34 Miscellaneous safety measures
34.1 Miscellaneous equipment
34.1.1 A ship must be provided with:
(a) for each closing appliance, if any, an indicator system complying with Appendix 8;
(b) equipment independent of any power supply to enable a good lookout to be kept and to enable the safe navigation of the ship in the event of the failure of one or more of the electronic systems;
(c) such anchors, chain cables, hawsers and warps as are appropriate for the size and operations of the ship.
Note: This would typically include equipment to enable an adequate lookout to be maintained (e.g. serviceable binoculars),
position to be established when out of sight of land (e.g. sextant, almanac and sight tables or a suitable calculator),
bearings to be observed (e.g. a correctly adjusted magnetic compass), and other essential measurements and observations,
such as atmospheric pressure, to be made.
34.1.2 A ship of less than 500 gross tonnage must be provided with flags N and C of the International Code of Signals.
34.1.3 A ship of 500 gross tonnage or more must be provided with a complete set of flags of the International Code of Signals.
34.1.4 A ship will not be considered to be provided with the equipment referred to in 34.1.1, unless that equipment is in good working condition.
34.1.5 Except in an emergency, the master of a ship must not use, or permit to be used, any equipment referred to in 34.1.1 that is not in good working condition or that is improperly rigged.
34.2 Means of access to ships in port
34.2.1 Access to a ship in port must comply with Appendix 9.
34.2.2 The master of a ship must comply with 1.8 of Appendix 9.
34.2.3 A person boarding or disembarking from a ship using a means of access referred to in Appendix 9 must do so in accordance with Appendix 9.
34.3 Atmosphere sampling and measuring
The following ships must comply with the appropriate provisions of Appendix 10:
(a) those which carry cargoes likely to deplete the oxygen concentration in a cargo space;
(b) those which carry cargoes likely to give off flammable, toxic, corrosive or other chemical gases;
(c) those which carry cargoes with inert gas capability;
(d) Australian ships on which the crew may be required to enter a confined space where the oxygen level may be depleted or where flammable or toxic contaminants may be present.
5.1 Exemptions
5.1 Exemptions
The Manager, Ship Inspections, if satisfied that compliance with a provision of this Part would be unnecessary or unreasonable having regard to a ship, its equipment and its intended voyage, may exempt that ship from compliance with such provision to the extent specified and subject to such conditions as that officer thinks fit.
5.2 Equivalents
5.2 Equivalents
Where a provision of this Part requires a particular fitting, material, appliance or apparatus, or type thereof to be fitted or carried in a ship or a particular provision to be made in a ship, the Manager, Ship Inspections, may allow any other fitting, material, appliance or apparatus, or type thereof, to be fitted or carried, or any other provision to be made, if that officer is satisfied that the other fitting, material, appliance or apparatus, or type thereof, or provision, is at least as effective as that required by that provision of this Part.
5.3 Exemptions and equivalents not to contravene SOLAS
5.3 Exemptions and equivalents not to contravene SOLAS
The Manager, Ship Inspections, must not give an exemption under 5.1 or allow an equivalent under 5.2 if it would contravene SOLAS.
Note: Applications for modifications or exemptions should be made to the Manager, Ship Inspections, and should be accompanied by relevant information. The Manager, Ship Inspections, may seek additional information to assist in reaching a decision.
6 Review of decisions
6 Review of decisions
6.1 Internal review
6.1.1 If the Manager, Ship Inspections, or the Manager, Ship Operations and Qualifications, makes a decision under this Part, a person affected by the decision may, within 3 months of the date of notification of the decision or such longer period as determined by the Deputy Chief Executive Maritime Operations apply to the Deputy Chief Executive Maritime Operations for review of that decision.
6.1.2 An application for internal review under 6.1.1 must be made in writing to the Deputy Chief Executive Maritime Operations and must be accompanied by such information as the Deputy Chief Executive Maritime Operations requires to enable the decision to be properly reviewed.
6.1.3 The Deputy Chief Executive Maritime Operations, may:
(a) affirm the original decision by the Manager, Ship Inspections, or the Manager, Ship Operations and Qualifications; or
(b) make any decision that could be made by the Manager, Ship Inspections, or the Manager, Ship Operations and Qualifications, in accordance with this Part.
6.1.4 The Deputy Chief Executive Maritime Operations, must notify his or her decision in writing to the applicant within 28 days of receiving the application for internal review.
6.2 Review by the AAT
6.2.1 Application may be made to the Administrative Appeals Tribunal for review of a decision by the Deputy Chief Executive Maritime Operations, under 6.1.3.
6.2.2 The notice under 6.1.4 must include:
(a) a statement to the effect that, if the person is dissatisfied with the decision, application may, subject to the Administrative Appeals Tribunal Act 1975, be made to the Administrative Appeals Tribunal for review of the decision; and
(b) a statement to the effect that the person may request a statement under section 28 of that Act.
6.2.3 Failure to comply with 6.2.2 in relation to a decision does not affect the validity of that decision.
7 Transitional
7.1 An exemption or approval granted or continued, or a licence issued, under a provision of Marine Orders, Part 21, Issue 5 and in force immediately before this Issue of this Part came into force, is to continue in force as if granted under this Issue of this Part.
7.2 A Licence as Compass Adjuster issued under the Navigation (Compass) Regulations and current on 31 August 1995 is deemed to be a corresponding licence issued under this Part.
8 Control
8.1 The Manager, Ship Inspections, or a survey authority may issue a document called a Certificate of Approval as evidence that a particular item of equipment or arrangement, or make or type of equipment, has been approved under this Part.
8.2 A Certificate of Approval remains in force until such date as is shown on the certificate, and may be renewed for a further period if the survey authority is satisfied that the item of equipment or arrangement, or make or type of equipment, continues to comply with this Part.
8.3 A Certificate of Approval may be revoked if the Manager, Ship Inspections, or the survey authority is satisfied that the item of equipment or arrangement, or make or type of equipment, no longer complies with this Part.
9 Co-operation with search and rescue services
[SOLAS V/7.3]
9.1 A passenger ship in respect of which a Passenger Ship Safety Certificate is in force must have on board a plan for co-operation with appropriate search and rescue services in event of emergency. The plan must be in accordance with Regulation 7.3 of Chapter V of SOLAS.
Note: Refer to IMO Circular MSC/Circ.1079, Guidelines for preparing plans for co-operation between search and rescue services and passenger ships.
9.2 The master of a ship must ensure that periodic exercises required by the ship’s plan for co-operation with appropriate search and rescue services are carried out in accordance with the plan.
10 Ships’ routeing
[SOLAS V/10.7]
10.1 The master of a ship must use any mandatory ships’ routeing system adopted by the IMO that applies to the ship or its cargo, unless there are compelling reasons not to do so.
10.2 Any reason not to use a mandatory ships’ routeing system must be recorded in the official log book of the ship.
11 Ship reporting systems
[SOLAS V/11.7]
The master of a ship must comply with the requirements of adopted ship reporting systems and report to the appropriate authority all information required in accordance with the provisions of each system.
12 Ships’ manning
[SOLAS V/14]
12.1 The owner of a ship to which Regulation 14 of Chapter V of SOLAS applies must ensure that there is provided on the ship a minimum safe manning document complying with that Regulation.
12.2 The Manager, Ship Operations and Qualifications, may issue in respect of a ship a document complying with Regulation 14 of Chapter V of SOLAS as evidence of the minimum safe manning considered necessary to comply with that Regulation.
Note: The Manager will only issue a minimum safe manning document if the manning of the ship complies with IMO Resolution A.890(21), Principles of Safe Manning), as amended by resolution A.955(23). Copies of this document are obtainable from AMSA.
