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AMENDMENTS TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFEAT SEA, 1974

AMENDMENTS TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFEAT SEA, 1974 [Adopted on 20 November 1981 by Resolution MSC .1 (XLV)] (2) Corridors Corridors and lobbies.

(3) Accommodation spaces Spaces as defined in Regulation 3.10, excluding corridors.

(4) Stairways Interior stairways, lifts and escalators (other than those wholly contained within the machinery spaces) and enclosures thereto.

In this connexion, a stairway which is enclosed only at one level shall be regarded as part of the space from which it is not separated by a fire door.

(5) Service spaces (low risk) Lockers and store-rooms having areas of less than 2 square m, drying rooms and laundries.

(6) Machinery spaces of category A Spaces as defined in Regulation 3.19.

(7) Other machinery spaces Spaces as defined in Regulation 3.20 excluding machinery spaces of category A.

(8) Cargo pump rooms Spaces containing cargo pumps and entrances and trunks to such spaces.

(9) Service spaces (high risk) Galleys, pantries containing cooking appliances, paint and lamp rooms, lockers and store-rooms having an area of 2 square m or more, workshops other than those forming part of the machinery spaces.

(10) Open decks Open deck spaces and enclosed promenades having no fire risk. Air spaces (the space outside superstructures and deckhouses).

3 Continuous "B" class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing, wholly or in part, to the required insulation and integrity of a division.

4 External boundaries which are required in Regulation 57.1 to be of steel or other equivalent material may be pierced for the fitting of windows and sidescuttles provided that there is no requirement for such boundaries to have "A" class integrity elsewhere in these Requirements.

Similarly, in such boundaries which are not required to have "A" class integrity, doors may be of materials to the satisfaction of the Administration.

5 Permanent approved gastight lighting enclosures for illuminating cargo pump rooms may be permitted in bulkheads and decks separating cargo pump rooms and other spaces provided they are of adequate strength and the integrity and gastightness of the bulkhead or deck is maintained.

Regulation 59 Venting, purging, gas freeing and ventilation 1 Cargo tank venting 1.1 The venting systems of cargo tanks are to be entirely distinct from the air pipes of the other compartments of the ship. The arrangements and position of openings in the cargo tank deck from which emission of flammable vapours can occur shall be such as to minimize the possibility of flammable vapours being admitted to enclosed spaces containing a source of ignition, or collecting in the vicinity of deck machinery and equipment which may constitute an ignition hazard. In accordance with this general principle the criteria in paragraphs 1.2 to 1.10 will apply.

1.2 The venting arrangements shall be so designed and operated as to ensure that neither pressure nor vacuum in cargo tanks shall exceed design parameters and be such as to provide for: .1 the flow of the small volumes of vapour, air or inert gas mixtures caused by thermal variations in a cargo tank in all cases through pressure/vacuum valves; and .2 the passage of large volumes of vapour, air or inert gas mixtures during cargo loading and ballasting, or during discharging.

1.3.1 The venting arrangements in each cargo tank may be independent or combined with other cargo tanks and may be incorporated into the inert gas piping.

1.3.2 Where the arrangements are combined with other cargo tanks either stop valves or other acceptable means shall be provided to isolate each cargo tank. Where stop valves are fitted, they shall be provided with locking arrangements which shall be under the control of the responsible ship's officer. Any isolation must continue to permit the flow caused by thermal variations in a cargo tank in accordance with paragraph 1.2.1.

1.4 The venting arrangements shall be connected to the top of each cargo tank and shall be self-draining to the cargo tanks under all normal conditions of trim and list of the ship. Where it may not be possible to provide self-draining lines permanent arrangements shall be provided to drain the vent lines to a cargo tank.

1.5 The venting system shall be provided with devices to prevent the passage of flame into the cargo tanks. The design, testing and locating of these devices shall comply with the requirements established by the Administration which shall contain at least the standards adopted by the Organization.

1.6 Provision shall be made to guard against liquid rising in the venting system to a height which would exceed the design head of cargo tanks. This shall be accomplished by high level alarms or overflow control systems or other equivalent means, together with gauging devices and cargo tank filling procedures.

1.7 Openings for pressure release required by paragraph 1.2.1 shall: .1 have as great a height as is practicable above the cargo tank deck to obtain maximum dispersal of flammable vapours but in no case less than 2 m above the cargo tank deck; .2 be arranged at the furthest distance practicable but not less than 5 m from the nearest air intakes and openings to enclosed spaces containing a source of ignition and from deck machinery and equipment which may constitute an ignition hazard.

1.8 Pressure/vacuum valves required by paragraph 1.2.1 may be provided with a by-pass arrangement when they are located in a vent main or masthead riser. Where such an arrangement is provided there shall be suitable indicators to show whether the by-pass is open or closed.

1.9 Vent outlets for cargo loading, discharging and ballasting required by paragraph 1.2.2 shall: .1.1 permit the free flow of vapour mixtures; or .1.2 permit the throttling of the discharge of the vapour mixtures to achieve a velocity of not less than 30 m/sec; .2 be so arranged that the vapour mixture is discharged vertically upwards; .3 where the method is by free flow of vapour mixtures, be such that the outlet shall be not less than 6 m above the cargo tank deck or fore and aft gangway if situated within 4 m of the gangway and located not less than 10 m measured horizontally from the nearest air intakes and openings to enclosed spaces containing a source of ignition and from deck machinery and equipment which may constitute an ignition hazard; .4 where the method is by high velocity discharge, be located at a height not less than 2m above the cargo tank deck and not less than 10 m measured horizontally from the nearest air intakes and openings to enclosed spaces containing a source of ignition and from deck machinery and equipment which may constitute an ignition hazard. These outlets shall be provided with high velocity devices of an approved type; .5 be designed on the basis of the maximum designed loading rate multiplied by a factor of at least 1.25 to take account of gas evolution, in order to prevent the pressure in any cargo tank from exceeding the design pressure. The master shall be provided with information regarding the maximum permissible loading rate for each cargo tank and in the case of combined venting systems, for each group of cargo tanks.

1.10 In combination carriers, the arrangement to isolate slop tanks containing oil or oil residues from other cargo tanks shall consist of blank flanges which will remain in position at all times when cargoes other than liquid cargoes referred to in Regulation 55.1 are carried.

2 Cargo tank purging and/or gas freeing Arrangements for purging and/or gas freeing shall be such as to minimize the hazards due to the dispersal of flammable vapours in the atmosphere and to flammable mixtures in a cargo tank. Accordingly: .1 When the ship is provided with an inert gas system the cargo tanks shall first be purged in accordance with the provisions of Regulation 62.13 until the concentration of hydrocarbon vapours in the cargo tanks has been reduced to less than 2 per cent by volume.

Thereafter, venting may be at the cargo tank deck level.

