Marine Orders - Part 21: Safety of navigation and emergency procedures, Issue 7 (Order No. 6 of 2010)
37Miscellaneous safety measures
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(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.
37.1.2 A ship of less than 500 gross tonnage must be provided with flags N and C of the International Code of Signals.
37.1.3 A ship of 500 gross tonnage or more must be provided with a complete set of flags of the International Code of Signals.
37.1.4 A ship will not be considered to be provided with the equipment referred to in 37.1.1, unless that equipment is in good working condition.
37.1.5 Except in an emergency, the master of a ship must not use, or permit to be used, any equipment referred to in 37.1.1 that is not in good working condition or that is improperly rigged.
37.2 Means of access to ships in port
37.2.1 Access to a ship in port must comply with Appendix 9.
37.2.2 The master of a ship must comply with 1.8 of Appendix 9.
37.2.3 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.
37.3 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
t
he oxygen level may be depleted or where flammable or toxic contaminants may be present.
Appendix 1 Compass Deviation Book
1 Information required to be recorded
For the purposes of 14.3.1 of this Part, the following information is required to be recorded:
Section 37 - Marine Orders - Part 21: Safety of navigation and emergency procedures, Issue 7 (Order No. 6 of 2010) - Miscellaneous safety measures | Zoe
Date
Ship's position latitude
longitude
Time of observation
Body observed/method of obtaining true bearing
Ship's head by standard compass
steering compass
Azimuth/bearing by standard compass
True azimuth/bearing
Standard compass error
Corrected variation
Standard compass deviation
Steering compass deviation (approximate: by comparison)
Heel to port or starboard
Comment (if any)
Initials of observer
2 Information that may be recorded
For the purposes of 14.3.1 of this Part, the following information may be recorded if desired:
True head
Ship's head by gyro compass
Azimuth/bearing by gyro compass
Gyro compass error
Appendix 2 Forms
Form MO—21/1
TABLE OF DEVIATIONS OF THE STANDARD/STEERING* COMPASS
Ship's head by standard/steering compass and corresponding deviation
Head
Deviation
Head
Deviation
Head
Deviation
Head
Deviation
000°
090°
180°
270°
010°
100°
190°
280°
020°
110°
200°
290°
030°
120°
210°
300°
040°
130°
220°
310°
045°
135°
225°
315°
050°
140°
230°
320°
060°
150°
240°
330°
070°
160°
250°
340°
080°
170°
260°
350°
Description, location and size of the correctors:
The above description of the correctors may be supplemented by a plan showing their position.
The deviations were obtained by means of ......................................................................
Type of vertical force instrument used ..........................................................................
Declaration: I hereby declare that I have today examined the Standard* and Steering* compasses of the above vessel, have adjusted the correctors as necessary, and that the compasses are now in good order.
Signed ..............................................................................................................
Note: (Person competent to adjust compasses in accordance with Marine Orders, Part 21)
Recommendations on general requirements for shipborne radio equipment forming part of the Global Maritime Distress and Safety Systems (GMDSS) and for Electronic Navigational Aids
A.424(XI)
Recommendation on Performance Standards for gyro-compasses
MSC.64(67), annex 4
Recommendation on Performance Standards for radar equipment
MSC.192(79)
Revised performance standards for radar equipment(Equipment installed on or after 1 July 2008).
MSC.191(79)
Recommendation on Performance Standards for the Presentation of Navigation-related Information on Shipborne Navigational Displays(Shipborne Navigational Displays installed on or after 1 July 2008).
