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INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974

INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974 Whole document TABLE OF CONTENTS ARTICLES OF THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974
stations of weather messages from and to ships. Ships which are unable to communicate direct with shore shall be encouraged to relay their weather messages through ocean weather ships or through other ships which are in contact with shore.

(vi) To encourage all masters to inform ships in the vicinity and also shore stations whenever they experience a wind speed of 50 knots or more (force 10 on the Beaufort scale).

(vii) To endeavour to obtain a uniform procedure in regard to the international meteorological services already specified, and, as far as is practicable, to conform to the Technical Regulations and recommendations made by the World Meteorological Organization, to which the Contracting Governments may refer for study and advice any meteorological question which may arise in carrying out the present Convention.

(c) The information provided for in this Regulation shall be furnished in form for transmission and transmitted in the order of priority prescribed by the Radio Regulations, and during transmission "to all stations" of meteorological information, forecasts and warnings, all ship stations must conform to the provisions of the Radio Regulations.

(d) Forecasts, warnings, synoptic and other meteorological reports intended for ships shall be issued and disseminated by the national service in the best position to serve various zones and areas, in accordance with mutual arrangements made by the Contracting Governments concerned.

Regulation 5: Ice Patrol Service (a) The Contracting Governments undertake to continue an ice patrol and a service for study and observation of ice conditions in the North Atlantic. During the whole of the ice season the south-eastern, southern and south-western limits of the regions of icebergs in the vicinity of the Grand Banks of Newfoundland shall be guarded for the purpose of informing passing ships of the extent of this dangerous region; for the study of ice conditions in general; and for the purpose of affording assistance to ships and crews requiring aid within the limits of operation of the patrol ships. During the rest of the year the study and observation of ice conditions shall be maintained as advisable.

(b) Ships and aircraft used for the ice patrol service and the study and observation of ice conditions may be assigned other duties by the managing Government, provided that such other duties do not interfere with their primary purpose or increase the cost of this service.

Regulation 6: Ice Patrol Management and Cost (a) The Government of the United States of America agrees to continue the management of the ice patrol service and the study and observation of ice conditions, including the dissemination of information received therefrom. The Contracting Governments specially interested in these services undertake to contribute to the expense of maintaining and operating these services; each contribution to be based upon the total gross tonnage of the vessels of each contributing Government passing through the regions of icebergs guarded by the Ice Patrol; in particular, each Contracting Government specially interested undertakes to contribute annually to the expense of maintaining and operating these services a sum determined by the ratio which the total gross tonnage of that Contracting Government's vessels passing during the ice season through the regions of icebergs guarded by the Ice Patrol bears to the combined total gross tonnage of the vessels of all contributing Governments passing during the ice season through the regions of icebergs guarded by the Ice Patrol.

Non-contracting Governments specially interested may contribute to the expense of maintaining and operating these services on the same basis. The managing Government will furnish annually to each contributing Government a statement of the total cost of maintaining and operating the Ice Patrol and of the proportionate share of each contributing Government.

(b) Each of the contributing Governments has the right to alter or discontinue its contribution, and other interested Governments may undertake to contribute to the expense. The contributing Government which avails itself of this right will continue responsible for its current contribution up to September 1 following the date of giving notice of intention to alter or discontinue its contribution. To take advantage of the said right it must give notice to the managing Government at least six months before the said September 1.

(c) If, at any time, the United States Government should desire to discontinue these services, or if one of the contributing Governments should express a wish to relinquish responsibility for its pecuniary contribution, or to have its contribution altered, or another Contracting Government should desire to undertake to contribute to the expense, the contributing Governments shall settle the question in accordance with their mutual interests.

(d) The contributing Governments shall have the right by common consent to make from time to time such alterations in the provisions of this Regulation and of Regulation 5 of this Chapter as appear desirable.

(e) Where this Regulation provides that a measure may be taken after agreement among the contributing Governments, proposals made by any Contracting Government for effecting such a measure shall be communicated to the managing Government which shall approach the other contributing Governments with a view to ascertaining whether they accept such proposals, and the results of the enquiries thus made shall be sent to the other contributing Governments and the Contracting Government making the proposals. In particular, the arrangements relating to contributions to the cost of the services shall be reviewed by the contributing Governments at intervals not exceeding three years. The managing Government shall initiate the action necessary to this end.

Regulation 7: Speed Near Ice When ice is reported on or near his course the master of every ship at night is bound to proceed at a moderate speed or to alter his course so as to go well clear of the danger zone.

Regulation 8: Routeing (a) The practice of following, particularly in converging areas, routes adopted for the purpose of separation of traffic including avoidance of passage through areas designated as areas to be avoided by ships or certain classes of ships, or for the purpose of avoiding unsafe conditions, has contributed to the safety of navigation and is recommended for use by all ships concerned.

(b) The Organization is recognized as the only international body for establishing and adopting measures on an international level concerning routeing and areas to be avoided by ships or certain classes of ships. It will collate and disseminate to Contracting Governments all relevant information.

(c) The selection of the routes and the initiation of action with regard to them, and the delineation of what constitutes converging areas, will be primarily the responsibility of the Governments concerned. In the development of routeing schemes which impinge upon international waters, or such other schemes they may wish adopted by the Organization, they will give due consideration to relevant information published by the Organization.

(d) Contracting Governments will use their influence to secure the appropriate use of adopted routes and will do everything in their power to ensure adherence to the measures adopted by the Organization in connexion with routeing of ships.

(e) Contracting Governments will also induce all ships proceeding on voyages in the vicinity of the Grand Banks of Newfoundland to avoid, as far as practicable, the fishing banks of Newfoundland north of latitude 43 ¡ãN and to pass outside regions known or believed to be endangered by ice.

Regulation 9: Misuse of Distress Signals The use of an international distress signal, except for the purpose of indicating that a ship or aircraft is in distress, and the use of any signal which may be confused with an international distress signal, are prohibited on every ship or aircraft.

Regulation 10: Distress Message-Obligations and Procedures (a) The master of a ship at sea, on receiving a signal from any source that a ship or aircraft or survival craft thereof is in distress, is bound to proceed with all speed to the assistance of the persons in distress informing them if possible that he is doing so. If he is unable or, in the special circumstances of the case, considers it unreasonable or unnecessary to proceed to their assistance, he must enter in the logbook the reason for failing to proceed to the assistance of the persons in distress.

(b) The master of a ship in distress, after consultation, so far as may be possible, with the masters of the ships which answer his call for assistance, has the right to requisition such one or more of those ships as he considers best able to render assistance, and it shall be the duty of the master or masters of the ship or ships requisitioned to comply with the requisition by continuing to proceed with all speed to the assistance of persons in distress.

(c) The master of a ship shall be released from the obligation imposed by paragraph (a) of this Regulation when he learns that one or more ships other than his own have been requisitioned and are complying with the requisition.

(d) The master of a ship shall be released from the obligation imposed by paragraph (a) of this Regulation, and, if his ship has been requisitioned, from the obligation imposed by paragraph (b) of this Regulation, if he is informed by the persons in distress or by the master of another ship which has reached such persons that assistance is no longer necessary.

(e) The provisions of this Regulation do not prejudice the International Convention for the unification of certain rules with regard to Assistance and Salvage at Sea, signed at Brussels on September 23, 1910, particularly the obligation to render assistance imposed by Article 11 of that Convention.

Regulation 11: Signalling Lamps All ships of over 150 tons gross tonnage, when engaged on international voyages, shall have on board an efficient daylight signalling lamp which shall not be solely dependent upon the ship's main source of electrical power.

Regulation 12: Shipborne Navigational Equipment (a) All ships of 1,600 tons gross tonnage and upwards shall be fitted with a radar of a type approved by the Administration. Facilities for plotting radar readings shall be provided on the bridge in those ships.

(b) All ships of 1,600 tons gross tonnage and upwards, when engaged on international voyages, shall be fitted with radio direction-finding apparatus complying with the provisions of Regulation 12 of Chapter IV.

The Administration may, in areas where it considers it unreasonable or unnecessary for such apparatus to be carried, exempt any ship of less than 5,000 tons gross tonnage from this requirement, due regard being had to the fact that radio direction-finding apparatus is of value both as a navigational instrument and as an aid to locating ships, aircraft or survival craft.

(c) All ships of 1,600 tons gross tonnage and upwards, when engaged on international voyages, shall be fitted with a gyro-compass in addition to the magnetic compass. The Administration, if it considers it unreasonable or unnecessary to require a gyro-compass, may exempt any ship of less than 5,000 tons gross tonnage from this requirement.

(d) All new ships of 500 tons gross tonnage and upwards, when engaged on international voyages, shall be fitted with an echo-sounding device.

(e) Whilst all reasonable steps shall be taken to maintain the apparatus in an efficient condition, malfunction of the radar equipment, the gyro-compass or the echo-sounding device shall not be considered as making the ship unseaworthy or as a reason for delaying the ship in ports where repair facilities are not readily available.

(f) All new ships of 1,600 tons gross tonnage and upwards, when engaged on international voyages, shall be fitted with radio equipment for homing on the radiotelephone distress frequency complying with the relevant provisions or paragraph (b) of Regulation 12 of Chapter IV.

Regulation 13: Manning The Contracting Governments undertake, each for its national ships, to maintain, or, if it is necessary, to adopt, measures for the purpose of ensuring that, from the point of view of safety of life at sea, all ships shall be sufficiently and efficiently manned.