12.3 A minimum safe manning document issued by the General Manager, Ship and Personnel Safety Services, in AMSA prior to 1 July 1998 and setting out minimum manning levels for the purposes of Regulation 13(a) of Chapter V of SOLAS as in force at that time has effect as though it were a document issued under 12.2.
12.4 The working language of a ship must be established and given effect to in accordance with Regulation 14 of Chapter V of SOLAS.
13 Principles relating to bridge design, design and arrangement of navigational systems and equipment and bridge procedures
[SOLAS V/15]
Principles relating to bridge design, design and arrangements of navigational equipment, and bridge procedures must be in accordance with Regulation 15 of Chapter V of SOLAS.
14 Maintenance of equipment
[SOLAS V/16]
14.1 General requirement to maintain equipment
14.1.1 Subject to 14.1.3, the master of a ship must take all reasonable steps to have navigational equipment maintained in efficient working order.
14.1.2 The owner of a ship must ensure that appropriate spare parts and suitable tools for repairs to navigational equipment fitted on the ship are provided on the ship.
14.1.3 Except as provided in SOLAS regulations 7(b)(ii), 8 and 9 of Chapter I of SOLAS, if a defect is discovered at a place where repair facilities are not available, the ship may proceed to a port where repairs can take place, provided that suitable arrangements are made by the master to take the inoperative equipment or unavailable information into account in planning and executing a safe voyage to that port.
Note: It may not be necessary for permanent repair facilities to be available at the port. It may be practical, for example,
for appropriate expertise and/or equipment to be brought to the port for the purpose.
14.2 Instructions
The owner of a ship must ensure that adequate information and instructions written in English (or in the case of a foreign ship, a language acceptable to the flag State of the ship) about the use and maintenance of all navigational equipment installations on the ship are provided on the ship.
14.3 Magnetic compass
14.3.1 The master of a ship over 100 gross tonnage must keep a compass deviation book in which is to be recorded the information specified in Appendix 1.
14.3.2 The master of a ship must ensure that observations for the purpose of ascertaining compass errors are made at appropriate intervals and recorded in the compass deviation book.
Note: In normal circumstances, and when practicable, "appropriate intervals" means at least once on each watch or for each course steered, whichever is the more frequent.
14.3.3 The master of a ship must ensure that where the observations show the deviations to be excessive, each magnetic compass on the ship is adjusted by a licensed compass adjuster to correct any deviation.
Note: A master should consider deviations to be excessive if the deviation of the standard compass on any heading exceeds 5° or the difference between the standard and steering compass headings exceeds 5° on any heading.
A master should be aware of the possibility of deviations being permanently or temporarily excessive: after a ship has been laid up for a long period; following structural alterations; following grounding; following structural damage as a result of fire; after being hit by lightning; as a result of the vessel passing areas of magnetic anomaly; or as a result of the vessel carrying cargoes of ferromagnetic materials that are magnetised or may become magnetically induced.
14.3.4 The master of a ship must ensure that for each magnetic compass, the tables or curve of residual deviations from the last adjustment, and details of subsequent changes in deviations, are available for use at all times.
14.3.5 The master of a ship must ensure that the size and position of magnets and soft iron correctors in a compass and the date and nature of any changes made to those items or to their position at any time are recorded in the compass deviation book.
Note: In particular, it may be desirable to alter the height of the vertical magnets in order to reduce oscillations of the compass due to rolling (heeling error) when on northerly or southerly courses. Such alteration of the heeling error corrector may affect the compass deviation on various headings and appropriate precautions should be taken.
14.3.6 On completion of an examination and adjustment of a ship's compasses under 14.3.3, the adjuster must provide the master with a table of deviations in accordance with Form MO21/1 in Appendix 2.
14.3.7 If, in relation to a ship:
(a) one or more of the requirements of 14.3.2, 14.3.3, 14.3.4 and 14.3.5 has not been complied with; and
(b) a surveyor has reason to believe that the compasses of the ship are, or may be, unreliable,
the surveyor may direct the master of a ship to have the ship's compasses adjusted in accordance with 14.3.3.
14.3.8 The master of a ship must comply with a direction under 14.3.7 as soon as practicable.
14.4 Licence as Compass Adjuster
14.4.1 A person may apply to the Manager, Ship Operations and Qualifications, for the issue of a Licence as Compass Adjuster.
Note: An application form is obtainable at any AMSA office. The fee payable for the issue of a Licence as Compass Adjuster is determined under section 47 of the Australian Maritime Safety Authority Act 1990. Details are obtainable from AMSA.
14.4.2 If the Manager, Ship Operations and Qualifications, is satisfied that a person who has made application under 14.4.1:
(a) has successfully completed a course, approved by the Manager, Ship Operations and Qualifications, on adjustment of compasses; and
(b) has assisted in adjusting the compasses of at least 12 ships during the previous three years,
the Manager, Ship Operations and Qualifications, is to issue that person with a Licence as Compass Adjuster.
Note: Details of courses which have been approved by the Manager Ship Operations and Qualifications may be obtained by writing to the Australian Maritime Safety Authority, GPO Box 2181, Canberra, ACT 2601. Alternatively, details of approved courses are available on the AMSA website at www.amsa.gov.au.
14.4.3 The Manager, Ship Operations and Qualifications, may determine that a licence, or a licence in a class of licences, issued by:
(a) an authority in Australia other than AMSA; or
(b) an authority in a country other than Australia,
is equivalent to a Licence as Compass Adjuster.
14.4.4 If, in relation to a Licence as Compass Adjuster, the Deputy Chief Executive Maritime Operations determines that the holder is unable from any cause to perform properly the duties appropriate to the licence, the Deputy Chief Executive Maritime Operations may cancel the licence.
14.4.5 The Deputy Chief Executive Maritime Operations, or a person authorised by the Deputy Chief Executive Maritime Operations for the purpose, may cancel at any time a Licence as Compass Adjuster that has been unlawfully altered by any kind of addition, interpolation or erasure and may cause such further action to be taken, including action for the issue of a replacement licence, as the circumstances of the case require.
14.4.6 The Deputy Chief Executive Maritime Operations, or a person authorised by the Deputy Chief Executive Maritime Operations for the purpose, may cancel at any time a Licence as Compass Adjuster that has been obtained by reason of a false representation.
Note: A person who forges a licence, or uses a forged licence, is liable to prosecution under the Crimes Act 1914, which prescribes heavy penalties for forgery.
14.4.7 The Manager, Ship Operations and Qualifications, may cancel a Licence as Compass Adjuster that contains factual errors and issue a correct licence in its place.
14.4.8 The holder of a Licence as Compass Adjuster that has been cancelled must surrender it to the Manager, Ship Operations and Qualifications, within 14 days of that cancellation.
14.4.9 The Manager, Ship Operations and Qualifications, if satisfied that a Licence as Compass Adjuster has been lost, damaged or destroyed, may issue a certified copy.
14.4.10 Subject to 14.4.11, a certified copy of a Licence as Compass Adjuster is deemed for the purposes of this Part to be the original.
14.4.11 When a lost Licence as Compass Adjuster has been recovered and returned to the holder, the holder must return the certified copy to the Manager, Ship Operations and Qualifications, within 14 days for cancellation.
15 Electromagnetic compatibility
[SOLAS V/17]
15.1 Electrical and electronic equipment on the bridge or in the vicinity of the bridge of a ship constructed on or after 1 July 2002 must be tested for electromagnetic compatibility.
Note: Refer to IMO Resolution A.813(19), General requirements for Electromagnetic Compatibility for all Electrical and Electronic Ship’s Equipment.
15.2 Electrical and electronic equipment installed on or after 1 July 2002 must be installed in such a manner that electromagnetic interference does not affect the proper function of navigational systems and equipment.
15.3 A person must not operate portable electrical or electronic equipment if it may affect the proper function of navigational systems and equipment.
