The Construction And Equipment Of Ships Carrying Liquefied Gases (Gas Carrier Code) Were Adopted. The Changes Deal With The Filling Limits For Cargo Tanks.

The December 1994 Amendments

Adoption: 9 December 1994
Entry Into Force: 1 July 1996

Two Of The Amendments Affect Chapter Vi And Make The Code Of Safe Practice For Cargo Stowage And Securing Mandatory. The Code Was Adopted As A Recommendation In 1991. The Amendments Make It Mandatory To Provide The Cargo Information Required By The Code And For Cargo Units, Including Containers, To Be Loaded, Stowed And Secured In Accordance With A Manual That Must Be At Least Equivalent To The Code.

The Code Is Also Made Mandatory Under Chapter Vii, Which Deals With The Carriage Of Dangerous Goods.

The May 1995 Amendments

Adoption: 16 May 1995
Entry Into Force: 1 January 1997

The Amendments Affect Regulation 8 Of Chapter V (Safety Of Navigation). The Regulation Was Amended To Make Ships’ Routeing Systems Compulsory.

Governments Are Responsible For Submitting Proposals For Ships’ Routeing Systems To Imo In Accordance With Amendments To The General Provisions On Ships’ Routeing Which Were Adopted At The Same Time.

The November 1995 Amendments (Conference)

Adopted: 29 November 1995
Entry Into Force: 1 July 1997

The Amendments Were Based On Proposals Put Forward By The Panel Of Experts On The Safety Of Roll On-Roll Off Passenger Ships Which Was Established In December 1994 Following The Sinking Of The Ferry Estonia.

The Most Important Of The Changes Concerned The Stability Of Ro-Ro Passenger Ships Contained In Chapter Ii-1 - Construction.

The Solas 90 Damage Stability Standard, Which Had Applied To All Ro-Ro Passenger Ships Built Since 1990, Was Extended To Existing Ships As Well In Accordance With An Agreed Phase-In Programme. Ships That Only Meet 85% Of The Standard Had To Comply Fully By 1 October 1998 And Those Meeting 97.5% Or Above, By 1 October 2005.

A New Regulation 8-2 Was Adopted Containing Special Requirements For Ro-Ro Passenger Ships Carrying 400 Passengers Or More. This Is Intended To Phase Out Ships Built To A One-Compartment Standard And Ensure That They Can Survive Without Capsizing With Two Main Compartments Flooded Following Damage.

The Conference Adopted A Resolution Which Permits Regional Arrangements To Be Made On Special Safety Requirements For Ro-Ro Passenger Ships.

The Conference Also Adopted Amendments To Other Chapters In The Solas Convention.

Changes To Chapter Iii, Which Deals With Life Saving Appliances And Arrangements, Include The Addition Of A Section Requiring Ro-Ro Passenger Ships To Be Fitted With Public Address Systems, A Regulation Providing Improved Requirements For Life-Saving Appliances And Arrangements And A Requirement For All Passenger Ships To Have Full Information On The Details Of Passengers On Board And Requirements For The Provision Of A Helicopter Pick-Up Or Landing Area.

Other Amendments Were Made To Chapter Iv (Radiocommunications); Chapter V (Safety Of Navigation), Including A Requirement That All Ro-Ro Passenger Ships Should Have An Established Working Language, And Chapter Vi (Carriage Of Cargoes).

The June 1996 Amendments

Adoption: 4 June 1996
Entry Into Force: 1 July 1998

A Completely Revised Chapter Iii On Life-Saving Appliances And Arrangements Was Adopted. The Amendments To The Chapter Take Into Account Changes In Technology That Have Occurred Since The Chapter Was Last Re-Written In 1983.

Many Of The Technical Requirements Were Transferred To A New International Life-Saving Appliance (Lsa) Code. This Applies To All Ships Built On Or After 1 July 1998. Some Of The Amendments To Chapter Iii Apply To Existing Ships As Well As New Ones.

Other Solas Chapters Were Also Amended.

In Chapter Ii-1 (Construction - Sub-Division And Stability, Machinery And Electrical Installations), A New Part A-1 Dealing With The Structure Of Ships. A New Regulation 3-1 Requires Ships To Be Designed, Constructed And Maintained In Compliance With Structural Requirements Of A Recognized Classification Society Or With Applicable Requirements By The Administration. Regulation 3-2 Deals With Corrosion Prevention Of Seawater Ballast Tanks And Other Amendments To Chapter Ii-1 Concern The Stability Of Passenger And Cargo Ships In The Damaged Condition.

In Chapter Vi (Carriage Of Cargoes), Regulation 7 Was Replaced By A New Text Dealing With The Loading, Unloading And Stowage Of Bulk Cargoes. It Is Intended To Ensure That No Excessive Stress Is Placed On The Ship’s Structure During Such Operations. The Ship Must Be Provided With A Booklet Giving Advice On Cargo Handling Operations And The Master And Terminal Representative Must Agree On A Plan To Ensure That Loading And Unloading Is Carried Out Safely.

A Change Was Also Made To Chapter Xi Dealing With The Authorization Of Recognized Organizations.

The International Bulk Chemicals (Ibc) And Bulk Chemicals (Bch) Code Were Also Amended. The Ibc Code Is Mandatory Under Solas And Applies To Ships Carrying Dangerous Chemicals In Bulk That Were Built After 1 July 1986. The Bch Is Recommended And Applies To Ships Built Before That Date.

The December 1996 Amendments

Adoption: 6 December 1996
Entry Into Force: 1 July 1998

The Amendments To Chapter Ii-1 Include A Requirement For Ships To Be Fitted With A System To Ensure That The Equipment Necessary For Propulsion And Steering Are Maintained Or Immediately Restored In The Case Of Loss Of Any One Of The Generators In Service.

• The General Introduction,
• Part B (Fire Safety Measures For Passenger Ships),
• Part C (Fire Safety Measures For Cargo Ships) And
• Part D (Fire Safety Measures For Tankers).

A New International Code For Application Of Fire Test Procedures Was Made Mandatory Under The Revised Chapter Ii-2. It Is Intended To Be Used By Administrations When Approving Products For Installation In Ships Flying Their Flag.

An Amendment To Chapter V (Safety Of Navigation) Aims To Ensure That The Crew Can Gain Safe Access To The Ship’s Bow, Even In Severe Weather Conditions. Amendments Were Also Made To Two Regulations In Chapter Vii (Carriage Of Dangerous Goods).

The Ibc Code Was Also Amended.