Regulation 14: Aids to Navigation The Contracting Governments undertake to arrange for the establishment and maintenance of such aids to navigation, including radio beacons and electronic aids as, in their opinion, the volume of traffic justifies and the degree of risk requires, and to arrange for information relating to these aids to be made available to all concerned.

Regulation 15: Search and Rescue (a) Each Contracting Government undertakes to ensure that any necessary arrangements are made for coast watching and for the rescue of persons in distress at sea round its coasts. These arrangements should include the establishment, operation and maintenance of such maritime safety facilities as are deemed practicable and necessary having regard to the density of the seagoing traffic and the navigational dangers and should, so far as possible, afford adequate means of locating and rescuing such persons.

(b) Each Contracting Government undertakes to make available information concerning its existing rescue facilities and the plans for changes therein, if any.

Regulation 16: Life-Saving Signals The following signals shall be used by life-saving stations and maritime rescue units when communicating with ships or persons in distress and by ships or persons in distress when communicating with life-saving stations and maritime rescue units. The signals used by aircraft engaged in search and rescue operations to direct ships are indicated in paragraph (d) below. An illustrated table describing the signals listed below shall be readily available to the officer of the watch of every ship to which this Chapter applies.

(a) Replies from life-saving stations or maritime rescue units to distress signals made by a ship or person: |----------------------- | Signal Signification |By day-Orange smoke signal or |combined light and sound signal |(thunderlight) consisting of three "You are seen-assistance will be |single signals which are fired at intervals } given as soon as possible." |of approximately one minute. (Repetition of such signals shall have |By night-White star rocket consisting the same meaning.) | of three single signals which are |fired at intervals of approximately |one minute.

|----------------------- If necessary the day signals may be given at night or the night signals by day.

(b) Landing signals for the guidance of small boats with crews or persons in distress: |----------------------- | Signal Signification |----------------------- |By day-Vertical motion of a white flag or the |arms or firing of a green star-signal or |signalling the code letter zx "K" (-.-) given |by light or sound-signal apparatus.

|By night-Vertical motion of a white light } "This is the best place to land." |or flare, or firing of a green star-signal or |signalling the code letter "K" (-.-) given by |light or sound-signal apparatus, A range |(indication of direction) may be given |by placing a steady white light or flare at |a lower level and in line with the observer.

|----------------------- |By day-Horizontal motion of a |white flag or arms extended horizontally |or firing of a red star-signal or |signalling the code letter "S" (...) |given by light or sound-signal apparatus. } "Landing here highly dangerous." By night-Horizontal motion of a white light or flare or firing of a red star-signal or signalling the code letter "S" (...) given by light or sound signal apparatus.

|----------------------- |By day-Horizontal motion of a |white flag, followed by the placing of |the white flag in the ground and the |carrying of another white flag in the |direction to be indicated or firing of a |red star-signal vertically and a white |star-signal in the direction towards "Landing here highly dangerous. A |the better landing place or signalling } more favourable location for landing |the code letter "S" (...) followed by is in the direction indicated." |the code letter "R" (.-.) if a better |landing place for the craft in distress |is located more to the right in the |direction of approach or the code |letter "L" (.-..) if a better landing |place for the craft in distress is |located more to the left in the direction of approach.

| |----------------------- |By night-Horizontal motion of a |white light or flare, followed by the |placing of the white light or flare on |the ground and the carrying of |another white light or flare in the |direction to be indicated or firing of a |red star-signal vertically and a white |star-signal in the direction towards "Landing here highly dangerous. A |the better landing place or signalling } more favourable location for landing |the code letter "S" (...) followed by is in the direction indicated." |code letter "R" (.-.) if a better |landing place for the craft in distress |is located more to the right in the |direction of approach or the code |letter "L" (.-..) if a better landing |place for the craft in distress is located |more to the left of the direction |of approach.

|----------------------- (c) Signals to be employed in connexion with the use of shore life-saving apparatus: ------------------ By day-Vertical motion of a white In general-"Affirmative".

flag or the arms or firing of a green Specifically: star-signal } "Rocket line is held." By night-Vertical motion of a white "Tail block is made fast." light or flare of firing of a green "Hawser is made fast." star-signal. "Man is in the breeches buoy." "Haul away." ------------------ By day-Horizontal motion of a white flag or arms extended horizontally In general-"Negative." or firing of a red star-signal. Specifically: By night-Horizontal motion of a } "Slack away." white light or flare or firing of a red "A vast hauling." star-signal.

------------------ (d) Signals used by aircraft engaged on search and rescue operations to direct ships towards an aircraft, ship or person in distress (see explanatory Note below): (i) The following procedures performed in sequence by an aircraft mean that the aircraft is directing a surface craft towards an aircraft or a surface craft in distress: (1) circling the surface craft at least once; (2) crossing the projected course of the surface craft close ahead at a low altitude, opening and closing the throttle or changing the propeller pitch; (3) heading in the direction in which the surface craft is to be directed.

Repetition of such procedures has the same meaning.

(ii) The following procedure performed by an aircraft means that the assistance of the surface craft to which the signal is directed is no longer required: -crossing the wake of the surface craft close astern at a low altitude, opening and closing the throttle or changing the propeller pitch.

Note: Advance notification of changes in these signals will be given by the Organization as necessary.

Regulation 17: Pilot Ladders and Mechanical Pilot Hoists Ships engaged on voyages in the course of which pilots are likely to be employed shall comply with the following requirements: (a) Pilot Ladders (i) The ladder shall be efficient for the purpose of enabling pilots to embark and disembark safely, kept clean and in good order and may be used by officials and other persons while a ship is arriving at or leaving a port.

(ii) The ladder shall be secured in a position so that it is clear from any possible discharges from the ship, that each step rests firmly against the ship's side, that it is clear so far as is practicable of the finer lines of the ship and that the pilot can gain safe and convenient access to the ship after climbing not less than 1.5 metres (5 feet) and not more than 9 metres (30 feet). A single length of ladder shall be used capable of reaching the water from the point of access to the ship; in providing for this due allowance shall be made for all conditions of loading and trim of the ship and for an adverse list of 15 degrees.

whenever the distance from sea level to the point of access to the ship is more than 9 metres (30 feet), access from the pilot ladder to the ship shall be by means of an accommodation ladder or other equally safe and convenient means.

(iii) The steps of the pilot ladder shall be: (1) of hardwood, or other material of equivalent properties, made in one piece, free of knots, having an efficient non-slip surface; the four lowest steps may be made of rubber of sufficient strength and stiffness or of other suitable material of equivalent characteristics; (2) not less than 480 millimetres (19 inches) long, 115 millimetres (4 1/2 inches) wide, and 25 millimetres (1 inch) in depth, excluding any non-slip device; (3) equally spaced not less than 300 millimetres (12 inches) nor more than 380 millimetres (15 inches) apart and be secured in such a manner that they will remain horizontal.

(iv) No pilot ladder shall have more than two replacement steps which are secured in position by a method different from that used in the original construction of the ladder and any steps so secured shall be replaced as soon as reasonably practicable by steps secured in position by the method used in the original construction of the ladder. When any replacement step is secured to the side ropes of the ladder by means of grooves in the sides of the step, such grooves shall be in the longer sides of the step.

(v) The side ropes of the ladder shall consist of two uncovered manila ropes not less than 60 millimetres (2 1/4 inches) in circumference on each side. Each rope shall be continuous with no joints below the top step. Two man-ropes properly secured to the ship and not less than 65 millimetres (2 1/2 inches) in circumference and a safety line shall be kept at hand ready for use if required.

(vi) Battens made of hardwood, or other material of equivalent properties, in one piece and not less than 1.80 metres (5 feet 10 inches) long shall be provided at such intervals as will prevent the pilot ladder from twisting. The lowest batten shall be on the fifth step from the bottom of the ladder and the interval between any batten and the next shall not exceed 9 steps.

(vii) Means shall be provided to ensure safe and convenient passage on to or into and off the ship between the head of the pilot ladder or of any accommodation ladder or other appliance provided. Where such passage is by means of a gateway in the rails or bulwark, adequate handholds shall be provided. Where such passage is by means of a bulwark ladder, such ladder shall be securely attached to the bulwark rail or platform and two handhold stanchions shall be fitted at the point of boarding or leaving the ship not less than 0.70 metre (2 feet 3 inches) nor more than 0.80 metre (2 feet 7 inches) apart. Each stanchion shall be rigidly secured to the ship's structure at or near its base and also at a higher point, shall be not less than 40 millimetres (1 1/2 inches) in diameter and shall extend not less than 1.20 metres (3 feet 11 inches) above the top of the bulwark.

(viii) Lighting shall be provided at night such that both the pilot ladder overside and also the position where the pilot boards the ship shall be adequately lit. A lifebuoy equipped with a self-igniting light shall be kept at hand ready for use. A heaving line shall be kept at hand ready for use if required.

(ix) Means shall be provided to enable the pilot ladder to be used on either side of the ship.

(x) The rigging of the ladder and the embarkation and disembarkation of a pilot shall be supervised by a responsible officer of the ship.

(xi) Where on any ship constructional features such as rubbing bands would prevent the implementation of any of these provisions, special arrangements shall be made to the satisfaction of the Administration to ensure that persons are able to embark and disembark safely.

(b) Mechanical Pilot Hoists (i) A mechanical pilot hoist, if provided, and its ancillary equipment shall be of a type approved by the Administration. It shall be of such design and construction as to ensure that the pilot can be embarked and disembarked in a safe manner including a safe access from the hoist to the deck and vice versa.