.2 When the ship is not provided with an inert gas system, the operation shall be such that the flammable vapour is initially discharged: .2.1 through the vent outlets as specified in paragraph 1.9; or .2.2 with a vertical exit velocity of at least 20 m/sec through outlets at least 2 m above the cargo tank deck level and which are protected by suitable devices to prevent the passage of flame.

When the flammable gas concentration in the outlet has been reduced to 30 per cent of the lower flammable limit the discharge of the gas mixture may be at the cargo tank deck level.

3 Ventilation 3.1 Cargo pump rooms shall be mechanically ventilated and discharges from the exhaust fans shall be led to a safe place on the open deck. The ventilation of these rooms shall have sufficient capacity to minimize the possibility of accumulation of flammable vapours. The number of changes of air shall be at least 20 per hour, based upon the gross volume of the space. The air ducts shall be arranged so that all of the space is effectively ventilated. The ventilation shall be of the suction type using fans of the non-sparking type.

3.2 The arrangement of ventilation inlets and outlets and other deckhouse and superstructure boundary space openings shall be such as to complement the provisions of paragraph 1. Such vents especially for machinery spaces shall be situated as far aft as practicable. Due consideration in this regard should be given when the ship is equipped to load or discharge at the stern. Sources of ignition such as electrical equipment shall be so arranged as to avoid an explosion hazard.

3.3 In combination carriers all cargo spaces and any enclosed spaces adjacent to cargo spaces shall be capable of being mechanically ventilated. The mechanical ventilation may be provided by portable fans.

An approved fixed gas warning system capable of monitoring flammable vapours shall be provided in cargo pump rooms and pipe ducts and cofferdams referred to in Regulation 56.1 adjacent to slop tanks. Suitable arrangements shall be made to facilitate measurement of flammable vapours in all other spaces within the cargo tank area. Such measurements shall be made possible from open deck or easily accessible positions.

Regulation 60 Cargo tank protection 1 For tankers of 20,000 tonnes deadweight and upwards the protection of the cargo tanks deck area and cargo tanks shall be achieved by a fixed deck foam system and a fixed inert gas system in accordance with the requirements of Regulations 61 and 62, except that, in lieu of the above installations, the Administration, after having given consideration to the ship's arrangement and equipment, may accept other combinations of fixed installations if they afford protection equivalent to the above, in accordance with Regulation I/5.

2 To be considered equivalent, the system proposed in lieu of the deck foam system shall: .1 be capable of extinguishing spill fires and also preclude ignition of spilled oil not yet ignited; and .2 be capable of combating fires in ruptured tanks.

3 To be considered equivalent, the system proposed in lieu of the fixed inert gas system shall: .1 be capable of preventing dangerous accumulations of explosive mixtures in intact cargo tanks during normal service throughout the ballast voyage and necessary in-tank operations; and .2 be so designed as to minimize the risk of ignition from the generation of static electricity by the system itself.

4 Tankers of 20,000 tonnes deadweight and upwards constructed before 1 September 1984 which are engaged in the trade of carrying crude oil shall be fitted with an inert gas system, complying with the requirements of paragraph 1, not later than: .1 for a tanker of 70,000 tonnes deadweight and upwards 1 September 1984 or the date of delivery of the ship, whichever occurs later; and .2 for a tanker of less than 70,000 tonnes deadweight 1 May 1985 or the date of delivery of the ship, whichever occurs later except that for tankers of less than 40,000 tonnes deadweight not fitted with tank washing machines having an individual throughput of greater than 60 cubic m/hour the Administration may exempt such tankers from the requirements of this paragraph, if it would be unreasonable and impracticable to apply these requirements, taking into account the ship's design characteristics.

5 Tankers of 40,000 tonnes deadweight and upwards constructed before 1 September 1984 which are engaged in the trade of carrying oil other than crude oil and any such tanker of 20, 000 tonnes deadweight and upwards engaged in the trade of carrying oil other than crude oil fitted with tank washing machines having an individual throughput of greater than 60 cubic m/ hour shall be fitted with an inert gas system, complying with the requirements of paragraph 1, not later than: .1 for a tanker of 70,000 tonnes deadweight and upwards 1 September 1984 or the date of delivery of the ship, whichever occurs later; and .2 for a tanker of less than 70,000 tonnes deadweight 1 May 1985 or the date of delivery of the ship, whichever occurs later.

6 All tankers operating with a cargo tank cleaning procedure using crude oil washing shall be fitted with an inert gas system complying with the requirements of Regulation 62 and with fixed tank washing machines.

7 All tankers fitted with a fixed inert gas system shall be provided with a closed ullage system.

8 Tankers of less than 20,000 tonnes deadweight shall be provided with a deck foam system complying with the requirements of Regulation 61.

Regulation 61 Fixed deck foam systems 1 The arrangements for providing foam shall be capable of delivering foam to the entire cargo tank area as well as into any cargo tank the deck of which has been ruptured.

2 The deck foam system shall be capable of simple and rapid operation.

The main control station for the system shall be suitably located outside the cargo tank area, adjacent to the accommodation spaces and readily accessible and operable in the event of fire in the areas protected.

3 The rate of supply of foam solution shall be not less than the greatest of the following: .1 0.6 l/minute per square metre of cargo deck area, where cargo deck area means the maximum breadth of the ship multiplied by the total longitudinal extent of the cargo tank spaces; .2 6 l/minute per square metre of the horizontal sectional area of the single tank having the largest such area; or .3 3 l/minute per square metre of the area protected by the largest monitor, such area being entirely forward of the monitor, but not less than 1,250 l/minute.

4 Sufficient foam concentrate shall be supplied to ensure at least 20 minutes of foam generation in tankers fitted with an inert gas installation or 30 minutes of foam generation in tankers not fitted with an inert gas installation when using solution rates stipulated in paragraphs 3.1, 3.2 or 3.3, whichever is the greatest. The foam expansion ratio (i.e. the ratio of the volume of foam produced to the volume of the mixture of water and foam-making concentrate supplied) shall not generally exceed 12 to 1. Where systems essentially produce low expansion foam but at an expansion ratio slightly in excess of 12 to 1 the quantity of foam solution available shall be calculated as for 12 to 1 expansion ratio systems. When medium expansion ratio foam (between 50 to 1 and 150 to 1 expansion ratio) is employed the application rate of the foam and the capacity of a monitor installation shall be to the satisfaction of the Administration.

5 Foam from the fixed foam system shall be supplied by means of monitors and foam applicators. At least 50 per cent of the foam solution supply rate required in paragraphs 3.1 and 3.2 shall be delivered from each monitor. On tankers of less than 4,000 tonnes deadweight the Administration may not require installation of monitors but only applicators. However, in such a case the capacity of each applicator shall be at least 25 per cent of the foam solution supply rate required in paragraphs 3.1 or 3.2.

