Documente Academic
Documente Profesional
Documente Cultură
Table of Contents :
Chapter 01 : TpublicationsT | admiralty distance tablesT | Tadmiralty list of light and fog
signalsT | Tadmiralty list of notices to marinersT | Tadmiralty list of radio signalsT | Tadmiralty
sailing directionsT | Tadmiralty tide tablesT | Tannual summary of admiralty noticesT | Tbridge
procedures guideT | Tchart catalogueT | Tcode of safe working practicesT | Tcumulative notices
to marinersT | Tguide to port entryT | Tm noticesT | Tmariners handbookT | Tms noticesT |
Tms notices indianT | Tnautical almanacT | Tocean passages of the worldT | Tregulation for
carriage of publicationsT | Tships routingT | Ttidal stream atlasesT |
Chapter 02 : anchor certificateT | chain cable certificateT | drop test for cast anchorsT | marks
on anchorsT | test on anchor cablesT | Ttests on anchorsT |
Chapter 03 : Tballast water managementT | committee tackling ballast water problemT |
Tharmful aquatic organisms in ballast waterT |
Chapter 04 : Tbridge equipmentT | TautopilotT | Tdoppler logsT | Techo sounderT |
Telectromagnetic logsT | TgpsT | Tgps errors of systemT | Tgps ground segmentT | Tgps
pseudo rangeT | Tgps space segmentT | Tgps user segmentT | Tgps various dilutions of
precisionT | TlogsT |
Chapter 05 : Tbulk carrier codeT |
1.Publications.
Descriptions of publications on board
Carriage of nautical publications ;
Section A Publications which must be carried by sea-going passenger vessels and all other
vessels over 300 gross tons.
1. International code of signals.
2. The mariners hand-book.
Section A Publications for which only those parts relevant to a vessels voyage and operation
must be carried.
1.
2.
3.
4.
5.
6.
7.
8.
9.
merchant shipping notices, marine guidance notes and marine information notes.
Notices to mariners.
Lists of radio signals.
Lists of lights.
Sailing directions.
Nautical almanac.
Navigational tables.
Tide tables.
Tidal stream atlases.
10. Operating and maintenance instructions for nabvigatiional aids carried.
Ships Routeing:
Part A: General, Design Criteria And Symbols.
Part
Part
Part
Part
Part
B: Tss.
C: Deep Water Routes.
D: Area To Be Avoided.
E: Other Routeing Measures.
F: Associated Rules And Recommendations Of Navigation.
Contents Being :
References
1. General
2. Keeping A Good Watch.
10.
11.
12.
13.
14.
15.
16.
Main Engines.
Changing Over The Watch.
Periodic Checks Of Navigational Equipment.
Helmsman / Autopilot.
Navigation In Coastal Waters.
Restricted Visiblity.
Calling The Master.
17.
18.
19.
20.
21.
22.
23.
24.
25.
Important Definitions:
1. 1. Bore Tide: As A Progressive Wave Enters Shallow Waters Its Speed Decreases. Since The
Trough Is Shallower Than The Crest Retardation Is Greater Resulting In The Steepening Of
Wave Front So In Estuaries Advance Of Trough Is So-Much Retarded That The Crest Of The
Rising Tide Overtakes It And Advances Upstream In A Churning Wall Of Water.. Dangerous For
Moored Ships Which Can Surge.
2. 2. Chart Datum: Lowest Astronomical Tide Below Which The Level Of Water Doesnt Usually
Fall.
3. Negative Surges: Fall In Low Water Or Predicted Water Due To Meteorological Reasons.
4. Seiches: Occurs In A Confined Body Of Water. A Long Wave Having Crest At One End And
Trough At Other End Of Confined Space.Abrupt Changes In Meteorological Conditions Like
Passage Of An Intense Depression Or Line Of Squall May Cause Oscillations Of Sea Level, So
The P0eriod Between Successive Waves Can Be Unpredictable, Few Minutes To Two Hours.
Tidal Stream Atlases:
Gives The Tidal Prediction For Every Hour Including Rate And Directions Of The Springs And
Neaps For Each Of The 6 Hours Before And After High Water For A Particular Place.
11 Volumes + 3 Extra Volumes Which Cover South East Asia Including Malaca Straits.
Admirality List Of Light And Fog Signals:
1.
2.
3.
4.
Abbreviations Used.
Explainations Of Lights.
Chacteristics Of Lights.
Oil And Gas Production Installation
World Map Is Drawn On The Cover Indicating The Limits Of Each Volume.
The Format For The Table Of Contents Is:
1.
2.
3.
4.
5.
6.
7.
8.
Light Number.
Location And Name.
Lat / Long.
Characteristics And Intensity.
Elevation In Metres.
Nominal Range.
Description Of Structure.
Remarks.
Definitions:
1. Geographical Range: It Is The Theoretical Range Considering The Curvature Of The Earth And
The Refractivity Of The Atmosphere. {2.095 ( Sq Rt Of Ht Of Eye + Sq Rt Ht Of Object)}.
2. The Nominal Range: It Is The Luminous Range When The Met. Visiblity Is 10 Miles.
8 Volumes Published Annually Except For Volume 4 Which Is Published Every 18 Months.
Corrections For These Are Issued Every Week Under Section 6 Of The Weekly Notices To
Mariners.
Alrs. Volume 1: Np - 281; Coast Radio Station, Public Correspondence.
Contains All The Information On All Aspects Of Satellite Navigation Systems Including Detailed
Explaination And Advise On Various Position Error Sources.
Nautical Almanac:
Published Every Year And It Contains Tabulated Data Of The Entire Year For The Practice Of
Astronomical Navigation At Sea.
Function Has Also Been Provided To Use The Almanac Of The Previous Year For The
Subsequent Year In Case The Supply Of The Almanac Has Been Delayed On Board.
Admirality Distance Tables: Np - 350
Published In Three Volumes:
Volume 1: Np - 350(1) Atlantic Ocean And Connected Seas.
Volume 2: Np - 350(2) Indian Ocean And Connected Seas.
Volume 3: Np - 350(3) Pacific Ocean And Connected Seas.
These Distances Are Given In Nautical Miles And Are The Shortest Navigable Distance Without
Concidering The Advantage Of Current And Weather.
Trans Oceanin Distances May Be Found By Concidering A Link Port Or Position Common To
Both These Oceans.
Ocean Passages Of The World: Np - 136
1:
2:
3:
4:
The Book Gives A Number Of Illustrative Charts And Diagrams Showing Principal Routes
Between Key Places To Guide A Mariner In General.
Additionally Following Charts Are Found.
1.
2.
3.
4.
General Information.
List Of Admirality Charts And Agents.
Numerical List Of Charts And Publications.
Limits Of Chart Index.
Limits Of Small Scale Charts.
List Of Chain Details Of Decca - Loran Charts.
Wall And Outline Charts.
Routeing Charts.
Fisheries Charts.
10. List Of Admirality Sailing Directions.
Guide To Port Entry:
The Guide To Port Entry Is Published In Two Volumes Covering The Ports Of The Entire World
Using A Variety Of Informations Regarding Various Aspects Of Ports.
The Information Provided Is Thoroghly Professional And Is Of Great Value Not Only To Ship
Masters But Also To Charterers, Owners And To Various Parties Connected Shipping.
Each Volume Is Further Divided Into Two Parts:
Port Limits.
Documents.
Pilotage.
Health.
Police And Ambulance.
Services.