(ii) A pilot ladder complying with the provisions of paragraph (a) of this Regulation shall be kept on deck adjacent to the hoist and available for immediate use.

Regulation 18: VHF Radiotelephone Stations When a Contracting Government requires ships navigating in an area under its sovereignty to be provided with a Very High Frequency (VHF) radiotelephone station to be used in conjunction with a system which it has established in order to promote safety of navigation, such station shall comply with the provisions of Regulation 17 of Chapter IV and shall be operated in accordance with Regulation 8 of Chapter IV.

Regulation 19: Use of the Automatic Pilot (a) In areas of high traffic density, in conditions of restricted visibility and in all other hazardous navigational situations where the automatic pilot is used, it shall be possible to establish human control of the ship's steering immediately.

(b) In circumstances as above, it shall be possible for the officer of the watch to have available without delay the services of a qualified helmsman who shall be ready at all times to take over steering control.

(c) The change-over from automatic to manual steering and vice versa shall be made by or under the supervision of a responsible officer.

Regulation 20: Nautical Publications All ships shall carry adequate and up-to-date charts, sailing directions, lists of lights, notices to mariners, tide tables and all other nautical publications necessary for the intended voyage.

Regulation 21: International Code of Signals All ships which in accordance with the present Convention are required to carry a radiotelegraph or a radiotelephone installation shall carry the International Code of Signals. This publication shall also be carried by any other ship which in the opinion of the Administration has a need to use it.

CHAPTER VI CARRIAGE OF GRAIN PART A GENERAL PROVISIONS
Regulation 1: Application Unless expressly provided otherwise, this Chapter, including Parts A, B and C, applies to the carriage of grain in all ships to which the present Regulations apply.

Regulation 2: Definitions (a) The term "grain" includes wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms thereof, whose behaviour is similar to that of grain in its natural state.

(b) The term "filled compartment" refers to any compartment in which, after loading and trimming as required under Regulation 3, the bulk grain is at its highest possible level.

(c) The term "partly filled compartment" refers to any compartment wherein bulk grain is not loaded in the manner prescribed in paragraph (b) of this Regulation.

(d) The term "angle of flooding" (¦È ) means an angle of heel at which openings in the hull, superstructures or deckhouses, which cannot be closed weathertight, immerse. In applying this definition, small openings through which progressive flooding cannot take place need not be considered as open.

Regulation 3: Trimming of Grain All necessary and reasonable trimming shall be performed to level all free grain surfaces and to minimize the effect of grain shifting.

(a) In any "filled compartment", the bulk grain shall be trimmed so as to fill all the spaces under the decks and hatch covers to the maximum extent possible.

(b) After loading, all free grain surfaces in "partly filled compartments" shall be level.

(c) The Administration issuing the document of authorization may, under Regulation 9 of this Chapter, grant dispensation from trimming in those cases where the underdeck void geometry resulting from free flowing grain into a compartment, which may be provided with feeding ducts, perforated decks or other similar means, is taken into account to its satisfaction when calculating the void depths.

Regulation 4: Intact Stability Requirements (a) The calculations required by this Regulation shall be based upon the stability information provided in accordance with Regulation 19 of Chapter II-1, of the present Convention, or with the requirements of the Administration issuing the document of authorization under Regulation 10 of this Chapter.

(b) The intact stability characteristics of any ship carrying bulk grain shall be shown to meet, throughout the voyage, at least the following criteria after taking into account in the manner described in Part B, the heeling moments due to grain shift: (i) the angle of heel due to the shift of grain shall be not greater than 12 degrees except that an Administration giving authorization in accordance with Regulation 10 of this Chapter may require a lesser angle of heel if it considers that experience shows this to be necessary.* [* For example, the permissible angle of heel might be limited to the angle of heel at which the edge of the weather deck would be immersed in still water.] (ii) in the statical stability diagram, the net or residual area between the heeling arm curve and the righting arm curve up to the angle of heel of maximum difference between the ordinates of the two curves, or 40 degrees or the "angle of flooding" (¦È ), whichever is the least, shall in all conditions of loading be not f less than 0.075 metre-radians; and (iii) the initial metacentric height, after correction for the free surface effects of liquids in tanks, shall be not less than 0.30 metre.

(c) Before loading bulk grain the master shall, if so required by the Contracting Government of the country of the port of loading, demonstrate the ability of the ship at all stages of any voyage to comply with the stability criteria required by paragraph (b) of this Regulation using the information approved and issued under Regulations 10 and 11 of this Chapter.

(d) After loading, the master shall ensure that the ship shall be upright before proceeding to sea.

Regulation 5: Longitudinal Divisions and Saucers (a) In both "filled compartments" and "partly filled compartments", longitudinal divisions may be provided as a device either to reduce the adverse heeling effect of grain shift or to limit the depth of cargo used for securing the grain surface. Such divisions shall be fitted grain-tight and constructed in accordance with the provisions of Section I of Part C of this Chapter.

(b) In a "filled compartment", a division, if fitted to reduce the adverse effects of grain shift, shall: (i) in a 'tween-deck compartment extend from deck to deck; and (ii) in a hold extend downwards from the underside of the deck or hatch covers as described in Section II of Part B of this Chapter.

Except in the case of linseed and other seeds having similar properties, a longitudinal division beneath a hatchway may be replaced by a saucer formed in the manner described in Section I of Part C of this Chapter.

(c) In a "partly filled compartment", a division, if fitted, shall extend from one-eighth of the maximum breadth of the compartment above the level of the grain surface and to the same distance below the grain surface. When used to limit the depth of overstowing, the height of the centreline division shall be at least 0.6 metre above the level grain surface.

(d) Furthermore, the adverse heeling effects of grain shift may be reduced by tightly stowing the wings and ends of a compartment with bagged grain or other suitable cargo adequately restrained from shifting.

Regulation 6: Securing (a) Unless account is taken of the adverse heeling effect due to grain shift in accordance with these Regulations, the surface of the bulk grain in any "partly filled compartment" shall be level and topped off with bagged grain tightly stowed and extending to a height of not less than one-sixteenth of the maximum breadth of the free grain surface or 1.2 metres, whichever is the greater. Instead of bagged grain, other suitable cargo exerting at least the same pressure may be used.

(b) The bagged grain or such other suitable cargo shall be supported in the manner described in Section II of Part C of this Chapter.

Alternatively, the bulk grain surface may be secured by strapping or lashing as described in that Section.

Regulation 7: Feeders and Trunks If feeders or trunks are fitted, proper account shall be taken of the effects thereof when calculating the heeling moments as described in Section III of Part B of this Chapter. The strength of the divisions forming the boundaries of such feeders shall conform with the provisions of Section I of Part C of this Chapter.

Regulation 8: Combination Arrangements Lower holds and 'tween-deck spaces in way thereof may be loaded as one compartment provided that, in calculating transverse heeling moments, proper account is taken of the flow of grain into the lower spaces.

Regulation 9: Application of Parts B and C An Administration or a Contracting Government on behalf of an Administration may authorize departure from the assumptions contained in Parts B and C of this Chapter in those cases where it considers this to be justified having regard to the provisions for loading or the structural arrangements, provided the stability criteria in paragraph (b) of Regulation 4 of this Chapter are met. Where such authorization is granted under this Regulation, particulars shall be included in the document of authorization or grain loading data.

Regulation 10: Authorization (a) A document of authorization shall be issued for every ship loaded in accordance with the Regulations of this Chapter either by the Administration of an organization recognized by it or by a Contracting Government on behalf of the Administration. It shall be accepted as evidence that the ship is capable of complying with the requirements of these Regulations.

(b) The document shall accompany and refer to the grain loading stability booklet provided to enable the master to meet the requirements of paragraph (c) of Regulation 4 of this Chapter. This booklet shall meet the requirements of Regulation 11 of this Chapter.

(c) Such a document, grain loading stability data and associated plans may be drawn up in the official language or languages of the issuing country. If the language used is neither English nor French, the text shall include a translation into one of these languages.

(d) A copy of such a document, grain loading stability data and associated plans shall be placed on board in order that the master, if so required, shall produce them for the inspection of the Contracting Government of the country of the port of loading.

(e) A ship without such a document of authorization shall not load grain until the master demonstrates to the satisfaction of the Administration or the Contracting Government of the port of loading on behalf of the Administration that the ship in its proposed loaded condition will comply with the requirements of these Regulations.

Regulation 11: Grain Loading Information This information shall be sufficient to allow the master to determine in all reasonable loading conditions the heeling moments due to grain shift calculated in accordance with Part B of this Chapter. It shall include the following: (a) Information which shall be approved by the Administration or by a Contracting Government on behalf of the Administration: (i) curves or tables of grain heeling moments for every compartment, filled or partly filled, or combination thereof, including the effects of temporary fittings; (ii) tables of maximum permissible heeling moments or other information sufficient to allow the master to demonstrate compliance with the requirements of paragraph (c) of Regulation 4 of this Chapter; (iii) details of the scantlings of any temporary fittings and where applicable the provisions necessary to meet the requirements of Section I (E) of Part C of this Chapter; (iv) typical loaded service departure and arrival conditions and where necessary, intermediate worst service conditions; (v) a worked example for the guidance of the master; (vi) loading instructions in the form of notes summarizing the requirements of this Chapter.

