Additional notes (chapter 36 – 44)

FOR MCA ORAL EXAMINATIONS

Table of Contents :

Chapter 36 : SCBA ckecklist | regulations for SCBA |

Chapter 37 : shallow water effects | bank suction and bow cushion | smelling the ground | squat |

Chapter 39 : | STCW 95 | STCW 95 rest periods |

Chapter 41 : | tugs girding scouring | girding | scouring |

36.

S.C.B.A. Check List:

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 Visor 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.

The Regulation Regarding The S.C.B.A. Set Is:
Regualtion 17:
Firemans Outfit;

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

.1 A Smoke Helmet Or A Smoke Mask Which Shall Be Provided With A Suitable Air Pump And A Length Of Air Hose Sufficient To Reach The Open Deck, Well Clear Of Hatch Or Doorway, To Any Part Of The Hold Or Machinery Spaces. If In Order To Comply With This Sub-Para., An Air Hose Exceeding 36 Mts In Length Would Be Necessary, A Self Contained Breathing Apparatus Shall Be Substituted Or Provided In Addition As Determined By The Administration; Or
..2 A Self Contained Compressed Air Operated Breathing Aparatus, The Volume Of Air Contained In The Cylinder Shall Be Atleast 1,200 Litres, Or Other Self Contained Breathing Apparatus Which Shall Be Capable Of Functioning For Atleast 30 Mins. A Number Of Spare Charges, Suitable For Use With The Apparatus Provided Shall Be Available On Board To The Satisfaction Of The Administration. In Passenger Ships Carrying More Than 36 Passengers, Atleast Two Spare Charges For Each B.A. Set Should Be Provided And All Air Cylinders For Breathing Apparatuses Shall Be Interchangeable.

37.

Shallow water effects:

· 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 Venturi 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.

Smelling The Ground:

· 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.

Squat:

· 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. [for calculations please go to www.kaizad.tk/data/Nav/Squat_Table.xls]

Squat Calculations 1

Bank Suction And Bow Cushion:

· 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.

38.

S.O.L.A.S. Chapters and amendments.

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.
Chapter Ii-2 Was Considerably Modified, With Changes Being Made To

· 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
Amendments Were Adopted To The Convention

· 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.
Other Chapters Deal With Such Matters As

· 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.

39.

Solas Chpt. Vii Carriage Of Dangerous Goods

Part A: General Provisions.
Regulation 2:
Cargo Information.

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.

Such Information Shall Be Confirmed In Writing And By Appropriate Shipping Documents Prior To Loading The Cargo On The Ship.

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.

Regulation 3
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.

Regulation 4:
Marking, Labelling And Placarding:

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.

Regulation 5:
Documentation;

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.

Regulation 6:
Stowage Requirements;

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.

Regulation 7:
Explosives In Passenger Ships;
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:

1) Explosive Articles For Life Saving Purposes, If The Total Net Explosives Mass Of Such Articles Doesn’t Exceed 50 Kg. Per Ship O R

2) Explosives In Compatiblity Groups C, D And E; If The Total Net Explosive Mass Doesn’t Exceed 10 Kg. Per Ship; O R

3) Explosive Articles In Compatiblity Group G Other Than Those Requiring Special Stowage, If The Total Net Explosive Mass Doesn’t Exceed 10 Kg Per Ship; O R

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

o 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.

Solas - Explosives In Passenger Ships
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
Fire Pumps, Fire Mains, Hydrants And Hoses
(Paragraph 3.3.2.5 Of This Regulation Applies To Ships
Constructed On Or After 1 February 1992)
1 Every Ship Shall Be Provided With Fire Pumps, Fire Mains, Hydrants And
Hoses Complying As Applicable With The Requirements Of This Regulation.
2 Capacity Of Fire Pumps

2.1 The Required Fire Pumps Shall Be Capable Of Delivering For Fire Fighting Purposes A Quantity Of Water, At The Pressure Specified In Paragraph 4, As The Paragraph Applies From 1 July 1997.

Chapter Ii-2: Construction

Pumps In Passenger Ships, Not Less Than Two Thirds Of The

Quantity Required To Be Dealt With By The Bilge Pumps When

Employed For Bilge Pumping; And

Pumps In Cargo Ships, Other Than Any Emergency Pump, Not Less

Than Four Thirds Of The Quantity Required Under Regulation

11-1/21 To Be Dealt With By Each Of The Independent Bilge Pumps

In A Passenger Ship Of The Same Dimension When Employed In

Bilge Pumping, Provided That In No Cargo Ship Need The Total

Required Capacity Of The Fire Pumps Exceeds 180 M3/H.

2.2 Each Of The Required Fire Pumps (Other Than Any Emergency Pump Required In Paragraph 3.3.2 For Cargo Ships) Shall Have A Capacity Not Less Than 80% Of The Total Required Capacity Divided By The Minimum Number Of Required Fire Pumps But In Any Case Not Less Than 25 M3/H And Each Such Pump Shall In Any Event Be Capable Of Delivering At Least The Two Required Jets Of Water. These Fire Pumps Shall Be Capable Of Supplying The Fire Main System Under The Required Conditions. Where More Pumps Than The Minimum Of Required Pumps Are Installed The Capacity Of Such Additional Pumps Shall Be To The Satisfaction Of The Administration.

3 · Arrangements Of Fire Pumps And Of Fire Mains

3.1 Ships Shall Be Provided With Independently Driven Fire Pumps As Follows:

.1 Passenger Ships Of 4,000 Tons At Least Three

Gross Tonnage And Upwards

.2 Passenger Ships Of Less Than At Least Two

4,000 Gross Tonnage And

Cargo Ships Of 1,000 Tons Gross

Tonnage And Upwards

.3 Cargo Ships Of Less Than 1,000 Tons To The Satisfaction Of
Gross Tonnage The Administration
3.2 Sanitary, Ballast, Bilge Or General Service Pumps May Be Accepted As Fire Pumps, Provided That They Are Not Normally Used For Pumping Oil And That If They Are Subject To Occasional Duty For The Transfer Or Pumping Of Oil Fuel, Suitable Changeover Arrangements Are Fitted.

3.3 The Arrangement Of Sea Connections, Fire Pumps And Their Sources Of Power Shall Be Such As To Ensure That:

.1 In Passenger Ships Of 1,000 Gross Tonnage And Upwards, In The

Event Of A Fire In Any One Compartment All The Fire Pumps Will

Not Be Put Out Of Action.

.2 In Cargo Ships Of 2,000 Gross Tonnage And Upwards, If A Fire In
Any One Compartment Could Put All The Pumps Out Of Action
There Shall Be An Alternative Means Consisting Of A Fixed
Independently Driven Emergency Pump Which Shall Be Capable Of
Supplying Two Jets Of Water To The Satisfaction Of The
Administration. The Pump And Its Location Shall Comply With

The Following Requirements:

.2.1 The Capacity Of The Pump Shall Not Be Less Than 40% Of The

Total Capacity Of The Fire Pumps Required By This Regulation, And

In Any Case Not Less Than 25 M^3/Hr

.2.2 When The Pump Is Delivering The Quantity Of Water Required By Paragraph 3.3.2.1, The Pressure At Any Hydrant Shall Be Not Less Than The Minimum Pressures Given In Paragraph 4.2.

.2.3 Any Diesel Driven Power Source For The Pump Shall Be Capable

Of Being Readily Started In Its Cold Condition Down To

Temperature Of 0oc By Hand (Manual) Cranking. If This Is

Impracticable, Or If Lower Temperatures Are Likely To B,

Encountered, Consideration Is To Be Given To The Provision

And Maintenance Of Heating Arrangements, Acceptable To The

Administration, So That Ready Starting Will Be Assured. If Hand

(Manual) Starting Is Impracticable, The Administration

Permit Other Means Of Starting. These Means Shall Be Such As To

Enable The Diesel Driven Power Source To Be Started At Least Six

Times In A Period Of 30 Min, And Atleast Twice Within The First 10 Min.
.2.4 Any Service Fuel Tank Shall Contain Sufficient Fuel To Enable The Pump To Run On Full Load For At Least 3 Hours And Sufficient Reserves Of Fuel Shall Be Available Outside The Main Machinery Space To Enable The Pump To Run On Full Load For An Additional 15 Hours.

.2.5 The Total Suction Head And Net Positive Suction Head Of The Pump Shall Be Such That The Requirements Of Para 3.3.2, 3.3.2.1, 3.3.2.2 And 4.2 Of This Regulation Shall Be Obtained Under All Conditions Of List, Trim, Roll And Pitch Likely To Be Encountered In Service

.2.6 The Boundaries Of The Space Containing The Fire Pump Shall Be

Insulated To A Standard Of Structural Fire Protection Equivalent

To That Required For A Control Station In Regulation 44.

.2.7 No Direct Access Shall Be Permitted Between The Machinery

Space And The Space Containing The Emergency Fire Pump And

Its Source Of Power. When This Is Impracticable An Adminis-

Tration May Accept An Arrangement Where The Access Is By

Means Of An Airlock, Each Of The Two Doors Being Self-Closing,

Or Through A Watertight Door Capable Of Being Operated From A

Space Remote From The Machinery Space And The Space

Containing The Emergency Fire Pump And Unlikely To Be Cut

Off In The Event Of Fire In Those Spaces. In Such Cases A Second
Means Of Access To The Space Containing The Emergency Fire
Pump And Its Source Of Power Shall Be Provided.
.2.8 Ventilation Arrangements To The Space Containing The Inde-

Pendent Source Of Power For The Emergency Fire Pump Shall Be

Such As To Preclude, As Far As Practicable, The Possibility Of

Smoke From A Machinery Space Fire Entering Or Being Drawn

Into That Space.

.2.9 Ships Constructed On Or After 1 October 1994, In Lieu Of The

Provisions Of Paragraph 3.3.2.6, Shall Comply With The

Following Requirements:

The Space Containing The Fire Pump Shall Not Be Contiguous To

The Boundaries Of Machinery Spaces Of Category A Or Those

Spaces Containing Main Fire Pumps. Where This Is Not

Practicable, The Common Bulkhead Between The Two Spaces

Shall Be Insulated To A Standard Of Structural Fire Protection

Equivalent To That Required For A Control Station In

Regulation 44.

.3 In Passenger Ships Of Less Than 1,000 Gross Tonnage And Cargo

Ships Of Less Than 2,000 Gross Tonnage, If A Fire In Any One

Compartment Could Put Ah The Pumps Out Of Action The

Alternative Means Of Providing Water For Fire-Fighting Purposes

Are To The Satisfaction Of The Administration.

.3.1 For Ships Constructed On Or After 1 October 1994, The

Alternative Means To Be Provided In Accordance With The

Provisions Of Paragraph 3.3.3 Shall Be An Independently Driven,

Power-Operated Emergency Fire Pump With Its Source Of Power

And Sea Connection Located Outside The Machinery Space.

.4 In Addition, In Cargo Ships Where Other Pumps, Such As General

Service, Bilge And Ballast, Etc., Are Fitted In A Machinery Space,
Arrangements Shall Be Made To Ensure That At Least One Of These
Pumps, Having The Capacity And Pressure Required By Paragraphs

2.2 And 4.2, Is Capable Of Providing Water To The Fire Main.

3.4 The Arrangements For The Ready Availability Of Water Supply Shall Be:

.1 In Passenger Ships Of1,000 Gross Tonnage And Upwards Such That

At Least One Effective Jet Of Water Is Immediately Available From

Any Hydrant In An Interior Location And So As To Ensure The

Continuation Of The Output Of Water By The Automatic Starting Of

A Required Fire Pump;

.2 In Passenger Ships Of Less Than 1,000 Gross Tonnage And In Cargo

Ships To The Satisfaction Of The Administration;

.3 In Cargo Ships With A Periodically Unattended Machinery Space Or

When Only One Person Is Required On Watch, There Shall Be

Immediate Water Delivery From The Fire Main System At A Suitable

Pressure, Either By Remote Starting Of One Of The Main Fire Pumps

With Remote Starting From The Navigation Bridge And Fire Control

Station, If Any, Or Permanent Pressurization Of The Fire Main

System By One Of The Main Fire Pumps, Except That The

Administration May Waive This Requirement For Cargo Ships Of

Less Than 1,600 Gross Tonnage If The Arrangement Of The

Machinery Space Access Makes It Unnecessary;

.4 In Passenger Ships, If Fitted With Periodically Unattended

Machinery Spaces In Accordance With Regulation Ii-1/54, The

Administration Shall Determine Provisions For Fixed Water Fire-

Extinguishing Arrangement For Such Spaces Equivalent To Those

Required For Normally Attended Machinery Spaces.

3.5 Relief Valves Shall Be Provided In Conjunction With All Fire Pumps If The Pumps Are Capable Of Developing A Pressure Exceeding The Design Pressure Of The Water Service Pipes, Hydrants And Hoses. These Valves Shall Be So Placed And Adjusted As To Prevent Excessive Pressure In Any Part Of The Fire Main System.