The June 1997 Amendments

Adoption: 4 June 1997
Entry Into Force: 1 July 1999 (Under Tacit Acceptance)

A New Regulation On Vessel Traffic Services (Vts) Was Adopted. Vts Are Traffic Management Systems, For Example Those Used In Busy Straits.

Regulation 8-2 Of Solas Chapter V (Safety Of Navigation) Sets Out When Vts Can Be Implemented. It Says Vessel Traffic Services Should Be Designed To Contribute To The Safety Of Life At Sea, Safety And Efficiency Of Navigation And The Protection Of The Marine Environment, Adjacent Shore Areas, Worksites And Offshore Installations From Possible Adverse Effects Of Maritime Traffic. Governments May Establish Vts When, In Their Opinion, The Volume Of Traffic Or The Degree Of Risk Justifies Such Services, The Regulation Adds. But No Vts Should Prejudice The "Rights And Duties Of Governments Under International Law" And A Vts May Only Be Made Mandatory In Sea Areas Within A State’s Territorial Waters.

Chapter Ii-I Relating To Stability Requirements For Passenger Ships Was Also Amended. Regulation 8.3 On "Special Requirements For Passenger Ships, Other Than Ro-Ro Passenger Ships, Carrying 400 Persons Or More" Effectively Makes These Ships Comply With The Special Requirements For Ro-Ro Passenger Ships In Regulation 8.2 Which Were Adopted In November 1995. The Special Requirements Are Aimed At Ensuring The Ships Can Survive Without Capsizing With Two Main Compartments Flooded Following Damage.

The November 1997 Amendments (Conference)

Adoption: 27 November 1997
Entry Into Force: 1 July 1999 (Under Tacit Acceptance)

The Amendments Add A New Chapter Xii To The Convention Entitled Additional Safety Measures For Bulk Carriers.

The Regulations State That All New Bulk Carriers 150 Metres Or More In Length (Built After That Date) Carrying Cargoes With A Density Of 1,000 Kg/M³ And Above Should Have Sufficient Strength To Withstand Flooding Of Any One Cargo Hold, Taking Into Account Dynamic Effects Resulting From Presence Of Water In The Hold And Taking Into Account The Recommendations Adopted By Imo.

For Existing Ships (Built Before 1 July 1999) Carrying Bulk Cargoes With A Density Of 1,780 Kg/M³ And Above, The Transverse Watertight Bulkhead Between The Two Foremost Cargo Holds And The Double Bottom Of The Foremost Cargo Hold Should Have Sufficient Strength To Withstand Flooding And The Related Dynamic Effects In The Foremost Cargo Hold.

Cargoes With A Density Of 1,780 Kg/M³ And Above (Heavy Cargoes) Include Iron Ore, Pig Iron, Steel, Bauxite And Cement. Lighter Cargoes, But With A Density Of More Than 1,000 Kg/M³, Include Grains Such As Wheat And Rice, And Timber.

The Amendments Take Into Account A Study Into Bulk Carrier Survivability Carried Out By The International Association Of Classification Societies (Iacs) At The Request Of Imo. Iacs Found That If A Ship Is Flooded In The Forward Hold, The Bulkhead Between The Two Foremost Holds May Not Be Able To Withstand The Pressure That Results From The Sloshing Mixture Of Cargo And Water, Especially If The Ship Is Loaded In Alternate Holds With High Density Cargoes (Such As Iron Ore). If The Bulkhead Between One Hold And The Next Collapses, Progressive Flooding Could Rapidly Occur Throughout The Length Of The Ship And The Vessel Would Sink In A Matter Of Minutes.

Iacs Concluded That The Most Vulnerable Areas Are The Bulkhead Between Numbers One And Two Holds At The Forward End Of The Vessel And The Double Bottom Of The Ship At This Location. During Special Surveys Of Ships, Particular Attention Should Be Paid To These Areas And, Where Necessary, Reinforcements Should Be Carried Out.

The Criteria And Formulae Used To Assess Whether A Ship Currently Meets The New Requirements, For Example In Terms Of The Thickness Of The Steel Used For Bulkhead Structures, Or Whether Reinforcement Is Necessary, Are Laid Out In Imo Standards Adopted By The 1997 Conference.

Under Chapter Xii, Surveyors Can Take Into Account Restrictions On The Cargo Carried In Considering The Need For, And The Extent Of, Strengthening Of The Transverse Watertight Bulkhead Or Double Bottom. When Restrictions On Cargoes Are Imposed, The Bulk Carrier Should Be Permanently Marked With A Solid Triangle On Its Side Shell.

The Date Of Application Of The New Chapter To Existing Bulk Carriers Depends On Their Age. Bulk Carriers Which Are 20 Years Old And Over On 1 July 1999 Have To Comply By The Date Of The First Intermediate Or Periodic Survey After That Date, Whichever Is Sooner. Bulk Carriers Aged 15-20 Years Must Comply By The First Periodical Survey After 1 July 1999, But Not Later Than 1 July 2002. Bulk Carriers Less Than 15 Years Old Must Comply By The Date Of The First Periodical Survey After The Ship Reaches 15 Years Of Age, But Not Later Than The Date On Which The Ship Reaches 17 Years Of Age.

The May 1998 Amendments

Adoption: 18 May 1998
Entry Into Force: 1 July 2002 (Under Tacit Acceptance)

Amendments To Chapter Ii-1 - Construction - Subdivision And Stability, Machinery And Electrical Installations Concern Regulation 14 On Construction And Initial Testing Of Watertight Bulkheads, Etc., In Passenger Ships And Cargo Ships. Paragraph 3 Is Replaced To Allow Visual Examination Of Welded Connections, Where Filling With Water Or A Hose Test Are Not Practicable.

In Chapter Iv - Radiocommunications The Amendments Include:

• A New Regulation 5-1 Requiring Contracting Governments To Ensure Suitable Arrangements Are In Place For Registering Global Maritime Distress And Safety System (Gmdss) Identities (Including Ship’s Call Sign, Inmarsat Identities) And Making The Information Available 24 Hours A Day To Rescue Co-Ordination Centres;
• A New Paragraph 9 To Regulation 15 Maintenance Requirements Covering Testing Intervals For Satellite Emergency Position Indicating Radio Beacons (Epirbs)
• A New Regulation 18 On Position Updating Requiring Automatic Provision Of Information Regarding The Ship’s Position Where Two-Way Communication Equipment Is Capable Of Providing Automatically The Ship’s Position In The Distress Alert.

