Safety Equipment

Life Saving Appliances

General arrangements

1. Upon completion of a survey, the ship's equipment normally shall be in order.

   If there are still important defects which cannot be repaired locally, such as lifeboats which may no longer be used, davits out-of-order, etc., the MOC shall be immediately informed and the necessary instructions shall be transmitted to the Surveyor. The Flag Administration agreement shall also be requested. Under these circumstances, the ship is only authorised to sail to the nearest port where definitive repairs can be made. If it is impossible to contact the MOC, the decision must be made by the SSQM and MOC is to be informed at best opportunity.

2. The Surveyor shall check that all life-saving appliances have been approved and that their total number and capacity meet the requirements of the Convention for the number of persons carried on board.

3. The Surveyor should refer usefully to Annexes to Resolution A.760(18) as amended by resolution MSC.82(70) or Resolution A.1116(30), to better know the symbols related to life-saving appliances and arrangements.

Lifeboats - Liferafts - Rescue Boats

Instruction for onboard maintenance

(Regulation III/36, previously Regulation III/52)

The Surveyor makes sure that Instructions for onboard maintenance of the life-saving appliances are available on board.

They shall be easily understandable and illustrated wherever possible. They shall include a check-list for use when carrying the monthly inspection of the life-saving appliances (Regulation III/20.7, previously Regulation III/19.7).

Arrangements for remotely located survival crafts

Liferafts, if located at aft/forward end of the ship and at a distance more than 100 m from the closest survival craft, as required by Regulation III/31.1.2 or 31.1.2.2, shall be regarded as "remotely located survival craft" with regard to Regulation III/7.2.1.2.

The area where these remotely located survival craft are stowed shall be provided with :

• a minimum number of 2 lifejackets and 2 immersion suits;

• adequate means of illumination, either fixed or portable, which shall be capable of illuminating the liferaft stowage position as well as the area of water into which the liferaft should be launched. Portable lights, when used, shall have brackets to permit their positioning on both sides of the ship; and

• an embarkation ladder or other means of embarkation enabling descent to the water in a controlled manner as per reg.III/11.7.

Maintenance, thorough examination, operational testing, overhaul and repair of lifeboats, rescue boats and fast rescue boats, launching appliances and release gear

(Regulation III/20.11 as amended by resolution MSC.404(96))

Untitled

IMO adopted amendments to SOLAS regulations III/3 and III/20 ( resolution MSC.404(96) entry into force 1 January 2020) to make mandatory the requirements for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear, which are included in resolution MSC.402(96).Requirements for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear, which are included in resolution MSC.402(96) supersede and mandate the requirements previously included in MSC.1/Circ.1206/Rev.1 and a MSC.1/Circ 1277.SOLAS regulations III/20 as amended by resolution MSC.404(96) address the questions "What is to be done?" and "When is it to be done?" and the MSC resolution MSC.402(96) address "How is it to be done?" and "Who does it?".

Application of Resolution MSC.402(96)

The Requirements for maintenance, thorough examination, operational testing, overhaul and repair, as per Resolution MSC.402(96) as amended shall apply to the maintenance, thorough examination, operational testing, overhaul and repair of:.1 lifeboats (including free-fall lifeboats), rescue boats and fast rescue boats; and.2 launching appliances and on-load and off-load release gear for lifeboats (including primary and secondary means of launching appliances for free-fall lifeboats), rescue boats, fast rescue boats and davit-launched liferafts.

Amendments

1. Resolution MSC.559(108)

   IMO adopted new ventilation requirements for totally enclosed lifeboats, refer to Inspection of Lifeboats k).Therefore, IMO (MSC 108) adopted amendments to resolution MSC.402(96) to identify the ventilation system of totally enclosed lifeboats as a new component to be checked during annual thorough examination and operational test carried out by an approved service supplier.The amendments in Resolution MSC.559(108) enter into force on 1 January 2026.

Schematic overview

thorough examination, operational testing and overhaul to be performed

1. General principle - Authorized Service Providers

   Maintenance, thorough examination, operational testing, overhaul and repair shall be carried out in accordance with the Requirements Resolution MSC.402(96) as amended. The Service Providers performing such periodic servicing shall be authorized by the Flag State or RO when so delegated.

   Procedure for Authorization of such Service suppliers is detailed in the related survey procedure, based on MSC.402(96) as amended and IACS common views and in flag procedures for possible Flag instructions which prevail.

   Acceptance onboard a given ship of an authorized service supplier

   Surveyors shall refer to flag procedures for possible specific Flag Administration instructions concerning acceptance on board their ships of authorized service providers

   

   1 In particular, attention should be paid to specific instructions from the flag State concerning:

   1. Service suppliers authorized to conduct services onboard ships flying a given flag

      The ship’s Flag State Administration may for example have specific requirements for acceptance onboard their ships of Service Suppliers approved by:

      - ship's RO and/or- Any RO of the ship's flag and/or- Flag Administration itself and/or- Other Administrations

   2. The specific requirements in terms of acceptance or not of existing certificate issued in accordance with previous version of IACS URZ17 (i.e. Rev. 13 or before)

   3. Service supplier personnel certification.

      In accordance with para.7.1.1 in MSC.402(96) as amended, the minimum requirements of authorization of service providers shall include demonstration of “employment and documentation of personnel certified in accordance with a recognized national, international or industry standard as applicable, OR a manufacturer’s established certification program.”. Some Flag States will accept both options, while other Flags States will accept only "a manufacturer’s established certification program"

   4. Service Supplier certified quality management system (QMS)

      QMS certification in accordance with ISO9000 for service supplier is not mandatory, unless otherwise instructed by the Flag: According to the note in 7.1 of MSC. 402(96) as amended, a documented Quality system complying with the most current version of ISO 9000 series and including the items in 7.1.5, would be considered acceptable to fulfil the requirements of a documented and certified quality system.

      In case of a quality system in compliance with other standards, certification is required and the requirements of certification of the quality system may be fulfilled through approval of the service supplier by the RO unless otherwise instructed by the flag Administration.Nevertheless, Flag States may require a formal third party certification of Service Supplier quality management system.

   In this context, new Recognised Organisation (RO) template of the Certificate of “Approval authorizing a Service Supplier engaged in maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear” (applicable from 1 January 2020), has been amended to factually reflect information in relation to 2 to 4 above. This in order to assist the Surveyor onboard the ship to accept or not accept the service supplier, depending on ship’s Flag instruction in relation to above points.

   

   In case of a Flag accepting Service Suppliers approved by any of their ROs, Recognised Organisation (RO) surveyor must assess, in the same way as for RO-Approved Service Supplier, whether the concerned service supplier complies with any specific conditions that may be required by the ship's flag (i.e. on the basis of the certificate of approval issued by the other RO and any associate documents available).

2. Launching appliances

   (SOLAS Regulation III/20.11.1)

   1. Annual thorough examinations of davits and winches

      These examinations shall be carried out in accordance with requirements as described in paragraph 6.2.9 of the Requirements for maintenance, thorough examination, operational testing, overhaul and repair, as per Resolution MSC.402(96) as amended. This requirement applies to all launching appliances, including free-fall lifeboats, rescue boats, fast rescue boats and liferafts.

   2. Annual dynamic winch brake operational tests

      These tests shall be carried out on completion of the thorough examination in accordance with requirements as described in paragraph 6.2.10 of the Requirements for maintenance, thorough examination, operational testing, overhaul and repair, as per Resolution MSC.402(96) as amended. The load to be applied shall be the mass of the survival craft or rescue boat without persons on board. This requirement applies to all lifeboat’s launching appliances with fall and winch including crane and davits for free-fall lifeboats secondary means of launching.

   3. Five-year dynamic winch brake operational tests

      These tests shall be carried out on completion of the thorough examination,. in accordance with requirements as described in paragraph 6.3.1 and 6.3.2 of the Requirements for maintenance, thorough examination, operational testing, overhaul and repair, as per Resolution MSC.402(96) as amended. The load to be applied shall be equal to 1.1 times the weight of the survival craft or rescue boat and its full complement of persons and equipment. This requirement applies to all lifeboat’s launching appliances with fall and winch including crane and davits for free-fall lifeboats secondary means of launching.

      The examination and test is performed in presence of the Surveyor.

   4. Five-year winch drum examination

      The winch drums on launching appliances shall additionally be subject to an internal examination in the presence of the surveyor where the winch drum has been installed on board for 15 years or built for 15 years, and then every five years thereafter. Upon completion of the examination, a dynamic test is to be carried out.

3. Release Gear

   (SOLAS Reg. III/20.11.2)

   1. Annual thorough examination

      This examination shall be carried out in accordance with requirements as described in paragraph 6.2.4 of the Requirements for maintenance, thorough examination, operational testing, overhaul and repair, as per Resolution MSC.402(96) as amended. This requirement applies to release gear of lifeboats (including free-fall lifeboats), rescue boats, fast rescue boats and liferafts.

   2. Annual operational test

      This test shall be carried out on completion of the thorough examination, in accordance with requirements as described in paragraph 6.2.5, 6.2.6 and 6.2.7 of the Requirements for maintenance, thorough examination, operational testing, overhaul and repair, as per Resolution MSC.402(96) as amended. This requirement applies to all release gear of lifeboats (including free-fall lifeboats also refer to thorough examination, operational testing and overhaul to be performedc)4)), rescue boats, fast rescue boats and liferafts.

   3. Five-year operational tests

      This test shall be carried out on completion of the thorough examination, . in accordance with requirements as described in paragraph 6.3.3 of the Requirements for maintenance, thorough examination, operational testing, overhaul and repair, as per Resolution MSC.402(96) as amended.

      The load to be applied shall be 1.1 times the total mass of the boat when loaded with its full complement of persons and equipment. This requirement applies to release gear of lifeboats (including free-fall lifeboats also refer to thorough examination, operational testing and overhaul to be performed c)4) ), rescue boats, fast rescue boats and liferafts.

      The test and examination is performed in presence of the surveyor.

   4. Operational test of the free-fall lifeboat release function - Simulated launching

      Operational testing of free-fall lifeboat release systems shall be performed either by free-fall launch with only the operating crew on board or by a test without launching the lifeboat carried in based on the requirements as described in paragraph 6.2.7 of the Requirements for maintenance, thorough examination, operational testing, overhaul and repair, as per Resolution MSC.402(96) as amended.

4. Davit launched liferaft automatic release hook

   (SOLAS Reg. III/20.11.3)

   1. Annual thorough examination

      This examination shall be carried out in accordance with requirements as described in paragraph 6.2.8 of the Requirements for maintenance, thorough examination, operational testing, overhaul and repair, as per Resolution MSC.402(96) as amended.

   2. Five-year operational test:

      Refer to thorough examination, operational testing and overhaul to be performedc) 3)

      The test and examination is performed in presence of the surveyor..

5. Lifeboats and rescue boats, including fast rescue boats

   (SOLAS Regulation III/20.11.1)

   1. Annual thorough examination

      This examination shall be carried. in accordance with requirements as described in paragraph 6.2.1, 6.2.2 and 6.2.3 of the Requirements for maintenance, thorough examination, operational testing, overhaul and repair, as per Resolution MSC.402(96) as amended.

      Refer also to Amendments a)

   2. Annual operational test

      Refer to thorough examination, operational testing and overhaul to be performedb, thorough examination, operational testing and overhaul to be performedc or thorough examination, operational testing and overhaul to be performedd as appropriate.

When to perform the thorough examinations/ overhauls and operational tests

1. Annual / Periodical

   The annual thorough examinations/ overhauls and operational tests of lifeboats, rescue boats and fast rescue boats, launching appliances and release gear which are referenced in thorough examination, operational testing and overhaul to be performed are part of the Safety Equipment Annual/Periodical survey.

   The annual thorough examinations / overhauls and operational tests shall be performed within the applicable Safety Equipment survey range date but not necessarily at the same time.

   Before attending for the annual/periodical Safety Equipment Survey, the surveyor shall ask the ship-owner or master whether the annual thorough examination and operational test of launching appliances have been performed (evidence shall be provided) or are scheduled to be performed during the annual/periodical safety equipment survey. In case of negative answer, it is advisable to decline the safety equipment survey and to issue a letter to the Master explaining that the annual thorough examination and operational tests shall be dealt with within the survey window. This applies only if the survey is carried out before the end of the time window.

   Where it is not possible due to operational reasons to carry out the tests on both sides of the ship during the same inspection, it should be acceptable to carry out the tests at a later date. The necessary of attendance of Society’s surveyor shall be determined as per previous paragraphs. The surveyor shall issue a letter to the Master explaining that the remaining items shall be dealt with within the survey window. This applies only if the survey is carried out before the end of the time window.

2. Five-year

   The 5-year dynamic winch brake operational tests and the Five-year operational tests of release gears are to be carried out at intervals not exceeding five years and normally at the opportunity of the Safety Equipment renewal survey.

   The thorough examinations/overhauls and operational tests, carried out at intervals of at least once every five years, shall be done in the presence of a surveyor. (refer to IACS UI SC 144 Rev.3)

Documentation and Certificate

1. Annual / Periodical survey

   1. Attestation of annual thorough examination and operational test

      • The person or company who performed the job should issue a document to confirm that the suitable inspection and tests have been performed to his satisfaction and that, on completion of the test, the equipment remains fit for purpose. A copy of this document is to be attached to the survey report.

      • When the Recognised Organisation (RO) surveyor attends the winch brake and release gear tests, the Attestation thorough examination, operational testing of lifeboats, rescue boats and fast rescue boats, launching appliances and release gear (available in ASMS Certificate Editor) shall be issued.

   2. Endorsement of the Safety Equipment Certificate

      • The Cargo Ship Safety Equipment Certificate is endorsed by the surveyor on the basis of the documents produced by the owner’s representative (master), upon completion of safety equipment survey.

      • The full term certificate shall not be endorsed or issued if all examinations/test have not been carried out. If the examination/tests remain outstanding at the end of the survey window, the Flag agreement is to be requested for further instruction and possible issuance of a conditional certificate.

      • The request should be forwarded by the field surveyor to the MOC which will follow the communication procedure with the relevant Flag Administration.

2. Renewal survey

   1. On completion of the 5-year dynamic test of winch brake and release gears, the Surveyor issues the Attestation for thorough examination, operational testing, overhaul and repair of lifeboats, rescue boats and fast rescue boats, launching appliances and release gear available in ASMS Certificate Editor.

   2. No Cargo Ship Safety Equipment Certificate and no Passenger Ship Safety Certificate can be either issued or endorsed if the 5-year operational tests have not been conducted.

How to perform the thorough examination and tests

When attending the tests, the Surveyor should be guided by the relevant section of the related survey procedure.

Servicing report and subsequent action

Annual thorough examination examinations and operational tests carried out before or during Cargo Ship Safety Equipment/Passenger Ship Safety survey

Reporting and invoicing

1. Reporting

   1. Annual thorough examination and test

      When the surveyor is requested to attend, the following ASMS survey codes should be used :

      • EQAT for vessels under non harmonised system

      • HSAT for vessels under harmonised system

      • PSAT for passenger vessels

      • CSAT for vessels with combined safety certificate

      • MOAT for MODU vessels

      • SPAT for SPS vessels

   2. Five-yearly thorough examination and test

      The following ASMS survey codes should be used :

      • EQQT for vessels under non harmonised system

      • HSQT for vessels under harmonised system

      • PSQT for passenger vessels

      • CSQT for vessels with combined safety certificate

      • MOQT for MODU vessels

      • SPQT for SPS vessels

2. Invoicing

   1. Annual thorough examination and test

      The following formula apply for the calculation of fees :

      • N =< 3 .......................... 300 pts

      • N > 3 .......................... N x 300 pts

      Where :

      • N : Number of life saving appliances : N = N1 + N2

      • N1 : Number of Lifeboats . It is taken from item ATL001 of the survey report.

      • N2 : Number of Rescue boats . It is taken from item ATL011 of the survey report.

      (The calculation is not yet included in the SM2)

   2. Five-yearly thorough examination and test

      Included in the SM2.

Attached documents

See the attached files :

• “MSC.402(96)”

• “MSC.404(96)”

Inspection of Lifeboats

1. Lifeboats are lifted to permit the Surveyor thoroughly examine the bottom. An internal inspection shall be carried out after removing equipment from lifeboats. All buoyancy tanks shall be also carefully examined. If deemed necessary, the Surveyor may require that buoyancy tanks be hydraulically tested.

2. Special attention shall be paid to wooden lifeboats. Shocks or removal of paint can cause wood to rot or shipworms to develop.

3. In the case of aluminium lifeboats, there may be problems of corrosion on parts in contact with another metal. Although not within his province, the Surveyor should advise the owner on the choice of oxide or zinc chromate type paints.

4. Efficient separation between mild steel lifting plates should be checked during survey of aluminium lifeboats. Similarly, particular care should be taken to examine other areas of different metals. Either steel/aluminium or of different grades of aluminium for plates, keel bars and rivets. Any sign of corrosion should be dealt with circumspectly to avoid untreated corrosion developing with possible reduction of strength of the attachment.

5. As to plastic lifeboats, the main problem is fractures which can be easily detected.

6. All fixed accessories including plastic buoyant devices shall be inspected and dismantled if necessary. Manual pump and propelling means shall be tested under normal conditions.

   Equipment shall be carefully inspected, in particular, equipment made of cloth or ropes which can deteriorate naturally. Food rations shall be inspected at random or according to dates of validity, if indicated.

   Lifeboats shall be launched and in the case of motor lifeboats, the motor or propelling means shall be tried according to Convention requirements.

   At the end of the survey, the Surveyor shall check that lifeboat equipment has been correctly placed back into the lifeboat and suitably secured so as not to interfere with embarkation manoeuvres.

   Check the fuel supply.

   Check the fire-extinguisher.

   Unless validity of first-aid kit is specified, contents must be carefully inspected, in particular, the validity of the medicine.

   Among others, the drain valve required by the paragraph 4.4.7.1 of the LSA code shall be examined from inside and outside of the lifeboat as far as practicable. Its buoyant ball shall not be missing, damaged or severely dirty. Its plug shall be attached to the lifeboat by a lanyard, a chain or other suitable means.

7. Hereafter is a study case of a Surveyor requested to conduct a survey of "air bottles in totally enclosed lifeboats".

   "A vessel had undergone an annual safety equipment inspection, including internal examination of contents of the totally enclosed lifeboats, when approximately 24 hours later an air cylinder in one of the lifeboats exploded, causing so extensive a damage (to the keel bar and vicinity) that the GRP boat has to be replaced.

   It has been determined that the cause of the failure of the bottle (contents at 150 bars) was due to approximately 80 % wastage in way of the retaining clips which, in turn, were padded with soft rubber to prevent chafing. The soft rubber must have retained moisture from high humidity within the lifeboat, thus creating the corrosion over a period of time."

   During the survey, attention shall be paid to this point.

   The following checks should be carried out within the scope of the annual surveys of safety equipment for totally enclosed motor-propelled survival craft :

   1. There are no exhaust system leaks,

   2. There are no oil or diesel leaks and the engines are clean,

   3. The exhaust and its lagging run clear of the bilge water area and that there is little risk of bilge water contacting the engine manifold and exhausts when the boat is in use,

   4. Exhaust lagging is clean and dry and of a non-absorbent type,

   5. Bilges are kept dry and clear of oil,

   6. Any paint used on engines, manifolds and exhausts does not give fumes when it is heated. Crews and maintenance personnel should be made aware of this problem.

   Following the above checks, opportunity should be taken to run the engines to full operating temperature to see if fumes develop. It is recommended that such checks should be carried out at least once a year, ideally by lowering the boat into the water.

8. Lifeboats replacement

   Lifeboats may at times be defective and therefore need being replaced.

   Every lifeboat shall be of an homologated (or approved) type.

   A new lifeboat shall be provided with an attestation or a certificate showing compliance with one of the IMO Resolutions dealing with testing of life-saving appliances, either Resolution A.521(13) or A.689(17) or MSC.81(70).

9. Lifeboat air cylinders

   IACS recommends that lifeboat air cylinders to be hydrostatically tested every 5 years.

10. Libeboat release and retrieval systems

    New SOLAS regulation III/1.5, as amended by the resolution MSC.317(89) shall enter into force on 1 January 2013. It requires that for all ships, on-load release mechanisms not complying with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code (as amended by resolution MSC.320(89)), shall be replaced or modified not later than the next scheduled dry-docking after 1 July 2014, but not later than 1 July 2019. According to the IMO circular MSC.1/Circ1445, it has to be noticed that the wording "first scheduled dry-docking" was introduced to mean the "first scheduled out of water survey of the ship's outer bottom". This explanation is to clarify that the on-load release mechanisms need not be compliant during an in-water survey, should this occur before a dry-docking."

    As per MSC.1/Circ.1392 Annex para. 14, results for each type of lifeboat release and retrival system (Compliant, Compliant after modification, Non-compliant) are reported by Administrations to IMO. The status of the equipment is to be verified on IMO Global Integrated Shipping Information System (GISIS) Website (access with a public account) http://gisis.imo.org/Public/HOOKS/Default.aspx , which also includes the " Evaluation Report" of each type.

    1. A lifeboat release and retrieval system that has been determined to be non-compliant in accordance with the MSC.1/Circ 1392 "guidelines for evaluation and replacement of lifeboat release and retrieval systems” may be modified to comply with the requirements of the revised paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code and the requirements of the existing applicable Code, provided that the modified release and retrieval system is evaluated in accordance with these Guidelines. Please refer to the Procedure for replacement of lifeboat release and retrieval system in Procedure for replacement of lifeboat release and retrieval system

    2. A lifeboat release and retrieval system that has been determined to be compliant or compliant after modification in accordance with the MSC.1/Circ 1392, may remain in service but it should be subject to an overhaul examination according to annex 1 to the Measures to prevent accidents with lifeboats (MSC.1/Circ.1206/Rev.1) by the manufacturer or by one of their representatives. The examination also includes verification that the system examined is of the same type as the system that passed the evaluation and is suitable for the ship.

11. Ventilation requirements for totally enclosed lifeboats – res. MSC.535(107)

    IMO adopted, through Resolution MSC.535(107), amendments to the LSA Code related to ventilation requirements for totally enclosed lifeboats. The revised provisions (LSA Code Chapter IV, paras. 4.6.6–4.6.7) establish a minimum ventilation capacity of 5 m³/hour per person, which must remain operable for at least 24 hours. These amendments enter into force on 1 January 2026 and apply to totally enclosed lifeboats installed on or after 1 January 2029.

Maintenance of falls

Regulation III/20.4 as amended by MSC.216(82), applicable to all ships, reads as follows :

Maintenance of falls

Falls used in launching shall be inspected periodically with special regard for area passing through sheaves, and renewed when necessary due to deterioration of the falls or at intervals of not more than 5 years, whichever is the earlier.

The acceptance of the periodic inspection is on the basis that the falls will be renewed when necessary due to deterioration of the falls or at intervals of not more than 5 years, whichever is earlier.

The periodic inspection shall be carried out by competent persons.

The periodic inspection of every wire shall at least comply with the following specification :

1. The survival craft must be lowered to the water, or the wire otherwise paid out, such that the wire bears no weight and there is no more than one layer left on the drum. The wire shall then be cleaned to facilitate a general inspection of its condition.

2. The stationary parts of the wire, i.e. parts resting on or within sheaves and locking devices, must be given particularly close attention during that inspection.

3. Once the wire is clean it must be verified as free from corrosion and that grease had penetrated the whole wire.

4. After satisfactory inspection an approved type of grease shall be reapplied and the wire re-wound on the drum as recommended by the manufacturer.

Wires found with corrosion or deterioration to the extent that their strength is compromised must be replaced.

The Regulation does not prohibit turning of wires end-for-end and if Owners choose to do this then special attention must be paid to the method of joining and terminating wires.

Lifeboat falls termination

There are no IMO regulations or guidelines dealing with this issue. However, some Administrations such as Isle of Man and USCG discourage the use of fiege fittings (wire rope grips).

On a general point of view, it is preferable to have such terminations formed by wedge sockets, approved resin or white metal sockets, swaged or spelter sockets, or other suitably approved alternative methods.

Stainless Steel Falls

1. Where no service life for marine use is specified by the manufacturer stainless steel falls are subject to the same requirements as galvanised steel falls.

2. Where the manufacturer’s stated service life for marine use exceeds five years the wire may be retained in use for the stated period subject to being turned ‘end for end’ as specified by the manufacturers periodic inspections as set out above.

The evidence for such a maintenance must appear in the ship's records (log book, rigging book, fall delivery paper, etc.) and shown in the safety equipment survey report.

Fitting and use of fall preventer devices

Refer to MSC.1/Circ.1327, MSC.1/Circ.1392 and possible flag requirements (the flag procedure)

The use of FPDs should be considered as an interim risk mitigation measure by providing a secondary alternate load path in the event of failure of the on-load hook or its release mechanism or of accidental release of the on-load hook. It shall only to be used in connection with existing on-load release hooks, at the discretion of the master.

Drills, testing, inspections and maintenance of lifeboats and launching appliances

UI on fall preventer devices (MSC.1/Circ.1392 and MSC.1/Circ.1327) as set out in the annex of MSC.1/Circ.1466, provide guidance on the requirements for the strength and testing standards to be applied to FPDs.

The procedure to be followed to operate the FPD either for routine drills or abandon ship situation should be contained in the ISM Code documentation and the ship’s training manual.

Modification of existing approved on-load hooks already fitted to a ship to incorporate FPDs

The shipowner or original equipment manufacturer should contact the Administration for approval before any modification, such as modifying existing lifeboats and hooks for oil and chemical tankers so that FPDs can be released from within the lifeboat, is made to a hook, lifeboat or davit to accommodate the use of FPDs. Any retesting of any equipment should be agreed and witnessed by the Administration or a recognized organization appointed by them and documented in the relevant approval file.

Inspection of Liferafts

Regulation III/20.8.1

Regulation III/20.8.1, applicable to all ships, provides for that every inflatable liferaft, inflatable lifejackets and marine evacuation system shall be serviced at intervals not exceeding 12 months by an approved servicing station.

The up-to-date maintenance book shall be shown to the Surveyor. In absence of this maintenance book, upon completion of the survey, the servicing station shall issue a certificate to be kept onboard and produced to the attending Surveyor. Either reference to this certificate should be made on the survey report or a copy of this certificate should be attached to the report.

Where servicing is not practicable within the 12 months interval, the Administration may extend the period to 17 months. For the sake of good order, it is reminded that, when the servicing is not practicable within the 12 months period, the MOC shall report to and get the approval of the Flag Administration before accepting a 17-month period.

Regulation III/31.3

Regulation III/31.3 now requires that ships constructed before 1 July 1986 carry one or more liferafts capable of being launched on either side of the ship and of such aggregate capacity as will accommodate the total number of persons onboard. The attention of the Surveyor is drawn to this new requirement as the capability of being launched on either side of the ship was not until now a mandatory requirement for the older ships.

Regulation III/31.1.3.2

With reference to Regulation III/31.1.3.2 (previously Regulation III/26.1.3.2) as concerns the definition of the "easy side-to-side transfer" ("readily transferred liferafts for launching on either side of the ship"), the agreed interpretation is the following : an inflatable raft can be considered as transferable and launchable if it can be demonstrated to the attending Surveyor that :

• its weight is less than 185 kg (as required by SOLAS 74),

• it can be easily transferable from one side of the ship to the other by a maximum of 3 people,

• the stowed position is on a single open deck level.

Automatic release system

Where the liferafts are fitted with an automatic release system, this equipment has to be checked every 12 months, at the same time as the liferafts. The survey shall be clearly specified as a remark in the corresponding report.

It should be noted that some hydrostatic release systems (such as Hammar H20, etc.) have a limited validity and are not subject to an annual servicing.

Approval of servicing stations

Servicing stations shall be approved in compliance with Resolution A.761(18) by an Administration (or Recognised Organisation (RO)) and the personnel in charge of the survey shall be authorised by the manufacturer of the liferaft. Refer also to Recognised Organisation (RO) NR 533.

Weak link

A weak link is generally inserted into the Hydrostatic Release Unit. It ensures that a liferaft which has been released is not dragged under by the sinking ship.

It shall be checked, at each safety equipment survey, that the weak link is properly rigged. A typical arrangement is shown here after.

Rigid liferafts

Rigid liferafts and their equipment shall be examined by the Surveyor at each periodical and renewal survey.

Extended servicing liferafts

(MSC.1/Circ.1328)

Liferafts approved and certified for extended service intervals pursuant to SOLAS Regulation III/20.8.3 should be :

1. serviced at an approved servicing station at intervals not exceeding 30 months for the first 10 years of their service lives, and thereafter at the frequency required by SOLAS Regulation III/20.8.1.1. This 10-year limitation may be extended if real time verification justifies acceptance by the Administration;

2. inspected on board by personnel certified to carry out onboard inspections in accordance with the provisions of MSC.1/Circ.1328 and the instructions of the manufacturer at intervals not exceeding 12 months from the last service or onboard inspection and for the first 10 years of their service life;

3. tested according to the recommendations of these Guidelines or test procedures which are substantially equivalent; and

4. marked to indicate that they have been approved and certified for extended service intervals in accordance with MSC.1/Circ.1328.