16 Approval, surveys and performance standards of navigational systems and equipment and voyage data recorder
[SOLAS V/18]
16.1 Subject to 16.1A systems and equipment, including associated back-up arrangements, where applicable, installed on or after 1 July 2002 (including replacements and additions) to perform the functional requirements of Regulations 19 and 20 of Chapter V of SOLAS must conform with the appropriate IMO Resolution(s) in Appendix 3.
Note: Systems fitted before 1 July 2002 must comply with the IMO Resolutions specified in Part 21, Issue 3.
16.1A MSC.246(83) and MSC.252(83), as contained within Appendix 3, enter into force on 1 January 2010 and 1 January 2011 respectively.
16.2 Systems and equipment referred to in 16.1 must be type approved.
16.3 Where a ship carries an Electronic Chart Display and Information System (ECDIS) as the means of complying with Regulation 19.2.1.4 of Chapter V of SOLAS:
(a) the system, and the back-up arrangements required by Regulations 19.2.1.4 and 19.2.1.5 of Chapter V of SOLAS, must be approved; and
(b) the Master and all deck watchkeeping officers must have satisfactorily completed an approved training course in its use.
Note: Information on approved training courses and back-up arrangements may be obtained from the Manager, Ship Operations and Qualifications..
16.4 A voyage data recorder system used on a ship, including all sensors, must be tested by an approved testing facility in accordance with Regulation 18.8 of Chapter V of SOLAS.
16.5 A copy of the certificate of compliance, or like document, issued by the testing facility under 16.4 and stating the date of compliance and the applicable performance standards, must be retained on board the ship at all times.
17 Carriage requirements for shipborne navigational systems and equipment
[SOLAS V/19]
The navigational systems and equipment required to be provided on a ship is that specified in Regulation 19 of Chapter V of SOLAS.
Note: With regard to the Automatic Identification System (AIS) required by SOLAS Regulation V/19.2.4, refer to IMO Resolution A.917(22): Guidelines for the onboard operational use of shipboard Automatic Identification Systems (AIS), as amended by IMO Resolution A.956(23).
17A Long-range identification and tracking of ships
[SOLAS V/19-1]
The information to be automatically transmitted in respect of a ship to which Regulation 19-1 of Chapter V of SOLAS applies, and the system to be fitted to transmit that information, are those specified in Regulation 19-1 of Chapter V of SOLAS.
18 Voyage data recorders
[SOLAS V/20]
Voyage data recorders must be fitted to ships in accordance with Regulation 20 of Chapter V of SOLAS.
19 International Code of Signals and IAMSAR Manual
[SOLAS V/21]
Every ship must carry an up-to-date copy of:
(a) the International Code of Signals; and
(b) Volume III of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual;
in accordance with Regulation 21 of Chapter V of SOLAS.
Note: Refer to amendments to the International Code of Signals (1987 Edition) contained in IMO Circulars COM/Circ.129 and MSC/Circ.983.
Refer to amendments to the IAMSAR Manual contained in IMO Circulars MSC/Circ.1289, MSC/Circ.1249, MSC/Circ .1181, MSC/Circ.1173, MSC/Cir.1124, MSC/Circ.1080, MSC/Circ1044, and MSC/Circ.999.
19A Navigation bridge visibility[SOLAS V/22]
19A Navigation bridge visibility
[SOLAS V/22]
19A.1 A ship of 55 metres or more in length constructed on or after 1 July 1998 must meet the requirements of Regulation 22.1 of Chapter V of SOLAS.
19A.2 A ship of 55 metres or more in length constructed before 1 July 1998 must, where practicable, meet the requirements of paragraphs 1.1 and 1.2 of Regulation 22 of Chapter V of SOLAS. However, structural alterations or additional equipment are not required.
20 Pilot transfer arrangements
[SOLAS V/23]
20.1 A ship engaged on voyages in the course of which pilots are likely to be employed must be provided with pilot transfer arrangements in accordance with Regulation 23 of Chapter V of SOLAS and IMO Resolution A.889(21): Recommendation on pilot transfer arrangements.
Note: For pilot ladders, see Australian Standard AS 2933-1987, Shipbuilding—pilot ladders.
20.2 A surveyor may prohibit further use of any pilot boarding arrangements if he or she considers that means of access to be defective or deficient in respect of the requirements of this Part.
20.3 A master receiving written notice of a prohibition under 20.2 must ensure that the means of access is not used until the defect or deficiency is rectified.
21 Use of heading and/or track control systems
[SOLAS V/24]
21.1 The master of a ship operating in areas of high traffic density, in conditions of restricted visibility or in any other hazardous navigational situations must ensure that where the heading and/or track control systems are in use in the ship, manual control of the ship's steering must, at all times, be able to be established immediately.
21.2 In the circumstances specified in 21.1, the officer of the watch must have available to him, at all times and without delay, the services of a qualified helmsman to take manual control of the ship’s steering.
Note: On an Australian ship, a person is considered to be a qualified helmsman if he or she is the holder of a steering certificate under Marine Orders, Part 3 (Seagoing Qualifications).
21.3 The master of a ship must ensure that a change from automatic to manual control and from manual to automatic control of a ship's steering is made by or under the supervision of the officer of the watch, or other responsible officer.
21.4 The master of a ship must ensure that the manual steering of a ship is tested after prolonged use of the heading and/or track control systems and before entering an area where navigation demands special caution.
22 Operation of steering gear
[SOLAS V/25]
In areas where navigation demands special caution, the master of a ship must ensure that the ship has more than one steering gear power unit in operation where such units are fitted and capable of simultaneous operation.
23 Steering gear: testing and drills
[SOLAS V/26]
23.1 Within 12 hours prior to a ship’s departure from a port, the master must ensure that the ship's steering gear is checked and tested by the ship's crew in accordance with Paragraphs 1 and 2 of Regulation 26 of Chapter V of SOLAS.
23.2 Where applicable to a ship, simple operating instructions with a block diagram showing the change-over procedures for remote steering gear control systems and steering gear power units must be permanently displayed on the navigating bridge and in the steering gear compartment.
23.3 The master of a ship must ensure that all officers concerned with the operation or maintenance of steering gear are familiar with the operation of the steering systems fitted on the ship and with the procedures for changing from one system to another.
23.4 The master of a ship must ensure that, in addition to complying with 23.1, emergency steering drills take place at least once every 3 months in order to practice emergency steering procedures. These drills must include direct control from within the steering gear compartment, the communications procedure with the navigating bridge and, where applicable, the operation of alternative power supplies.
23.5 The Manager, Ship Inspections, may exempt a ship or class of ships that regularly plies on voyages of short duration from compliance with 23.1.
23.6 The master of a ship exempted from compliance with 23.1 must carry out the checks and tests specified so far as those checks and tests are applicable, at least once every week.
23.7 The master of a ship must ensure that the date upon which the checks and tests specified in 23.1 or 23.6 are carried out, and the date and details of emergency steering drills specified in 23.4 are carried out, are recorded in the official log-book.
24 Nautical charts and nautical publications
[SOLAS V/27]
In accordance with Regulation 27 of Chapter V of SOLAS, nautical charts and nautical publications, such as sailing directions, lists of lights, notices to mariners, tide tables and all other nautical publications necessary for the intended voyage, must be adequate and up to date. Electronic versions of nautical publications, such as the above can be carried as an alternative to hard copy nautical publications, however, such electronic nautical publications must be adequate for the intended voyage and up to date.
Note: Electronic versions of nautical publications should be:
(a) officially issued by an administration, authorised hydrographic office, or other relevant approved organization; and
(b) be accessible using a dedicated computer located on the bridge which is available at all times to the Officer of the Watch (OOW), and which is connected to the ship’s main and emergency power supplies; and
(c) be available on at least one other back up computer that can be made available to the OOW within 5 minutes.
