Rule 18 Responsibilities tips A Power-driven vessel Givesway to 6 vessels; (3 Big) Not Under Command Restricted in her ability to manoeuvre

If the Circumstances of the case admit a vessel Constrained by her draught (2 Small) A Fishing vessel A Sailing vessel (1 Awkward) A Power-driven vessel showing you a port side light A Fishing vessel Givesway to 4 vessels; (3 Big) Not Under Command Restricted in her ability to manoeuvre If the Circumstances of the case admit a vessel Constrained by her draught (1 Awkward) A Fishing vessel showing you a port side light In both the above tables both vessels givesway to; Not under command. Restricted in her ability to manoeuvre. Constrained by her draught. Questions about vessels; (Q) Define a vessel not under command? (a) A vessel through some exceptional circumstances is unable to deviate from the course she is following. (Q) Define some exceptional circumstances? (a) Engine failure, lost rudder, lost steering, crew all have food poisoning, vessel sinking, fatigued crew but this should never happen, radio communication lost. (Q) Mis-use of not under command lights is a common thing, so why do vessels do it? (a) To keep other vessels away from them. (Q) If you saw a vessel mis-using not under command lights what would you do? (a) Report the vessel to the coastguard. (Q) A vessel constrained by her draught, usually what type of vessel is she? (a) A Super-tanker. (Q) What cargo could she be carrying? (a) Crude oil. (Q) What would happen if you stood on to a vessel constrained by her draught? (a) Nothing should happen, the captain of the vessel constrained by her draught should be navigating with particular caution because of his special condition. (Q) What would happen to the tanker if he could not stop his vessel quick enough because you stood on? (a) He could easily go aground and rip his tanks open. (Q) What damage would happen to the sea and coast? (a) There would be an ecological disaster, all sea life would perish and the beaches would take forever to clean up. (Q) So it would be best to stay clear of a vessel constrained by her draught if possible? (a) Yes. (Q) What 2 vessels can stand-on for a vessel constrained by her draught? (a) A vessel not under command and a vessel restricted in her ability to manoeuvre.

(Q) Define a vessel restricted in her ability to manoeuvre? (a) A vessel through the nature of his work cannot deviate from his course he is following. (Q) What types of vessels can be restricted in her ability to manoeuvre? (a) A seismic vessel, a minesweeper, a vessel towing something, someone being transferred between 2 vessels, an aircraft carrier. Overtaking Situations (1) What is deemed as an overtaking vessel? (2) What light will you see at night if you're overtaking? (3) You're overtaking another vessel, now your abeam of him, are you a crossing or overtaking vessel now? (4) You have passed the vessel your overtaking, your about a mile past him, can you alter course now? (a) When your coming up on another vessel more than 22.5 degrees abaft the beam (a) Only the sternlight (a) Once you begin to overtake a vessel you remain an overtaking vessel until well past and clear (a) As a Rule Of Thumb, Make a Close Quarter Situation 4 miles out in the open sea, so No this is not enough distance clear of the vessel being overtaking

(5) You're overtaking another vessel, when can you (a) Once your well passed and clear (at become a crossing vessel? least 4 miles) (6) You're coming up on a vessel at 22.5 degrees abaft his beam, are you a crossing or overtaking vessel now? (7) You're coming up on another vessel at 22.5 degrees abaft the beam, what light will you see at night, the sidelight or the sternlight? (a) Your a crossing vessel, you have to be more than 22.5 degrees abaft his beam to be overtaking (22.6 degrees is overtaking) (The word MORE is missing) (a) The sidelight, you wont see the sternlight till your more than 22.5 degrees abaft the beam

(8) Your overtaking another vessel, your vessel is (a) If in doubt you make yourself an sheering, one minute you see a sternlight then a overtaking vessel and go around the stern sidelight then a sternlight then a sidelight, are you a of the vessel your overtaking crossing or overtaking vessel? (a) He is duty bound to keep clear of you, so (9) A vessel Not Under Command is overtaking you will stand-on with caution (BE VERY you, will you stand-on or giveway to this vessel, he CAUTIOUS WITH THIS VESSEL is having major problems steering? OVERTAKING YOU) (10) You're in a power-driven vessel in a traffic lane (a) Stand-on with caution, maintaing your and any vessel is overtaking you, what are you course and speed going to do? (11) You're in a sailing vessel in a traffic lane and (a) Stand-on with caution, maintaing your any vessel is overtaking you, what are you going to course and speed

do? (12) You're in a fishing vessel in a traffic lane and (a) Stand-on with caution, maintaing your any vessel is overtaking you, what are you going to course and speed do? (a) There are no stand-on vessels in (13) In restricted visibility, your overtaking another restricted visibility, any situation in vessel, will you stand-on or giveway? restricted visibility everyone givesway (a) Take the quickest way past him so you (14) In restricted visibility you're overtaking another can get back onto your original course, go vessel, how ill you decide on the best way to pass around the vessel being overtaken's stern, him? (Never pass ahead of him) (a) Avoid an alteration to port for a vessel (15) What does it say in Rule 19 Restricted forward of the beam, other than for a vessel Visibility about overtaking vessels (Rule 19d part (i) being overtaken (in other words - UNLESS ? YOUR AN OVERTAKING VESSEL)