Servicing and inspection

Servicing of inflatable liferafts approved for extended service intervals should only take place at approved servicing stations.

Davit-launched liferafts approved for extended service intervals should be subjected to a 10% overload suspension test at intervals not exceeding 30 months.

Inspection of Rescue boat

(Regulation III/20.6.2 - 20.11.3)

The Surveyor makes sure that the outboard motor fitted to a rescue boat has been weekly tested as required by Regulation III/20.6.2 (formerly Regulation III/19.6.2). However, if the special characteristics of the motor would not permit it to be run other than with its propeller submerged for a period of three minutes, it should be run for such a period as prescribed in the manufacturer's handbook (MSC/Circ.42).

Thorough examinations and operational tests

Thorough examination and operational test shall be carried in accordance the Requirements for maintenance, thorough examination, operational testing, overhaul and repair, as per Resolution MSC.402(96) as amended. Please refer to Maintenance, thorough examination, operational testing, overhaul and repair of lifeboats, rescue boats and fast rescue boats, launching appliances and release gear

Immersion suits

Regulation III/7.3 provides for that every persons assigned to crew the rescue boat (or in charge of the Marine Evacuation System, if provided) shall be provided with either an immersion suit or an anti-exposure suit. Immersion suits shall comply with section 2.3 of the LSA Code and the anti-exposure suits shall comply with section 2.4 thereof.

There is no need to change, unless they are damaged, the immersion suits provided as per previous Regulation VII/3 and complying with former Regulation III/33 fitted on board ships constructed before 1 July 1998.

Survival craft - Launch Test

Mandatory launch test under SOLAS Regulation III/19

1. Conventional lifeboats

   (III/19.3.3.3 – MSC.152(78))

   Each lifeboat shall be launched, and manoeuvred in the water by its assigned operating crew, at least once every three months during an abandon ship drill.

2. Freefall lifeboats

   (III/19.3.3.4 - MSC 216(82))

   1. At least once every three months :

      • Simulated launch procedures up to but not including the actual release of the lifeboat (i.e., the release hook shall not be released).

      • The lifeboat shall then either be free-fall launched with only the required operating crew on board, or lowered into the water by means of the secondary means of launching without the operating crew on board, and then manoeuvred in the water by the operating crew.

   2. At intervals of not more than six months :

      The lifeboat shall either be launched by free-fall with only the operating crew on board, or simulated launching shall be carried out in accordance with guidelines MSC.1/Circ.1206/Rev.1

   3. Simulated launching

      Simulated launching is a means of verifying the satisfactory function of the free-fall release system without allowing the lifeboat to fall into the sea (whereby the lifeboat only moves about 4 inches along the launch track).

      The surveyor looks for a statement from the manufacturer declaring that the system complies with the applicable regulations for simulated launching of SOLAS III/19.3.3.4 and the Appendix of Annex 2 to MSC.1/Circ.1206/Rev.1 (Guidelines for simulated launching of free fall lifeboats).

      Manufacturer’s instruction manual and additional equipment - if applicable - shall be on board.

Revised recommendation on testing of live-saving appliances

(Resolution MSC.81(70), Part 2, item 5.4)

1. Resolution MSC.81(70) "Revised recommendation on testing of live-saving appliances" replaces Resolutions A.689(17) and A.521(13).

   The introduction to Resolution MSC.81(70) states :

   "Life-saving appliances which are installed on board on or after 1 July 1999 should meet the applicable requirements of the Recommendation or substantially equivalent ones, as may be specified by the Administration. Where there has been a substantial change in the equipment performance requirement or the test procedures in this recommendation, an item of equipment previously tested to Resolution A.521(13), or previous version of Resolution A.689(17), need only be subjected to tests affected by the changes".

2. A particular point of the Resolution is that the launching test of lifeboat and rescue boat, which was a prototype test of the previous resolutions is now one of the production and installation test (Part 2, item 5.4).

   It reads : "It should be demonstrated that the fully equipped lifeboat on cargo ships of 20,000 grt or more and rescue boat can be launched from a ship proceeding ahead at a speed of not less than 5 knots in calm water and on even keel. There should be no damage to the lifeboat or the rescue boat or their equipment as a result of this test".

3. The requirement for launching at 5 knots originates from the 1983 Amendments as Regulations III/28.2 and III/41.1.2, now Regulations III/17.3 and III/33.2, 1996 Amendments and section 4.4.7.7 of the LSA Code.

4. At this stage, the mandatory status of Recommendation MSC.81(70), which is not yet referred to in the SOLAS Convention, is not clear. It cannot however be ignored that lifeboats and rescue boats could no more be subjected to a prototype test showing their capability to be safely launched at 5 knots. The Society has therefore decided to implement the launching test, as foreseen by Part 2, item 5.4 of Resolution MSC.81(70).

5. Every rescue boat and, on cargo ship of 20,000 grt and over, every lifeboat which is installed after 1 July 1999, is therefore subjected to the launching test, unless clear instructions are received from the Flag Administration. Where lifeboats of same type are located on both sides of the ship, a relaxation could be considered and a single lifeboat might be subjected to the test provided that the locations of lifeboats are symmetrical and the launching and embarkation arrangements are similar and the single conducted test shows satisfactory results.

6. Where the weather conditions do not allow a smooth running of the test, reference to tests satisfactorily conducted on either a lead ship or a sister-ship may be considered and recorded.

Other life saving appliances

Distress signals

(Reg. II/6.3)

The Surveyor makes sure that 12 rocket parachute flares (of a red colour) are stowed at or near the navigation bridge.

Rockets parachute flares complying with section 3.1 of the LSA Code (previously Regulation III/35).

It is reminded that every lifeboat shall be fitted with 4 rocket parachute flares, 6 hand flares, complying with section 3.2 of the LSA Code (previously Regulation III/36) and 2 buoyants smoke signals complying with section 3.3 of the LSA Code (previously Regulation III/37).

Refer also to Pyrotechnics (“Pyrotechnics”).

Life jackets and life buoys

Lifejackets

A lifejacket shall be provided for every person on board and, in addition, a sufficient number of lifejackets shall be carried for persons on watch and for use at remotely located survival craft stations.

As a general rule, the lifejackets carried for persons on watch should be stowed on the bridge, in the engine control room and at any other manned watch station.

The minimum number at remotely located survival craft stations is 2 (as per MSC.1/Circ.1243).

The Surveyor shall check that they are in good condition and fitted as required.

Regulation III/32.2 (previously Regulation III/27) now requires that lifejackets be fitted with a light complying with the requirements of Section 2.2.3 of the LSA Code.

Lights fitted on lifejackets on board cargo ships prior to 1 July 1998 and not fully complying with Section 2.2.3 of the LSA Code should have been replaced at last by the first periodical survey after 1 July 2001.

Some additional national requirements :

Lifebuoys

Cargo ships shall carry not less than the following numbers of lifebuoys :

• Under 100 metres in length : 8;

• Between 100 metres and under 150 metres : 10;

• Between 150 metres and under 200 metres : 12;

• 200 metres and over : 14.

Lifebuoys shall be:

• So distributed as to be readily available on both sides of the ship and as far as practicable on all open decks extending to the ship’s side;

• At least one shall be placed in the vicinity of the stern; and

• So stowed as to be capable of being rapidly cast loose and not permanently secured in any way.

At least one lifebuoy on each side of the ship shall be fitted with a buoyant line, equal in length to not less than twice the height at which it is stowed above the waterline in the lightest seagoing condition, or 30 metres, whichever is the greater.

Not less than one half of the total number of lifebuoys shall be provided with self-igniting lights;

Not less than two of these shall also be provided with lifebuoy self-activating smoke signals capable of quick release from the navigating bridge;

Lifebuoys with lights and those with lights and smoke signals shall be distributed equally on both sides of the ship and shall not be the lifebuoys provided with lifelines.

Lifebuoys intended to operate the quick-release arrangement provided for the self-activated smoke signals and self-igniting lights shall have a mass of not less that 4 kg to operate the quick release arrangement (as per MSC.207(81)).

The expiry date of the smoke signal fitted on the lifebuoys shall be checked as well as the source of energy of the lifebuoys fitted with self-igniting lights (see paragraph Pyrotechnics “Pyrotechnics”).

As from 01/01/2007, new SOLAS II-1 paragraph 11 states that : "In tankers, electrical equipment, cables and wiring shall not be installed in hazardous locations unless it conforms with standards not inferior to those acceptable to the Organization."

Self-igniting lights within hazardous locations

Self-igniting lights attached to lifebuoys are affected by the amendments, due to the fact that they may be kept within hazardous locations on tankers. Therefore, if it is necessary to arrange lifebuoys provided with self-igniting lights within hazardous locations associated with the cargo tanks, the lights should be of a certified safe type, suitable for use in such locations.

If self-igniting lights are not of a certified safe type for use in hazardous locations, lifebuoys should instead be arranged at the forward and aft ends of the ship.

Line-throwing Appliance

(Regulation III/18, previously Regulation III/17)

The Surveyor makes sure that the line-throwing appliance and its four rockets are duly provided and enclosed in a weathertight container (Section 7.1 of the LSA Code, previously Regulation III/49).

See also Pyrotechnics ("Pyrotechnics").

Muster List and emergency instructions

(Regulation III/8)

Clear instructions to be followed in the event of emergency shall be made available to every person on board.

The Surveyor makes sure that the muster list and emergency instructions are displayed throughout the ship, at the navigation bridge, in the engine room and in crew accommodation spaces.

The muster list shall comply with provisions of Regulation III/37 (previously, Regulation III/53).

This regulation applies to all ships.

The Surveyor makes sure that muster and embarkation stations are easily accessible from the accommodation and working spaces and that they are adequately lighted from the emergency source of electrical power.

Onboard communication and alarm system

(Regulation III/6.4)

The emergency means for two-way communications between emergency control stations (i.e., the navigation bridge and the engine room, muster and embarkation stations) which may comprise either fixed or portable equipment or both, shall be checked. The emergency alarm system and the public alarm.

Pyrotechnics

Not less than 12 rocket parachute flares shall be carried and be stowed on or near the navigation bridge.

A line throwing appliance (including not less than four projectiles, four lines and brief instructions or diagrams) shall be provided.

An illustrated table describing the life-saving signals shall be readily available to the officer of the watch (as per SOLAS V/29).

The Surveyor makes sure of the validity of all pyrotechnic signals which are provided onboard.

Distress signals and rockets of line-throwing appliances have generally a three-year validity. However, if a different validity is specified on rockets and signals, the Surveyor takes this into consideration. On the other hand, if the validity of rockets and signals is expiring shortly after the survey (six months, for instance), the Surveyor should inform the Master, specify this clearly in his report, and inform the MOC or the Connecting District, by fax, immediately after the survey, so that the MOC/Connecting District can point this out to the owner.

The Surveyor not only considers the period of validity of rockets and signals, but also their apparent condition which may be affected by stowage conditions. If the Surveyor has doubts, rockets and signals shall be replaced.

Radio life-saving appliances

(Regulation III/6.2)

The Surveyor makes sure that two-way VHF radio apparatuses and Search and rescue locating devices are provided as required.

On board ro-ro passenger ships, liferafts shall be fitted with a Search and rescue locating device in the ratio of one Search and rescue locating device for every four liferafts. Liferafts containing the Search and rescue locating device shall be clearly identified.

As from 1 January 2010, the word Search and rescue locating device is used in lieu of the word Radar transponder. There are currently two type of Search and rescue locating devices :

1. the Radar search and rescue transponder (SART) which is the well known Radar transponder;

2. the AIS search and rescue transmitter (AIS-SART) which is a new equipment.

Ships can be equipped either with Radar search and rescue transponders (SART) or AIS search and rescue transmitters (AIS-SART).

As a guidance, paragraph 9 of the supplement Form E to the Cargo Ship Safety Equipment Certificate is completed in the following way:

Retro-reflective material

Every life-saving appliance shall be fitted with retro-reflective material (as per LSA Code, section 1.2.2.7, previously Regulation III/30.2.7)

Surveyors can inspire themselves with the recommendations hereafter, made by Liberia : "When retro-reflective material is being fitted on new or existing life-saving appliances, or being replaced on existing life-saving appliances, it should be fitted in accordance with the guidelines. Material to be used should be of a type which has been approved by the Department. Retro-reflective material already fitted on existing life-saving appliances in accordance with Resolutions A.274(VIII) and M.1056 will continue to be accepted until it has to be replaced on account of performance deterioration. A simplified performance test is outlined in the paragraph below and incorporates advice given by a leading manufacturer of approved retro-reflective material. The performance of the retro-reflective material should be checked at regular intervals and when life-saving appliances are serviced by the following method : Using a torch held at eye level, view from a distance of 10 metres both a material fitted to the appliance and a new piece of the same retro-reflective material. Pour water over both materials immediately before the test. The retro- eflective material on the appliance should be replaced if a noticeable deterioration in performance is observed."

Thermal Protective Aids

Thermal protective aids should be, as prescribed by the LSA Code, Section 1.2.2.6 (previously Regulation III/30.2.6), of a highly visible colour. However, the Administration may accept other colours provided the thermal protective aids are unlikely to be used in the water.

Thermal protective aids should be capable of being worn by persons regardless of their size.

It is reminded that, for cargo ships, TPAs are no longer required from 01/07/2006, except those requested by the LSA Code, Section 4.1.5.24 (lifeboat equipment) and LSA Code, Section 4.4.8.31 (Liferaft equipment) and the LSA Code, Section 5.1.2.2.13 (Rescue boat equipment).

Training manual and Fire safety operational booklets

Training manual

Regulation III/35 (previously Regulation III/51) requires that a training manual shall be provided in each crew mess-room and recreation-room or in each crew cabin.

The following comment made by the US Coast Guard can be applied to all flags : "A life-saving system and equipment training manual must be assembled from whatever manufacturer's information, and other survival training information as available. Loose-leaf format in a ring binder is suggested, so that additional or revised information can be added as it is received. Alternatively, audio-visual training material can be used. If the training material is a manual, a copy of the manual must be kept in each crew mess-room and recreation room, or in each crew cabin. The training manual is not required to be approved by the Coast Guard, but the training material provided by manufacturers of equipment meeting the 1983 SOLAS Amendments, will be approved when the equipment is approved."

The training manual shall explain the following in detail :

• General fire safety practice and precautions related to the dangers of smoking, electrical hazards, flammable liquids and similar common shipboard hazards;

• General instructions on fire-fighting activities and fire-fighting procedures, including procedures for notification of a fire and use of manually operated call points;

• Meanings of the ship’s alarms;

• Operation and use of fire-fighting systems and appliances;

• Operation and use of fire doors;

• Operation and use of fire and smoke dampers; and

• Escape systems and appliances.

The training manual shall be written in the working language of the ship.

Fire safety operational booklets

The fire safety operational booklet shall contain the necessary information and instructions for the safe operation of the ship and cargo handling operations in relation to fire safety. The booklet shall include information concerning the crew’s responsibilities for the general fire safety of the ship while loading and discharging cargo and while under way. The booklet shall also provide reference to the pertinent firefighting and emergency cargo handling instructions contained in the IBC Code, the IGC Code and the IMDG Code, as appropriate.

It shall also include provisions for preventing fire spread to the cargo area due to ignition of flammable vapours and include procedures for cargo tank gas-purging and/or gas-freeing.

The fire safety operational booklet shall be provided in each crew mess room and recreation room, or in each crew cabin.

The booklet shall be written in the working language of the ship.

The booklet may be combined with the fire training manual.

Immersion suits

Number of suits required

The number of immersion suits to be provided in compliance with Regulation III/32.3.2 of SOLAS 74 should correspond to the total number of persons indicated in Section 2.1 (Total number of persons for which life-saving appliances are provided) of Form E (Record of Equipment for the Cargo Ship Safety Equipment Certificate).

The suits must be of an approved type in accordance with the LSA Code and be provided in sizes appropriate for the crew onboard.

Please always refer to the flag instructions for specific instructions about storage location and number of immersion suits in remotely located stations.

If no flag instruction is available, the following should apply :

Immersion suits may be stored in either one or more muster and embarkation stations or otherwise distributed through out the crew cabins in readily accessible and clearly marked locations.

In addition to the number of suits required for each person on board, a number of suits shall be placed in remotely located stations (Regulation III/32.3.3). The main objective is to enable duty personnel at a watch or work station to have immediate hold of an immersion suit at the watch or work station without having to leave the station.

Definition : Remotely located stations are the watch or work stations within the navigation bridge, the machinery space and any other work and watch station(s) where the horizontal distance from the nearest storage of immersion suits is greater than 100 meters in length.

The additional number of immersion suits to be provided at these remote locations should commensurate with the normal number of people working at these locations in accordance with the operational shipboard organisation and work structure of the ship so that every person normally working at these locations is provided with an immersion suit. However, some Flag Administrations have their own interpretation. Please refer to relevant flag procedure/ Statutory Info.

If the forecastle deck store is a work station where crew members are working in the store, sufficient immersion suits are required to be provided for these crew members. However, if crew members simply go to the forecastle deck store to get anything stored there, it is not necessary to provide immersion suits in that location.

In cargo control room, if it is required to be manned during periods of time by a person on a voyage while at sea, then the cargo control room is a work station. Similarly, the same consideration may be used in respect of cargo pump room.

A minimum of two (2) for the navigation bridge; two (2) for the machinery space and two (2) for any other location meeting the criteria of Remotely located station.

A ship shall continue to carry the number of lifejackets required by regulation 7.2/Ch III/SOLAS 1974, as amended

Inspection and testing

The monthly shipboard inspection of immersion suits as required by SOLAS 74, Chapter III / Regulation 20.7 shall take into account the procedure recommended in the Annex to circular MSC.1/Circ.1047.

When the storage containers or bags have not been sealed by the manufacturer representative on completion of the previous inspection, the following inspection can be performed, at random :

1. Check closures on storage bag as well as general condition of bag for ease of removal of suit. Ensure donning instructions are legible. Confirm that suit is the type and size identified on the bag.

2. Lay the suit on a clean, flat surface. Make sure the suit is dry inside and out. Visually check for damage. Rips, tears or punctures should be repaired in accordance with manufacturer’s instruction by a suitable repair station.

3. Check the zipper by sliding it up and down to check for ease of operation. Using lubricant recommended by the manufacturer, lubricate the front and back of the zipper and the slide fastener.

4. If the zipper is not functional, the suit should be removed from service and discarded or returned to the manufacturer or a suitable repair station.

5. If fitted, check inflatable head support and/or buoyancy ring for damage and ensure that it is properly attached. Check inflation hose(s) for deterioration. At least quarterly, the head support/buoyancy ring should be inflated and tested for leaks (this test does not apply to integral inflatable lifejackets). Leaks should be repaired in accordance with manufacturers’ instructions by a suitable repair station.

6. Check retro reflective tape for condition and adhesion. Replace if necessary.

7. If fitted, check whistle and expiration date of light and battery.

Exemptions

A ship other than bulk carrier as defined in SOLAS 74, Chapter IX / Regulation 1, which is constantly engaged in voyages in warm climates, may apply for an exemption. Please refer to relevant the flag procedure.

Instructions, Training and Drills

Regulation III/19 Emergency training and drills

Provisions of this regulation apply to all ships.

The Surveyor makes sure that drills, musters, monthly inspections of the life-saving appliances, and onboard training are recorded in such log book as prescribed by the Administration.

Every crew member shall participate in at least one abandon ship drill and one fire drill every month. Different lifeboats shall be lowered at successive drills. Each lifeboat shall be launched and manoeuvred in the water by its assigned operating crew, at least once every 3 month during abandon ship drill. It is no longer requested to have the crew aboard the life boat during the drill.

Free-fall lifeboats may be lowered where free-fall launching in not practicable, provided that the boat is free-fall launched and operated in the water every six months. The Administration may extend this period to 12 months provided that arrangements to simulate launching are taking place at intervals of six months. When the lifeboat is free-fall launched as part of a drill, this should be carried out with the minimum personnel required to manoeuvre the boat in the water and to recover it. Simulated launching should only be carried out with lifeboats and launching appliances designed to accommodate it, and for which the manufacturer has provided instructions. Simulated launching should be carried out under the supervision of a responsible person who should be an officer experienced in such procedures.

Rescue boat shall be launched every month with their assigned crew, as far as reasonable and practicable, and in any case, every three months.

The emergency lightning is tested at each abandonment drill.

• Enclosed space entry and rescue drills

  SOLAS regulation III-19, as amended by the resolution MSC.350(92) enters into force on 1 January 2015. It requires that for all ships (on or after 1 January 2015), enclosed space entry and rescue drills should be planned and conducted in a safe manner, taking into account, as appropriate, the Revised Recommendations for entering enclosed spaces aboard ships, as annexed to res. A.1050(27). These drills have to be held on board the ship at least once every two months.

  Provisions for enclosed space entry and rescue drills have also been introduced in the following Codes and enter into force on 1 January 2015:

  • High Speed Craft Code 1994 (Resolution MSC.351(92)), and

  • High Speed Craft Code 2000 (Resolution MSC.352(92)).

  • 1979 Mobile Offshore Drilling Unit Code (Resolution MSC.357(92))

  • 1989 Mobile Offshore Drilling Unit Code (Resolution MSC.358(92)

  • 2000 Mobile Offshore Drilling Unit Code (Resolution MSC.359(92))

  • Dynamically Supported Craft Code (Resolution MSC.360(92))

  Among others, revised SOLAS regulation III-19 paragraph 3.6.2, requires each enclosed space entry and rescue drill to include checking and use of instruments for measuring the atmosphere in enclosed spaces.However, IMO Maritime Safety Committee, having confirmed that paragraph 3.6.2.3 of SOLAS regulation III/19 does not introduce carriage requirements for atmosphere testing instruments for enclosed spaces, recognized the need to implement the draft new SOLAS regulation XI-1/7 early, in order to expedite the carriage of portable atmosphere testing instruments for enclosed spaces, taking into account that the entry-into-force date of the corresponding amendments to SOLAS is 1 July 2016.Therefore IMO Maritime Safety Committee has approved the circular MSC.1/Circ.1485 “Early implementation of SOLAS regulation XI-1/7 on atmosphere testing instrument for enclosed spaces” to encourage SOLAS Contracting Governments to implement draft new SOLAS regulation XI-1/7 as soon as practicable. Please refer to relevant the related survey procedure IMO guidelines to facilitate the selection of portable atmosphere testing instruments for enclosed spaces (MSC.1/Circ.1477) are intended to be read in conjunction with new SOLAS regulation XI-1/7 upon its entry into force and the Revised recommendations for entering enclosed spaces aboard ships (resolution A.1050(27)).

• Mustering where passengers are scheduled to be on bord for more than 24h

  SOLAS regulation III-19, as amended by the resolution MSC.350(92) enters into force on 1 January 2015. it requires that for all ships (on or after 1 January 2015) muster of newly embarked passengers shall take place prior or immediately upon departure. NB former provisions was “shall take place within 24 h after their embarkation”The Surveyor makes sure that musters of newly-embarked passengers are duly recorded in the log book.

• Onboard training and instructions

  (Regulation III/19.4, previously Regulation III/18.4)

  Onboard training in the use of the life-saving appliances and the fire-extinguishing appliances has been given to every crew member. Instructions shall also be given in the use of ship's inflatable liferafts, problems of hypothermia, use of life-saving appliances in severe weather and sea conditions, use of fire-fighting equipment. Where fitted, training in the use of davit-launched liferafts shall take place every four months.

  The Surveyor makes sure that all these training sessions have been recorded in log book as prescribed by the Administration.

Regulation II-2/15 Instructions, on-board training and drills

New SOLAS regulation II-2 / 15.2.2.6, as amended by the resolution MSC.338(91) enters into force on 1 July 2014. It requires that for all ships (on or after 1 July 2014), an onboard means of recharging breathing apparatus cylinders used during drills shall be provided or a suitable number of spare cylinders shall be carried on board to replace those used.

IACS UI SC 275 / rev.1 gives a clarification of "A suitable number of spare cylinders" : "A suitable number of spare cylinders" to be carried on board to replace those used for fire drills shall be at least one 'set of cylinders' for each mandatory breathing apparatus, unless additional spare cylinders are required by the shipboard safety management system (SMS).'Set of cylinders' means the number of cylinders which are required to operate the breathing apparatus. No additional cylinders are required for fire drills for breathing apparatus sets required by SOLAS Reg. II-2/19, IMSBC Code, the IBC Code or IGC Code.

Attention shall be paid to any specific flag requirements. Please refer to relevant flag procedure.

Recovery of persons from the water

(Regulation III/17-1)

New SOLAS regulation III/17-1, enters into force on 1 July 2014 requires that all ships shall have ship-specific plans and procedures for recovery of persons from the water.The plans and procedures shall identify the equipment intended to be used for recovery purposes and measures to be taken to minimize the risk to shipboard personnel involved in recovery operations.The requirement applies to new ships constructed on or after 1 July 2014. Ships constructed before 1 July 2014 shall comply with this requirement by the first periodical or renewal safety equipment survey of the ship to be carried out after 1 July 2014, whichever comes first.Ro-ro passenger ships which comply with regulation 26.4 shall be deemed to comply with this regulation.MSC.1/Circ.1447 – “Guidelines for the Development of Plans and Procedures for Recovery of Persons from the Water” has been issued to assist owners/operators in preparing ship-specific procedures for recovery of persons from the water. These Guidelines should be read in conjunction with the Guide to recovery techniques (MSC.1/Circ.1182) and the Guide for cold water survival (MSC.1/Circ.1185/Rev.1).The plans and procedures should be considered as a part of the emergency preparedness plan required by paragraph 8 of part A of the International Safety Management (ISM) Code.

Fire fighting

General

The Surveyor shall check that all fire-fighting appliances have been approved and that their total number and capacity meet the requirements of the Convention for the number of persons carried on board.

A particular attention shall be brought to items such as the emergency fire pump and the fire mains which have given rise to repeated detentions within the scope of the Port State Control. The Surveyor shall make sure that the pump is properly running. The Surveyor shall inspect the fire mains with utmost care and require, where necessary, replacement of the damaged parts.

The revised guidelines for the maintenance and inspection of fire protection systems and appliances, as per the IMO Circular MSC.1/Circ.1432 (see the attached file “MSC.1-Circ.1432”), apply, unless otherwise instructed by the ship’s flag administration (see relevant flag procedure), when performing maintenance, testing and inspections in accordance with SOLAS regulation II-2/14.2.2.1 on or after 31 May 2013. This circular supersedes MSC/Circ.850 as from that date. These Guidelines do not address maintenance and inspection of fixed carbon dioxide systems or portable fire extinguishers. Refer to the comprehensive instructions provided in the Guidelines for the maintenance and inspections of fixed carbon dioxide fire-extinguishing systems (MSC.1/Circ.1318) for fixed carbon dioxide systems, and in the Improved Guidelines for marine portable fire extinguishers (resolution A.951(23)) for portable fire extinguishers.

The IMO Maritime Safety Committee at its 95 session approved amendments to circular MSC.1/Circ.1432 regarding automatic sprinklers and automatic water mist nozzles additional test provisions. Please refer to paragraph Automatic sprinklers and automatic water mist nozzles

Instructions for on-board maintenance

Onboard maintenance and inspections of fire protection systems and appliances should be carried out in accordance with the ship's maintenance plan, which should include provisions set out in IMO Circular MSC.1/Circ.1432.IMO Circular MSC.1/Circ.1432 include maintenance and inspection provisions regarding:

• Fixed fire detection and alarm systems Fixed gas fire-extinguishing systems

• Fixed gas fire-extinguishing systems

• Foam fire-extinguishing systems

• Fire doors

• Firefighter's outfits

• Public address and general alarm systems

• Breathing apparatus

• Low-location lighting

• Water mist, water spray and sprinkler systems

• Fire mains, fire pumps, hydrants, hoses and nozzles

• Fixed dry chemical powder systems

• Fixed aerosol extinguishing systems

• Portable foam applicators

• Wheeled (mobile) fire extinguishers

• Ventilation systems and fire dampers

• Galley and deep fat cooking fire-extinguishing systems

Certain maintenance procedures and inspections may be performed by competent crew members who have completed an advanced fire-fighting training course, while others should be performed by persons specially trained in the maintenance of such systems. The onboard maintenance plan should indicate which parts of the recommended inspections and maintenance are to be completed by trained personnel. Inspections should be carried out by the crew to ensure that the indicated weekly, monthly, quarterly, annual, two-year, five-year and ten-year actions are taken for the specified equipment, if provided. Records of the inspections should be carried on board the ship, or may be computer-based.

Upon completion of a survey, the ship's equipment, whether fixed or portable, shall normally be in order. If there are still important defects which cannot be locally repaired, the MOC shall be immediately informed and the necessary instructions shall be given to the Surveyor. Under these circumstances, the ship is solely authorised to sail to the nearest port where proper repairs can be made.