Emergency.
Banks.
Currency.
10.
11.
12.
13.
Seamans Clubs.
Developments.
Ships Masters Reports.
Authority And Quarintine Agents.
Contains Information, Which Enables The Mariner To Keep His Charts And Books Published By
The Hydrographic Department Uptodate For The Latest Reports Received.
They Should Be Retained Until The Next Annual Summary To Admiralty Notices To Mariners Is
Received.
However Weekly Editions Dating As Far Back As 18 Months May Be Required And Must Be Kept
Safely On Board.
The Hydrographer Of The Navy Publishes Them.
Contents:
# T/P Notices On The Last Week Of The Month.
# List Of Publications In Current Usage Quarterly.
# List Of Enforced Navareas Quarterly.
Section 1: Use Of Charts And Associated Publications.
Geographical Index.
Notice Number / Page / Chart / Folio Number.
Chart Number / Notice Number.
Asterix Alongside These Items Of Correction Indicate Original Information I.E Information
Gathered By The British Hydrographer And Not By Other Countrys Authorities.
Section 2: Items Tagged Pl Are New Editions Of Charts, Suppliers Information, Chart
Corrections. Last Correction Date Is Given Below The Actual Correction.
Section 3: Nav. Warnings: 16 Nav Areas To Be Filed, Cancel As Per Cancellation Or Enforced
List. Hydrolants And Hydropacs To Be Filed Along With Nav Warnings File Itself.
They Are Issued By The United States Coast Guard:
A List Of Those T/P Notices Enforced Is Ublished Quarterly And Text Republished In Annual
Edition Of Indian Notices To Mariners.
Section Iv: Marine Information.
Section V: Radio Nav. Warnings (Only Nav. Area 8).
Section Vi: Corrections To Asd.
Section Vii: Corrections To Admirality List Of Lights And Fog Signals.
Section Viii: Corrections To Admirality List Of Radio Signals.
Annual Summary Of Admirality Notices To Mariners:
Index of 2002 annual notices.
1.
2.
3.
4.
5.
6.
2.
Anchor Certificate.
Tests On Anchors
All Anchors Over 168 Lb ( 76 Kg ) In Weight Must Be Tested & Issued With A Test Test
Certificate. The Weight Of Any Anchor For The Purpose Of The Rules & Regulations Governing
Anchors & Cables Shall:
1. For Stockless Anchors Include The Weight Of The Anchor Together With Its Shackle If Any.
2. For Stocked Anchors The Weight Of The Anchor Including Its Shackle, If Any, But Excluding
The Stock.
Any Part Of An Anchor Over 15 Cwt Is Subjected To A Percussion Test By Being Dropped Both
End On & Side On From A Height Of 12 Feet On To An Iron Or Steel Slab. After That, The Piece
Must Be Slung & Hammered All Over By A 7 Lb Sledgehammer. A Clear Ring Must Be Produced
To Show That No Flaw Has Developed During The Percussion Test.
The Bending Test ( Cast Anchors ).
An Additional Piece Of Metal, 8 In. Long, Is Cast With The Piece To Be Tested, & Is Cut Away
For The Purpose Of The Bending Test. This Piece Will Be Turned Down To 1 In. Dia, & Bent
Cold By Hammering Through An Angle Of 90o Over A Radius Of 1.5 In. The Casting Will Be
Deemed Sufficiently Ductile If No Fracture Appears In The Metal.
All Anchors Are Subject To Proof Strain, & Subsequent Proof Load, But Only Cast Steel Anchors
Are Will Be Subjected To Percussion, Hammering & Bending Tests. Wrought Iron, Or Forged
Steel Anchors Are Not Subjected To These Tests As They Are Forged From Red Ot Slab By
Hammering. All Other Anchors Will Also Be Annealed.
Marks On Anchors.
Each Anchor Must Carry On The Crown & On The Shank The Makers Name Or Initials, Its
Progressive Number & Its Weight. The Anchor Will Also Bear The Number Of The Certificate,
Together With Letters Indicating The Certifying Authority.
Tests On Cables
Anchor Cable Over 12.5 Mm In Diametre Is Accepted For Testing At An Approved Testing
Establishments In Lengths Of 27.5 Mts. ( 1 Shackle Of Cable ). The Manufacturer Will Provide 3
Additional Links For The Purpose Of The Test.
These 3 Links Will Be Subjected To A Tensile Breaking Stress, And If This Proves To Be
Satisfactory Then The Total Length Of The Cable Will Be Subjected To A Tensile Proof Test, The
Tests Being Carried Out On Approved Testing Machines.
If Two Succesive Links Break, The Cable Is Rejected. Before The Tests On Chain Cable Is
Carried Out, The Superviser Will Satisfy Himself That The Quality Of The Material From Which
The Cable Is Manufactured Meets With The Requirements Of The Anchor And Chain Cable
Regulations.
After The Tests On The Anchor Is Completed, An Anchor Certificate Will Be Awarded. The
Certificate Will Show The Following:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Type Of Anchor.
Weight (Excluding Stock) In Kgs.
Weight Of Stock In Kgs.
Length Of Shank In Mm.
Length Of Arm In Mm.
Diametre Of Trend In Mm.
Proof Load Applied In Tonnes.
Identification Of Proving House, Official Mark And Government Mark.
Number Of Test Certificate.
10. Number Of Tensile Test Machine.
11. Year Of License.
12. Weight Of The Head Of The Anchor.
13. Number And Date Of Drop Test.
Chain Cable Certificate:
After A Succesful Test On A Chain Cable A Certificate Is Awarded, Stating:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Type Of Cable.
Grade Of Cable.
Diameter In Mm.
Total Length In Mts.
Total Weight In Kgs.
Length Of Link In Mms.
Breadth Of Link In Mms.
Tensile Breaking Load Applied In Tonnes.
Tensile Proof Load Applied In Tonnes.
10. Number And Types Of Accessories Included.
The Certificate Issued Shall Also Show:
1.
2.
3.
4.
5.
6.
A Serial Number.
Name Of Certifying Authority.
Mark Of The Certifying Authority.
Name Of Testing Establishment.
Mark Of Testing Establishment, If Any.
Name Of The Superviser Of Tests.
The Certificate Is Signed On Behalf Of The Certifying Authority.
3.
Jelly (TMnemiopsis LeidyiT) To The Black And Azov Seas, Causing The Near Extinction Of The
Anchovy And Sprat Fisheries.
Human Health Has Also Been Badly Affected, With The Transportation Of The Bacterium Vibrio
Cholerae (Cholera) To Latin American Coastal Water, Probably Through Discharges Of Ballast
Water From Asia, And The Introduction Of The South-East Asian Dinoflagellates Of The Genera
TGymnodiniumT And TAlexandriumT, Which Cause Paralytic Shellfish Poisoning, To Australian
Waters.
The Draft Guidelines, Which Have Been Drawn Up By A Working Group On Ballast Water, Are
Aimed At Minimizing The Risks Of Introducing Harmful Aquatic Organisms And Pathogens While
Maintaining Ship Safety. Some States Have Already Introduced Mandatory Management Of
Ballast Water To Prevent The Introduction Of Exotic Species.
Guidelines For Preventing The Introduction Of Unwanted Organisms And Pathogens From Ships
Ballast Waters And Sediment Discharges Were Adopted By The Committee In 1991 And
Subsequently As An Assembly Resolution A.774(18), But The Revised Version Incorporates
Further Recommendations On Tackling The Problem, Including How To Lessen The Chances Of
Taking On Board Harmful Organisms Along With Ballast Water.