A.823(19)
Performance Standards for automatic radar plotting aids
A.817(19)
MSC.64(67), annex 5; MSC.86(70), annex 4
Recommendation on Performance Standards for Electronic Chart Display and Information Systems (ECDIS)
MSC.232(82)
Revised performance standards for electronic chart display and information systems (ECDIS)(ECDIS installed on or after 1 January 2009)
A.529(13)
Recommendation on accuracy standards for navigation
A.818(19)
Recommendation on Performance Standards for shipborne Loran-C and Chayka receivers
A.819(19)
MSC.112(73)
Recommendation on Performance Standards for shipborne global positioning receiver equipment
MSC.53(66)
MSC.113(73)
Recommendation on Performance Standards for shipborne GLONASS receiver equipment
MSC.64(67), annex 2
MSC.114(73)
Recommendation on Performance Standards for shipborne DGPS and DGLONASS maritime radio beacon receiver equipment
MSC.233(82)
Performance standards for shipborne Galileo receiver equipment(Receivers installed on or after 1 January 2009)
MSC.74(69), annex 1
Recommendation on Performance Standards for combined GPS/GLONASS receiver equipment
MSC.115(73)
Revised Recommendation on Performance Standards for Shipborne Combined GPS/GLONASS receiver equipment
MSC.64(67), annex 3
Recommendation on Performance Standards for heading control systems
MSC.74(69), annex 2
Recommendation on Performance Standards for track control systems
MSC.74(69), annex 3
Recommendation on Performance Standards for a universal shipborne automatic identification system (AIS)
A.917(22)
A.956(23)
Guidelines for the onboard operational use of shipboard Automatic Identification Systems (AIS)
A.224(VII)
MSC.74(69), annex 4
Recommendation on Performance Standards for echo sounding equipment
A.824(19)
MSC.96(72)
Recommendation on Performance Standards for devices to indicate speed and distance
A.526(13)
Performance Standards for rate-of-turn indicators
A.575(14)
Recommendation on unification of Performance Standards for navigational equipment
A.343(IX)
Recommendation on methods of measuring noise levels at listening posts
A.384(X)
Recommendation on Performance Standards for radar reflectors
MSC.164(78)
Revised performance standards for radar reflectors
A.382(X) annex II
Recommendation on Performance Standards for magnetic compasses
MSC.95(72)
Recommendation on Performance Standards for daylight signalling lamps
MSC.86(70), annex 1
Recommendation on Performance Standards for sound reception systems
MSC.86(70), annex 2
Recommendation on Performance Standards for marine transmitting magnetic heading devices (TMHDs)
MSC.116(73)
Recommendation on Performance Standards for marine transmitting heading devices (THDs)
MSC.86(70), annex 3
Recommendation on performance standards for an integrated navigation system (INS)
A.861(20)
MSC.214(81)
Performance standards for shipborne Voyage Data Recorders (VDRs)
MSC.163(78)
MSC.214(81)
Performance standards for shipborne simplified voyage data recorders (S‑VDRs)
A.890(21)
A.955(23)
Principles of safe manning
MSC/Circ. 982
Guidelines on ergonomic criteria for bridge equipment and layout
MSC.64(67), annex 1
Recommendation on performance standards for integrated bridge systems (IBS)
A.889(21)
Pilot transfer arrangements
MSC/Circ. 568/Rev.1
Required boarding arrangements for pilots
MSC.128(75)
Performance standards for a bridge navigational watch alarm system (BNWAS)
MSC.263(84)
Revised performance standards and functional requirements for the long range identification and tracking of ships
MSC.246(83)
Performance standards for survival craft AIS search and rescue transmitters (AIS-SART) for use in search and rescue operations
MSC.252(83)
Revised performance standards for Integrated Navigation Systems (INS)(with effect from 1 January 2011)
MSC.286(86)
Recommendation for material safety data sheets (MSDS) for MARPOL Annex 1 oil cargo and oil fuel
Appendix 4 Beaufort scale of wind force
Number
Knots
Metres per second
Description of wind
0
less than 1
less than 0.5
Calm
1
1 to 3
0.5 to 1.5
Light air
2
4 to 6
2.0 to 3.0
Light breeze
3
7 to 10
3.5 to 5.0
Gentle breeze
4
11 to 15
5.5 to 7.5
Moderate breeze
5
16 to 20
8.0 to 10.0
Fresh breeze
6
21 to 26
10.5 to 13.0
Strong breeze
7
27 to 33
13.5 to 16.5
Moderate gale
8
34 to 40
17.0 to 20.0
Fresh gale
9
41 to 47
20.5 to 23.5
Strong gale
10
48 to 55
24.0 to 27.5
Whole gale
11
56 to 65
28.0 to 32.5
Storm
12
above 65
above 32.5
Hurricane
Appendix 5 Practice procedures
1 Emergency practice
An emergency practice must be conducted as follows:
(a) On the general emergency alarm signal being given, the crew (excepting only those who in the opinion of the Master cannot be relieved from immediate duties) must at once assemble at their emergency stations.
(b) Emergency parties must be trained and practised in their emergency duties, as required by the Master.