Fire control plan

The requirements for fire plans are contained in SOLAS II-2/15.2.4. IMO Resolution A.952(23) recommends the symbols to be used on fire control plans. Similar symbols can be found in Table 3 of the IMO Resolution A.1116(30) Escape Route Signs and Equipment Location Markings, and should be used in conjunction with IMO Resolution A.952(23) when preparing the shipboard fire control plans.

IMO Resolution A.756(18) provides some guidelines on the information to be provided with fire control plans and booklets.

The plans must be kept permanently up to date and must be written in the official language of the flag state. If this language is neither English nor French a translation into one of these languages must be enclosed. Where a new fire protection/fire fighting equipment or system is provided on board, the surveyor should check that it is shown in conspicuous places on the fire control plan but is not bound to approve same plan.

There is no mandatory requirement within SOLAS to approve the Fire Control Plan unless the flag administration does request approval. Fire Control Plans of Passenger Ships are often checked and approved by the technical department but this is not a general rule and it is not mandatory.

In many places, PSC require that fire control plans be available in an approved format, and owners might be advised to take steps so as to have the ships' plans approved accordingly by the technical department to avoid undue problems.

Some Flag states may allow that the fire control plan is combined with safety plan. In such a case, items indicated on Life Saving & Fire Control Plan may include safety relating items such as stowage of dangerous goods, safety equipments required by BC, IGC or IBC Code, etc.

Emergency escape breathing devices (EEBDs)

(Revised SOLAS Chapter II-2, Regulations II-2/13.3.4 and II-2/13.4.3 - FSS Code, Chapter 2.2 - MSC/Circ.849 and MSC/Circ.1081)

This is a requirement of revised Chapter II-2 which applies to passenger ships and cargo ships constructed on/after 1 July 2002. It is also applicable to ships constructed before 1 July 2002 at the first survey after 1 July 2002 (as per Regulation II-2/ 1.2.2.2).

EEBDs are intended to provide the crew with a breathing protection against a hazardous atmosphere when escaping. They include a hood or a full face piece protecting eyes, nose and mouth and they have a service duration of 10 minutes.

Accommodation spaces

1. Cargo Ships :

   At least two (2) EEBDs.

2. Passenger Ships :

   1. Four (4) EEBDs in each main fire zone if the ship carries more than 36 passengers

   2. Two (2) EEBDs in each main fire zone if the ship carries 36 passengers or less.

Machinery Spaces of category A

In machinery spaces of category A containing internal combustion machinery used for main propulsion, where crew members are normally working or may be in attendance on a routine basis, EEBDs are located as follows :

• One (1) EEBD in the engine control room, if located within the machinery space,

• One (1) EEBD in the workshop areas, if there is no direct access to escape way from the workshop,

• One (1) EEBD on each deck or platform level, in the vicinity of the escape ladder refered as the second means of escape from the machinery space (The primary means of escape being being an enclosed escape trunk or a watertight door at the lower level of the space).

Additional EEBDs may be however provided where the layout of the machinery space and the number of crew members are calling for.

In machinery spaces of category A other than those containing internal combustion machinery used for main propulsion, where crew members are normally working or may be in attendance on a routine basis, one (1) EEBD, as a minimum, is to be located on each deck or platform level, in the vicinity of the escape ladder refered as the second means of escape from the machinery space (The primary means of escape being an enclosed escape trunk or a watertight door at the lower level of the space).

Spare EEBDs

1. Cargo ships

   One (1) spare EEBD

2. Passenger ships

   Two (2) spare EEBDs

Training EEBDs

At least one (1) EEBD, clearly labelled, is provided for training and is located in a control station.

The location and number of EEBDs are displayed on the Fire Control Plan.

Inspection and test

(MSC.1/Circ.1432)

1. Annual inspection should be carried out to:

   1. Check breathing apparatus air recharging systems, if fitted, for air quality;

   2. Check all breathing apparatus face masks and air demand valves are in serviceable condition; and

   3. Check EEBDs according to maker's instructions.

2. Hydrostatic testing of the cylinder

   Where there is no instruction neither from the manufacturer nor the Flag Administration, provisions of MSC.1/Circ.1432 may apply (i.e hydrostatic testing of all steel self-contained breathing apparatus cylinders should be carried out at least once every five years. Aluminium and composite cylinders should be tested to the satisfaction of the Flag Administration).

Emergency fire pump

(Revised SOLAS Chapter II-2, Regulation 10.2.2 and FSS Code, Chapter 12, previously Regulation II-2/4.3.3.2)

For ships constructed on or after 1^st February 1992, the emergency fire pump shall operate under all conditions of list, trim, pitch and roll likely to be encountered in service.

Any service fuel tank shall contain sufficient fuel to enable the pump to run on full load for at least 3 hours and sufficient reserves of fuel shall be available outside the main machinery space to enable the pump to be run on full load for an additional 15 hours.

The emergency fire pump shall be operated at the normal discharge pressure and the Surveyor makes sure that the pump is capable of supplying two jets of water. Considering that the pump is generally located rather high above the waterline, the Surveyor makes sure that the pump primes rapidly. As per MSC.1/Circ.1432, emergency fire pump should be tested with isolation valves closed.

The emergency pump shall be tested periodically by the crews. This pump is not required if the two fire pumps are located in separate compartments. If this pump is not working, the ship is not authorised to sail unless temporary arrangements are made (such as the fitting of a portable pump) and subject to the agreement of the Flag Administration.

As a guideline, former IACS Unified Requirement F30 "Emergency fire pumps in cargo ships" (deleted February 2002) is in the attached file “IACS UR F30”.

Fire mains

(Revised Chapter II-2, Regulation 10.2.1, previously Regulation II-2/4.4 and 4.6)

The fire mains shall be systematically inspected, being under pressure through the emergency fire pumps. A particular attention shall be paid to the areas where dirts may accumulate (entrapped areas in ways of hatch coamings, stays, etc.) and where corrosion may build up (lower part of the fire mains, crossing of coaming stays, areas of collars, etc.). Damaged parts, if any, shall be cut and replaced. Repairs by patches are strictly prohibited.

Fire hoses : material and length

(Revised Chapter II-2, Regulation 10.2.3, previously Regulation II-2/4.7)

Fire hoses of non-perishable material shall be provided in ships constructed on or after 1^st February 1992.

Fire hoses of non-perishable material shall be also provided in ships constructed before 1^st February 1992 when replacing the existing fire hoses.

Untreated canvas and/or any material not "non-perishable approved" by a recognised authority are considered as perishable materials.

For example, in the United States, the following regulatory bodies are considered as recognised authorities :

• UL

  Underwriters Laboratories

• NFPA

  National Fire Protection Association

• FM

  Factory Mutual System

• ANSI

  American National Standards Institute

• USCG

  United States Coast Guard (DOT)

Fire hoses shall have a length of :

• at least 10 m,

• not more than 15 m in machinery spaces,

• not more than 20 m in other spaces and open deck,

• on ships with a maximum breadth exceeding 30 m, not more than 25 m on open decks

As per MSC.1/Circ.1432:Annual Pressure test should be carried out for a sample of fire hoses at the maximum fire main pressure, so that all fire hoses are tested within five years.

Portable fire-extinguishers

(Revised Chapter II-2, Regulation 10.5 and FSS Code, Chapter 4, previously Regulation II-2/6 and Res.A.951(23))

Type and size

The type and size of the portable fire-extinguishers shall suit the expected type of fires in the protected spaces. Portable extinguishers are requested to have a fire-extinguishing capacity equivalent to the capacity of a 9-litre fluid extinguisher which may be either water or foam. Care is taken that the quantity of extinguishing medium which would be released in small spaces does not endanger the personnel. Special attention is paid to compartments containing electrical equipment (radio-communications, switchboard) as well as kitchens.

Marking

Each extinguisher is marked with the following information :

1. Name of the manufacturer,

2. Type of fires for which the extinguisher is suitable,

3. Type and quantity of the extinguishing medium,

4. Reference of approval,

5. Year of manufacture,

6. Instruction for use and recharge,

7. Temperature range over which the extinguisher operates satisfactorily,

8. Test pressure.

The following instructions are given here after for guidance

Greek instructions

The following instructions received from the Greek Ministry of Merchant Marine but can also be used for other flags.

1. During the surveys of fire-fighting equipment, it is ascertained that the portable fire-extinguishers are marked either defectively or incompletely, either erroneously or are not marked at all, as required by the provisions being in force, and this is creating problems during the surveys but, mainly, makes their use dangerous as the crew using them do not know if they are suitable or not.

2. The following is required :

   1. the manufacturer shall engrave on the fire-extinguisher bottle, in relief or otherwise, the following particulars :

      • trade mark or the name of the firm,

      • year of construction,

      • record number,

      • test pressure (ex. : 25 atm.).

   2. the survey/refilling shop shall stick a label on the bottle of the fire-extinguisher, giving :

      • characteristic of the fire-extinguisher (ex. dry powder 12 kg),

      • its type,

      • mention "Refill after use",

      • instructions for operation of the fire-extinguisher,

      • fire categories (A, B, C, D, E) and their markings with a brief clarification for which category the fire-extinguisher is suitable,

      • fire-fighting capacity,

      • thickening point (for water and foam extinguishers - ex. suitable up to +1°C),

      • mention "UNSUITABLE for electric current" (only for fire-extinguishers unsuitable for electric current),

      • mention "SUITABLE FOR ELECTRIC CURRENT VOLTAGE .... VOLTS" (only for fire-extinguishers suitable for electric current).

3. Following the above, it is necessary to unfaillingly take care of the marking of fire-extinguishers as stated above because, otherwise, their use onboard the ships shall be prohibited.

Inspection and maintenance

(A.951(23))

Extinguishers should be subject to periodical inspections in accordance with the manufacturer’s instructions and serviced at intervals not exceeding one year.At least one extinguisher of each type manufactured in the same year and kept on board a ship should be test discharged at five yearly intervals (as part of a fire drill).Service and inspection should only be undertaken by, or under the supervision of, a person with demonstrable competence, based on the inspection guide provided in Res. A951(23) table 9.1.3.Records of inspections should be maintained. The records should show the date of inspection, the type of maintenance carried out and whether or not a pressure test was performed.

Spare charges

For portable fire-extinguishers of the same type, capable of being recharged on board, the spare charges are available on board as follows :

• 100% spare for the first ten extinguishers,

• 50% spare for the remaining extinguishers (but not more that 60).

• For portable fire-extinguishers which cannot be recharged onboard, same number of additional extinguishers of the same type and capacity are provided in lieu of spare charges.

Instructions for recharging are supplied by the manufacturer and made available on board. Spare charges approved by the manufacturer are the only charges to be used.

Pressure test

(A.951(23)

All extinguishers together with propellant cartridges should be hydraulically tested in accordance with the recognized standard or the manufacturer’s instruction at intervals not exceeding ten years.

Records of pressure tests are kept on board

Number and arrangement of portable fire extinguishers on board ships

The following is an extract from MSC.1/Circ.1275 (“Unified interpretation of SOLAS chapter II-2 on the number and arrangement of portable fire extinguishers on board ships”).

The table below should be applied for the number and arrangement of portable fire extinguishers in accommodation spaces, service spaces, control stations, machinery spaces of category A, other machinery spaces, cargo spaces, weather deck and other spaces on board ships.

It should be used for ships constructed on or after 1 January 2009. For ships constructed before 1 January 2009, shipowners are encouraged to implement it.

Specific requirements issued by the Flag Administration supersede the following guidelines.

Fire-extinguishing means in paint lockers

(Revised Chapter II-2, Regulation 10.6.3.1, previously Regulation II-2/18.7)

SOLAS 1974, Regulation II-2/18.7, into force since 1^st February 1992, requires that paint lockers and flammable liquid lockers be protected by an appropriate fire-extinguishing arrangement approved by the Administration. In this respect, hereafter is indicated the IACS uniform interpretation of means requested by Regulation II-2/18.7, which is to be adhered to where the Administration has not provided specific instructions :

QUOTE

1. Paint lockers and flammable liquid lockers of deck area 4 m² and more shall be provided with a fire-extinguishing system enabling the crew to extinguish a fire without entering the space. Fixed arrangements as specified below may be provided :

   • fire-extinguishing arrangement provided for paint locker,

   • CO₂-system designed for 40 % of the gross volume of the space,

   • dry-powder system designed for at least 0,5 kg powder/m²,

   • water-spraying system designed for 5 l/m² /min.

2. Water-spraying systems may be connected to the ship's main system.

3. Other systems than those mentioned above may be accepted.

4. For lockers of deck area less than 4 m², CO₂ or dry powder fire-extinguisher(s) may be accepted.

It should be also noted that spaces or stores containing in part, paints, flammable liquids, etc. should have designated areas for such stowage and may be protected by a water spraying system.

UNQUOTE

Revised Regulation II-2/10.6.3.1 has incorporated items 1 to 3 of the above IACS interpretation.

For lockers of a deck area of less than 4 m², a carbon dioxide portable fire extinguisher capable of providing a minimum violume of free gas equal to 40% of the gross volume of the space may be accepted in lieu of a fixed system on ships constructed as from 1July 2002.

Fire-fighters outfits (Ex. Fireman's outfits)

Type, number and storage of Fire-fighters outfits - SCBA

(Revised Chapter II-2, Regulation 10.10 and FSS Code, Chapter 3, section 2.1, previously Regulation II-2/17)

Untitled

Every cargo ship shall carry two fire-fighter's oufits, at least. Two additional firefighter's outfits are carried on tankers. Each fire-fighter's outfit is consisting of a personal equipment (protective clothing, boots and gloves, rigid helmet, electric safety lamp and axe) and a breathing apparatus of an approved type. Breathing apparatuses are nowadays mostly of a self-contained type. On ships constructed on or after 1 July 2002, breathing apparatuses are of a self-contained type.

Where a self-contained compressed air breathing apparatus is provided, the volume of air contained in the cylinders shall be at least 1,200 l, or it shall be capable of functioning for at least 30 min. All air cylinders for breathing apparatus shall be interchangeable.

In addition, as per SOLAS regulation II/2.10.10.2.5:

• two spare charges shall be provided for each required breathing apparatus.

• Passenger ships carrying not more than 36 passengers and cargo ships that are equipped with suitably located means for fully recharging the air cylinders free from contamination need carry only one spare charge for each required apparatus.

• In passenger ships carrying more than 36 passengers, at least two spare charges for each breathing apparatus shall be provided

Untitled

Revised SOLAS regulation II-2 / 10.10.1, as amended by the resolution MSC.338(91) enters into force on 1 July 2014. It requires that for existing ships (i.e. constructed before 1st July 2014), self-contained compressed air breathing apparatus of fire-fighter's outfits shall comply with paragraph 2.1.2.2 of chapter 3 of the Fire Safety Systems Code not later than 1 July 2019.As per FSS code chapter 3 para. 2.1.2.2, as adopted by resolution MSC.339(91), compressed air breathing apparatus shall be fitted with an audible alarm and a visual or other device which will alert the user before the volume of the air in the cylinder has been reduced to no less than 200 l.

IMO approved the following unified interpretation (MSC.1/Circ.1499) for paragraph 2.1.2.2 of chapter 3 of the FSS Code:"Paragraph 2.1.2.2 of chapter 3 of the FSS Code, adopted by resolution MSC.339(91), requires an audible alarm and a visual or other device which will alert the user. In this context, a pressure indicator, with which the user can read that the volume of remaining air in the cylinder has been reduced to no less than 200 litres, regardless of the need for supplemental lighting, may be regarded as a visual device."

Untitled

The steel self-contained breathing apparatus cylinders are hydrostatically tested every 5 years (MSC.1/Circ1432) or where the Surveyor deems it necessary. Moreover Aluminium and composite cylinders should be tested to the satisfaction of the Administration

The test pressure and test date must be stamped clearly on each steel cylinder. Composite cylinders will require a permanent marking or tag.

The Surveyor verifies annually that lockers providing storage for fire-fighting equipment contain their full inventory and equipment is in serviceable condition. The fire-fighter's outfits shall be stored in widely separated location.

Self-contained breathing apparatus should be checked for condition and satisfactory operation. With the apparatus charged and the cylinder valve closed, the drop in pressure should usually not be more than 10 bars in one minute. This may depend on the manufacturer’s instruction.

Air cylinders should be charged to not less than 10% below full.

Fire-fighters communication

(Chapter II-2, Regulation 10.10.4)

Revised SOLAS regulation II-2 / 10.10.4, as amended by the resolution MSC.338(91) enters into force on 1 July 2014. It requires that for ships constructed on or after 1 July 2014, a minimum of two two-way portable radiotelephone apparatus for each fire party for fire-fighter's communication shall be carried on board. Those two-way portable radiotelephone apparatus shall be of an explosion-proof type or intrinsically safe. Ships constructed before 1 July 2014 shall comply with the requirements of this paragraph not later than the first survey after 1 July 2018.

MSC.1/Circ.1616 / IACS UI SC 291 gives a clarification of safe type requirements type of two-way portable radiotelephone apparatus:1. Two-way portable radiotelephone apparatus for fire-fighter’s communication, required by SOLAS Regulation II-2/10.10.4, should be of certified safe type suitable for use in zone 1 hazardous areas as defined in IEC Publication 60079.2. The minimum requirements in respect to the apparatus group and temperature class are to be consistent with the most restrictive requirements for the hazardous area zone on board which is accessible to fire party.

The requirement of number of radio telephones should be based on the number of fire parties indicated in the Ship's muster list and not on the number of firefighters' outfits. Attention shall be paid to any specific flag requirements. Please refer to relevant the flag procedure

Fixed local application fire-fighting systems

(Revised Chapter II-2, Regulation 10.5.6 and MSC/Circ.913)

This is a requirement of revised Chapter II-2 which applies to passenger ships of 500 grt and upwards and to cargo ships of 2000 grt and upwards constructed on/after 1 July 2002.

It also applies to existing passenger ships of 2000 grt and upwards not later than 1 October 2005 (Regulation II- 2/1.2.2.4).

These systems are located in machinery spaces of category A of 500 m³ and upwards to protect fire hazard portions (hot spots, leak potential areas) of engines, boiler fronts, incinerators, purifier for heated fuel oil with the aim of quickly fighting a fire on its origin and to avoid or delay the use of the fixed fire-fighting system. They are water-based systems with manual release in continuously manned machinery spaces, automatic and manual released in unattended machinery spaces. Their operating time is 20 minutes.

Fixed gas / carbon dioxide fire-extinguishing systems

(Revised Chapter II-2, Regulation 10.4 and FSS Code, Chapter 5, previously Regulations II-2/5.2 and 5.3 - Refer also to MSC.1/Circ.1432 and MSC.1/Circ.1318/Rev.1)

Annual inspection of fixed fire-fighting systems

1. Fixed gas fire-extinguishing systems (MSC.1/Circ.1432)

   • visually inspect all accessible components for proper condition;

   • externally examine all high pressure cylinders for evidence of damage or corrosion;

   • check the hydrostatic test date of all storage containers;

   • functionally test all fixed system audible and visual alarms;

   • verify all control/section valves are in the correct position;

   • check the connections of all pilot release piping and tubing for tightness;

   • examine all flexible hoses in accordance with manufacturer's recommendations;

   • test all fuel shut-off controls connected to fire-protection systems for proper operation;

   • the boundaries of the protected space should be visually inspected to confirm that no modifications have been made to the enclosure that have created uncloseable openings that would render the system ineffective; and

   • if cylinders are installed inside the protected space, verify the integrity of the double release lines inside the protected space, and check low pressure or circuit integrity monitors on release cabinet, as applicable.

2. Fixed carbon dioxide fire-extinguishing systems (MSC.1/Circ.1318/Rev.1)

   • the boundaries of the protected space should be visually inspected to confirm that no modifications have been made to the enclosure that have created uncloseable openings that would render the system ineffective;

   • all storage containers should be visually inspected for any signs of damage, rust or loose mounting hardware. Cylinders that are leaking, corroded, dented or bulging should be hydrostatically retested or replaced;

   • system piping should be visually inspected to check for damage, loose supports and corrosion. Nozzles should be inspected to ensure they have not been obstructed by the storage of spare parts or a new installation of structure or machinery;

   • the manifold should be inspected to verify that all flexible discharge hoses and fittings are properly tightened; and

   • all entrance doors to the protected space should close properly and should have warning signs, which indicate that the space is protected by a fixed carbon dioxide system and that personnel should evacuate immediately if the alarms sound. All remote releasing controls should be checked for clear operating instructions and indication as to the space served.

The Surveyor also checks the inspection book where all surveys, tests and the recharging of containers by a specialized and approved firm are recorded.

Periodical inspections

1. Fixed gas fire-extinguishing systems (MSC.1/Circ.1432) – two years inspection

   • all high pressure extinguishing agents cylinders and pilot cylinders should be weighed or have their contents verified by other reliable means to confirm that the available charge in each is above 95 per cent of the nominal charge. Cylinders containing less than 95 per cent of the nominal charge should be refilled; and

   • blow dry compressed air or nitrogen through the discharge piping or otherwise confirm the pipe work and nozzles are clear of any obstructions. This may require the removal of nozzles, if applicable.

2. Fixed gas fire-extinguishing systems (MSC.1/Circ.1432) – five years inspection

   • Perform internal inspection of all control valves

3. Fixed gas fire-extinguishing systems (MSC.1/Circ.1432) – ten years inspection

   • perform a hydrostatic test and internal examination of 10 per cent of the system's extinguishing agent and pilot cylinders. If one or more cylinders fail, a total of 50 per cent of the onboard cylinders should be tested. If further cylinders fail, all cylinders should be tested;

   • flexible hoses should be replaced at the intervals recommended by the manufacturer and not exceeding every 10 years; and

   • if permitted by the Administration, visual inspection and NDT (non-destructive testing) of halon cylinders may be performed in lieu of hydrostatic testing.

   It is reminded that no new Halon installation shall be fitted on board any ship. This is now prohibited.

4. Fixed carbon dioxide fire-extinguishing systems (MSC.1/Circ.1318) At least biennially (intervals of 2 years ± 3 months) in passenger ships or at each intermediate, periodical or renewal survey in cargo ships:

   • all high pressure cylinders and pilot cylinders should be weighed or have their contents verified by other reliable means to confirm that the available charge in each is above 90% of the nominal charge. Cylinders containing less than 90% of the nominal charge should be refilled. The liquid level of low pressure storage tanks should be checked to verify that the required amount of carbon dioxide to protect the largest hazard is available;

   • the hydrostatic test date of all storage containers should be checked

   • the discharge piping and nozzles should be tested to verify that they are not blocked. The test should be performed by isolating the discharge piping from the system and flowing dry air or nitrogen from test cylinders or suitable means through the piping.

   The Surveyor also ascertains the condition of the manometers, pressure safety devices, cocks, valves and sprayers.

5. Fixed carbon dioxide fire-extinguishing systems (MSC.1/Circ.1318/Rev.1) Five-year service

   • At least once every five years, internal inspection of all control valves should be performed

6. Fixed carbon dioxide fire-extinguishing systems (MSC.1/Circ.1318/Rev.1) At least at intervals not exceeding 10 years

   • High pressure cylinders should be subjected to periodical tests at intervals not exceeding 10 years or at intervals specified by the Flag Administration (see also relevant flag procedure). At the 10-year inspection, at least 10% of the total number provided should be subjected to an internal inspection and hydrostatic test*. If one or more cylinders fail, a total of 50% of the onboard cylinders should be tested. If further cylinders fail, all cylinders should be tested.

     *Refer to standard ISO 18119:2018 – Gas cylinders – Seamless steel and seamless aluminium-alloy gas cylinders and tubes – Periodic inspection and testing.

   • Before the 20-year anniversary and every 10-year anniversary thereafter, all cylinders should be subjected to a hydrostatic test.

   • When cylinders are removed for testing, the cylinders should be replaced such that the quantity of fire-extinguishing medium continues to satisfy the requirements of 2.2.1 of chapter 5 of the FSS Code, subject to SOLAS regulation II-2/14.2

   • Flexible hoses should be replaced at the intervals recommended by the manufacturer and not exceeding every 10 years

Release mechanism of the extinguishing means and sounding alarm

The release mechanism is carefully examined and tested, where possible. The Surveyor makes sure that the sounding alarm warning the crew in case of release of the extinguishing medium is properly working.

Installations using low pressure carbon dioxide containers (CO2 tanks)

These refrigerated tanks are insulated, which makes them difficult to survey. If the insulating lagging appears to be in good condition, an external examination is sufficient. However, if the insulating lagging needs to be repaired, instructions must be obtained from the builder prior to all interventions.

In addition :

• tanks must be subjected to an internal survey if their content has been released and if they are more than 5 years old,

• control and alarm systems shall be tested. Safety relief valves shall be surveyed and tested at each survey,

• all piping and valves shall be tested at least every five years,

• tanks shall be examined internally each time they are empty (when several tanks are fitted in series, check that an empty tank, when open, cannot be filled accidentally due to a false manoeuvre),

• Pressure tests may be required at the Surveyor's discretion, depending on the results from internal survey,

• In the case of insulated containers, the surface beneath insulation should be spot-checked for corrosion. Removal of insulation should be done as necessary in accordance with the manufacturer's procedure,

• The test procedure shall be decided with the builder (type of liquid to use, pillars, etc.),

• the refrigerating installation shall be examined when running (also when fed by emergency circuit). Safety grounding and systems shall also be checked.

Internal survey of Carbon dioxide and Halon containers

If the external examination reveals damage, the origin of which cannot be determined, the Surveyor requires an internal survey or a pressure test. Where an internal survey is conducted, particular attention is paid to seats of the valve heads, fittings and areas where damage (corrosion, pittings, craks, etc.) is likely to occur.

Fixed froth installations

Liquid level shall be checked and tests shall be made whenever possible (for example, when emulsion can be discharged on deck).

Froth-forming liquid shall be analysed at the opportunity the annual survey.

As per MSC.1/Circ.1432, samples should be taken from all foam concentrates carried on board and subject them to the periodical control tests in MSC.1/Circ.1312, for low expansion foam, or MSC/Circ.670 for high expansion foam. (Note: Except for non-alcohol resistant foam, the first test need not be conducted until 3 years after being supplied to the ship.);

Steam smothering

The Surveyor examines the circuit under pressure. Such installations have been no more fitted for years.

Automatic sprinklers and automatic water mist nozzles

(SOLAS Regulations II-2/10.4, II-2/10.5 & II-2/10.6, MSC.1/Circ.1432 as amended by MSC.1/Circ.1516)

General

Inspection and maintenance shall be carried out in accordance with the provisions of MSC.1/Circ.1432 as amended by MSC.1/Circ.1516. para 7.5 for annual testing and inspections and para 9.3 for five years service.A particular attention shall be paid to the annual functional testing of sprinkler heads / nozzles installed. Indeed, taking into account the information on findings from the testing programme on automatic sprinkler systems on passenger ships implemented by the Bahamas (refer to Bulletin 150 in the flag procedure), IMO approved MSC.1/Circ.1516 (see the attached file “MSC.1/Circ.1516”) on Amendments to the revised guidelines for the maintenance and inspection of fire protection systems and appliances (MSC.1/Circ.1432). The surveyor shall verify annually that functional testing and water quality testing have been performed in compliance with the provisions of the MSC.1/Circ.1516 (amending MSC.1/Circ.1432). For passenger ship, also refer to the provisions in the related survey procedure para 6.1.

Basic/extended testing programme

This amendment provides additional provisions regarding the functional testing of Automatic sprinklers and automatic water mist nozzles. Functional test is defined as a test that demonstrates the operation and flow of water from sprinkler head/nozzle.Particular emphasis is being placed on systems installed on ship for more than 5 yearsSampling test shall be based on the Basic testing flow chart provided in the Circular. Each type of sprinkler head /nozzle that has failed the Basic testing provisions shall proceed to the extended testing program (flow chart Part 2- extended testing)

Water quality

Attention shall also be paid to the quality of water in automatic sprinkler systems.Records of water quality should be maintained on board in accordance with the manufacturer's guidelines.During annual basic testing, and extended testing when applicable, water quality testing should be conducted in each corresponding piping section. Note – should a tested sprinkler fail, assessing the corresponding water quality at that time would assist in determining the cause of failure.During 5 years servicing, the shipowner is to perform internal inspection of all control/section valves; water quality testing should be conducted in all piping sections, if not previously tested within the last five years. At the 5 years survey Recognised Organisation (RO) is to verify that records of water quality have been properly maintained.