3.6 In Tankers Isolation Valves Shall Be Fitted In The Fire Main At Poop Front In A Protected Position And On The Tank Deck At Intervals Of Not More Than 40 M To Preserve The Integrity Of The Fire Main System In Case Of Fire Or Explosion.

4. Diameter Of, And Pressure In, The Fire Mains

4.1 The Diameter Of The Fire Main And Water Service Pipes Shall Be Sufficient For The Effective Distribution Of The Maximum Required Discharge From Two Fire Pumps Operating Simultaneously, Except That In The Case Of Cargo Ships The Diameter Need Only Be Sufficient For The Discharge Of 140 M /H.

4.2 With The Two Pumps Simultaneously Delivering Through Nozzles Specified In Paragraph 8 The Quantity Of Water Specified In Paragraph 4.1, Through Any Adjacent Hydrants, The Following Minimum Pressures Shall Be Maintained At All Hydrants:

Passenger Ships:

4,000 Gross Tonnage And Upwards 0.31 N/Mm2

1,000 Gross Tonnage And Upwards 0.27 N/Mm2

But Under 4,000 Gross Tonnage

Under 1,000 Gross Tonnage To The Satisfaction Of The

Administration

Cargo Ships:

6,000 Gross Tonnage And Upwards 0.27 N/Mm2

1,000 Gross Tonnage And Upwards 0.25 N/Mm2

But Under 6,000 Gross Tonnage

Under 1,000 Gross Tonnage To The Satisfaction Of The

Administration

Passenger Ships Constructed On Or After 1 October 1994, In Lieu

Of The Provisions Of Paragraph 4.2, Shall Comply With The

Following Requirements:

With The Two Pumps Simultaneously Delivering Through The

Nozzles Specified In Paragraph 8 And With Sufficient Hydrants To

Provide For The Quantity Of Water Specified In Paragraph 4.1, A

Minimum Pressure Of 0.4 N/Mm For Ships Of 4,000 Gross

Tonnage And Above And 0.3 N/Mm2 For Ships Of Less Than 4,000

Gross Tonnage Shall Be Maintained At All Hydrants.

4.3 The Maximum Pressure At Any Hydrant Shall Not Exceed That At Which The Effective Control Of A Fire Hose Can Be Demonstrated.

5 Number And Position Of Hydrants

5.1 The Number And Position Of Hydrants Shall Be Such That At Least Two Jets Of Water Not Emanating From The Same Hydrant, One Of Which Shall Be From A Single Length Of Hose, May Reach Any Part Of The Ship Normally Accessible To The Passengers Or Crew While The Ship Is Being Navigated And Any Part Of Any Cargo Space When Empty, Any Ro-Ro Cargo Space Or Any Special Category Space In Which Latter Case The Two Jets Shall Reach Any Part Of Such Space, Each From A Single Length Of Hose. Furthermore, Such Hydrants Shall Be Positioned Near The Accesses To The Protected Spaces.

5.2 In The Accommodation, Service And Machinery Spaces Of Passenger Ships The Number And Position Of Hydrants Shall Be Such That The Requirements Of Paragraph 5.1 May Be Complied With When All Watertight Doors And All Doors In Main Vertical Zone Bulkheads Are Closed.

5.3 Where, In A Passenger Ship, Access Is Provided To A Machinery Space Of Category A At A Low Level From An Adjacent Shaft Tunnel, Two Hydrants Shall Be Provided External To, But Near The Entrance To That Machinery Space. Where Such Access Is Provided From Other Spaces, In One Of Those Spaces Two Hydrants Shall Be Provided Near The Entrance To The Machinery Space Of Category A. Such Provision Need Not Be Made Where The Tunnel Or Adjacent Spaces Are Not Part Of The Escape Route.

5. Pipes And Hydrants

6.1 Materials Readily Rendered Ineffective By Heat Shall Not Be Used For Fire Mains And Hydrants Unless Adequately Protected. The Pipes And Hydrants Shall Be So Placed That The Fire Hoses May Be Easily Coupled To Them. The Arrangement Of Pipes And Hydrants Shall Be Such As To Avoid The Possibility Of Freezing. In Ships Where Deck Cargo May Be Carried, The Positions Of The Hydrants Shall Be Such That They Are Always Readily Accessible And The Pipes Shall Be Arranged As Far As Practicable To Avoid Risk Of Damage By Such Cargo. Unless One Hose And Nozzle Is Provided For Each Hydrant In The Ship, There Shall Be Complete Interchangeability Of Hose Couplings And Nozzles.

6.2 A Valve Shall Be Fitted To Serve Each Fire Hose So That Any Fire Hose May Be Removed While The Fire Pumps Are At Work.

6.3 Isolating Valves To Separate The Section Of The Fire Main Within The Machinery Space Containing The Main Fire Pump Or Pumps From The Rest Of The Fire Main Shall Be Fitted In An Easily Accessible And Tenable Position Outside The Machinery Spaces. The Fire Main Shall Be So Arranged That When The Isolating Valves Are Shut All The Hydrants On The Ship, Except Those In The Machinery Space Referred To Above, Can Be Supplied With Water By A Fire Pump Not Located In This Machinery Space Through Pipes Which Do Not Enter This Space. Exceptionally, The Administration May Permit Short Lengths Of The Emergency Fire Pump Suction And Discharge Piping To Penetrate The Machinery Space If It Is Impracticable To Route It Externally Provided That The Integrity Of The Fire Main Is Maintained By The Enclosure Of The Piping In A Substantial Steel Casing.

7. Fire Hoses

7.1 Fire Hoses Shall Be Of Non-Perishable Material Approved By The Administration And Shall Be Sufficient In Length To Project A Jet Of Water To Any Of The Spaces In Which Water May Be Required To Be Used. Fire Hoses Of Non-Perishable Material Shall Be Provided In Ships Constructed On Or After 1 February 1992, And On Ships Constructed Before 1 February 1992 When The Existing Fire Hoses Are Replaced. Their Maximum Length Shall Be To The Satisfaction Of The Administration. Each Hose Shall Be Provided With A Nozzle And The Necessary Coupling;. Hoses Specified In This Chapter As “Fire Hoses” Shall, Together With Any Necessary Fitting; And Tools, Be Kept Ready For Use In Conspicuous Positions Near The Water Service Hydrants Or Connections. Additionally, In Interior Locations In Passenger Ships Carrying More Than 36 Passengers Fire Hoses Shall Be Connected To The Hydrants At All Times.

7.2 Ships Shall Be Provided With Fire Hoses The Number And Diameter Of Which Shall Be To The Satisfaction Of The Administration.

7.3 In Passenger Ships There Shall Be At Least One Fire Hose For Each Of The Hydrants Required By Paragraph 5 And These Hoses Shall Be Used Only For The Purposes Of Extinguishing Fires Or Testing The Fire-Extinguishing Apparatus At Fire Drills And Surveys.

7.4.1 In Cargo Ships Of 1,000 Gross Tonnage And Upwards The Number Of Fire

Hoses To Be Provided Shall Be One For Each 30 M Length Of The Ship And One
Spare But In No Case Less Than Five In All. This Number Does Not Include Any
Hoses Required In Any Engine Or Boiler Room. The Administration May
Increase The Number Of Hoses Required So As To Ensure That Hoses In Sufficient
Number Are Available And Accessible At All Times, Having Regard To The Type Of
Ship And The Nature Of Trade In Which The Ship Is Employed.

7.4.2 In Cargo Ships Of Less Than 1,000 Gross Tonnage The Number Of Fire Hoses To Be Provided Shall Be To The Satisfaction Of The Administration.

8. Nozzles

8.1 For The Purposes Of This Chapter, Standard Nozzle Sizes Shall Be 12 Mm, 16 Mm And 19 Mm Or As Near Thereto As Possible. Larger Diameter Nozzles May Be Permitted At The Discretion Of The Administration.

8.2 For Accommodation And Service Spaces, A Nozzle Size Greater Than 12 Mm Need Not Be Used.

8.3 For Machinery Spaces And Exterior Locations, The Nozzle Size Shall Be Such As To Obtain The Maximum Discharge Possible From Two Jets At The Pressure Mentioned In Paragraph 4 From The Smallest Pump, Provided That A Nozzle Size Greater Than 19 Mm Need Not Be Used.

8.4 All Nozzles Shall Be Of An Approved Dual-Purpose Type (I.E., Spray/Jet

Type) Incorporating A Shut Off

9 Location And Arrangement Of Water Pumps, Etc.,

For Other Fire-Extinguishing Systems:

Pumps Required For The Provision Of Water For Other Fire-Extinguishing Systems Required By This Chapter, Their Sources Of Power And Their Controls Shall Be Installed Outside The Space Or Spaces Protected By Such Systems And Shall Be So Arranged That A Fire In The Space Or Spaces Protected Will Not Put Any Such System Out Of Action.
Regulation 5
Fixed Gas Fire-Extinguishing Systems

1 General

1.1 The Use Of A Fire-Extinguishing Medium Which, In The Opinion Of The Administration, Either By Itself Or Under Expected Conditions Of Use Gives Off Toxic Gases In Such Quantities As To Endanger Persons Shall Not Be Permitted.

1.2 The Necessary Pipes For Conveying Fire-Extinguishing Medium Into Protected Spaces Shall Be Provided With Control Valves So Marked As To Indicate Clearly The Spaces To Which The Pipes Are Led.. Suitable Provision Shall

Part A

Regulation 5

Be Made To Prevent Inadvertent Admission Of The Medium To Any Space.
Where A Cargo Space Fitted With A Gas Fire-Extinguishing System Is Used As A
Passenger Space, The Gas Connection Shall Be Blanked During Such Use.

1.3 The Piping For The Distribution Of Fire-Extinguishing Medium Shall Be Arranged And Discharge Nozzles So Positioned That A Uniform Distribution Of Medium Is Obtained.

1.4 Means Shall Be Provided To Close All Openings Which May Admit Air To Or Allow Gas To Escape From A Protected Space.

1.5 Where The Volume Of Free Air Contained In Air Receivers In Any Space Is Such That, If Released In Such Space In The Event Of Fire, Such Release Of Air Within That Space Would Seriously Affect The Efficiency Of The Fixed Fire-Extinguishing System, The Administration Shall Require The Provision Of An Additional Quantity Of Fire-Extinguishing Medium.

1.6 Means Shall Be Provided For Automatically Giving Audible Warning Of The Release Of Fire-Extinguishing Medium Into Any Space In Which Personnel Normally Work Or To Which They Have Access. The Alarm Shall Operate For A Suitable Period Before The Medium Is Released.

1.7 The Means Of Control Of Any Fixed Gas Fire-Extinguishing System Shall Be Readily Accessible And Simple To Operate And Shall Be Grouped Together In As Few Locations As Possible At Positions Not Likely To Be Cut Off By A Fire In A Protected Space. At Each Location There Shall Be Clear Instructions Relating To The Operation Of The System Having Regard To The Safety Of Personnel.

1.8 Automatic Release Of Fire-Extinguishing Medium Shall Not Be Permitted, Except As Permitted By Paragraph 3.3.5 And In Respect Of Local Automatically Operated Units Referred To In Paragraphs 3.4 And 3.5.

1.9 Where The Quantity Of Extinguishing Medium Is Required To Protect More Than One Space, The Quantity Of Medium Available Need Not Be More Than The Largest Quantity Required For Any One Space So Protected.

1.10 Except As Otherwise Permitted By Paragraphs 3.3, 3.4 Or 3.5, Pressure Containers Required For The Storage Of Fire-Extinguishing Medium, Other Than Steam, Shall Be Located Outside Protected Spaces In Accordance With Paragraph 1.13.

1.11 Means Shall Be Provided For The Crew To Safely Check The Quantity Of Medium In The Containers.

1.12 Containers For The Storage Of Fire-Extinguishing Medium And Associated Pressure Components Shall Be Designed To Pressure Codes Of Practice To The Satisfaction Of The Administration Having Regard To Their Locations And Maximum Ambient Temperatures Expected In Service.

1.13 When The Fire-Extinguishing Medium Is Stored Outside A Protected Space, It Shall Be Stored In A Room Which Shall Be Situated In A Safe And Readily

Chapter 11-2: Construction
Accessible Position And Shall Be Effectively Ventilated To The Satisfaction Of The
Administration. Any Entrance To Such A Storage Room Shall Preferably Be
From The Open Deck And In Any Case Shall Be Independent Of The Protected
Space. Access Doors Shall Open Outwards, And Bulkheads And Decks Including
Doors And Other Means Of Closing Any Opening Therein, Which Form The
Boundaries Between Such Rooms And Adjoining Enclosed Spaces Shall Be Gas-
Tight. For The Purpose Of The Application Of The Integrity Tables In Regulations
26, 27, 44 And 58, Such Storage Rooms Shall Be Treated As Control Stations.