The Recommendations Include Informing Local Agents And/Or Ships Of Areas And Situations
Where Uptake Of Ballast Water Should Be Minimized, Such As Areas With Known Populations Of
Harmful Pathogens Or Areas Near To Sewage Outlets. Ships Should Operate Precautionary
Practices, Through Avoiding Loading Ballast Water In Very Shallow Water Or In Areas Where
Propellers May Stir Up Sediment. Unnecessary Discharge Of Ballast Water Should Also Be
Avoided.
Procedures For Dealing With Ballast Water Include Exchange Of Ballast Water At Sea And
Discharge To Reception Facilities, While The Guidelines Note That In The Future Treatment
Using Heat Or Ultraviolet Light Could Become Acceptable To Port States.
Imos Maritime Safety Committee (Msc) And The Committee Have Already Approved Guidance
On Safety Aspects Relating To The Exchange Of Ballast Water At Sea, Which Outlines
Procedures For Exchanging Ballast Water And Point Out Safety Issues Which Need To Be
Considered, Such As Avoidance Of Over And Under Pressurization Of Ballast Tanks And The
Need To Be Aware Of Weather Conditions.
The Committee Approved A Programme Of Work For The Ballast Water Working Group, Which
Includes Developing Draft Regulations On Ballast Water Management To Be Adopted As An
Annex To Marpol At A Conference Of Parties To The International Convention For The
Prevention Of Pollution From Ships, 1973, As Modified By The Protocol Of 1978 (Marpol 73/78),
The Main International Convention Dealing With The Prevention Of Pollution From Ships. The
Conference Is Scheduled To Be Held In The Year 2000.
4.
Bridge Equipment
Autopilot.
Dangers
It Is Fitted On The Autopilot Usually Set For 5 Or 10 Dgrees. If Difference Between Actual
Course & Course Set By Officer For Autopilot Is More Than Value Set For Alarm, It Will Sound.
This Alarm Will Not Sound In Case Of Gyro Failure.
Only Indication In This Case Is A Gyro Failure Alarm. Gyro Compass & Repeaters To Compared
Frequently Along With Magnetic Compass.
Controls
Permanent Helm: To Be Used Only If A Constant Influence, Like Cross Wind Or Beam Sea Is
Experienced. If There Is A Very Strong Beam Wind From Starboard Side Then A Permanent 5
Degrees Starboard Helm May Be Set.
Rudder: This Setting Determines The Rudder To Be Given For Each Degree Of Course Drifted.
Eg. 2 Degrees For Every 1 Degree Off Course.
Counter Rudder: Determines The Amount Of Counter Rudder To Be Given Once V/L Has
Started Swinging Towards Correct Course To Stop Swing. Both Rudder & Counter Rudder To
Be Set After Considering Condition Of V/L (Ballast, Loaded, Etc.). Eg. Laden Condition Full
Ahead, Not Advisable To Go Over 10 Degrees Rudder.
Weather: The Effect Of Weather & Sea Conditions Effectively Counteracted By Use Of This
Control. This Setting Increases The Dead Band Width. Comes In Handy If V/L Is Yawing
Excessively.
Steering Modes
Auto / Manual: Allows Userto Select Between Manual Steering & Autopilot. Officer To Steer
Correct Course, Rudder To Be On Midships, Course To Steer Set (Gyro Pointer On Lubber
Line), Off Course Alarm Set Before Changing Over To Autopilot.
Follow Up: If Rudder Is To Be Put On Starboard 10, Helm Is Put On Starboard 10. When Helm
Is On Midship Rudder Will Return To Midship.
Non-Follow Up: If Rudder To Be Put On Starboard 10 Helm Is Turned To Starboard, A Few
Degrees Before Starboard 10 The Helm Is Put On Midships, Rudder Then Settles On Starboard
10. If Rudder Goes Beyond Starboard 10, Slight Port Helm To Be Given. Rudder Will Remain
On Starboard 10 Even When Helm Is Returned To Midship. To Bring It Back To Midship Port
Helm To Be Given.
2. Errors:
Propagation Error: The Velocity Of Sound Increases When Temperature, Pressure & Salinity
Increase. Due To High Salinity In Red Sea, Depths To Be Increased By 5%.
Aeration: Caused By Bubbles In The Water Due To:
1.
2.
3.
4.
Multiple Echoes: In Shallow Waters Echoes May Be Received From The First, Second & Third
Reflections From The Sea Bed. Correct Echo Is The First One, Second & Third To Be Ignored.
Pythagorus Error: This Error Occurs If The V/L Has Two Transducers, One A Transmitter & The
Other A Receiver. Distance Travelled By Sound Is More Than Actual Depth Of Water Below
Keel. More Pronounced In Shallow Waters.
False Bottom Echoes: This Occurs In Deep Waters When An Echo May Be Received After The
Stylus Has Completed One Rotation & Begun Another.
Bridge Equipment-G.P.S.
Space Segment:
Satellites Are To Be Operated In 6 Orbital Planes In Very High Orbits, Approximately 20,200
Kms Above The Earths Surface.
Four Satellites Are Located In Each Plane Having One Spare In Every Alternate Orbit. The
Configuration Being 21+3 Satellites. The Orbital Planes Are Inclined At 55 Degs To The
Equator.
The Orbital Period Of These Satellites Is Just Under 718 Minutes Resulting In The Satellites
Passing Over The Same Ground Point Each Day, Excepting The Fact That They Are Four
Minutes Earlier (Give Or Take 1.7 Secs).
The Orbit Design Was Developed To Guarantee That Atleast Four Satelites Are Alkways In View
At Every Point On The Earths Surface 24 Hours A Day.
Ground Segment:
The Ground Or Control Segment Refers To The Ground Based Element Of A Gps System Which
Manages The Performance Of The Satellites
This Is Through Orbital Tracking, Clock Monitoring And Therefore Fundamentally Is
Responsible For The Daily Control Of The System.
The Control Segment Of The Navstar System Consists Of Three Main Types Of Operational
Facilities.
The Master Control Station Situated At Colorado Springs Is Responsible For Overall Satellite
Control, Navigation Performance Estimation And Ephemeris Production.
Four Further Sites At Hawaii, Ascension Islands, Diego Garcia And Kwajalein Alongside The
Master Are Operated As Monitor Stations For Tracking The Satellites And Collecting Range Data
To Produce Information For Ephemeris (Orbit) Modelling.
Uplink Antennas To Transmit Navigation Data And Commands To The Satellites Have Also Be
Hoisted From Such Stations.
The Uplink Frequency Is Centered On 1783.74 Mhz, With Downlink Frequency Of 2227.5 Mhz.
User Segment:
The User Segment Mainly Consists Of The Gps Antenna And Receiver, Additional Features
However Would Include A Differential Gps Antenna And Various Interfaces Into Systems.
From Noise To Signal: The First Task For The Gps Receiver Is To Get Enough Signals From The
Satellite Transmissions Into The Receiver Itself.
It Is Usually Achieved With A Pre-Amplifier/Head Amplifier In The Antenna Unit To Boost The
Signal Before Sending It Down The Cable.
Antennas Are Designad To Receive All Signals Within The Relevant Band.The Gps Signals Are
Very Weak And Indistinguishable From The Background Noise At First And Second Glance.