(c) When satisfied with the emergency drill, the Prepare to Abandon Ship signal should be given, whereupon all crew members should muster at the survival craft to which they are allocated.
(d) The person in charge of each survival craft must:
(i) call the roll of those persons allocated to the survival craft;
(ii) be satisfied that each person fully understands the duties allocated to him or her in launching and boarding the craft;
(iii) be satisfied that each life-jacket has been correctly donned and secured;
(iv) instruct and examine each person in accordance with the Manual, as required by the Master;
(v) report to the Master the total number of persons, including the person in charge, attending at his or her survival craft, and
(vi) report to the Master when the instruction has been satisfactorily completed.
(e) In a passenger ship, each member of the crew allocated duties in connection with the marshalling and mustering of passengers must take his or her allotted place in a stairway, passageway or muster station, and those in charge of, or assisting at, muster stations must:
(i) instruct each passenger, assisting as necessary, in the correct donning of life-jackets;
(ii) advise passengers as appropriate on the procedures for abandonment of the ship, including that while the ship is not in a sinking condition it is normally the safest refuge, that conditions may occur when it is necessary to evacuate all passengers, and that crew will be with the passengers in their survival craft to take appropriate action and assist the passengers in boarding rescue ships; and
(iii) report to the Master the number of passengers mustered at the Muster Station.
(f) The muster should normally be followed by the abandon ship practice, with launching of survival craft as appropriate.
2 Survival craft and rescue boat drill
2.1 Lifeboat and rescue boat drills
2.1.1 A drill is to be conducted in accordance with:
(a) the provisions of Marine Orders, Part 25 (Equipment—Life-saving); and
(b) the ship’s Safety Management System.
2.1.2 When a fire-protected boat is lowered into the water, the water spray system is to be tested.
2.1.3 Where a lifeboat drill is held at sea, and weather prevents swinging out and part lowering of a boat, the boat is to be swung out and partly lowered at the next suitable opportunity.
2.2 Life-raft and marine escape system drills
2.2.1 At least one liferaft is to be prepared for launching by releasing all securing lashings. Where a cradle or other device is used to ensure that the liferaft will enter the water clear of the ship, the device is to be tested during or following the drill. It is not necessary to actually launch any liferaft.
2.2.2 Where liferafts are davit launched, the davit is to be tested by hooking on to one liferaft, if this is practicable without disturbing the waterproofing of the liferaft container. After unhooking the container, the davit is to be swung out and secured in the lowering position. A small weight may be attached to the fall to check the lowering and braking capability of the davit and winch. Where a ship has more than one davit, all davits are to be tested within a period of three months.
2.2.3 A liferaft is to be inflated and the crew given instruction in the use of the equipment and the maintenance of the liferaft. This liferaft may be a spare raft carried for the purpose, or a demonstration raft supplied by a liferaft service station or training establishment. This may be done on board, on the wharf adjacent to the ship, at the liferaft service station or training establishment’s premises, at a swimming pool if the instruction is to be combined with practical training in righting and boarding the raft, or at any other suitable place. This procedure is to be carried out at intervals not exceeding 6 months.
2.2.4 If a ship is fitted with marine evacuation systems, drills are to include exercising of the procedures required for the deployment of such a system up to the point immediately preceding the actual deployment of the system. This aspect of drills is to be augmented by regular instruction using on-board training aids. Additionally, each member of each party assigned to a marine evacuation system shall, as far as practicable, be further trained by participation in a full deployment of a similar system into water, either on board a ship or ashore, at intervals of no more than 3 years.
2.3 Testing of power supplies
The following must be tested:
(a)
t
he main and emergency lighting:
(i) at all muster and survival craft stations;
(ii) in alleyways, stairways, emergency exits;
(iii) in accesses to all muster and survival craft stations;
(b) the emergency power supply to:
(i) the ship's whistle or siren;
(ii) general alarm bell system;
(iii) public address system, if fitted.
3 Fire drill
A fire drill must be conducted as follows:
(a) The officer appointed by the master to be the officer in charge of the drill must order a mock attack on a fire that must be assumed, for the purpose of the drill, to have occurred in a selected part of the ship.
(b) On receipt of the signal or warning in the engine room the fire pumps must be prepared.
(c) The numbers of the crew forming the fire party must be sent to the seat of the assumed fire.