ASMS items

ASMS items have been developed in order for Surveyors to confirm that functional testing including water quality has been carried out in accordance with the MSC.1/Circ.1516The Functional testing is to be reported during Safety Equipment Annual Surveys, using the ASMS items FFE1510 and subsequent ASMS items FEE1512 /FFE1514/ FFE1516 as appropriate.The 5 years verification of the water quality in all piping sections is to be reported using the ASMS item FFE1518

Inert gas system on tankers

SOLAS as amended by MSC.99(73)

SOLAS 74/00 reg.II-2/4 (and former SOLAS 74/88 reg.II-2/62) requires tankers* of 20000dwt and upwards to be fitted with fixed inert gas systems* Inert gas systems may not be required for chemical tankers and gas carriers as provided in reg.II-2/4.5.5.2

SOLAS as amended by MSC.365(93)

SOLAS 74 reg.II-2/4 has been amended by resolution MSC.365(93) and now requires with a fixed IG system complying with the revised Chapter 15 of the FSS Code (as amended by resolution MSC.367(93)) or an equivalent system – subject to acceptance by the flag administration on tankers:

• constructed on or after 1 January 2016, and

• of 8,000 dwt and upwards, and

• carrying crude oil or petroleum products having a flashpoint not exceeding 60°C or other liquid cargoes or liquefied gases introducing an additional fire hazard (See SOLAS II-2/1.6.2)

As per SOLAS Reg. II-2/4.5.5.2, existing chemical tankers (i.e. constructed before 1 January 2016, including those constructed before 1 July 2012) and all gas carriers are not required to comply with the new provisions of Chapter 15 of the FSS Code when carrying:

• crude oil or petroleum products having a flashpoint not exceeding 60°C if fitted with an IG system approved based on Resolution A.567(14) – Regulation for inert gas systems on chemical tankers; or

• flammable cargoes other than crude oil or petroleum products (such as products listed in the IBC Codes), provided the capacity of individual cargo tanks used for their carriage does not exceed 3,000 m3 and capacities for tank washing machines are within limits specified in the new regulation

Following tablesummarize requirements/> for inert gas system as per SOLAS II-2/4.5.5 as amended by resolution MSC.365(93)

Untitled

As per revised Chapter 15 of the FSS Code (as amended by resolution MSC.367(93)), the inert gas system referred to in chapter II-2 of SOLAS Convention shall be designed, constructed and tested to the satisfaction of the Administration. It shall be designed to be capable of rendering and maintaining the atmosphere of the relevant cargo tanks non-flammable.The inert gas supply may be:

• treated flue gas from main or auxiliary boilers, or

• gas from an oil or gas-fired gas generator, or

• gas from nitrogen generators

Annual survey of inert gas system

Within the scope of cargo Ship Safety Equipment Certificate, the survey of inert gas systems, when fitted, consists of:

1. Confirmation that instruction manuals for the inert gas system have been provided and checking from the records of the pressure and oxygen content that the inert gas system is being operated correctly

2. General examination of the installation in operation condition,

3. External examination of the condition of piping and components for signs of corrosion or gas leakage/ effluent leakage,

4. Confirmation of the proper operation of inert gas blowers,

5. Observation of the operation of the scrubber room ventilation system,

6. Checking of deck water seal for automatic filling and draining,

7. and the arrangements for protecting the system against freezing (tankers constructed on or after 1 January 2016 refer to SOLAS as amended by MSC.365(93))

8. Where a double block and bleed valve is installed, checking the automatic operations of the block and the bleed valves upon loss of power; (tankers constructed on or after 1 January 2016 refer to SOLAS as amended by MSC.365(93))

9. Where two shut-off valves in series with a venting valve in between are used as non-return devices, checking the automatic operation of the venting valve, and the alarm for faulty operation of the valves; (tankers constructed on or after 1 January 2016 refer to SOLAS as amended by MSC.365(93))

10. Examination of the operation of remotely operated or automatically controlled valves and, in particular, the flue gas isolating valve(s),

11. Observation of a test of the inter-locking feature of soot blowers,

12. Observation that the gas pressure regulating valve automatically closes when the inert gas blowers are secured,

13. Checking the means for isolating the cargo tank not being inerted from the inert gas main; (tankers constructed on or after 1 January 2016 refer to SOLAS as amended by MSC.365(93))

14. Checking the alarms of the two oxygen sensors positioned in the space or spaces containing the inert gas system; (tankers constructed on or after 1 January 2016 refer to SOLAS as amended by MSC.365(93))

15. Checking, as far as practicable, the following alarms and safety devices of the inert gas system using simulated conditions where necessary:

    1. high oxygen content of gas in the inert gas main,

    2. low gas pressure in the inert gas main,

    3. low pressure in the supply to the deck water seal,

    4. high temperature of gas in the inert gas main,

    5. low water pressure to the scrubber,

    6. accuracy of portable and fixed oxygen measuring equipment by means of calibration gas,

    7. high water level in the scrubber,

    8. failure of the inert gas blowers,

    9. failure of the power supply to the automatic control system for the gas regulating valve and to the instrumentation for continuous indication and permanent recording of pressure and oxygen content in the inert gas main,

    10. High pressure of gas in the inert gas main.

16. Checking, when practicable, the proper operation of the inert gas system on completion of the checks listed above.

Periodical survey of inert gas system

The periodical survey has the same scope as the annual survey above

Renewal survey of inert gas system

The renewal survey has the same scope as the annual and periodical survey above with additional examination the deck water seal for the inert gas system internally and checking the condition of the non-return valve.

Light fittings in gas-hazardous areas

Lights will be either explosion-proof or pressurised. The flame paths of explosion-proof lights should not be painted over. Fluorescent fittings will generally have flame paths at each end. The manufacturer’s or administration’s certificate approving the fitting for use in gas-hazardous areas will be invalidated if the correct bolts for securing the cover, or the correct light bulb size, are not used. Particular attention should be paid to the following:

1. Cracks in metal, cracked or broken glasses or failure of cement around cemented glasses in flameproof or explosion proof enclosures;

2. Covers of flameproof enclosures to ensure that they are tight, that no bolts are missing, and that no gaskets are present between mating metal surfaces;

3. Each connection to ensure that it is properly connected;

4. Possible slackness of joints in conduit runs and fittings;

Vent fan, cargo pump and cargo winch motors and lighting are likely to be found within gas-hazardous areas. An Ex ‘d’ rating means that the equipment can withstand an internal explosion without igniting the outside atmosphere. Ex ‘e’ is an increased safety rating.

Oil fuel arrangement

Protection of hot surfaces

External high pressure fuel delivery lines between the high pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system capable of containing fuel from a high pressure line failure. A jacketed pipe incorporates an outer pipe into which the high pressure fuel pipe is placed, forming a permanent assembly. The jacketed piping system shall include a means for collection of leakages and arrangements shall be provided for an alarm to be given of a fuel line failure (as per SOLAS II-2/4.2.2.5.2).

Additional Guidelines and References may be found in IACS UR F35 and IMO Circulars MSC/Circ.647 and MSC/Circ.851.

Surfaces with temperatures above 220°C which may be impinged as a result of a leak from an oil system failure shall be properly insulated (as per SOLAS II-2/4.2.2.6.1).

Precautions shall be taken to prevent any oil that may escape under pressure from any pump, filter or heater from coming into contact with heated surfaces (as per SOLAS II-2/4.2.2.6.2).

Oil fuel flashpoint reporting requirements

Untitled

IMO has adopted amendments to SOLAS chapter II-2 (resolutions MSC.520(106)), intended to prevent the supply of oil fuel not complying SOLAS flashpoint requirements (60°C), enhancing the safety of ships using oil fuel. The amendments enter into force on 1 January 2026.The amendments add new definitions and provisions to SOLAS regulation II-2/4 (Probability of ignition), including requiring that all ships (i.e. new and existing) carrying oil fuel shall: - Prior to bunkering, be provided with a declaration signed and certified by the fuel oil supplier's representative that the oil fuel supplied is in conformity with regulation SOLAS II.2/4.2.1 and with the test method used for determining the flashpoint.- At oil fuel delivery be provided with a bunker delivery note that must contain the flashpoint specified in accordance with standards acceptable to the Organization1 or a statement that the flashpoint has been measured at or above 70ºC.

1 ISO 2719:2016, Determination of flash point – Pensky-Martens closed cup method, Procedure A (for Distillate Fuels) or Procedure B (for Residual Fuels)

Untitled

IMO (MSC 107/20) endorsed the following mutual understanding concerning flashpoint documentation, subject to the entry into force of SOLAS regulation II-2/4.2.1.6:"The test method will provide a specified temperature when an ignition source produces a "flash" in the sample. If this flash occurs when the sample has been heated to a temperature below 70°C, this temperature should be reported on the bunker delivery note. If, however, the sample is heated to 70°C and then tested without producing a flash, there will not be an actual measured flashpoint temperature to report, but this is sufficient to establish that the flashpoint is above the 60°C minimum and thus allow for a statement to be made that the flashpoint has been measured at or above 70°C. If heating and testing of the sample has been carried out beyond 70°C and produced a flash, there will be a specific temperature that can be reported."

Untitled

From 1 January 2026, at each SOLAS Cargo Ship SAFEQ survey or Passenger ship PSSC survey as appropriate, the surveyor shall verify the availability and consistency of the declaration signed and certified by the fuel oil supplier's representative and that the BDN (required and in accordance with regulation 18 and Appendix V of MARPOL Annex VI) includes the proper information on flashpoint.

Fire extinguishing systems using foam

The first periodical control of medium expansion foam concentrates stored on board should be performed after a period of 3 years and, after that, every year. A record of the age of the foam concentrates and of subsequent controls should be kept on board (as per MSC/Circ.798/5).

International ship/shore connection

The International ship/shore connection should be readily available externally and its location clearly marked. The connection shall be of steel or other suitable material. The connection shall be kept aboard the ship together with a gasket of any material suitable, with four 16 mm bolts, 50 mm in length and eight washers (as per SOLAS II-2/10.2.1.7 and FSS Code Chapter 2).

Protection of vehicle, special category and ro-ro spaces

SOLAS II-2/20.6.1.4

The following requirement shall apply to ships constructed on or after 1 January 2010. Ships constructed on or after 1 July 2002 and before 1 January 2010 shall comply with the previously applicable requirements of paragraph 6.1.4, as amended by resolution MSC.99(73).

When fixed pressure waterspraying systems are fitted, the following arrangements shall be provided :

1. in passenger ships :

   1. in the spaces above the bulkhead deck

      Scuppers shall be fitted so as to ensure that such water is rapidly discharged directly overboard, taking into account the guidelines developed by the Organization*;

   2. in ro-ro passenger ships

      Discharge valves for scuppers, fitted with positive means of closing operable from a position above the bulkhead deck in accordance with the requirements of the International Convention on Load Lines in force, shall be kept open while the ships are at sea;

      Any operation of valves referred to in the above paragraph (SOLAS II-2/20.6.1.4.1.2.1) shall be recorded in the log-book;

   3. in the spaces below the bulkhead deck

      The Administration may require pumping and drainage facilities to be provided additional to the requirements of SOLAS regulation II-1/35-1. In such case, the drainage system shall be sized to remove no less than 125% of the combined capacity of both the water-spraying system pumps and the required number of fire hose nozzles, taking into account the guidelines developed by the Organization*. The drainage system valves shall be operable from outside the protected space at a position in the vicinity of the extinguishing system controls. Bilge wells shall be of sufficient holding capacity and shall be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment;

2. in cargo ships :

   The drainage and pumping arrangements shall be such as to prevent the build-up of free surfaces. In such case, the drainage system shall be sized to remove no less than 125% of the combined capacity of both the water-spraying system pumps and the required number of fire hose nozzles, taking into account the guidelines developed by the Organization*. The drainage system valves shall be operable from outside the protected space at a position in the vicinity of the extinguishing system controls. Bilge wells shall be of sufficient holding capacity and shall be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment. If this is not possible, the adverse effect upon stability of the added weight and free surface of water shall be taken into account to the extent deemed necessary by the Administration in its approval of the stability information**. Such information shall be included in the stability information supplied to the master as required by regulation II-1/5-1.

SOLAS II-2/20.6.1.5

On all ships, for closed vehicles and ro-ro spaces and special category spaces, where fixed pressure water-spraying systems are fitted, means shall be provided to prevent the blockage of drainage arrangements. Ships constructed before 1 January 2010 shall comply with the requirements of this paragraph by the first survey after 1 January 2010.

Means to prevent the blockage of drainage arrangements

Protection of drain openings

(MSC.1/Circ 1320)

An easily removable grating, screen or other means should be installed over each drain opening in the protected spaces to prevent debris from blocking the drain. The total open area ratio of the grating to the attached drain pipe should be at least 6 to 1. The grating should be raised above the deck or installed at an angle to prevent large objects from blocking the drain.

No dimension of the individual openings in the grating should be more than 25 mm.

No grating or screen is required when a fixed mechanical system is provided to unblock the drainage system, or when other than a gravity drain system is provided with its own filter.

A clearly visible sign or marking should be provided not less than 1,500 mm above each drain opening stating, “Drain opening – do not cover or obstruct”. The marking should be in letters at least 50 mm in height.

Testing

The drainage facilities on all ships should be periodically visually examined for blockage or other damage and should be flushed with fire hoses or similar means to verify that the system is functional, if obstructions are noted.

Vehicle Carriers Carrying Motor Vehicles with Compressed Hydrogen or Compressed Natural Gas in their Tanks as Fuel (SOLAS II-2/20-1)

New SOLAS regulation II-2/20-1 , as amended by the resolution MSC.365(93) enters into force on 1 January 2016. It requires that all vehicle carriers (on or after 1 January 2016), carrying, as cargo, motor vehicles with compressed hydrogen or natural gas in their tanks as fuel shall be provided with at least two portable gas detectors :

1. suitable for the detection of the gas fuel

2. certified safe type for use in the explosive gas and air mixture

Ban of extinguishing media containing perfluorooctane sulfonic acid (PFOS)

SOLAS II-2/10.11 as amended by resolution MSC.532(107) - New Requirements for Firefighting Systems

The International Maritime Organization has implemented a comprehensive prohibition on perfluorooctane sulfonic acid in fire-extinguishing media through amendments to SOLAS Chapter II-2 and the High Speed Craft Codes. The regulatory framework consists of three key resolutions adopted by the IMO: MSC.532(107) amending SOLAS Chapter II-2, MSC.536(107) amending the 1994 HSC Code, and MSC.537(107) amending the 2000 HSC Code. These amendments enter into force on 1 January 2026 and apply to all ships subject to SOLAS Chapter II-2 and High Speed Craft Codes.The prohibition addresses significant environmental and health concerns related to PFOS, which belongs to the PFAS family of chemicals often referred to as "forever chemicals" due to their persistence in the environment. While PFOS has been effective in firefighting foams, particularly aqueous film-forming foams (AFFF), it is a Persistent Organic Pollutant that poses significant risks to human health and marine ecosystems due to its toxicity and bioaccumulation. Global restriction is driven by international agreements like the Stockholm Convention and represents a direct result of global efforts to protect seafarers and the marine environment from exposure to dangerous chemicals that build up in the body and environment over time with significant negative health effects.

Implementation timeline

The implementation timeline differs between new and existing ships. For new ships constructed (i.e. keels laid) on or after 1 January 2026, compliance is required upon delivery, and they must not use or store PFOS-containing fire-extinguishing media. For existing ships constructed before 1 January 2026, compliance is required no later than the date of the first survey* on or after 1 January 2026. * As per MSC.1/Circ.1290, the term “first survey” means the first annual survey, the first periodical survey or the first renewal survey whichever is due first after the date specified in the relevant regulation or any other survey if the Administration deems it to be reasonable and practicable, taking into account the extent of repairs and alterations being undertaken. For a ship under construction, where the keel is laid before, but the ship is delivered after, the date specified in the relevant regulation, the initial survey is the “first survey”. This will be verified as part of the SOLAS Cargo Ship Safety Equipment Certificate or Passenger ship Safety Certificate, as appropriate.

Compliance and survey requirements

1. Recognised Organisation (RO) surveyors shall verify that:

   - extinguishing media containing perfluorooctane sulfonic acid (PFOS) are not used or stored on ships- prohibited substances have been delivered to appropriate shore-based reception facilities when removed from the ship.

2. IMO agreed on the UI to SOLAS chapter II-2, and the 1994 and 2000 HSC Codes (MSC.1/Circ.1694 based on IACS UI SC 309 / HSC 11), in order to provide the necessary clarity on how compliance with the requirements to prohibit PFOS will be demonstrated for both new and existing ships. The below guidance applies unless otherwise instructed by the flag:

   1 The phrase "fire-extinguishing media" should include the fire-fighting foams.2 The phrase "containing perfluorooctane sulfonic acid (PFOS)" should mean present in concentrations of PFOS above 10 mg/kg (0.001% by weight).3 Verification that "extinguishing media containing perfluorooctane sulfonic acid (PFOS)" are not used or stored on ships should require the Administration or its recognized organization to review the maker's declaration or laboratory test reports for the extinguishing media covered by the SOLAS Convention, which should be provided to the Administration or to its recognized organization by shipyards, repair yards and equipment makers.4 The declaration issued by the foam maker should contain information about the foam such as, but not limited to: foam type, production period, batch number, reference to type approval/Marine Equipment Directive (MED) Certificate for the foam.5 For extinguishing media installed before 1 January 2026, where the maker's declaration or laboratory test reports are not available, sampling and testing of the extinguishing media on board should be required to be conducted in accordance with a recognized standard.

3. Recognized standard for testing of the extinguishing media may include NPR-CEN/TS 15968 (referenced in EMSA’s Best Practice Guidance on the Inventory of Hazardous Materials) or other equivalent standards. Refer to flag procedures for possible specific Flag State instructions.

Safety of navigation

Remark

As from 1 July 2002, date of entry into force of revised Chapter V, the above requirements are addressed with the following regulations :

• V/16 : Maintenance of equipment,

• V/19 : Carriage requirements for shipborne navigational systems and equipment,

• V/20 : Voyage data recorders,

• V/21 : International Code of Signals,

• V/23 : Pilot transfer arrangements,

• V/24 : Use of heading and / or track control system,

• V/25 : Operation of main source of electrical power and steering gear,

• V/26 : Steering gear : Testings and drills,

• V/27 : Nautical charts and nautical publications,

• V/28 : Records of navigational activities.

In addition, the International Convention for Preventing Collisions at Sea, 1972 (COLREG 72) provides for mandatory equipment such as navigation lights, shape, sound and light signals, arrangement of which is checked as part of the Safety Equipment Survey.

The equipment mandatory on board is, otherwise, listed in Section 2 of the Record of Approved Cargo Ship Safety Equipment.

Guidelines covering the survey of the equipment required to be carried under SOLAS V/19 are displayed in General instruction regarding survey of navigational equipment (Solas Chapter V). Although the inspection of navigational equipment is normally performed by the Radio surveyor at the opportunity of the periodical radio survey, the Recognised Organisation (RO) surveyor may be guided by the following when appropriate and necessary.

Required navigational equipment

On all ships of 500 grt and over, failure of one piece of equipment should not reduce the ship’s ability to meet requirements of 2.1.1, 2.1.2 & 2.1.4 (see paragraph 2.6).

(1) Refer to Automatic Identification Aid (AIS)

(2) Apply to passenger ships and other ships of 3,000 gross tonnage and upwards on international voyages. Refer to Voyage Data Recorders (VDR) and Simplified Voyage Data Recorder (S-VDR)

A : on all voyages

I : on international voyages

(1) : ships constructed on/after 1 Feb 92

(2) : at least as effective as a reflection plotter

(3) : speed and distance through water

(4) : until first survey after 1 July 2002

(5) : by first survey after 1 July 2002

(6) : see Annex

(7) : see Annex

Indicators

These apparatuses are examined under working conditions, as far as possible. The Surveyor checks the maintenance book of each apparatus (endorsed by the specialist who carried out the maintenance surveys or repairs). The maintenance book may be replaced by a certificate of survey drawn up by the specialist.

Log entries

They shall be checked during mandatory annual surveys (Regulation V/26)

Under the HSSC, this part falls under the mandatory annual survey for the Safety Construction Certificate.

All ships engaged on international voyages shall keep a record of navigational activities and incidents which are of importance to safety of navigation and which must contain sufficient detail to restore a complete record of the voyage.

Information which should be recorded includes that concerning position, course and speed, the times and positions when passing waypoints, land or sea marks, weather and sea conditions and incidents and events including pilot embarkation/disembarkation, times of attendance and connection and disconnection of tugs, times of berthing and unberthing, hazardous occurrences and accidents. Records should be maintained whether the vessel is on international voyages or not.

Log books and engine movement (bell) books should be checked to ensure that they are up to date with entries properly made in ink and not in pencil. An electronic chart display system with GPS input (provided the equipment is in good order and the datum used in each case is the same) provides a good record of the navigational activities.

The Surveyor makes sure that log entries have been made, stating that the following has been checked or tested and found satisfactory within twelve (12) hours before departure from any port :

1. Main steering gear,

2. Auxiliary steering gear,

3. Remote control systems,

4. Bridge steering position,

5. Emergency power supply,

6. Rudder angle indicators,

7. Steering gear system and power failure alarms,

8. Automatic isolating arrangements and other automatic equipment,

9. Communications system bridge to steering compartment,

10. Full movement of the rudder,

11. Visual inspection of steering linkage,

12. Emergency steering drills every three (3) months (see log book),

13. Postage of change-over procedure diagrammes of steering gear,

14. Officers reportedly familiar with steering gear change-over.

Compass

Magnetic compass

Each magnetic compass shall be properly adjusted (an up dated table or curve of residual deviations shall be available at all times). The Surveyor makes sure that the table or curve is posted at the navigating bridge.

Compass error book

An observation should be made if the magnetic compass error differs by more than three degrees from the deviation card curve.

A comparison between the magnetic and gyro headings should be made at each course alteration and recorded in the Deck Log Book. Some administrations require compass errors to be recorded in the Deck Log Book rather than a separate Compass Error Book.

Spare magnetic compass

(IACS UI SC 203)

SOLAS regulation V/19.2.2.1 requests that all ships of 150 gross tonnage and upwards and passenger ships irrespective of size shall be fitted with a spare magnetic compass interchangeable with the magnetic compass.

A gyrocompass can be fitted, as the "other means" mentioned in regulation V/19.2.2.1, to comply with that regulation.

However, this gyrocompass :

• cannot be credited to fulfill regulation V/19.2.5.1; and

• shall be fed by both main and emergency power supply and, in addition, it shall be provided with a transitional source of power (e.g. a battery).

Gyro compass

A gyro compass shall be fitted on ships of 500 gt and upwards constructed on or after 1st September 1984 and on ships of 1,600 gt and upwards on international voyages.

Ships of 1,600 gt and upwards shall be provided with a gyro repeater or repeaters suitably placed for taking bearings as nearly as practicable over the arc of the horizon of 360°.

The master compass or a gyro repeater shall be clearly readable by the helmsman at the main steering position.

Heading information from Gyro compass or other non-magnetic means shall be transmitted for input to the 9 GHz radar, the automatic tracking aid and the AIS.

Nautical publications

Nautical Charts

All vessels should carry an adequate portfolio of corrected, nautical charts for the vessel’s planned voyage. All charts should be of a large enough scale and have enough detail to make safe navigation of the area possible.

Nautical charts must be issued officially by or on the authority of a Government, authorized Hydrographic Office, or other relevant government institution.

Nautical Publications

Nautical publications should be issued officially by or on the authority of a Government, authorized Hydrographic Office, or other relevant government institution. All nautical publications should be currently corrected.

List of documents which shall be available (latest edition) for the intended voyage :

• Sailing directions,

• Lists of lights,

• Charts, or an Electronic Chart Display and Information System (ECDIS), using either Electronic Navigational Charts (ENC) or Raster Navigational Charts (RNC),

• Tide tables,

• Nautical Almanach,

• Merchant Shipping Notices, Notices to Mariners,

• International Code of Signals (uptodate Edition).

• IAMSAR Manual (Volume III)

Electronic nautical publications may be used to either partly or fully fulfill the requirements above provided the following conditions are met :

1. Nautical publications required for voyage planning (examples include sailing directions, coast pilots, light lists, etc.) :

   Either an electronic or paper back-up must be provided. All back-up copies must be corrected and ready for use when needed. When an electronic back-up is carried, portions of the publication needed for the planned voyage should be printed and included with the voyage plan.

2. Nautical publications required for navigation while the vessel is enroute between ports (examples include tide and current tables, nautical almanacs, sight reduction tables, etc.) :

   A corrected paper copy must be provided.

Management system

A chart and publication management system is recommended to ensure that records are kept of the charts and publications carried and when they were last corrected.

Record keeping of corrections should be reviewed and random checks made to ensure that recorded corrections to charts and other nautical publications have been made and that charts and publications in use are fully corrected and up to date.

Procedures for examining charts as per instructions from the Liberian Administration

As a guidance, the instructions from the Liberian Administration are hereunder quoted.

These instructions may apply to all ships, whatever their flag.

1. The Surveyor should request the Master or Navigation Officer to produce the charts to next port or, if next port not known, to nearest safe open water. That terminology is clear enough. Select for examination the large scale (River-Harbour-Coastal) charts, not ocean charts which may not attract many corrections. In most cases the charts most recently used to enter port will still be on the chart table and these may satisfy the Surveyor.

2. On the charts selected for examination, ascertain the date of printing. On United States charts this date will be in the bottom left hand corner of the chart together with the date to which the chart has been corrected. On British charts, the date of printing will be found in bold type at the bottom right hand corner of the chart. Other countries charts may be a variation of one or the other.

3. Examine the bottom left hand corner of the chart where all hand made corrections from Notices to Mariners should be annoted. If the date of printing indicates that the chart is a new edition, there might not be many if any corrections and this has to be taken into account.

4. The Master or Navigation Officer should be asked to produce recent copies of Notices to Mariners. If these are marked up or cut up, then they have been used to correct charts. If they are still in wrappers, then they have not. An experienced Surveyor will soon make a shrewd assessment of the officers' competence and the navigation organisation in the ship.

5. If the procedure, in paragraphs a) through d), is applied to one or two charts, it will soon become apparent if there is in the ship an efficient chart correction system. It should be remembered that ships completing a long passage (for instance the Gulf to Europe which takes about 4/6 weeks) may be that period of time behind in receiving Notices to Mariners and this should be taken into account. It should not, however, affect the general impression formed by the Surveyor who should, however, check that relevant corrections received by radio during the passage have been annoted on the charts. If the Surveyor is satisfied that the charts examined have been regularly corrected, he may endorse the Safety Equipment Certificate.

6. If the charts examined have no recent corrections or no corrections at all or if the Surveyor is, in his judgement, dissatisfied with what he has seen, he should act in accordance with the standing instructions received from his Society. He should not endorse the certificate or issue a conditional one. In all such cases, the Bureau of Maritime Affairs should be advised and if the Surveyor has a working relationship with the local Liberian Inspector, the latter should be advised, the ultimate object being to prevent a unsafe ship from proceeding to sea.

7. With regard to other navigational publications such as Coastal and Ocean Pilot Books, it may be assumed that if, in any ship, there is an acceptable chart correction system, then the other publications will also be satisfactory, and vice versa.

8. It is clearly impossible for any Surveyor or Inspector to examine an entire outfit of charts and this is not expected. What can be done is to verify a sample which satisfies the Convention and is surprisingly accurate in detection of a good or bad shipboard routine.

Navigation lights

As far as new buildings are concerned, a drawing showing the arrangements of the navigation lights, the sectors of visibility and the visibility of the masthead lights from the stem shall be sent to the DA-ELEC/LPO.

The Surveyor makes sure that the navigation lights are in working order.

Pilot transfer arrangements

(SOLAS 74, Regulation V/23)

Standard pilot ladder must comply with SOLAS 74, Regulation V/23.

Surveyors should have the ladder lowered to check that it is sufficiently long (including for light ship condition) and that pilots can climb up the ladder without difficulty. The ladder should be kept clear of the ship's fore and after bodies and clear from any possible discharges from the ship.

In addition the pilot ladder(s) shall be unrolled/unveiled on deck for inspection of compliance with IMO Res.A.889(21) / Res.A.1045(27) as applicable. Inspection should focus on condition of ropes, steps, non-slip surfaces, spreaders, securing to deck plate end arrangements, retrieval line above the last spreader step (if any).The seizing of the ladder steps shall be inspected along the whole length.Evidence of inspected item shall be attached to the report.

The IMO Resolution MSC.308(88) (see the attached file “MSC.308(88)”), entering into force on 1^st July 2012, amends, among others, SOLAS Chapter V, Regulation 23.

The new requirements added in SOLAS Chapter V, Regulation 23 apply to equipment and arrangements for pilot transfer which are installed on or after 1 July 2012.

Equipment and arrangements installed on or after 1 July 2012 which are a replacement of equipment and arrangements provided on ships before 1 July 2012, shall, in so far as is reasonable and practicable, comply with the new requirements of this regulation.

An unified interpretation has been adopted concerning the meaning of "installation date of pilot transfer equipment and arrangements" and based on the date of contract for construction (see the corresponding IMO circular MSC.1/Circ.1375/Rev.1 in the attached file “MSC.1-Circ.1375-Rev.1”).