International Safety Management (I.S.M. Code) (M.G.N.40) Management Starts at the top then goes to the bottom of the scale (Climb the ladder to success) The Company Chief Executive Managers Assistant Managers Designated Person (D.P.) The Ship Captain 1st Mate 2nd Mate Chief Engineer 2nd Engineer Safety Officer Deck-hands (Safety Officer can over-ride the Captain to let the D.P. ashore know about any defects/dangers on the ship) (Questions and Answers) (Q) Who Issues it? (a) M.C.A. through the Sectary of State (Q) What is the purpose of the I.S.M Code? (a) To Minimise accidents and pollution (Q) When was the I.S.M. Code made manditory? (a) Every Merchant Navy vessel over 500grt since 1994 and every vessel since 2002 (Q) Who is responsible for the safety of the crew? (a) The skipper/Captain (Q) Who is responsible for the running costs and repairs to the ship? (a) The Owners (Q) Who's signature goes on the health and safety policy on the ship? (a) The Chief Executive of the company (Q) What is the main cause of accidents/pollution on a ship? (a) Human Error (Q) Why is so important to have muster drills and debriefs on a ship? (a) To Minimise accidents and prepare for emergencies on a ship (Q) What pre-cautions while bunkering a ship (re-fuelling a ship)? (a) (i) Double up mooring ropes (ii) Have someone man ready to shut off the fuel stop at the fuelling rig (iii) Have someone ready to shut off the fuel stop on the ship (iv) Have fire extinguishers handy (v) Have an oil dispersant ready (vi) Block freeing ports incase of spillage (vii) Use Save-alls (viii) Have no smoking signs (placards) posted (ix) Make sure no hot work to be carried out

(x) No Naked flames (xi) Make sure you have adequate ventilation (xii) Make sure you know the amount of fuel you need and slow it down the last 100 litres (Q) What are your responsibilities if you have a fuel spill? (a) To alert the Coastguard and then follow the procedures in the S.O.P.E.P. manual (Q) The Coastguard is responsible for oil pollution monitoring, what would happen if you had a fuel spill? (a) In the S.O.P.E.P. manual you would have a list of authorities you are required to report too (Q) What is a D.P. and who regards this person as important? (a) A Designated Person and the M.C.A regards information from him with the highest esteem (Q) A D.P. what level of management can he approach? (a) Straight to the top (Chief Executive) (Q) What does a company receive when it achieves a successful audit? (a) A D.O.C. (Document of Compliance) (Q) What documents are required to get a D.O.C.? (a) An S.M.S. (Safety and Management System) (Q) How long does a D.O.C. last for? (a) 5 years plus/minus 3 months (it also has an annual inspection) (Q) How long does a S.M.S. last for? (a) 5 years with an inspection every 2-3 years to keep it valid (Q) What are the bare-bones of a S.M.S.? (a) The Code of Safe Working Practice (Q) What are the bare-bones of the I.S.M. code? (a) The safety and management system (S.M.S.) (Q) What ships does the I.S.M. apply to? (a) From 2002 all ships over 500grt (Q) If under 500grt do they have to use the I.S.M. code? (a) No, they use it voluntary, but the M.C.A want everyone to use it (Q) What is the corner stone of good safety management? (a) Commitment from the head of the company (Chief Executive) (Q) Who should define and document the responsibility in authority of shipboard personnel? (a) The Company (Q) What document will the company supply to all their ships under its management? (a) The Safety and Management manual (Health & Safety Policy) (Q) How do you report any accident(s) and non-conformities? (a) By reporting to the skipper/safety officer, to the D.P. ashore or by V.H.F. to the M.C.A. /M.A.I.B. on an I.R.F. as well as to the company (Q) Who is responsible for verifying compliance with the I.S.M. code ashore and afloat? (a) M.C.A. (Q) What size of ships should voluntarily use the I.S.M. code? (a) Ships between 150grt and 500grt (Q) What two statutory instruments do you require for an application for an I.S.M. code? (a) D.O.C. & S.M.C. (Document of Compliance & Safety Management Certificate) (Q) When will a D.O.C. be issued?

(a) When a company demonstrates plans to implement a S.M.S. meeting the full requirements of the code (Q) What will be issued to each ship after a successful onboard audit of the S.M.S.? (a) An S.M.C. (Q) What is the "Company"? (a) Anyone who has assumed the responsibility of the operation of the ship and taken the responsibility from the ship owner (Q) What should be the safety management objectives of the company? (a) (i) Provide safe ship operations and safe working practice (ii) Do a risk assessment on the vessel (iii) Keep improving safety standards and skills of personnel onboard and onshore (Musters and drills) (Q) What should the safety management system ensure? (a) Its should ensure compliance with rules/regs and all codes/guidelines and standards recommended by I.M.O. /M.C.A. and classification societies (Q) What should a company do to implement/maintain and develop an S.M.S.? (a) (i) A safety and environmental policy (ii) Instruction on procedures for safe operation of ships and protection of the environment (iii) Defined levels of authority and lines of communication between shore/ship personnel (iv) Reporting procedures for accidents and defects of the ship (v) Musters and drills (vi) Internal audits (Q) What is the master's responsibility? (a) (i) Carrying out the safety and pollution control policy of the company (ii) The master has the authority to take any steps and issue any orders for the preservation of live and safety of the ship (Q) What should provide the required training in support of the S.M.S.? (a) The Company (Q) Who is responsible for correcting defects on a ship? (a) The company (Q) What action is taken to review the companies/ships S.M.S.? (a) Internal audits (Q) Where are the D.O.C. / S.M.C. kept at? (a) Its kept onboard the vessel (Q) Does the M.C.A. have power to impound a ship if it has defects or does not have a D.O.C.? (a) Yes the ship can be impounded for both