1.14 Spare Parts For The System Shall Be Stored On Board And Be To The Satisfaction Of The Administration.

2. Carbon Dioxide Systems

2.1 For Cargo Spaces The Quantity Of Carbon Dioxide Available Shall, Unless Otherwise Provided, Be Sufficient To Give A Minimum Volume Of Free Gas Equal To 30% Of The Gross Volume Of The Largest Cargo Space So Protected In The Ship.

2.2 For Machinery Spaces The Quantity Of Carbon Dioxide Carried Shall Be Sufficient To Give A Minimum Volume Of Free Gas Equal To The Larger Of The Following Volumes, Either:

1. 40% Of The Gross Volume Of The Largest Machinery Space So Protected, The Volume To Exclude That Part Of The Casing Above The Level At Which The Horizontal Area Of The Casing Is 40% Or Less Of The Horizontal Area Of The Space Concerned Taken Midway Between The Tank Top And The Lowest Part Of The Casing; Or

2. 35% Of The Gross Volume Of The Largest Machinery Space Protected, Including The Casing;

Provided That The Above-Mentioned Percentages May Be Reduced To 35%

And 30% Respectively For Cargo Ships Of Less Than 2,000 Gross Tonnage;

Provided Also That If Two Or More Machinery Spaces Are Not Entirely Separate

They Shall Be Considered As Forming One Space.

2.3 For The Purpose Of This Paragraph The Volume Of Free Carbon Dioxide Shall Be Calculated At 0.56 M3/Kg.

2.4 For Machinery Spaces The Fixed Piping System Shall Be Such That 85% Of The Gas Can Be Discharged Into The Space Within 2 Min.

2.5 Carbon Dioxide Systems Installed On Or After 1 October 1994 Shall Comply With The Following Requirements:

1 Two Separate Controls Shall Be Provided For Releasing Carbon Dioxide Into A Protected Space And To Ensure The Activities Of The Alarm. One Control Shall Be Used To Discharge The Gas From Its Storage Containers. A Second Control Shall Be Used For Opening The

Valve Of The Piping Which Conveys The Gas Into The Protected Space.

Chapter 3 (Part C) Section I Life Saving Appliance Requirements:

Regulation 30:General Requirements For Life Saving Appliances;

1) Unless Expressly Provided Otherwise Or Unless, In The Opinion Of The Administration Having Regard To The Particular Voyages On Which The Ship Is Constantly Engaged, Other Requirements Are Appropriate, All Life Saving Appliances Prescribed In This Part Shall:
# Be Constructed With Proper Workmanship And Materials.
# Not Be Damaged In Stowage Throughout The Air Temperature Range –30 Deg C To +65 Deg C;
# If They Are Likely To Be Imersed In Sea Water During Their Use, Operate Throught The Seawater Temperature Range Of –1 Deg C To +30 Deg C.
# Where Applicable, Be Rot Proof, Corrosion Resistant, And Not Be Unduly Affected By Seawater, Oil Or Fungal Attacks;
# Where Exposed To Sunlight Be Resistant To Deterioration;
# Be Of A Highly Visible Colour On All Parts Where This Will Assist Detection;
# Be Fitted With Retro-Reflective Material Where It Will Assist In Detection And In Accordance With The Recommendations Of The Organisation.
# If They Are To Be Used In A Seaway Then They Should Be Capable Of Being Used In This Environment.
Administration Shall Determine The Period Of Aceptability Of Life Saving Appliances Which Are Subject To Deterioration With Age. Such Life Saving Appliances Shall Be Marked With A Means Of Determining Their Age Or The Date By Which They May Be Replaced.

Section Ii: Personal Life Saving Appliances
Reg 31: Lifebuoys

1. Lifebuoy Specifications

Every Lifebuoy Shall

1. Have An Outer Dia Of Not More Than 800mm & An Inner Dia Of Not Less Than 400mm.

2. Be Constructed Of Inherently Buoyant Material, It Shall Not Depend Upon Rushes, Cork Shavings Or Granulated Cork, Any Other Loose Granulated Material Or Any Air Compartment Which Depends Upon Inflation For Buoyancy.

3. Be Capable Of Supporting Not Less Than 14.5kg Of Iron In Fw For A Period Of 24 Hrs.

4. Have A Mass Of Not Less Than 2.5 Kgs.

5. Not Sustain Burning Or Cotinue Melting After Being Enveloped In A Fire For A Period Of 2 Sec.

6. Be Constructed To Withstand A Drop Into Water From A Ht At Which It Is Stowed Above The W/L In The Lighted Sea Going Condition Or 30m Whichever Greater, Without Impairing Either Its Operating Capability Or That Of Its Attached Components.

7. If It Is Intended To Operate The Quick Release Arrangement Provided For Self Activated Smoke Signals & Self Ignited Lights, Have A Mass Sufficient To Operate The Quick Rel. Arrangement Or 4kgs Whichever Greater.

8. Be Fitted With Grabline Not Less Than 9.5mm In Dia & Not Less Than 4 Times The Outer Dia Of The Body Of The Buoy In Length. The Grabline Shall Be Secured At 4 Equidistant Points Around The Circum. Of The Buoy To Form 4 Equal Loops.

1. Lifebuoy Self-Igniting Lights.

Self-Igniting Lights Require By Reg 7.1.3 Shall:

1. Be Such That They Cannot Be Extinguished By Water.

2. Be Capable Of Either Burning Continuously With A Luminous Intensity Of Not Less Than 2cd In All Directions Of The Upper Hemisphere Or Flashing (Discharge Flashing) @ Not Less 50 Flashes Per Minute With Atleast The Corresponding Effective Luminous Intensity.

3. Be Provided With A Source Of Energy Capable Of Meeting The Requirement Of The Above For A Period Of Atleast 2 Hrs.

4. Be Capable Of Withstanding The Drop Test Required By 1.6.

1. L/B Self-Activating Smoke Signals.

Self Activating S/S, Required By Reg 7.1.3 Shall:

1. Emit Smoke Of A Highly Visible Colour At A Uniform Rate For A Period Of Atleast 15 Min When Floating In Calm Water.

2. Not Ignite Explosively Or Emit Any Flame During The Entire Smoke Emission Time Of The Signal.

3. Not Be Swamped In A Seaway.

4. Contnue To Emit Smoke When Fully Submerged In Water For A Period Of 10 Sec.

5. Be Capable Of Withstanding The Drop Test Required By Para 1.6.

1. Buoyant Lifelines.

B/Ll Required By Reg 7.1.2 Shall:

1. Be Non Kinking.

2. Have A Dia Of Not Less Than 8mm.

3. Have A Breaking Strenght Of Not Less Than 5kn.

Reg 32 Lifejackets

1. Gen Requirements For L/J.

1. A L/J Shall Not Sustain Burning Or Continue Melting After Being Totally Enveloped Into A Fire For A Period Of 2 Sec

2. A L/J Shall So Constructed That:

1. After Demonstration, A Person Can Correctly Don It Within A Period Of 1 Min Without Assistance.

2. It Is Capable Of Being Worn Inside Out Or Clearly Cap Of Being Worn In Any One Way, As Far As Possible Cannot Be Donned Incorrectly

3. It Is Comfortable To Wear.

4. It Allows The Wearer To Jump From A Ht. Of Atleast 14.5m Into The Water Without Injury & Without Dislodging Or Damaging The L/J.

1. A L/J Shall Sufficient Bouyancy & Stability In Calm Fw:

1. Lift The Mouth Of An Exhausted Or Unconscious Person Not Less Than 120mm Clear Of Water Within The Body Inclined Backwards At An Angle Of Not Less Than 20c & Not More Than 50c Form The Vertical Posn.

2. Turn Body Of The Unconscious Person In Water From Any Posn To One Where Mouth Is Clear Of Water In Not More Than 5sec.

1. Have Buoyancy Which Will Not Reduce By More Than 5% After 24hrs Submersion In Fw

2. Allow The Person Wearing It To Swim A Short Distance & Board A Survival Craft.

3. Fitted With A Whistle Firmly Secured By A Cord.

Children’s L/J Markings: Wt For Which L/J Will Meet Testing & Evaluation Criteria, Child Symbol.

1. Inflatable L/J:

L/J Which Depend On Inflation For Buoyancy, Not Less Than 2 Separate Compartments, Comply With Requirements Of Para 1& Shall:

1. Inflate Automatically On Immersion, Be Provided With A Device To Permit Inflation By Single Manual Motion & Shall Be Capable Of Inflation By Mouth.

2. In Event Of Loss Of Buoyancy In Any One Comp. Be Capable Of Complying With 1.2, 1.3, 1.5.

3. Comply With 1.4 After Inflation By Means Of Auto-Mechanism.

L/J Lights:

1. Each L/J Light Shall:

1. Have Lum Intensity Not Less Than 0.75cd.

2. Source Of Energy To Provide For Above For Atleast 8hrs.

3. Visible Over As Great A Segment Of The Uppet Hemisphere As Is Practicable When Attached To A L/J.

2. If Flashing, In Addn

1. Provided With Manually Operated Switch.

2. Not Fitted With Lens Or Curved Reflector To Concentrate Beam.

3. Flash @ Of Not Less Than 50 Flashes Per Min With Effective Lum Intensity Of Atleast 0.75cd.

Reg 33 Immersion Suits

1. Gen Requirements For Immersion Suits.

1. Constructed Of Water Proof Material Such That:

1. Can Be Unpacked & Donned Without Assistance Within 2 Min, Taking Into Account Any Associated Clothing & A L/J If It Is To Be Worn In Conjunction With A L/J.

2. Not Sustain Burning Or Continue Melting After Being Totally Enveloped In A Fire For 2 Sec.

3. Cover Whole Body Excepts The Face. Hands To Be Covered Unless Permanently Attached Gloves Provided.

4. Provided With Arrangements To Minimise Free Air In Legs Of Suit.

5. Following A Jump From A Ht. Of Not Less Than 4.5m In Water There Is No Undue Ingress Of Water Into Suit.

1. Immersion Suit Complying With Requirements Of Reg 32 Maybe Classified As A L/J.

2. Permit A Person Wearing It & L/J If To Be Worn In Conjunction With A L/J To,

1. Climb Up & Down A Vertical Ladder Of Atleast 5m In Length.

2. Perform Normal Duties During Abandonment.

3. Jump From A Height. Of Not Less Than 4.5m Into Water Without Damaging Or Dislodging I/S Or Being Injured.

4. Swim A Short Distance Through Water & Board A Survival Craft.

1. I/S With Buoyancy & Designed To Be Worn Without A L/J Shall Be Fitted With A Light Complying With 32.3 & Whistle Complying With 32.1.6.

2. If I/S Is To Be Worn In Conjunction With L/J, L/J To Be Worn Over I/S. Person Should Be Able To Don L/J Without Assistance.

1. Thermal Performance Requirements:

1. I/S Made Of Material With No Inherent Insulation Shall Be:

1. Marked With Instructions That It Must Be Worn In Conjunction With Warm Clothing.

2. So Constructed That When Worn In Conjunction With Warm Clothing & A L/J, If I/S Is To Be Worn With, I/S Continues To Provide Sufficient Thermal Protection, Following One Jump By Wearer Into Water From A Ht. Of 4.5m I/S, Ensures That When It Is Worn For A Period Of 1 Hr. In Calm Circulating Water At A Temp Of 5 Degc The Wearer’s Body Core Temp. Does Not Fall More Than 2 Deg C.

2. I/S Made Of Material Of Inherent Insulation When Worn On Its Own Or With L/J Shall Provide Wearer With Sufficient Thermal Insulation Following One Jump Into Water From 4.5m Ht. To Ensure That Wearer’s Body Core Temp Does Not Fall More Than 2 Oc After A Period Of 6hrs Immersion In Calm Circulating Water At A Temp Between 0 Oc – 2 Oc.

3. Permit A Person Wearing It With Hands Covered, To Pick Up A Pencil & Write After Being Immersed In Water At 5oc For A Period Of 1 Hr.

3. Buoyancy Requirements:

Person Wearing I/S Complting With Requirements Of Reg 32 Or With L/J Shall Be Able To Turn From A Face Down To Face Up Posn In Not More Than 5 Sec.
Reg 34 Thermal Protective Aid

1. Tpa Shall Be Made Of Waterproof Material Having Thermal Conductivity Of Not More Than 0.25 W/(Mk) Shall Not Be Constructed That, When Used To Enclose A Person, It Shall Reduce Both The Convective & Evaporative Heat Loss From The Wearer’s Body.

W: Watts Or Joules / Sec * M: Meters * K: Degree Kelvin
A T.P.A. Shall:

1. Cover Whole Body Wearing L/J With The Exception Of Face. Hands Covered Unless Permanently Attached Gloves Provided.

2. Be Capable Of Being Unpacked & Donned Easily Without Assistance In A Survival Craft Or A Rescue Boat.

3. Permit Wearer To Remove It In Water In Not More Than 2 Min, If It Impairs Ability To Swim.

4. The Tpa Shall Function Properly Throughout An Air Temp. Range –30 Oc To 20 Oc.

Should Be Of Highly Visible In Colour (Reg Iii/30.2.6). Other Colours May Be Accepted If Tpa Unlikely To Be Used In Water.
Tpa Shall Be Capable Of Being Worn By Persons Regardless Of Their Size.