In addition, all digital software and hardware used for accessing official electronic versions of nautical publications shall comply with the recommendations of MSC/Circ.891 Guidelines for the onboard use and application of computers.
25 Records of navigational activities
[SOLAS V/28]
In accordance with Regulation 28 of Chapter V of SOLAS, the master of a ship engaged on international voyages must ensure that there is kept on board the ship a record of navigational activities and incidents which are of importance to safety of navigation and which must contain sufficient detail to restore a complete record of the voyage.
Note: Refer to IMO Resolution A.916(22): Guidelines for recording of event related to Navigation.
26 Life-saving signals to be used by ships, aircraft or persons in distress
[SOLAS V/29]
The master of a ship must ensure that an illustrated table describing the life-saving signals to be used when communicating with life-saving stations, maritime rescue units and aircraft engaged in search and rescue operations is readily available to the officer of the watch.
Note: Such life-saving signals are described in the International Aeronautical and Maritime Search and Rescue
Manual (IAMSAR) Vol.III, Mobile Facilities, and illustrated in the International Code of Signals, as amended pursuant to IMO Resolution A.80(IV).
27 Operational limitations
[SOLAS V/30]
Operational limitations of passenger ships must be documented in accordance with Regulation 30 of Chapter V of SOLAS.
28 Danger messages
[SOLAS V/31 & V/32]
28.1 Prescribed safety signals
28.1.1 For the purposes of paragraph 269A(1)(a) of the Navigation Act, the prescribed safety signal is the word 'SECURITE' (pronounced 'SAY‑CURE‑E‑TAY') spoken 3 times.
Note: The sending of a safety signal will normally be preceded by a DSC Safety Announcement, or Immarsat EGC.
28.1.2 A person must not transmit a prescribed safety signal except for the purpose of giving notice that the calling radio station has a danger message to transmit concerning an important navigational or meteorological warning.
28.2 Danger messages
28.2.1 For the purposes of section 269A of the Navigation Act a danger message must convey the information set out in Regulations 31 and 32 of Chapter V of SOLAS.
28.2.2 The master must send the danger message as soon as he or she has the information required by 28.2.1.
28.2.3 A danger message must end with the name of the ship and the call sign of the ship radio station.
28.2.4 The announcement of a safety signal that precedes a danger message must be in accordance with Article 33 of ITU-R.
28.2.5 Nothing in 28.1 is intended to prevent a danger message being included as part of a meteorological service that is transmitted at fixed times.
28.2.6 Subsequent observations and reports must be made in accordance with Paragraph 3 of Regulation 32 of Chapter V of SOLAS.
28.3 Duties of person receiving prescribed safety signal
28.3.1 A person operating a radio station who hears a prescribed safety signal must listen on the radio frequency used for the transmission of the danger message until he or she is satisfied that the message is of no concern to the ship.
28.3.2 A person must not interfere with the transmission of a danger message that follows the transmission of a prescribed safety signal.
28.4 Priority of safety traffic
A danger message preceded by the safety signal has priority over all communications other than distress and urgency communications.
28.5 Official log-book entries
The master of a ship must ensure that entries are made in the official log-book recording:
(a) all new dangers to navigation observed;
(b) all danger messages and information received in regard to new dangers to navigation; and
(c) all danger messages and information sent or transmitted in regard to new dangers to navigation and the exact time and position of the ship when the danger message information was sent or transmitted.
29 Distress and urgency messages
[SOLAS V/33]
29.1 Obligations and procedures
The master of a ship must discharge the obligations and follow the procedures specified in Regulation 33 of Chapter V of SOLAS.
29.2 Prescribed signal of distress
For the purposes of this Part, the prescribed signal of distress is the spoken word 'MAYDAY'.
Note: The sending of a distress signal will normally be preceded by an alert using DSC or Inmarsat EGC. Attention is also drawn to the signals referred to in Annex IV in the Appendix to Marine Orders, Part 30 (Prevention of Collisions).
29.3 Use of prescribed signal of distress
A person must not transmit a prescribed signal of distress, except in connection with the transmission of:
(a) a distress call and a distress message; or
(b) the acknowledgment of a distress message; or
(c) other distress traffic,
as prescribed by this Part.
29.4 Serious and imminent danger
Despite anything contained in this Part, a person who is operating the radio station of a ship that is in serious and imminent danger and is unable to comply with the provisions of the Part may use any means available to attract attention, to make known the ship's position and to obtain help.
29.5 Duties on activation of a distress watch receiver.
29.5.1 Where any of the following equipment is actuated:
(a) the DSC distress frequency watch receiver;
(b) the Inmarsat EGC receiver distress alarm,
the person in charge of the ship radio station must commence watch on the relevant distress frequency or, if a frequency is specified in the distress or urgency message, on that frequency.
29.5.2 Subject to 29.6 such watch is to be kept for a sufficient time to ensure that:
(a) the distress or urgency message is received, or
(b) a distress or urgency message would have been received if one had been transmitted and the ship had been within range of the transmitting station, or
the person in charge of the ship radio station is satisfied that the actuation was due to:
(c) a fault in the radio installation, or
(d) an electrical storm.
29.5.3 A person receiving a distress or urgency message must immediately inform the Master of the details of the message.
29.6 Duties of a person hearing a distress or urgency signal
29.6.1 A person who hears a distress or urgency signal must continue to listen on the appropriate frequency and must not resume normal radio service until:
(a) if no message follows the signalthe expiration of at least five minutes, or
(b) if a message follows the signalthe person has informed the master of the details of the message and the master has permitted resumption of normal radio service.
29.6.2 Where a message that follows the activation of a DSC or EGC distress alert is not addressed to all radio stations, or is addressed to all ships in a geographical area not including the current position of the ship, the person in charge of the ship radio station may resume normal communication on frequencies other than that used for the distress or urgency communication.
29.7 Prescribed urgency signal
29.7.1 For the purposes of this Part, the prescribed urgency signal is the words 'PAN PAN' spoken 3 times.
Note: The sending of an urgency signal will normally be preceded by a DSC Urgency Announcement or Inmarsat EGC.
29.7.2 A person must not transmit a prescribed urgency signal except for the purpose of giving notice that the calling radio station has a very urgent message to transmit concerning the safety of a ship, an aircraft, a vehicle or a person.
29.7.3 Subject to 29.8.1, the radio frequency to be used for a prescribed urgency signal and the following message, is the distress frequency.
29.7.4 A prescribed urgency signal and urgency traffic has priority over all other radio communications except distress traffic.
29.8 Urgency messages
29.8.1 Where the urgency message that follows a prescribed urgency signal is a long message, a medical call or, in an area of heavy radio traffic, a repeated message, the radio frequency used for that message:
(a) must be a frequency other than that referred to in 29.7.3; and
(b) must be specified at the end of the urgency signal.
29.8.2 A person must not interfere with the transmission of an urgency message that follows the transmission of a prescribed urgency signal.
29.8.3 An urgency message, other than a message dealing with medical matters, that follows a prescribed urgency signal must be in plain language.
29.8.4 When the master of a ship is satisfied that action called for by an urgency message is no longer necessary, the master must cause a further message to be transmitted cancelling the urgency message.
29.9 Authority for transmission of urgency signal
29.9.1 A person on board a ship must not transmit a prescribed urgency signal or message unless the transmission of that signal is authorised by the master of the ship.
29.9.2 A person at a coast radio station must not transmit a prescribed urgency signal or message unless the transmission of that signal is authorised by the Senior SARO Maritime.
30 Safe navigation and avoidance of dangerous situations
[SOLAS V/34]
30.1 The master of a ship must ensure that voyage planning has been carried out in accordance with Regulation 34 of Chapter V of SOLAS.