These Signals Are Also Spread Over A 20 Mhz Band-Width Centered Around The L1 Frequency
Of 1575.42 Mhz. This Has The Same Effect As Transmitting A Much More Powerful Signal And
Also Allows Much More Information To Be Incorporated Into The Transmissions.
From Signal To Numbers: Most Signal Processing Tasks Are Now Undertaken In MicroProcessors, But To Allow This The Signal Must Be Converted From Analogue To Digital Form.
From Numbers To Code: The Gps Receiver Will Now Have At This Point The Ability To Sample
The Substantially Altered Frequency Of The Satellites. The Primary Task Of The Receivers Is To
Measure Ranges To The Satellites.This Is Achieved By Attempting To Identify The Code
Transmissions Superimposed On To The Signals.
Each Satellite Transmits A Unique Code, Or Technique Known As Code Division Multiple Access.
To Identify The Code The Receiver Has To Produce An Exact Replica Of The Satellite Code
Sequence And To Mach The Two Together.
From Numbers To Phase: To Make Use Of This Code Information To Produce Ranges And Thus
Position The Receiver, Also Needs Another Set Of Information, The Satellite Ephemeris.
The Ephemeris Being Modulated Over The Carrier Frequency And Needs Also To Be Extracted.
From Measurement To Position: Once The Receiver Has Produced The Necessary Information
In Terms Of Measured Pseudo Range And Navigation Data, This Is Then Poassed To A
Dedicated Microprocessor Dealing With The Position Computation And, Usually, The User
Interface As Well.
The Pseudo- Range:
The Pseudo- Range Is A Measure Of Distance From The Receiver To The Satellite, Usually
Expressed In Mts.
The Term Pseudo Is Used Because The Range Is Contaminated. For Time To Be Accurately
Measured Between The Two Sites The Clocks Must Be Accurately Synchronised. The Clocks
Between The Satellites Are Synchronised, So The Ranges Measured Between Them Would
Actuallyu Be True Ranges. But The Receiver Clock Is Not Synchronised To The Satellites Which
Gives An Error Which Can Be Resolved Mathematically, Hence The Term Pseudo-Range.
The Pseudo-Range Cannot Be Converted To A True Range Without Other Sets Of Information,
Namely Ranges To Three Other Satellites And Accurate Knowledge Of All The Satellites
Positions In Space ( And Time )
Computation Of Position:
The Ability To Measure Pseudo Range And Knowledge Of The Satellites Position At All Times,
The Gps Receiver Now Has Enough Information To Calculate A Position.
For Every Computation Of Position There Are, Then Four Unknowns Called X,Y,Z And T (For
Time). But By This Point The Receiver Has Also Managed To Acquire A Whole Series Of Knowns
Namely, Pseudo Ranges To The Satellites And The Position Of Those Satellites. As Long As The
Receiver Can Measure As Many Ranges To The Satellites As There Are Unknowns Then Position
Can Be Calculated Quite Simply Through A Series Of Four Simultaneous Equations.
This Is A Mathematical Technique That Uses A Combination Of Known Quantities To Calculate A
Combination Of Unknown Quantities, But It Does Require Symmetry In Its Equation FormsBasically The Same Number Or More Knowns To Unknowns.
This Is One Of The Primary Quality Control Indicators Available To The User Of The Gps
Receiver. It Indicates The Geometrical Relationship Of The Satellites.
The Dilution Of Precision Was The Mechanism Userd By The Gps System Planners To Identify
The Best Orbit Geometry Of The Satellites To Provide The Best User Geometries.
On Its Own The Dop Figure Is Only A Qualitative Figure With The Prescribed Numbers Not
Being Of Any Specific Units. The Most Complete Dop Is The Geometric Dilution Of Precision
(Gdop). This Is The Factor Used To Design The Orbital Arrangement Of The Satellites. Gdop
Brings Together The Four Unknowns Of The System.
The Most Frequently Used Dops Are Pdop ( Position Dilution Of Precision) And Hdop (
Horizontal Dilution Of Precision). Pdop Is Used By Those Interested In Three Dimentional
Positioning (Lat/Long/Ht). Hdop Is For Two- Dimensional Positioning. For Most Purposes Hdop
Is Used By The Marine Community.
Dop Figures Are Actually Used By A Navigator In The Following Way. If A Composite PseudoRange Measurement Error Of 10 Mts. (95% Probability) Is Assumed For The System, Then By
Multiplying This Figure By The Relevent Dop Value, Eg. 3.0, Gives An Overall Position Accuracy
Of 30 Mts. Dop Figures Are Therefore Only Relative Numbers, With Smaller Dops Giving Better
Accuracies.
The Final Constellation Is Designed To Guarantee Pdop Figures Of Better Than 12.0 All Over
The Earths Surface, Though Figures Of Better Than 7.0 Are To Be Generally Expected. For
Marine Applications Hdop Figures Are More Useful & The Design Figure Of 3.0 Is To Be
Expected For The Majority Of Coverage.
Errors Of The System.
1. Gdop - If The Configuration Of The Available Satellites Is Not Suitable, Accuracy Of The Fix Is
Affected.
2. Ionospheric & Tropospheric Delays Of Signals - While Ultra High Frequencies Are Used For
Transmission, Yet The Ionosphere & Troposphere Refract The Signals Causing Delays Which
Lead To Inaccuracy Of Positions. These Errors Can Be Reasonably Predicted & Are Fed Into A
Mathematical Model Built Into The Software Of The Receiver.
3. Satellite Clock Error - Any Errors In The Clocks On Board The Satellites Will Lead To Errors In
Time Measurement.
4. User Clock Error - Same As Above. This Is Eliminated By Using An Extra Satellite Equation
5. Deviation Of Satellites From Their Predicted Orbits - Since The Position Of The Satellites Needs
To Be Known Very Accurately, It Is Obvious That If The Satellite Deviates From Its Orbit, For
Any Reason, Then Inaccuracy In Fixes Will Result.
6. Receiver Errors - These Are Small & Are Caused Due To Internal Noise, Computational Errors,
Etc.
The Resultant Dop Figure Then Suggests The Amplification Of Pseudo-Range Measurement
Error Into User Positioning Error. Differen Dops Are Used Depending On The Type Of Position
Calculated. Hdop For A Two Dimentional Fix And Pdop For A Three Dimentional Fix.
The Dop Figures Are Used By The Navigator In The Following Way. If A Composite PseudoRange Measurement Error Of 10 Metres (95% Probablity) Is Assumed For The System, Then
Multiplying This Figure By The Relevant Dop Value, Eg. 3.0, Gives An Overall Positioning
Accuracy Of Thirty Metres. Dop Figures Are Therefore Only Relative Numbers, With Smaller
Dops Giving Better Accuracy. The Probablity Figures Detailed In The Circular Brackets Are
Indications Of The Confidence In The Position Accuracy.
Bridge Equipment - Logs
Electromagnetic Log:
In A Magnetic Field Created By A Solenoid, The Magnetic Flux Lines Extend Out In The Water.
Salt Water Being A Conductor Flowing Past The Solenoid Creates An Emf. This Is Picked Up By
A Sensor & A Pre-Calibrated Voltmetre.
The Voltage Induced Is Proportional To The Speed Of The Water.
Doppler Effect:
The Doppler Frequency Shift Is The Difference Between The Received Frequency Which Can Be
Measured & The Transmitted Frequency Which Is Known.