It is Recognised Organisation (RO)'s understanding that for existing ships (contracted for construction before 1 July 2012), the replacement on or after 1 July 2012 of equipment and arrangements for pilot transfer provided on ships before 1 July 2012 shall, in so far as is reasonable and practicable, comply with the new requirements of SOLAS Chapter V, Regulation 23.

For those equipment and arrangements for pilot transfer which are required to comply with the new requirements of SOLAS Chapter V, Regulation 23, refer to the resolution A.1045(27) on pilot transfer arrangements in the attached file “A27-Res.1045”.

Pilot ladders inspections shall be carried out within the scope of surveys concerning the Cargo Ship Safety Equipment Certificate (or the Passenger Ship Safety Certificate, as applicable) according to SOLAS Regulation 6 and 8 (or 7, as applicable) (see paragraph 2.3 of Regulation V/23).

The new features of SOLAS Chapter V, Regulation 23 are as follows :

• A Certificate of the manufacturer shall be presented that confirms that the pilot ladder is in compliance with SOLAS Chapter V, Regulation 23 or with an international standard acceptable to the Organization (refer to the recommendations by the International Organization for Standardization, in particular publication ISO 799:2004, Ships and marine technology – Pilot ladders) (see paragraph 2.3).

• All pilot ladders used for pilot transfer shall be clearly identified with tags or other permanent marking (see paragraph 2.4).

• A record shall be kept on the ship as to the date the identified ladder is placed into service and any repairs effected (see paragraph 2.4).

• Means shall be provided to secure the lower platform of the accommodation ladder (or the sloping ladder used as part of the pilot transfer arrangements), the pilot ladder and manropes to the ship's side, when a combination arrangement is used for pilot access (see paragraph 3.3.2).

• In the case of a combination arrangement using an accommodation ladder with a trapdoor in the bottom platform, the pilot ladder and man ropes shall be rigged through the trapdoor extending above the platform to the height of the handrail (see paragraph 3.3.2.1).

• The two man-ropes which shall be kept at hand ready for immediate use when persons are being transferred are required to be of not more than 32 mm in diameter (see paragraph 7.1.1).

• The man-ropes shall be fixed at the rope end to the ring plate fixed on deck and ready for use when the pilot disembarks, or upon request from a pilot approaching to board.

Other requirements have been adopted with a retroactive application, as follows :

• Shipside doors used for pilot transfer shall not open outwards, not later than the first survey on or after 1 July 2012 for ships constructed before 1 January 1994 (see paragraph 5 and 1.5).

• Mechanical pilot hoists shall not be used anymore for all ships, including existing ships (see paragraph 6 and 1.6).

As a result of these new requirements, two survey items from the ASMS Reporting System have been revised as follows :

• NAV040B reads “Checking the provision and specification of the pilot ladders and pilot transfer arrangements

  Pilot ladder(s) on both sides of deck to be unrolled/unveiled and exposed for inspection. Inspection should focus on condition of ropes, steps, non-slip surfaces, spreaders, securing to deck plate end arrangements, retrieval line above the last spreader step (if any).The reeving of the ladder especially whipping / seizing around the steps shall be inspected along the whole length.Evidence of inspected item to be attached to the report.”

• NAV041A reads “Checking that records are maintained identifying any pilot ladders placed into service and any repair effected”

For your information, a poster illustrating the required boarding arrangements for pilots is displayed in the IMO circular MSC.1/Circ.1428 (see the attached file “MSC.1-Circ.1428”).

Radar installations

(IMO Resolution A.477(XII), as amended by Annex 4 to Resolution MSC.64(67))

Ships constructed before 1st July 2002

(SOLAS, Regulation V/12(g) to (j))

Cargo ships of 500 grt and upwards engaged in all voyages shall be fitted with one radar installation in the 9 GHz (3 cm, ‘X’ band).

Cargo ships of 10000 grt and upwards shall be fitted with two-radar installations, each capable of being independently operated from the other and one of which must be capable of operating in the 9 GHz (3 cm, ‘X’ band).

The effective diameter of the radar display shall be defined according to the following table :

At least, the single radar installation or one of the radar installations provided as per Regulation 12(g) and 12(h) shall be capable of operating in the 9 GHz frequency band (3 cm wave length) from 1 February 1995.

In addition, when engaged in international voyage, passenger ships irrespective of their size and cargo ships of 300 grt and upwards, shall be fitted with a radar installation capable of operating in the 9 GHz frequency band as from 1 February 1995.

The radar installation is generally surveyed by the Radio Specialist.

Ships constructed on or after 1st July 2002

New Regulation V/19 comprises the following type of radars and associated equipment and the following carriage requirements :

Radar apparatus running on 9 GHz

This radar apparatus is required on any ship of 300 grt and upwards.

Radar apparatus running on 3 GHz

This radar apparatus is fitted as the second radar apparatus required on ships of 3000 grt and upwards unless the flag Administration accepts the fitting of a second 9 GHz radar apparatus.

The two apparatus are functionally independent of each other.

Electronic Plotting Aid (EPA)

This equipment is used to plot electronically the range and bearing of targets to determine collision risk. It shall be capable of plotting at least 10 targets. It is not provided with automatic tracking. It shall be noted that manual plotting means are no more acceptable.

It is associated to the radar apparatus of ships of 300 grt and upwards but less than 500 grt.

Automatic Tracking Aid (ATA)

ATA is an electronic equipment which provides for manual acquisition and automatic tracking and display of at least 10 targets.

It is associated to the radar apparatus of ships of 500 grt and upwards where it replaces the EPA.

On ships of 3000 grt and upwards, the second radar apparatus is also equipped with an ATA. The two ATAs are functionally independent of each other.

Automatic Radar Plotting Aid (ARPA)

ARPA is an electronic equipment which provides for manual or automatic acquisition of targets and the automatic tracking and display of all relevevant information for collision avoidance decision making for at least 20 targets. ARPA also enables simulation of trial manoeuvres.

It is associated to one of the radar apparatus on ships of 10000 grt and upwards. Either an ATA or an ARPA is associated to the second radar apparatus.

Vessels required to be fitted with an ARPA shall be equipped with a device to indicate speed and distance through the water (i.e. an electromagnetic or pitot log). If the speed through the water log is not operational, the speed of the vessel must be entered manually.

The table hereafter summarizes the carriage requirements against the ship gross tonnage.

ECDIS - Electronic charts

General

Since 1 July 2002, and as per Paragraph 2.1.4 of SOLAS Chapter V Regulation 19, Electronic Chart Display and Information Systems (ECDIS) are considered as meeting the carriage requirement for nautical charts under certain conditions.

Electronic chart display and information systems (ECDIS) may operate in two modes :

• Vector Charts, using an Electronic Navigation Chart database (ENC)

• Raster Chart Display System (RCDS)

In a vector chart, each point is digitally mapped, allowing the information to be used in a more sophisticated way, such as clicking on a feature (for example a lighthouse) to get all the details of that feature displayed. It relies on an Electronic Navigation Chart (ENC) database which contains, under a digitalized form, all the geographical information required for a safe navigation. This database, like paper charts, must be kept up-to-date, usually in an automatic mode.

A raster chart is basically a visual scan of a paper chart. It is a computer based system which uses charts issued by or under the authority of a national hydrographical office, together with automatic continuous electronic positioning to provide an integrated navigation tool.

IMO has approved the use of raster charts in complement to vector charts in areas where the latter are not available.

As per SOLAS regulation V/27, all nautical charts necessary for the intended voyage shall be adequate and up to date. For ships using ECDIS to meet the chart carriage requirement of SOLAS, all ENCs and RNCs must be of the latest available edition and be kept up to date using both the electronic chart updates (e.g. ENC updates) and the latest available notices to mariners. Additionally, ECDIS software should be kept up to date such that it is capable of displaying up-to-date electronic charts correctly according to the latest version of IHO's chart content and display standards.

In case the chart carriage requirements are partly or fully fulfilled by electronic means, then back-up arrangements are to be fitted (as example: an appropriate folio of paper nautical charts or an independent fully compliant second ECDIS unit). Refer to the flag procedure for specific requirements in that respect.

Mandatory carriage requirements

• Paragraph 2.10 of SOLAS Chapter V Regulation 19 as amended by IMO Resolution MSC.282(86) requires that :

  Ships engaged on international voyages shall be fitted with an Electronic Chart Display and Information System (ECDIS) as follows:

  .1 passenger ships of 500 gross tonnage and upwards constructed on or after 1 July 2012;.2 tankers of 3,000 gross tonnage and upwards constructed on or after 1 July 2012;.3 cargo ships, other than tankers, of 10,000 gross tonnage and upwards constructed on or after 1 July 2013;.4 cargo ships, other than tankers, of 3,000 gross tonnage and upwards but less than 10,000 gross tonnage constructed on or after 1 July 2014;.5 passenger ships of 500 gross tonnage and upwards constructed before 1 July 2012, not later than the first survey* on or after 1 July 2014;.6 tankers of 3,000 gross tonnage and upwards constructed before 1 July 2012, not later than the first survey* on or after 1 July 2015;.7 cargo ships, other than tankers, of 50,000 gross tonnage and upwards constructed before 1 July 2013, not later than the first survey* on or after 1 July 2016;.8 cargo ships, other than tankers, of 20,000 gross tonnage and upwards but less than 50,000 gross tonnage constructed before 1 July 2013, not later than the first survey* on or after 1 July 2017; and.9 cargo ships, other than tankers, of 10,000 gross tonnage and upwards but less than 20,000 gross tonnage constructed before 1 July 2013, not later than the first survey* on or after 1 July 2018.

  * Refer to the Unified interpretation of the term “first survey” referred to in SOLAS regulations (MSC.1/Circ.1290).”

• High-speed craft shall be fitted with an ECDIS as follows:.1 craft constructed on or after 1 July 2008;.2 craft constructed before 1 July 2008, not later than 1 July 2010.

Type Approval - Operating possibility

Configuration 1 : ECDIS alone

ECDIS shall be IMO type approved (as per SOLAS Regulation V/18.1) or, for European Flags, Wheel marked. A copy of the TAC shall be available on board

See the attached file “20178-A0_ECDIS_V3”

As per resolution MSC.232(82), ECDIS equipment:

1. installed on or after 1 January 2009, shall conform to performance standards not inferior to those specified in the Annex to resolution MSC.232(82); and

2. installed on or after 1 January 1996 but before 1 January 2009, shall conform to performance standards not inferior to those specified in the Annex to resolution A.817(19), as amended by resolutions MSC.64(67) and MSC.86(70).

Configuration 2 : ECDIS + RADAR

The ECDIS can be combined with the Radar. ECDIS shall be type as well as the function allowing the chart facilities for ship borne radar.

A copy of both type approval certificates shall be available on board.

See the attached file “20181-A0_Radar-with-CF_V2”.

Configuration 3 : ECDIS and Track Control System

The ECDIS can be combined with the track control system or with an Autopilot / Heading control System (HCS). ECDIS shall be type approved as well as the Track Control System.

A copy of both type approval certificates shall be available on board.

See the attached file “20184-A0_TCS_V2”.

Maintenance of ECDIS Software

As noted in circular MSC.1/Circ.1503 "ECDIS – Guidance for Good Practice", ECDIS that is not updated to the latest version of the IHO Standards may not meet the chart carriage requirements as set out in SOLAS regulation V/19.2.1.4.Any ECDIS which is not upgraded to be compatible with the latest version of the IHO ENC Product Specification or the Presentation Library may be unable to correctly display the latest charted features. Additionally, the appropriate alarms and indications may not be activated even though the features have been included in the ENC. Similarly, any ECDIS which is not updated to be fully compliant with the latest version of the IHO Data Protection Standard may fail to decrypt or to properly authenticate some ENCs, leading to failure to load or install. An up-to-date list of all the relevant IHO standards relating to ECDIS equipment can be accessed from the IHO website (www.iho.int).

Exemption

As per SOLAS Chapter V, Regulation 19.2.11 Administration may exempt ships from the application of the requirements of Regulation 19.2.10 (see Mandatory carriage requirements) when such ships will be taken permanently out of service within two years after the implementation date specified SOLAS Chapter V, Regulation 19.2.10 in subparagraphs .5 to .9.

ASMS Survey items

ASMS items have been developed in order for surveyors to confirm that an approved ECDIS is available on-boardThe availability of an approved ECDIS on-board ship is to be reported during Safety Equipment Surveys, using the ASMS items NAV080B and NAV088

NAV088 is applicable to ships, for which the carriage requirement is mandatory

NAV080B is applicable to SOLAS ships, for which ECDIS is also accepted as meeting the chart carriage requirements of SOLAS reg.V/19, paragraph 2.1.4In relation to ASMS item NAV080B, some items have been developed regarding the minimum technical verification to be performed during the survey:

1. Power supply (ASMS item NAV081B / NAV082A)

   The ECDIS shall be powered through both the main and emergency switchboard. The system shall automatically switch to the emergency power supply in case of failure of the main power supply. No alarm is requested. The system shall not be manually initialized in case of change of power supply.

2. Sensors linked to ECDIS (ASMS item NAV083A)

   • GPS

     When disconnecting the connection between ECDIS and the GPS, an alarm shall be displayed on the ECDIS

   • Geodetic datum

     In case of discrepancy between the geodetic datum entered into the ECDIS and the GPS, an alarm shall be displayed on the ECDIS. Ask for the geodetic datum on GPS to be changed manually to test this alarm.

3. Up-dated software (ASMS item NAV084A)

   ECDIS reads the electronic navigation charts through dedicated software. It is the manufacturer’s obligation to up-date this software.

   The up-to-date list of all the relevant IHO standards relating to ECDIS equipment can be accessed from the IHO website http://www.iho.int

   To check that the software used in the ECDIS is up-dated, have the software data displayed on the ECDIS screen and compare the information with the one made available on the IHO website. Furthermore Recognised Organisation (RO) Surveyor should ascertain compliance on the basis of the work report issued by manufacturer/service provider which have undertaken the updates.

4. Backup arrangement (ASMS item NAV085A)

   Back-up arrangements are normally as follows (refer to the flag procedure for possible Flag requirements):

   • ECDIS with vector charts

     Paper nautical charts are not required if the vessel is fitted with 2 independent ECDIS.

     Paper nautical charts required if the vessel is provided with 1 ECDIS only.

   • ECDIS with raster charts

     Paper nautical charts required.

Deficiency

In case one of the above tests is not satisfactory, it is considered as a deficiency. Flag Administration should be requested for advice.age is limited.

Installation

The checklist in the attached file “dockside tblx” may be used during the installation of the ECDIS.

It is not mandatory and most of the time, the manufacturer's representative will use its own checklist. This one can be used, the case need be.

Completion of items related to nautical charts / ECDIS in the records of equipment

IMO approved the circular MSC.1/Circ.1496 on Unified Interpretations on the Appendix to the SOLAS Convention regarding the records of equipment concerning nautical charts and ECDIS. This circular provides a common approach on how to complete items 2.1 and 2.2 of Part 3 of the Form E and items 2.1 and 2.2 of Part 5 of Forms P and C.

See the attached file “MSC.1/Circ.1496”

Global Navigation Satellite System

(Regulation V/19.2.1.6)

For years, ships of 1600 grt and upwards have been fitted with radio direction-finding apparatuses.

Such an equipment is now outdated and is replaced by the carriage requirement of a receiver for a global navigation satellite system or a terrestrial radionavigation system (or other means), capable of being used at all times throughout the voyage to establish and update the ship's position by automatic means. This requirement applies to ships, irrespective of their size, constructed on/after 1^st July 2002.

It also applies to existing ships constructed before 1^st July 2002, irrespective of size, not later than the first survey after 1^st July 2002.

At the same time, the Radio Direction Finder (previous Regulation V/12(p)) is no longer required.

GPS is referenced to WGS84 and it is recommended that the GPS receiver is maintained referenced to that datum.

Automatic Identification Aid (AIS)

(Regulations V/19.2.4 and V/18.9)

Automatic Identification Systems are equipment capable of automatically :

• providing information about the ship (identity, type, position, course, speed, navigational status) to other ships and to shore stations,

• receiving such information from other equipped ships,

• monitors and track ships,

• exchange data with shore-based facilities.

AIS carriage requirement also applies to ships constructed before 1^st July 2002.

The implementation date is given hereafter.

The above table takes into account the amendments to Regulation V/19.2.4 proposed by the SOLAS Diplomatic Conference on Maritime Security (9-13 December 2002).

Installation and survey

Initial survey

Where an AIS is installed on board a new construction, the drawings required by the Recognised Organisation (RO) check list are approved. The equipment is subsequently surveyed by a Radio Specialist who also fills the check list a copy of which is left on board the ship.

In case of an existing ship, the AIS is generally fitted without the attendance of a Surveyor or a Radio Specialist. If so, when the AIS is inspected during the next safety equipment survey, then a Radio Specialist surveys the AIS and fills the check list (except the paragraph making reference to the approval of drawings). A copy of the chek list is left on board the ship.

Periodical / annual surveys

The regulation does not clearly set the survey window for AIS equipment. However, unless otherwise stated by the Administration, MSC.1/Circ.1576 / IACS UI SC279 applies :

The annual performance test of the Automatic Identification System (AIS) shall be carried out within the “time window” of the annual / periodical / renewal survey under the Harmonized System of Survey and Certification (HSSC), but not later than the date of completion of the survey for endorsement / renewal of the relevant Certificate.

The annual testing of the automatic identification system (AIS) shall be carried out by a Recognised Organisation (RO) approved service supplier (Refer to the related survey procedure). This may be done at the opportunity of the Radio survey.

On completion of the AIS survey, the Service Supplier issues an AIS test report. A copy of the test report shall be retained on-board the ship.

The AIS Test report is drafted based on MSC/Circ.1252. A model of the test report is, for easy reference, in the attached file “Ad WE 7310”.

Forms

The following check list may be used :

• AIS installation check list : see the attached file “Ad WE7311”.

• Annual test report : see the attached file “Ad WE 7310”.

Voyage Data Recorders (VDR) and Simplified Voyage Data Recorder (S-VDR)

SOLAS Chapter V Regulation 20 as amended by Resolution MSC.170(79) reads :

Cargo ships, when engaged on international voyages, shall be fitted with a VDR which may be a simplified voyage data recorder (S-VDR) as follows :

1. in the case of cargo ships of 20,000 gross tonnage and upwards constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2006 but not later than 1 July 2009;

2. in the case of cargo ships of 3,000 gross tonnage and upwards but less than 20,000 gross tonnage constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2007 but not later than 1 July 2010; and

Type Approval

• The VDR and S-VDR should be type approved (as per SOLAS Regulation V/18.1)

• The VDR should be installed according to IMO Resolution A.861(20)) as amended or MSC.333(90) or Res. MSC.333(90) as amended by Res. MSC.494(104) and type tested according to IEC 61996-1.

  Res. MSC.494(104) requires that Float-free recording medium installed in a float-free capsule meet the requirements of the latest EPIRB performance standard (i.e. Resolution MSC.471(101)).

• VDRs:.1 if installed on or after 1 July 2022, shall conform to performance standards not inferior to those specified in the annex to resolution MSC.333(90), as amended by resolution MSC.494(104);.2 if installed on or after 1 July 2014 and before 1 July 2022, shall conform to performance standards not inferior to those specified in the annex to resolution MSC.333(90);.3 if installed on or after 1 June 2008, but before 1 July 2014, shall conform to performance standards not inferior to those specified in the annex to resolution A.861(20), as amended by resolution MSC.214(81); and.4 if installed before 1 June 2008, shall conform to performance standards not inferior to those specified in the annex to resolution A.861(20).IACS UI SC261 gives a clarification of Res.MSC.333(90) definition of the “installed on or after 1 July 2014”:(a) for ships for which the building contract is placed on or after 1 July 2014, or in the absence of the contract, constructed on or after 1 July 2014, "installed on or after 1 July 2014" means any installation on the ship; and(b) for ships other than those ships prescribed in (a) above, "installed on or after 1 July 2014" means a contractual delivery date for the equipment or, in the absence of a contractual delivery date, the actual delivery of the equipment to the ship on or after 1 July 2014.This IACS UI applies unless otherwise instructed by the ship’s Flag.

  IACS UI SC261/Rev.1 gives a clarification of Res.MSC.333(90) as amended by Res. MSC.494(104) definition “installed on or after 1 July 2022:(a) for ships for which the building contract is placed on or after 1 July 2022, or in the absence of the contract, constructed on or after 1 July 2022, "installed on or after 1 July 2022" means any installation on the ship; and(b) for ships other than those ships prescribed in (a) above, "installed on or after 1 July 2022" means a contractual delivery date for the equipment or, in the absence of a contractual delivery date, the actual delivery of the equipment to the ship on or after 1 July 2022.

  This IACS UI applies unless otherwise instructed by the ship’s Flag.

• The S-VDR should be installed according to Resolution MSC.163(78) as amended and type tested according to IEC 61996-2.

  As for VDRs, Res. MSC.493(104) requires that Float-free recording medium installed in a float-free capsule meet the requirements of the latest EPIRB performance standard (i.e. Resolution MSC.471(101)).

Approval of documents

Documents to be submitted for Approval

VDR//S-VDR technical documentation shall submitted for approval to DA-ELEC/LPO

Survey

Installation

Guidelines of international standard, IEC 61996 states that the protective capsule shall be sited in the vicinity of the bridge on the external deck area of the vessel so as to maximise the probability of its survival and recovery following an incident. The capsule shall be positioned clear of rigging and other potential obstructions and as near to the centreline of the ship as practically possible.

Testing of a new installation

The final installation should be tested according to the manufacturer’s instructions.

Testing of the installation requires attendance from the manufacturer representative and use of special playback equipment.

Before the surveyor attends the test, the VDR / S-VDR should record for a period greater than the maximum retaining time (with a minimum period of at least 12 hours, as per 5.3.3 of IMO Resolution A.861(20) and 5.3.3 of IMO Resolution MSC.163(78)) and at least 30 days/720 hours on the long-term recording medium and at least 48 hours on the fixed and float-free recording media. as per 5.4.3 of IMO Resolution MSC.333(90) with all sensor inputs active (in operation) before the recorded data is presented for the surveyor item by item.

The survey is to verify that the installation complies with the requirements for location of the VDR/S-VDR components, Power supply and Sensor input. In addition to verifying that the required sensor data are recorded as applicable, it should be verified that the configuration file includes proper identification of the data received on the various input channels.

The procedures required for data retrieval should be included in the ship’s safety management system and to be verified by or on behalf of the Administration.

The Recognised Organisation (RO) VDR acceptance record should be filled-in by the manufacturer representative. It is kept in the Recognised Organisation (RO) ship's file.

Annual testing of VDR

The regulation does not clearly set the survey window for VDR/S-VDR equipment. However, unless otherwise stated by the Administration, MSC.1/Circ.1576 / IACS UI SC279 applies :

The annual performance test of VDR (or S-VDR) shall be carried out within the “time window” of the annual / periodical / renewal survey under the Harmonized System of Survey and Certification (HSSC), but not later than the date of completion of the survey for endorsement / renewal of the relevant Certificate.

The voyage data recorder system, including all sensors, should be subjected to an annual performance test. The test should be conducted by the manufacturer or a person authorized by the manufacturer to verify the accuracy, duration and recoverability of the recorded data. In addition, tests and inspections should be conducted to determine the serviceability of all protective enclosures and devices fitted to aid location (Refer SOLAS Chapter V Regulation 18.8 and Regulation 13.16.2 of the HSC Code).

On completion of the test, the manufacturer or a person authorized by the manufacturer shall issue a Voyage Data Recorder Performance Test Report.

The VDR Test report's format is fixed by the MSC/Circ.1222, which is related to VDR installed according to IMO Resolution A.861(20).The form in the attached file “Ad WE 7315” has been developed from the MSC/Circ.1222 and may be used by service suppliers, the case need be.

For VDR installed according to IMO resolution MSC.333(90) as amended, IMO approved consequential amendments to MSC.1/Circ.1222 (MSC.1/Circ.1222/Rev.1). The form in the attached file “VDR test report MSC.333(90) as amended and MSC1circ1222rev.1” has been developed on the basis of MSC.1/Circ.1222/Rev.1 and may be used by service suppliers, the case need be.

The Surveyor checks that there is a copy of a valid test report available on board. If the ship is not able to present a valid test report to document the annual test, a conditional short term Passenger Ship Safety Certificate/Cargo Ship Safety Equipment Certificate / Cargo Ship Safety Certificate should be issued upon agreement by the Flag Administration.

Approval of the VDR / S-VDR service supplier

The VDR / S-VDR service supplier engaged in annual performance testing of VDRs and S-VDRs should be approved by Recognised Organisation (RO). The conditions of approval are specified in the related survey procedure (Annex 1).

EPFS (GPS) considered as speed log

To be considered as a Speed and distance measuring equipment for VDR and S-VDR, an EPFS (Electronic Positioning and fixing system) should be approved according to Resolution A.824(19) as amended by MSC.96(72) and comply with IEC 61023, IEC 60945 and IEC 61162 requirements.

Attached documents

• VDR acceptance record : see the attached file “VDR_S-VDR Acceptance Record - May 2014”

• VDR test report Ad 7315 : see the attached file “Ad WE 7315”

• VDR test report MSC.333(90): see the attached file “VDR test report MSC.333(90) et MSC1circ1222rev.1”

Heading Control System and Track Control Systems

(Regulation V/19.2.8)

For years, ships have been equipped with automatic pilot systems, the use of which was addressed by Regulation V/19. The fitting of an Automatic Pilot System was not, however, a mandatory requirement.

Revised Regulation V/19.2.8.2 now makes mandatory the carriage of either a Heading Control System or a Track Control System on all ships of 10,000 grt and upwards constructed on or after 1^st July 2002.

Heading Control Systems are well-known autopilot systems capable of keeping a ship on a specified heading.

Transmitting heading device is used to transmit heading information for input into the 9 GHz radar, the plotting aid and the speed and distance measuring device.

Track Control Systems are much more sophisticated equipment which are capable of keeping a ship on a pre-determined track throughout her passage. Track Control Systems therefore need interfacing with Electronic Position Fixing Systems. They include the functional capabilities of a Heading Control System.

Vessel’s manoeuvring characteristics

For all ships of 100 metres in length and over and all chemical tankers and gas carriers regardless of size, a pilot card, wheelhouse poster and manoeuvring booklet should be provided.

The wheelhouse poster should be permanently displayed in the wheelhouse. It should be of such a size to ensure ease of use (IMO Resolution A.601(15))

Explanatory notes for the uniform interpretation, application and consistent evaluation of manoeuvering of the ship are object of the MSC/Circ.1053.

Echo Sounder

When engaged on international voyages, ships of 500 gt and upwards constructed on or after 25^th May 1980 and ships of 1,600 gt and upwards constructed before 25^th May 1980 shall be fitted with an echo sounder. Performance of the echo sounder should be tested on all ranges and scales to verify recordings against depths shown on the chart.

The echo sounder recorder should be switched on prior to each approach to shallow water and port entry and prior to departure and remain in operation while in shallow waters. The date and time of switching on should be marked on the recorder chart. In addition, the date and time of passing significant land or seamarks should be marked on the recorder. Many modern electronic echo sounders have an inbuilt 24-hour memory which can be recalled. If an electronic memory is not provided, the echo sounder should be provided with a printed record.

Whistle, bell and gong

A whistle and bell for vessels of 12 metres or more in length and a gong for vessels of 100 metres or more in length.

Shapes

Three balls, a cylinder and a diamond shape should be carried (as per COLREGS).

IMO Performance Standards for navigational equipment

LRIT

Reference

MSC.202(81) : SOLAS Regulation V/19-1 on long-range identification and tracking of ships

MSC.263(84) : Revised performance standards

MSC.330(90) : Amendments to the revised performance standards

MSC.1/Circ.1295 : Guidance in relation to certain types of ships which are required to transmit LRIT Information on Exemptions and Equivalent and on Certain Operational Matters (8 December 2008).

MSC.1/Circ.1307 : Guidance on the survey and certification of compliance of ships with the requirement to transmit LRIT information (8 December 2008).

MSC.1/Circ.1308 : Guidance to Search and Rescue services in relation to requesting and receiving LRIT information (8 December 2008)

MSC.1/Circ.1298 : Guidance on the implementation of the LRIT system (8 December 2008)

MSC.1/Circ.1377 : List of Application Service Providers authorized to conduct conformance tests and issue LRIT conformance test reports on behalf of Administrations

Implementation schedule

The following implementation table gives the latest permitted implementation dates according to the areas in which ships operate.

* Ships, irrespective of date of build, operating ONLY in areas A1 and fitted with AIS are not required to transmit LRIT information.

** But when operating in areas A1, A2 and A3, they must comply with the earlier date of 31 December 2008.

Information to be transmitted

The following information are transmitted automatically :

• Ship’s identity (Transmitting equipment identity)

• Ship’s position (GNSS position)

• Time and date of transmission (associated with the GNSS position.)

On-board equipment

Shipborne LRIT equipment is to be type approved.