Note: Refer to IMO Resolution A.893(21): Guidelines on voyage planning for passenger ships operating in remote areas; and IMO Circulars MSC/Circ.1063: Participation of ships in weather routeing services, MSC/Circ.1293 Participation in the WMO voluntary observing ships’ (VOS) scheme, A.999(25) Guidelines for remote areas and MSC/Circ.1056: Guidelines for ships operating in Arctic ice-covered waters.
30.2 A person must not prevent or restrict the master of the ship from taking or executing any decision which, in the master's professional judgement, is necessary for safe navigation and protection of the marine environment.
31 Misuse of distress and safety signals
[SOLAS V/35]
31.1 A person must not:
(a) transmit or display a prescribed signal of distress; or
(b) transmit a prescribed urgency signal; or
(c) send out a danger message.
unless the transmission, display or sending out is permitted by this Part or another Part of Marine Orders.
31.2 A person must not, except in the case of actual distress, use any flare, rocket or shell that could be mistaken for a prescribed signal of distress coming from a ship, unless advance notice has been given to the Rescue Coordination Centre (RCC) Australia.
Note: The address of the Rescue Coordination Centre (RCC) Australia is GPO Box 2181, Canberra ACT 2601. The telephone number is 1800 641 792 and the facsimile number is 1800 622 153. Notice should preferably be given 7 days in advance. A person proposing to discharge a flare, rocket or shell may also need to comply with State or Territory requirements. A Flare demonstration notification form is available from the AMSA website at www.amsa.gov.au.
31.3 When a distress signal has been accidentally transmitted from a ship, the Master must advise immediately the relevant marine rescue coordination centre of the accidental transmission and that the ship is in no danger.
Note: Cancellation of a distress alert sent accidentally shall be in accordance with the provisions of Article 32 of the ITU Radio Regulations.
31.4 If a person removes an EPIRB from a ship for purposes other than test and repair, that person must ensure that the batteries are removed from the EPIRB.
31A Material Safety Data Sheets
In relation to SOLAS regulation VI/5-1 ships carrying oil or fuel oil, as defined in regulation 1 of Annex 1 of MARPOL must be provided with material safety data sheets, based on the recommendations developed by the IMO, prior to the loading of such oil as cargo in bulk or bunkering of oil fuel.
Note: Refer to the recommendation of material safety data sheets (MSDS) for MARPOL Annex 1 cargoes and marine fuel oils, adopted by the IMO.
32 Shipboard emergency procedures
32 Shipboard emergency procedures
32.1 General emergency alarm signal
32.1.1 The general emergency alarm signal for an emergency stations muster of the passengers and crew of a ship is a signal of 7 or more short blasts followed by one long blast on the ship's whistle or siren.
32.1.2 The general emergency alarm signal must be repeated on the ship's electrically operated warning bell system and suitable instructions must be given over a public address system, if fitted, or by any other equally effective means available.
32.2 Prepare to abandon ship signal
32.2.1 The signal to indicate that the ship may shortly be abandoned is one short blast followed by one long blast on the ship's whistle or siren, sounded at least 3 times in succession.
32.2.2 The signal to indicate that the ship may shortly be abandoned must be repeated on the ship's electrically operated warning bell system and suitable instructions must be given over a public address system, if fitted, or by any other equally effective means available. The engine-room telegraph must be put to 'Finished with Engines'.
32.2.3 When a ship is to be abandoned, the master must ensure that any machinery or appliance whose operation could impede the safe abandonment of the ship is stopped, disengaged or otherwise rendered inoperative. Stabilisers, if extended and liable to interfere with survival craft, must be retracted.
32.2.4 When a ship is to be abandoned, the master must ensure that all crew members working below deck or in other parts of the ship distant from survival craft, are effectively warned by all means available that the ship is to be abandoned, in sufficient time to allow all crew members to reach their survival craft station.
32.3 Abandon ship signal
The abandon ship signal is to be defined by the Master and stated in each muster list. It is to be given by the Master or senior surviving officer in the most effective manner possible and gives authority to those in charge of survival craft to launch as soon as ready.
32.4 Emergency practices
32.4 Emergency practices
Signals
32.4.1 The signal for an emergency practice is the general emergency alarm signal, supplemented by instructions by the master as to the nature of the practice over a public address system, if fitted, or by any other equally effective means.
32.4.2 If the master of a ship considers that the sounding of the general emergency alarm signal would constitute a nuisance outside the ship, then:
(a) the ship's electrically operated warning bell system;
(b) suitable instructions given over the ship's public address system, if fitted; or
(c) any other equally effective means,
may be used to initiate the emergency practice.
32.4.3 Before a signal is given for an emergency practice, all passengers and crew must be warned of:
(a) the time at which the practice is to be held; and
(b) the nature of the practice signal.
Note: On passenger ships, passengers should be advised of what actions they are to take: (i) during the practice; and (ii) in
an emergency.
When practices to be held
32.4.4 The master of a ship must arrange for practice musters and drills as required by Marine Orders, Part 25 (EquipmentLife-saving).
32.4.5 The master of a ship must arrange for training sessions for the crew in survival and use of equipment, at suitable intervals to ensure that the crew maintain their competence in this respect.
Note: These training sessions are not emergency practices, but may be combined with them. In setting the interval between training sessions, the master should have regard to training carried out ashore by crew members.
32.4.6 The master of a ship must arrange for practices in other operations, such as closure of watertight doors, damage control and rescue of casualties, at the following intervals:
(a) in respect of watertight doorsat least once a week;
(b) in respect of other damage control mattersat least monthly on passenger ships and so far as possible immediately after a crew change, or where 50 per cent or more of the relevant persons assigned that duty have changed;
(c) in respect of other matterswhen the master considers necessary.
Practice procedures
32.4.7 The procedures to be followed in conducting an emergency practice are specified in Appendix 5.
Note: SOLAS requirements for emergency practices are also contained in Marine Orders, Part 25 (Equipmentlife-saving).
32.5 Muster list and emergency instructions
32.5 Muster list and emergency instructions
Emergency instructions
32.5.1 The master of a ship must provide to every person on board clear instructions to be followed in the event of an emergency.
Note: Guidelines for passenger safety instructions are contained in IMO document MSC/Circ.699 and, for ro-ro vessels, in IMO document MSC/Circ.681.
Assignment of passengers to muster stations
32.5.2 The master of a ship carrying passengers must:
(a) assign each passenger to a muster station; and
(b) record the assignments made under (a) in accordance with Appendix 6 and, exhibit at all times for the information of the members of the crew concerned with the mustering of passengers such number of copies of that record and in such places as a surveyor may require.
Marking of muster stations for passengers
32.5.3 The master of a ship carrying passengers must ensure that the muster stations for passengers are so indicated to the satisfaction of a surveyor, by painted or other signs, as to be readily visible by day and by night.
Note: Specified signs are contained in IMO Resolution A.760(18), as amended by MSC.82(70). See also MSC.1/Circ.1244 Symbol for infant life jacket.
Assignment of crew
32.5.4 The master of a ship must ensure that:
(a) each crew member on joining the ship is assigned to an emergency station and to a survival craft according to the cabin berth allocated or by other suitable identification; and
(b) in the case of a passenger ship, each lifeboat has assigned to it no fewer than the number of certificated persons applicable to the lifeboat as determined in accordance with Table l.
Table 1
| Carrying capacity of lifeboat | Number of certificated persons |
|---|
| 40 persons or fewer | 2 |
| More than 40 persons but fewer than 62 | 3 |
| More than 62 persons but fewer than 86 | 4 |
| 86 persons or more | 5 |
32.5.5 The master of a ship must assign crew members to, and provide instructions to crew members in respect of, duties relating to emergencies that may occur on the ship.