Section Iii- Visual Aids
Regulation 25
Rocket Parachute Flares

1. Rocket Parachute Flares Shall:

1. Be Contained In Water Resistant Casing.

2. Have Brief Instructions Or Diagrams Clearly Illustrating The Use Of Rpf Printed On Casing.

3. Have Integral Means Of Ignition.

4. Designed Not To Cause Discomfort To The Person Holding The Casing When Used In Accordance With The Manual’s Operating Instrutions.

1. Rocket Shall, When Fired Vertically Reach An Altitude Of Not Less Than 300m. At Or Near The Top Of Its Trajectory, The Rocket Shall Eject A Parachute Flare Which Shall:

1. Burn With A Bright Red Colour.

2. Burn Uniformly With Average Lum Intensity Of Not Less Than 30000cd.

3. Burning Period Not Les Than 40 Sec.

4. Rate Of Descent Not Less Than 5m/Sec.

5. Not Damage Parachute Or Attachments While Burning.

Reg 36 Hand Flares

1. Hand Flares Contained In Water-Resistant Casing.

2. Have Brief Instructions Or Diagrams Clearly Illustrating Use Of H/F Printed On Its Casing.

3. Have Self-Contained Means Of Ignition.

4. Be So Designed As Not To Cause Discomfort To The Person Holding The Casing & Not Endanger The Survival Craft By Burning Or Glowing Residues When Used In Accordance With Manual’s Instructions.

1. Burn With A Bright Red Colour.

2. Burn Uniformly With Average Luminous Intensity Of Not Less Than 15000 Cd.

3. Burning Period Not Less Than 1 Min.

4. Continue To Burn After Having Been Immersed For A Period Of 10 Sec Under 100 Mm Water.

Reg 37 Buoyant Smoke Signal

1. Be Contained In Water-Resistant Casing.

2. Not Ignite Explosively When Used In Accordance With Manual’s Operating Instructions.

3. Brief Instructions Or Diagrams Clearly Illustrating The Use Of Bss Printed On It’s Casing.

1. Emit Smoke Of Highly Visible Colour At A Uniform Rate For A Period Of Not Less Than 3 Minutes When Floating In Calm Water.

2. Not Emit Any Flame During The Entire Smoke Emission Time.

3. Not Be Swamped In A Seaway.

4. Continue To Emit Smoke When Submerged In Water For A Period Of 10 Secs Under 100 Mm Of Water.

Section Vii: Other Life-Saving Appliances
Reg 49: Line Throwing Apparatus.

1. Be Capable Of Throwing A Line With Reasonable Accuracy.

2. Include Not Less Than 4 Projectiles Each Capable Of Carrying The Line Atleast 230 Mts In Calm Waters.

3. Include Not Less Than 4 Lines Each Having Breaking Strength Of Not Less Than 2k.N. (Kilo Newton).

4. Have Brief Instructions Or Diagrams Clearly Illustrating The Use Of L.T.A.

1. The Rocket, In Case Of Pistol Fixed Rochet Or Assembly, In Case Of Integral Rocket And Line Shall Be Contained In A Water-Resistant Casing.

In Addition, In The Case Of Pistol Fixed Rocket Line And Rockets Together With Means Of Ignition Shall Be Stowed In A Container Which Provides Protection From Weather.

Regulation 50: General Emergency Alarm System.
The Emergency Alarm System Shall Be Capable Of Sounding The General Emergency Alarm Signal Consisting Seven Or More Short Blasts Followed By One Long Blast On The Ships Whistle Or Siren And Additionally On An Electrically Operated Bell Or Klaxon Which Shall Be Powered By The Ships Main Power Supply
And The Emergency Source Of Power Required By Regulation.The System Shall Be Capable Of Being Operated From The Navigating Bridge And Except The Ships Whistle Also From Other Strategic Points.
The Alarm Shall Be Audible Throughout The Accomodation And Normal Crew Working Spaces And Open Decks.
The Alarm Shall Continue To Function Until Manually Switched Off Or Temporarily Interrupted Buy A Message On The Public Address System.

Section Viii: Miscellaneous.
Regulation 51 Training Manual
The Training Manual Which May Comprise Several Volumes Shall Contain Instructions And Information In Easily Understood Terms Illustrated Wherever Possible.
Information Shall Be Regarding The Life-Saving Appliances Provided In The Ship And The Best Method Of Survival.
Any Part Of Such Information Shall Be Provided In The Form Of Audio Visual Aids In Lieu Of The Manual.
The Following Shall Be Explained In Detail:

1. Donning Lifejackets And Immersion Suits As Appropriate.

2. Muster At The Assigned Stations.

3. Boarding, Launching And Clearing The Survival Craft And Rescue Boats.

4. Methods Of Launching From Within The Survival Crafts.

5. Release From The Launching Apliances.

6. Methods And Use Of Devices For The Protection In Launching Areas Where Appropriate.

7. Illumination In Launching Areas.

8. Use Of All Survival Equipment.

9. Use Of All Detection Equipment.

10. With The Assistance Of Illustrations, The Use Of Radio Life-Saving Appliances.

11. Use Of Drogues.

12. Use Of Engine And Accessories.

13. Recovery Of Survival Crafts And Rescue Boats Including Stowage And Securing.

14. Hazards Of Exposure And The Need For Warm Clothing

15. Best Use Of The Survival Craft Facilities In Order To Survive.

16. Methods Of Retrival Including Helicopter Rescue Gear (Slings, Baskets And Stretchers), Breeches Buoy And Shore Lifesaving Apparatus And Ships Line Throwing Apparatus.

17. All Other Functions Contained In The Muster List And Emergency Instructions.

18. Instructions For The Emergency Repair Of The Life-Saving Appliances.

Regulation 53 Muster List And Emergency Instrns.
The Muster List Shall Specify Details Of The General Emergency Alarm Signal Prescribed By Regulation 50 And Also The Action To Be Taken By The Crew And Passengers When This Alarm Is Sounded.

The Muster List Shall Specify How The Order For Abandoning The Ship Will Be Given.

The Muster List Shall Show The Duties Assigned To The Various Members Of The Crew Including:

1. Closing Of The Watertight Doors, Fire Doors, Valves, Scuppers, Sidescuttles, Skylights, Portholes And Other Similar Openings In The Ship.

2. Equipping Of The Survival Craft And Other Life-Saving Appliances.

3. Preparation And Launching Of The Survival Craft.

4. General Preparation Of Other Lifesaving Appliances.

5. Muster Of Passengers.

6. Use Of Communication Equipment.

7. Manning Of Fire Parties Assigned To Deal With Fires.

8. Special Duties Assigned In Respect Of The Use Of Fire Fighting Equipment And Installations.

The Muster List Shall Specify Which Officers Are Assigned To Ensure That Life-Saving And Fire Appliances Are Mantained In Good Condition And Are Ready For Immediate Use.

The Muster List Shall Specify The Substitutes For The Key Persons Who May Become Disabled; Taking Into Account Different Emergencies May Call For Different Actions.

The Muster List Shall Show The Duties Assigned To The Members Of The Crew In Relation To Passengers In Case Of An Emergency. The Duties Are;

1. Warning The Passengers.

2. Seeking That They Are Suitably Clad And Have Donned Their Lifejacket Correctly.

3. Assembling The Passengers At Their Muster Stations.

4. Keeping Order On The Stairways And Generally Controlling The Movements Of The Passengers.

5. Ensuring That A Supply Of Blankets Is Taken To The Survival Craft.

The Muster List Shall Be Prepared Before Proceeding To Sea. If Any Changes Take Place In The Crew Which Necessitate And Alteration In The Muster List Then A Revision In The Old One Or A New Muster List Can Be Made By The Master.

The Format For The Muster Lists On The Passenger Ships Shall Be Approved.

Chapter Iii: Part C

Section Iv – Survival Craft.
Regulation 38:

1. Construction Of Life Rafts.

1. Every Life Raft Shall Be So Constructed That So As To Be Capable Of Withstanding Exposure For 30 Days Afloat In All Sea Conditions.

2. The Life Raft Shall Be So Constructed That When It Is Dropped Into The Water From A Height Of 18 Mts, The Life Raft And Its Equipment Should Be Capable To Be Operate Satisfactorily. If The Life-Raft Is To Be Stowed At A Height Of More Than 18 Mts Above The Water Line In The Lightest Sea-Going Condition, It Shall Be Of The Type Which Has Been Satisfactorily Drop-Tested From Atleast That Height.

3. The Floating Liferaft Shall Be Capable Of Withstanding Repeated Jumps To It From A Height Of Atleast 4.5 Mts Above Its Floor Both With And Without The Canopy Erected.

4. The Liferaft And Its Fittings Shall Be So Constructed As To Enable It To Be Towed At A Speed Of 3 Knots In Calm Water And When Loaded With Its Full Compliment Of Persons And Equipment And With One Of Its Sea Anchors Streamed.

5. The Life Raft Shall Have A Canopy To Protect The Occupants From Exposure, Which Is Automatically Set In Place When The Life Raft Is Launched And Waterborne. The Canopy Shall Comply With The Foll:

.1 It Shall Provide Insulation Against Heat And Cold By Means Of Either Two Layers Of Material Seperated By An Air Gap Or Other Equallyefficient Means. Means Shall Be Provided To Prevent Accumulation Of Water In The Gap.

.2 Its Interior Shall Be Of A Colour That Should Not Cause Discomfort To The Occupants.

.3 Each Entrance Shall Be Clearly Indicated And Be Provided With Efficient Adjustable Closing Arrangements Which Can Be Easily And Quickly Opened From Inside And Outside The Liferaft So As To Permit Ventillation But Exclude Seawater, Wind And Cold. Liferafts Accomodating More Than Eight Persons Shall Have Atleast Two Diametrically Opposite Entrances;
.4 It Shall Admit Sufficient Air To The Occupants At All Times, Even With The Entrance Closed.

.5 It Shall Be Provided With Atleast One Viewing Port;

.6 It Shall Be Provided With A Means Of Collecting Rainwater;

.7 It Shall Have Sufficient Headroom For Sitting Occupants Under All Parts Of The Canopy.

1. Minimum Carrying Capacity Of The Liferaft:

1. No Life Raft Shall Be Approved Which Shall Have A Capacity Of Less Than Six Persons.

2. Unless The Liferaft Is To Be Launched By An Approved Launching Appliance And Is Not Required To Be Portable, The Total Mass Of The Liferaft, Its Container And Its Equipment Shall Not Be More Than 185 Kgs.

1. Life-Raft Fittings;

1. Lifelines Shall Be Securely Becketed Around The Inside And Outside Of The Liferaft.

2. The Raft Should Be Fitted With An Efficient Painter Of Length Equal To Not Less Than Twice The Distance From The Stowed Position To The Waterline In The Lightest Seagoing Condition Or 15 Mts Whichever Is Greater.

4) Davit Launched Life-Rafts:

1. These Specifications Are In Addition To Those Stated Above;

1. When The Life-Raft Is Loaded With Its Full Compliment Of Persons And Equipment, Be Capable Of Withstanding A Lateral Impact Against The Ships Side At An Impact Velocity Of Not Less Than 3.5 Mt / Sec And Also A Drop Into The Water From A Height Of Not Less Than 3 Mts Without Damage That Will Affect Its Function.

2. Be Provided With The Means For Bringing The Liferaft Alongside The Embarkation Deck And Holding It Securely During Embarkation.

2. Every Cargo Ship Davit-Launched Liferaft Is So Arranged That It Can Be Boarded By Its Full Compliment Of Persons In Not More Than 3 Mins From The Time The Instruction Is Given.

5. Equipment:

1. The Normal Equipment Of The Liferaft Shall Consist Of The Following;

1. One Buoyant Rescue Quoit Attached To Not Less Than 30 Mts Of Buoyant Line.

2. One Knife Of The Non Folding Type Having A Buoyant Handle And Lanyard Attached And Stowed In A Pocket On The Exterior Of The Canopy Near The Point At Which The Painter Is Attached To The Liferaft. In Addition To The Above A Raft Which Is Permitted To Carry 13 And Above Should Carry Another Knife Which Need Not Be Of The Folding Type.

3. For A Raft Permitted To Carry 12 Persons There Should Be One Buoyant Bailer, For A Liferaft Of More Than 12 Persons There Should Be 2.

4. Two Sponges.

5. Two Sea Anchors Each With A Shock Resistant Hawser And A Tripping Line, One Being Spare And The Other Being Permanently Attached To The Liferaft In Such A Way That When The Liferaft Inflates Or Is Waterborne It Will Allow The Liferaft To Lie Oriented To The Wind In The Most Stable Manner. The Strength Of Each Sea Anchor, Its Hawser And Tripping Line Shall Be Adequate For All Sea Conditions. The Sea Anchor Shall Be Fitted With A Swivel At Each End Of The Line And Shall Be Of A Type Which Is Unlikely To Turn Inside Out Between Its Shroud Lines.