Amendments To Chapter Vi Carriage Of Cargoes Paragraph 6 Of Regulation 5 Stowage And Securing Makes It Clear That "All Cargoes, Other Than Solid And Liquid Bulk Cargoes" Should Be Loaded, Stowed And Secured In Accordance With The Cargo Securing Manual. A Similar Amendment Was Adopted For Regulation 6 Of Chapter Vii Carriage Of Dangerous Goods Also Covering Stowage And Securing.

International Convention On Load Lines, 1966

Adoption: 5 April 1966
Entry Into Force: 21 July 1968

It Has Long Been Recognized That Limitations On The Draught To Which A Ship May Be Loaded Make A Significant Contribution To Her Safety. These Limits Are Given In The Form Of Freeboards, Which Constitute, Besides External Weathertight And Watertight Integrity, The Main Objective Of The Convention.

The First International Convention On Load Lines, Adopted In 1930, Was Based On The Principle Of Reserve Buoyancy, Although It Was Recognized Then That The Freeboard Should Also Ensure Adequate Stability And Avoid Excessive Stress On The Ship’s Hull As A Result Of Overloading.

In The 1966 Load Lines Convention, Provisions Are Made Determining The Freeboard Of Tankers By Subdivision And Damage Stability Calculations.

The Regulations Take Into Account The Potential Hazards Present In Different Zones And Different Seasons. The Technical Annex Contains Several Additional Safety Measures Concerning Doors, Freeing Ports, Hatchways And Other Items. The Main Purpose Of These Measures Is To Ensure The Watertight Integrity Of Ships’ Hulls Below The Freeboard Deck.

All Assigned Load Lines Must Be Marked Amidships On Each Side Of The Ship, Together With The Deck Line. Ships Intended For The Carriage Of Timber Deck Cargo Are Assigned A Smaller Freeboard As The Deck Cargo Provides Protection Against The Impact Of Waves.

The Convention Includes Annex I, Divided Into Four Chapters:

• Chapter I - General;
• Chapter Ii - Conditions Of Assignment Of Freeboard;
• Chapter Iii - Freeboards;
• Chapter Iv - Special Requirements For Ships Assigned Timer Freeboards.

Annex Ii Covers Zones, Areas And Seasonal Periods And Annex Iii Contains Certificates, Including The International Load Line Certificate.

Amendments

• In 1971 (To Make Certain Improvements To The Text And To The Chart Of Zones And Seasonal Areas);
• In 1975 (To Introduce The Principle Of ‘Tacit Acceptance’ Into The Convention);
• In 1979 (To Make Some Alterations To Zone Boundaries Off The Coast Of Australia), And
• In 1983 (To Extend The Summer And Tropical Zones Southward Off The Coast Of Chile).

None Of These Amendments Have Yet Entered Into Force. In Each Case, Two-Thirds Of Contracting States Are Required To Accept The Amendments, And These Requirements Have Not Yet Been Met.

The 1988 Protocol

Adoption: 11 November 1988
Entry Into Force: 3 February 2000

The Protocol Was Adopted In Order To Harmonize The Convention’s Survey And Certification Requirement With Those Contained In Solas (See Above) And Marpol 73/78 (See Below).

All Three Instruments Require The Issuing Of Certificates To Show That Requirements Have Been Met And This Has To Be Done By Means Of A Survey Which Can Involve The Ship Being Out Of Service For Several Days.

The Harmonized System Will Alleviate The Problems Caused By Survey Dates And Intervals Between Surveys Which Do Not Coincide, So That A Ship Should No Longer Have To Go Into Port Or Repair Yard For A Survey Required By One Convention Shortly After Doing The Same Thing In Connection With Another Instrument.

The 1988 Load Lines Protocol Also Introduces The "Tacit Acceptance" Amendment Procedure Into The Load Lines Convention. At Present, Amendments Enter Into Force After They Have Been Positively Accepted By Two-Thirds Of Parties, But The Procedure Has Proved To Be So Slow In Practice That None Of The Amendments Adopted To The Convention Has Ever Entered Into Force.

Under Tacit Acceptance, Amendments Enter Into Force On A Date Chosen At The Time Of Adopted, Unless They Are Rejected By One-Thirds Of Parties. The Procedure Will Enable Changes To The Convention To Enter Into Force Within Two Years (Or Less, In Certain Cases). This Is Important Because The Convention Is Currently Being Revised By Imo.

The 1995 Amendments

Adopted: 24 November 1995
Entry Into Force: 12 Months After Being Accepted By Two-Thirds Of Contracting Governments.
Status: 5 Acceptances Have Been Received.

The Amendments Concern The Southern Tropical Zone Off The Coast Of Australia.

Special Trade Passenger Ships Agreement, 1971

Adoption: 6 October 1971
Entry Into Force: 2 January 1974

The Carriage Of Large Numbers Of Unberthed Passengers In Special Trades Such As The Pilgrim Trade - In A Restricted Sea Area Around The Indian Ocean - Is Of Particular Interest To Countries In That Area. It Was Regulated By The Simla Rules Of 1931, Which Became Outdated Following The Adoption Of The 1948 And 1960 Solas Conventions.

As A Result, Imo Convened An International Conference In 1971 To Consider Safety Requirements For Special Trade Passenger Ships In Relation To The 1960 Solas Convention.

Included In An Annex To The Agreement Are Special Trade Passenger Ships Rules, 1971, Which Provide Modifications To The Regulations Of Chapters Ii And Iii Of The 1960 Solas Convention.

Protocol On Space Requirements For Special Trade Passenger Ships, 1973

Adoption: 13 July 1973
Entry Into Force: 2 June 1977

Following The International Conference On Special Trade Passenger Ships, 1971, Imo, In Co-Operation With Other Organizations, Particularly The World Health Organisation (Who), Developed Technical Rules Covering The Safety Aspects Of Carrying Passengers On Board Such Ships.

The Protocol On Space Requirements For Special Trade Passenger Ships Was Adopted In 1973. Annexed To This Protocol Are Technical Rules Covering The Safety Aspect Of The Carriage Of Passengers In Special Trade Passenger Ships.

The Space Requirements For Special Trade Passenger Ships Are Complementary To The 1971 Special Trade Passenger Ships Agreement.

Convention On The International Regulations For Preventing Collisions At Sea, 1972 (Colregs)

Adoption: 20 October 1972
Entry Into Force: 15 July 1977

This Convention Was Designed To Update And Replace The Collision Regulations Of 1960 Which Were Annexed To The Solas Convention Adopted In That Year.

The 1972 Convention Also Incorporated The Tacit Acceptance Procedure.

One Of The Most Important Innovations In The 1972 Regulations Was The Recognition Given To Traffic Separation Schemes.