Note: Two forms of organisation are suggested. Where the size of the crew permits, specialised emergency parties could be designated to deal with specific emergencies and duties. In other cases, the whole crew might muster at a specific point (except those whose duties necessitate them remaining at their posts, or whose emergency duties require them to undertake a specific duty, such as a person in charge of emergency radio communications) and be given relevant tasks as appropriate.
32.5.6 Assignments made under 32.5.4 and 32.5.5 must be recorded in accordance with Appendix 7 and must be so exhibited in conspicuous positions in crew accommodation and other appropriate parts of the ship so as to be easily visible to the crew.
32.6 Responsibilities of owner, master and crew
32.6 Responsibilities of owner, master and crew
32.6.1 The owner of a ship must supply a copy of this Part to:
(a) the master; and
(b) in the case of a passenger ship, to each officer or other person who is directly responsible to the master for a department of the ship.
32.6.2 The master of a ship must ensure that the requirements of 32.1 to 32.5 are so met that crew members become conversant with their assigned emergency stations and duties, and emergency procedures generally.
32.6.3 The master of a ship must ensure that crew members are trained in the operation and application of all life‑saving, fire fighting and other emergency appliances and equipment provided in the ship.
32.6.4 The master of a ship must ensure that a survival manual is provided at or near the cabin berth of each crew member for the exclusive use of that person.
32.6.5 The master of a ship must ensure that entries recording all practice musters and drills, tests and inspections held in accordance with 32.1 to 32.5 are made in the ship's official log‑book.
32.6.6 The master of a ship must ensure that where a practice muster or drill, test or inspection required by 32.1 to 32.5 is not held, an entry is made in the ship's official log‑book stating the reasons for non‑compliance.
32.6.7 An officer or other person referred to in 32.6.1(b) must become conversant with the requirements of 32.1 to 32.5 and must take all necessary measures to ensure that members of the crew under his or her control are instructed in their assigned duties under 32.5.4 and in the survival craft, fire and damage control drills.
32.6.8 Each member of a ship's crew must become conversant with the contents of the survival manual and, except during training sessions, keep it at or near the cabin berth he or she occupies.
33 Watertight opening in ships—safety procedures
33.1 Watertight doors
33.1.1 The master of a ship must ensure that, except as provided in 33.1.2, every watertight door is kept closed while the ship is at sea.
33.1.2 A watertight door, other than a watertight door referred to in 33.3, may be opened:
(a) when it is necessary for it to be open for the working of the ship; or
(b) when it is opened and closed for the purposes of testing in accordance with 33.7.
33.1.3 Where a watertight door is open for the working of the ship, the master must ensure that the vicinity of the doorway is kept clear of any obstruction that may prevent rapid closure of the door.
33.2 Portable plates
33.2.1 The master of a ship must ensure that any portable plate fitted over an opening in the internal watertight structure of a ship is in place and forming a watertight connection to that structure before a voyage commences.
33.2.2 A person must not remove any portable plate referred to in 33.2.1 while the ship is at sea except in cases of urgent necessity on the direct order of the master.
33.3 Openings to be kept closed at sea
33.3.1 The master of a ship must ensure that each of the following openings in the ship are closed watertight and locked before the ship leaves the berth or anchorage:
(a) watertight doors in a watertight bulkhead separating cargo spaces or separating a cargo space from a passenger space;
(b) watertight doors that do not comply with 6.1 to 6.4 of Regulation 15 of Chapter II-1 of SOLAS;
(c) subject to 33.3.2, sidescuttles in a 'tween deck where the sill of any sidescuttle in that space, other than a non-opening sidescuttle, is below the margin line and is below a line drawn parallel to the bulkhead deck at side and having its lowest point 1.4 metres plus a distance equal to 2.5 per cent of the breadth of the ship above the waterline when the ship is first afloat in seawater on proceeding to sea;
(d) sidescuttles that are not accessible while the ship is at sea, and their deadlights; and
(e) gangway ports, cargo ports or coaling ports and any similar side openings below the margin line, or below the freeboard deck in a cargo ship.
33.3.2 A person must not open an opening referred to in 33.3.1 before the ship arrives at the next berth or anchorage.
33.3.3 For any ship that has one or more sidescuttles so placed that 33.3.1(c) would apply when it was floating at its deepest subdivision load line, the Manager, Ship Inspections, may indicate the limiting mean draught at which these sidescuttles will have their sills above the line drawn parallel to the bulkhead deck at side, and having its lowest point 1.4 metres plus 2.5 per cent of the breadth of the ship above the waterline corresponding to the limiting mean draft, and at which it will therefore be permissible to depart from port without previously closing and locking them and to open them at sea on the responsibility of the master during the next voyage to port.
Note: In a tropical zone, the limiting mean draft may be increased by 0.3 metres.
33.4 Closure of cargo loading doors
33.4.1 The master of a ship must ensure that the following doors are closed and locked before a ship proceeds on any voyage:
(a) cargo loading doors in the shell or the boundaries of enclosed superstructures;
(b) bow visors fitted in the shell or the boundaries of enclosed superstructures;
(c) cargo loading doors in the collision bulkhead;
(d) weathertight ramps forming an alternative closure to those specified in (a), (b) and (c).
33.4.2 A person must not unlock or open a door referred to in 33.4.1 until the ship is at its next berth.
33.4.3 Where a bow or stern door cannot be opened or closed while the ship is at the berth, the door may be opened or left open while the ship approaches or draws away from the berth, but only so far as may be necessary to enable the door to be immediately operated. The bow door or visor may only be opened on approach to the berth, or left open on departure, on condition that the inner bow door is kept closed.
33.4.4 The master may permit particular doors to be opened if necessary for the operation of the ship or the embarking and disembarking of persons provided the ship is at safe anchorage and the master is satisfied that the doors may be opened without impairing the safety of the ship.
33.4.5 The master must ensure that an effective system of supervision and reporting of the closing and opening of the doors referred to in 33.4.1 is implemented.
33.5 Sidescuttles in spaces used for cargo or passengers
33.5.1 The master of a ship must ensure that the sidescuttles and deadlights of any space which may be used for the carriage of either cargo or passengers are closed watertight and locked before cargo is loaded in that space.
33.5.2 A person must not unlock or open a sidescuttle or deadlight referred to in 33.5.1 until the cargo is discharged.
33.6 Ash-chutes, rubbish-chutes and similar fittings
The master of a ship must ensure that the cover and valve of an ash-chute, rubbish-chute or other similar fitting in a ship having its inboard opening below the margin line of the ship is kept closed and secured watertight whenever the chute or other fitting is not in use.
33.7 Testing and periodical operation of openings
33.7.1 Subject to 33.7.4, the master of a ship must ensure that watertight doors and sidescuttles, the valves and closing mechanisms of scuppers, ash-chutes, rubbish-chutes fitted in a ship, and the means of communication provided in respect of those doors which cannot be closed from a central control station, are tested:
(a) at least once every week; and
(b) immediately before a voyage commences, if the voyage is to exceed 7 days; and
(c) immediately before leaving port, on a ro-ro passenger ship.
33.7.2 Subject to 33.7.3 and 33.7.4, the master of a ship must ensure that each watertight door fitted in a transverse watertight bulkhead, whether hinged or power operated, that is required to be open for the working of the ship, is closed and opened once daily while the ship is at sea for the purpose of testing its operation.
33.7.3 On ships normally engaged on voyages of less than 24 hours, the tests required by 33.7.2 may be carried out in port before departure.
33.7.4 Provisions 33.7.1 and 33.7.2 do not require the opening and closing while the ship is at sea of any door or other closing appliance fitted that is otherwise required by this Part or any other Part of Marine Orders to be kept closed at all times while the ship is at sea.