6.1 The number and position of monitors shall be such as to comply with paragraph 1. The capacity of any monitor shall be at least 3 l/minute of foam solution per square metre of deck area protected by that monitor, such area being entirely forward of the monitor. Such capacity shall be not less than 1,250 l/minute.

6.2 The distance from the monitor to the farthest extremity of the protected area forward of that monitor shall not be more than 75 per cent of the monitor throw in still air conditions.

7 A monitor and hose connexion for a foam applicator shall be situated both port and starboard at the front of the poop or accommodation spaces facing the cargo deck. On tankers of less than 4,000 tonnes deadweight a hose connexion for a foam applicator shall be situated both port and starboard at the front of the poop or accommodation spaces facing the cargo deck.

8 Applicators shall be provided to ensure flexibility of action during fire-fighting operations and to cover areas screened from the monitors.

The capacity of any applicator shall be not less than 400 l and the applicator throw in still air conditions shall be not less than 15 m. The number of foam applicators provided shall be not less than four. The number and disposition of foam main outlets shall be such that foam from at least two applicators can be directed on to any cargo tank deck area.

9 Valves shall be provided in the foam main, and in the fire main when this is an integral part of the deck foam system, immediately forward of any monitor position to isolate damaged sections of those mains.

10 Operation of a deck foam system at its required output shall permit the simultaneous use of the minimum required number of jets of water at the required pressure from the fire main.

Regulation 62 Inert gas systems 1 The inert gas system referred to in Regulation 60 shall be designed, constructed and tested to the satisfaction of the Administration. It shall be so designed and operated as to render and maintain the atmosphere of the cargo tanks* non-flammable at all times, except when such tanks are required to be gas free. In the event that the inert gas system is unable to meet the operational requirement set out above and it has been assessed that it is impractical to effect a repair, then cargo discharge, deballasting and necessary tank cleaning shall only be resumed when the "emergency conditions" laid down in the Guidelines on Inert Gas Systems** are complied with.

[* Throughout this Regulation the term "cargo tank" includes also "slop tanks".] [** Reference is made to Guidelines for Inert Gas Systems, adopted by the Maritime Safety Committee at its forty-second session in May 1980 (MSC/Circ. 282).] 2 The system shall be capable of: .1 inerting empty cargo tanks by reducing the oxygen content of the atmosphere in each tanks to a level at which combustion cannot be supported; .2 maintaining the atmosphere in any part of any cargo tank with an oxygen content not exceeding 8 per cent by volume and at a positive pressure at all times in port and at sea except when it is necessary for such a tank to be gas free; .3 eliminating the need for air to enter a tank during normal operations except when it is necessary for such a tank to be gas free; .4 purging empty cargo tanks of hydrocarbon gas, so that subsequent gas freeing operations will at no time create a flammable atmosphere within the tank.

3.1 The system shall be capable of delivering inert gas to the cargo tanks at a rate of at least 125 per cent of the maximum rate of discharge capacity of the ship expressed as a volume.

3.2 The system shall be capable of delivering inert gas with an oxygen content of not more than 5 per cent by volume in the inert gas supply main to the cargo tanks at any required rate of flow.

4 The inert gas supply may be treated flue gas from main or auxiliary boilers. The Administration may accept systems using flue gases from one or more separate gas generators or other sources or any combination thereof, provided that an equivalent standard of safety is achieved. Such systems should, as far as practicable, comply with the requirements of this Regulation. Systems using stored carbon dioxide shall not be permitted unless the Administration is satisfied that the risk of ignition from generation of static electricity by the system itself is minimized.

5 Flue gas isolating valves shall be fitted in the inert gas supply mains between the boiler uptakes and the flue gas scrubber. These valves shall be provided with indicators to show whether they are open or shut, and precautions shall be taken to maintain them gastight and keep the seatings clear of soot. Arrangements shall be made to ensure that boiler soot blowers cannot be operated when the corresponding flue gas valve is open.

6.1 A flue gas scrubber shall be fitted which will effectively cool the volume of gas specified in paragraph 3 and remove solids and sulphur combustion products. The cooling water arrangements shall be such that an adequate supply of water will always be available without interfering with any essential services on the ship. Provision shall also be made for an alternative supply of cooling water.

6.2 Filters or equivalent devices shall be fitted to minimize the amount of water carried over to the inert gas blowers.

6.3 The scrubber shall be located aft of all cargo tanks, cargo pump rooms and cofferdams separating these spaces from machinery spaces of category A.

7.1 At least two blowers shall be fitted which together shall be capable of delivering to the cargo tanks at least the volume of gas required by paragraph 3. In the system with gas generator the Administration may permit only one blower if that system is capable of delivering the total volume of gas required by paragraph 3 to the protected cargo tanks, provided that sufficient spares for the blower and its prime mover are carried on board to enable any failure of the blower and its prime mover to be rectified by the ship's crew.

7.2 Two fuel oil pumps shall be fitted to the inert gas generator. The Administration may permit only one fuel oil pump on condition that sufficient spares for the fuel oil pump and its prime mover are carried on board to enable any failure of the fuel oil pump and its prime mover to be rectified by the ship's crew.

7.3 The inert gas system shall be so designed that the maximum pressure which it can exert on any cargo tank will not exceed the test pressure of any cargo tank. Suitable shut-off arrangements shall be provided on the suction and discharge connexions of each blower.

Arrangements shall be provided to enable the functioning of the inert gas plant to be stabilized before commencing cargo discharge. If the blowers are to be use for gas freeing, their air inlets shall be provided with blanking arrangements.

7.4 The blowers shall be located aft of all cargo tanks, cargo pump rooms and cofferdams separating these spaces from machinery spaces of category A.

8.1 Special consideration shall be given to the design and location of scrubber and blowers with relevant piping and fittings in order to prevent flue gas leakages into enclosed spaces.

8.2 To permit safe maintenance, an additional water seal or other effective means of preventing flue gas leakage shall be fitted between the flue gas isolating valves and scrubber or incorporated in the gas entry to the scrubber.

9.1 A gas regulating valve shall be fitted in the inert gas supply main. This valve shall be automatically controlled to close as required in paragraphs 19.2 and 19.3. It shall also be capable of automatically regulating the flow of inert gas to the cargo tanks unless means are provided to automatically control the speed of the inert gas blowers required in paragraph 7.

9.2 The valve referred to in paragraph 9.1 shall be located at the forward bulkhead of the forward most gas safe space* through which the inert gas supply main passes.

[* Gas safe space is a space in which the entry of hydrocarbon gases would produce hazards with regard to flammability or toxicity.] 10.1 At least two non-return devices, one of which shall be a water seal, shall be fitted in the inert gas supply main, in order to prevent the return of hydrocarbon vapour to the machinery space uptakes or to any gas safe spaces under all normal conditions of trim, list and motion of the ship. They shall be located between the automatic valve required by paragraph 9.1 and the aftermost connexion to any cargo tank or cargo pipeline.