Dangerous Goods (I.M.D.G.) and links Important links for dangerous goods Name of Dangerous MSN 1741 Reporting procedures for ships carrying Goods dangerous goods UN Numbers

International Maritime Dangerous Goods ( IMDG) Code, 29th Amendment An Example of Using the IMDG Code UN1202..DIESEL FUEL In volume I you can look up the UN number or the name. This will tell you its class and any subdivisions, packaging group (if any), emergency schedule*(EmS), medical first aid guide*(MFAG) and the page number of the schedule for this UN number. In the case of UN1202 it is class 3.3, packaging group III, EmS 3-07, MFAG 311 and the schedule is on page 3375. *EmS and MFAG are found in the Supplement of the IMDG Code (light blue book) Go to p3375 (volume II). It is a MARINE POLLUTANT,It is stowage A, and it give different sections to look at if it is packaged in different ways. IBCs go to section 26 Small packages go to table 3.4 in the beginning of its class Tanks go to section 13 Lets say it is transported in steel drums 1A1 (UN approved code ). In table 3.4 the maximum for package group III is 250litre in each UN approved drum. For IBCs go to liquids tables in section 26 and look up UN1202. This will tell you that it can be carried in an UN approved metal or rigid plastic or composite(31HZ1) or composite(31HA2 or 31HH2) IBC. For all of these there is a footnote 4 which is "Hermetrically sealed as defined in 10.9.1 of the General Introduction Of the IMDG Code" As well as the schedule for the UN number you need to read the General Introduction of the IMDG Code for definitions of tests for packages , placards & labels, stowage definitions and looking up any segregation conditions if stowing next to other classes of goods and if limited quantities are carried there is a section dealing with that. It is important to read the schedule , the introduction to the class and the General Introduction of the IMDG Code. Regulations change and it is important that the current amendments are used. The 30th Amendment of the IMDG Code starts 1/1/01 and runs concurrently with Ammendment 29 for one year. I DGSAs(Dangerous Goods Safety Advisers) are required to be employed by firms from 1/1/00 but their training includes all modes of transport except maritime!!! An extra training course is needed for sea. From my experience the DGSAs assume that road safety regs. are the same as sea regs.. Sea regulations tend to be more restrictive. This is an overview giving you an idea of the procedure. Each class has its peculiarities. If the IMDG Code is obeyed then no Competent Authority Approval is needed from us to go with the Dangerous Goods Note(DGN).

This is an example of the Dangerous goods manifest, do not use this one for that purpose, its just an example Dangerous Goods Manifest - Final Page Or Single page Submission

Vessels Call Date of Port Name....................... Sign.................... Call............................................... ....... Voyage Berth.................. Final Page of Number.................... ....... ..........................................pages ...... Single page Submissions (delete one) General Gros No. Descript Prima Contai Stowa UN Packagi s wt Typ ion ry ner ge MK L.D. Origin or numb ng (net e (Proper Hazar numbe locatio cat T. Destination er group exp PK shipping d r n wt) 36 name) To: Director of Marine Dangerous Goods Declaration I Certify that the dangerous goods manifest consists of _________ pages Declaration is to be made in respect of cargoes being exported from Hong Kong I hereby declare that the contents of the consignment are fully and accurately described above by the proper shipping name(s); That the shipment is packed in such a manner as to withstand the ordinary risks of handling and transport by sea having regard to the properties of the goods to be carried and that the goods are classified, packaged, marked and labelled in accordance with the requirements of the Merchant shipping (Safety) Dangerous goods and Marine pollutants) Regulations 1995 made under the Merchant shipping (Prevention and control of pollution) Ordinance, CAP 413. Declaration to be made in respect of cargoes being brought into Hong Kong as either import cargoes or transit cargoes I hereby declare that I have received from the shipmaster a declaration that the goods are classified, packaged, marked labelled stowed and segregated in accordance with the requirements of the International Maritime Dangerous Goods Code. (Note the director of Marine may call for the production of this declaration.) Name of Company ____________________ Name of Person making this Declaration ____________________ Fax Number ____________________ (Block Capitals) Tel. Number ____________________ Title of Declarant; ____________________ Date ____________________ ed for b The Captain asked this question, how can you find information on Dry Ice? Look in the I.M.D.G. manuals at the index for Co2 dry ice Got U.N. Number Look up volume 2 of the I.M.D.G. Found the following: E.M.S. number Classification Packaging group Releative information on C02 What else is contained in the I.M.D.G. book about Co2? Medical first aid guide Packaging