33.8 Periodical inspection
33.8.1 The owner of a ship must ensure that the following appliances and fittings are suitably marked with proper operating instructions to ensure safety and effectiveness when they are operated:
(a) watertight doors; and
(b) a mechanism, indicator or warning device associated with a watertight door; and
(c) the means of communication provided in connection with a watertight door that cannot be closed from a central control station, as specified in Marine Orders, Part 12 Construction – Subdivision & stability, machinery and electrical installations; and
(d) any valve required for the operation of damage-control cross-connections or for ensuring the watertight integrity of any space within the ship.
33.8.2 The master of a ship must ensure that the appliances and fittings referred to in 33.8.1 are inspected at least once every week.
33.9 Official log-book entries
33.9.1 The master of a ship must ensure that, before the ship proceeds on any voyage, entries are made in the official log-book recording:
(a) the times of the last closing of the doors specified in 33.4.1; and
(b) the times of opening any door referred to in 33.4.4.
33.9.2 The master of a ship must ensure that entries are made in the official log-book of the ship recording:
(a) the times of the last closing, if any, before the ship proceeds to sea, and of the next subsequent opening, of the fittings to which 33.3 and 33.4 apply;
(b) the times of the opening and closing, while the ship is at sea, of the watertight doors fitted between bunkers in a 'tween deck space below the bulkhead deck;
(c) whether the portable plates referred to in 33.2 are in place when the ship proceeds to sea and the times, if any, of the removal and replacement of those plates, or any of them, while the ship is at sea; and
(d) the times when the tests and inspections required by 33.7 and 33.8 were conducted and whether the fittings so tested and inspected were satisfactory and if not, the extent to which they were not in good working order and the action taken to put them in good working order.
34 Miscellaneous safety measures
34.1 Miscellaneous equipment
34.1 Miscellaneous equipment
34.1.1 A ship must be provided with:
(a) for each closing appliance, if any, an indicator system complying with Appendix 8;
(b) equipment independent of any power supply to enable a good lookout to be kept and to enable the safe navigation of the ship in the event of the failure of one or more of the electronic systems;
(c) such anchors, chain cables, hawsers and warps as are appropriate for the size and operations of the ship.
Note: This would typically include equipment to enable an adequate lookout to be maintained (e.g. serviceable binoculars),
position to be established when out of sight of land (e.g. sextant, almanac and sight tables or a suitable calculator),
bearings to be observed (e.g. a correctly adjusted magnetic compass), and other essential measurements and observations,
such as atmospheric pressure, to be made.
34.1.2 A ship of less than 500 gross tonnage must be provided with flags N and C of the International Code of Signals.
34.1.3 A ship of 500 gross tonnage or more must be provided with a complete set of flags of the International Code of Signals.
34.1.4 A ship will not be considered to be provided with the equipment referred to in 34.1.1, unless that equipment is in good working condition.
34.1.5 Except in an emergency, the master of a ship must not use, or permit to be used, any equipment referred to in 34.1.1 that is not in good working condition or that is improperly rigged.
34.2 Means of access to ships in port
34.2 Means of access to ships in port
34.2.1 Access to a ship in port must comply with Appendix 9.
34.2.2 The master of a ship must comply with 1.8 of Appendix 9.
34.2.3 A person boarding or disembarking from a ship using a means of access referred to in Appendix 9 must do so in accordance with Appendix 9.
34.3 Atmosphere sampling and measuring
The following ships must comply with the appropriate provisions of Appendix 10:
(a) those which carry cargoes likely to deplete the oxygen concentration in a cargo space;
(b) those which carry cargoes likely to give off flammable, toxic, corrosive or other chemical gases;
(c) those which carry cargoes with inert gas capability;
(d) Australian ships on which the crew may be required to enter a confined space where the oxygen level may be depleted or where flammable or toxic contaminants may be present.
Appendix 8 Appendix 8
Appendix 8
Indicator system for a closing appliance
(a) a set is located in the area from which the ship is normally navigated and is clearly visible to the person engaged in navigating the ship;
(b) a set is located adjacent to the controls for the operation of the closing appliance and is clearly visible to the person engaged in operating the closing appliance; and
(c) where the securing mechanism for a closing appliance is power operated, a set is located adjacent to the power controls for the operation of the securing device and is clearly visible to the person engaged in operating the controls.
1.2 Each set of visual indicators is to consist of at least 2 indicators and must be clearly and permanently labelled to indicate the closing appliance to which it relates.
1.3 Each set of visual indicators must be clearly and permanently labelled to indicate which of the indicators operates when the closing appliance is ‘closed and secured’ and which indicator operates when the closing appliance is ‘unsecured’.
1.4 The visual indicator provided to operate when the closing appliance is ‘closed and secured’ must be capable of operating only when the closing appliance is closed and secured.
1.5 The indicator provided to operate when the closing appliance is ‘unsecured’ must be capable of operating only when the closing appliance is open or is closed but not secured.
2.2 Where 2 or more sets of visual indicators relating to one or more closing appliances are located in close proximity to one another in a single compartment of a ship, the location of one aural alarm alone in close proximity to those sets of visual indicators is sufficient compliance with the requirement of 2.1 of this Appendix.
2.3 An aural alarm must be so installed that it is incapable of being isolated from the operation of an indicator system of which it forms part.
2.4 An aural alarm must automatically sound when the closing appliance to which it relates ceases to be closed and secured. The alarm must continue sounding until either the closing appliance to which it relates is closed and secured or it is manually turned off.
2.5 An aural alarm must be clearly audible above the maximum sound level that may be expected in the part of the ship in which it is situated, when the ship is being prepared for or is engaged on a voyage.
(a) in a closing appliance fitted with power operated securing devices that operate in a fixed predetermined sequence—at least one indicator actuator;
(b) in the case of any other closing appliance—at least 2 widely spaced actuators sufficient to indicate accurately whether or not the closing appliance is closed and secured.
3.2 Where 2 or more indicator actuators are fitted to a closing appliance, they must be so arranged that each actuator must operate before visual indicators indicate that the closing appliance is closed and secured.
3.3 Cable, piping and other material connecting an indicator actuator to a set of visual indicators or to an aural alarm must be so located and protected as to prevent mechanical or other damage to the indicator system.
(b) constructed in a manner that will ensure that the operating capability of the component will not be affected by likely changes in temperature or other climatic conditions;
(c) constructed in a manner that will ensure that the component will be capable of reliable operation over the range of vibrations to which the component is likely to be subjected; and
(d) where the component is likely to be exposed to contact with water, constructed in a manner that will ensure that the operating capability of the component will not be affected by such contact.
Indicator system for a closing appliance Indicator system for a closing appliance
Appendix 8
Indicator system for a closing appliance
(a) a set is located in the area from which the ship is normally navigated and is clearly visible to the person engaged in navigating the ship;
(b) a set is located adjacent to the controls for the operation of the closing appliance and is clearly visible to the person engaged in operating the closing appliance; and
(c) where the securing mechanism for a closing appliance is power operated, a set is located adjacent to the power controls for the operation of the securing device and is clearly visible to the person engaged in operating the controls.
1.2 Each set of visual indicators is to consist of at least 2 indicators and must be clearly and permanently labelled to indicate the closing appliance to which it relates.
1.3 Each set of visual indicators must be clearly and permanently labelled to indicate which of the indicators operates when the closing appliance is ‘closed and secured’ and which indicator operates when the closing appliance is ‘unsecured’.
1.4 The visual indicator provided to operate when the closing appliance is ‘closed and secured’ must be capable of operating only when the closing appliance is closed and secured.
1.5 The indicator provided to operate when the closing appliance is ‘unsecured’ must be capable of operating only when the closing appliance is open or is closed but not secured.