It Uses A Higher Frequency Than The Echo Sounder As The Smaller Wavelength Makes A
Concentrated Beam Possible Hence, Less Loss Of Energy To Water, Stronger Echoes & Smaller
Area Of Transducer Required. Also Diffused Reflection Is Acquired By The High Frequency
Which Is Neccesary Because Of Oblique Incidence Of The Transmitted Pulse.
5.
Bulk Carrier Code
Introduction:
Section 1: Definitions: Eg:
Angle Of Repose: Maximum Slope Or Angle Of Non Cohesive Granular Material / Angle Between
The Horizontal Plane & Cone Slope Of The Material.
Flow State: State Where Mass Of Granular Material Is Saturated With Liquid To An Extent That
Under The Influence Of External Forces Like Vibration Or Impaction Due To Ships Motion It
Looses Its Internal Shear Strength.
Chapter 2: General Precautions:
Hi Density Cargo Is Cargo With Sf 0.56 M^3/T Or Lower. (Gen. Cargo Generally Designed To
Carry Between 1.39-1.67 M^3/T.
1. General Fore & Aft Distribution Should Not Differ From That Found Satis. For General Cargo.
2. Max. No. Of Tonnes Loaded In Any Cargo Space Should Not Exceed 0.9lbd Tonnes ( L=Length
Of Hold In Mtrs, B=Average Breadth In Mtrs, D=Summer Draft)
3. Where Material Is Trimmed Or Only Partially Trimmed Ht Of Pile Peak Above The Cargo Floor
Should Not Exceed 1.1d X Sf
4. If The Material Is Trimmed Entirely Level, The Max No. Of Tonnesof Material Loaded In Lower
Hold May Be Incld By 20% Over The Amount Calculated By Formula, Provided Complying With
5. Shaft Tunnel Has A Stifferning Effect, The Spaces Aft Of The E/R May Be Loaded 10% In
Excess, But Complying With
Section 3: Safety Of Personnel & Ship.
Section 4: Assesment & Acceptability Of Consignements For Safe Shipment.
Gives A List Of Sub Samples To Be Taken Eg: Consignements Less Than 15000t, One 200g
Subsample For Each 125t.
Section 5: Trimming Procedures.
For Trimming Purposes Bulk Cargo Can Be Categorised As Cohesive & Non Cohesive As Defnd
In Appendix B & C.
Section 6: Methods For Determining Angle Of Repose.
1. Tilting Box Method.
2. Shipboard Method.
Described In Appendix D.
Section 7: Cargoes Which May Liquify.
Section 8: Cargoes Which May Liquify, Test Procedure.
Spot Test: Half Fill A Can (0.5-1 Ltr Cap.) With A Sample, Take Can In Hand & Strike Against
Hard Surface Atleast 25 Times From A Ht Of 25m Atleast, At 2 Sec Intervals. If Fluid Condition
Appears Send For Addnl Lab Tests.
Section 9: Materials Possesing Chemical Hazard.
Section 10: Transport Of Solid Wastes In Bulk.
Section 11: Stowage Factor Conversion Table.
Appendix A: List Of Bulk Materials Which May Liquify.
Appendix B: Bulk Materials Possessing Chemical Hazards.
IMSBC
The primary aim of the International Maritime Solid Bulk Cargoes (IMSBC) Code, which replaces
the Code of Safe Practice for Solid Bulk Cargoes (BC Code), is to facilitate the safe stowage and
shipment of solid bulk cargoes by providing information on the dangers associated with the
shipment of certain types of solid bulk cargoes and instructions on the procedures to be
adopted when the shipment of solid bulk cargoes is contemplated. The IMSBC Code, may be
applied from 1 January 2009 on a voluntary basis, anticipating its envisaged official entry into
force on 1 January 2011, from which date it will be mandatory under the provision of the
SOLAS Convention.
The IMSBC Code and its content
The format of the IMSBC Code is similar to that of the existing BC Code. Like the BC Code, the
IMSBC Code categorises cargoes into three groups - A, B and C:
Group A consist of the cargoes which may liquefy if shipped with moisture content in excess of
their transportable moisture limit.
Group B consists of cargoes which possess a chemical hazard which could give rise to a
dangerous situation on a ship.
Group C consists of cargoes which are not liable to liquefy (Group A) and do not possess
chemical hazards (Group B).
DRAFT INTERNATIONAL MARITIME SOLID BULK CARGOES (IMSBC) CODE
Table of Contents
Foreword
Section 1 General provisions and definitions
Section 2 General loading, carriage and unloading precautions
Section 3 Safety of personnel and ship
Section 4 Assessment of acceptability of consignments for safe shipment
Section 5 Trimming procedures
Section 6 Methods of determining angle of repose
Section 7 Cargoes that may liquefy
Section 8 Test procedures for cargoes that may liquefy
Section 9 Materials possessing chemical hazards
Section 10 Carriage of solid bulk wastes
Section 11 Security provisions
Section 12 Stowage factor conversion tables
Section 13 References
Appendix 1 Individual schedules of solid bulk cargoes
Appendix 2 Laboratory test procedures, associated apparatus and standards
Appendix 3 Properties of solid bulk cargoes
Appendix 4 Index of solid bulk cargoes
BLU
The resulting Code of Practice for the Safe Loading and Unloading of Bulk Carriers
(BLU Code) was approved by the MSC at its sixty-eighth session (June 1997) and
adopted by the Assembly at its twentieth session (November 1997) by resolution
A.862(20).
Section 1
Definitions
Section 2
carriers, charterers and terminal operators for the safe handling, loading, and unloading of solid
bulk
cargoes.The recommendations are subject to terminal and port requirements, or national
regulations.
Persons responsible for the loading or unloading of bulk carriers should also be aware of such
regulations
and requirements.
5
Masters and terminals loading and unloading solid bulk cargoes possessing chemical hazards
should alsorefer to SOLAS chapters II-2 and VII and to MSC/Circ.675 (Recommendations on the
Safe Transport ofDangerous Cargoes and Related Activities in Port Areas).
6
The requirements of individual terminals and port authorities should be published in terminal
and portinformation books.The type of information usually given in these books is listed in
appendix 1.Thebooks should be given to the masters of ships where possible before or on
arrival at a port or terminal.
7
It is recommended that a copy of this Code be made available to every ship, charterer and bulk
loading or
unloading terminal so that advice on operational procedures is readily available and respective
responsibilities are identified.
IMDG
The two-volume Code is divided into seven parts:
Volume 1 (parts 1, 2, 4, 5, 6 and 7 of the Code) contains sections on:
- general provisions, definitions, training
- classification
- packing and tank provisions
- consignment procedures
- construction and testing of packagings, IBCs, large packagings, portable tanks, MEGCs and
road tank vehicles
- transport operations.
Volume 2 contains part 3 (Dangerous Goods List, special provisions and exceptions), appendix A
(generic and N.O.S. Proper Shipping Names), appendix B (Glossary of terms) and an index.