Rule 10 States That Vessels Using These Schemes Will Be Required To Proceed In The Appropriate Traffic Lane In The General Direction Of Traffic Flow For That Lane, Keeping Clear Of A Traffic Separation Line Or Zone. In So Far As Is Practicable, Vessels Must Avoid Crossing Traffic Lanes. When Crossing A Lane Is Necessary, It Must Be Accomplished As Nearly As Practicable At Right Angles To The General Direction Of The Traffic Flow.

The Convention Groups Provisions Into Sections Dealing With Steering And Sailing; Lights And Shapes And Sound And Light Signals. There Are Also Four Annexes Containing Technical Requirements Concerning Lights And Shapes And Their Positioning; Sound Signalling Appliances; Additional Signals For Fishing Vessels When Operating In Close Proximity, And International Distress Signals.

Guidance Is Provided In Determining Safe Speed, The Risk Of Collision And The Conduct Of Vessels Operating In Or Near Traffic Separation Schemes. Other Rules Concern The Operation Of Vessels In Narrow Channels, The Conduct Of Vessels In Restricted Visibility, Vessels Restricted In Their Ability To Manoeuvre, And Provisions Concerning Vessels Constrained By Their Draught.

The Rules Also Include Requirements For Special Lights For Air-Cushion Vessels Operating In The Non-Displacement Mode, A Yellow Light To Be Exhibited Above The White Sternlight By Vessels Engaged In Towing, Special Lights And Day Signals For Vessels Engaged In Dredging Or Under-Water Operations, And Sound Signals To Be Given In Restricted Visibility.

The Technical Details Of Construction And Positioning Of Lights And Shapes Have Been Placed In A Separate Annex.

The 1981 Amendments

Adoption: 19 November 1981
Entry Into Force: 1 June 1983

These Were Adopted By The Imo Assembly And Entered Into Force Under The Tacit Acceptance Procedure On 1 June 1983. A Number Of Rules Are Affected But Perhaps The Most Important Change Concerns Rule 10, Which Has Been Amended To Enable Vessels Carrying Out Various Safety Operations, Such As Dredging Or Surveying, To Carry Out These Functions In Traffic Separation Schemes.

The 1987 Amendments

Adoption: 19 November 1987
Entry Into Force: 19 November 1989

The Amendments Affect Several Rules, Such As

• Rule 1(E) - Vessels Of Special Construction: The Amendment Classifies The Application Of The Convention To Such Ships;
• Rule 3(H), Which Defines A Vessel Constrained By Her Draught;
• Rule 10© - Crossing Traffic Lanes, Etc.

The 1989 Amendments

Adoption: 19 October 1989
Entry Into Force: 19 April 1991

The Amendment Concerns Rule 10 And Is Designed To Stop Unnecessary Use Of The Inshore Traffic Zone.

The 1993 Amendments

Adoption: 4 November 1993
Entry Into Force: 4 November 1995

The Amendments Are Mostly Concerned With The Positioning Of Lights.

International Convention For Safe Containers, 1972

Adoption: 2 December 1972
Entry Into Force: 6 September 1977

In View Of The Rapid Increase In The Use Of Freight Containers For The Consignment Of Goods By Sea And The Development Of Specialized Container Ships, In 1967 Imo Undertook To Study The Safety Of Containerization In Marine Transport. The Container Itself Emerged As The Most Important Aspect To Be Considered.

Imo In Co-Operation With The Economic Commission For Europe Developed A Draft Convention And In 1972 The Finalised Convention Was Adopted At A Conference Jointly Convened By The United Nations And Imo.

The 1972 Convention For Safe Containers Has Two Goals. One Is To Maintain A High Level Of Safety Of Human Life In The Transport And Handling Of Containers By Providing Generally Acceptable Test Procedures And Related Strength Requirements Which Have Proven Adequate Over The Years.

The Other Is To Facilitate The International Transport Of Containers By Providing Uniform International Safety Regulations, Equally Applicable To All Modes Of Surface Transport. In This Way, Proliferation Of Divergent National Safety Regulations Can Be Avoided.

The Requirements Of The Convention Apply To The Great Majority Of Freight Containers Used Internationally, Except Those Designed Specially For Carriage By Air. As It Was Not Intended That All Containers, Van Or Reusable Packing Boxes Should Be Affected, The Scope Of The Convention Is Limited To Containers Of A Prescribed Minimum Size Having Corner Fittings - Devices Which Permit Handling, Securing Or Stacking.

The Convention Sets Out Procedures Whereby Containers Used In International Transport Will Be Safety-Approved By An Administration Of A Contracting State Or By An Organization Acting On Its Behalf.

The Administration Or Its Authorized Representative Will Authorize The Manufacturer To Affix To Approved Containers A Safety Approval Plate Containing The Relevant Technical Data.

The Approval, Evidenced By The Safety Approval Plate Granted By One Contracting State, Should Be Recognized By Other Contracting States. This Principle Of Reciprocal Acceptance Of Safety-Approved Containers Is The Cornerstone Of The Convention; And Once Approved And Plated It Is Expected That Containers Will Move In International Transport With The Minimum Of Safety Control Formalities.

The Subsequent Maintenance Of A Safety-Approved Container Is The Responsibility Of The Owner, Who Is Required To Have The Container Periodically Examined.

The Technical Annex To The Convention Specifically Requires That The Container Be Subjected To Various Tests Which Represent A Combination Of Safety Requirements Of Both The Inland And Maritime Modes Of Transport.

Flexibility Is Incorporated In The Convention By The Provision Of Simplified Amendment Procedures Which Make It Possible To Speedily Adapt The Test Procedures To The Requirements Of International Container Traffic.

The 1981 Amendments

Adoption: 2 April 1981
Entry Into Force: 1 December 1981

The Amendments Provide Transitional Arrangements For Plating Of Containers (Which Had To Be Completed By 1 January 1985), And For The Marking Of The Date Of The Container’s Next Examination By 1 January 1987.

The 1983 Amendments

Adoption: 13 June 1983
Entry Into Force: 1 January 1984

The Amendments Extend The Interval Between Re-Examination To 30 Months And Permit A Choice Of Container Re-Examination Procedures Between The Original Periodic Examination Scheme Or A New Continuous Examination Programme.

The 1991 Amendments

Adoption: 17 May 1991
Entry Into Force: 1 January 1993

The Amendments Concern Annexes I And Ii Of The Convention. They Include The Addition Of A New Chapter V To Annex I Concerning Regulations For The Approval Of Modified Containers.