LRIT data can be provided by using equipment already fitted on many ships, such as Inmarsat C, mini-C or D+. There will also be systems available which utilise alternative satellite networks and specifically designed to function within the LRIT infrastructure. All these systems have a built-in GNSS receiver, providing the vessel’s position, date and time. They also have the equipment-unique identification (ID) built in to them. Remote control of transmissions is also possible.

It is likely that the software of existing SMDSM equipment shall be up-dated for the purpose of LRIT operations.

Shipowners and masters are responsible for ensuring that the equipment fitted is fully compliant with the requirements of LRIT. In case of doubt, ship masters or owners should check with the equipment manufacturers or service facilities.

Type approval

(Paragraph 4.2 of the Annex of the IMO Circular MSC.1/Circ.1296)

Compliance of the shipborne equipment with the requirements of regulations V/19-1.6 and V/19-1.7 and of section 4 of the revised performance standards should be demonstrated by the equipment being:

1. of a type approved by the Administration in accordance with the provisions of regulation V/19-1; or

2. of a type approved by the Administration in accordance with the provisions of regulation IV/14 and satisfactorily completing a conformance test in accordance with the procedures and provisions set out in appendix 1 of the IMO Circular MSC.1/Circ.1296; or

3. certified by the Administration as meeting the requirements of IEC 60945 (2002-08) and IEC 60945 Corr.1 (2008-04) on Maritime navigation and radiocommunication equipment and systems - General requirements - Methods of testing and required test results and satisfactorily completing a conformance test in accordance with the procedures and provisions set out in appendix 1 of the IMO Circular MSC.1/Circ.1296; or

4. a ship security alert system certified by the Administration as meeting the requirement of the provisions of regulation XI-2/6; and the provisions of either resolution MSC.136(76) on Performance standards for a ship security alert system or of resolution MSC.147(77) on Adoption of the Revised performance standards for a ship security alert system; and the provisions of section 4 of the Revised performance standards; and satisfactorily completing a conformance test in accordance with the procedures and provisions set out in appendix 1 of the IMO Circular MSC.1/Circ.1296.

Conformance test & conformance test report

The conformance test should be conducted either by a recognized ASP or by an authorized testing ASP. It is the Flag responsibility to designate the authorized / recognized ASP. When performing the conformance test, the ASP uses the testing matrix provided in Appendix 1 of MSC.1/Circ.1296.

Administrations should provide the IMO with a list with the names and contact details of their authorized testing ASPs. Refer to the list set out in the annex of the Circular MSC.1/Circ.1377 as revised.

On satisfactory completion of a conformance test, the ASP issues a Conformance test is issued and in accordance with the model proposed by the IMO in the Appendix 2 of MSC.1/Circ.1307.

When to perform the Conformance test report ?

For ships constructed on or after 31 December 2008

The conformance test should be :

1. conducted after the completion of the initial survey of the radio installation; and

2. satisfactorily completed prior to the issue of a certificate as a result of satisfactory completion of the related initial survey.

For ships constructed before 31 December 2008

The conformance test should be :

1. conducted prior to the date on which a ship would need to demonstrate compliance with the requirements of regulation V/19-1; and

2. satisfactorily completed prior to the amendment of the record of equipment to document compliance with the requirements relating to Long-range identification and tracking system or prior to the issue of a certificate, in case the ship in question is undergoing a related renewal survey.

Ships the construction of which has commenced before 31 December 2008 but completed on or after 31 December 2008

Such ships should comply with the obligation to transmit LRIT information before they are put into service. For such ships the conformance test should be conducted after the completion of the initial survey of the radio installation and satisfactorily completed prior to the issue of a certificate as a result of satisfactory completion of the related initial survey.

Initial certification of compliance on or after 31 December 2008

For cargo ships, the relevant certificates are the Cargo Ship Safety Equipment Certificate and Cargo Ship Safety Certificate. Compliance with the obligation to transmit LRIT information should be attested by completing the entry provided in section 3 of the Record of Equipment for the Cargo Ship Safety Equipment Certificate (Form E) or section 5 of the Record of Equipment for the Cargo Ship Safety Certificate (Form C).

As a result, any amendment of the Cargo Ship Safety Radio Certificate or of the Record of Equipment for the Cargo Ship Safety Radio Certificate (Form R) or any amendment of the Cargo Ship Safety Certificate or of the Record of Equipment for the Cargo Ship Safety Certificate (Form C), other than the one specified above does not attest compliance of the ship concerned with the obligation to transmit LRIT information.

Renewal and annual survey after the initial certification of compliance

During any renewal or annual survey following the initial certification of compliance of a ship with the requirements for LRIT, the related certificate should be issued or endorsed, as the case may be, provided the Conformance test report is still valid.

Cargo ships of gross tonnage of 300 and above but of less than 500

Cargo ships whose gross tonnage is 300 and above but of less than 500 are not required to hold a valid Cargo Ship Safety Equipment Certificate and thus there is no Record of Equipment for the Cargo Ship Safety Equipment Certificate (Form E) which could be endorsed so as to attest their compliance with the obligation to transmit LRIT information.

The compliance of the aforesaid cargo ships with the obligation to transmit LRIT information should be documented :

1. in case they are issued with a Cargo Ship Safety Certificate, by completing the relevant entry in section 5 of the Record of Equipment for the Cargo Ship Safety Certificate (Form C) and having on board a valid Conformance test report; or

2. in case they are not issued with a Cargo Ship Safety Certificate, by having on board a valid Conformance test report.

Neither the Cargo Ship Safety Radio Certificate nor the Record of Equipment for the Cargo Ship Safety Radio Certificate (Form R) should be amended in any way to document their compliance with the obligation to transmit LRIT information as any such amendment does not attest compliance of the ship concerned with the obligation to transmit LRIT information.

BNWAS

General

Untitled

Resolution MSC.282(86), which entered into force on 1 January 2011, amended SOLAS regulation V/19 and introduced new carriage requirements (SOLAS regulation V/19.2.2.3) for the provision of Bridge Navigation Watch Alarm Systems (BNWAS).

SOLAS Chapter V Regulation 19.2.2 as amended by IMO Resolution MSC.282(86) reads :

“All ships of 150 gross tonnage and upwards and passenger ships irrespective of size shall, in addition to the requirements of paragraph 2.1, be fitted with :

.3 a bridge navigational watch alarm system (BNWAS), as follows :

• 1 cargo ships of 150 gross tonnage and upwards and passenger ships irrespective of size constructed on or after 1 July 2011;

• 2 passenger ships irrespective of size constructed before 1 July 2011, not later than the first survey* after 1 July 2012;

• 3 cargo ships of 3,000 gross tonnage and upwards constructed before 1 July 2011, not later than the first survey* after 1 July 2012;

• 4 cargo ships of 500 gross tonnage and upwards but less than 3,000 gross tonnage constructed before 1 July 2011, not later than the first survey* after 1 July 2013; and

• 5 cargo ships of 150 gross tonnage and upwards but less than 500 gross tonnage constructed before 1 July 2011, not later than the first survey* after 1 July 2014.

The bridge navigational watch alarm system shall be in operation whenever the ship is underway at sea;

.4 a bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011 may subsequently be exempted from full compliance with the standards adopted by the Organization, at the discretion of the Administration.

For a ship under construction, where the keel is laid before the 1^st July 2011, but the ship is delivered after the relevant due date (i.e. either delivered after 1^st July 2012 or 1^st July 2013 or 1^st July 2014 depending on the case), the ship shall be fitted with a BNWAS not later than the initial survey.

Untitled

SOLAS regulation V/19.1 as amended by the Resolution MSC.350(92) enters into force on 1 January 2015 and allows a phase-in of implementation of BNWAS for ships constructed before 1 July 2002 and exemptions for ships that would be taken permanently out of service within a period of two years after implementation

SOLAS Chapter V Regulation 19.1.2 as amended by IMO Resolution MSC.350(92) reads:

After the existing subparagraph 1.2.3 (ships constructed before 1 July 2002), the following new subparagraph is added:

“.4 be fitted with the system required in paragraph 2.2.3, as follows:

• 1 passenger ships irrespective of size, not later than the first survey* after 1 January 2016;

• 2 cargo ships of 3,000 gross tonnage and upwards, not later than the first survey* after 1 January 2016;

• 3 cargo ships of 500 gross tonnage and upwards but less than 3,000 gross tonnage, not later than the first survey* after 1 January 2017; and

• 4 cargo ships of 150 gross tonnage and upwards but less than 500 gross tonnage, not later than the first survey* after 1 January 2018.

The bridge navigational watch alarm system shall be in operation whenever the ship is underway at sea.The provisions of paragraph 2.2.4 shall also apply to ships constructed before 1 July 2002.

After the new subparagraph 1.2.4, the following new paragraph is added:

“1.3 Administrations may exempt ships from the application of the requirement of paragraph 1.2.4 when such ships will be taken permanently out of service within two years after the implementation date specified in subparagraphs 1.2.4.1 to 1.2.4.4 “

Therefore, for ships constructed before 1 July 2002, the provisions of SOLAS regulation V/19.1.2.4 as amended by resolution MSC.350(92) apply, unless otherwise instructed by the ship’s flag Administration.

Type Approval

The BNWAS shall be type-approved (as per SOLAS Regulation V/18.1)

The referenced requirements are the “Performance standards for a bridge navigational watch alarm system (BNWAS)” as per IMO Resolution MSC.128(75).

Exemption

Untitled

As per SOLAS Chapter V, Regulation 19.2.2.4, the Administration may exempt, at its discretion, from full compliance with IMO Resolution MSC.128(75), for systems installed prior to 1 July 2011.

A few Administrations have submitted their instructions in that respect (France, Singapore, Marshall Islands, St Kitts and Nevis, etc.).

Refer to the flag procedure for each Flag.

Untitled

As per SOLAS Chapter V, Regulation 19.1.2.4 as amended by IMO Resolution MSC.350(92), Administration may exempt ships constructed before 1 July 2002 from the implementation of BNWAS when such ships will be taken permanently out of service within two years after the implementation date specified in SOLAS Chapter V, Regulation 19 Subparagraphs 1.2.4.1 to 1.2.4.4.

Survey

ASMS items have been developed in order for Surveyors to confirm that an approved BNWAS is available on-board, for those ships which are certified under SOLAS.

The initial survey for installation of BNWAS (new or existing installation) is to be carried out as an occasional survey.

The survey codes to be selected are :

• CNAV : Cargo Navigating Equipment Occasional Survey

• HNAV: Occasional Survey Navigating Equipment Harmonized

• ONAV: Occasional Survey Navigating Equipment

On the occasion of the first survey carried out upon installation of the BNWAS, the Surveyor shall verify that the installation of the system on-board the ship is in accordance with IMO Resolution MSC.128(75) and shall verify the satisfactory functioning of the installation according to Manufacturer’s instructions.

Compliance

A new item 14 “Bridge Navigational watch alarm system (BNWAS)” is added in the Records of Equipment forms C, P and E, under the section related to the details of navigational systems and equipment.

The amended records will be available in Certificate Editor from the 1^st July 2011.

Compliance shall therefore be documented by issuing the revised Record of Equipment and completing the relevant entry No 14, on the occasion of the survey carried out to verify that an approved BNWAS is available on-board.

Speed and Distance Measuring Equipment (SDME)

(SOLAS V/19.2.3.4, SOLAS V/19.2.9.2)

SOLAS regulation V/19 requires that speed and distance measuring devices shall be fitted as follows:

• 1 ships of 300 gross tonnage and upwards and passenger ships irrespective of size for measuring speed through the water (SOLAS regulation V/19.2.3.4); and

• 2 ships of 50,000 gross tonnage and upwards for measuring speed over the ground in the forward and athwartships direction (SOLAS regulation V/19.2.9.2).

Carriage of dangerous goods and solid cargoes in bulk

General

The carriage of dangerous goods on board ships requests that additional safety measures are taken to address safety objectives. These safety measures are described in the SOLAS Convention.The compliance with the requirements is evidenced by the issuance of documents as detailed hereafter.

The carriage of solid cargoes in bulk also requires additional measures which are detailed in the BC Code and the new IMSBC Code.

Both requirements are detailed hereafter.

Carriage of dangerous goods

SOLAS II-2/19 (Previous II-2/54)

Document of Compliance (DoC) for the Carriage of Dangerous Goods

Refer to the IMO Resolution MSC.269(85), in the attached file “MSC.269(85)”, and to the IMO circular MSC.1/Circ.1407, in the attached file “MSC.1-Circ.1407”, which add the new paragraph 2.4 in SOLAS Chapter II-2 Regulation 1.

Refer also to the IMO circular MSC.1/Circ.1266, in the attached file “MSC.1_Circ.1266_1”, which gives the new standard format of the Document of Compliance.

A Document of Compliance with the provisions of Regulation II-2/19 is to be issued for ships constructed on or after 1 January 2011.

A Document of Compliance with the provisions of Regulation II-2/19.3 as applicable according to II-2/1.2.4 is to be issued for ships constructed before 1 January 2011.

The templates of both Documents of Compliance are available in Certificates Editor.

VDGB shall be used to generate the list of transportable goods which has to be attached in the annex to the DoC for ship carrying of Dangerous goods. Refer to VeriSTAR Dangerous Goods and Bulk (VDGB)

The period of validity of the document of compliance should not exceed :

1. five years for cargo ships and should not be extended beyond the expiry date of the valid Cargo Ship Safety Construction Certificate

2. one year for passenger ships and should not be extended beyond the expiry date of the valid Passenger Ship Safety Certificate

Fixed gas fire-extinguishing

SOLAS Regulation II-2/10 (Ex. II-2/53) provides for a fixed carbon dioxide or inert gas fire-extinguishing system to be fitted on ship engaged in the carriage of dangerous goods in any cargo spaces.

An exemption may be issued to cargo ships constructed, and solely intended, for the carriage of ore, coal, grain, unseasoned timber, non-combustible cargoes or cargoes which, in the opinion of the Administration, constitute a low fire risk. A list of cargoes which are non-combustible or constitute a low fire risk is given on table 1 of MSC.1/Circ.1395 as amended.

The exemption certificate shall be supplemented by a list of solid bulk cargoes for which a fixed gas fire-extinguishing system may be exempted.

Revision of MSC1/Circ.1395

IMO approved periodically consequential amendment to circular MSC.1/Circ.1395 emanating from the inclusion of new individual schedules in amendment of the IMSBC Code (refer to IMSBC Code (International Maritime Solid Bulk Cargoes Code)).For ships whose Fixed Gas Fire-Extinguishing system is exempted, if the below mentioned cargoes are intended to be carried in compliance with the concerned amendments to the IMSBC Code – (refer to IMSBC Code (International Maritime Solid Bulk Cargoes Code)), it is required to add them in the list of cargoes attached to the exemption certificate.

Both exemption certificate and lists are available in ASMS 2 Certificates.

Additional safety measures

SOLAS Regulation II-2/19 (Ex. II-2/54) provides for additional fire protection and other systems to address the added fire hazards associated with carriage of dangerous goods (except when carrying dangerous goods in limited quantities). It includes provisions for water supply, source of ignition, detection system, ventilation, bilge pumping system etc. and apply to :

1. ships and cargo spaces not specifically designed for the carriage of freight containers, but intended for the carriage of dangerous goods in packaged form, including goods in freight containers and portable tanks;

2. purpose-built containerships and cargo spaces intended for the carriage of dangerous goods in freight containers and portable tanks;

3. ro–ro ships and ro–ro spaces intended for the carriage of dangerous goods;

4. ships and cargo spaces intended for the carriage of solid dangerous goods in bulk; and

5. ships and cargo spaces intended for carriage of dangerous goods other than liquids and gases in bulk in shipborne barges.

Carriage of cargoes in bulk - BC Code & IMSBC Code

BC Code (Code of Safe Practice for Solid Bulk Cargoes)

General

The last version of the BC Code (2004) is displayed in Resolution MSC 193(79). The Resolution is available in the Marine Library (OpenSpace).

The primary aim of the Code is to promote the safe stowage and shipment of bulk cargoes by :

• highlighting the dangers associated with the shipment of certain types of bulk cargoes,

• giving guidance on the procedures to be adopted when the shipment of bulk cargoes is contemplated,

• listing typical materials currently shipped in bulk together with advice on their properties and handing,

• and describing test procedures to be employed to determine various characteristics of the bulk cargo materials.

The BC Code itself provides guidance to Administrations, shipowners, shippers and masters on the standards to be applied in the safe stowage and shipment of solid bulk cargoes excluding grain, which is dealt with under separate rules. The BC Code is not mandatory and does not request the issuance of any document/statement of compliance. However, some Administrations may require a statement of compliance with the BC Code from ships which load or unload solid cargoes in bulk.

The Statement of Compliance is not issued “on behalf of” the Administration since can be no legal instrument adopted in the country law for such issuance.

However, in order to prevent difficulties in Italian ports, it is possible to enter, as a footnote to the Statement of Compliance, the following remark :

“This document is supplementing the SOLAS Document of Compliance issued on behalf of the [...] Administration”

Products

Products subject to the BC Code are divided into 3 groups :

• products which may liquefied (Group A)

• materials possessing chemical hazards (Group B)

• products neither liable to liquefy nor possess chemical hazards (Group C)

1. Products listed in Group A and C of the BC Code

   A Statement of Compliance may be issued without further surveys.

2. Products listed in Group B of the BC Code

   They are products which present some chemical hazards and request special measures to be taken for their shipment. Products listed in the Group B of the BC Code shall not be inserted in the Statement of Compliance without prior satisfactory survey to ascertain that specific requirements set forth in the BC Code are complied with.

Scope of a BC Code survey (products listed in Appendix B)

The Note in the attached file “Table Group B BC Code” sums up the requirements of the IMO Code of Safe Practice for Solid Bulk Cargoes, 2004 (2004 BC Code) for the carriage of solid dangerous goods in bulk.

It only includes requirements for materials possessing chemical hazards (Group B to the Code).

The requirements which have been listed are only those which have been considered as "hardware" requirements, the other ones being considered as operational.

General rules, such as gastightness of bulkheads, SOLAS requirements for CO2 systems and fireman's outfits have not been redrafted.

IMSBC Code (International Maritime Solid Bulk Cargoes Code)

General

The first version of the IMSBC Code is displayed in Resolution MSC.268(85) which is available both in the Marine Library (OpenSpace) and Class & Statutory Info.

The IMSBC Code will replace the BC Code, which was first adopted as a recommendatory code in 1965 and has been updated at regular intervals since then. Products are still classified in Group A, Group B and Group C.

Observance of the Code harmonizes the practices and procedures to be followed and the appropriate precautions to be taken in the loading, trimming, carriage and discharge of solid bulk cargoes when transported by sea, ensuring compliance with the mandatory provisions of the SOLAS Convention.

The provisions contained in this Code apply to all ships to which SOLAS applies and that are carrying solid bulk cargoes as defined in Regulation SOLAS VI/2.

The Code is mandatory under the provision of the SOLAS Convention from 1 January 2011.

The provisions of the Code may be applied as from 1 January 2009 on a voluntary basis, pending their official entry into force on 1 January 2011 without any transitional Period.

However, some parts of the Code are recommendatory or informative :

• Section 11 : Security provisions (except subsection 11.1.1);

• Section 12 : Stowage factor conversion tables;

• Section 13 : References to related information and recommendations;

• Appendices other than appendix 1 Individual schedules of solid bulk cargoes; and

• The texts in the sections for “DESCRIPTION”, “CHARACTERISTICS”, “HAZARD” and “EMERGENCY PROCEDURES” of individual schedules of solid bulk cargoes in appendix 1.

Exemptions and equivalent measures

A competent authority (Port State of Departure, Port State of Arrival or Flag State) may grant an exemption to a provision for the transport of solid bulk cargoes if satisfied that such provision is at least as effective and safe as that required by the Code.

Competent authority granting the exemption shall send a copy of such exemption to the Organization. The exemption shall not be valid more than five years.

IMSBC Code - Improvements compared to the BC Code

1. Due to the mandatory application of the Code, the words “shall” / “should” and “may” have been introduced, meaning that the relevant provisions are mandatory, recommendatory and optional, respectively.

2. A new Section 11 – Security Provisions has been added.

3. Appendices 4 to 8 (references and informative sections) have been deleted.

4. New Products have been added :

   1. Direct Reduced Iron C (Group B)

   2. Linted cotton seeds (Group B)

   3. Chopped rubber and plastic insulation

   4. Coarse chopped tyres.

5. Provisions applicable to the carriage of cargoes have broadly been maintained, the wording might have changed.

IMSBC Code - Amendments 01-11

The IMSBC code as amended by the IMO Resolution MSC.318(89), entered into force on the 1st of January 2013.Some new individual schedules of solid bulk cargoes have been added in the Appendix 1 to the Code, only one categorized into group B (Wood products – general). Also one individual schedule of solid bulk cargoes has been deleted from the Appendix 1 to the Code: Wood pulp pellets.Some individual schedules of solid bulk cargoes detailed in Appendix 1 to the Code have been amended, in order to add some new provisions or to bring some clarifications.

IMSBC Code - Amendments 02-13

The IMSBC code as amended by the IMO Resolution MSC.354(92)) enters into force on 1 January 2015 and is mandatory for all ships that load solid bulk cargoes .Some new individual schedules of solid bulk cargoes have been added in the Appendix 1 to the Code.New Individual schedules of solid bulk cargoes categorized into group B:ALUMINA HYDRATEALUMINIUM SMELTING / REMELTING BY-PRODUCTS, PROCESSEDCLINKER ASH, WETCOAL TAR PITCHGRANULATED NICKEL MATTE (LESS THAN 2% MOISTURE CONTENT)SOLIDIFIED FUELS RECYCLED FROM PAPER AND PLASTICSWOOD TORREFIEDSome individual schedules of solid bulk cargoes detailed in Appendix 1 to the Code have been amended, in order to add some new provisions or to bring some clarifications.among others :

• AMMONIUM NITRATE UN 1942

  This cargo shall not be loaded in cargo spaces adjacent to fuel oil tank(s), unless heating arrangements for the tank(s) are disconnected and remain disconnected during the entire voyage.Mean to disconnect the fuel oil heating coils when carrying the product shall be provided

• AMMONIUM NITRATE-BASED FERTILIZER UN 2071 / AMMONIUM NITRATE-BASED FERTILIZER UN 2067

  In the section for Stowage and Segregation, the text "Not to be stowed immediately adjacent to any tank, double bottom or pipe containing fuel oil heated to more than 50°C" is replaced with the following:"Not to be stowed immediately adjacent to any tank, double bottom or pipe containing heated fuel oil unless there are means to monitor and control the temperature so that it does not exceed 50°C."As an example, the following means to monitor and control the temperature in the heated fuel oil tank is acceptable when it:- provides a continuous reading- provides an alarm in case of temperature goes off limits (50°C)(Preferably from a manned control station)An alternative option is to isolate/disconnect the fuel oil heating coils when carrying the product.In case of other alternative means to monitor and control the temperature of the FO tanks, these have to be submitted to concerned LPO, in coordination with MOC

IMSBC Code - Amendments 03-15

The IMSBC code as amended by the IMO Resolution MSC.393(95)) will enter into force on 1 January 2017 and is mandatory for all ships that load solid bulk cargoes.IMSBC Code fitness certificate in accordance with IMSBC Code (2015 Edition) may be issued upon requests from owners/shipbuilders as voluntary basis from 1 January 2016.The IMSBC code as amended by the IMO Resolution MSC.393(95) may apply on voluntary basis, as from 1 January 2016, the Early implementation of amendment 03-15 to the IMSBC Code is subject to Flag agreement.Some new individual schedules of solid bulk cargoes have been added in the Appendix 1 to the Code.New Individual schedules of solid bulk cargoes categorized into group B:AMORPHOUS SODIUM SILICATE LUMPSBORIC ACIDWOOD PELLETS CONTAINING ADDITIVES AND/OR BINDERSWOOD PELLETS NOT CONTAINING ANY ADDITIVES AND/OR BINDERS

IMSBC Code - Amendments 04-17

The IMSBC code as amended by the IMO Resolution MSC.426(98) enters into force on 1 January 2019 and is mandatory for all ships that load solid bulk cargoes.IMSBC Code fitness certificate in accordance with IMSBC Code (2017 Edition) may be issued upon requests from owners/shipbuilders as voluntary basis from 1 January 2018 and / or if required by the Flag. When Recognised Organisation (RO) is explicitly delegated by the Administration to issue IMSBC SoC, the Early implementation of amendment 06-21 to the IMSBC Code is subject to Flag agreement.Some new individual schedules of solid bulk cargoes have been added in the Appendix 1 to the Code.New Individual schedules of solid bulk cargoes categorized into group B:METAL SULPHIDE CONCENTRATES, CORROSIVEMONOAMMONIUM PHOSPHATE (M.A.P.), MINERAL ENRICHED COATINGMONOCALCIUMPHOSPHATE (MCP)SUGARCANE BIOMASS PELLETS

IMSBC Code – Amendments 05-19

The IMSBC code as amended by the IMO Resolution MSC.462(101) will enter into force on 1 January 2021 and is mandatory for all ships that load solid bulk cargoes.IMSBC Code fitness certificate in accordance with IMSBC Code (2019 Edition) may be issued upon requests from owners/shipbuilders as voluntary basis from 1 January 2020 and / or if required by the Flag. When Recognised Organisation (RO) is explicitly delegated by the Administration to issue IMSBC SoC, the Early implementation of amendment 06-21 to the IMSBC Code is subject to Flag agreement.

Some new individual schedules of solid bulk cargoes have been added in the Appendix 1 to the Code.New Individual schedules of solid bulk cargoes categorized into group B:FLUE DUST, CONTAINING LEAD AND ZINCMATTE CONTAINING COPPER AND LEADMETAL SULPHIDE CONCENTRATES, SELF-HEATINGSEED CAKES AND OTHER RESIDUES OF PROCESSED OILY VEGETABLESZINC OXIDE ENRICHED FLUE DUST

IMSBC Code – Amendments 06-21

The IMSBC code as amended by the IMO Resolution MSC.500(105) will enter into force on 1 December 2023 and is mandatory for all ships that load solid bulk cargoes. IMSBC Code fitness certificate in accordance with IMSBC Code (2021 Edition) may be issued upon requests from owners/shipbuilders as voluntary basis from 1 January 2023 and / or if required by the Flag. When Recognised Organisation (RO) is explicitly delegated by the Administration to issue IMSBC SoC, the Early implementation of amendment 06-21 to the IMSBC Code is subject to Flag agreement.Some new individual schedules of solid bulk cargoes have been added in the Appendix 1 to the Code. New Individual schedules of solid bulk cargoes categorized into group B: AMMONIUM NITRATE BASED FERTILIZER MHBLEACH RESIDUE CONTAINING LEADSUPERPHOSPHATE (triple, granular)

IMSBC Code – Amendments 07-23

The IMSBC code as amended by the IMO Resolution MSC.539(107) will enter into force on 1 January 2025 and is mandatory for all ships that load solid bulk cargoes.IMSBC Code fitness certificate in accordance with IMSBC Code (2023 Edition) may be issued upon requests from owners/shipbuilders as voluntary basis from 1 January 2024 and / or if required by the Flag.When Recognised Organisation (RO) is explicitly delegated by the Administration to issue IMSBC SoC, the Early implementation of amendment 07-23 to the IMSBC Code is subject to Flag agreement.

Some new individual schedules of solid bulk cargoes have been added in the Appendix 1 to the Code. New Individual schedules of solid bulk cargoes categorized into group B:DIRECT REDUCED IRON (D) (By-product fines with moisture content of at least 2%)ELECTRIC ARC FURNACE DUST, PELLETIZEDFISH MEAL (FISH SCRAP), STABILIZED MHBDeleted individual schedules of solid bulk cargoes categorized into group B:FISH MEAL (FISH SCRAP), STABILIZED UN2216

IMSBC Code – Amendments 08-25

The IMSBC code as amended by the IMO Resolution MSC.575(110) will enter into force on 1 January 2027 and is mandatory for all ships that load solid bulk cargoes.IMSBC Code Statement of Compliance in accordance with IMSBC Code (2025 Edition) may be issued upon requests from owners/shipbuilders on a voluntary basis from 1 January 2026 and / or if required by the Flag.When Recognised Organisation (RO) is explicitly delegated by the Administration to issue IMSBC SoC, the Early implementation of amendment 08-25 to the IMSBC Code is subject to Flag agreement.

Some new individual schedules of solid bulk cargoes have been added in the Appendix 1 to the Code. New Individual schedules of solid bulk cargoes categorized into group B:ALUMINIUM SULPHATE GRANULARFERRIC SULPHATE GRANULAR

Some individual schedules of solid bulk cargoes detailed in Appendix 1 to the Code have been amended, in order to add some revised provisions or to bring some clarifications. Among others:

• CASTOR BEANS UN 2969

  BCSN for “CASTOR BEANS or CASTOR MEAL or CASTOR POMACE or CASTOR FLAKE UN 2969", is replaced to read “CASTOR BEANS UN 2969”.