10.2 The devices referred to in paragraph 10.1 shall be located in the cargo tank area on deck.

10.3 The water seal referred to in paragraph 10.1 shall be capable of being supplied by two separate pumps, each of which shall be capable of maintaining an adequate supply at all times.

10.4 The arrangement of the seal and its associated fittings shall be such that it will prevent backflow of hydrocarbon vapours and will ensure the proper functioning of the seal under operating conditions.

10.5 Provision shall be made to ensure that the water seal is protected against freezing, in such a way that the integrity of seal is not impaired by overheating.

10.6 A water loop or other approved arrangement shall also be fitted to each associated water supply and drain pipe and each venting or pressure-sensing pipe leading to gas safe spaces. Means shall be provided to prevent such loops from being emptied by vacuum.

10.7 The deck water seal and all loop arrangements shall be capable of preventing return of hydrocarbon vapours at a pressure equal to the test pressure of the cargo tanks.

10.8 The second device shall be a non-return valve or equivalent capable of preventing the return of vapours or liquids and fitted forward of the deck water seal required in paragraph 10.1. It shall be provided with positive means of closure. As an alternative to positive means of closure, an additional valve having such means of closure may be provided forward of the non-return valve to isolate the deck water seal from the inert gas main to the cargo tanks.

10.9 As an additional safeguard against the possible leakage of hydrocarbon liquids or vapours back from the deck main, means shall be provided to permit this section of the line between the valve having positive means of closure referred to in paragraph 10.8 and the valve referred to in paragraph 9 to be vented in a safe manner when the first of these valves is closed.

11.1 The inert gas main may be divided into two or more branches forward of the non-return devices required by paragraph 10.

11.2.1 The inert gas supply mains shall be fitted with branch piping leading to each cargo tank. Branch piping for inert gas shall be fitted with either stop valves or equivalent means of control for isolating each tank. Where stop valvesare fitted, they shall be provided with locking arrangements, which shall be under the control of a responsible ship's officer.

11.2.2 In combination carriers, the arrangement to isolate the slop tanks containing oil or oil residues from other tanks shall consist of blank flanges which will remain in position at all times when cargoes other than oil are being carried except as provided for in the relevant section of the Guidelines on Inert Gas Systems.

11.3 Means shall be provided to protect cargo tanks against the effect of overpressure or vacuum caused by thermal variations when the cargo tanks are isolated from the inert gas mains.

11.4 Piping systems shall be so designed as to prevent the accumulation of cargo or water in the pipelines under all normal conditions.

11.5 Suitable arrangements shall be provided to enable the inert gas main to be connected to an external supply of inert gas.

12 The arrangements for the venting of all vapours displaced from the cargo tanks during loading and ballasting shall comply with Regulation 59.1 and shall consist of either one or more mast risers, or a number of high velocity vents. The inert gas supply mains may be used for such venting.

13 The arrangements for inerting, purging or gas freeing of empty tanks as required in paragraph 2 shall be to the satisfaction of the Administration and shall be such that the accumulation of hydrocarbon vapours in pockets formed by the internal structural members in a tank is minimized and that: .1 on individual cargo tanks the gas outlet pipe, if fitted, shall be positioned as far as practicable from the inert gas/air inlet and in accordance with Regulation 59.1. The inlet of such outlet pipes may be located either at deck level or at not more than 1 m above the bottom of the tank; .2 the cross sectional area of such gas outlet pipe referred to in paragraph 13.1 shall be such that an exit velocity of at least 20 m/sec can be maintained when any three tanks are being simultaneously supplied with inert gas. Their outlets shall extend not less than 2 m above deck level; .3 each gas outlet referred to in paragraph 13.2 shall be fitted with suitable blanking arrangements; .4.1 if a connexion is fitted between the inert gas supply mains and the cargo piping system, arrangements shall be made to ensure an effective isolation having regard to the large pressure difference which may exist between the systems. This shall consist of two shut-off valves with an arrangement to vent the space between the valves in a safe manner or an arrangement consisting of a spool-piece with associated blanks; .4.2 the valve separating the inert gas supply main from the cargo main and which is on the cargo main side shall be a non-return valve with a positive means of closure.

14.1 One or more pressure-vacuum breaking devices shall be provided on the inert gas supply main to prevent the cargo tanks from being subject to: .1 a positive pressure in excess of the test pressure of the cargo tank if the cargo were to be loaded at the maximum specified rate and all other outlets were left shut; or .2 a negative pressure in excess of 700 mm water gauge if cargo were to be discharged at the maximum rated capacity of the cargo pumps and the inert gas blowers were to fail.

14.2 The location and design of the devices referred to in paragraph 14.1 shall be in accordance with Regulation 59.1.

15 Means shall be provided for continuously indicating the temperature and pressure of the inert gas at the discharge side of the gas blowers, whenever the gas blowers are operating.

16.1 Instrumentation shall be fitted for continuously indicating and permanently recording, when the inert gas is being supplied: .1 the pressure of the inert gas supply mains forward of the non-return devices required by paragraph 10.1; and .2 the oxygen content of the inert gas in the inert gas supply mains on the discharge side of the gas blowers.

16.2 The devices referred to in paragraph 16.1 shall be placed in the cargo control room where provided. But where no cargo control room is provided, they shall be placed in a position easily accessible to the officer in charge of cargo operations.

16.3 In addition, meters shall be fitted: .1 in the navigating bridge to indicate at all times the pressure referred to in paragraph 16.1.1 and the pressure in the slop tanks of combination carriers, whenever those tanks are isolated from the inert gas supply main; and .2 in the machinery control room or in the machinery space to indicate the oxygen content referred to in paragraph 16.1.2.

17 Portable instruments for measuring oxygen and flammable vapour concentration shall be provided. In addition, suitable arrangement shall be made on each cargo tank such that the condition of the tank atmosphere can be determined using these portable instruments.

18 Suitable means shall be provided for the zero and span calibration of both fixed and portable gas concentration measurement instruments, referred to in paragraphs 16 and 17.

19.1 Audible and visual alarms shall be provided to indicate: .1 low water pressure or low water flow rate to the flue gas scrubber as referred to in paragraph 6.1; .2 high water level in the flue gas scrubber as referred to in paragraph 6.1; .3 high gas temperature as referred to in paragraph 15; .4 failure of the inert gas blowers referred to in paragraph 7; .5 oxygen content in excess of 8 per cent by volume as referred to in paragraph 16.1. 2; .6 failure of the power supply to the automatic control system for the gas regulating valve and to the indicating devices as referred to in paragraphs 9 and 16.1; .7 low water level in the water seal as referred to in paragraph 10.1; .8 gas pressure less than 100 mm water gauge as referred to in paragraph 16.1.1. The alarm arrangement shall be sure as to ensure that the pressure in slop tanks in combination carriers can be monitored at all times; and .9 high gas pressure as referred to in paragraph 16.1.1.