The 1993 Amendments

Adoption: 4 November 1993
Entry Into Force: 12 Months After Being Accepted By Two-Thirds Of Contracting Parties
Status: 4 Acceptances Have Been Received.

The Amendments Concern The Information Contained On The Csc Approval Plate And Also Amend Some Of The Test Loads And Testing Procedures Required By The Convention.

Convention On The International Maritime Satellite Organization, 1976

Adoption: 3 September 1976
Entry Into Force: 16 July 1979

Imo Recognised The Potential For Satellite Communications To Assist In Distress Situations At Sea Soon After The Launch Of The World’s First Telecommunications Satellite, Telstar, In 1962 - And In February 1966, Imo’s Maritime Safety Committee (Msc) Decided To Study The Operational Requirements For A Satellite Communications System Devoted To Maritime Purposes.

In 1973, Imo Decided To Convene A Conference With The Object Of Establishing A New Maritime Communications System Based On Satellite Technology.

The Conference First Met In 1975 And Held Three Sessions, At The Third Of Which, In 1976, The Convention On The International Maritime Satellite Organization, Was Adopted, Together With An Operating Agreement.

The Convention Defines The Purposes Of Inmarsat As Being To Improve Maritime Communications, Thereby Assisting In Improving Distress And Safety Of Life At Sea Communications, The Efficiency And Management Of Ships, Maritime Public Correspondence Services, And Radiodetermination Capabilities.

The Organization Consists Of An Assembly, Council And A Directorate Headed By A Director-General, And The Functions Of Each Are Defined. An Annex To The Convention Outlines Procedures For The Settlement Of Disputes.

The Operating Agreement Set An Initial Capital Ceiling For The Organization Of Us$ 200 Million. Investment Shares Are Determined On The Basis Of Utilization Of The Inmarsat Space Segment.

Inmarsat Began Operations In 1981 And Has Its Headquarters In London.

The 1985 Amendments

Adoption: 16 October 1985
Entry Into Force: 13 October 1989

The Amendments Enabled Inmarsat To Provide Services To Aircraft As Well As Ships.

The 1989 Amendments

Adoption: 19 January 1989
Entry Into Force: 26 June 1997

The Amendments Enabled Inmarsat To Provide Services To Land-Based Vehicles As Well As Ships And Aircraft.

The 1994 Amendments

Adoption: 9 December 1994
Entry Into Force: One Year After Being Accepted By Two-Thirds Of Contracting Parties Representing Two-Thirds Of The Total Investment Share.
Status: 30 Acceptances Have Been Received.

One Of The Amendments Changed The Name Of The Organization To The International Mobile Satellite Organization, Abbreviated To Inmarsat. The Change Reflects Changes Since The Organization Was Formed And The Extension Of Its Services From The Maritime Sector To Other Modes Of Transport.

There Were Also Changes To Article 13 On The Composition Of The Inmarsat Council.

Restructuring Of Inmarsat

Inmarsat’s Assembly Of Member Governments Agreed In September 1998 To Privatize Inmarsat From April 1999.

However, Inmarsat Will Retain An Intergovernmental Body To Ensure That Inmarsat Meets Its Public Service Obligations, Including Obligations Relating To The Global Maritime Distress And Safety System (Gmdss).

The Torremolinos International Convention For The Safety Of Fishing Vessels, 1977

Adoption: 2 April 1977
Entry Into Force: One Year After 15 States With 50 Per Cent Of The World’s Fishing Fleet Of Vessels Of 24 Metres In Length Have Ratified The Convention.
Status: The Convention Has Been Ratified By 18 States But Has Been Superseded By 1993 Protocol (See Below).

The Convention, Adopted At A Conference Held In Torremolinos, Spain, Was The First-Ever International Convention On The Safety Of Fishing Vessels.

The Safety Of Fishing Vessels Was A Matter Of Concern To Imo Since The Organization Came Into Existence, But The Great Differences In Design And Operation Between Fishing Vessels And Other Types Of Ships Had Always Proved A Major Obstacle To Their Inclusion In The Conventions On Safety Of Life At Sea And Load Lines.

The Convention Contains Safety Requirements For The Construction And Equipment Of New, Decked, Seagoing Fishing Vessels Of 24 Metres In Length And Over, Including Those Vessels Also Processing Their Catch. Existing Vessels Are Covered Only In Respect Of Radio Requirements.

One Of The Most Important Features Of The Convention Is That It Contains Stability Requirements For The First Time In An International Convention.

• Construction, Watertight Integrity And Equipment;
• Machinery And Electrical Installations And Unattended Machinery Spaces;
• Fire Protection, Detection, Extinction, And Fire Fighting;
• Protection Of The Crew;
• Life-Saving Appliances;
• Emergency Procedures, Musters And Drills;
• Radiotelegraphy And Radiotelephony; And
• Shipborne Navigational Equipment.

The 1993 Torremolinos Protocol

Adoption: 2 April 1993
Entry Into Force: One Year After 15 States With At Least An Aggregate Fleet Of 14,000 Vessels Equivalent To Approximately 50% Of Today’s World Fishing Fleet Of Vessels Of 24 Metres In Length And Over, Have Ratified The Protocol.
Status:5 Acceptances Have Been Received

In The 1980s, It Became Clear That The Parent Convention Was Unlikely To Enter Into Force, Largely Because Of Technical Reasons. As A Result If Was Decided To Prepare A Replacement In The Form Of A Protocol.

The Protocol Updates The Parent Convention And Takes Account Of Technological Evolution In The Recent Years And The Need To Take A Pragmatic Approach Towards The Early Ratification Of An Instrument Which Is Needed To Regulate The Safety Of Fishing Vessels And Those Who Sail In Them.

The Protocol, Which Amends And Absorbs The Parent Convention, Also Applies To Fishing Vessels Of 24 Metres In Length And Over Including Those Vessels Also Processing Their Catch.

The Purpose Of The Protocol Is To Eliminate The Provisions Incorporated In The Parent Convention Which Have Caused Difficulties For States And Thereby Enable It To Be Brought Into Force As Soon As Possible.

The Protocol Is Also Intended To Take Into Account Developments In Fishing And In Fishing Vessel Technology As They Relate To The Safety Of Fishing Vessels And Fishermen Which Have Taken Place In The Years Since The Adoption Of The 1977 Convention. The Trend To Exploit Deep Water Fishing Grounds On A Large Scale And To Conduct Fishing Operations In Distant Waters Demands Safer And More Comfortable Living And Working Conditions For Fishermen.