• FISH MEAL (FISH SCRAP), STABILIZED UN 2216 Anti-oxidant treated. Moisture content greater than 5% but not exceeding 12%, by mass. Fat content not more than 15%

  BCSN for "FISH MEAL (FISH SCRAP), STABILIZED Anti-oxidant treated" (as adopted by resolution MSC.539(107)), is replaced to read "FISH MEAL (FISH SCRAP), STABILIZED UN 2216 Anti-oxidant treated. Moisture content greater than 5% but not exceeding 12%, by mass. Fat content not more than 15%". In addition the individual schedule is set to IMO class 9.

Issuance of the Statement of Compliance

1. The Statement of Compliance (SoC) is not issued “on behalf of” the Administration since there is no legal instrument adopted for the issuance of such a document, and it is not a specific requirement of the IMSBC Code.

   Its purpose is to draw a list of the cargoes (Group B only) allowed to be carried by a specific ship.

   VDGB shall be used to generate the list of transportable goods which has to be attached as an annex to the SoC for the carriage of cargo in bulk. Refer to VeriSTAR Dangerous Goods and Bulk (VDGB)

   On the Statement, the cargoes are shown in a table (in the Appendix 1 to the SoC).

2. In case of applicable “CARRIAGE” requirements, which are not of operational nature and which cannot always be verified during the survey (as example, suitable detectors), the following remark is to be entered, in the field “Additional remarks” of the appendix to the Statement of Compliance “Carriage requirements of individuals schedules of solid bulk cargoes apply"

3. If the ship owner intended to carry one of the newly/revised cargo listed in IMSBC Code - Amendments 02-13 / IMSBC Code - Amendments 03-15 / IMSBC Code - Amendments 04-17 / IMSBC Code – Amendments 05-19 / IMSBC Code – Amendments 06-21 / IMSBC Code – Amendments 07-23 / IMSBC Code – Amendments 08-25 the SoC shall be re-issued at the first opportunity and prior to the loading of concerned cargo and subject to satisfactory survey.

Special Requirements

The document in the attached file “Table Group B IM SBC” shows some of the provisions to be followed for the carriage of the Group B cargoes (only).

Amongst the requirements listed in the IMSBC Code, some are operational provisions. Consequently, they are not listed in the attached table.

Italian Ports - Requirements for the Carriage of Dangerous Goods

Since 1 january 2011 the new law is in force and is introduced by the Italian Coast Guard Circular n. MP 24/2010.

The whole text of this law and the above mentioned circular can be found on the Italian Coast Guard web site (www.guardiacostiera.it) under “SERVIZI/NORMATIVA”, “Circulari Merci Pericolose” and “Normativa Traffico”.

A translated (Recognised Organisation (RO) Italy) abstract of the Circular and the law is quoted herebelow.

QUOTE (Recognised Organisation (RO) Italy)

Circular “Merci Pericolose n.24/2010”

The Document of Compliance and the Attestation of fitness previously issued remain valid till the first annual periodical survey after 1 january 2011.

“Decreto Diringenziale n. 1340/2010 dated 30 November 2010” .

art 1. : The requirements as per Annex 1 for the loading / unloading and carriage as per following Annex 1 are approved.

art 2. : The present requirements enter into force since 1 january 2011 and the previous Decreto Dirigenziale n.1077/2007 is now superseded .

Annex n.1

art 1.Applications :

These requirements apply to all Italian ships and other flags ships which enter Italian ports and carry solids in bulk.

art 2.Definitions :

1. New Ships subject to SOLAS:

   All cargo ships employed in International voyages of GT equal /over 500GT built after 1 September 1984 or ships under 500GT built after 1992

2. Existing ships subject to SOLAS:

   All cargo ships of GT equal or over 500GT employed in international voyages built before 1 September 1984

3. Ships not subject to SOLAS:

   1. All cargo ships employed in International voyages less than 500GT built before 1 September 1984

   2. All cargo ships of any tonnage employed in national or costal voyages

4. Bulk carriers :

   As per Solas Reg. XII/1.1

art 3.Solid cargoes in bunk :

3.1 The carriage of cargoes in bulk must be in compliance with IMSBC

art 4.Instructions for the crew and documentation to keep on board :

4.1 The ships in International voyages are to be in compliance with SOLAS II-2/16 (Fire Safety Operational Booklets)

4.2 In addition to the above the Italian Flag ships must be in compliance with requirements of DL 271/1999 art.6.5 (informations to crew about cargoes hazards ) and art 6.1 (training on use of RELEVANT PPE and RELEVANT first aid measures ). The Cargo Hazards are to be posted in the ship's public board.

art.7 Certificates and technical documentation

7.1 All ships to which this requirements apply must maintain on board the following documentation :

1. Carriage of any solids in bulk belong to groups A, B or C of the IMSBC

   1. Ships in international voyages :

      • Bulk Carriers :

        The loading manual as per SOLAS VI/7.2 approved in compliance with SOLAS XII/8.1 from the flag's administration or from a R.O. of that Administration.

      • Other than Bulk Carriers over 500GT :

        The Stability File issued by the Flag Administration.

   2. Ships in national voyages (local voyages excluded) :

      The Stability Information to Master Booklet endorsed by the R.O.

2. Carriage of solids in bulk belongs to group A of the IMSBC with humidity content above to the "humidity transport limit"

   1. Italian Flag Ships :

      The Fitness attestation as per art. 7.4 issued by the Technical Body which confirms the compliance to the paragraph 7.3.2 of Section 7 of the IMSBC.

   2. Ships whose flag is other than Italian :

      An equivalent attestation of fitness (7.1.b.1) issued by the Flag Administration or from a R.O. authorized by the Flag Administration.

3. Carriage of solids in bulk belong to group B of the IMSBC classified as MHB

   1. Italian Flag Ships :

      The Attestation of Fitness as per art. 7.3 issued by the technical Body.

   2. Ships whose flag is other than Italian :

      An equivalent attestation of fitness (7.1.c.1) issued by the Flag Administration or from a R.O. authorized by the Flag Administration.

4. Carriage of solids belong to group B of the IMSBC and belong to classes listed in Solas II-2/19 tab 19.2

   1. New ships subject to SOLAS:

      The Document of Compliance as per art 7.2 (DoC for Dangerous Goods) as established by SOLAS II-2/54 (if built after 1 September 1984 but before than 1 July 2002) or as established by SOLAS II-2/19 (if built on or after 1 July 2002) issued by the Flag Administration or from a R.O. of the Flag Administration.

   2. Existing ships subject to Solas or ships not subject to SOLAS:

      • Italian Flag ships :

        The Attestation of Fitness as per 7.3 issued by the Technical Body or the Document of Compliance as per art. 7.2 (DoC for Dangerous Goods)

      • Ships whose flag is other than Italian :

        An equivalent attestation of fitness (7.1.d.2.i) issued by the Flag Administration or from a R.O. of the Flag Administration or the Document of Compliance as per art.7.2 (DoC for Dangerous Goods)

7.2 The Document of Compliance as per form in annex 2

1. Italian Flag Ships :

   It has validity not exceeding 5 years subject to annual surveys between 3 months before and 3 months after the anniversary date

2. Ships whose flag is other than Italian :

   It has validity and it is subject to periodical surveys established by the Flag Administration or by a R.O. authorized by the Flag Adm.

7.3 The Attestation of fitness for the carriage of Dangerous Goods in Bulk as per form in annex 3

It has validity not exceeding 5 years with annual surveys between 3 month before and 3 months after the anniversary date

7.4 The Attestation of fitness for the carriage of solids in bulk belong to group A of the IMSBC with humidity contents above the transportation limit as per form in annex 4

It confirms the compliance with paragraph 7.3.2 of section 7 of the IMSBC and it has validity not exceeding 5 years subject to annual surveys between 3 months before and 3 months after the anniversary date.

QUOTE (Recognised Organisation (RO) Italy)

See the following attached files :

• “annesso 2 documento di conformità”

• “annesso 3 attestazione di idoneità”

• “annesso 4 attestazione di idoneità PER GRUPPO A”

VeriSTAR Dangerous Goods and Bulk (VDGB)

Automatically generated Checklist for survey

VDGB tool allows to automatically generate the appropriate Checklist for the survey of the ship and the associate inspection of cargo spaces.VDGB checklist has to be issued at the initial issuance of the DoC for Ships carrying Dangerous Goods and SoC for the carriage of cargo in bulk and any subsequent surveys as appropriate (i.e. modification, retroactive requirements)VDGB checklist has to be attached to the survey report as appropriate (attached to ASMS item FFE170A)

Automatically generated list of transportable goods

The list of transportable goods shall be attached in Certificate Editor as an annex to the DoC for Ships carrying Dangerous Goods and SoC for the carriage of cargo in bulk.

Mandatory implementation timeline for VDGB

Initial issuance of DoC /SoC with the list of transportable goods automatically generated by VDGB

DoC /SoC shall be re-issued at the opportunity to the first annual survey for Dangerous Goods (survey code DGAS) concurrent with Dry Docking survey or Safety equipment renewal survey, which ever come first after 1st July 2019.

Transfer of Class

Refer to Initial issuance of DoC /SoC with the list of transportable goods automatically generated by VDGB

Means of embarkation and disembarkation (SOLAS II-1/3-9)

General

Untitled

Guidance on the construction, installation, maintenance and inspection/survey of means of embarkation and disembarkation such as accommodation ladders and gangways required under regulation II-1/3-9 are detailed in MSC.1/Circ.1331/Rev.1 (see the attached file "MSC.1-Circ.1331-Rev.1"), approved by the Maritime Safety Committee at its 110th session (28 August 2025). This circular revokes and supersedes MSC.1/Circ.1331.An uniform application of SOLAS Regulation II-1/3-9 in association with MSC.1/Circ.1331/Rev.1 is detailed in the IACS Recommendation 119 (see the attached file “REC_119”).

MSC.1/Circ.1331/Rev.1

The revised Guidelines notably:• update the applicable ISO standards for accommodation ladders, gangways and their winches, according to a matrix based on the ship's construction date and the equipment's installation date (refer to Construction and installation);• introduce a formal definition of "safety net" and a permitted alternative "side net" arrangement (refer to new Safety net / side net);• make mandatory the wearing of life jackets and safety harnesses by crew when rigging accommodation ladders, gangways and nets (refer to new Protection of crew during rigging);• require regular maintenance, inspection, replacement and proper (ventilated, sunlight/chemical-protected) storage of safety nets/side nets (refer to new Safety nets / side nets); and• clarify the methodology of the five-yearly test: accommodation ladders/gangways are statically tested in the horizontal position, the ladder being suspended by its wire(s) and supported by the winch; the winch itself is operationally tested unloaded, by raising and lowering the accommodation ladder (refer to Renewal survey).

New installation

Construction and installation

Accommodation ladders, gangways and their winches for means of embarkation and disembarkation should meet the ISO standards (and/or national standards and/or other requirements recognized by the Administration) applicable according to the ship's construction date and the equipment's installation date, as follows (MSC.1/Circ.1331/Rev.1, section 2):

(1) "Installed on or after 1 July 2026" means:a) for ships for which the building contract is placed on or after 1 July 2026, or in the absence of the contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2026, any installation date on the ship; or(b) for ships other than those ships prescribed in (a) above, a contractual delivery date for the equipment or, in the absence of a contractual delivery date, the actual delivery date of the equipment to the ship on or after 1 July 2026.

Marking

Each accommodation ladder or gangway should be clearly marked at each end with a plate showing the restrictions on the safe operation and loading, including the maximum and minimum permitted design angles of inclination, design load, maximum load on bottom end plate, etc. Where the maximum operational load is less than the design load, it should also be shown on the marking plate.

Test

After installation, the winch and the accommodation ladder should be operationally tested to confirm proper operation and condition of the winch and the ladder after the test.

The winch should be tested as a part of the complete accommodation ladder unit through a minimum of two times hoisting and lowering of the accommodation ladder in accordance with the onboard test requirement specified in international standards applicable to the winch.

Every new accommodation ladder should be subjected to a static load test of the specified maximum working load upon installation.

Examination and operational test during surveys of new and existing embarkation/disembarkation arrangement

Annual surveys

Means of embarkation and disembarkation are inspected at the opportunity of annual surveys.

A dedicated survey item is available in the survey check list.

The following items should be thoroughly examined and checked for satisfactory condition during annual surveys :

Accommodation ladders

1. steps;

2. platforms;

3. all support points such as pivots, rollers, etc.;

4. all suspension points such as lugs, brackets, etc.;

5. stanchions, rigid handrails, hand ropes, safety pins, turntables, side nets and their securing points (where fitted);

6. davit structure, wire and sheaves, etc.; and

7. any other relevant provisions stated in these Guidelines.

Gangways

1. treads;

2. side stringers, cross-members, decking, deck plates, etc.;

3. all support points such as wheel, roller, etc.;

4. stanchions, rigid handrails, hand ropes, safety pins, side nets and their securing points (where fitted); and

5. any other relevant provisions stated in these Guidelines.

Winch

1. brake mechanism including condition of brake pads and band brake, if fitted;

2. remote control system; and

3. power supply system (motor).

Fittings and davits

During annual surveys, all fittings and davits on the ship’s deck associated with accommodation ladders and gangways should be examined for satisfactory condition.

Means of access to deck

During annual surveys, the fittings or structures or means of access to decks such as handholds in a gateway or bulwark ladder and stanchions should be examined for satisfactory condition.

Safety nets / side nets

During annual surveys, safety nets and/or side nets should be examined for satisfactory condition, maintenance, inspection and storage.

Renewal survey

Accommodation ladders & gangway

Upon completion of the above examination (5.3.1), the accommodation ladder or gangway should be statically tested with the specified maximum working load (refer to Load to be used for the tests) at every renewal survey but at intervals no more than 5 years from the completion of the last test. The ladder or gangway should be positioned horizontally for the test; the accommodation ladder should be suspended by its wire(s) and supported by the winch.

Winch

Upon completion of the above examination, the winch should be operationally tested by raising and lowering the unloaded accommodation ladder, at every renewal survey but at intervals no more than 5 years from the completion of the last test.

Load to be used for the tests

The load used for the test should be :

1. the design load; or

2. the maximum operational load, if this is less than the design load and marked as per paragraph 3.5 of MSC.1/Circ.1331/Rev.1; or

3. the load nominated by the shipowner or operator only in those cases where the design load or maximum operational load is not known (e.g. for accommodation ladders or gangways which are provided on board ships constructed prior to 1 January 2010), in which case that nominated load should be used as the maximum operational load for all purposes.

The tests should be carried out with the load applied as uniformly as possible along the length of the accommodation ladder or gangway.

Following satisfactory completion of the applicable test(s) without permanent deformation or damage to the tested item, the load used for that test should be marked as the maximum operational load

Documentation

On completion of the satisfactory quinquennial test, an attestation of thorough examination and test is issued. The attestation is available through ASMS Certificates Editor.

Arrangement

Lighting

Adequate lighting should be provided to illuminate the means of embarkation and disembarkation, the position on deck where persons embark or disembark and the controls of the arrangement.

Lifebuoy

A lifebuoy equipped with a self-igniting light and a buoyant lifeline should be available for immediate use in the vicinity of the embarkation and disembarkation arrangement when in use.

Length

Each accommodation ladder should be of such a length to ensure that, at a maximum design operating angle of inclination, the lowest platform will be not more than 600 mm above the waterline in the lightest seagoing condition.

Safety net / side net

A safety net should be mounted in way of the accommodation ladder or gangway where it is possible that a person may fall from the means of embarkation/disembarkation, or between the ship and the quayside.As an alternative to a safety net, the hazard of falling through the sides of the means of embarkation/disembarkation may be adequately mitigated by:• a top handrail of rigid construction, at a height of not less than 1,000 mm; and• a side net rigged between this handrail and the base of the accommodation ladder or gangway, including its upper and lower platforms.Surveyors should verify, at new installation, that one of the above arrangements is fitted and correctly rigged.

Protection of crew during rigging

When rigging the accommodation ladder, gangway and the safety net, the crew should have sufficient personal safety protection. The crew should wear life jackets and safety harnesses while rigging.

Appendix — Witnessing operational safety drills

Witnessing Operational Fire, Abandon Ship and Damage Control Drills, Enclosed space entry and rescue drills during a survey

The surveyor examines the records of drills carried out as per the requirement of the on-board Safety Management System.

If, during the survey and document review the attending surveyor is in doubt with the ability of the crew to carry out their emergency duties, an operational drill should be conducted to ascertain that seafarers are familiar with the life saving and fire fighting equipment on board their ships, and that they have confidence that the systems provided for their safety will work efficiently and effectively in an emergency.

It is essential that the surveyor witness operational drills that are conducted in a consistent manner, that achieve the minimum required. In all cases, the drill is performed under the responsibility of the master and this shall be made clear for all parties.

When witnessing the drill, the surveyor bears in mind the security level of the ship. For example, a ship at security level 2 may have additional doors locked which may impede access to the scene of the incident.

The main points to be satisfied are :

1. In the event of a shipboard emergency can the crew organise themselves into an effective team to tackle the emergency

2. Can they communicate effectively

3. Is the Master in control and is information flowing to/from the command centre

4. In the event of the situation getting out of hand can the crew safely abandon the ship.

Elements which can lead the surveyor to request an operational drill

1. Muster List does not conform to SOLAS Chapter III Regulation 8

2. Random questioning of the crew going about their normal duties reveals :

   1. a lack of knowledge of what their emergency duties are

   2. a lack of knowledge of the use of emergency equipment

   3. key members of crew are unable to communicate with each other

3. Inspection of logbooks/records reveals that drills have not been carried out as required by SOLAS Chapter III Regulation 19 or as required by the Safety Management System

4. There is evidence that the crew have not been trained in accordance with SOLAS Chapter III Regulation 19

5. Serious deficiencies in the LSA or Fire Fighting Equipment or instruments for measuring the atmosphere.

6. For passenger ships – the absence of a decision support system as required by SOLAS Chapter III Regulation 29

7. Crew unfamiliar with Life-saving training Manual, Fire-fighting Training and instruments for measuring the atmosphere.

8. Manual and Fire Safety Operational Booklet

Appendix — Procedure for replacement of lifeboat release and retrieval system

Untitled

The following instruction applies, unless otherwise instructed by the Flag, for ships flying flags for which Recognised Organisation (RO) is authorised to issue the Safety Equipment Certificate.For the purpose of this instruction, a request for service is to be submitted to the CD by the shipowner for the concerned ship.

Untitled

The replacement equipment is to be approved by Recognised Organisation (RO), under the provisions of the LSA Code. Prior to the installation commencing, the ship Owner is to submit to the CD, as a minimum, the following information for review and approval:

1. the proposed replacement equipment including approval certification;

2. the engineering analysis of the replacement installation including:

   • drawings of the original lifeboat release and retrieval system arrangement;

   • detailed drawings showing clearly the proposed changes (e.g., position of suspension, lifeboat release and retrieval system, fixed structural connections of the release mechanism, link plates, including materials used for nuts and bolts with regard to strength and corrosion resistance); and

   • if the drawings show that forces and/or force couples will change and/or the lifeboat release and retrieval system fixed structural connections of the release mechanism will change, calculation of static forces including a safety factor of 6, according to the LSA Code, from lifeboat release and retrieval system into lifeboat structure, including tension and shear forces in bolts, link plates, welds and keel shoe(s);

3. considering that a lifeboat release and retrieval system does not consist just of the hook assemblies themselves, but also of release handles, cabling, etc., in the lifeboat, the evaluation of a replacement hook assembly other than that originally provided in the lifeboat should include such factors as loadings of the release handle on the console, efficiency of any hydrostatic interlock in light and loaded conditions, whether the size/configuration of the replacement equipment would affect the stability or seating space of the lifeboat, and its compatibility with its launching appliance;

4. amended operating and training manuals; and

5. identification of the person(s) responsible for design appraisal, installation work and post-installation testing and evidence of their competence.

The ship Owner should, where possible, select replacement equipment acceptable to the lifeboat manufacturer. However, in cases where the lifeboat manufacturer is unable to offer a suitable replacement lifeboat release and retrieval system, the Owner may select an alternative lifeboat release and retrieval system, with the agreement, if possible, of the lifeboat manufacturer(If no such agreement can be obtained, for example in cases where the manufacturer is no longer in business, specific consideration is to be made on a case-by-case basis with the MO in charge).Refer also to the flag procedure for any possible Flag Instructions in that respect.

Untitled

The CD forwards to the MOC and the MOC forwards to LPO :

1. the request for service

2. the information as detailed in Untitled.

3. a statement from the Owner, accompanied, if possible by the lifeboat maker agreement, in case the Owner select an alternative lifeboat release and retrieval system.

Any possible specific Flag Instructions are to be handled by the MOC with the Flag Administration.

Untitled

LPO performs the review under coordination of the MOC and when completed, sends the approved engineering drawings to the CD, copy to the MOC.

Untitled

The CD advises the Owner that the proposed application is acceptable and forwards to the Owner the approved engineering drawings.A copy of the approved drawings is to be used during installation and testing and retained on-board.The Owner is to contact the survey centre for witnessing installation and tests.

1. The installation should be carried out by the manufacturer or by one of their representatives. Work carried out is to be witnessed by the Recognised Organisation (RO) surveyor. Valid operating and safety instructions are to be posted at the operating position and adjacent to the lifeboat release and retrieval system(s).

2. Post-installation testing is to be carried out by the manufacturer or by one of their representatives and comprise the following:

   • 1.1 x load and simultaneous release test according to the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)), part 2, paragraph 5.3.1, or an equivalent method acceptable to the Administration;

   • load test according to the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)), part 2, paragraph 5.3.4, as amended by resolution MSC.226(82), if the fixed structural connections of the release mechanism of the lifeboat is modified; and

   • if the lifeboat is also a rescue boat and/or is installed on a cargo ship of 20,000 gross tonnage or above, the 5 knots installation test should be carried out, in accordance with the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)), part 2, paragraph 5.4.

3. Tests is to be witnessed by the Recognised Organisation (RO) surveyor, which also verify that the installation complies in all respects with the documentation submitted by the Owner and approved by Recognised Organisation (RO).

Untitled

Upon satisfactory completion of the survey, the attending Surveyor amends the Record of Approved Ship Safety Equipment (Ad7321b) accordingly. Details of the survey must be recorded in the ASMS Survey Report through an occasional survey.

Untitled

Within the scope of SOLAS regulation III/1.5 as amended by the resolution MSC.317(89), the Surveyor issues the “Statement of Acceptance of the installation of replacement release and retrieval system to an existing lifeboat” on behalf of the Administration, available in Certificate Editor.

Appendix — General instruction regarding survey of navigational equipment (Solas Chapter V)

Untitled

This instruction may be used by both the radio surveyor and the Recognised Organisation (RO) attending surveyor.

General

Object of the Instruction

These Guidelines are primarily for the guidance of Surveyors inspecting navigational equipment installations for the purposes of issuing Safety Certificate on behalf of an Administration.

Carriage requirements for navigational equipment

They are contained in SOLAS V Regulations 19 and 20 and references to the appropriate paragraphs of the Regulation are given in the text of these Guidelines in the form “SOLAS V/19.2.4”

Provisions for “Existing” Ships

SOLAS V/19.1.2 allows ships constructed before 1 July 2002 to continue to comply with the SOLAS V Regulations in force before that date (SOLAS V/11, V/12 and V/20 of the old Chapter) if they do not fully comply with the requirements of SOLAS V/19, with the following exception :

Installation found to be deficient or defective

Where a Surveyor considers an installation is deficient or defective, details are to be recorded on the survey report together with the action required.

A Surveyor finding significant defects affecting the safe operating of the ship and in breach of the regulations should consider notifying the Marine Operational Centre for advise.

Also refer to SOLAS V/16.2 (“Maintenance of Equipment”) when equipment is non-operational or malfunctioning.

Installation not provided

When a Surveyor finds that mandatory equipment is not provided, he should contact the Marine Operational Centre for a decision on appropriate action.

Navigational Equipment Standards

Navigational equipment installations fitted in compliance with the Regulations are required to conform to the relevant performance standards adopted by the International Maritime Organization (IMO) and with relevant performance specifications issued by the Flag Administration, if any.

Refer also to SOLAS V/18 (“Approval, Surveys and Performance Standards of navigational systems and equipment and Voyage Data Recorder”).

Power supplies

The Surveyor should ensure that a source of electrical energy suitable and sufficient for the operation of the installations required by the Regulations or for the purpose of testing and charging any batteries which are a source of electrical energy for any part of the installations, is provided.

The source of electrical energy should be available at all times while the ship is at sea and at all reasonable times when it is in port.

The Surveyor should be satisfied that the limits of electrical energy specified in the Regulations are not likely to be exceeded under normal conditions, and that adequate means are provided for disconnecting the supply of electrical energy from each installation.

Where an emergency source of electrical energy is provided and the Regulations require that two radar installations should be provided, while both radars should be capable of being run from the emergency source of electrical energy, the arrangements may be such that only one radar at a time need be connected to the emergency source.

Electrical equipment and installations should be such that the ship and all persons on board are protected against electrical hazards, and should, where applicable, conform with the provisions of Regulations for the Electrical Equipment for Ships issued by the Institution of Electrical Engineers.

Documents

A ship required by the Regulations to be fitted with navigational equipment installations should carry the following documents :

1. a report of survey as applicable;

2. a current exemption certificate, where applicable;

3. servicing and operating information in English for each item of navigational equipment; See also IEC Requirements for Equipment manuals.

4. a magnetic compass deviation card(s);

5. records of compass deviations; and

6. a record of the radar shadow sectors.

Tools, measuring instruments, spare parts, etc.

Ships should carry a list of the tools, measuring instruments, spare parts, etc. on board which shipowners consider necessary for compliance with the requirements of SOLAS V/16. The provision of such items should take into account the type of equipment fitted, the tools necessary for carrying out the maintenance, measuring instruments, and the nature of the ships trade.

Surveyors should check the stock against the list provided by the shipowner and request deficiencies to be made up.

Maintenance

Shipowners should be requested to provide adequate and safe access to all units of navigational equipment so that they can be maintained and adjusted in situ. Particular attention should be given to the problems of maintaining radar antennae.

Conduct of surveys

The checks and tests listed in this section are not exhaustive, but intended only to provide guidance during inspections and should not be interpreted as imposing a limit upon a Surveyor to carry out only those tests and checks shown.

Preparation

Before commencing an inspection, the Surveyor should establish whether :

1. the ship is required to meet the requirements of the revised SOLAS V/19 or whether, being an “existing” ship, it is still complying with the appropriate regulations in force prior to 1 July 2002 as allowed under SOLAS V/19.1.2.

2. an exemption from or deferment of any part of the appropriate Regulations is currently in force for the ship and, if so, the conditions imposed by the exemption certificate.

3. it is safe for an inspection to take place before commencing any work.

Verification

The following should be checked :

1. The navigational equipment installations required by the Regulations are in place.

2. The siting and fitting of the installations is satisfactory.

3. The proper documents are carried on board the vessel (see Documents).

4. The log has been maintained (where applicable).

5. The stock of tools, miscellaneous items, measuring instruments, spare parts, etc (see Tools, measuring instruments, spare parts, etc.).

Operational tests

Surveyors should check that the navigational equipment required by the Regulations is operating satisfactorily in accordance with the manufacturer's handbooks and, where appropriate, with the additional operational checks.

Location of electronic navigational installations

Drawings

Shipowners and shipbuilders should be advised to forward plans and particulars of the proposed navigational equipment installations in new vessels to the LPO at the design stage. This will provide an early opportunity to determine, as far as possible, whether the proposals comply with the Regulations. In the case of existing ships, shipowners and shipbuilders are advised to notify the Ship’s connecting district of proposed new navigational equipment installations or changes to existing installations at an early stage in the work.

Equipment precautions

Equipment installed in an exposed position

Equipment should not be installed in an exposed position, or in a position which normally permits the entry of moisture or water into it unless it has been approved for the category “exposed to the weather” (formerly Class X) of standard IEC 60945.

Electromagnetic Compatibility (EMC)

All equipment must meet the relevant EMC requirements and Surveyors should refer to SOLAS V/17 Electromagnetic Compatibility and the statutory requirements listed in the related Guidance Notes.

Protection of magnetic compasses

1. The location of electronic navigational installations should, where practicable, ensure that the accuracy of the ship's magnetic compasses is adequately safeguarded.

2. Each unit of type approved equipment is tested to determine the minimum safe distances at which it should be installed from both steering and standard magnetic compasses, in order not to affect the accuracy of these compasses significantly, and such safe distances are indicated on the unit concerned or in its handbook. A safe distance takes account of both the constant effect on a magnetic compass due to the presence of magnetic material and also any variable effect due, for example, to electrical circuits or to opening or closing of drawers or panels. Thus, provided a unit is not placed in a position nearer the centre of the bowl of a magnetic compass than the prescribed safe distance, the unit may be installed or removed without any need for adjustment of that compass.

3. When installing navigational equipment in a particular ship, if it should prove impracticable to site any particular unit of the equipment at a distance from a magnetic compass equal to or greater than the appropriate safe distance, the Surveyor should investigate the effect of such location on the compass with regard to whether the compass will be stable and errors can be allowed for by compass adjustment.