(b) Information which shall be acceptable to the Administration or to a Contracting Government on behalf of the Administration: (i) ship's particulars; (ii) lightship displacement and the vertical distance from the intersection of the moulded base line and midship section to the centre of gravity (KG); (iii) table of free surface corrections; (iv) capacities and centres of gravity.

Regulation 12: Equivalents Where an equivalent accepted by the Administration in accordance with Regulation 5 of Chapter I of this Convention is applied, particulars shall be included in the document of authorization or grain loading data.

Regulation 13: Exemptions for Certain Voyages The Administration, or a Contracting Government on behalf of the Administration may, if it considers that the sheltered nature and conditions of the voyage are such as to render the application of any of the requirements of Regulations 3 to 12 of this Chapter unreasonable or unnecessary, exempt from those particular requirements individual ships or classes of ships.

PART B CALCULATION OF ASSUMED HEELING MOMENTS SECTION I-DESCRIPTION OF THE ASSUMED VOIDS AND METHOD OF CALCULA-TING INTACT STABILITY (A) General (a) For the purpose of calculating the adverse heeling moment due to a shift of cargo surface in ships carrying bulk grain it shall be assumed that: (i) In "filled compartments" which have been trimmed in accordance with Regulation 3 of this Chapter a void exists under all boundary surfaces having an inclination to the horizontal less than 30 degrees and that the void is parallel to the boundary surface having an average depth calculated according to the formula: |---------| | Vd=Vd +0.75(d-600)mm | | 1 | |---------| Where: Vd= Average void depth in mm; |---------------| | Vd =Standard void depth from Table I below; | | 1 | |---------------| d= Actual girder depth in mm.

In no case shall Vd be assumed to be less than 100 mm.

TABLE I |-------------------| | Distance from hatchend or Standard void depth Vd | | 1 | | hatchside to boundary of | | compartment | | metres mm | | 0.5 570 | | 1.0 530 | | 1.5 500 | | 2.0 480 | | 2.5 450 | | 3.0 440 | | 3.5 430 | | 4.0 430 | | 4.5 430 | | 5.0 430 | | 5.5 450 | | 6.0 470 | | 6.5 490 | | 7.0 520 | | 7.5 550 | | 8.0 590 | |-------------------| Notes on Table I: |--| For distances greater than 8.0 metres the standard void depth |Vd | | 1| |--| shall be linearly extrapolated at 80 mm increase for each 1.0 metre increase in distance. Where there is a difference in depth between the hatchside girder of its continuation and the hatchend beam the greater depth shall be used except that: (1) when the hatchside girder or its continuation is shallower than the hatchend beam the voids abreast the hatchway may be calculated using the lesser depth; and (2) when the hatchend beam is shallower than the hatchside girder or its continuation the voids fore and aft of the hatchway inboard of the continuation of the hatchside girder may be calculated using the lesser depth; (3) where there is a raised deck clear of a hatchway the average void depth measured from the underside of the raised deck shall be calculated using the standard void depth in association with a girder depth of the hatchend beam plus the height of the raised deck.

(ii) In "filled compartments" which are not trimmed in accordance with Regulation 3 of this Chapter and where the boundary surface has an inclination to the horizontal which is less than 30 degrees, the cargo surface has an inclination of 30 degrees to the horizontal after loading.

(iii) Within filled hatchways and in addition to any open void within the hatch cover there is a void of average depth of 150 mm measured down to the grain surface from the lowest part of the hatch cover or the top of the hatchside coaming, whichever is the lower.

(b) The description of the pattern of grain surface behaviour to be assumed in "partly filled compartments" is shown in Section IV of this Part.

(c) For the purpose of demonstrating compliance with the stability criteria in paragraph (b) of Regulation 4 of this Chapter (see Figure 1), the ship's stability calculations shall be normally based upon the assumption that the centre of gravity of cargo in a "filled compartment" is at the volumetric centre of the whole cargo space. In those cases where the Administration authorizes account to be taken of the effect of assumed underdeck voids on the vertical position of the centre of gravity of the cargo in "filled compartments" it will be necessary to compensate for the adverse effect of the vertical shift of grain surfaces by increasing the assumed heeling moment due to the transverse shift of grain as follows: total heeling moment=1.06 ¡Ácalculated transverse heeling moment.

In all cases the weight of cargo in a "filled compartment" shall be the volume of the whole cargo space divided by the stowage factor.

(d) In "partly filled compartments" the adverse effect of the vertical shift of grain surfaces shall be taken into account as follows: total heeling moment=1.12 ¡Ácalculated transverse heeling moment.

(e) Any other equally effective method may be adopted to make the compensation required in paragraphs (c) and (d) above. Figure 1 Notes on Figure 1: (1) Where: |--| Assumed Volumetric Heeling Moment due to Transverse Shift | ¦Ë |= --------------- | 0| |--| Stowage Factor ¡ÁDisplacement |---|--| | ¦Ë |= 0.8¡Á |¦Ë | ; | 40| 0 | |---|--| Stowage factor = Volume per unit weight of grain cargo; Displacement = Weight of ship, fuel, fresh water, stores etc. and cargo.

(2) The righting arm curve shall be derived from cross-curves which are sufficient in number to accurately define the curve for the purpose of these requirements and shall include cross-curves at 12 degrees and 40 degrees.

SECTION II-ASSUMED VOLUMETRIC HEELING MOMENT OF A FILLED COMPART-MENT (A) General (a) The pattern of grain surface movement relates to a transverse section across the portion of the compartment being considered and the resultant heeling moment should be multiplied by the length to obtain the total moment for that portion.

(b) The assumed transverse heeling moment due to grain shifting is a consequence of final changes of shape and position of voids after grain has moved from the high side to the low side.

(c) The resulting grain surface after shifting shall be assumed to be at 15 degrees to the horizontal.

(d) In calculating the maximum void area that can be formed against a longitudinal structural member, the effects of any horizontal surfaces, e.g. flanges or face bars, shall be ignored.

(e) The total areas of the initial and final voids shall be equal.

(f) A discontinuous longitudinal division shall be considered effective over its full length.

(B) Assumptions In the following paragraphs it is assumed that the total heeling moment for a compartment is obtained by adding the results of separate considerations of the following portions: (a) Before and abaft hatchways: (i) If a compartment has two or more main hatchways through which loading may take place the depth of the underdeck void for the portion (s) between such hatchways shall be determined using the fore and aft distance to the midpoint between the hatchways.

(ii) After the assumed shift of grain the final void pattern shall be as shown in Figure 2 below: Figure 2 Notes on Figure 2: (1) If the maximum void area which can be formed against the girder at B is less than the initial area of the void under AB, i.e. AB¡ÁVd, the excess area shall be assumed to transfer to the final void on the high side.

(2) If the longitudinal division at C is one which has been provided in accordance with sub-paragraph (b) (ii) of Regulation 5 of this Chapter it shall extend to at least 0.6 metre below D or E whichever gives the greater depth.

(b) In and abreast hatchways: After the assumed shift of grain the final void pattern shall be as shown in the following Figure 3 or figure 4. Figure 3 Notes on Figure 3: (1) AB Any area in excess of that which can be formed against the girder at B shall transfer to the final void area in the hatchway.

(2) CD Any area in excess of that which can be formed against the girder at E shall transfer to the final void area on the high side.

Figure 4: ommited.

Notes on Figure 4: (1) If the centreline division is one which has been provided in accordance with sub-paragraph (b) (ii) of Regulation 5 of this Chapter it shall extend to at least 0.6 metre below H or J whichever gives the greater depth.

(2) The excess void area from AB shall transfer to the low side half of the hatchway in which two separate final void areas will be formed viz.

one against the centreline division and the other against the hatchside coaming and girder on the high side.

(3) If a bagged saucer or bulk bundle is formed in a hatchway it shall be assumed, for the purpose of calculating transverse heeling moment, that such a device is at least equivalent to the centreline division.

(C) Compartments Loaded in Combination The following paragraphs describe the pattern of void behaviour which shall be assumed when compartments are loaded in combination: (a) Without effective centreline divisions: (i) Under the upper deck-as for the single deck arrangement described in Section II (B) of this Part.

(ii) Under the second deck-the area of void available for transfer from the low side, i.e. original void area less area against the hatchside girder, shall be assumed to transfer as follows: one half to the upper deck hatchway and one quarter each to the high side under the upper and second deck.

(iii) Under the third and lower decks-the void areas available for transfer from the low side of each of these decks shall be assumed to transfer in equal quantities to all the voids under the decks on the high side and the void in the upper deck hatchway.

(b) With effective centreline divisions which extend into the upper deck hatchway: (i) At all deck levels abreast the division the void areas available for transfer from the low side shall be assumed to transfer to the void under the low side half of the upper deck hatchway.

(ii) At the deck level immediately below the bottom of the division the void area available for transfer from the low side shall be assumed to transfer as follows: one half to the void under the low side half of the upper deck hatchway and the remainder in equal quantities to the voids under the decks on the high side.

(iii) At deck levels lower than those described in sub-paragraphs (i) and (ii) of this paragraph the void area available for transfer from the low side of each of those decks shall be assumed to transfer in equal quantities to the voids in each of the two halves of the upper deck hatchway on each side of the division and the voids under the decks on the high side.

(c) With effective centreline divisions which do not extend into the upper deck hatchway: Since no horizontal transfer of voids may be assumed to take place at the same deck level as the division the void area available for transfer from the low side at this level shall be assumed to transfer above the division to voids on the high sides in accordance with the principles of paragraphs (a) and (b) above.