This Has Made It Necessary For The Fishing Industry To Design And Build A New Generation Of Modern And More Sophisticated Fishing Vessels. To Be Successful In Their Operations, These Vessels Have To Be Fitted With Advanced Fishfinding And Navigation Equipment. Although Provided With Effective Trawling Methods, Environment-Friendly Trawling Is Being Introduced To Preserve The Fishing Resources As Well As The Seabed.

The General Trend In Modern Designed Fishing Vessels, If They Are To Be Economically Profitable, Must Include Improvements In Machinery And Fishing Gear, Improvements In Safety Features As A Whole And Better Working Conditions For Fishermen. Safety Provisions Addressed By The Protocol Include Automatically Controlled Machinery Spaces, Improved Life-Saving Appliances, Immersion Suits And Thermal Protective Aids, Satellite Communication Systems And Other Components Of The Global Maritime Distress And Safety System.

International Convention On Standards Of Training, Certification And Watchkeeping For Seafarers, 1978

Adoption: 7 July 1978
Entry Into Force: 28 April 1984
(Note: The 1995 Amendments - See Below - Completely Revised The Convention)

The Convention Was The First To Establish Basic Requirements On Training, Certification And Watchkeeping For Seafarers On An International Level.

The Technical Provisions Of The Convention Were Contained In An Annex, Divided Into Six Chapters. The First Contains General Provisions And The Contents Of The Others Are Outlined Below.

• Master-Deck Department: This Chapter Outlines Basic Principles To Be Observed In Keeping A Navigational Watch.
  It Also Lays Down Mandatory Minimum Requirements For The Certification Of Masters, Chief Mates And Officers In Charge Of Navigational Watches On Ships Of 200 Grt Or More. Other Regulations Deal With Mandatory Minimum Requirements For Officers In Charge Of Navigational Watches And Masters Of Ships Of Less Than 200 Grt And For Ratings Forming Part Of A Navigational Watch.
  The Chapter Also Includes Regulations Designed To Ensure The Continued Proficiency And Updating Of Knowledge For Masters And Deck Officers. Further Requirements Are Contained In A Number Of Annexes.
• Engine Department: This Chapter Outlines Basic Principles To Be Observed In Keeping An Engineering Watch. It Includes Mandatory Minimum Requirements For Certification Of Chief And Second Engineer Officers Of Ships With Main Propulsion Machinery Of 3000 Kw Or More And For Ships Of Between 750 Kw And 3000 Kw.
  Mandatory Minimum Requirements Are Also Laid Down For The Certification Of Engineer Officers In Charge Of A Watch In A Traditionally Manned Engine Room, Or The Designated Engineer In A Periodically Unmanned Engine Room, And The Chapter Also Establishes Mandatory Minimum Requirements For Ratings Forming Part Of An Engine Room Watch.
• Radio Department: The First Regulation In This Chapter Deals With Radio Watchkeeping And Maintenance. The Chapter Goes On To Establish Mandatory Minimum Requirements For Certification Of Radio Officers And Radio Operators, And Requirements To Ensure Their Continued Proficiency And Updating Of Knowledge. Another Regulation Establishes Mandatory Minimum Requirements For Certification Of Radiotelephone Operators.
• Special Requirements For Tankers: This Chapter Deals With Additional Mandatory Minimum Requirements For The Training And Qualification Of Masters, Officers And Ratings Of Oil Tankers, Chemical Tankers And Liquefied Gas Tankers.
• Proficiency In Survival Craft: This Chapter Is Concerned With Mandatory Minimum Requirements For The Issue Of Certificates Of Proficiency In Survival Craft.

The Requirements Of The Convention Are Augmented By 23 Resolutions Adopted By The Conference, Many Of Which Contain More Detailed Provisions On The Subjects Covered By The Convention Itself.

The 1991 Amendments

Adoption: 22 May 1991
Entry Into Force: 1 December 1992

The Amendments Are Mostly Concerned With Additional Requirements Made Necessary By The Implementation Of The Global Maritime Distress And Safety System (Gmdss).

The 1994 Amendments

Adoption: 25 May 1994
Entry Into Force: 1 January 1996

The Amendments Replaced Chapter V, Which Deals With Special Training For Crews On Tankers, With A New Text.

The 1995 Amendments

Adoption: 7 July 1995
Entry Into Force: 1 February 1997

The1995 Amendments Represented A Major Revision Of The Convention.

One Of The Major Features Of The Revision Is The Adoption Of A New Stcw Code, To Which Many Technical Regulations Have Been 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.

The Original 1978 Convention Had Been Criticized On Many Counts. Critics Pointed Out The Many Vague Phrases, Such As "To The Satisfaction Of The Administration", Which Resulted In Different Interpretations Being Made. Others Complained That The Convention Was Never Uniformly Applied And Did Not Impose Any Strict Obligations On Parties Regarding Implementation. There Was Also A General Recognition That, After 17 Years, The Convention Badly Needed To Be Brought Up To Date.

Some Of The Most Important Amendments Adopted By The Conference Concern Chapter I (General Provisions). They Include The Following:

• Parties To The Convention Will Be Required To Provide Detailed Information To Imo Concerning Administrative Measures Taken To Ensure Compliance With The Convention.
  
  This Information Will Be Used By The Maritime Safety Committee (Msc), Imo’s Senior Technical Body, To Identify Parties That Are Able To Demonstrate That They Can Give Full And Complete Effect To The Convention. Other Parties Will Then Be Able To Accept That Certificates Issued By These Parties Are In Compliance With The Convention.
  
  This Regulation Is Regarded As Particularly Important Because It Means That Governments Will Have To Establish That They Have The Administrative, Training And Certification Resources Necessary To Implement The Convention.
  
  No Such Proof Was Required In The Original Convention, Leading To Complaints That Standards Differed Widely From Country To Country And Certificates Could Therefore Not Always Be Relied On. Further Regulations Dealing With This Aspect Are Contained In The Mandatory Part A Of The Stcw Code.
  
• Enhanced Procedures Concerning The Exercise Of Port State Control Have Been Developed To Allow Intervention In The Case Of Deficiencies Deemed To Pose A Danger To Persons, Property Or The Environment.

Measures Have Been Introduced For Watchkeeping Personnel To Prevent Fatigue.

The Stcw Code

The Regulations Contained In The Convention Are Supported By Sections In The Code. Generally Speaking, The Convention Contains Basic Requirements Which Are Then Enlarged Upon And Explained In The Code.

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.

Until 1 February 2002, However, Parties May Continue To Issue, Recognize And Endorse Certificates Which Applied Before That Date In Respect Of Seafarers Who Began Training Or Seagoing Service Before 1 August 1998.