6. Two Buoyant Paddles;

7. Three Tin Openers ( Safety Knives Containing Special Tin Opener Blades Are Satisfactory For This Requirement);

8. One First-Aid Outfit Of A Waterproof Type Capable Of Being Closed Tightly After Use.

9. One Whistle And Equivalent Sound Signal;

10. Four Rocket Parachute Flares;

11. Six Hand Flares;

12. Two Buoyant Smoke Signals;

13. One Waterproof Electric Torch Suitable For Morse Signalling With One Spare Set Of Batteries And Bulb In A Waterproof Container;

14. An Efficient Radar Reflector Unless A Survival Craft Radar Transponder Is Stowed In The Raft;

15. One Daylight Signalling Mirror With Instructions For Its Use For Signalling To Ships And Aircrafts;

16. One Copy Of Life Saving Signals On A Waterproof Card Or A Waterproof Container;

17. One Set Of Fishing Tackle;

18. A Food Ration Totalling Not Less Than 10,000 Kilo Joules (K.J.) For Each Person The Life Raft Is Permitted To Accommodate. These Rations Shall Be Kept In Airtight Pakaging And Be Stowed In A Watertight Container.

19. Watertight Receptacles Containing A Total Of 1.5 Litres Of Fresh Water For Each Person The Liferaft Is Permitted To Carry, Of Which 0.5 Litres Per Person May Be Replaced By A De-Salting Apparatus Capable Of Producing An Equal Amount Of Water In 2 Days;

20. One Rust-Proof Graduated Drinking Vessel;

21. Six Doses Of Anti-Seasikness Medicines And One Sea-Sickness Bag For Each Person The Raft Is Permitted To Carry;

22. Instructions On How To Survive;

23. Instructions For Immediate Action;

24. Thermal Protective Aids Complying Sufficient For 10% Of The Number Of Persons The Liferaft Is Permitted To Carry Or 2 Whichever Is Greater.

1. The Marking On A Liferaft If The Above Equipment Is Carried Shall Be Solas A Pack

2. In Case Of Passenger Ships Engaged On Short International Voyages Solas B Pack May Be Carried.

The Following Is A List Of Equipment Which The Solas B Pack Shall N O T Carry;

1. Tin Openers.

2. Set Of Fishing Tackles.

3. Food Ration.

4. Freshwater.

5. Graduated Drinking Vessel.

And Half Of All The Pyrotechnics Ie. Two Rocket Parachute Flares, Three Hand Flares, One Buoyant Smoke Signal.

6. Float Free Arrangements For Life-Rafts:

1. Painter System:

The Liferaft System Should Provide A Connection Between The Ship And The Liferaft And Shall Be So Arranged As To Ensure That The Liferaft When Released And Inflated Is Not Dragged Under By The Sinking Ship.

2. Weak Link:

If The Weak Link Is Used In The Float Free Arrangement Then;

1. Not Be Broken By The Force Required Topull The Painter From The Liferaft Container;

2. If Applicable, Be Of Sufficient Strength To Permit The Inflation Of The Liferaft;

3. Break Under A Strain Of 2.2 -+ 0.4 Kn.

1. Hydrostatic Release Unit:

If A Hydrostatic Release Unit Is Used On A Life-Raft Then:

1. Be Constructed Of Compatible Material So As To Prevent Malfunction Of The System. Galvanising Or Other Types Of Metallic Coatings Shall Not Be Permitted.

2. Automatic Release Of Liferaft At A Depth Of Not More Than 4 Mts;

3. Have Drains To Prevent The Accumulation Of Water In The Hydrostatic Chamber When The Unit Is In Its Normal Position;

4. Be Constructed So As To Prevent Its Release When Seas Wash Over The Vessel.

5. Be Permanently Marked On Its Exterior With Its Type And Serial Number.

6. Be Provided With A Document Or Identification Plate Stating The Date Of Manufacture, Type And Serial Number;

7. Be Such That Each Part Connected To The Painter System Has A Strength Of Not Less Than That Required For The Painter;

Regulation 39:

2. Construction Of Inflatable Liferafts;

The Main Buoyancy Chamber Shall Be Divided Into Not Less Than Two Separate Compartments Each Inflated Through A Non Return Valve On Each.

The Buoyancychambers Shall Be So Arranged That In The Event Of Any One Of The Compartments Rupturing Or Failing To Inflate, The Intact Compartments Shall Be Able To Support, With Positive Freeboard Over The Liferafts Entire Periphery, The Entire Number Of Persons It Is Permitted To Carry, Each Having A Mass Of 75 Kgs And Seated In Their Normal Positions.

The Floor Is Water Proof And Shall Insulate The Persons Against Cold. The Floor May Be Inflated By The Occupants And Deflated When Necessary, This Action Can Be Automatic And The Floor May Have One Or More Inflatible Chambers.

The Liferaft Shall Be Inflated With A Non Toxic Gas Who Is Mainly Co2; This Inflation Should Be Completed Within A Period Of 1 Minute At An Ambient Temperature Range Of 18 To 20 Deg C.

And Within A Period Of 3 Minutes At A Temperature Of –30 Deg C.

Each Compartment Should Be Able To Withstand A Pressure Of Three Times The Working Pressure, Means Shall Be Provided That When The Pressure Of The Chamber Is Twice The Working Pressure It Should Not Be Allowed To Exceed. This Can Be Achieved Either By Supplying A Limited Supply Of Gas Or By Providing A Relief Valve.

Mechanical Means Of Topping-Up Should Be Provided So That The Working Pressure Is Mantained.

3. Carrying Capacity Of Liferaft:

The Number Of Persons A Liferaft Is Permitted To Carry Shall Be The Lesser Of:

1. The Greatest Whole Number Obtained By Dividing By 0.096 The Volume Measured In Cubic Metres Of The Main Buoyancy Tubes.

2. The Greatest Whole Number Obtained By Dividing By 0.372 The Inner Horizontal Crossectional Area Of The Liferaft Measured In Square Metres.

3. The Number Of Persons Of An Average Mass Of 75 Kgs, All Wearing Lifejackets, That Can Be Seated With Sufficient Comfort And Headroom Without Intefering With Any Of The Liferafts Equipment.

5. Inflatible Liferaft Fittings:

1. The Breaking Strength Of The Painter System Including Its Means Of Attaching To The Liferaft (Except The Weak Link) Shall Be Not Less Than 10 Kilo Newton For A Liferaft Permitted To Carry 9 Persons And More And For The Rest Of The Rafts It Shall Not Be Less Than 7.5 Kilo Newton. The Liferaft Shall Be Capable Of Being Inflated By One Person.

2. With A Clear Atmosphere At A Distance Of Atleast 2 Miles For A Period Of Not Less Than 12 Hours Shall Be Fitted To The Top Of The Canopy. If The Light Is Flashing It Shall Flash At The Rate Of Not Less Than 50 Flashes Per Minute For The First Two Hours Of Its 12 Hours Of Operation. This Lamp Shall Be Powered By A Sea Activated Cell Or A Dry Chemical Cell And Shall Light Automatically When The Raft Inflates.

3. A Manuall Controlled Lamp Shall Be Fitted Inside The Liferaft Capable Of Continuous Operation For A Period Of Atleast 12 Hours. It Shall Light Automatically When The Liferaft Inflates And Be Of Sufficient Intensity To Enable Reading Of Survival And Equipment Instructions.

6. Containers For Inflatible Liferafts:

1. The Liferaft Shall Be Packed In A Container That Is:

1. So Constructed As To Withstand Hard Wear Under Conditions Encountered At Sea.

2. Of Sufficient Inherent Buoyancy, When Packed With The Liferaft And Its Equipment, To Pull The Painter From Within And To Operate The Inflation Mechanism Should The Ship Sink.

3. As Far Be Practicable Be Water Tight, Except For Drain Holes In The Container Bottom.

1. The Liferaft Should Be Packed In Its Container In Such A Way That As Far As Possible, The Water Borne Liferaft Inflates In An Upright Position On Breaking Free From Its Container.

2. The Container Shall Be Marked With:

1. Makers Name Or Trade Mark;

2. Serial Number;

3. Name Of Approving Authority And The Number Of Persons It Is Permitted To Carry.

4. S O L A S.

5. Type Of Emergency Pack Included.

6. Date When Last Serviced;

7. Length Of Painter;

8. Maximum Permitted Height Of Stowage Above Waterline.

9. Launching Instructions.

5. Markings On Inflatible Liferafts:

The Liferaft Shall Be Marked With The Foll:

1. Makers Name Or Trademark.

2. Serial Number.

3. Date Of Manufacture ( Month And Year );

4. Name Of Approving Authority;

5. Name And Place Of Servicing Station Where It Was Last Serviced.

6. Number Of Persons It Is Permitted Over The Entrance In Characters Not Less Than 100 Mm. In Height Of A Colour Contrasting With That Of The Lifeboat.

The Container Shall Be Marked With:

1. Makers Name Or Trade Mark;

2. Serial Number;

3. Name Of Approving Authority And The Number Of Persons It Is Permitted To Carry.

4. S O L A S.

5. Type Of Emergency Pack Included.

6. Date When Last Serviced;

7. Length Of Painter;

8. Maximum Permitted Height Of Stowage Above Waterline.

9. Launching Instructions.

5. Markings On Inflatible Liferafts:

The Liferaft Shall Be Marked With The Foll:

1. Makers Name Or Trademark.

2. Serial Number.

3. Date Of Manufacture ( Month And Year );

4. Name Of Approving Authority;

5. Name And Place Of Servicing Station Where It Was Last Serviced.

Number Of Persons It Is Permitted Over The Entrance In Characters Not Less Than 100 Mm. In Height Of A Colour Contrasting With That Of The Liferaft.

Regulation 3
Definitions
For The Purpose Of This Chapter, Unless Expressly Provided Otherwise:
Non-Combustible Material’ Is A Material Which Neither Burns Nor Gives Off Flammable Vapors In Sufficient Quantity For Self-Ignition When Heated To Approximately 750”C, This Being Determined To The Satisfaction Of The
Administration By An Established Test Procedure. Any Other Material Is A Combustible Material.
A Standard Fire Test Is One In Which Specimens Of The Relevant Bulkheads Or Decks Are Exposed In A Test Furnace To Temperatures Corresponding Approximately To The Standard Time-Temperature Curve. The Specimen Shall Have An Exposed Surface Of Not Less Than 4.65 M And Height (Or Length Of Deck) Of2.44 M, Resembling As Closely As Possible The Intended Construction If A Material Passes The Test As Specified In Resolution A.270(Viii) It Should Be Considered As “Non-Combustible” Even If It Consists Of A Mixture Of Inorganic And Organic Substances.
(Interpretation Approved By The Maritime Safety Committee At Its Forty-Sixth Session,
Sls.Lycirc.L7.)
Refer To The Revised Recommendation On Test Methods For Qualifying Marine Construction
Materials As Non-Combustible Adopted By The Organization By Resolution A.799(19).
Chapter 11-2: Construction And Including Where Appropriate At Least One Joint. The Standard Time-
Temperature Curve Is Defined By A Smooth Curve Drawn Through The
Following Temperature Points Measured Above The Initial Furnace Temperature:

At The End Of The First 5 Min 556”C

At The End Of The First 10 Min 659”C

At The End Of The First 15 Min 718”C

At The End Of The First 30 Min 821”C

At The End Of The First 60 Min 925”C

“A” Class Divisions Are Those Divisions Formed By Bulkheads And Decks
Which Comply With The Following:
.1 They Shall Be Constructed Of Steel Or Other Equivalent Material;
.2 They Shall Be Suitably Stiffened;
.3 They Shall Be So Constructed As To Be Capable Of Preventing The

Passage Of Smoke And Flame To The End Of The One-Hour Standard

Fire Test;

.4 They Shall Be Insulated With Approved Non-Combustible Materials

Such That The Average Temperature Of The Unexposed Side Will Not

Rise More Than 139”C Above The Original Temperature, Nor Will

The Temperature, At Any One Point, Including Any Joint, Rise More

Than 180”C Above The Original Temperature, Within The Time

Listed Below:

Class “A-60” 60 Min
Class “A-30” 30 Min
Class “A-15” 15 Min
Class “A-O” O Min

.5 The Administration May Require A Test Of A Prototype Bulkhead Or

Deck To Ensure That It Meets The Above Requirements For Integrity

And Temperature Rise.

“B” Class Divisions Are Those Divisions Formed By Bulkheads, Decks,
Ceiling Or Linings Which Comply With The Following:

.1 They Shall Be So Constructed As To Be Capable Of Preventing The

Passage Of Flame To The End Of The First Half Hour Of The Standard

Fire Test;

.2 They Shall Have An Insulation Value Such That The Average

Temperature Of The Unexposed Side Will Not Rise More Than

139”C Above The Original Temperature, Nor Will The Temperature

At Any One Point, Including Any Joint, Rise More Than 225”C

Above The Original Temperature, Within The Time Listed Below:

‘Refer To The Recommendation On 6re Resistance Tests For “A”, “B” And “F” Class Divisions
Adopted By The Organization By Resolution A.754(18).