19.2 In the system with gas generators audible and visual alarms shall be provided in accordance with 19.1.1, 19.1.3, 19.1.5 to 19.1.9 and additional alarms to indicate: .1 insufficient fuel oil supply; .2 failure of the power supply to the generator; .3 failure of the power supply to the automatic control system for the generator.

19.3 Automatic shut-down of the inert gas blowers and gas regulating valve shall be arranged on predetermined limits being reached in respect of paragraphs 19.1.1, 19.1.2 and 19.1.3.

19.4 Automatic shut-down of the gas regulating valve shall be arranged in respect of paragraph 19.1.4.

19.5 In respect of paragraph 19.1.5, when the oxygen content of the inert gas exceeds 8 per cent by volume, immediate action shall be taken to improve the gas quality. Unless the quality of the gas improves, all cargo tank operations shall be suspended so as to avoid air being drawn in to the tanks and the isolation valve referred to in paragraph 10.8 shall be closed.

19.6 The alarms required in paragraphs 19.1.5, 19.1.6 and 19.1.8 shall be fitted in the machinery space and cargo control room, where provided, but in each case in such a position that they are immediately received by responsible members of the crew.

19.7 In respect of paragraph 19.1.7 the Administration shall be satisfied as to the maintenance of an adequate reserve of water at all times and the integrity of the arrangements to permit the automatic formation of the water seal when the gas flow ceases. The audible and visual alarm on the low level of water in the water seal shall operate when the inert gas is not being supplied.

19.8 An audible alarm system independent of that required in paragraph 19.1.8 or automatic shut-down of cargo pumps shall be provided to operate on predetermined limits of low pressure in the inert gas mains being reached.

20 Tankers constructed before 1 September 1984 which are required to have an inert gas system shall at least comply with the requirements of Regulation 62 of Chapter II-2 of the International Convention for the Safety of Life at Sea, 1974*. In addition they shall comply with the requirements of this Regulation, except that: [* the text as adopted by the International Conference on Safety of Life at Sea, 1974.] .1 inert gas systems fitted on board such tankers before 1 June 1981 need not comply with the following paragraphs: 3.2, 6.3, 7.4, 8, 9.2, 10.2, 10.7, 10.9, 11.3, 11.4, 13.2, 13.4.2 and 19.8; .2 inert gas systems fitted on board such tankers on or after 1 June 1981 need not comply with the following paragraphs: 3.2, 6.3, 7.4 and 13.2.

21 Detailed instruction manuals shall be provided on board, covering the operations, safety and maintenance requirements and occupational health hazards relevant to the inert gas system and its application to the cargo tank system**. The manuals shall include guidance on procedures to be followed in the event of a fault or failure of the inert gas system.

[** Reference is made to Guidelines for Inert Gas Systems, adopted by the Maritime Safety Committee at its forty-second session in May 1980 (MSC/Circ. 282).] Regulation 63 Cargo pump rooms 1 Each cargo pump room shall be provided with one of the following fixed fire-extinguishing systems operated from a readily accessible position outside the pump room. Cargo pump rooms should be provided with a system suitable for machinery spaces of category A.

1.1 Either a carbon dioxide or a halogenated hydrocarbon system complying with the provisions of Regulation 5 and with the following: .1 the alarms referred to in Regulation 5.1.6 shall be safe for use in a flammable cargo vapour/air mixture; .2 a notice shall be exhibited at the controls stating that due to the electrostatic ignition hazard, the system is to be used only for fire extinguishing and not for inerting purposes.

1.2 A high expansion foam system complying with the provisions of Regulation 9, provided that the foam concentrate supply is suitable for extinguishing fires involving the cargoes carried.

1.3 A fixed pressure water-spraying system complying with the provisions of Regulation 10.

2 Where the extinguishing medium used in the cargo pump room system is also used in systems serving other spaces, the quantity of medium provided or its delivery rate need not be more than the maximum required for the largest compartment.

CHAPTER III LIFE-SAVING APPLIANCES, ETC.


Regulation 1 Application The existing text of sub-paragraph (c) (iii) (2) is replaced by the following: (2) Regulations II-2/28.1.5 and II-2/28.1.6; and Regulation 27 Lifeboats, liferafts and buoyant apparatus In sub-paragraph (c) (iii), reference to "paragraph (d) of Regulation 1 of Chapter II -1" is amended to read: Regulation II-1/1.5 In sub-paragraph (c) (vii), the reference to "paragraph (d) of Regulation 1 of Chapter II-1" is amended to read: Regulation II-1/1.5 Regulation 30 Lighting for deck, lifeboats, liferafts, etc.

In paragraph (a), the reference to "Regulation 25 of Chapter II-1" is amended to read: Regulation II-1/42 Regulation 38 Emergency lighting The reference to "Regulation 26 of Chapter II-1" is amended to read: Regulation II-1/43 CHAPTER IV RADIOTELEGRAPHY AND RADIOTELEPHONY The following new Regulation is added: Regulation 4-1 VHF radiotelephone installation (a) Passenger ships irrespective of size and cargo ships of 300 tons gross tonnage and upwards shall be fitted with a VHF radiotelephone installation complying with the provisions of Regulation 17.

(b) The provisions of Regulation 17 shall also apply for VHF radiotelephone installations required by a Contracting Government for all ships to which Chapter V applies navigating in an area under its jurisdiction and for which a VHF radiotelephone installation is not made compulsory by paragraph (a).

Regulation 7 Watches-radiotelephone The existing text of Regulation 7 is replaced by the following: (a) Each ship which is fitted with a radiotelephone station in accordance with Regulation 4 shall, for safety purposes while at sea, maintain continuous watch on the radiotelephone distress frequency in the place on board from which the ship is usually navigated, by use of a radiotelephone distress frequency watch receiver, using a loudspeaker, a filtered loudspeaker or radiotelephone auto alarm.

(b) Each ship referred to in paragraph (a) shall carry qualified radiotelephone operators (who may be the master, an officer or a member of the crew) as follows: (i) if of 300 tons gross tonnage and upwards but less than 500 tons gross tonnage, at least one operator; (ii) if of 500 tons gross tonnage and upwards but less than 1,600 tons gross tonnage, at least two operators. If such a ship carries one radiotelephone operator exclusively employed for duties related to radiotelephony, a second operator is not obligatory.

(c) Each ship which in accordance with Regulation 3 or Regulation 4 is fitted with a radiotelegraph station shall, while at sea, maintain continuous watch on the radiotelephone distress frequency in a place to be determined by the Administration, by use of a radiotelephone distress frequency watch receiver, using a loudspeaker, a filtered loudspeaker or radiotelephone auto alarm.