International Convention On Standards Of Training, Certification And Watchkeeping For Fishing Vessel Personnel (Stcw-F), 1995

Adoption: 7 July 1995
Entry Into Force: 12 Months After Being Accepted By 15 States.
Status: 2 Acceptances Received

Because Of The Nature Of The Fishing Industry It Is Extremely Difficult To Develop Regulations For Other Sections Of The Shipping Industry Which Can Be Applied Without Modification To Fishing Vessels As Well.

The Convention Will Apply To Crews Of Seagoing Fishing Vessels Generally Of 24 Metres In Length And Above.

It Was Originally Intended That Requirements For Crews On Fishing Vessels Should Be Developed As A Protocol To The Main Stcw Convention, But After Careful Consideration It Was Agreed That It Would Be Better To Adopt A Completely Separate Convention. The Convention Is The First Attempt To Make Standards Of Safety For Crews Of Fishing Vessels Mandatory.

The Stcw-F Convention Is Comparatively Short And Consists Of 15 Articles And Several Chapters Contained In An Annex. Chapter I Contains General Provisions And Chapter Ii Deals With Certification Of Skippers, Officers, Engineer Officers And Radio Operators.

Previously Efforts To Improve The Training, Certification And Watchkeeping Standards Of Fishing Vessels’ Personnel Have Been Adopted As Recommendations In Assembly Resolutions And The Document For Guidance On Fishermens’ Training And Certification Produced Jointly By Imo And The Food And Agriculture Organization (Fao) And The International Labour Organisation (Ilo).

International Convention On Maritime Search And Rescue, 1979

Adoption: 27 April 1979
Entry Into Force: 22 June 1985

The Main Purpose Of The Convention Is To Facilitate Co-Operation Between Governments And Between Those Participating In Search And Rescue (Sar) Operations At Sea By Establishing An International Sar Plan.

Co-Operation Of This Type Is Encouraged By Solas 1974, Parties To Which Undertake ‘To Ensure That Any Necessary Arrangements Are Made For Coast Watching And For The Rescue Of Persons In Distress Round Its Coasts. These Arrangements Should Include The Establishment, Operation And Maintenance Of Such Maritime Safety Facilities As Are Deemed Practicable And Necessary’.

The Technical Requirements Of The Sar Convention Are Contained In An Annex. Parties To The Convention Are Required To Ensure That Arrangements Are Made For The Provision Of Adequate Sar Services In Their Coastal Waters.

Parties Are Encouraged To Enter Into Sar Agreements With Neighbouring States Involving The Establishment Of Sar Regions, The Pooling Of Facilities, Establishment Of Common Procedures, Training And Liaison Visits. The Convention States That Parties Should Take Measures To Expedite Entry Into Its Territorial Waters Of Rescue Units From Other Parties.

The Convention Then Goes On To Establish Preparatory Measures Which Should Be Taken, Including The Establishment Of Rescue Co-Ordination Centres And Subcentres. It Outlines Operating Procedures To Be Followed In The Event Of Emergencies Or Alerts And During Sar Operations. This Includes The Designation Of An On-Scene Commander And His Duties.

Parties To The Convention Are Required To Establish Ship Reporting Systems, Under Which Ships Report Their Position To A Coast Radio Station. This Enables The Interval Between The Loss Of Contact With A Vessel And The Initiation Of Search Operations To Be Reduced. It Also Helps To Permit The Rapid Determination Of Vessels Which May Be Called Upon To Provide Assistance Including Medical Help When Required.

Under The Convention, The World’s Oceans Have Been Divided Up Into Regional Search And Rescue Regions, And In Each Region, Countries Have Been Working To Agree Each Individual Country’s Search And Rescue Region, For Which It Is Responsible. This Global Network Was Provisionally Completed Following A Conference In Fremantle, Australia, In September 1998.

The 1998 Amendments

Adoption: 18 May 1998
Entry Into Force: 1 January 2000 (Under Tacit Acceptance)

The Revised Sar Convention Clarifies The Responsibilities Of Governments And Puts Greater Emphasis On The Regional Approach And Co-Ordination Between Maritime And Aeronautical Sar Operations. It Is Hoped The Revised Convention Will Be More Acceptable To Those States Which Have Not Yet Ratified The 1979 Sar Convention - As Of 1 February 1999, The Sar Convention Had Been Ratified By Only 60 Countries, Whose Combined Merchant Fleets Represent Less Than 50% Of World Tonnage.

The Revision Applies To The Main Body Of The Convention, Contained In An Annex, Which Is Divided Into Chapters . The Terms And Definitions Contained In Chapter 1 Have Been Updated And Chapter 2, Which Deals With Organization And Co-Ordination, Has Been Re-Drafted To Make The Responsibilities Of Governments Clearer.

The New Text Requires Parties, Either Individually Or In Co-Operation With Other States, To Establish Basic Elements Of A Search And Rescue Service, And Describes How Sar Services Should Be Arranged And National Capabilities Be Developed. Parties Are Required To Establish Rescue Co-Ordination Centres And To Operate Them On A 24-Hour Basis With Trained Staff Having A Working Knowledge Of English.

Under The Revised Chapter 2, Parties Are Required To "Ensure The Closest Practicable Co-Ordination Between Maritime And Aeronautical Services". Imo And The International Civil Aviation Organization (Icao) Have Jointly Developed The International Aeronautical And Maritime Search And Rescue (Iamsar) Manual, To Replace The Earlier Merchant Ship Search And Rescue Manual (Mersar), First Published In 1971, And The Imo Search And Rescue Manual (Imosar), First Published In 1978.

Other Chapters In The Revised Sar Convention Deal With Co-Operation Between States (Chapter 3) And Operating Procedures (Chapter 4), Which Incorporates The Previous Chapters 4 (Preparatory Measures) And 5 (Operating Procedures). Chapter 4 Gives Procedures To Be Followed, Such As During Initial Action, Emergency Phases, Initiation Of Search And Rescue Operations When The Position Of The Search Object Is Unknown And Co-Ordination Of Sar Activities. The Revised Chapter 4 Says That "Search And Rescue Operations Shall Continue, When Practicable, Until All Reasonable Hope Of Rescuing Survivors Has Passed".

The Original Chapter 6 (Ship Reporting Systems) Has Been Updated And Renumbered As Chapter 5. It Says That Ship Reporting Systems Should Provide Up-To-Date Information On The Movements Of Vessels In The Event Of A Distress Incident To Help The Sar Activities.