Segregation Stowage Securing Labelling On-deck or under-deck (whether certain good are not allowed to be carried below decks) i.e. helicopter fuel, you're not allowed to carry this below decks Supply vessel are being used as multi-purpose vessels, Taking dangerous goods on supply vessels, what precautions will you have? They have to apply to the dangerous goods certification Labelling on the container (5 sides) Note from the shipper (dangerous goods declaration) Proper shipping name Note of class of dangerous goods Note of how its packaged U.N. number Whether it's a marine pollutant Closed cup flash point of less than 61 degrees C Because your carrying dangerous goods on supply vessels, what extra safety appliances would you carry? Fire extinguishers Fire hoses Chemical suits Fire suits Breathing apparatus (Q) How can I find if I can lift a container safely? (a) By looking in the "Cargo Securing Manual" and find out the "Maximum Allowable Lashing Limits" or by Using the "Rule of Thumb" for Containers (Q) What is the Rule of thumb for containers? (a) Find the total weight of the container (container plus contents) Find the amount of eyebolts on top of the container Then divide the total weight by the number of eyebolts This will give you the S.W.L. for each wire strop (Lashings) (Q) How do you work out the MAXIMUM ALLOWABLE LASHING LIMIT (a) You do the same as for the containers and use the "RULE OF THUMB" (Q) What checks would you do on a container? (a) That there is no damage to the eyebolts on top/bottom of the containerThat the doors closed correctlyThat it had a S.W.L. stamped on it. There was no rust on the container especially on the strengthener and eyebolts. It had a padlock (Q) Would you take a container with some damage to it? (a) Never be tempted to take a container with any damage (Q) What precautions before taking a container onboard a vessel including a oil supply vessel? (a)(i) Preferable stow the container in the for and aft direction (ii) Do not stow the containers so that they exceed over the ships side (iii) Flat stow on deck (iv) Safe access for personnel on deck

(v) Securing points at top and bottom of container (Eyebolts at bottom of container to prevent slipping and eyebolts at the top to prevent tipping) (vi) Only stow containers one high (vii) Do not impose excessive strain on the container (no extra stapping) (viii) Deck or hatches not overstressed (Information from Cargo Securing Manual) (ix) The lashings for containers should have some arrangement for tightening (Bottlescrews) (x) You must have protection for ventalation and breathing pipes on deck (xi) Make sure the container has a valid container packaging certificate (Q) Working with cotainers/pipes and while loading a ship, how can you make sure the shore party do not get hurt? (a) By using a platform so they walk clear of the container/pipes before they are lifted as in the photo above (Q) A container is a sealed unit, could a person get harmed going inside one? (a) Yes if the container had been carring some toxic chemicals they could easiliy be overcome with fumes (Q) How do you prevent this? (a) By making sure the container was well ventalated and well cleaned/washed (Q) What safety features would you make personnel use while working on top of containers? (a) (i) Hard Hat (ii) Steel Toe Capped Rubber Boots (iii) Safety Harnesses (IV) Protective Clothing (v) Rubber or asbestos gloves (vi) and if need be - Safety Glasses (Q) Where will you get information about loading and securing goods inside a container? (a) The IMO/ILO/UN/ECE Guidelines for packing of cargo transport units(CTU's) (Q) How could you identify the symbols used for dangerous goods on a container? (a) These are listed in the Dangerous Goods and tell you what the substance is (Q) What information can you get from the shell of a container? (a) The S.W.L. of it The tare Gross weight If the container has dangerous goods inside it Safe approval plate (Q) What is a "Safe approval plate" used for? (a) To make sure you don't overload the container (Q) What's the rule of thumb for the S.W.L. for the eyebolts on the deck of a ship? (a) Depending on the amount of eyebolts you have for strapping a load down with you would take port side eyebolts and double the S.W.L. for it, it has to take the full load with the vessel sheers to and fro i.e. containers total weight including contents is 10 tonnes, it has 2 eyebolts on the port side and 2 on the starboard side 10 tonnes divide by 2 equal 5 tonnes, therefore each wire sling/strope and each eyebolt must have a S.W.

S.O.P.E.P. + S.M.P.E.P. (Shipboard Oil Pollution Emergency Plan) + (Shipboard Marine Pollution Emergency Plan) Every oil tanker over 150grt and every ship over 400 grt must carry a S.O.P.E.P. onboard the vessel From 1st January 2003 every ship over 150grt carrying noxious liquid substances must have a S.M.P.E.P. Both these Emergency Plans are for a skipper so he knows what to do in the case of a collision or a fire on his ship, he should have a plan for this emergency, there should be a pollution prevention team The action plan is the same as a muster drill, the pollution team must know what each person has to do in any situation regarding pollution, every memeber of the crew is responsible to prevent pollution Any Spillage should be treated as an emergency, common spillages occur while re-fuelling, Save-alls should be used to prevent this, all actions should be taken to prevent any diesel or other marine pollutants from going into the water Reports about disharge or probably discharge of any pollution If carrying any Marine Pollutant, the costal port of that state should be informed so they can monitor you passage and be prepared incase you do have a spillage Report if you had a spillage because of any of the following: (a) Collision (b) Faulty Equipment (c) Discharging it to save life (oil or diesel quells waves) (d) Dischaging oil through your bilge disharge pipe (faulty monitoring/oil separating equipment) Factors to be taken into account if a discharge or probable disharge has been made (a) The nature of damage to the ship (b) What machinery has broken down (E.g. Bilge Pumps, Monitoring Equipment, Separating Equipment) (c) The Ships position (d) Wind force, current, tide and sea state (e) Density of Traffic (f) The condition of the crew onboard (g) Breakdown of engine propullsion, lost propeller, lost steering, lost electrics to Navigation equipment Once the intial report has been made follow up reports have to be made as follows (a) Name of Ship, Call sign and flag (b) Date and UTC Time (c) Ships position (d) True Course & Speed (e) Planned Route (f) Time of next report (g) Draught (h) What cargo your carrying (i) Brief details of any defects or damage you have (j) Brief detail of the actual pollution you have (k) Company owners name/addresses and phone numbers