Regulation 8 Watches-VHF radiotelephone The existing text of Regulation 8 is replaced by the following: Each ship which is fitted with a VHF radiotelephone installation in accordance with Regulation 4-1 shall at sea maintain a continuous listening watch on the navigating bridge: (i) on 156.8 MHz (channel 16) when practicable; and/or (ii) for such periods and on such channels as may be required by the Contracting Government referred to in Regulation 4-1(b).

Regulation 10 Radiotelegraph installations The existing text of paragraph (g) is replaced by the following: (g-1) The main and reserve transmitters shall, when connected to the main antenna, have a minimum normal range as specified below, that is to say, they must be capable of transmitting clearly perceptible signals from ship to ship by day and under normal conditions and circumstances over the specified ranges. * (Clearly perceptible signals will normally be received it the R.M.S. value of the field strength at the receiver is at least 50 microvolts per metre.) [* In the absence of a direct measurement of the field strength the following data may be used as a guide for approximately determining the normal range: A: In the case of antennae other than self-supporting types.

|-------------------- | 1 | | Normal range in miles | Metre-amperes | |------------|---------| | 200 | 128 | | 175 | 102 | | 150 | 76 | | 125 | 58 | | 100 | 45 | | 75 | 34 | |-------------------- 1. The product of the distance (in metres) from the highest part of the antenna to the deepest load water-line and the antenna current (in amperes).

The values given in the second column of the table correspond to an average value of the ratio effective antenna height ------=0.47 maximum antenna height This ratio varies with local conditions of the antenna and may vary between about 0.3 and 0.7.

B. In the case of self-supporting transmitting antennae: |-------------------- | 2 | | Normal range in miles | Metre-amperes | |------------|---------| | 200 | 305 | | 175 | 215 | | 150 | 150 | | 125 | 110 | | 100 | 85 | | 75 | 55 | |-------------------- 2. The product of the distance (in metres) from the highest part of the antenna to the deepest load water-line and the current (in amperes) measured at the base of the radiation portion of the antenna. The values given in the second column are based on the propagation curves given in CCIR Recommendation 368-2 and also the method, experimental results and calculations in CCIR Report 502-1 and Opinion 43-1. The necessary value of metre-amperes varies considerably with local conditions of the antenna.] |----------------------- | Minimum normal range in miles | |------------| | Main transmitter | Reserve transmitter | |------|------| | All passenger ships and cargo ships of | | | 1,600 tons gross tonnage and upwards | | | 150 | 100 | | Cargo ships below 1,600 tons gross | | | tonnage | 100 | 75 | |----------------------- (g-2) The radiotelegraph installation shall include facilities for radiotelephone transmission and reception on the radiotelephone distress frequency. This requirement may be fulfilled by including such facilities in the main or reserve installation or other installed equipment. The transmitter power and receiver sensitivity of the radiotelephony part of the installation shall comply with Regulation 16(c) (i) and (f) respectively if that part is fitted after 1 September 1986. For installations fitted prior to that date, such transmitter power and receiver sensitivity shall be as determined by the Administration. The location and other conditions of the radiotelephony facilities required by this Regulation shall be as determined by the Administration, except when they form part of the main or reserve radiotelegraph installation.

The existing text of sub-paragraph (h) (iv) is replaced by the following: (h) (iv) (1) The radiotelephone transmitting facility required by paragraph (g-2) shall be fitted with an automatic device for generating the radiotelephone alarm signal, so designed as to prevent actuation by mistake, and complying with the requirements of Regulation 16(e). The device shall be capable of being taken out of operation at any time in order to permit the immediate transmission of a distress message. For installations fitted prior to 1 September 1986, the fitting of automatic devices for generating the radiotelephone alarm signal shall be as determined by the Administration.

(2) Arrangements shall be made to check periodically the proper functioning of the automatic device for generating the radiotelephone alarm signal on frequencies other than the radiotelephone distress frequency using a suitable artificial antenna. An exception shall be made for radiotelephone emergency equipment having only the radiotelephone distress frequency in which case a suitable artificial antenna shall be employed.

Note: While all reasonable steps shall be taken to maintain the apparatus in an efficient condition, malfunction of the radiotelephone transmitting facilities required by this Regulation 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.

The existing text of sub-paragraph (l) (ii) is deleted.

The existing text of sub-paragraph (m) (iv) is replaced by the following: (m) (iv) the VHF installation in accordance with the provisions of Regulation 17 (c); Regulation 16 Radiotelephone installations The existing text of paragraph (b) is amended by deleting A3H, A3A and A3J.

The existing text of paragraph (c) is replaced by the following: (c) (i) In the case of cargo ships of 300 tons gross tonnage and upwards but less than 1, 600 tons gross tonnage the transmitter shall have a minimum normal range of 150 miles, i.e. it shall be capable of transmitting clearly perceptible signals from ship to ship by day and under normal conditions and circumstances over this range.* (Clearly perceptible signals will normally be received if the R.M.S. value of the field strength produced at the receiver by an unmodulated carrier is at least 25 microvolts per metre for double sideband and single sideband full carrier emissions.) [* In the absence of field strength measurements, it may be assumed that this range will be obtained by a power in the antenna of 15 watts (unmodulated carrier) with an antenna efficiency of 27 per cent for double sideband emissions or 60 watts peak envelope power for single sideband full carrier emissions when 100 per cent modulated by a single sinusoidal oscillation.] (ii) In the case of existing installations using double sideband emissions on cargo ships of 300 tons gross tonnage and upwards but less than 500 tons gross tonnage, the transmitter shall have a minimum normal range of at least 75 miles.

The existing text of sub-paragraph (j) (iv) is replaced by: (iv) the VHF installation in accordance with the provisions of Regulation 17(c).

The existing text of Regulation 17 is replaced by the following: Regulation 17 VHF radiotelephone installation (a) The VHF radiotelephone installation shall be in the upper part of the ship complying with the provisions of this Regulation and comprising a transmitter and receiver, a source of energy capable of actuating them at their rated power levels, and an antenna suitable for efficient radiating and receiving signals at the operating frequencies.

(b) On board passenger ships irrespective of size and cargo ships of 500 tons gross tonnage and upwards it shall be possible to operate the VHF radiotelephone installation from a source of energy which is situated in the upper part of the ship and has sufficient capacity for at least six hours of operation.

(c) The Administration may authorize the use of the reserve source of energy of the radiotelegraph installation or the radiotelephone installation respectively referred to in Regulation 10 (m) and Regulation 16 (j) to supply the VHF radiotelephone installation. In this case the reserve source of energy is required to be of a capacity sufficient to operate simultaneously the VHF radiotelephone installation and: (i) the reserve radiotelegraph transmitter and receiver for at least six hours unless a switching device is fitted to ensure alternate operation only; or (ii) the radiotelephone transmitter and receiver for at least six hours unless a switching device is fitted to ensure alternate operation only.