(d) In the vicinity of the assumed fire:
(i) the fire hoses must be laid out and not less than two hoses connected to the hydrants and tested at full pressure, with water being supplied from the main fire pumps. In a cargo ship, at alternate fire drills, the water is to be supplied from the emergency fire pump. Where isolating valves are fitted in the fire main, these should be shut and opened to confirm proper operation; and
(ii) the fire extinguishers must be unshipped.
(e) Not less than once in each period of 3 consecutive months, a practical demonstration of the use of the portable fire extinguishers must be given by expending the charge of at least one extinguisher.
(f) The crew must be exercised in:
(i) the closing of doors, windows, ports, ventilators, ventilating shafts and other openings so as to isolate the assumed fire from other parts of the ship and to reduce the supply of air to the assumed fire. Particular attention must be paid to stairways and lift shafts;
(ii) the use of breathing apparatus and safety lamps,
(iii) the rescue of casualties, using stretchers, hoists or other apparatus; and
(iv) any other emergency practice considered necessary to combat the assumed fire.
(g) The members of the crew forming the fire party must be instructed in the use of all other fire‑fighting appliances provided in the ship.
(h) The engine room is an area of high fire risk. Masters and Chief Engineers should therefore plan and carry out supplementary fire drills relating to fires in particular areas of the Engine Room, from likely causes. In particular, the following should be practised:
(i) shutting down ventilation systems to the engine room, bearing in mind that in a practice it may be necessary to keep some air inlets open to supply air to machinery that cannot be shut down at the time of the practice;
(ii) operating remote shut off arrangements for fuel valves for tanks and fuel pumps. As far as possible, different remote shut-offs should be operated in rotation, so that all are operated between crew changes;
(iii) rigging and using hoses in the engine room to use in cooling bulkheads, tanks, &c, where a fire on the other side could hazard the engine room if the bulkhead, tank, &c, is not cooled, remembering the hazards of salt water and electrical machinery, and the need to instruct persons operating fire hoses in the importance of shutting off electrical machinery first;
(iv) rescue of persons overcome by smoke, or caught by smothering gas; and
(v) moving around the engine room in conditions of total blackout due to smoke.
4 Damage control drill
A damage control drill must be conducted in accordance with the ship’s Safety Management System and, where applicable, as follows:
(a) On the emergency signal being given, the officer in charge of the drill must indicate a section of the ship where the emergency is assumed to have occurred for the purposes of the drill. Bulkhead doors in the various sections of the ship must immediately be closed by members of the crew assigned to that duty.
(b) A messenger from each party that has been allotted to a section of the ship must report to the master, or to the officer appointed by the master to be the officer in charge of the drill when all bulkhead doors in that section are closed.
(c) Doors that were already closed at the commencement of the drill must be opened and then closed. This does not authorise the opening, while the ship is at sea, of any watertight door or other fitting which is required by 32.3 to be kept closed.
(d) Cross-flooding arrangements must be checked, if practical and safe to do so.
(e) Members of the crew assigned to sounding duty must immediately sound tanks and bilges in the section of the ship indicated for the purposes of the drill.
(f) A messenger from the sounding party must communicate with, as required:
(i) the officer in charge of the drill; and
(ii) the chief engineer.
(g) As many pumps as possible that are related to damage control and operated from the engine room must be connected to the section of the ship indicated for the purposes of the drill.
(h) A report must be made to the bridge by messenger or other means when the pumps are ready for action.
(i) If open in port, ship's side doors, sidescuttles, valves and similar fittings must be closed as directed.
(j) A report must be made to the bridge by messenger or other means when the side doors, sidescuttles, valves and similar fittings have been closed.
5 Recovery of Lifeboats used as Rescue Boats
Where a lifeboat is approved for use as a rescue boat, it is essential that after use as a rescue boat it can be safely recovered. Training should be carried out at each statutory launching of such a lifeboat. The instructions should be compatible with the particular arrangements on each ship, and documented in the ship’s Safety Management System.
6 Helicopter Drills
6.1 Drills should be carried out on ships which transfer persons by helicopter, whether or not the helicopter lands on the ship, as necessary to ensure the crew are trained in:
(a) normal procedures relating to the transfer of persons; and
(b) emergency procedures as may be required by a helicopter crash or fire.