SECTION III-ASSUMED VOLUMETRIC HEELING MOMENT OF FEEDERS ANDTRUNKS (A) Suitably Placed Wing Feeders (See Figure 5) It may be assumed that under the influence of ship motion underdeck voids will substantially filled by the flow of grain from a pair of longitudinal feeders provided that: (a) the feeders extend for the full length of the deck and that the perforations therein are adequately spaced; (b) the volume of each feeder is equal to the volume of the underdeck void outboard of the hatchside girder and its continuation. Figure 5 (B) Trunks Situated over Main Hatchways After the assumed shift of grain the final void pattern shall be as shown in Figure 6. Figure 6 Note on Figure 6: If the wing spaces in way of the trunk cannot be properly trimmed in accordance with Regulation 3 of this Chapter it shall be assumed that a 25 degree surface shift takes place.

SECTION IV-ASSUMED VOLUMETRIC HEELING MOMENT OF PARTLY FILLED COM-PARTMENTS (A) General When the free surface of the bulk grain has not been secured in accordance with Regulation 6 of this Chapter it shall be assumed that the grain surface after shifting shall be at 25 degrees to the horizontal.

(B) Discontinuous Longitudinal Divisions In a compartment in which the longitudinal divisions are not continuous between the transverse boundaries, the length over which any such divisions are effective as devices to prevent full width shifts of grain surfaces shall be taken to be the actual length of the portion of the division under consideration less two-sevenths of the greater of the transverse distances between the division and its adjacent division or ship's side.

This correction does not apply in the lower compartments of any combination loading in which the upper compartment is either a "filled compartment" or a "partly filled compartment".

SECTION V-ALTERNATIVE LOADING ARRANGEMENTS FOR EXISTING SHIPS (A) General A ship loaded in accordance with either Sub-Section (B) of Sub-Section (C) below shall be considered to have intact stability characteristics at least equivalent to the requirements of paragraph (b) of Regulation 4 of this Chapter. Documents of authorization permitting such loadings shall be accepted under the provisions of paragraph (e) of Regulation 10 of this Chapter.

For the purpose of this Part, the term "Existing Ship" means a ship, the keel of which is laid before the date of coming into force of this Chapter.

(B) Stowage of Specially Suitable Ships (a) Notwithstanding anything contained in Part B of this Chapter, bulk grain may be carried without regard to the requirements specified therein in ships which are constructed with two or more vertical or sloping grain-tight longitudinal divisions suitably disposed to limit the effect of any transverse shift of grain under the following conditions: (i) as many holds and compartments as possible shall be full and trimmed full; (ii) for any specified arrangement of stowage the ship will not list to an angle greater than 5 degrees at any stage of the voyage where: (1) in holds or compartments which have been trimmed full the grain surface settled 2 per cent by volume from the original surface and shifts to an angle of 12 degrees with that surface under all boundaries of these holds and compartments which have an inclination of less than 30 degrees to the horizontal; (2) in "partly filled compartments or holds" free grain surfaces settle and shift as in sub-paragraph (ii) (1) of this paragraph or to such larger angle as may be deemed necessary by the Administration, or by a Contracting Government on behalf of the Administration, and grain surfaces if overstowed in accordance with Regulation 5 of this Chapter shift to an angle of 8 degrees with the original levelled surfaces. For the purpose of sub-paragraph (ii) of this paragraph shifting boards, if fitted, will be considered to limit the transverse shift of the surface of the grain; (iii) the master is provided with a grain loading plan covering the stowage arrangements to be adopted and a stability booklet, both approved by the Administration, or by a Contracting Government on behalf of the Administration, showing the stability conditions upon which the calculations given in sub-paragraph (ii) of this paragraph are based.

(b) The Administration, or a Contracting Government on behalf of the Administration, shall prescribe the precautions to be taken against shifting in all other conditions of loading of ships designed in accordance with paragraph (B) (a) of this Section which meet the requirements of sub-paragraphs (ii) and (iii) of that paragraph.

(C) Ships Without Documents of Authorization A ship not having on board documents of authorization issued in accordance with Regulations 4 and 10 of this Chapter may be permitted to load bulk grain under the requirements of Sub-Section (B) of this Section or provided that: (a) All "filled compartments" shall be fitted with centreline divisions extending for the full length of such compartments which extend downwards from the underside of the deck or hatch covers to a distance below the deck line of at least one-eighth of the maximum breadth of the compartment or 2.4 metres, whichever is the greater except that saucers constructed in accordance with Section II of Part C may be accepted in lieu of a centreline division in and beneath a hatchway.

(b) All hatches to "filled compartments" shall be closed and covers secured in place.

(c) All free grain surfaces in "partly filled compartments" shall be trimmed level and secured in accordance with Section II of Part C.

(d) Throughout the voyage the metacentric height after correction for the free surface effects of liquids in tanks shall be 0.3 metre or that given by the following formula, whichever is the greater: |---------| | | | LBVd(0.25B-0.645 ¡ÌVdB | | GM =------ | | R | | SF¡Á¡÷¡Á0.0875 | |---------| Where: L= total combined length of all full compartments; B= moulded breadth of vessel; SF= stowage factor; Vd= calculated average void depth as per paragraph (a) (i) of Section I (A) of this Part; ¡÷= displacement.

PART C GRAIN FITTINGS AND SECURING
SECTION I-STRENGTH OF GRAIN FITTINGS (A) General (a) Timber All timber used for grain fittings shall be of good sound quality and of a type and grade which has been proved to be satisfactory for this purpose. The actual finished dimensions of the timber shall be in accordance with the dimensions hereinafter specified in this Part. Plywood of an exterior type bonded with waterproof glue and fitted so that the direction of the grain in the face plies is perpendicular to the supporting uprights or binder may be used provided that its strength is equivalent to that of solid timber of the appropriate scantlings.

(b) Working Stresses When calculating the dimensions of divisions loaded on one side, using the Tables in paragraph (a) and (b) of Sub-Section (C) of this Section, the following working stresses should be adopted: For divisions of steel ................ 2000 kg per square cm For divisions of wood .................. 160 kg per square cm (c) Other Materials Materials other than wood or steel may be approved for such divisions provided that proper regard has been paid to their mechanical properties.

(d) Uprights (i) Unless means are provided to prevent the ends of uprights being dislodged from their sockets, the depth of housing at each end of each upright shall be not less than 75 mm. If an upright is not secured at the top, the uppermost shore or stay shall be fitted as near thereto as is practicable.

(ii) The arrangements provided for inserting shifting boards by removing a part of the cross-section of an upright shall be such that the local level of stresses is not unduly high.

(iii) The maximum bending moment imposed upon an upright supporting a division loaded on one side shall normally be calculated assuming that the ends of the up-rights are freely supported. However, if an Administration is satisfied that any degree of fixity assumed will be achieved in practice, account may be taken of any reduction in the maximum bending moment arising from any degree of fixity provided at the ends of the upright.

(e) Composite Section Where uprights, binders or any other strength members are formed by two separate sections, one fitted on each side of a division and inter-connected by through bolts at adequate spacing, the effective section modules shall be taken as the sum of the two modules of the separate sections.

(f) Partial Division Where divisions do not extend to the full depth of the hold such divisions and their up-rights shall be supported or stayed so as to be as efficient as those which do extend to the full depth of the hold.

(B) Divisions Loaded on Both Sides (a) Shifting Boards (i) Shifting boards shall have a thickness of not less than 50 mm and shall be fitted grain-tight and where necessary supported by uprights.

(ii) The maximum unsupported span for shifting boards of various thicknesses shall be as follows: Thickness Maximum Unsupported Span 50mm 2.5metres 60mm 3.0metres 70mm 3.5metres 80mm 4.0metres If thicknesses greater than these are provided the maximum unsupported span will vary directly with the increase in thickness.

(iii) The ends of all shifting boards shall be securely housed with 75 mm minimum bearing length.

(b) Other Materials Divisions formed by using materials other than wood shall have a strength equivalent to the shifting boards required in paragraph (a) of this Sub-Section.

(c) Uprights (i) Steel uprights used to support divisions loaded on both sides shall have a section modulus given by |-----| | W=a¡ÁW | | 1 | |-----| Where: W=section modulus in cubic cm ; a= horizontal span between uprights in metres.

|-| The section modulus per metre span|W | shall be not less than that | 1| |-| given by the formula: |----------| | W =14.8(h -1.2)cubic cm per metre;| | 1 1 | |----------| Where: h is the vertical unsupported span in metres and shall be taken as the maximum 1 value of the distance between any two adjacent stays or between the stay or either end of the upright. Where this distance is less than 2.4 metres the respective modulus shall be calculated as if the actual value was 2.4 metres.

(ii) The module of wood uprights shall be determined by multiplying by 12.5 the corresponding module for steel uprights. If other materials are used their module shall be at least that required for steel increased in proportion to the ratio of the permissible stresses for steel to that of the material used. In such cases attention shall be paid also to the relative rigidity of each upright to ensure that the deflection is not excessive.

(iii) The horizontal distance between uprights shall be such that the unsupported spans of the shifting boards do not exceed the maximum span specified in sub-paragraph (ii) of paragraph (a) of this Sub-Section.

(d) Shores (i) Wood shores, when used, shall be in a single piece and shall be securely fixed at each end and heeled against the permanent structure of the ship except that they shall not bear directly against the side plating of the ship.