Part A

Regulation 3

Class “B-15” 15 Min
Class “B-O” O Min

They Shall Be Constructed Of Approved Non-Combustible

Materials And All Materials Entering Into The Construction And

Erection Of “B” Class Divisions Shall Be Non-Combustible, With

The Exception That Combustible Veneers May Be Permitted

Provided They Meet Other Requirements Of This Chapter;

The Administration May Require A Test Of A Prototype Division To

Ensure That It Meets The Above Requirements For Integrity And

Temperature Rise.

“C” Class Divisions Are Divisions Constructed Of Approved Non-
Combustible Materials. They Need Meet Neither Requirements Relative To
The Passage Of Smoke And Flame Nor Limitations Relative To The Temperature
Rise. Combustible Veneers Are Permitted Provided They Meet Other
Requirements Of This Chapter.
Continuous “B” Class Ceilings Or Linings Are Those “B” Class Ceilings Or
Linings Which Terminate Only At An “A” Or “B” Class Division.

7 Steel Or Other Equivalent Material. Where The Words Steel Or Other

Equivalent Material Occur, Equivalent Material Means Any Non-Combustible
Material Which, By Itself Or Due To Insulation Provided, Has Structural And
Integrity Properties Equivalent To Steel At The End Of The Applicable Exposure
To The Standard Fire Test (E.G. Aluminium Alloy With Appropriate Insulation).

8 Low Flame Spread Means That The Surface Thus Described Will Adequately

Restrict The Spread Of Flame, This Being Determined To The Satisfaction Of The
Administration By An Established Test Procedure.

9 Main Vertical Zones Are Those Sections Into Which The Hull, Super-

Structure, And Deckhouses Are Divided By “A” Class Divisions, The Mean
Length Of Which On Any Deck Does Not In General Exceed 40 M.
Part C
Regulations 28, 29
Regulation 29
Steering Gear’
1 Unless Expressly Provided Otherwise, Every Ship Shall Be Provided
With A Main Steering Gear And An Auxiliary Steering Gear To The Satisfaction Of
The Administration. The Main Steering Gear And The Auxiliary Steering Gear
Shall Be So Arranged That The Failure Of One Of Them Will Not Render The Other
One Inoperative.

2.1 All The Steering Gear Components And The Rudder Stock Shall Be Of Sound And Reliable Construction To The Satisfaction Of The Administration.

Special Consideration Shall Be Given To The Suitability Of Any Essential

Component Which Is Not Duplicated. Any Such Essential Component Shall,

Where Appropriate, Utilize Anti-Friction Bearings Such As Ball-Bearings, Roller-Bearings Or Sleeve-Bearings Which Shall Be Permanently Lubricated Or

Provided With Lubrication Fittings.

2.2 The Design Pressure For Calculations To Determine The Scantlings Of Piping And Other Steering Gear Components Subjected To Internal Hydraulic Pressure Shall Be At Least 1.25 Times The Maximum Working Pressure To Be Expected Under The Operational Conditions Specified In Paragraph 3.2, Taking Into Account Any Pressure Which May Exist In The Low-Pressure Side Of The System. At The Discretion Of The Administration, Fatigue Criteria Shall Be Applied For The Design Of Piping And Components, Taking Into Account Pulsating Pressures Due To Dynamic Loads.

2.3 Relief-Valves Shall Be Fitted To Any Part Of The Hydraulic System Which Can Be Isolated And In Which Pressure Can Be Generated From The Power Source Or From External Forces. The Setting Of The Relief Valves Shall Not Exceed The Design Pressure. The Valves Shall Be Of Adequate Size And So Arranged As To Avoid An Undue Rise In Pressure Above The Design Pressure.

3 The Main Steering Gear And Rudder Stock Shall Be:

1 Of Adequate Strength And Capable Of Steering The Ship At

Maximum Ahead Service Speed Which Shall Be Demonstrated;

2 Capable Of Putting The Rudder Over From 35o On One Side To 35o

On The Other Side With The Ship At Its Deepest Seagoing Draught

And Running Ahead At Maximum Ahead Service Speed And, Under

The Same Conditions, From 35o On Either Side To 30o On The Other

Side In Not More Than 28 S;

3. Operated By Power Where Necessary To Meet The Requirements Of

A Rudder Stock Of Over 120 Mm Diameter In Way Of The Tiller,

Excluding Strengthening For Navigation In Ice; And

4. So Designed That They Will Not Be Damaged At Maximum Astern

Speed; However, This Design Requirement Need Not Be Proved By

Trials At Maximum Astern Speed And Maximum Rudder Angle.

4 The Auxiliary Steering Gear Shall Be:
.1 Of Adequate Strength And Capable Of Steering The Ship At Navigable

Speed And Of Being Brought Speedily Into Action In An

Emergency;

.2 Capable Of Putting The Rudder Over From 15o On One Side To 15o

On The Other Side In Not More Than 60 S With The Ship At Its
Deepest Seagoing Draught And Running Ahead At One-Half Of The
Maximum Ahead Service Speed Or 7 Knots, Whichever Is The
Greater; And
.3 Operated By Power Where Necessary To Meet The Requirements Of

Paragraph 4.2 And In Any Case When The Administration Requires

A Rudder Stock Of Over 230 Mm Diameter In Way Of The Tiller,

Excluding Strengthening For Navigation In Ice.

Main And Auxiliary Steering Gear Power Units Shall Be:

1. Arranged To Restart Automatically When Power Is Restored After A Power Failure; And Capable Of Being Brought Into Operation From A Position On The Navigation Bridge. In The Event Of A Power Failure To Any One Of The Steering Gear Powers Units, An Audible And Visual Alarm Shall Be Given On The Navigation Bridge.

6.1 Where The Main Steering Gear Comprises Two Or More Identical Power Units, An Auxiliary Steering Gear Need Not Be Fitted, Provided That:

.1 In A Passenger Ship, The Main Steering Gear Is Capable Of Operating The Rudder As Required By Paragraph 3.2 While Any One Of The Power Units Is Out Of Operation;

.2 In A Cargo Ship, The Main Steering Gear Is Capable Of Operating The Rudder As Required By Paragraph 3.2 While Operating With All Power Units;

.3 The Main Steering Gear Is So Arranged That After A Single Failure In Its Piping System Or In One Of The Power Units The Defect Can Be Isolated So That Steering Capability Can Be Maintained Or Speedily Re-Gained.

6.2 The Administration May, Until 1 September 1986, Accept The Fitting Of A Steering Gear, Which Has A Proven Record Of Reliability But Does Not Comply With The Requirements Of Paragraph 6.1.3 For A Hydraulic System.

Chapter Ll.-L Construction

A Rudder Stock Of Over 120 Mm Diameter In Way Of The Tiller, Excluding Strengthening For Navigation In Ice; And So Designed That They Will Not Be Damaged At Maximum Astern Speed; However, This Design Requirement Need Not Be Proved By Trials At Maximum Astern Speed And Maximum Rudder Angle.

4 The Auxiliary Steering Gear Shall Be:

.1 Of Adequate Strength And Capable Of Steering The Ship At Navigable Speed And Of Being Brought Speedily Into Action In An Emergency;

.2 Capable Of Putting The Rudder Over From 15” On One Side To 15”On The Other Side In Not More Than 60 S With The Ship At Its Deepest Seagoing Draught And Running Ahead At One Half Of The Minimum Ahead Service Speed Or 7 Knots, Whichever Is The Greater; And

.3 Operated By Power Where Necessary To Meet The Requirements Of Paragraph 4.2 And In Any Case When The Administration Requires A Rudder Stock Of Over 230 Mm Diameter In Way Of The Tiller, Excluding Strengthening For Navigation In Ice.

Main And Auxiliary Steering Gear Power Units Shall Be: Arranged To Restart Automatically When Power Is Restored After A Power Failure; And Be Capable Of Being Brought Into Operation From A Position On The Navigation Bridge. In The Event Of A Power Failure To Any One Of The Steering Gear Powers Units, An Audible And Visual Alarm Shall Be Given On The Navigation Bridge.

8.1 Where The Main, Steering Gear Comprises Two Or More Identical Power Units, An Auxiliary Steering Gear Need Not Be Fitted, Provided That:

.1 In A Passenger Ship, The Main Steering Gear Is Capable Of Operating The Rudder As Required By Paragraph 3.2 While Any One Of The Power Units Is Out Of Operation;

.2 In A Cargo Ship, The Main Steering Gear Is Capable Of Operating The Rudder As Required By Paragraph 3.2 While Operating With All Power Units;

B The Main Steering Gear Is So Arranged That After A Single Failure In Its Piping System Or In One Of The Power Units The Defect Can Be Isolated So That Steering Capability Can Be Maintained Or Speedily Regained.

2. The Administration May, Until 1 September 1986, Accept The Fitting Of A Steering Gear, Which Has A Proven Record Of Reliability But Does Not Comply With The Requirements Of Paragraph 6.1.3 For A Hydraulic System.

Part C

Regulation 29

6.3 Steering Gears, Other Than Of The Hydraulic Type, Shall Achieve Standards Equivalent To The Requirements Of This Paragraph To The Satisfaction Of The Administration.

7 Steering Gear Control Shall Be Provided:

· 1 For The Main Steering Gear, Both On The Navigation Bridge And In The Steering Gear Compartment, Where The Main Steering Gear Is Arranged In Accordance With Paragraph 6, By Two Independent Controls Systems, Both Operable From The Navigation Bridge. This Does Not Require Duplication Of The Steering Wheel Or Steering Lever. Where The Control System Consists Of A Hydraulic Tele-Motor, A Second Independent System Need Not Be Fitted Except In A Tanker, Chemical Tanker Or Gas Carrier Of 10,000 Gross Tonnage And Upwards; For The Auxiliary Steering Gear, In The Steering Gear Compartment And, If Power-Operated, It Shall Also Be Operable From The Navigation Bridge And Shall Be Independent Of The Control System For The Main Steering Gear.

8 Any Main And Auxiliary Steering Gear Control System Operable From The
Navigation Bridge Shall Comply With The Following:
. I If Electric, It Shall Be Served By Its Own Separate Circuit Supplied
From A Steering Gear Power Circuit From A Point Within The
Steering Gear Compartment, Or Directly From Switchboard
Busbars Supplying That Steering Gear Power Circuit At A Point

On The Switch Boards Adjacent To The Supply To The Steering Gear

Means Shall Be Provided In The Steering Gear Compartment For

Disconnecting Any Control System Operable From The Navigation

Bridge From The Steering Gear It Serves;

The System Shall Be Capable Of Being Brought Into Operation From

A Position On The Navigation Bridge

.4 In The Event Of A Failure Of Electrical Power Supply To The Control

System, An Audible And Visual Alarm Shall Be Given On The

Navigation Bridge; And

Short Circuit Protection Only Shall Be Provided For Steering Gear Control Supply Circuits.

9 The Electrical Power Circuits And The Steering Gear Control Systems With Their Associated Components, Cables And Pipes Required By This Regulation And By Regulation 30 Shall Be Separated As Fu As Is Practicable Throughout Their Length.
10 A Means Of Communication Shall Be Provided Between The Navigation

Bridge And The Steering Gear Compartment.

Chapter Ii-1: Construction

11 The Angular Position Of The Rudder Shall:
.1 If The Main Steering Gear Is Power-Operated, Be Indicated On The

Navigation Bridge. The Rudder Angle Indication Shall Be

Independent Of The Steering Gear Control System;

.2 Be Recognizable In The Steering Gear Compartment.

12 Hydraulic Power-Operated Steering Gear Shall Be Provided With The
Following:
.1 Arrangements To Maintain The Cleanliness Of The Hydraulic Fluid

Taking Into Consideration The Type And Design Of The Hydraulic

System;

.2 A Low-Level Alarm For Each Hydraulic Fluid Reservoir To Give The
Earliest Practicable Indication Of Hydraulic Fluid Leakage. Audible
And Visual Alarms Shall Be Given On The Navigation Bridge And In
The Machinery Space Where They Can Be Readily Observed; And
.3 A Fixed Storage Tank Having Sufficient Capacity To Recharge At Least

One Power Actuating System Including The Reservoir, Where The

Main Steering Gear Is Required To Be Power-Operated. The

Storage Tank Shall Be Permanently Connected By Piping In Such A

Manner That The Hydraulic Systems Can Be Readily Recharged From

A Position Within The Steering Gear Compartment And Shall Be

Provided With A Contents Gauge.

13 The Steering Gear Compartments Shall Be:
.1 Readily Accessible And, As Far As Practicable, Separated From

Machinery Spaces; And

.2 Provided With Suitable Arrangements To Ensure Working Access To

Steering Gear Machinery And Controls. These Arrangements Shall

Include Handrails And Gratings Or Other Non-Slip Surfaces To Ensure

Suitable Working Conditions In The Event Of Hydraulic Fluid

Leakage.