2.2 Where 2 or more sets of visual indicators relating to one or more closing appliances are located in close proximity to one another in a single compartment of a ship, the location of one aural alarm alone in close proximity to those sets of visual indicators is sufficient compliance with the requirement of 2.1 of this Appendix.
2.3 An aural alarm must be so installed that it is incapable of being isolated from the operation of an indicator system of which it forms part.
2.4 An aural alarm must automatically sound when the closing appliance to which it relates ceases to be closed and secured. The alarm must continue sounding until either the closing appliance to which it relates is closed and secured or it is manually turned off.
2.5 An aural alarm must be clearly audible above the maximum sound level that may be expected in the part of the ship in which it is situated, when the ship is being prepared for or is engaged on a voyage.
(a) in a closing appliance fitted with power operated securing devices that operate in a fixed predetermined sequence—at least one indicator actuator;
(b) in the case of any other closing appliance—at least 2 widely spaced actuators sufficient to indicate accurately whether or not the closing appliance is closed and secured.
3.2 Where 2 or more indicator actuators are fitted to a closing appliance, they must be so arranged that each actuator must operate before visual indicators indicate that the closing appliance is closed and secured.
3.3 Cable, piping and other material connecting an indicator actuator to a set of visual indicators or to an aural alarm must be so located and protected as to prevent mechanical or other damage to the indicator system.
(b) constructed in a manner that will ensure that the operating capability of the component will not be affected by likely changes in temperature or other climatic conditions;
(c) constructed in a manner that will ensure that the component will be capable of reliable operation over the range of vibrations to which the component is likely to be subjected; and
(d) where the component is likely to be exposed to contact with water, constructed in a manner that will ensure that the operating capability of the component will not be affected by such contact.
(a) a set is located in the area from which the ship is normally navigated and is clearly visible to the person engaged in navigating the ship;
(b) a set is located adjacent to the controls for the operation of the closing appliance and is clearly visible to the person engaged in operating the closing appliance; and
(c) where the securing mechanism for a closing appliance is power operated, a set is located adjacent to the power controls for the operation of the securing device and is clearly visible to the person engaged in operating the controls.
1.2 Each set of visual indicators is to consist of at least 2 indicators and must be clearly and permanently labelled to indicate the closing appliance to which it relates.
1.3 Each set of visual indicators must be clearly and permanently labelled to indicate which of the indicators operates when the closing appliance is ‘closed and secured’ and which indicator operates when the closing appliance is ‘unsecured’.
1.4 The visual indicator provided to operate when the closing appliance is ‘closed and secured’ must be capable of operating only when the closing appliance is closed and secured.
1.5 The indicator provided to operate when the closing appliance is ‘unsecured’ must be capable of operating only when the closing appliance is open or is closed but not secured.
2.2 Where 2 or more sets of visual indicators relating to one or more closing appliances are located in close proximity to one another in a single compartment of a ship, the location of one aural alarm alone in close proximity to those sets of visual indicators is sufficient compliance with the requirement of 2.1 of this Appendix.
2.3 An aural alarm must be so installed that it is incapable of being isolated from the operation of an indicator system of which it forms part.
2.4 An aural alarm must automatically sound when the closing appliance to which it relates ceases to be closed and secured. The alarm must continue sounding until either the closing appliance to which it relates is closed and secured or it is manually turned off.
2.5 An aural alarm must be clearly audible above the maximum sound level that may be expected in the part of the ship in which it is situated, when the ship is being prepared for or is engaged on a voyage.
(a) in a closing appliance fitted with power operated securing devices that operate in a fixed predetermined sequence—at least one indicator actuator;
(b) in the case of any other closing appliance—at least 2 widely spaced actuators sufficient to indicate accurately whether or not the closing appliance is closed and secured.
3.2 Where 2 or more indicator actuators are fitted to a closing appliance, they must be so arranged that each actuator must operate before visual indicators indicate that the closing appliance is closed and secured.
3.3 Cable, piping and other material connecting an indicator actuator to a set of visual indicators or to an aural alarm must be so located and protected as to prevent mechanical or other damage to the indicator system.
(b) constructed in a manner that will ensure that the operating capability of the component will not be affected by likely changes in temperature or other climatic conditions;
(c) constructed in a manner that will ensure that the component will be capable of reliable operation over the range of vibrations to which the component is likely to be subjected; and
(d) where the component is likely to be exposed to contact with water, constructed in a manner that will ensure that the operating capability of the component will not be affected by such contact.
Means of access to ships in port Means of access to ships in port
Appendix 9
Means of access to ships in port
1 Provision of safe means
1.1 Where the master of a ship in port provides a means of access, being an accommodation ladder, gangway, or other means permitted by this Part, for persons boarding or disembarking from the ship, that means of access must be safe.
Note:In relation to “ladder” see paragraph 3, “gangway” see paragraph 4. Where a means of access is not provided by the master of the ship (such as where a gangway is provided by a port authority) the master should take whatever steps are necessary and practical to bring any concerns about the safety of that access to the provider and to any person requiring access to or from the ship.
1.2 Where access is provided between 2 adjacent ships lying alongside, the master of the ship having the higher weather deck must ensure that such means of access is safe.
1.3 The means of passage between a ship's deck and the upper end of a gangway resting on a bulwark or side rail of the ship, must be a bulwark ladder with handrails.
Note: A bulwark ladder is a set of substantial steps designed to allow a person to safely ascend to or descend from the top of a ship's bulwark or side rail.
1.4 The master of a ship at anchor or at a mooring may provide a pilot ladder as a means of access if he or she considers that the use of an accommodation ladder is impracticable, but must limit the use of such ladder, except in an emergency, to pilots and other persons engaged in or in relation to the business of the ship.
1.5 A cargo access ramp may be used as a means of access to and from a ship, provided:
(a) a non-slip surface is provided and marked for pedestrian use;
(b) the sides of the ramp are protected by guard rails or equivalent arrangements that provide adequate protection; and
(c) either:
(i) the pedestrian area is effectively and protectively separated from the vehicular area; or
(ii) pedestrians are permitted to use the ramp only when the ramp is not in use by vehicles.
Note: Effectively, this means that pedestrians may only use the ramp during periods when cargo is not being worked,
or if traffic signals or signalmen are employed to stop vehicular traffic when the ramp is in use by pedestrians.
1.6 A person boarding or leaving a ship must, where a safe means of access complying with this Part is provided, use such means of access for that purpose.
1.7 A surveyor may, by written notice addressed to the master, prohibit use of a means of access if he or she considers the means of access defective or deficient in respect of the requirements of this Part.
1.8 A master receiving notice of a prohibition under 1.7 must ensure that the means of access referred to in the notice is not used until the defect or deficiency is rectified.
2 Requirements
2.1 A safe means of access must be:
(a) of adequate strength;
(b) in a good state of repair;
(c) well secured to prevent accidental displacement;
(d) adequately illuminated throughout its length during the hours of darkness;
(e) so positioned that, so far as is practicable, it is not underneath the path of cargo being loaded on to or unloaded from a ship;
(f) kept clean and free of any material that could render its use unsafe;
(g) properly rigged and adjusted to allow for any changes in tidal levels and the ship's trim and freeboard;
(h) positioned at such an angle as will allow safe access to the ship; and
(i) firmly landed and clear of wharf edge and other potential hazards.
2.2 A gangway must not be placed on a bulwark or side rail of a ship, unless the bulwark or side rail is of sufficient strength to bear the weight of the gangway and persons using it.
2.3 A telescopic accommodation ladder must not be used as a means of access unless its sections are locked together with substantial pins or other effective means to prevent variation in length.
2.4 Adequate precautions must be taken to protect persons from injury by falling from an accommodation ladder or a gangway by rigging a safety net. So far as is reasonably practicable, the net should protect the entire length of the accommodation ladder or gangway.