4. If the equipment fitted is of a type which has not been type approved, the compass safe distances may not be marked on it. Whenever such equipment, other electrical instruments and other apparatus which produces a magnetic field are placed or sited near a magnetic compass, care should be taken to see that they do not affect the compass whether they are energised or not. Normally equipment for which the "safe distance" is not known should be separated from standard or steering compasses by at least 7 metres. This distance may however be reduced to 5 metres for standard compasses and 3.5 metres for steering compasses in ships of less than 60 metres overall length.

5. Steel fittings with doors, drawers, etc. opening towards any magnetic compass should be so sited that the appropriate separation distances between the compass and any magnetic material are maintained when the doors, drawers, etc. are fully opened.

Interference

1. Whilst direct radio interference from units of type approved equipment should not be excessive, it is advisable that all such units, and particularly those containing the radar modulator, should where practicable be widely separated from radio communication systems.

2. Electrical interference or mechanical noise produced by a navigational installation should not prevent the efficient operation of other equipment installed in the ship. If excessive interference is experienced, it is essential that the cause should be determined and steps taken to provide adequate suppression. It is emphasised that the ultimate responsibility for locating and clearing interference is a matter for the owner and that interference which measurably impairs the reception of radio signals, or the performance of other equipment is seldom caused by the equipment on which the interference is noticeable. British Standards BS EN 60945 and BS EN 60533 deal with radio interference on marine installations and lays down permissible limits of interfering voltages and measures to be taken to reduce interference.

Acoustic noise

Care should be taken in location the units of navigational installations to ensure that noise from them will not interfere with members of the crew when either on or off duty. Guidance on noise levels in various parts of a ship is given in the Code of Practice for Noise Levels in Ships, published by The Stationery Office (TSO).

Heat and / or fumes

Care should be taken to avoid siting equipment in positions where excessive heat and/or fumes may cause failure or undue maintenance difficulties.

Vibration

New installations including antennae should, where practicable, be mounted on a base or platform designed to prevent the performance and reliability of the installation being adversely affected by vibration. In particular in the case of radar installations, they should not be subject to vibrations greater than those specified in British Standard BS EN 60945, General Requirements for Marine Navigational Equipment. If there is evidence to suggest that faults are developing or recurring due to excessive vibration under service conditions the Surveyor should consult with the shipowner.

Where rigidity relies on stays, the Surveyor should ensure these are correctly tensioned.

Lookout and Night Vision

The bridge displays for each item of equipment should be carefully sited so that they do not interfere with the keeping of a proper visual lookout by day or night. Particular attention must be paid to the instrument illumination. It should enable watch keepers to have optimum information clearly available to them without reducing their night-vision or affecting their ability to maintain a lookout

Accident prevention

Untitled

High Voltage Circuits. Type approved equipment should be so designed that there are safeguards which either prevent access to high voltages by means of isolating switches, door switches, etc. or ensure that access is only possible by means of a tool such as a key, spanner or screwdriver. Each unit of a non-type approved equipment should be installed so as not to constitute a danger either by physical contact or by electric shock to those who handle it.

Untitled

RF and X-Radiation present a hazard to personnel. Where such a hazard exists, type approved radar sets are required to have warning notices and instructions in the handbook (in the case of RF radiation) or in the handbook and on a label on the equipment (in the case of XRadiation), detailing the safe distances. In the case of non type approved radars precautions should be taken, similar to those required for a type approved set of comparable characteristics.

Untitled

Antenna units should be sited so as not to constitute a hazard to personnel working near them (see also Location of the antenna unit).

Echo sounders

(SOLAS V/19.2.3.1)

Location of the transducer

One of the most important considerations to be taken into account when installing echo sounder equipment is the selection of the transducer position. The ideal position is one in which the water is free from aeration beneath the transducer, and where the effects of surface, engine and propeller noise are at a minimum. There are, however, few positions in a ship which are suitable in every respect; also a position found to be satisfactory in one design of ship may not necessarily produce equally good results in another.

The principal source of aeration is the bow wave created by a moving ship where aerated water is forced beneath the hull. The resultant bubble stream normally starts about a quarter length of the ship from the stem, and divides about three-quarters of the length from the bow. The bubble stream varies in form and intensity according to the speed, draught, shape of bow and hull, and the trim of the ship as well as the sea state. These factors should be taken into account when location the transducer. In particular, in the case of a ship with a bulbous bow, the only satisfactory forward site may be within the bulb, although the possibility of physical damage has to be recognised.

To avoid aeration, a position at the forepeak is desirable but it may be unsatisfactory in a ship with a light draught forward, especially in bad weather conditions. In addition, the hull shape may make fitting difficult. In a laden ship of normal design a position within a quarter of the ship's length from the stem will often be found to give satisfactory results. On small ships damage may occur due to pounding and care should be taken when location the transducer. An aft position may be more suitable than one forward. Care should be taken, however, to site the receiving transducer a sufficient distance from the propellers to avoid the effects of noise or aeration. When separate transmitting and receiving transducers are fitted, they should be sufficiently separated to prevent interaction between them but the separation should be as small as possible to ensure accurate soundings in shallow water. Positions either side of the keel are sometimes found to be satisfactory.

Other factors which should be borne in mind when fitting transducers are as follows :

1. The transducer is best located in a horizontal position. In some cases fitting with a slight projection from the hull will help avoid the effects of aeration at the hull surface. If the transducer projects from the hull it will be necessary to 'fair off' this projection.

2. If, in exceptional circumstances, a windowed transducer has to be used, the window should be acoustically transparent, so that the range of the equipment will not be adversely affected.

3. Siting should be avoided near and particularly aft of obstructions such as a forward propeller, bow thruster, water intake/discharge pipes, drain plugs and external speed measuring devices.

4. To minimize the effects of roll and pitch a position near to the centre line should be chosen when practicable.

5. When appropriate, care should be taken to minimize interference between echo sounders and Doppler speed devices.

Information on transducer location should be kept on board with the equipment handbook.

Location of displays

The display should be sited on the bridge in a position to facilitate easy access, viewing and servicing, and where the effect of any lighting necessary for the equipment does not interfere with the keeping of an effective look-out.

Magnetic compasses

(SOLAS V/19.2.1)

Magnetic compass standards

Every standard magnetic compass installed on a ship should have been individually tested at an authorised testing establishment and certified as complying with the required standards.

Every steering magnetic compass installed on a ship and every compass accessory and binnacle, should be of a type for which a Certificate of Type Approval has been issued.

Every spare magnetic compass carried by a ship should be of a type for which a Certificate of Type Approval has been issued except that where the ship is fitted with a standard compass which is of the transmitting type, the spare compass complete with its own transmitting element, should have been individually tested and certified.

In all ships fitted with more than one compass, the compass bowls with their gimbal units should be interchangeable.

Location of magnetic compasses

Location of the Standard compass

1. The standard magnetic compass should, where practicable, be so positioned to maximise its distance from the ship’s magnetic material. While this might be difficult to achieve in respect of the fore end of the bridge or compass deck, the maximum, reasonable, distance should have been achieved e.g. by raising the binnacle on a platform. Any magnetic material which is in the vicinity of the compass should preferably be positioned symmetrically, relative to the compass.

2. In ships of unusual design or special purpose, and some small ships, adequate separation of the magnetic compass from magnetic material may not be practicable. The plans submitted at the design stage (see Drawings) should include any proposed arrangements, for example, the use of under deck binnacles, and/or the use of non-magnetic materials, intended to minimise the effect of the ship's structure on magnetic compasses.

3. In cases in which the only positions available to site the standard compass are such that, after all reasonable steps have been taken to separate the magnetic compass from magnetic material, significant doubts exist as to the adequacy of the separation, the owner of the ship may be advised that the arrangements will be accepted subject to the performance of the compass in service being reviewed. In order that the review can be made, arrangements should be made for the following information to be supplied to LPO :

   1. A copy of the deviation card after each adjustment of the compass.

   2. Sample deviations over a range of latitudes, courses and dates, extending over a period of six months from the date of the first compass adjustment, sufficient to make an overall assessment of the general performance of the compass.

   3. A statement by the Master as to his opinion of the standard compass performance over the six month period described in above 2), with comments e.g. whether relevant correctors were adjusted for latitude, etc.

4. Reference should be made to IS0 694R - Positioning of Magnetic Compass in ships.

Heading information at Emergency Steering Positions

(See SOLAS V/19.2.1.9)

1. An emergency steering position is a place in the steering gear compartment provided to control the steering gear. On ships constructed prior to 1 February 1992 an emergency steering position may be located at a place other than in the steering gear compartment.

2. Heading information at emergency steering positions on ships constructed on or after 1 February 1992 should be provided by means of a gyro or magnetic compass repeater.

3. Heading information at emergency steering positions on ships constructed prior to 1 February 1992 may be provided by a telephone or other means of communication.

Non-Dependence on electrical power

(SOLAS V/19.2.1.1)

Where the only magnetic compass fitted to a ship is of the projector, reflector or transmitting type, the compass should be capable of being used as a normal magnetic compass on failure of electric power.

Records

All ships should carry a record of deviations, which should be kept up to date and contain the dates of adjustment and readjustment of each magnetic compass installed on the ship. Deviations should be ascertained by means independent of the gyro compass. Watchkeepers are advised to check the compass error after each major alteration of course, or at least once per watch where no major alteration has taken place.

Operational checks

The performance of all magnetic compasses, including spares should be checked as follows :

1. Freedom of movement of the gimbal.

2. Card floating freely and level, and rotating without any friction.

3. Liquid free of bubbles and clear.

4. Compass card clear and sharp (able to be read) with no distortion or discoloration.

5. Optical system (if any) correctly adjusted and clean.

6. Azimuth reading devices and means of illumination in working order.

7. No liquid leaks around seals or filler plugs.

The compass deviation records and the deviation card for each magnetic compass installed on the ship should be checked.

Gyro compasses

(SOLAS V/19.2.5.1 - 19.2.5.3)

Location of gyro compass units

The master unit should be installed on a firm horizontal base. It should be as free from vibration as is practicable and have adequate space around the unit for access and ventilation. Adequate ventilation is particularly important for units which incorporate cooling fans.

The fore and aft line of master units, binnacles and repeaters used for taking visual bearings should align with, or be parallel with, the fore and aft axis of the ship and compass cards should be clearly visible so that accurate reading of the ship's heading is readily available.

Where the gyro compass installation provides steering information, the master unit or repeater, as applicable, should be installed adjacent to the conning position located such that the ship's heading can easily be read by the helmsman.

Bridge wing repeaters, where fitted, should be installed in positions which provide the maximum possible unobstructed view of the horizon.

Operational checks

The compass should, if necessary, be allowed to settle.

If the compass is not settled, during the settling period check that all repeaters remain in alignment with the master compass reading.

Check that the datum line on the base of all bearing repeaters is aligned with the fore and aft axis of the ship.

Ascertain the compass error by the best method that is practicable according to the circumstances. The settle point error should not exceed : 0.75 x SECANT LATITUDE (DEGREES). If the ship is not alongside make allowance for difficulty of measurement and for the allowed error of 0.5° between compass and bearing repeater.

Check that all repeaters used for navigation purposes are aligned to the gyro compass heading to within +/- 0.5°.

The mechanical parts of bridge wing repeaters should be checked to ensure that they are in good condition and capable of operating satisfactorily.

Where the gyro compass or any repeaters are not correctly aligned, the Master should be requested to carry out realignment before the ship sails.

Nautical charts / ECDIS

(SOLAS V/19.2.4)

The revised Chapter V includes Nautical Charts under Navigational Systems and Equipment in Regulation 19. Nautical charts and publications must comply with the definition in SOLAS V/2.2 and be issued “…officially by or on the authority of a Government, authorised Hydrographic Office or other relevant government institution and is designed to meet the requirements of marine navigation.”

Charts and publications issued by hydrographic authorities other than the UKHO may be encountered and they are acceptable as long as they meet the SOLAS V definition.

Charts and publications must meet the requirements of planning and executing the intended voyage and be corrected and up to date in accordance with the requirements of SOLAS V/19.2.1.4. Evidence that corrections have been made should be checked.

The new Chapter V permits the carriage of Electronic Chart and Information Systems (ECDIS) to meet the chart carriage requirements. Surveyors should ensure that the system in use is an approved ECDIS using official Electronic Nautical Chart (ENC) data and that back-up arrangements are in place in accordance with SOLAS V/19.2.1.5. Some systems are marketed which do not use official data. These are defined as Electronic Chart Systems (ECS) and do not meet the IMO ECDIS Performance Standards. Ships equipped with ECSs should therefore meet the chart carriage requirements by using an up to date folio of paper charts.

In areas where no ENC data is available ECDIS may be used in “Raster” mode (Raster Chart and Display System – RCDS), using Raster Nautical Charts (RNCs). In such cases the additional requirements for backing up the RCDS must be met.

Refer to IMO circular MSC.1/Circ.1503 for further information on Electronic Charts. The IMO Circular explains the difference between RCDS and ECDIS.

Radars

(See also SOLAS V/19.2.3.2 and 2.7.1)

Location of the antenna unit

Untitled

Location of a radar antenna needs careful consideration so that a suitable compromise is reached which takes into consideration the effect of height on range performance and sea clutter, physical integrity and the need to minimise shadow sectors and false echoes through reflection.

Untitled

Maximum radar range is dependent, amongst other factors, upon antenna height. However, whilst an increase in antenna height increases the radar range, it also increases the amplitude and extent of sea clutter. The echoes of buoys and small craft within the area of sea clutter may not always be conspicuous.

Untitled

The physical structure supporting the radar antenna must be substantial enough to prevent twist which would cause bearing errors. The supporting structure must not allow/introduce excessive vibration which may degrade performance, reduce reliability and lead to early failure.

Shadow Sectors and False Echoes

1. Interaction of the antenna beam with the structure of a vessel will impact upon the performance of the radar through :

   1. Blockage whereby structures such as masts or funnels are directly in the path of the beam from the antenna to a target and thereby cause shadow sectors.

   2. Reflection where energy from the antenna is reflected off part of the ship’s structure such as a mast, funnel or the deck and thereby causes false or distorted echoes.

   It should be noted that both blockage and reflection will occur with some structures such as masts or funnels and both effects influence radar performance. These effects are not only related to metallic structures - all objects, whether they are metal, plastic, wood, etc. can cause degradation in performance.

2. As a general installation guideline, obstacles should not lie within the –10dB beamwidth of the antenna. Objects such as masts, posts and funnels in the horizontal plane of the antenna may lead to shadow sectors, ghosting and smearing. If they can not be eliminated they should be positioned at the greatest possible separation distance from the antenna. Objects within the –10dB elevation beamwidth of the antenna, i.e. 20° to 25° below the line of sight should also be avoided as they too cause degradation in performance; inclined deck areas within this region are a particular cause for concern.

3. Raising the antenna so that it looks over obstructions may be an acceptable measure, particularly to avoid shadow sectors caused by the bow of the ship, provided the limitations mentioned in Untitled and Untitled are borne in mind. In ships that frequently navigate astern, the need to avoid shadow sectors astern should not be forgotten.

4. The Surveyor should ascertain that the shadow sectors have been measured and recorded and are displayed adjacent to the radar. Following installation the angular width and bearing of any shadow sectors should be determined by the Master at the first opportunity and recorded. For a new ship, this should be done during trials, and kept up to date following any changes likely to affect shadow sectors.

5. The cause and effect of changes in shadow sectors arising from temporary variations such as alterations in trim, the carriage of deck cargo and the stowage of derricks and cranes in different positions, should be recorded.

Fouling

The antenna unit should be mounted where there is least danger of its being fouled by halyards, derricks, radio antennae, etc. (see Untitled).

Mutual Interference

Where two radar antennae are fitted near to each other, they should be so sited as to reduce the risk of damage to either radar due to radiation from the other radar.

Display units

The main display units should be sited on the bridge from which the ship is normally navigated.

The following are some of the factors that should be borne in mind when selecting the most convenient site for the unit :

Compass safe distances

The permissible separation of the unit from magnetic compasses may dictate the site.

Lighting

The small amount of light issuing from the display unit may be enough to interfere with visual lookout when the bridge is in darkness; and there will be occasions when additional light is needed at the display unit either for comparison of the display with a chart or for running repairs to the unit.

Conversely, there may be times when ambient light on the bridge is too strong for effective viewing of the display. Difficulties such as the foregoing may be overcome by the use of display visors.

Direction of view

At least one display unit should be so sited that an observer faces forward when viewing it, and is readily able to maintain a visual lookout.

Azimuth stabilization

Surveyors should check that the display is provided with an input from a heading sensor.

Waveguide and cable runs installation and inspection

Waveguide and cable runs should be installed in accordance with manufacturer's instructions and good engineering practices.

Inspection of waveguide and microwave coaxial cables

1. Radar feeder runs are constructed from either waveguide or co-axial cable.

   The following types are in general use :

   1. Rigid waveguide with a rectangular cross section;

   2. Semi-rigid waveguide, usually with an elliptical cross section;

   3. Flexible waveguide, usually with a rectangular cross section; and,

   4. Microwave co-axial cable.

   Flexible waveguide should not be used for long runs as the losses in this type of waveguide are high. However, it can be used in short sections to overcome some of the physical constraints of a rigid or semi-rigid waveguide.

2. General considerations

   1. To minimise losses, waveguide or co-axial cable runs should be kept as short as possible and the number of connections should be kept to a minimum.

   2. Where practicable, the number of bends and offsets should be reduced by going through, rather than round an obstruction.

   3. The route should not introduce any straining of the waveguide or co-axial cable.

   4. Where practicable, the waveguide or co-axial cable runs should be protected from accidental damage by ensuring that any sections exposed to risk are adequately protected.

   5. The waveguide or co-axial cable run should be adequately supported and secured along its length.

   6. In order to minimise condensation, where practicable, the run should be routed to avoid rapid variations in temperature along its length.

   7. Waveguide and co-axial cables should not be run on any surface or in any area where they may be damaged by heat.

   8. The re-use of feeder runs following an equipment change should only be undertaken if the feeder run is found by inspection to be satisfactory.

      Existing feeder runs should not be re-used if they have any external signs of damage or corrosion.

3. Rigid waveguide

   1. Rigid waveguide should not be distorted. Bends and twists should only be formed using the correct tools and jigs.

      Flexible waveguide may be used to bridge unavoidable offsets or changes in orientation.

   2. A continuous rigid waveguide run should not be secured to surfaces which may move with respect to each other; or where such surfaces are likely to have differing frequencies of vibration.

      Flexible waveguide should be used to overcome such problems.

   3. All waveguide couplings should be accessible.

      Where waveguide is run behind panelling details of the route and the access points should be available.

4. Semi-rigid waveguide

   1. The radii of bends in semi-rigid waveguide and their rates of twist should not, respectively, be less than the minimum bending radii or exceed the maximum twist rates quoted by the manufacturer.

   2. While semi-rigid waveguide is more tolerant of movement than rigid waveguide, manufacturers' recommendations regarding the bridging of surfaces which may move with respect to each other should be observed.

5. Flexible waveguide

   1. Two types of flexible waveguide are in general use, those which are designed only to bend and those which will also tolerate a twist.

      The radii of bends and, where appropriate the rate of twist of flexible waveguide should not respectively, be less than the minimum bending radii or exceed the maximum twist rate quoted by the manufacturer.

   2. Flexible waveguide should not pass through any form of compression gland.

   3. Flexible waveguide should not be stretched.

6. Microwave co-axial cable

   1. Microwave co-axial cable should preferably be run in a single continuous length between transceiver and scanner.

   2. The radii of bends of co-axial cable should not be less than the minimum bending radii quoted by the manufacturer.

   3. To provide some resilience to vibration and to permit repair of cable termination's, it is advisable for some slack to be left at either end of the cable.

Operational checks

Surveyors should check the overall performance of the radar installation by careful observation of known echo responses in the vicinity of the ship. This is a subjective method and relies on the judgement of the surveyor with experienced appreciation of the quality of a radar picture which can be obtained in the area.

The operation of Performance Monitors should also be checked and, where possible, the monitor responses should be compared with the calibration label or record.

The alignment of the radar heading-marker with the ship's fore-and-aft line should be checked by comparing visual bearings, relative to the ship's head, of identified radar echoes with the bearings on the display between the echoes and the heading line. The visual bearings should, where practicable, be taken from positions which do not introduce parallax into the alignment procedure. Where interswitching facilities are provided the Surveyor should ensure that the indicated heading marker is accurately aligned with all arrangements of units. Where the heading marker is not accurately aligned, the Master should be informed and be requested to carry out a re-alignment before the ship sails.

Where electronic plotting aids are provided with test programmes or facilities to enable the integrity of the equipment to be checked, as described in the Operating Manual, Surveyors should make use of these test programmes or facilities when assessing the performance of the radar installation.

Measurement of Shadow Sectors

Calculation from a knowledge of the width of a mast or other object which might cause a shadow, and its bearing from the centre of the radar antenna, can provide a useful guide to the possible appearance of shadow sectors on a radar display. However, the actual angular width and bearing on any shadow sectors should be determined at sea.

Two possible methods are :

1. Observations of the behaviour of the echo of a small isolated object, such as a buoy not fitted with a corner reflector or a beacon post, when the ship is turned slowly through 360° at a distance of a mile or so from the object.

   The display unit should be carefully watched, and the bearings between which the echo from the buoy disappears and re-appears taken as indicating the shadow sector or sectors.

   The sea should be calm so that the echo is not lost in the sea clutter or submerged or hidden by waves from time to time, or in the case of a buoy or other floating objects the echo fading temporarily due to any rolling motion.

2. Observation of the shadow sector against a background of sea clutter.

Plotting facilities

SOLAS V/19 specifies carriage of three types of radar plotting aid.

The type carried depends upon the size of the ship.

Each plotting aid forms an integral part of the radar unit.

Surveyors should check that accurate heading and speed information is input to the equipment and that the speed is measured through the water in the fore and aft direction.

Surveyors should check that GPS is not being used to provide speed information for ARPA and ATA.

GPS provides speed over the ground and the ARPA/ATA display will be misleading in sea areas that experience significant tidal steams and currents if used for collision avoidance.

All plotting aids must provide target information which must include plot number, range and bearing, CPA and TCPA, and true course and speed.

Electronic Plotting Aid (EPA)

Surveyors should, if possible, check that at least 10 targets can be manually plotted with selectable true and relative vectors on at least the 3,6 and 12 nm range scales.

Automatic Tracking Aid (ATA)

1. Surveyors should check, if possible, that at least 10 targets can be acquired and automatically tracked with selectable true and relative vectors on at least the 3,6 and 12 nm. range scales.

2. Auto-tracking must be able to trigger an alarm when a target transits a selected zone or range, CPA, TCPA and when a target is lost.

Automatic Radar Plotting Aid (ARPA)

1. Surveyors should check, if possible, that at least 20 targets can be acquired both manually and automatically.

2. ARPA must be able to be sea or ground stabilised.

3. ARPA must be able to trigger an alarm when a target transits a selected zone or range, CPA, TCPA and when a target is lost.

4. A trial manoeuvre facility must be provided to assess the effect of any proposedmanoeuvre of own-ship.

5. The ARPA should be provided with test programmes to enable the integrity of the equipment to be checked. These are described in the Operating Manual. Surveyors should make use of these test programmes or facilities when assessing the performance of an ARPA.

Speed and Distance Measuring Equipment (SDME)

(SOLAS V/19.2.3.4, SOLAS V/19.2.9.2)

General

As per MSC.1/Circ1429, Speed information should be fulfilled by two separate devices, i.e. one speed and distance measuring and indicating device capable of measuring speed through water and one separate speed and distance measuring and indicating device capable of measuring speed over the ground in the forward and athwartships direction.In line with the above-mentioned decision, the Performance Standards for devices to measure and indicate speed and distance, given in resolution MSC.96(72), have been amended accordingly. These amendments are published in resolution MSC.334(90) and apply to devices installed on ships constructed on or after 1 July 2014.NB: Devices which can measure water track or ground track (such as Doppler receivers) are acceptable, but the input to the Radar equipment must provide water-track.

Location

The SDME transducer unit should be sited so as to avoid, where practicable, the vicinity of all underwater openings in, or projections from, the hull, such as plugs, anodes or other transducers, so that satisfactory overall performance can be achieved. The guidance for echo sounders may be used for the location of underwater transducers for Doppler logs.

Location of the transducer for electro-magnetic (EM) speed and distance measuring devices.

1. The transducer position is of prime consideration when fitting EM SDME. The ideal position is one in which there is 'solid' water free from aeration beneath the transducer. It should, in any case, be mounted so that its electrodes are submerged at all times. There are only a few positions in a ship which are suitable in every respect, and moreover a position found to be satisfactory in one design of ship will not necessarily produce equally good results in another.

2. To avoid aeration the hull fittings for the transducer should be installed in the forward part of a ship where the boundary layerthickness and turbulence are minimal, in a position forward of any projections, outflows etc. and away from any Bar and Bilge keels. Probe or projecting type sensors may be satisfactorily installed in other parts of a ship, but should be fitted in accordance with the manufacturer's recommendations.

3. Other factors which should be borne in mind when fitting the transducers are as follows :

   1. The orientation of the transducer should be as indicated in the equipment handbook.

   2. The transducer should be fitted in a position having dry access as it may have to be removed for cleaning or servicing.

   3. It is essential that no grease or anti-fouling paint covers the transducer electrodes. Should this occur it will prevent the correct operation of the equipment.

   4. The wiring between the transducer and the electronics unit should conform to the recommendation of the manufacturer.

   The bridge display should be sited in a position to facilitate easy access and viewing and where the effect of any lighting necessary for the equipment does not interfere with the keeping of an effective look-out.

Rate of turn indicators

(SOLAS V/19.2.9.1)

General

SOLAS V/19 requires rate of turn indicators to be fitted to all ships of 50000 grt and over.

Location

Where appropriate the display should be sited on the bridge in a position to facilitate easy access and viewing, and where the effect of any lighting necessary for the equipment does not interfere with the keeping of an effective look-out.

Global Satellite Navigation System (GNSS)

(SOLAS V/19.2.1.6)

1. All ships irrespective of size are required to be fitted with a GNSS receiver. This will probably be a GPS receiver using the US Global Positioning System which may or may not be equipped to provide differential correction (DGPS). The Russian GLONASS system or a terrestrial navigation system receiver will also meet the requirements of SOLAS V/19.

2. Particular attention should be paid to the correct data inputs / outputs. Particular attention should be paid to the antenna and its connections.

3. GNSS receivers also calculate speed over the ground. Surveyors should ensure that speed input to the radar is not generated by GNSS, as the radar requires water-track speed.

Automatic Identification Systems (AIS)

(SOLAS V/19.2.4)

Automatic Identification Systems must be fitted to all new ships of 300 gt and upwards on international voyages and 500gt and upwards on non-international voyages. Existing ships must be fitted with AIS according to the timetable set out in SOLAS V/19.2.4.

Because this is new equipment with limited onboard evaluation it is not likely that AIS will be interfaced with either the Radar or the ECDIS for a number of years. The AIS unit will provide identification of other vessels similarly equipped and provide their position course and speed and other important information.

Surveyors should check that the required equipment interfaces are operating correctly and that accurate own-ship data is being received by the AIS equipment.

Guidance Notes and IMO Guidelines should be referred to. This contains a table of the information the AIS transmits.

Surveyors should check that the “Static” (identification) information has been programmed correctly into the AIS, that Navigational Status can be changed as required and that “Voyage Related” data can be entered and changed easily when required.

The Euronav system does not provide all the information provided by the AIS but the following should be received :

1. Position (obtained by putting the cursor over the target and reading from the tool bar)

2. MMSI

3. Name

4. Ship Type (but may be present as this is not mandatory in the specification)

5. COG

6. SOG

7. Length

The information can be requested from “VTS” in the tool bar followed by “Properties” and “DATA REQUEST”. Do not tick the “Enable” box in “Course of Vessel” or COG is unlikely to be returned. Select returns from the “MMSI Poll” tick boxes but remember that only three can be returned in any poll so do not check more than three at a time. Also COG/SOG counts as two.

The information displayed on the screen can be set in “DISPLAY SETTINGS”. All the boxes can be ticked. Alternatively the full information for a target can be obtained by right clicking on the target but the click needs to be deliberate – held down for a second or so. A shorter click is interpreted as a change to the chart scale.

Further help can be provided by Communication and Innovations at Southampton 02380 329146.

Voyage Data Recorder (VDR)

(SOLAS V/20 and SOLAS V/18.8)

1. Voyage Data Recorders are required to be fitted to all passenger ships, and other ships of over 3000gt according to the timetable in SOLAS V/20. Existing ships, other than ro-ro passenger ships, may be exempt from fitting a VDR if fitting one has been deemed by the Administration to be unreasonable and impracticable.

2. VDRs are subject to an annual performance check under SOLAS V/18.8.