(l) Ships details (Length, Breadth, Draught, tonnage and type of ship (m) Total amount of personnel on the ship (n) Details of incident including (i) The name of any ship involved (ii) The action taken to prevent any more spillage (iii) Any assistance you got (iv) Any injuries to personnel and what if any medical help you got These reports should be made to the nearest Coastguard Station L. of 5 tonnes Everything you need to know about taking Grain aboard in bulk Grain includes one of the following:(1) Wheat (2) Maize (3) Oats (4) Rye (5) Barley (6) Rice (7) Pulses (8) Seeds (Any of the above can cause self combustion due to the gases given off) Check out the stability book to make sure you can safely take this amount of grain onboard Make sure the ship is fumigated before the grain is taken aboard (it can be oxygen deficient or have flammable gases in it) When a ship is fumigated, the detailed recommendations contained in the Recommendations on the Safe Use of Pesticides in Ships" should be followed. Spaces adjacent to fumigated spaces should be treated as if fumigated. CONCLUSION Failure to observe simple procedures can lead to people being unexpectedly overcome when entering enclosed spaces. Observance of the principals outlined above will form a reliable basis for assessing risks in such spaces and for taking necessary precautions Check out the grain loading plans Check out the stowage details for the grain Find out the type of grain carried and see what (if any) gases it gives off Find the total weight of the grain Find out what draft and freeboard you have before loading and after loading Make sure that the grain cannot shift by taking precautions using boards transversely and athwart ships to minimize F.S.E. (Free Surface Effect) Watch for overheating (sweating though Cargo sweat or Ships sweat) both are dangerous and can ignite and explode by itself Cargo Information The shipper must supply the master with all the relevant information well in advance prior to taking any cargo onboard, the master needs this information so he can plan how to stow the cargo so it will be safe, the master will require the following information; For general cargoes or cargo units

(1) A description of the cargo (2) the gross weight of the cargo (3) The Dimensions of the cargo (4) Any special properties of the cargo For Bulk Cargoes (1) The stowage factor of the cargo (2) The trimming procedures (3) For concentrate or other cargo which may liquefy, additional information in the form of a certificate indicating the moisture content of the cargo and its transportable moisture limit; Bulk cargoes which are not classified in accordance with Regulation VII/2 of the SOLAS Convention, but have chemical properties that may create a potential hazard Information on the chemical properties besides the information for bulk cargoes above All information must be given to the master prior to loading any cargo on proper shipping documentation (the master must check that this documentation is correct before taking the cargo onboard accidents has happened because of the documentation being wrong) With containers and cargo units the shipper must check that the gross tonnage/dimensions are correct (an near accident happened with a document saying the gross tonnage of a container was 3 tonnes with its contents, the master was asked to take the container aboard with the ships crane the crane had a S.W.L. of 5 tonnes, when the crane took the initial weight of the container, the initial strain taken made the ship list badly towards the quay, the master screamed to stop the crane which the crane operator did, later they found the gross weight of the container was 7 tonnes a misprint but it could have been a nasty accident) If the shipper or the agent does not supply the documentation to the master the forwarder shall supply the information well in advance A master will not take cargo aboard without all the information he requires (this is an offence if he does) Cargo Documentation Every cargo except a ship carrying grain shall have the following documentation (1) the Code of Safe Practice for Cargo Stowage and Securing adopted by the Organisation by Resolution A.714(17), 1992 edition; (2) the Code of Safe Practice for Ships Carrying Timber Deck Cargoes adopted by the Organisation by Resolution A.715(17), 1992 edition; and (3) the Code of Safe Practice for Solid Bulk Cargoes (BC Code) adopted by the Organisation by Resolution A.434(XI), 1991 edition. Every vessel carrying grain shall have the following documentation onboard;