14 Where The Rudder Stock Is Required To Be Over 230 Mm Diameter In
Way Of The Tiller, Excluding Strengthening For Navigation In Ice, An Alternative
Power Supply, Sufficient At Least To Supply The Steering Gear Power Unit
Which Complies With The Requirements Of Paragraph 4.2 And Also Its
Associated Control System And The Rudder Angle Indicator, Shall Be Provided
Automatically, Within 45 S, Either From The Emergency Source Of Electrical
Power Or From An Independent Source Of Power Located In The Steering Gear
Compartment. This Independent Source Of Power Shall Be Used Only For This
Purpose. In Every Ship Of 10,000 Gross Tonnage And Upwards, The Alternative
Power Supply Shall Have A Capacity For At Least 30-Min Of Continuous
Operation And In Any Other Ship For At Least 10 Min.
Part C
Regulation 29
15 In Every Tanker, Chemical Tanker Or Gas Carrier Of 10,000 Gross Tonnage
And Upwards And In Every Other Ship Of 70,000 Gross Tonnage And Upwards,
The Main Steering Gear Shall Comprise Two Or More Identical Power Units
Complying With The Provisions Of Paragraph 6.

16. Every Tanker, Chemical Tanker Or Gas Carrier Of 10,000 Gross Tonnage And Up Words Shall, Subject To Para. 17, Comply With The Following,

. I The Main Steering Gear Shall Be So Arranged That In The Event Of

Loss Of Steering Capability Due To A Single Failure In Any Part Of One

Of The Power Actuating Systems Of The Main Steering Gear,

Excluding The Tiller, Quadrant Or Components Serving The Same

Purpose, Or Seizure Of The Rudder Actuators, Steering Capability

Shall Be Regained In Not More Than 45 S After The Loss Of One

Power Actuating System;

The Main Steering Gear Shall Comprise Either:

Two Independent And Separate Power Actuating Systems, Each

Capable Of Meeting The Requirements Of Paragraph 3.2, Or

At Least Two Identical Power Actuating Systems Which, Acting

Simultaneously In Normal Operation, Shall Be Capable Of Meeting

The Requirements Of Paragraph 3.2. Where Necessary To Comply

With This Requirement, Interconnection Of Hydraulic Power

Actuating Systems Shall Be Provided. Loss Of Hydraulic Fluid From

One System Shall Be Capable Of Being Detected And The Defective

System Automatically Isolated So That The Other Actuating System

Or Systems Shall Remain Partially Operational,

Steering Gears Other Than Of The Hydraulic Type Shall Achieve

Equivalent Standards.

.2.1

.2.2 At Least Two Identical

17 For Tankers, Chemical Tankers Or Gas Carriers Of 10,000 Gross Tonnage

And Upward, But Of Less Than 100,000 Tonnes Deadweight, Solutions Other

Than Those Set Out In Paragraph 16, Which Need Not Apply The Single Failure

Criterion To The Rudder Actuator Or Actuators, May Be Permitted Provided That

An Equivalent Safety Standard Is Achieved And That:

. I Following Loss Of Steering Capability Due To A Single Failure Of Any

Part Of The Piping System Or In One Of The Power Units, Steering
Capability Shall Be Regained Within 45 S; And
Where The Steering Gear Includes Only A Single Rudder Actuator,
Special Consideration Is Given To Stress Analysis For The Design

Including Fatigue Analysis And Fracture Mechanics Analysis, As

Appropriate, To The Material Used, To The Installation Of Sealing

Arrangements And To Testing And Inspection And To The Provision

Of Effective Maintenance. In Consideration Of The Foregoing, The

Administration Shall Adopt Regulations Which Include The

Provisions Of The Guidelines For Acceptance Of Non-Duplicated

Chapter Ii-1: Construction

Rudder Actuators For Tankers, Chemical Tankers And Gas

Carriers Of 10,000 Tons Gross Tonnage And Above But Less

Than 100,000 Tonnes Deadweight, Adopted By The Organization

18 For A Tanker, Chemical Tanker Or Gas Carrier Of 10,000 Gross Tonnage
And Upward, But Less Than 70,000 Tonnes Deadweight, The Administration
May, Until 1 September 1986, Accept A Steering Gear System With A Proven
Record Of Reliability, Which Does Not Comply With The Single Failure Criterion
Required For A Hydraulic System In Paragraph 16.
19 Every Tanker, Chemical Tanker Or Gas Carrier Of 10,000 Gross Tonnage
And Upward, Constructed Before 1 September 1984, Shall Comply, Not Later
Than 1 September 1986, With The Following:

.1 The Requirements Of Paragraphs 7.1, 8.2, 8.4, 10, 11, 12.2, 12.3

And 13.2;

.2 Two Independent Steering Gear Control Systems Shall Be Provided

Each Of Which Can Be Operated From The Navigation Bridge. This

Does Not Require Duplication Of The Steering Wheel Or Steering

Lever;

.3 If The Steering Gear Control System In Operation Fails, The Second

System Shall Be Capable Of Being Brought Into Immediate
Operation From The Navigation Bridge; And

.4 Each Steering Gear Control System, If Electric, Shall Be Served By

Its Own Separate Circuit Supplied From The Steering Gear Power

Circuit Or Directly From Switchboard Busbars Supplying That

Steering Gear Power Circuit At A Point On The Switchboard

Adjacent To The Supply To The Steering Gear Power Circuit.

20 In Addition To The Requirements Of Paragraph 19, In Every Tanker,
Chemical Tanker Or Gas Carrier Of 40,000 Gross Tonnage And Upwards,
Constructed Before 1 September 1984, The Steering Gear Shall, Not Later Than
1 September 1988, Be So Arranged That, In The Event Of A Single Failure Of The
Piping Or Of One Of The Power Units, Steering Capability Can Be Maintained Or
The Rudder Movement Can Be Limited So That Steering Capability Can Be
Speedily Regained. This Shall Be Achieved By:

An Independent Means Of Restraining The Rudder; Or

Fast-Acting Valves Which May Be Manually Operated To Isolate The

Actuator Or Actuators From The External Hydraulic Piping Together

With A Means Of Directly Refilling The Actuators By A Fixed

Independent Power-Operated Pump And Piping System; Or

Adopted By The Organization By Resolution A.467 (Ix).

39.

Standards For Training & Certification For Watchkeepers

Stcw’ 78 Adopted On 7^th July 1978 Which Came Into Force On 28^th April 1984, This Convention Had Limited Knowledge And No Skilled Training Programs. Transparency Of The Certification Was Seen Lacking So A New Convention Called Stcw 95 Was Adopted By The Imo On The 1^st Feb 1999.
Stcw’ 95
Comprises Of 17 Articles Of 36 Mandatory Regulations Laid Out In 8 Chapters As Compared To Stcw’ 78, Which Comprised Of 17 Articles Of 25 Mandatory Regulations Laid Out In 6 Chapters.

Stcw’ 78	Stcw’ 95
General Provisions
· Master Deck Dept
· Engine Dept
· Radio Personnel.	*Radio Comm. & Radio Personnel*
· Sp. Req. For Tankers	*Special Training For Persons On Ships*
· Proficiency In Survival Craft	Emergency Occupational Safety, Medical Care & Survival Functions.
	Certificates For Officers Defining Functions.
	*Contains* 2 Regulations

Reg. Viii/1 Deals With Fitness Of Duty
Reg. Viii/2 Deals With Watchkeeping Arrangements And Principles To Be Observed.
Knowledge Regarding Certificates
The Old Certificates Issued Under The ’78 Convention Shall Be Valid Only Until 1^st Feb 2002. Thus Before This Day All 78 Convention Certificates Holders Should Renew Their Certificates By Doing A Refresher Course And Updating Training And Assessment As Well As Additional Modular Courses Specified Under The Provisions Of Stcw ’95.
New Certificates Shall Be Valid For 5 Years And In Order To Revalidate The Certificate The Seafarer Will Have To Meet The Standards Of Medical Fitness & Establish Continued Professional Competence As Required By The Imo.
Information Regarding The Rest Periods For A Candidate
Chapter Viii: Standards Regarding Watchkeeping.
Section A-Viii/1
Fitness For Duty

· All Persons Who Are Assigned Duty As Officer In Charge Of A Watch Or As Rating Forming Part Of A Watch Shall Be Provided A Minimum Of 10 Hours Of Rest In Any 24 Hour Period.

· The Hours Of Rest May Be Divided Into No More Than Two Periods, One Of Which Shall Be Atleast 6 Hours In Length.

· The Requirements For Rest Periods Laid Down In Paragraphs 1 And 2 Need Not Be Mantained In The Case Of An Emergency Or Drill Or In Other Overriding Operational Conditions.

· Not Withstanding The Provision Of Paragraphs 1 And 2, The Minimum Period Of 10 Hours May Be Reduced To Not Less Than 6 Consecutive Hours Provided That Any Such Reduction Shall Not Extend Beyond Two Days And Not Less Than 70 Hours Of Rest Are Provided Each Seven Day Period.

· Administration Shall Require That Watch Schedules Be Posted Where They Are Easily Acessible.

40.

Electro-Hydraulic Steering Gear:

· This Is Perhaps The Most Popular Type Of Steering Gear. Referring To The Diagrammatic Lay-Out As Shown In The Figure;

· It Consists Of A Hydraulic Ram Situated On The Port Side Of The Tiller And Other Ram On The Starboard Side, Linked At Their Outer Ends To The Tiller Arm By A Crosshead And Swivel Block.

· The Other Ends Of The Rams Working Inside Their Own Hydraulic Cylinders And Pieps Connect These Cylinders To A Hydraulic Pump.

· Special Mineral Oil Is Used As The Hydraulic Medium And The Function Of The Pump Is To Draw Oil From One Cylinder And Pump It At High Pressure Into The Other, Thus Causing One Ram To Move Out And Push The Tiller Over While The Other Ram Moves Back Into The Cylinder.

· The Hydraulic Pump Is A Rotary Displacement Type Driven Continuously By An Electric Motor.

· The Pump Is Of A Special Construction And May Be An Hele-Shaw Or Williams-Janney Design.

· It Runs Continuously In The Same Direction And The Position Of A Movable Plate Inside The Pump, Controls The Suction And Discharge Of The Oil.

· When The Plate Is In Mid Position, No Oil Is Drawn In Or Discharged And When The Plate Is Moved In One Direction From Mid Position Oil Is Drawn From One Cylinder And Discharged Into The Other.

· When The Plate Is Moved In The Opposite Direction The Suction And Discharge Of Oil Are Reversed In Direction.

· This Plate Is Actuated By A Rod, Which Is Attached At Its Outer End To The Hunting Lever.

· If Heavy Seas Strike The Rudder, The Shock Is Transmitted Through The Tiller To The Rams.

· This Causes A Suddern Increase In Oil Pressure In One Of The Cylinders And A Double Spring Loaded Relief Valve Allows The Tiller To Give Way Slightly By By-Passing A Little Of The Oil Into The Other Cylinder.

· The Resultant Displacement Of The Rudder, Tiller And Ram Crosshead Moves The Pump Control Rod Through The Hunting Gear And The Tiller Is Brought Back To Its Original Position.

The Hunting Gear:

· The Hunting For This Type Of Steering Gear Is A Simple Arrangement Of Levers And Will Be Readily Understood By Referance To The Figure.

· If The Telemotor Link Is Moved To The Right, The Hunting Lever Will Swivel About ‘A’ As A Fulcrum And The Pump Control Rod Will Be Pushed Inwards.

· The Pump Will Then Draw Oil From The Right Cylinder And Discharge It Into The Left And The Crosshead And The Tiller Will Begin Moving To The Right.

· As The Crosshead Moves, ‘B’ Now Acts As The Fulcrum For The Hunting Lever And The Movement Of ‘A’ To The Right Will Cause The Other End, Connected To The Control Rod, To Move Outwards To Bring The Control Plate In The Pump Back To Its Mid Position.

· The Pump Will Cease To Deliver Oil And The Gear Will Come To Rest.

Four Ram Hydraulic Steering Gear:

· A Four Ram Hydraulic Steering Gear May Be Fitted On Large Ships For Greater Steering Power, Instead Of The Two Ram Type As Described Above.

· The Four Ram Unit Is Simply A Double Two Ram Unit, The Tiller Having A Double Arm So That The Force Of The Two Diagonally Opposite Rams Can Act On The Tiller To Produce Double The Turning Effect.

Rotary Vane Steering Gear:

· The Rotary Vane Type Of Steering Gear System Is A More Recent Development Of The Hydraulic Steering Gear.

· It Consists Of A Rotor, Which Is A Taper Fit On The Rudderstock And Keyed To It, And A Stator Of A Larger Internal Diametre Than The Outside Diametre Of The Rotor To Form An Annular Space Between Them.