6.2 The training procedures should be in accordance with the ship’s Safety Management System and Marine Orders, Part 57 (Helicopter operations).
Appendix 6 Passengers' muster stations
Name of ship
Cabin berth orlounge seat No.
Muster station
General Emergency Alarm Signal: Seven or more short blasts followed by one long blast on the ship's whistle or siren. This will be repeated on the general alarm bell system, and may be supplemented by instructions on the Public Address System.
WHEN YOU HEAR THE GENERAL EMERGENCY ALARM SIGNAL, GO DIRECTLY TO YOUR MUSTER STATION.
IF THERE ARE ANY INSTRUCTIONS GIVEN ON THE PUBLIC ADDRESS SYSTEM, OBEY THESE INSTRUCTIONS, THEN GO TO YOUR MUSTER STATION.
The General Emergency Alarm Signal is a signal to passengers that an emergency has arisen which, unless it can be controlled, could result in abandonment of the ship. The crew will deal with the emergency. IT IS NOT A CAUSE FOR PANIC.
When the emergency is assessed, passengers will be further instructed. Further instructions may include [return to cabins to pick up warm clothing, lifejackets, go to restaurant for meal while the emergency is being tackled, &c].
DO NOT RETURN TO YOUR CABIN UNLESS SO INSTRUCTED.
................................ (Master)
................................... (Date)
Appendix 7 Emergency stations list
Name of ship
Crew member identification
Emergency station
Emergency duty
Survival craft
General Emergency Alarm Signal: Seven or more short blasts followed by one long blast on the ship's whistle or siren. This will be repeated on the general alarm bell system, and may be supplemented by instructions on the Public Address System.
WHEN YOU HEAR THE GENERAL EMERGENCY ALARM SIGNAL, GO DIRECTLY TO YOUR EMERGENCY STATION.
IF THERE ARE ANY INSTRUCTIONS GIVEN ON THE PUBLIC ADDRESS SYSTEM, OBEY THESE INSTRUCTIONS.
Prepare to Abandon Ship Signal: AAA in Morse on the whistle (short, long, short, long, short, long) and repeated on the general emergency alarm bell system, also 'Finished with Engines' on the E/R telegraph. On hearing or seeing this signal, all isolated parties are to cease their current activities and go as quickly as possible to the Boat Deck.
Abandon ship signal: [as determined by the Master.] It will normally be given by word of mouth from the Master or senior surviving officer
................................ (Master)
................................... (Date)
Appendix 8 Indicator system for a closing appliance
1 Visual indicators
1.1 An indicator system must include such number of sets of visual indicators as is necessary to ensure that:
(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.
Note: There are additional requirements for passenger ships with ro‑ro cargo spaces or special category spaces in Regulation 23-2 of Chapter II-1 of SOLAS.
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.
1.6 Where a set of visual indicators consists of electric lamps, the lamps:
(a) must not be capable of being dimmed to an extent that would cause the lamps to be ineffective as indicators; and
(b) must not be capable of being extinguished independently of the operation of the indicator system.
2 Aural alarms
2.1 An indicator system must include an aural alarm located adjacent to each set of visual indicators.
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.
2.6 An aural alarm must not be fitted with a device that permits the volume or tone of the alarm to be adjusted.
3 Indicator actuators
3.1 A set of visual indicators and related aural alarm is to be actuated by:
(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.
4 Component standards
Each component of the indicator system must be:
(a) suitable for use in a marine environment;
(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.
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 1: A means of access constructed, maintained and used in accordance with Regulation 3-9 of Chapter II‑1 of SOLAS and IMO Circular MSC.1/Circ.1331 is deemed to meet this requirement
Note 2: 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, including protecting the user from falling between the ship and the quayside.
3 Accommodation ladders
3.1 Design
3.1.1 An accommodation ladder may be a single‑flight, a multi‑flight or a telescopic ladder.
3.1.2 Where an accommodation ladder is of the multi‑flight type, any intermediate platform must be self‑levelling and supported so that it remains horizontal in use.
3.1.3 A telescopic ladder must be provided with substantial pins or other effective means to enable the ladder sections to be locked together to prevent them moving relative to each other.
3.2 Platforms
3.2.1 The upper end of an accommodation ladder must be hinged from a fixed or revolving platform which is secured to the ship and is supported so that it remains horizontal in use.