1. The Shipper Shall Provide The Master Or His Representative With Appropriate Information On The Cargo Sufficiently In Advance Of Loading To Enable The Precautions Which May Be Necessary For The Proper Stowage And The Safe Carriage Of The Cargo To Be Put Into Effect.

2: Such Information Shall Include:

• In The Case Of General Cargo And That Of Cargo Carried In Units, A General Description Of The Cargo, The Gross Mass Of The Cargo Or Of The Cargo Units, And Any Relevant Special Properties Of The Cargo.
• In The Case Of Bulk Cargo Information On The Stowage Factor Of The Cargo, The Trimming Procedures And In The Case Of A Concentrate Or Other Cargo Which May Liquefy, Additional Information In The Form Of A Certificate On The Moisture Content Of The Cargo And Its Transportable Moisture Content.
• In The Case Of Bulk Cargo Not Classified In Accordance With The Provisions Of Regulation Vii/2, But Which Has Chemical Properties That May Create A Potential Hazard, In Addition To The Information Required By The Previous Paragraphs, Requires Information Regarding Its Chemical Properties.

1. Prior To Loading Cargo Units On Board, The Shipper Shall Ensure That The Gross Mass Of Such Units Is In Accordance With The Gross Mass Declared In The Shipping Documents.

Oxygen Analysis And Gas Detection Equipment.

1. When Transporting A Bulk Cargo Which Is Liable To Emit A Toxic Or Flammable Gas, Or Cause Oxygen Depletion In The Cargo Space, An Appropriate Instrument For Measuring The Concentration Of Gas Or Oxygen In The Air Shall Be Provided Together With Detailed Instructions For Its Use. Such An Instrument Shall Be To The Satisfaction Of The Administration.
2. The Administration Shall Take Steps To Ensure That The Crews Of Such Ships Are Trained In The Use Of Such Instruments.

1. Packages Containing Dangerous Goods Shall Be Durably Marked With Correct Technical Name; Trade Names Alone Shall Not Be Used.
2. Packages Containing Dangerous Goods Shall Be Provided With Distinctive Labels, Or Stencils Of Labels, Or Placards, As Appropriate, So As To Make Clear The Dangerous Properties Of The Goods Contained Therein.
3. Marking, Labelling, Placarding Shall Be Such That Its Information Will Still Be Liable After 3 Months’ Immersion In The Sea.

1. Documents Relating To Carriage Of Dangerous Goods By Sea, Shall Use Correct Technical Name Of The Goods.
2. Shall Include A Signed Certificate Or Declaration That The Shipment Offered Is Properly Packaged & Marked, Labelled Or Placarded, As Appropriate.

 

3. Person Responsible For Packing Of Dangerous Goods In A Freight Container Or Road Vehicle Shall Provide A Signed Container Packing Certificate Or Vehicle Packing Declaration Stating Cargo In Unit Has Been Properly Packed & Secured & All Applicable Transport Requirements Have Been Met. Cert Or Decl May Be Combined With Document In Para 2.
4. Freight Container Or Road Vehicle Not Complying With Requirements Of Para 2 Or 3 Shall Not Be Accepted For Shipment.

 

5. Ship Carrying D.G Shall Have Special List Or Manifest Setting Forth, In Accordance With The Classification Set Out In Reg 2. A Detailed Stowage Plan Which Identifies By Class & Sets Out The Location Of All Dangerous Goods On Board May Be Used In Place Of Such Special List Or Manifest.

1. Dangerous Goods Shall Be Loaded Stowed And Secured Safely And Appropriately In Accordance With The Nature Of The Goods. Incompatible Goods Shall Be Segregated From One Another.
2. Explosives Except Ammunition Which Presents A Serious Risk Shall Be Stowed In A Magazine Which Shall Be Securely Closed While At Sea. Such Explosives Shall Be Segregared From Their Detonators. Electrical Apparatus And Cables In Any Compartment In Which Explosives Are Carried Shall Be So Designed And Used As To Minimise The Risk Of Fire And Explosion.
3. Dangerous Goods In Packaged Form Which Give Off Dangerous Vapours Shall Be Stowed In A Mechanically Ventillated Space Or On Deck. Dangerous Goods In Solid Form In Bulk Which Give Off Dangerous Vapours Shall Be Stowed In A Well Ventillated Space.
4. In Ships Carrying Flammable Gases Or Liquids, Special Precautions Shall Be Taken Where Necessary Against Fire Or Explosion.
5. Substances Which Are Liable To Spontaneous Heating Or Combustion Shall Not Be Carried Unless Adequate Precautions Have Been Taken To Minimise The Likelyhood Of The Outbreak Of A Fire.
6. Cargo Transport Units, Including Freight Containers, Shall Be Loaded, Stowed And Secured Throughout The Voyage In Accordance With The Cargo Securing Manual Approved By The Administration. The Securing Manual Shall Be Drawn Up To The Standard Atleast Equivalent To The Guidelines Developed By The Organisation.

Explosives In Division 1.4 Compatiblity Group S,( Refer To Class I Of The Imdg Code), May Be Carried In Any Amount In Passenger Ships. No Other Explosives May Be Carried Except Any One Of The Following:

4. Explosive Articles In Compatiblity Group B If The Total Net Explosive Mass Doesn’t Exceed 5 Kg Per Ship.

• Notwithstanding The Provisions Of The Above Paragraph Additional Quantities Or Types Of Explosives Can Be Carried In Passenger Ships In Which Special Safety Measures Approved By The Administration Are Taken.

Regulation 7

1. Explosives In Division 1.4, Compatibility Group S, May Be Carried In Any Amount In Passenger Ships. No Other Explosives May Be Carried Except Any One Of The Following:

1. Explosive Articles For Life Saving Purposes, If Total Net Explosives Mass Of Such Articles Does Not Exceed 50 Kg Per Ship; Or
2. Explosives In Compatibility Groups C, D & E, If Total Net Explosives Mass Does Not Exceed 10 Kg Per Ship; Or
3. Explosive Articles In Compatibility Group G Other Than Those Requiring Special Stowage, If Total Net Explosives Mass Does Not Exceed 10 Kg Per Ship; Or
4. Explosive Articles In Compatibility Group B, If Total Net Explosives Mass Does Not Exceed 5 Kg Per Ship.

1. Notwithstanding The Provisions Of Paragraph 1, Additional Quantities Of Types Of Explosives May Be Carried In Passenger Ships In Which Special Safety Measures Approved By The Administration Are Taken.

Regulation 4

1 Every Ship Shall Be Provided With Fire Pumps, Fire Mains, Hydrants And

Hoses Complying As Applicable With The Requirements Of This Regulation.