International Grain Code Stowage and securing The operator and master must ensure that the following are undertaken; (1) cargo and cargo units carried on or under deck are loaded, stowed and secured so as to prevent as far as is practicable, throughout the voyage, damage or hazard to the ship and the persons on board, and loss of cargo overboard (2) appropriate precautions are taken during loading and transport of heavy cargoes or cargoes with abnormal physical dimensions to ensure that no structural damage to the ship occurs and to maintain adequate stability throughout the voyage; (3) appropriate precautions are taken during loading and transport of cargo units on board ro-ro ships, especially with regard to the securing arrangements on board such ships and on the cargo units and with regard to the strength of the securing points and lashings. The shipper must ensure that: (1) the cargo is packed and secured so as to prevent, throughout any voyage, damage or hazard to the ship and the persons on board; and (2) if the cargo unit is a container, it is not loaded to more than the maximum gross weight indicated on the Safety Approval Plate attached to the container in accordance with the International Convention for Safe Containers (CSC 1972), published by the Organisation. Oxygen analysis and gas detection equipment Ships carrying cargoes that emit a toxic or flammable gas or causes oxygen depletion (1) In the case of a ship transporting or accepting for transport a bulk cargo which is liable to emit a toxic or flammable gas, or cause oxygen depletion in the cargo hold, an appropriate instrument for measuring the concentration of gas or oxygen in the air shall be provided together with detailed instructions for its use. Such an instrument shall be of a type approved by a Certifying Authority, and the crew shall be trained in its use. (2) The operator of a ship which transports, or the master who accepts for carriage, such a bulk cargo without ensuring that paragraph (1) has been complied with shall be guilty of an offence. The use of pesticides in ships (1) Where pesticides are used in cargo spaces, they shall be used in accordance with Merchant Shipping Notice M.1534 ("Recommendations on the Safe Use of Pesticides in Ships"). (2) If paragraph (1) is not complied with the operator and master shall each be guilty of an offence. Special Provisions For Bulk Cargoes Other Than Grain A master will only accept a bulk cargo in the following conditions (1) Prior to loading a bulk cargo the master shall be in possession of approved stability

information, as required by the Merchant Shipping (Load Line) Rules 1968[4], containing comprehensive information on the ship's stability and on the distribution of cargo and ballast for the standard loading conditions (2) The master shall not accept for loading concentrates or other cargoes which may liquefy unless either the moisture content of the cargo indicated in the certificate referred to in regulation 4(1)(b) is less than its transportable moisture limit or appropriate safety arrangements are made to the satisfaction of the Certifying Authority to ensure adequate stability in the case of cargo shifting, and the ship has adequate structural integrity. (3) Prior to loading a bulk cargo referred to in regulation 4(1)(c), appropriate special precautions for its safe carriage shall be taken. (4) The operator shall ensure that the master is furnished with the information referred to in paragraph (1). (5) (a) The master shall not accept cargo for loading unless he has possession of approved stability information, as required by the Merchant Shipping (Load Line) Rules 1968[4], containing comprehensive information on the ship's stability and on the distribution of cargo and ballast for the standard loading conditions (b) The master shall not accept for loading concentrates or other cargoes which may liquefy unless either the moisture content of the cargo indicated in the certificate referred to in regulation 4(1)(b) is less than its transportable moisture limit or appropriate safety arrangements are made to the satisfaction of the Certifying Authority to ensure adequate stability in the case of cargo shifting, and the ship has adequate structural integrity. (c) he is satisfied that, in the case of a cargo to which paragraph (3) applies, the precautions required by that paragraph have been taken. Stowage of bulk cargo (1) The master shall ensure that bulk cargoes are loaded and trimmed reasonably level, as necessary, to the boundaries of the cargo space so as to minimize the risk of shifting. (2) When bulk cargoes are carried in 'tween decks, the master shall ensure that the hatchways of such 'tween decks shall be closed in those cases where the loading information indicates an unacceptable level of stress of the bottom structure if the hatchways are left open. The cargo shall be trimmed reasonably level and shall either extend from side to side or be secured by additional longitudinal divisions of sufficient strength. The safe load-carrying capacity of the 'tween decks shall be observed to ensure that the deck-structure is not overloaded Requirements for Cargo Ships Carrying Grain International Grain Code (1) A ship carrying grain shall comply with the requirements of the International Grain Code (2) Without prejudice to paragraph (1) or any other requirement of these Regulations, the operator and master shall ensure that: (a) a ship loading grain complies with the International Grain Code; and (b) subject to paragraph (4)(b), the ship has on board a document of authorisation as required by the International Grain Code. In the case of a United Kingdom ship the document of authorisation shall be issued by the Certifying Authority. (3) Except when a ship may be in distress, the operator and master shall not permit a ship loaded with grain in bulk outside the United Kingdom to enter any port in the United Kingdom so laden, unless the ship has been loaded in accordance with the International Grain Code.