3.2.2 The lower end of an accommodation ladder must be fitted with a platform which is supported so that it remains horizontal in use.
Note: It is recommended that the lower end of an accommodation ladder which is intended to rest on a wharf in use, is fitted with wheels or rollers to enable free movement.
3.2.3 The sides of every platform, with the exception of access openings, must be fenced in accordance with 3.4 of this Appendix.
3.3 Treads
3.3.1 The treads of an accommodation ladder must be:
(a) at least 550 mm in clear width;
(b) provided with a non‑slip surface of adequate depth;
(c) spaced at suitable and equally spaced intervals; and
(d) subject to 3.3.2, of such shape and design that at any working angle of the ladder, a person is not required to step upon a corner edge of a tread but will have available a flat or curved surface.
3.3.2 Where a ship constructed before 25 May 1980 is equipped with an accommodation ladder, fitted with fixed flat treads, which may be positioned at such an angle as to require a person using it to step upon a corner edge of a tread, that ladder may be used provided that it is fitted with suitable cleated duckboards securely attached to the ladder.
3.4 Side rails and stanchions
3.4.1 An accommodation ladder must be fenced on each side of its entire length with upper and intermediate side rails.
3.4.2 The height of a side rail must be measured from the surface of the treads, perpendicular to the longitudinal axis of the ladder.
3.4.3 Side rails must not be more than 0.61 m apart and the upper rail must be at a height of not less than 1.07 m.
3.4.4 In the case of a ship that is not registered in Australia, the use of side rails that do not comply with 3.4.3 of this Appendix is permitted if, in the opinion of a surveyor, they provide adequate protection.
3.4.5 Side rails may be fixed rails or taut ropes or chains and any covering material used on ropes or chains must be capable of removal to allow inspection of the condition of the ropes or chains.
3.4.6 The side rails must be supported by stanchions spaced not more than 2 m apart.
3.4.7 Stanchions must be fitted with a locking device to prevent accidental dislodgment.
4 Gangway
4.1 A gangway must be provided with a closely boarded walkway at least 550 mm in clear width which must be fitted with transverse treads at suitable and equally spaced intervals.
4.2 A gangway must be fenced on each side of its entire length with upper and intermediate side rails complying with the specifications in respect of side rails in 3 supported by stanchions fitted with a locking device to prevent accidental dislodgment.
4.3 The upper end of a gangway must be fitted with suitable means to effectively secure it to a ship.
Note: It is recommended that the lower end of a gangway should be fitted with wheels or rollers to ensure free movement when resting on a wharf.
4.4 A gangway requiring the use of a derrick or crane to position or stow it must be provided with suitable lifting attachments so located as to balance it whilst it is freely suspended.
5 Safety net
5.1 A safety net must be of adequate length and width.
5.2 An aperture of the mesh of a safety net must be not more than 190 mm measured between opposite knots when the mesh is hung or cut to make it square mesh.
5.3 A safety net is to consist of a framing rope and netting both resistant to actinic degradation and having at least 400 kgwt and 125 kgwt breaking strain respectively.
5.4 The safety net must be secured in position at each corner, and intermediate points if required, by suitably secured lengths of framing rope.
5.5 The corners of each mesh of a safety net must be properly secured so as to prevent movement.
Appendix 10 Atmosphere sampling equipment, measuring equipment and related procedures
1 Oxygen content meters
1.1 All ships which carry cargoes likely to deplete the oxygen concentration in a cargo space must be provided with an appropriate instrument for measuring the concentration of oxygen in such a space.
1.2 The instrument should display percentage of oxygen by volume in the sample tested.
1.3 An Australian ship on which the crew may be required to enter a confined space where the oxygen level may be depleted (as, for example, an empty ballast tank) must be provided with an oxygen content meter, irrespective of the cargo carried.
2 Combustible gas indicator
2.1 All oil and chemical tankers, all gas carriers, and all cargo ships carrying substances that may give off flammable gases, must be provided with a combustible (flammable) gas indicator.
Note: Combustible gas indicators should comply with AS/NZS 60079.29.1:2008—Explosive atmospheres – Gas detectors – Performance requirements of detectors for flammable gases.
2.2 The combustible gas indicator should indicate the flammable gas concentration as a percentage of the Lower Explosive Limit (LEL) or Lower Flammable Limit (LFL).