Guidelines for preparation of the cargo securing manual
To comply with regulations VI/5 and VII/6 of the SOLAS Convention, the loading, stowage and
securing of cargo units and cargo transport units on board all cargo-carrying vessels other than
those that carry solid or liquid bulk cargoes must be in accordance with the instructions in a
Cargo Securing Manual that has been approved by the appropriate Administration and drawn up
to a standard at least equivalent to the guidelines adopted by IMO. The Guidelines for the
Preparation of the Cargo Securing Manual were originally issued as MSC/Circ. 745 (dated 13
June 1996). This was based on, but superseded, MSC/Circ. 385 (8 January 1985), having been
expanded to include applications explicit to ships equipped/adapted for the carriage of freight
containers, taking into account the provisions of the Code of Safe Practice for Cargo Stowage
and Securing, as amended
CHAPTER 1
1.1
1.2
GENERAL
DEFINITIONS
GENERAL INFORMATION
CHAPTER 2
2.1
2.2
2.3
CHAPTER 3
STOWAGE AND SECURING OF CONTAINERS AND OTHER STANDARDIZED
CARGO
3.1
HANDLING AND SAFETY INSTRUCTIONS
3.2
EVALUATION OF FORCES ACTING ON CARGO UNITS
3.3
APPLICATION OF PORTABLE SECURING DEVICES ON VARIOUS CARGO UNITS,
VEHICLES AND STOWAGE BLOCKS
3.4
SUPPLEMENTARY REQUIREMENTS FOR RO-RO SHIPS
3.5
BULK CARRIERS
CHAPTER 4
CARGO
4.1
4.2
4.3
4.4
CSS CODE :Code of Safe Practice for Cargo Stowage and Securing
The Code of Safe Practice for Cargo Stowage and Securing was adopted by the
Assembly of IMO at its seventeenth regular session (November 1991) by resolution
A.714(17). The Assembly recommended that Governments implement the Code at
the earliest possible opportunity and requested the MSC to keep it under review and
amend it as necessary. This has been done. The first major changes to the Code
were the amendments of MSC/Circ.664, adopted in December 1994, and
MSC/Circ.691, adopted in May 1995, which were published as the 1994/1995
Amendments to the Code of Safe Practice for Cargo Stowage and Securing,
introducing annex 13, which has been incorporated into this consolidated edition.
The present edition also includes amendments to annex 12, on safe stowage and
securing of unit loads, issued as MSC/Circ.740 in June 1996, and amendments
adopted by the MSC in May 2002, issued as MSC/Circ.1026, which saw significant
changes in the contents of annex 13. Circular 1026also includes an extension on the
scope of application recommending all lashing assemblies to be fixed to strong or
fixed points, a new table on friction coefficients and new texts on an advanced
calculation method and an alternative method on balance of forces. The book
contains, as appendices, various texts that have been issued by the Organization
and are considered relevant to cargo stowage and securing.
Content:
CHAPTER 1
GENERAL
CHAPTER 2
CHAPTER 3
CHAPTER 4
CHAPTER 5
CHAPTER 6
CHAPTER 7
ANNEX 1
SAFE STOWAGE AND SECURING CONTAINERS ON DECK OF SHIPS WHICH
ARE NOT SPECIALLY DESIGNED AND FITTED FOR THE PURPOSE OF CARRYING CONTAINERS
ANNEX 2
ANNEX 3
ANNEX 4
ANNEX 5
SAFE STOWAGE AND SECURING OF HEAVY CARGO ITEMS SUCH AS
LOCOMOTIVES, TRANSFORMERS, ETC
ANNEX 6
ANNEX 7
ANNEX 8
ANNEX 9
CONTAINERS
ANNEX 10
CONTAINERS
ANNEX 11
ANNEX 12
ANNEX 13
METHODS TO ASSESS THE EFFICIENCY OF SECURING ARRANGEMENTS
FOR NON-STANDARDIZED CARGO
RESOLUTION A.714(17) ADOPTED 6 NOVEMBER 1991
APPENDICES
APPENDIX 1
RESOLUTION A.489(XII): SAFE STOWAGE AND SECURING OF CARGO
UNITS AND OTHER ENTITIES IN SHIPS OTHER THAN CELLULAR CONTAINERSHIPS (ADOPTED
19 NOVEMBER 1981)
APPENDIX 2
MSC/CIRC. 745: GUIDELINES FOR THE PREPARATION OF THE CARGO
SECURING MANUAL (13 JUNE 1996)
APPENDIX 3
RESOLUTION A.581(14): ELEMENTS TO BE TAKEN INTO ACCOUNT WHEN
CONSIDERING THE SAFE STOWAGE AND SECURING OF CARGO UNITS AND VEHICLES IN
SHIPS (ADOPTED 17 NOVEMBER 1983)
APPENDIX 4
RESOLUTION A.581(14): GUIDELINES FOR SECURING ARRANGEMENTS
FOR THE TRANSPORT OF ROAD VEHICLES ON RO-RO SHIPS (ADOPTED 20 NOVEMBER 1985)
AS AMENDED BY MSC/CIRC. 812 OF 16 JUNE 1997
APPENDIX 5
RESOLUTION A.864(20): RECOMMENDATIONS FOR ENTERING ENCLOSED
SPACES ABOARD SHIPS (ADOPTED 27 NOVEMBER 1997)
International Code for Fire Safety Systems (FSS Code) 2007
CHAPTER 1 GENERAL
1 Application
2 Definitions
3 Use of equivalents and modern technology
4 Use of toxic extinguishing media
CHAPTER 2 INTERNATIONAL SHORE CONNECTIONS
1 Application
2 Engineering specifications
CHAPTER 3 PERSONNEL PROTECTION
1 Application
2 Engineering specifications
CHAPTER 4 FIRE EXTINGUISHERS
1 Application
2 Type approval
3 Engineering specifications
CHAPTER 5 FIXED GAS FIRE-EXTINGUISHING SYSTEMS
1 Application
2 Engineering specifications
CHAPTER 6 - FIXED FOAM FIRE-EXTINGUISHING SYSTEMS
1 Application
2 Engineering specifications
CHAPTER 7 FIXED PRESSURE WATER-SPRAYING AND WATER-MIST FIREEXTINGUISHING SYSTEMS
1 Application
2 Engineering specification
CHAPTER 8 AUTOMATIC SPRINKLER, FIRE DETECTION AND FIRE ALARM SYSTEMS
1 Application
2 Engineering specifications
CHAPTER 9 FIXED FIRE DETECTION AND FIRE ALARM SYSTEMS
1 Application
2 Engineering specifications
CHAPTER 10 SAMPLE EXTRACTION SMOKE DETECTION SYSTEMS
1 Application
2 Engineering specifications
CHAPTER 11 LOW-LOCATION LIGHTING SYSTEMS
1 Application
2 Engineering specifications
CHAPTER 12 FIXED EMERGENCY FIRE PUMPS
1 Application
2 Engineering specifications
CHAPTER 13 ARRANGEMENT OF MEANS OF ESCAPE
1 Application
2 Passenger ships
3 Cargo ships
CHAPTER 14 FIXED DECK FOAM SYSTEMS
1 Application
2 Engineering specifications
CHAPTER 15 INERT GAS SYSTEMS
1 Application
2 Engineering specifications
IBC CODE :International code for the construction and equipment of ships carrying
dangerous chemicals in bulk (IBC Code) 2007 Edition
Chapter 1 General
1.1 Application
1.2 Hazards
1.3 Definitions
1.4 Equivalents
1.5 Surveys and certification
Chapter 2 Ship survival capability and location of cargo tanks
2.1 General
2.2 Freeboard and intact stability
2.3 Shipside discharges below the freeboard deck
2.4 Conditions of loading
2.5 Damage assumptions
2.6 Location of cargo tanks
2.7 Flooding assumptions
2.8 Standard of damage
2.9 Survival requirements
Chapter 3 Ship arrangements
3.1 Cargo segregation
3.2 Accommodation, service and machinery spaces and control stations
3.3 Cargo pump-rooms
3.4 Access to spaces in the cargo area
3.5 Bilge and ballast arrangements
3.6 Pump and pipeline identification
3.7 Bow or stern loading and unloading arrangements
Chapter 4 Cargo containment
4.1 Definitions
4.2 Tank type requirements
Chapter 5 Cargo transfer
5.1 Piping scantlings
5.2 Piping fabrication and joining details
5.3 Flange connections
5.4 Test requirements for piping
5.5 Piping arrangements
5.6 Cargo-transfer control systems
5.7 Ships cargo hoses
Chapter 6 Materials of construction, protective linings and coatings
Chapter 7 Cargo temperature control
7.1 General
7.2 Additional requirements
Chapter 8 Cargo tank venting and gas-freeing arrangements
8.1 Application
8.2 Cargo tank venting
8.3 Types of tank venting systems
CHAPTER I GENERAL
1.1 Purpose
1.2 Application
1.3 Hazards
1.4 Definitions
1.5 Equivalents
1.6 Survey requirements 4]
1.7 Review of the Code
CHAPTER II SHIP SURVIVAL CAPABILITY AND CARGO TANK LOCATION
2.1 General