(ii) Subject to the provisions of sub-paragraphs (iii) and (iv) below, the minimum size of wood shores shall be as follows: Length of Shore Rectangular Diameter of in metres Section Circular Section mm mm Not exceeding 3 m 150 ¡Á100 140 Over 3 m but not exceeding 5 m 150 ¡Á150 165 Over 5 m but not exceeding 6 m 150 ¡Á150 180 Over 6 m but not exceeding 7 m 200 ¡Á150 190 Over 7 m but not exceeding 8 m 200 ¡Á150 200 Exceeding 8 m 200 ¡Á150 215 Shores of 7 metres or more in length shall be securely bridged at approximately mid-length.

(iii) When the horizontal distance between the uprights differs significantly from 4 metres, the moments of inertia of the shores may be changed in direct proportion.

(iv) Where the angle of the shore to the horizontal exceeds 10 degrees the next larger shore to that required by sub-paragraph (ii) of this paragraph shall be fitted provided that in no case shall the angle between any shore and the horizontal exceed 45 degrees.

(e) Stays Where stays are used to support divisions loaded on both sides, they shall be fitted horizontally or as near thereto as practicable, well secured at each end and formed of steel wire rope. The sizes of the wire rope shall be determined assuming that the divisions and upright 2 which the stay supports are uniformly loaded at 500 kg/m . The workings load so assumed in the stay shall not exceed one-third of its breaking load.

(C) Divisions Loaded on One Side Only (a) Longitudinal Divisions The load in kg per metre length of the division shall be taken to be as follows: TABLE I* [* For the purpose of converting the above loads into British units (ton/ft) 1 Kg per metre length shall be taken to be equivalent to 0.0003 ton per foot length.] TABLE I* B (m) |---------------------- |h | 2 3 4 5 6 7 8 10 |(m) |---------------------- | 1.5 850 900 1010 1225 1500 1770 2060 2645 | 2.0 1390 1505 1710 1985 2295 2605 2930 3590 | 2.5 1985 2160 2430 2740 3090 3435 3800 4535 | 3.0 2615 2845 3150 3500 3885 4270 4670 5480 | 3.5 3245 3525 3870 4255 4680 5100 5540 6425 | 4.0 3890 4210 4590 5015 5475 5935 6410 7370 | 4.5 4535 4890 5310 5770 6270 6765 7280 8315 | 5.0 5185 5570 6030 6530 7065 7600 8150 9260 | 6.0 6475 6935 7470 8045 8655 9265 9890 11150 | 7.0 7765 8300 8910 9560 10245 10930 11630 13040 | 8.0 9055 9665 10350 11075 11835 12595 13370 14930 | 9.0 10345 11030 11790 12590 13425 14260 15110 16820 |10.0 11635 12395 13230 14105 15015 15925 16850 18710 | h= height of grain in metres from the bottom of the division * | B= transverse extent of the bulk grain in metres |---------------------- [* where the distance from a division to a feeder or hatchway is 1 metre or less, the height -h- shall be taken to the level of the grain within that hatchway or feeder. In all cases the height shall be taken to the overhead deck in way of the division.] For other values of h or B the loads shall be determined by linear interpolation or extrapolation as necessary.

(b) Transverse Divisions The load in kg per metre length of the division shall be taken to be as follows: TABLE II** [** For the purpose of converting the above loads into British units (ton/ft) 1 Kg per metre length shall be taken to be equivalent to 0.0003 ton per foot length.] TABLE II* L (m) |------------------------------ |h | 2 3 4 5 6 7 8 10 12 14 16 |(m) |------------------------------ | 1.5 670 690 730 780 835 890 935 1000 1040 1050 1050 | 2.0 1040 1100 1170 1245 1325 1400 1470 1575 1640 1660 1660 | 2.5 1460 1565 1675 1780 1880 1980 2075 2210 2285 2305 2305 | 3.0 1925 2065 2205 2340 2470 2590 2695 2845 2925 2950 2950 | 3.5 2425 2605 2770 2930 3075 3205 3320 3480 3570 3595 3595 | 4.0 2950 3160 3355 3535 3690 3830 3950 4120 4210 4235 4240 | 4.5 3495 3725 3940 4130 4295 4440 4565 4750 4850 4880 4885 | 5.0 4050 4305 4535 4735 4910 5060 5190 5385 5490 5525 5530 | 6.0 5175 5465 5720 5945 6135 6300 6445 6655 6775 6815 6825 | 7.0 6300 6620 6905 7150 7365 7445 7700 7930 8055 8105 8115 | 8.0 7425 7780 8090 8360 8590 8685 8950 9200 9340 9395 9410 | 9.0 8550 8935 9275 9565 9820 9930 10205 10475 10620 10685 10705 |10.0 9680 10095 10460 10770 11045 11270 11460 11745 11905 11975 11997 | h= height of grain in metres from the bottom of the division *** | L= longitudinal extent of the bulk grain in metres |------------------------------ [*** Where the distance from a division to a feeder or hatchway is 1 metre or less, the height -h- shall be taken to the level of the grain within that hatchway or feeder. In all cases the height shall be taken to the overhead deck in way of the division.] For other values of h or L the loads shall be determined by linear interpolation or extrapolation as necessary.

(c) Vertical Distribution of the Loads The total load per unit length of divisions shown in the Table I and II above may, if considered necessary, be assumed to have a trapezoidal distribution with height. In such cases, the reaction loads at the upper and lower ends of a vertical member or upright are not equal. The reaction loads at the upper end expressed as percentages of the total load supported by the vertical member or upright shall be taken to those shown in Tables III and IV below.

TABLE III LONGITUDINAL DIVISIONS LOADED ON ONE SIDE ONLY Bearing Reaction at the Upper End of Upright as Percentage of Load (Table I) B (m) |---------------------- |h | 2 3 4 5 6 7 8 10 |(m) |---------------------- |1.5 43.3 45.1 45.9 46.2 46.2 46.2 46.2 46.2 |2 44.5 46.7 47.6 47.8 47.8 47.8 47.8 47.8 |2.5 45.4 47.6 48.6 48.8 48.8 48.8 48.8 48.8 |3 46.0 48.3 49.2 49.4 49.4 49.4 49.4 49.4 |3.5 46.5 48.8 49.7 49.8 49.8 49.8 49.8 49.8 |4 47.0 49.1 49.9 50.1 50.1 50.1 50.1 50.1 |4.5 47.4 49.4 50.1 50.2 50.2 50.2 50.2 50.2 |5 47.7 49.4 50.1 50.2 50.2 50.2 50.2 50.2 |6 47.9 49.5 50.1 50.2 50.2 50.2 50.2 50.2 |7 47.9 49.5 50.1 50.2 50.2 50.2 50.2 50.2 |8 47.9 49.5 50.1 50.2 50.2 50.2 50.2 50.2 |9 47.9 49.5 50.1 50.2 50.2 50.2 50.2 50.2 |10 47.9 49.5 50.1 50.2 50.2 50.2 50.2 50.2 | B= transverse extent of the bulk grain in metres |---------------------- For other values of h or B the reaction loads shall be determined by linear interpolation or extrapolation as necessary.

TABLE IV TRANSVERSE DIVISIONS LOADED ON ONE SIDE ONLY Bearing Reaction at the Upper End of Upright as Percentage of Load (Table II) L (m) |------------------------------ |h | 2 3 4 5 6 7 8 10 12 14 16 |(m) |------------------------------ |1.5 37.3 38.7 39.7 40.6 41.4 42.1 42.6 43.6 44.3 44.8 45.0 |2 39.6 40.6 41.4 42.1 42.7 43.1 43.6 44.3 44.7 45.0 45.2 |2.5 41.0 41.8 42.5 43.0 43.5 43.8 44.2 44.7 45.0 45.2 45.2 |3 42.1 42.8 43.3 43.8 44.2 44.5 44.7 45.0 45.2 45.3 45.3 |3.5 42.9 43.5 43.9 44.3 44.6 44.8 45.0 45.2 45.3 45.3 45.3 |4 43.5 44.0 44.4 44.7 44.9 45.0 45.2 45.4 45.4 45.4 45.4 |5 43.9 44.3 44.6 44.8 45.0 45.2 45.3 45.5 45.5 45.5 45.5 |6 44.2 44.5 44.8 45.0 45.2 45.3 45.4 45.6 45.6 45.6 45.6 |7 44.3 44.6 44.9 45.1 45.3 45.4 45.5 45.6 45.6 45.6 45.6 |8 44.3 44.6 44.9 45.1 45.3 45.4 45.5 45.6 45.6 45.6 45.6 |9 44.3 44.6 44.9 45.1 45.3 45.4 45.5 45.6 45.6 45.6 45.6 |10 44.3 44.6 44.9 45.1 45.3 45.4 45.5 45.6 45.6 45.6 45.6 | L= longitudinal extent of the bulk grain in metres |------------------------------ For other values of h or L the reaction loads shall be determined by linear interpolation or extrapolation as necessary.

The strength of the end connexions of such vertical members or uprights may be calculated on the basis of the maximum load likely to be imposed at either end. These loads are as follows: Longitudinal Divisions Maximum load at the top .........50% of the appropriate total load from Table I Maximum load at the bottom ......55% of the appropriate total load from Table I Transverse Divisions Maximum load at the top.......45% of the appropriate total load from Table II Maximum load at the bottom....60% of the appropriate total load from Table II The thickness of horizontal wooden boards may also be determined having regard to the vertical distribution of the loading represented by Tables III and IV above and in such cases
t=10a¡Ì p¡Ák --- h ¡Á213.3 Where: t= thickness of board in mm; a= horizontal span of the board, i.e. distance between uprights in metres; h= head of grain to the bottom of the division in metres; p= total load per unit length derived from Table I or II in kilogrammes; k= factor dependent upon vertical distribution of the loading; When the vertical distribution of the loading is assumed to be uniform, i.e. rectangular, k shall be taken as equal to 1.0. For a trapezoidal distribution k=1.0+0.06(50-R) Where: R is the upper end bearing reaction taken from Table III or IV.