Note: Data on LELs for flammable substances are contained in AS/NZS 60079.20:2000: Electrical apparatus for explosive gas atmospheres – Data for flammable gases and vapours, relating to the use of electrical apparatus. Part 20: Data for flammable gases and vapours, relating to the use of electrical apparatus. This Standard makes reference to additional information contained in NFPA document 325. Both documents are obtainable from Standards Australia.
2.3 All oil tankers and chemical tankers with inert gas capability and all liquefied gas carriers must be provided with a combustible gas indicator capable of accurately measuring combustible gases in an inert atmosphere.
2.4 Owners of ships with flue gas generated inert gas systems must ensure that the combustible gas indicator supplied is designed to operate in inert gas containing a high proportion of carbon dioxide.
3 Detection of other gases
All ships carrying cargoes which are liable to give off toxic, corrosive or other gases must carry:
(a) an instrument or instruments, with instructions for use, capable of detecting those gases and indicating their proportions, either as a direct reading of parts per million (ppm), or milligrams per cubic metre (mg/m3); and
(b) Material Safety Data Sheets completed in accordance with the recommendations of Safe Work Australia.
Note: Safe Work Australia was formerly known as the Australian Safety and Compensation Council. The recommendations are contained in the National Code of Practice for the Preparation of Material Safety Data Sheets, 2nd Edition, [NOHSC:2011(2003)]. The Data Sheets must specify exposure standards for the chemical in question, which are contained in Adopted National Exposure Standards for Atmospheric Contaminants in the Occupational Environment [NOHSC:1003(1995)].
4 Operating instructions
4.1 Each gas detector instrument is to be provided with the appropriate operating manuals and maintenance instructions supplied by the manufacturer.
4.2 Use and maintenance of equipment is to be in accordance with the manufacturer's instructions and company procedures and, where applicable, the requirements of Australian Standard AS/NZS 60079.29.1:2008 - Explosive atmospheres – Gas detectors – Performance requirements of detectors for flammable gases.
Note: Reference should also be made to Appendix H of AS 2865:2009—Confined Spaces.
5 Recalibration
Each instrument must be recalibrated in accordance with the manufacturer’s instructions:
(a) annually; or
(b) at such intervals required by the manufacturer,
whichever is the more frequent.
6 Responsibilities
6.1 It is the responsibility of the owner to:
(a) provide relevant measuring instruments;
(b) provide sampling lines, filters, and spare parts in sufficient quantities to ensure that accurate measurements can be made when required;
(c) supply trained personnel to relevant ships;
(d) provide appropriate instructions and procedures; and
(e) ensure that proper training and retraining of personnel is carried out.
Note: The instructions and procedures must specify the percentage of oxygen, percentages of the LEL or LFL, percentages of hydrocarbons, and proportions of toxic, corrosive or other chemical gases, which delimit conditions that are considered to be permissible and non-permissible for the proposed work.
Note: Where crew members are required to use measuring instruments, they must be trained in their correct use (and retrained if new instruments are introduced). Training must be verified at regular intervals.
6.2 It is the responsibility of the Master of a ship to ensure that where there is a possibility of harm to persons by their entering a space which might contain toxic, corrosive or other harmful gases, or suffer an oxygen deficiency, or where there is a possibility of danger to the vessel as the result of an operation intended to be carried out (such as gas freeing), the atmosphere in that space is tested by a trained crew member to confirm or deny the existence of such hazard. All such operations must be accompanied by comprehensive briefings for staff involved and the operation, plan of work, and test results must be formally and fully documented.
6.3 It is the responsibility of trained crew members to test the atmospheres in accordance with the relevant instructions, procedures and their training and to report on the existence, or lack of, hazard.
6.4 It is the responsibility of crew members or other persons entering such spaces, or about to commence such operations, to take such appropriate precautions as will ensure a safe operation or safe entry, and continued safety whilst personnel are within the space.
Note: Mariners are also directed to ISGOTT, International Safety Guide for Oil Tankers and Terminals 5th Edition, (2006) (ICS, OCIMF, IAPH), for further guidance
Notes to the Marine Orders Part 21, issue 7
Note 1
Note: Marine Orders Part 21, issue 7 (MO 2010/6) (in force under the Navigation Act 1912) as shown in this compilation comprise Marine Orders Part 21, issue 7 amended as indicated in the following tables.