2.2 Freeboard and stability
2.3 Damage and Flooding assumptions
2.4 Survival requirements
2.5 Standard of damage to be applied
2.6 Location of cargo tanks
2.7 Special consideration for small ships
CHAPTER III - SHIP ARRANGEMENTS
3.1 Segregation of the cargo area
3.2 Accommodation, service and control station spaces
3.3 Cargo pump rooms and cargo compressor rooms
3.4 Cargo control rooms
3.5 Access to spaces in the cargo area
3.6 Air-locks
3.7 Bilge, ballast and fuel oil arrangements 1]
3.8 Bow or stern loading and discharge arrangements
CHAPTER IV CARGO CONTAINMENT
4.1 General
4.2 Definitions
4.3 Design loads
4.4 Structural analysis
4.5 Allowable stresses and corrosion allowance
4.6 Supports
4.7 Secondary barrier
4.8 Insulation
4.9 Materials
4.10 Construction and testing
4.11 Stress relieving for independent tanks type C
4.12 Guidance formulae for acceleration components
4.13 Stress categories
CHAPTER V PROCESS PRESSURE VESSELS AND LIQUID, VAPOUR AND PRESSURE
PIPING SYSTEMS
5.1 General
5.2 Cargo and process piping
5.3 Cargo system valving requirements
5.4 Ships cargo hoses #
5.5 Cargo transfer methods
CHAPTER VI MATERIALS OF CONSTRUCTION
6.1 General
1974
Conference resolution 2: Adoption of the International Code for the Security of Ships and of
Port Facilities
International Code for the Security of Ships and of Port Facilities Preamble
Part A: Mandatory requirements regarding the provisions of chapter XI-2 of the Annex to the
International Convention for the Safety of Life at Sea, 1974, as amended
Introduction
Objectives
Functional requirements
Definitions
Application
Responsibilities of Contracting Governments
Declaration of Security
Obligations of the Company
Ship security
Ship security assessment
Ship security plan
Records
Company security officer
Ship security officer
Training, drills and exercises on ship security
Port facility security
Port facility security assessment
Port facility security plan
Port facility security officer
Training, drills and exercises on port facility security
Verification and certification for ships
Verifications
Issue or endorsement of Certificate
Duration and validity of Certificate
Interim certification.
Appendix to part A Appendix 1: Form of the International Ship Security Certificate
Appendix 2: Form of the Interim International Ship Security Certificate
Part B: Guidance regarding the provisions of chapter XI-2 of the Annex to the International
Convention for the Safety of Life at Sea, 1974 as amended and part A of this Code
Introduction
General
Responsibilities of Contracting Governments
Setting the security level
The Company and the ship
The port facility
Information and communication
Definitions
Application
Responsibilities of Contracting Governments
Security of assessments and plans
Designated Authorities
Recognized security organizations
Cargo ballast
Crew persons on board
Fishery
Pilot
Port harbour
Miscellaneous
VI Meteorology weather
Clouds
Gale storm tropical storm
Ice Icebergs
Ice-breaker
Atmospheric pressure temperature
Sea swell
Visibility fog
Weather Weather forecast
Wind
VII Routeing of ships
VIII Communications
Acknowledge answer
Calling
Cancel
Communicate
Exercise
Reception transmission
Repeat
IX International Health Regulations
Pratique messages
Tables of complements
Medical section
Table of contents
Instructions
I Request for medical assistance
II Medical advice
Tables of complements
Medical index
Appendices
Appendix 1 Distress signals
Appendix 2 Tables of signalling flags
Appendix 3 Table of life-saving signals
Appendix 4 Radiotelephone procedures
General index
Timber Deck Cargoes, 1991 Edition
This new code was adopted in response to continuing casualties involving the shifting and loss
of timber cargoes. It was an update to the earlier Code of Safe Practice for Ships Carrying
Timber Deck Cargoes, made during the IMO Assembly's seventeenth session (November 1991)
by resolution A.715(17). I275E
CONTENT:
Chapter 1
General
Chapter 2
Stability
Chapter 3
Stowage
Chapter 4
Securing
Chapter 5
Personnel Protection and Safety Devices
Chapter 6
Action to be taken during the voyage
Appendix A
Advice on stowage practices
Appendix B
General Guidelines for the under-deck stowage of logs
Appendix C
Recommendation on intact stability for passenger and cargo ships under
100m in length, as amended, with respect to ships carrying deck cargoes
Appendix 1
Calculation of stability curves
Appendix 2
Standard conditions of loading to be examined
Appendix 3
Memorandum to Administrations on an approximate determination of ships
stability by means of rolling period tests (for ships up to 70m in length) Annex Suggested
form of guidance to the master on an approximate determination of ships stability by means of
the rolling period test
Appendix D
Text of regulation 44 of the International Convention on Load Lines 1966
Resolution A.715(17) adopted on 6 November 1991
ISGOTT:
This is the definitive Guide to the safe carriage and handling of crude oil and petroleum
products on tankers and at terminals.
ART 1: GENERAL INFORMATION
CHAPTER 1 BASIC PROPERTIES OF PETROLEUM
1.1 Vapour Pressure
18.2.3 Performance
18.2.4 Marking
18.2.5 Flow Velocities
18.2.6 Inspection,Testing and Maintenance Requirements for Dock Cargo Hoses
18.2.7 Hose Flange Standards
18.2.8 Operating Conditions
18.2.9 Extended Storage
18.2.10 Checks Before Hose Handling
18.2.11 Handling, Lifting and Suspending
18.2.12 Adjustment During Cargo Handling Operations
18.2.13 Submarine and Floating Hose Strings
18.3 Vapour Emission Control Systems
CHAPTER 19 SAFETY AND FIRE PROTECTION
19.1 Safety
19.1.1 Design Considerations
19.1.2 Safety Management
19.1.3 Permit to Work Systems General Considerations
19.2 Marine Terminal Fire Protection
19.2.1 General
19.2.2 Fire Prevention and Isolation
19.2.3 Fire Detection and Alarm Systems
19.2.4 Automatic Detection Systems
19.2.5 Selection of Fire Detectors
19.2.6 Location and Spacing of Fire Detectors
19.2.7 Fixed Combustible and Toxic Gas Detectors
19.2.8 Locating Fixed Combustible and Toxic Gas Detectors
19.2.9 Fixed Combustible and Toxic Gas Analysers
19.2.10 Fire Extinguishing System Compatibility
19.3 Alarm and Signalling Systems
19.3.1 Types of Alarm Systems
19.3.2 Types of Signal
19.3.3 Alarm and Signalling System Design
19.3.4 Alternative Alarm and Signalling System Design
19.3.5 Interface Between Detection Systems and Alarm or Fire Extinguishing Systems Circuit
Design
19.3.6 Electric Power Sources
19.4 Detection and Alarm Systems at Terminals Handling Crude Oil and Petroleum Products
19.4.1 General
19.4.2 Control Rooms/Control Buildings
19.5 Fire-Fighting Equipment
19.5.1 Terminal Fire-Fighting Equipment
19.5.2 Portable and Wheeled Fire Extinguishers and Monitors
19.5.3 Terminal Fixed Fire-Fighting Equipment
19.6 Water-Borne Fire-Fighting Equipment
19.7 Protective Clothing
19.8 Access for Fire-Fighting Services
the assigned summer timber load line and the draught corresponding to the tropical load line,
if applicable
the displacement corresponding to the above- mentioned draughts
instructions on the use of the booklet
general arrangement and capacity plans indicating the assigned use of compartments and
spaces (cargo, passenger, stores, accommodation, etc.)