(d) The VHF radiotelephone installation shall conform to the requirements laid down in the Radio Regulations for equipment used in the VHF maritime mobile radiotelephone service and shall be capable of operation on those channels specified by the Radio Regulations and as may be required by the Contracting Government referred to in Regulation 4-1(b).

(e) The Contracting Government referred to in Regulation 4-1 (b) shall not require the transmitter R.F. carrier power output to be greater than 10 watts. The antenna shall, in so far as is practicable, have an unobstructed view in all directions.* [* For guidance purposes, it is assumed that each ships is fitted with a vertically polarized unity gain antenna at a nominal height of 9.15 m above water, a transmitter R.F. power output of 10 watts, and a receiver sensitivity of 2 microvolts across the input terminals for 20 dB signal-to-noise ratio.] (f) Control of the channels required for navigational safety shall be immediately available on the navigating bridge convenient to the conning position and, where necessary, facilities should be available to permit radiocommunications from the wings of the navigating bridge.

Regulation 19 Radio logs The following paragraph is added to the existing text and the existing paragraph (c) is relettered as paragraph (d): (c) On each ship fitted with a VHF radiotelephone installation in accordance with Regulation 4-1: (i) the entries required by the Radio Regulations shall be recorded in the radio log in accordance with the requirements of the Administration; (ii) a summary of all communications relating to distress, urgency and safety traffic shall be recorded in the ship's log.

CHAPTER V SAFETY OF NAVIGATION
Regulation 12 Shipborne navigational equipment The existing text of Regulation 12 is replaced by the following: (a) For the purpose of this Regulation "constructed" in respect of a ship means a stage of construction where: (i) the keel is laid; or (ii) construction identifiable with a specific ship begins; or (iii) assembly of that ship has commenced comprising at least 50 tonnes or 1 per cent of the estimated mass of all structural material, whichever is less.

(b) (i) Ships of 150 tons gross tonnage and upwards shall be fitted with: (1) a standard magnetic compass, except as provided in subparagraph (iv); (2) a steering magnetic compass, unless heading information provided by the standard compass required under (1) is made available and is clearly readable by the helmsman at the main steering position; (3) adequate means of communication between the standard compass position and the normal navigation control position to the satisfaction of the Administration; and (4) Means for taking bearings as nearly as practicable over an arc of the horizon of 360¡ã.

(ii) Each magnetic compass referred to in sub-paragraph (i) shall be properly adjusted and its table or curve of residual deviations shall be available at all times.

(iii) A spare magnetic compass, interchangeable with the standard compass, shall be carried, unless the steering compass mentioned in sub-paragraph (i) (2) or a gyro compass is fitted.

(iv) The Administration, if it considers it unreasonable or unnecessary to require a standard magnetic compass, may exempt individual ships or classes of ships from these requirements if the nature of the voyage, the ship's proximity to land or the type of ship does not warrant a standard compass, provided that a suitable steering compass is in all cases carried.

(c) Ships of less than 150 tons gross tonnage shall, as far as the Administration considers it reasonable and practicable, be fitted with a steering compass and have means for taking bearings.

(d) Ships of 500 tons gross tonnage and upwards constructed on or after 1 September 1984 shall be fitted with a gyro compass complying with the following requirements: (i) the master gyro compass or a gyro repeater shall be clearly readable by the helmsman at the main steering position; (ii) on ships of 1,600 tons gross tonnage and upwards a gyro repeater or gyro repeaters shall be provided and shall be suitably placed for taking bearings as nearly as practicable over an arc of the horizon of 360 ¡ã.

(e) Ships of 1,600 tons gross tonnage and upwards, constructed before 1 September 1984 when engaged on international voyages, shall be fitted with a gyro compass complying with the requirements of paragraph (d).

(f) On ships provided with emergency steering positions, arrangements shall be made to supply heading information to such positions.

(g) Ships of 500 tons gross tonnage and upwards constructed on or after 1 September 1984 and ships of 1,600 tons gross tonnage and upwards constructed before 1 September 1984 shall be fitted with a radar installation.

(h) Ships of 10,000 tons gross tonnage and upwards shall be fitted with two radar installations, each capable of being operated independently * of the other.

[* Reference is made to section 4 of the Recommendation on Performance Standards for Radar Equipment, adopted by the Organization by resolution A. 477 (XII).] (i) Facilities for plotting radar readings shall be provided on the navigating bridge of ships required by paragraph (g) or (h) to be fitted with a radar installation. In ships of 1,600 tons gross tonnage and upwards constructed on or after 1 September 1984 the plotting facilities shall be at least as effective as a reflection plotter.

(j) (i) An automatic radar plotting aid shall be fitted on: (1) ships of 10,000 tons gross tonnage and upwards, constructed on or after 1 September 1984; (2) tankers constructed before 1 September 1984 as follows: (aa) if of 40,000 tons gross tonnage and upwards by 1 January 1985; (bb) if of 10,000 tons gross tonnage and upwards but less than 40,000 tons gross tonnage, by 1 January 1986; (3) ships constructed before 1 September 1984, that are not tankers, as follows: (aa) if of 40,000 tons gross tonnage and upwards by 1 September 1986; (bb) if of 20,000 tons gross tonnage and upwards, but less than 40,000 tons gross tonnage, by 1 September 1987; (cc) if of 15,000 tons gross tonnage and upwards, but less than 20,000 tons gross tonnage, by 1 September 1988.

(ii) Automatic radar plotting aids fitted prior to 1 September 1984 which do not fully conform to the performance standards adopted by the Organization may, at the discretion of the Administration, be retained until 1 January 1991.

(iii) The Administration may exempt ships from the requirements of this paragraph, in cases where it considers it unreasonable or unnecessary for such equipment to be carried, or when the ships will be taken permanently out of service within two years of the appropriate implementation date.

(k) When engaged on international voyages ships of 1,600 tons gross tonnage and upwards constructed before 25 May 1980 and ships of 500 tons gross tonnage and upwards constructed on or after 25 May 1980 shall be fitted with an echosounding device.

(l) When engaged on international voyages ships of 500 tons gross tonnage and upwards constructed on or after 1 September 1984 shall be fitted with a device to indicate speed and distance. Ships required by paragraph (j) to be fitted with an automatic radar plotting aid shall be fitted with a device to indicate speed and distance through the water.

(m) Ships of 1,600 tons gross tonnage and upwards constructed before 1 September 1984 and all ships of 500 tons gross tonnage and upwards constructed on or after 1 September 1984 shall be fitted with indicators showing the rudder angle, the rate of revolution of each propeller and in addition, if fitted with variable pitch propellers or lateral thrust propellers, the pitch and operational mode of such propellers. All these indicators shall be readable from the conning position.

(n) Ships of 100,000 tons gross tonnage and upwards constructed on or after 1 September 1984 shall be fitted with a rate-of-turn indicator.