(d) Stays of Shores The sizes of stays and shores shall be so determined that the loads derived from Tables I and II in the preceding paragraphs (a) and (b) shall not exceed one-third of the breaking loads.

(D) Saucers When a saucer is used to reduce the heeling moments in a "filled compartment", its depth, measured from the bottom of the saucer to the deck line, shall be as follows: For ships with a moulded breadth of up to 9.1 metres, not less than 1.2 metres.

For ships with a moulded breadth of 18.3 metres or more, not less than 1.8 metres.

For ships with a moulded breadth between 9.1 metres and 18.3 metres, the minimum depth of the saucer shall be calculated by interpolation.

The top (mouth) of the saucer shall be formed by the underdeck structure in the way of the hatchway, i.e. hatchside girders or coamings and hatchend beams. The saucer and hatchway above shall be completely filled with bagged grain or other suitable cargo laid down on a separation cloth or its equivalent and stowed tightly against adjacent structures and the portable hatchway beams if the latter are in place.

(E) Bundling of Bulk As an alternative to filling the saucer with bagged grain or other suitable cargo a bundle of bulk grain may be used provided that: (a) The saucer is lined with a material acceptable to the Administration having a tensile strength of not less than 274 kg per 5 cm strip and which is provided with suitable means for securing at the top.

(b) As an alternative to paragraph (a) above a material acceptable to the Administration having a tensile strength of not less than 137 kg per 5 cm strip may be used if the saucer is constructed as follows: A thwartship lashings acceptable to the Administration shall be placed inside the saucer formed in the bulk grain at intervals of not more than 2.4 metres. These lashings shall be of sufficient length to permit being drawn up tight and secured at the top of the saucer.

Dunnage not less than 25 mm in thickness or other suitable material of equal strength and between 150 to 300 mm in width shall be placed fore and aft over these lashings to prevent the cutting or chafing of the material which shall be placed thereon to line the saucer.

(c) The saucer shall be filled with bulk grain and secured at the top except that when using material approved under paragraph (b) above further dunnage shall be laid on top after lapping the material before the saucer is secured by setting up the lashings.

(d) If more than one sheet of material is used to line the saucer they shall be joined at the bottom either by sewing or a double lap.

(e) The top of the saucer shall be coincidental with the bottom of the beams when these are in place and suitable general cargo or bulk grain may be placed between the beams on top of the saucer.

(F) Securing Hatch Covers of Filled Compartments If there is no bulk grain or other cargo above a "filled compartment" the hatch covers shall be secured in an approved manner having regard to the weight and permanent arrangements provided for securing such covers.

The documents of authorization issued under Regulation 10 of this Chapter shall include reference to the manner of securing considered necessary by the Administration issuing such documents.

SECTION II-SECURING OF PARTLY FILLED COMPARTMENTS (A) Strapping or Lashing (a) When, in order to eliminate heeling moments in "partly filled compartments", strapping or lashing is utilized, the securing shall be accomplished as follows: (i) The grain shall be trimmed and levelled to the extent that it is very slightly crowned and covered with burlap separation cloths, tarpaulins or the equivalent.

(ii) The separation cloths and/or tarpaulins shall overlap at least 1.8 metres.

(iii) Two solid floors of rough 25 mm by 150 mm to 300 mm lumber shall be laid with the top floor running longitudinally and nailed to an athwartships bottom floor. Alternatively, one solid floor of 50 mm lumber, running longitudinally and nailed over the top of a 50 mm bottom bearer not less than 150 mm wide, may be used. The bottom bearers shall extend the full breadth of the compartment and shall be spaced not more than 2.4 metres apart. Arrangements utilizing other materials and deemed by an Administration to be equivalent to the foregoing may be accepted.

(iv) Steel wire rope (19 mm diameter or equivalent), doubled steel strapping (50mm¡Á1.3 mm and having a breaking load of at least 5000 kg), or chain of equivalent strength, each of which shall be set tight by means of a 32 mm turnbuckle, may be used for lashings. A winch tightener, used in conjunction with a locking arm, may be substituted for the 32 mm turnbuckle when steel strapping is used, provided suitable wrenches are available for setting up as necessary. When steel strapping is used, not less than three crimp seals shall be used for securing the ends. When wire is used, not less than four clips shall be used for forming eyes in the lashings.

(v) Prior to the completion of loading the lashing shall be positively attached to the framing at a point approximately 450 mm below the anticipated final grain surface by means of either a 25 mm shackle or beam clamp of equivalent strength.

(vi) The lashings shall be spaced not more than 2.4 metres apart and each shall be supported by a bearer nailed over the top of the fore and all floor. This bearer shall consist of not less than 25 mm by 150 mm lumber or its equivalent and shall extend the full breadth of the compartment.

(vii) During the voyage the strapping shall be regularly inspected and set up where necessary.

(B) Overstowing Arrangements Where bagged grain or other suitable cargo is utilized for the purpose of securing "partly filled compartments", the free grain surface shall be covered with a separation cloth or equivalent or by a suitable platform.

Such platforms shall consist of bearers spaced not more than 1.2 metres apart and 25 mm boards laid thereon spaced not more than 100 mm apart.

Platforms may be constructed of other materials provided they are deemed by an Administration to be equivalent.

(C) Bagged Grain Bagged grain shall be carried in sound bags which shall be well filled and securely closed.

CHAPTER VII CARRIAGE OF DANGEROUS GOODS
Regulation 1: Application (a) Unless expressly provided otherwise, this Chapter applies to the carriage of dangerous goods in all ships to which the present Regulations apply.

(b) The provisions of this Chapter do not apply to ship's stores and equipment or to particular cargoes carried in ships specially built or converted as a whole for that purpose, such as tankers.

(c) The carriage of dangerous goods is prohibited except in accordance with the provisions of this Chapter.

(d) To supplement the provisions of this Chapter each Contracting Government shall issue, or cause to be issued, detailed instructions on the safe packing and stowage of specific dangerous goods or categories of dangerous goods which shall include any precautions necessary in their relation to other cargo.

Regulation 2: Classification Dangerous goods shall be divided into the following classes: Class 1-Explosives.

Class 2-Gases: compressed, liquefied or dissolved under pressure.

Class 3-Inflammable *liquids.

[* "inflammable" has the same meaning as "flammable."] Class 4.1-Inflammable solids.

Class 4.2-Inflammable solids, or substances, liable to spontaneous combustion.

Class 4.3-Inflammable solids, or substances, which in contact with water emit inflammable gases.

Class 5.1-Oxidizing substances.

Class 5.2-Organic peroxides.

Class 6.1-Poisonous (toxic) substances.

Class 6.2-Infectious substances.

Class 7-Radioactive substances.

Class 8-Corrosives.

Class 9-Miscellaneous dangerous substances, that is any other substance which experience has shown, or may show, to be of such a dangerous character that the provisions of this Chapter should apply to it.

Regulation 3: Packing (a) The packing of dangerous goods shall be: (i) well made and in good condition; (ii) of such a character that any interior surface with which the contents may come in contact is not dangerously affected by the substance being conveyed; and (iii) capable of withstanding the ordinary risks of handling and carriage by sea.

(b) Where the use of absorbent or cushioning material is customary in the packing of liquids in receptacles that material shall be: (i) capable of minimizing the dangers to which the liquid may give rise; (ii) so disposed as to prevent movement and ensure that the receptacle remains surrounded; and (iii) where reasonably possible of sufficient quantity to absorb the liquid in the event of breakage of the receptacle.

(c) Receptacles containing dangerous liquids shall have an ullage at the filling temperature sufficient to allow for the highest temperature during the course of normal carriage.

(d) Cylinders or receptacles for gases under pressure shall be adequately constructed, tested, maintained and correctly filled.

(e) Empty receptacles which have been used previously for the carriage of dangerous goods shall themselves be treated as dangerous goods unless they have been cleaned and dried or, when the nature of the former contents permit with safety, have been closed securely.

Regulation 4: Marking and Labelling Each receptacle containing dangerous goods shall be marked with the correct technical name (trade names shall not be used) and identified with a distinctive label or stencil of the label so as to make clear the dangerous character. Each receptacle shall be so labelled except receptacles containing chemicals packed in limited quantities and large shipments which can be stowed, handled and identified as a unit.

Regulation 5: Documents (a) In all documents relating to the carriage of dangerous goods by sea where the goods are named the correct technical name of the goods shall be used (trade names shall not be used) and the correct description given in accordance with the classification set out in Regulation 2 of this Chapter.

(b) The shipping documents prepared by the shipper shall include, or be accompanied by, a certificate or declaration that the shipment offered for carriage is properly packed, marked and labelled and in proper condition for carriage.

(c) Each ship carrying dangerous goods shall have a special list or manifest setting forth, in accordance with Regulation 2 of this Chapter, the dangerous goods on board and the location thereof. A detailed stowage plan which identifies by class and sets out the location of all dangerous goods on board may be used in place of such special list or manifest.

Regulation 6: Stowage Requirements (a) Dangerous goods shall be stowed safely and appropriately according to the nature of the goods. Incompatible goods shall be segregated from one another.