a sketch indicating the position of the draught marks referred to the ship's perpendiculars
hydrostatic curves or tables corresponding to the design trim, and, if significant trim angles are
foreseen during the normal operation of the ship, curves or tables corresponding to such range
of trim are to be introduced. A reference relevant to the sea density, in t/m3, is to be included
as well as the draught measure (from keel or underkeel).
cross curves (or tables) of stability calculated on a free trimming basis, for the ranges of
displacement and trim anticipated in normal operating conditions, with indication of the
volumes which have been considered in the computation of these curves
tank sounding tables or curves showing capacities, centres of gravity, and free surface data for
each tank
lightship data from the inclining test, as indicated in Ch 3, Sec 1, [2.2], including lightship
displacement, centre of gravity co-ordinates, place and date of the inclining test, as well as the
Society approval details specified in the inclining test report. It is suggested that a copy of the
approved test report be included.
Where the above-mentioned information is derived from a sister ship, the reference to this
sister ship is to be indicated, and a copy of the approved inclining test report relevant to this
sister ship is to be included.
standard loading conditions as indicated in [1.2] and examples for developing other acceptable
loading conditions using the information contained in the booklet
intact stability results (total displacement and its centre of gravity co-ordinates, draughts at
perpendiculars, GM, GM corrected for free surfaces effect, GZ values and curve, criteria as
indicated in Ch 3, Sec 2, [2] and Ch 3, Sec 2, [3] as well as possible additional criteria specified
in Part E when applicable, reporting a comparison between the actual and the required values)
are to be available for each of the above-mentioned operating conditions. The method and
assumptions to be followed in the stability curve calculation are specified in [1.3].
information on loading restrictions (maximum allowable load on double bottom, maximum
specific gravity allowed in liquid cargo tanks, maximum filling level or percentage in liquid
cargo tanks, maximum KG or minimum GM curve or table which can be used to determine
compliance with the applicable intact and damage stability criteria) when applicable
information about openings (location, tightness, means of closure), pipes or other progressive
flooding sources
information concerning the use of any special cross-flooding fittings with descriptions of
damage conditions which may require cross-flooding, when applicable
any other guidance deemed appropriate for the operation of the ship
a table of contents and index for each booklet.
International Convention for the Safety of Life at Sea (SOLAS), 1974
Adoption: 1 November 1974; Entry into force: 25 May 1980
The SOLAS Convention in its successive forms is generally regarded as the most
important of all international treaties concerning the safety of merchant ships. The first
version was adopted in 1914, in response to the Titanic disaster, the second in 1929,
the third in 1948, and the fourth in 1960. The 1974 version includes the tacit acceptance
procedure - which provides that an amendment shall enter into force on a specified date
unless, before that date, objections to the amendment are received from an agreed
number of Parties.
As a result the 1974 Convention has been updated and amended on numerous
occasions. The Convention in force today is sometimes referred to as SOLAS, 1974, as
amended.
Technical provisions
The main objective of the SOLAS Convention is to specify minimum standards for the
construction, equipment and operation of ships, compatible with their safety. Flag States
are responsible for ensuring that ships under their flag comply with its requirements,
and a number of certificates are prescribed in the Convention as proof that this has
been done. Control provisions also allow Contracting Governments to inspect ships of
other Contracting States if there are clear grounds for believing that the ship and its
equipment do not substantially comply with the requirements of the Convention - this
procedure is known as port State control.The current SOLAS Convention includes Articles
setting out general obligations, amendment procedure and so on, followed by an Annex
divided into 12 Chapters.
Chapter I - General Provisions
Includes regulations concerning the survey of the various types of ships and the issuing
of documents signifying that the ship meets the requirements of the Convention. The
Chapter also includes provisions for the control of ships in ports of other Contracting
Governments.
Part C covers Construction and equipment of ships carrying liquefied gases in bulk and
gas carriers to comply with the requirements of the International Gas Carrier Code (IGC
Code).
Part D includes special requirements for the carriage of packaged irradiated nuclear fuel,
plutonium and high-level radioactive wastes on board ships and requires ships carrying
such products to comply with the International Code for the Safe Carriage of Packaged
Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships
(INF Code).
The chapter requires carriage of dangerous goods to be in compliance with the relevant
provisions of the International Maritime Dangerous Goods Code (IMDG Code).
Chapter VIII - Nuclear ships
Gives basic requirements for nuclear-powered ships and is particularly concerned with
radiation hazards. It refers to detailed and comprehensive Code of Safety for Nuclear
Merchant Ships which was adopted by the IMO Assembly in 1981.
Chapter IX - Management for the Safe Operation of Ships
The Chapter makes mandatory the International Safety Management (ISM) Code, which
requires a safety management system to be established by the shipowner or any person
who has assumed responsibility for the ship (the "Company").
Chapter X - Safety measures for high-speed craft
The Chapter makes mandatory the International Code of Safety for High-Speed Craft
(HSC Code).
Chapter XI-1 - Special measures to enhance maritime safety
The Chapter clarifies requirements relating to authorization of recognized organizations
(responsible for carrying out surveys and inspections on Administrations' behalves);
enhanced surveys; ship identification number scheme; and port State control on
operational requirements.
Chapter XI-2 - Special measures to enhance maritime security
Regulation XI-2/3 of the chapter enshrines the International Ship and Port Facilities
Security Code (ISPS Code). Part A of the Code is mandatory and part B contains
guidance as to how best to comply with the mandatory requirements. Regulation XI-2/8
confirms the role of the Master in exercising his professional judgement over decisions
necessary to maintain the security of the ship. It says he shall not be constrained by the
Company, the charterer or any other person in this respect.
Regulation XI-2/5 requires all ships to be provided with a ship security alert system.
,Regulation XI-2/6 covers requirements for port facilities, providing among other things
for Contracting Governments to ensure that port facility security assessments are carried
out and that port facility security plans are developed, implemented and reviewed in
accordance with the ISPS Code.Other regulations in this chapter cover the provision of
information to IMO, the control of ships in port, (including measures such as the delay,
detention, restriction of operations including movement within the port, or expulsion of a
ship from port), and the specific responsibility of Companies.