(o) Except as provided in Regulations I/7 (b) (ii), I/8 and I/9, while all reasonable steps shall be taken to maintain the apparatus referred to in paragraphs (d) to (n) in efficient working order, malfunctions of the equipment shall not be considered as making a ship unseaworthy or as a reason for delaying the ship in ports where repair facilities are not readily available.

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

(q) When engaged on international voyages ships of 1,600 tons gross tonnage and upwards constructed on or after 25 May 1980 shall be fitted with radio equipment for homing on the radiotelephone distress frequency, complying with the relevant provisions of Regulation IV/ 12(b).

(r) All equipment fitted in compliance with this Regulation shall be of a type approved by the Administration. Equipment installed on board ships on or after 1 September 1984 shall conform to appropriate performance standards not inferior to those adopted by the Organization.

Equipment fitted prior to the adoption of related performance standards may be exempted from full compliance with those standards at the discretion of the Administration, having due regard to the recommended criteria which the Organization might adopt in connexion with the standards concerned.

(s) A rigidly connected composite unit of a pushing vessel and associated pushed vessel, when designed as a dedicated and integrated tug and barge combination, shall be regarded as a single ship for the purpose of this Regulation.

(t) If the application of the requirements of this Regulation necessitates structural alterations to a ship constructed before 1 September 1984, the Administration may allow extension of the time limit for fitting the required equipment not later than 1 September 1989, taking into account the first scheduled dry-docking of such a ship required by the present Regulations.

(u) Except as provided elsewhere in this Regulation, the Administration may grant to individual ships exemptions of a partial or conditional nature, when any such ship is engaged on a voyage where the maximum distance of the ship from the shore, the length and nature of the voyage, the absence of general navigation hazards, and other conditions affecting safety are such as to render the full application of this Regulation unreasonable or unnecessary. When deciding whether or not to grant exemptions to an individual ship, the Administration shall have regard to the effect that an exemption may have upon the safety of all other ships.

Regulation 16 Life-saving signals The existing text of paragraph (d) is replaced by the following: (d) Signals used by aircraft engaged on search and rescue operations to direct ships towards an aircraft, ship or person in distress: (i) The following manoeuvres performed in sequence by an aircraft mean that the aircraft wishes to direct 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 low altitude, and: - rocking the wings; or - opening and closing the throttle; or - changing the propeller pitch; (Due to high noise level on board surface craft, the sound signals may be less effective than the visual signal and are regarded as alternative means of attracting attention).

(3) heading in the direction in which the surface craft is to be directed.

Repetition of such manoeuvres has the same meaning.

(ii) The following manoeuvre 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, and: - rocking the wings; or - opening and closing the throttle; or - changing the propeller pitch.

(Due to high noise level on board surface craft, the sound signals may be less effective than the visual signal and are regarded as alternative means of attracting attention).

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

Regulation 18 VHF radiotelephones The existing text of this Regulation is deleted (see Regulation IV/4-1(b)).

Regulation 19 Use of the automatic pilot The following paragraph is added to the existing text: (d) The manual steering shall be tested after prolonged use of the automatic pilot, and before entering areas where navigation demands special caution.

Regulation 19-1 Operation of steering gear The following Regulations are added to this Chapter: In areas where navigation demands special caution, ships shall have more than one steering gear power unit in operation when such units are capable of simultaneous operation.

Regulation 19-2 Steering gear-testing and drill (a) Within 12 hours before departure, the ship's steering gear shall be checked and tested by the ship's crew. The test procedure shall include, where applicable, the operation of the following: (i) the main steering gear; (ii) the auxiliary steering gear; (iii) the remote steering gear control systems; (iv) the steering positions located on the navigating bridge; (v) the emergency power supply; (vi) the rudder angle indicators in relation to the actual position of the rudder; (vii) the remote steering gear control system power failure alarms; (viii) the steering gear power unit failure alarms; and (ix) automatic isolating arrangements and other automatic equipment.

(b) The checks and tests shall include: (i) the full movement of the rudder according to the required capabilities of the steering gear; (ii) a visual inspection of the steering gear and its connecting linkage; and (iii) the operation of the means of communication between the navigating bridge and steering gear compartment.

(c) (i) Simple operating instructions with a block diagram showing the change-over procedures for remote steering gear control systems and steering gear power units shall be permanently displayed on the navigating bridge and in the steering gear compartment.

(ii) All ship's officers concerned with the operation or maintenance of steering gear shall be familiar with the operation of the steering systems fitted on the ship and with the procedures for changing from one system to another.

(d) In addition to the routine checks and tests prescribed in paragraphs (a) and (b), emergency steering drills shall take place at least once every three months in order to practise emergency steering procedures. These drills shall include direct control from within the steering gear compartment, the communications procedure with the navigating bridge and, where applicable, the operation of alternative power supplies.

(e) The Administration may waive the requirement to carry out the checks and tests prescribed in paragraphs (a) and (b) for ships which regularly engage on voyages of short duration. Such ships shall carry out these checks and tests at least once every week.

(f) The date upon which the checks and tests prescribed in paragraphs (a) and (b) are carried out and the date and details of emergency steering drills carried out under paragraph (d), shall be recorded in the log book as may be prescribed by the Administration.

CHAPTER VI CARRIAGE OF GRAIN PART A GENERAL PROVISIONS Regulation 1 Application The existing text of Regulation 1 is replaced by the following: Unless expressly provided otherwise this Chapter applies to the carriage of grain in all ships to which the present Regulations apply and in cargo ships of less than 500 tons gross tonnage.

PART B CALCULATION OF ASSUMED HEELING MOMENTS SECTION V-ALTERNATIVE LOADING ARRANGEMENTS FOR EXISTING SHIPS (A) GENERAL Amend the second paragraph to read: For the purpose of this Part the term "Existing Ship" means "a ship, the keel of which is laid before 25 May 1980." (B) STOWAGE OF SPECIALLY SUITABLE SHIPS The existing text of sub-paragraph (a) (ii) (2) is replaced by the following: (2) in partly filled compartments or holds free grain surfaces settle and shift as in subparagraph (1) 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, with the bulk grain levelled and topped off with bagged grain or other suitable cargo tightly stowed and extending to a height of not less than 1.22 m above the top of the bulk grain within spaces divided by a longitudinal bulkhead or shifting board, and not less than 1.52 m within spaces not so divided and the bagged grain or other suitable cargo supported on suitable platforms laid over the whole surface of the bulk grain, such platforms consisting of bearers spaced not more than 1.22 m apart and 25 mm boards laid thereon spaced not more than 0.10 m apart or of strong separation cloths with adequate overlapping, will shift to an angle of 8 degrees with the original levelled surfaces. For the purpose of this paragraph shifting boards, if fitted, will be considered to limit the transverse shift of the surface of the grain;

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