· The Stator Being Firmly Fixed To The Ships Structure To Prevent Its Rotating.

· The Rotor Has Equidistantly Spaced Outwardly Projecting Radial Vanes, And The Stator Has Similar Vanes Projecting Inwards, The Spaces Between The Vanes Form Segmental Pressure Chambers For The Highpressure Hydraulic Oilsupplied From The Variable Delivery Pumps.

· Oil Sealing Between The Ends Of The Vanes And Their Opposite Working Surface Is Effected By Ruber-Backed Steel Strips In Grooves In The Vanes.

· The Pressure Chambers Between The Rotor And The Stator Vanes Are Divided Into Two Sets So That When The Oil At A High Pressure Is Supplied To One Set And Drawn Form The Other, The Rotor Will Be Forced To Rotate In One Direction Turning The Rudder Stock With It.

· By Reversing The Oil Flow The Rotor And The Rudderstock Will Rotate In The Opposite Direction.

· Allowing For The Thickness Of The Vanes, A Unit Of Three Rotor Vanes And Three Stator Vanes Will Permit A Rudder Movement Of 35 Degs To Extreme Port Or Stbd From Mid Position.

· A Total Angle Of 70 Degs. Is Achieved And The Vanes Also Act As Rudder Stops.

· Relief Valves And By-Pass Valves Are Incorporated In The Oil System To Absorb Rudder Shocks.

· Compared To The Four Ram Steering Gear, The Cost Of The Rotary Vane Type To Produce The Same Torque On The Rudder Stock Is Generally Less, It Is Lighter In Weight, Takes Up Less Space And Is Easier To Maintain.

41.

Tugs: Girding, Scouring.

Girding: Is The Term Used To Describe A Tug Being Towed Sideways By The Vessel She Is Supposed To Tow.

· The Danger Arises When The Vessel Moves Suddenly Ahead Or Astern Without Giving Any Warning To The Master, So That Before The Tug Master Can Swing His Tug In Line With His Tow Line, The Tow Line Leads Abeam.

· This Is A Very Dangerous Situation And The Tug may Even Capsise Often With A Heavy Loss Of Life.

· The Height Of The Towing Hook, The Speed And The Rate Of Swing Of The Towed Vessel Are All Very Important Factors. Ample Warning Must Therefore Be Given To The Tugs If The Vessel Is To Move Ahead Or Astern Or If The Likely hood Presents Itself.

· The Girding Of The Tug May Be Avoided By Using A Gob Line.

· It Is A Small Length Of Rope Which Is Used To Bowse The Tow Line To The Stern Of The Tug To Prevent Girding.

Scouring:

· It Is The Term Given To The Use Of A Stream Of Water From A Tugs Propellers Directed As Far As Possible To Scour Away The Sea Bed Which Is Silting Up The Stranded Hull.

· It Is Often This Silting Which Exerts Pressure Holding The Vessel In Place.

Procedure For Scouring:

· The Area Should Be Roughly Surveyed And The Depth Checked.

· Tug Is Secured To The Ship By A Hawser From The Towing Hook.

· The Manila Hawser Is Lead To Each Quarter For Heaving The Tug Up And Down The Ships Side And The Head Rope For Each Bow For Altering The Tugs Inclination To The Ships Fore And Aft Line.

· The Tugs Should Have Both Her Anchors Out On An Open Moor.

· If Tunneling Beneath The Keel, The Tugs May Make An Angle Of 70 Degs With The Vessel And If The Bilge Area Is To Be Cleared Then The Angle Is 30 Degs.

42.

LRIT Requirement [Solas Ch-V Reg 19-1]

1. Introduction: Resolution MSC.202(81) Adopted on 19^th May 2006 Chapter – V Regulation 19-1 as amended Long range identification and tracking of ships (LRIT) “Nothing in this regulation or the provisions of performance standards and functional requirements adopted by the organization in relation to the long range identification and tracking of ships shall prejudice the rights, jurisdiction or obligations of states under international law, in particular the legal regimes of the high seas, the exclusive economic zone the contiguous zone, the territorial seas or the straits used for international navigation and archipelagic sea lanes”

a) This regulation establishes provisions to enable contracting governments to undertake the long range identification and tracking of ships.

b) Ships shall be fitted with a system to automatically transmit the information specified in paragraph [C] below;

c) Ships shall automatically transmit the following long range identification and tracking information; i) The identity of the ship ii) The position of the ship [latitude and longitude]; and iii) the date and time of the position provided.

d) Systems and equipment used to meet the requirements of LRIT shall conform to performance standards and functional requirements not inferior to those adopted by the organization. Any shipboard equipment shall be of a type approved by the administration.

e) In addition to the general requirements contained in assembly resolution A.694(17) on recommendations on general requirements for shipborne radio equipment forming part of the global maritime distress and safety system (GMDSS) and for electronic navigational aids, the shipborne equipment should comply with the following minimum requirements;

i) be capable of automatically and without human intervention on board the ship transmitting the ships LRIT information at 6 Hr intervals to an LRIT data centre.

ii) Be capable of being configured remotely to transmit LRIT at variable intervals.

iii) Be capable of transmitting LRIT information following receipt of polling commands;

iv) Interface directly to the shipborne global navigation satellite system equipment or have internal positioning capability;

v) Be supplied with energy from the main and emergency source of electrical power; and

vi) Be tested for electromagnetic compatibility taking into account the recommendations developed by the organization.

2. Procedure: Please find additional details below;

a) Flag nomination of LRIT data centre – Section 8 of the performance standards requires that a contracting government establishing or joining an LRIT data centre should provide relevant details to the organization. India has declared to have its own “National data centre” (NDC) a project that has been accorded to Antrix/SAC of ISRO who is developing NDC for the DGS.

b) Flag appointment of application service provider (ASP): - section 5.1 of the performance standards that a contracting government should provide to the organization a list with the names and contact details of the ASP’s they recognize together with any associated conditions of recognition. ASP is developed at the NDC site. Communications service provider (CSP) TATA communication will operate as CSP.

c) Shipowners, managers requirements: The shipowners, managers, operators are advised to carry out an LRIT ship borne equipment type approval conformance test. In accordance with section 5.1 of the performance standards. In the interest of timely implementation of the ship owners and managers to implement the LRIT equipment testing of its ships.

d) CSP/ASP testing implementation: the CSP/ASP should test LRIT equipment in accordance with the LRIT requirements testing matrix specified in MSC.1/Circ.1257. Testing to be carried out through Indian CSP/ASP by October 2008. The cost of testing will be borne by shipowners. They are requested to contact CSP for testing Sat-C for LRIT with specific details.

e) CSP issuance of statement of conformity report: The CSP should issue a statement of conformity report to the shipowner. Applicable to a specific LRIT equipment the Pass/fail status of each of the tests listed in the LRIT requirements testing matrix with the resultant pass/fail status of the LRIT equipment. The report should be valid for the duration the ship remains with the flag (any subsequent failure of the LRIT equipment should be identified through standard LRIT data centre operational procedures.) the copy of detailed format of the report shall be given to the ship owner and copy to be left on the vessel for inspection during the initial safety radio survey after compliance of LRIT.

f) Flag issuance of certificate of compliance: on satisfactory report of CSP/ASP the directorate to issue a certificate of compliance to the shipowner for carriage on the ship, specific LRIT equipment. The certificate should be valid for the duration the ship remains with the flag (any subsequent failure of the LIRT equipment should be identified through standard LRIT data centre operational procedures).

g) Shipborne LRIT equipment: the existing Inmarsat “C” equipment used on board for GMDSS will be utilized for LRIT. On failure or non-compliance of the existing shipborne inmarsat “C” equipment same to be replaced or an additional Inmarsat “C” or Mini “C” equipment to be installed and put up again for compliance test.

h) The LRIT conformance test certificate to be made available at all times during the statutory surveys by administration or classifications society authorized by the administration, port state control and flag state inspections.

i) The vessels should be intimated that under no circumstances they should delete or disable the DNID member No. registered by Indian CSP in the LRIT shipborne equipment, unless due to security reasons. However in such cases the same has to be intimated to the Indian NDC.

j) If due to any reason the vessel is barred by Inmarsat the vessel owners, managers and shipping companies must inform NDC immediately.

k) Switching off shipborne equipment, ceasing the distribution of LRIT information and reducing the frequency or temporarily stopping the transmission of LRIT information. : The master of a ship should inform the administration without undue delay and make an entry in the record of navigational activities and incidents maintained in accordance with requlation V/28 indicating the dates and times between which: the shipborne equipment was switched off or the distribution of LRIT information ceased, where international agreements, rules or standards provide for the protection of navigational information and the frequency of transmission of LRIT information has been reduced or temporarily stopped, when a ship is undergoing repairs, modifications or conversion in dry-dock or in port or is laid up for a long period.

l) In addition the master of a ship undergoing repairs, modifications or conversions in dry-dock or in port or is laid up for a long period, taking into account the instructions of the administration should inform the authorities of the contracting government within whose territory of jurisdiction the ship is located when the frequency of transmission or LRIT information is reduced or is temporarily stopped.

m) Owners, managers and shipping companies will be given a user name and password for monitoring, giving inputs etc as mentioned above.

Resolution MSC.202(81) Adopted on 19th May 2006 Chapter – V Regulation 19-1 as amended Long range identification and tracking of ships (LRIT) – Indian NT wing circular No 04 of 2008 & 01 of 2009

43.

Ship recycling convention

1. MEPC (marine environment protection committee / 58session 10 Oct 2008)

2. The MEPC of IMO approved the text of the draft ship recycling convention for adoption at a conference in 2009, when it met for its 58th session at IMO.

3. The new convention will provide regulations for the design, construction, operation and preparation of ships so as to facilitate safe and environmentally sound recycling, without compromising the safety and operational efficiency of ships; the operation of ship recycling facilities in a safe and environmentally sound manner and the establishment of an appropriate enforcement mechanism for ship recycling, incorporating certification and reporting requirements.

4. Ships to be sent for recycling will be required to carry an inventory of hazardous materials, specific to each ship, while an appendix to the convention will provide a list of hazardous materials whose installation or use in ships is prohibited or restricted in shipyards, ship repair yards, and ships of parties to the future convention. Ships will have to have an initial survey to verify the inventory of hazardous materials, surveys during the life of the ship and a final survey prior recycling.

5. Ship recycling yards will be required to provide a ship recycling plan to specify the manner in which each ship will be recycled, depending on its particulars and its inventory. Parties will be required to take effective measures to ensure that ship recycling facilities under their jurisdiction comply with the convention.

6. A series of guidelines are being developed to assist in the implementation of the new convention while the entry into force criteria for the convention will be decided by 2009 conference when formally adopting the proposed convention.

7. The reason for this is that ships sold for scrapping may contain environmentally hazardous substances such as asbestos, heavy metals, hydrocarbons and ozone depleting substances and others. Concerns have been raised about the working and environmental conditions at many of the worlds ship scrapping locations.

8. Please refer to www.imo.org for updates on the convention.

44.

Gulf of Aden advisory

1. Background: in order to provide competitive shipping ships proceeding from Indian ocean towards Europe need to transit the Suez canal through the red sea. Somalia is geographically located at the entrance to the Gulf of Aden and recently piracy incidents result from the instability prevailing in Somalia. Thousands of ships / vessels transit these waters carrying dry bulk, liquid bulk and high value. In view of large number of hijacking incidents occurring in the gulf of Aden or in proximity of Somalian waters, this area is considered to be high risk area from security point of view. This menace has been continuing for quite sometime, primarily due to political instability in the neighboring coastal states and its inability to patrol its coastal waters, the past records indicate that ships pleasure crafts have been hijacked to obtain ransom from the shipowners at the cost of innocent crewmembers lives. The following advisory to ship masters/owners and mangers is for the purpose of reporting and planning their ship transits through the defined security corridor to avoid mitigate the possibility of a prospective piracy incident. The coalition forces have adopted a security corridor prescribing the recommended track based on their experience and their presence in the area.

2. Polling and tracking: All vessels are directed to comply and strictly adhere to the security corridor adopted by the coalition forces. In order to track Indian vessels more effectively all Indian ship owners are hereby directed to increase the frequency of ship security alert system polling to one hour, while the vessels are navigating in the area with specified co-ordinates.

4. all vessels are directed to report actual departure times and estimated arrival times at ports and destination when eastward bound and/or westward bound in the defined area to Maritime warfare centre and DG-Comm centre. All timings in UTC.

5. Masters are advised to refer to their ISPS plans for detailed procedures regarding taking evasive actions / precautions prior transit.

Table of Contents :

Chapter 36 : SCBA ckecklist | regulations for SCBA |

Chapter 37 : shallow water effects | bank suction and bow cushion | smelling the ground | squat |

Chapter 39 : | STCW 95 | STCW 95 rest periods |

Chapter 41 : | tugs girding scouring | girding | scouring |

MERCHANT NAVY

Friday, 25 February 2011

Additional notes (chapter 36 – 44)

Additional notes (chapter 36 – 44)