(b) Explosives (except ammunition) which present a serious risk shall be stowed in a magazine which shall be kept securely closed while at sea.

Such explosives shall be segregated from detonators. Electrical apparatus and cables in any compartment in which explosives are carried shall be designed and used so as to minimize the risk of fire or explosion.

(c) Goods which give off dangerous vapours shall be stowed in a well ventilated space or on deck.

(d) In ships carrying inflammable liquids or gases special precautions shall be taken where necessary against fire or explosion.

(e) Substances which are liable to spontaneous heating or combustion shall not be carried unless adequate precautions have been taken to prevent the outbreak of fire.

Regulation 7: Explosives in Passenger Ships (a) In passenger ships the following explosives only may be carried: (i) safety cartridges and safety fuses; (ii) small quantities of explosives not exceeding 9 kilogrammes (20 pounds) total net weight; (iii) distress signals for use in ships or aircraft, if the total weight of such signals does not exceed 1,016 kilogrammes (2,240 pounds); (iv) except in ships carrying unberthed passengers, fireworks which are unlikely to explode violently.

(b) Notwithstanding the provisions of paragraph (a) of this Regulation additional quantities or types of explosives may be carried in passenger ships in which there are special safety measures approved by the Administration.

CHAPTER VIII NUCLEAR SHIPS
Regulation 1: Application This Chapter applies to all nuclear ships except ships of war.

Regulation 2: Application of other Chapters The Regulations contained in the other Chapters of the present Convention apply to nuclear ships except as modified by this Chapter.

Regulation 3: Exemptions A nuclear ship shall not, in any circumstances, be exempted from compliance with any Regulations of this Convention.

Regulation 4: Approval of Reactor Installation The design, construction and standards of inspection and assembly of the reactor installation shall be subject to the approval and satisfaction of the Administration and shall take account of the limitations which will be imposed on surveys by the presence of radiation.

Regulation 5: Suitability of Reactor Installation for Service onBoard Ship The reactor installation shall be designed having regard to the special conditions of service on board ship both in normal and exceptional circumstances of navigation.

Regulation 6: Radiation Safety The Administration shall take measures to ensure that there are no unreasonable radiation or other nuclear hazards, at sea or in port, to the crew, passengers or public, or to the waterways or food or water resources.

Regulation 7: Safety Assessment (a) A Safety Assessment shall be prepared to permit evaluation of the nuclear power plant and safety of the ship to ensure that there are no unreasonable radiation or other hazards, at sea or in port, to the crew, passengers or public, or to the waterways or food or water resources. The Administration, when satisfied, shall approve such Safety Assessment which shall always be kept up-to-date.

(b) The Safety Assessment shall be made available sufficiently in advance to the Contracting Governments of the countries which a nuclear ship intends to visit so that they may evaluate the safety of the ship.

Regulation 8: Operating Manual A fully detailed Operating Manual shall be prepared for the information and guidance of the operating personnel in their duties on all matters relating to the operation of the nuclear power plant and having an important bearing on safety. The Administration, when satisfied, shall approve such Operating Manual and a copy shall be kept on board the ship.

The Operating Manual shall always be kept up-to-date.

Regulation 9: Surveys Survey of nuclear ships shall include the applicable requirements of Regulation 7 of Chapter I, or of Regulations 8, 9 and 10 of Chapter I, except in so far as surveys are limited by the presence of radiation. In addition, the surveys shall include any special requirements of the Safety Assessment. They shall in all cases, notwithstanding the provisions of Regulations 8 and 10 of Chapter I, be carried out not less frequently than once a year.

Regulation 10: Certificates (a) The provisions of paragraph (a) of Regulation 12 of chapter I and of Regulation 14 of Chapter I shall not apply to nuclear ships.

(b) A Certificate, called a Nuclear Passenger Ship Safety Certificate shall be issued after inspection and survey to a nuclear passenger ship which complies with the requirements of Chapters II-1, II-2, III, IV and VIII and any other relevant requirements of the present Regulations.

(c) A Certificate, called a Nuclear Cargo Ship Safety Certificate shall be issued after inspection and survey to a nuclear cargo ship which satisfies the requirements for cargo ships on survey set out in Regulation 10 of Chapter I, and complies with the requirements of Chapters II-1, II-2, III, IV and VIII and any other relevant requirements of the present Regulations.

(d) Nuclear Passenger Ship Safety Certificates and Nuclear Cargo Ship Safety Certificates shall state: "That the ship, being a nuclear ship, complied with all requirements of Chapter VIII of the Convention and conformed to the Safety Assessment approved for the ship." (e) Nuclear Passenger Ship Safety Certificates and Nuclear Cargo Ship Safety Certificates shall be valid for a period of not more than 12 months.

(f) Nuclear Passenger Ship Safety Certificates and Nuclear Cargo Ship Safety Certificates shall be issued either by the Administration or by any person or organization duly authorized by it. In every case, that Administration assumes full responsibility for the certificate.

Regulation 11: Special Control In addition to the control established by Regulation 19 of Chapter I, nuclear ships shall be subject to special control before entering the ports and in the ports of Contracting Governments, directed towards verifying that there is on board a valid Nuclear Ship Safety Certificate and that there are no unreasonable radiation or other hazards at sea or in port, to the crew, passengers or public, or to the waterways or food or water resources.

Regulation 12: Casualties In the event of any accident likely to lead to an environmental hazard the master of a nuclear ship shall immediately inform the Administration.

The master shall also immediately inform the competent Governmental authority of the country in whose waters the ship may be, or whose waters the ship approaches in a damaged condition.

APPENDIX
Form of Safety Certificate for Passenger Ships PASSENGER SHIP SAFETY CERTIFICATE (Official Seal) (Country) an for--international voyage.

a short Issued under the provisions of the INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974 |-------------------------- | | | | | | | Particulars of | Date on | | Distinctive | Port of | Gross | voyages, if any, | which keel | | Name of Ship | | sanctioned under | was laid | |Number or Letters | Registry | Tonnage | Regulation 27 (c) | (see NOTE | | | |(vii) of Chapter III| below) | | | | | |-----|-----|-----|----|------|-----| | | | | | | | | | | | | | | | | | | | | |-------------------------- The (Name) Government certifies ----- -------- I, the undersigned (Name) certify I. That the above-mentioned ship has been duly surveyed in accordance with the provisions of the Convention referred to above.

II. That the survey showed that the ship complied with the requirements of the Regulations annexed to the said Convention as regards: (1) the structure, main and auxiliary boilers and other pressure vessels and machinery; (2) the watertight subdivision arrangements and details; (3) the following subdivision load lines: |--------------------------- | | | Subdivision load lines assigned and | To apply when the spaces in | | marked on the ship's side at amidships | Freeboard | which passengers are carried | | (Regulation 11 of Chapter II-1) | include the following alternative | | | spaces | | | |------------|------|----------| | | | C.1 | ...... | ....... | | C.2 | ...... | ....... | | C.3 | ...... | ....... | | | |--------------------------- III. That the life-saving appliances provide for a total number of ......... persons and no more, viz.: ...... lifeboats (including ...... motor lifeboats) capable of accommodating ...... persons, and ...... motor lifeboats fitted with radiotelegraph installation and searchlight (included in the total lifeboats shown above) and ...... motor lifeboats fitted with searchlight only (also included in the total lifeboats shown above), requiring ......

certificated lifeboatmen; ...... liferafts, for which approved launching devices are required, capable of accommodating ...... persons; and ...... liferafts, for which approved launching devices are not required, capable of accommodating ...... persons; ...... buoyant apparatus capable of supporting ...... persons; ...... lifebuoys; ...... life-jackets.

IV. That the lifeboats and liferafts were equipped in accordance with the provisions of the Regulations.

V. That the ship was provided with a line-throwing appliance and portable radio apparatus for survival craft in accordance with the provisions of the Regulations.

VI. That the ship complied with the requirements of the Regulations as regards radiotelegraph installations, viz.: | | | Requirements of | Actual | | | | Regulations | provision | | Hours of listening by operator ........................................ | ............... | ............... | | Number of operators ................................................... | ............... | ............... | | whether auto alarm fitted ............................................. | ............... | ............... | | Whether main installation fitted ...................................... | ............... | ............... | | Whether reserve installation fitted ................................... | ............... | ............... | | Whether main and reserve transmitters electrically | | | separated or combined .............................................. | ............... | ............... | | Whether direction-finder fitted ....................................... | ............... | ............... | | Whether radio equipment for homing on the radio | | | telephone distress frequency fitted ................................ | ............... | ............... | | Whether radar fitted .................................................. | ............... | ............... | | Number of passengers for which certificated ........................... | ............... | ............... | | | |--------------------------------- VII. That the functioning of the radiotelegraph installations for motor lifeboats and/or the portable radio apparatus for survival craft, if provided, complied with the provisions of the Regulations.

VIII. That the ship complied with the requirements of the Regulations as regards fire-detecting and fire-extinguishing appliances, radar, echo-sounding device and gyro-compass and was provided with navigation lights and shapes, pilot ladder, and means of making sound signals, and distress signals in accordance with the provisions of the Regulations and also the International Regulations for Preventing Collisions at Sea in force.

IX. That in all other respects the ship complied with the requirements of the Regulations, so far as these requirements apply thereto.

This certificate is issued under the authority of Government.

It will remain in force until Issued at the day of 19 Here follows the seal or signature of the authority entitled to issue

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