(4) No person shall order the commencement of the loading of grain into a ship in the United Kingdom unless he is satisfied that: (a) the ship has on board a document of authorisation referred to in paragraph (2)(b); or (b) the master has demonstrated to the satisfaction of the Certifying Authority that the ship will, in its proposed loading condition, comply with the appropriate requirements of the International Grain Code and has obtained a document to this effect signed by a surveyor of such a Certifying Authority. (5) An operator or master who contravenes paragraph (2) or (3) shall be guilty of an offence. (6) A person who contravenes paragraph (4) shall be guilty of an offence. Enforcement Power to detain 12. In any case where a ship does not comply with the requirements of these Regulations the ship shall be liable to be detained and section 284 of the Merchant Shipping Act 1995 (which relates to the detention of a ship) shall have effect in relation to the ship, subject to the modification that as if for the words "this Act", wherever they appear, there were substituted the words "the Merchant Shipping (Carriage of Cargoes) Regulations 1997". Penalties and defences 13. - (1) A person guilty of an offence under Part II, III or IV of these Regulations shall be liable on summary conviction to a fine not exceeding the statutory maximum or, on conviction on indictment, to imprisonment for a term not exceeding two years or a fine or both. (2) In any proceedings for an offence under Part II, III or IV of these Regulations it shall be a defence for a person to prove that all reasonable steps had been taken by that person to ensure compliance with the Regulations. Offences due to the fault of another person 14. Where the commission by any person of an offence under Part II, III or IV of these Regulations is due to the act or default of some other person, that other person shall be guilty of the offence. A person may be charged with and convicted of the offence by virtue of this Regulation whether or not proceedings are taken against the first mentioned person. Equivalents and exemptions 15. (i) Where these Regulations, or information referred to in these Regulations, require that a particular piece of equipment, or type thereof, shall be provided or carried in a ship, or that any particular provision shall be made, the Certifying Authority shall permit any other piece of equipment to be provided or carried, or any other provision to be made in that ship if he is satisfied by trials thereof or otherwise that such other piece of equipment or provision is at least as effective as that required by these Regulations, or information referred to in these Regulations. (ii) For the purposes of these Regulations, the results of verification and tests carried out by bodies or laboratories of other member States of the Organisation offering suitable and satisfactory guarantees of technical and professional competence and independence shall be accepted. (iii) The Secretary of State may exempt any ship from all or any of the provisions of these Regulations as may be specified in the exemption on such terms (if any) as he may specify and, depending on the circumstances, he may also alter or cancel such an exemption. SOLAS Chapter XII regulations The regulations state that all new bulk carriers 150 metres or more in length (built after 1 July 1999) carrying cargoes with a density of 1,000 kg/m3 and above should have sufficient strength to withstand flooding of any one cargo hold, taking into account dynamic effects resulting from presence of water in the hold and taking into account recommendations adopted by IMO.

For existing ships (built before 1 July 1999) carrying bulk cargoes with a density of 1,780 kg/m3 and above, the transverse watertight bulkhead between the two foremost cargo holds and the double bottom of the foremost cargo hold should have sufficient strength to withstand flooding and the related dynamic effects in the foremost cargo hold. Cargoes with a density of 1,780 kg/m3 and above include iron ore, pig iron, steel, bauxite and cement. Less dense cargoes, but with a density of more than 1,000 kg/m3, include grains such as wheat and rice, and timber. Chapter XII allows surveyors to take into account restrictions on the cargo carried when considering the need for, and the extent of, strengthening of the transverse watertight bulkhead or double bottom. When restrictions on cargoes are imposed, the bulk carrier should be permanently marked with a solid triangle on its side shell. The date of application of Chapter XII to existing bulk carriers depends on their age. Bulk carriers which are 20 years old and over on 1 July 1999 will have to comply by the date of the first intermediate or periodical survey after that date, whichever is sooner. Bulk carriers aged 1520 years must comply by the first periodical survey after 1 July 1999, but not later than 1 July 2002. Bulk carriers less than 15 years old must comply by the date of the first periodical survey after the ship reaches 15 years of age, but not later than the date on which the ship reaches 17 years of age. Bulk carrier safety background Modern bulk carriers, often described as the workhorses of maritime trade, can be traced back to the 1950s when shipyards began building ships designed specifically for carrying non-packed commodities such as grains or ores. IMO has been concerned with the safety of these ships since it first met in 1959. The 1960 SOLAS Convention - later replaced by SOLAS 1974 - included a chapter devoted to the carriage of grain, while a Code of Safe Practice for Solid Bulk Cargoes (BC) was adopted in 1965. Over the years, IMO has amended sections of the SOLAS Convention applicable to bulk carriers to keep it up to date, revised the BC Code and adopted the International Code for the Safe Carriage of Grain in Bulk (International Grain Code), which was subsequently made mandatory under SOLAS. But a dramatic increase in bulk carrier losses in the early 1990s raised alarm bells at IMO. Many ships involved suffered severe structural damage and sometimes literally broke in two, often with heavy loss of life. In 1990, 20 bulk carriers were lost with 94 fatalities, and in 1991 24 bulk carriers were lost with 154 lives. As a result, the Assembly of IMO in 1991 adopted an interim resolution, proposed by the Secretary-General, Mr. William A. O'Neil, to improve bulk carrier safety, concentrating on paying attention to the structural integrity and seaworthiness of ships and ensuring loading and carrying of cargo would not cause undue stresses. The casualty rate improved after this, but in 1994 was again causing concern. On the recommendation of Mr. O'Neil, IMO therefore established a correspondence group to consider the whole issue of bulk carrier safety and make proposals for changes in existing conventions concerning the structure and operation of bulk carriers. Current work on bulk carrier safety IMO is currently reviewing whether further measures will be needed to enhance bulk carrier safety, following the publication of the United Kingdom report into the sinking of the bulk carrier Derbyshire in 1980, with the loss of all on board. The report was presented to the Maritime Safety Committee (MSC) in May 1998 by the United Kingdom and contains further recommendations relating to the design and construction of bulk carriers. Issues under consideration by the MSC and its Sub-Committees include: 1. strength of hatch covers and coamings; 2. freeboard and bow height; 3. reserve buoyancy at fore end, including forecastles;

4. structural means to reduce loads on hatch covers and forward structure; and 5. fore deck and fore end access. Glossary Appropriate cargo information/documentation is the cargo stowage and securing manuals Cargo means any cargo with its own hazard with the exception of liquid/gas in bulk and dangerous goods Cargo hold means any space/hold designed to carry cargo Cargo Unit is any Container/Pallet/vehicle-trailer/flat/portable-tank or any other loading equipment which belongs to a ship but is not part of the ship Cargoes which may liquefy means cargoes which are subject to moisture migration and subsequent liquefaction if shipped with a moisture content in excess of the transportable moisture limit; Container means an article of transport as defined in the International Convention for Safe Containers, (CSC 1972), published by the Organization; Dangerous goods has the meaning given by regulation 1(3) of the Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations 1990[3], and "Dangerous Goods Regulations" means those Regulations; Flow moisture point means the percentage moisture content (wet weight basis) at which a flow state develops under the methods of test in a representative sample of the material as prescribed by the Code of Safe Practice for Solid Bulk Cargoes (BC Code), published by the Organization; Flow state means the condition when a mass of granular material is saturated with liquid to an extent that under prevailing external forces such as vibration, impaction or ship's motion, it loses its internal shear strength and behaves as a liquid; Forwarder means a person who receives the appropriate cargo information in preparation for eventual delivery of the cargo to the ship or its agent, and may include a cargo packer or consolidator; Grain includes wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms thereof whose behavior is similar to that of grain in its natural state; International grain code means the International Code for the Safe Carriage of Grain in Bulk adopted by the Maritime Safety Committee of the Organization by resolution MSC.23(59) on 23rd May 1991; Moisture content means the amount of moisture present in a particular sample expressed as a percentage by weight of the total wet weight of the sample; Offshore supply vessel means a ship which is used for the transportation of stores, materials, equipment and personnel between a base ashore and offshore installations or between offshore installations; Operator in relation to a ship means any owner, charterer, manager and agent of the ship; Shipper means any person who, whether as principal or agent for another, consigns goods for carriage by sea; Transportable moisture limit means 9/10ths of the flow moisture point; Trimmed means any levelling of the material within a cargo space, either partial or total, by means of loading spouts or chutes, portable machinery, equipment or manual labour.

LTF = Tropical Fresh Water Timber Loadline

TF = Tropical Fresh water Loadline

LF = Fresh Water Timber Loadline LT = Tropical Timber Loadline LS = Summer Timber Loadline LW = Winter Timber Loadline

F = Fresh Water Loadline T = Tropical Loadline S = Summer Loadine W = Winter Loadline WNA = Winter North Atlantic LWNA = Winter North Atlantic Timber Loadline Loadline The Maximum depth to which a ship may be loaded in relation to a Timber load shall be the depth indicated by the upper edge of the appropriate Timber Loadline (Q) What is the purpose a waterline on a fishing vessel, why do naval archetics make one up? (a) For the crews safety, as soon as the waterline meets the water then for safety reasons you have the maximum catch onbaord your vessel, you have used your maximum draught, what freeboard you have left is for the safety of your crew (Q) What is the purpose of the Summer/winter loadline on a Merchant Navy vessel? (a) For the safety of the crew also, the density of water changes from port to port all around the world, some ports have fresh water coming from rivers, you need to know the density of the water in the harbour using a hydrometre (Instrument for checking the density of water) (Fresh water is 1.000t per metre cubed and sea water is 1.025t per metre cubed) Remember salt water makes your vessel more buoyant, but coming form salt water to fresh water, your vessel is going to sink because fresh water is less buoyant

Liferafts, how they launch if the vessel sinks RFD Liferaft

A liferaft is your last means of defence to save crews lives, make sure they get serviced annually Never roll a liferaft, you could upset some of the liferafts workings such as the painter line, the liferaft has breather holes at the bottom of the raft incase any water enters the raft and also to stop the rubber eroding. If a vessel sinks and you did not have time to launch the liferaft manually, the hydrostatic release will operate when it is submerged under the water between 1.5 - 4.0 metres The pressure of the water pushes down on a vertical spring releasing a second spring which is under a lot of torque this pushes a very sharp blade out cuttiing the attachment line releasing the SENHOUSE SLIP

Senhouse Slip

Hydrostatic Release

Thanner operating Valve

The liferaft now floats free to the surface pulling the painterline out, once all the painterline is pulled out it will pull a wire that is attached to a THANNER OPERATING HEAD, this then pierces the foil on the compressed Co2/nitrogen filled canister. The Canister is connected to 2 hoses which are connected to the liferafts sponsons Once the liferaft is inflated the buoyacy of the liferaft breaks the weaklink on the hydrostatic release leaving the liferaft on the surface RFD LIFERAFT INFLATED LENGTH OF PAINTERLINE The length of painter line inside your liferaft is stamped on a label on the liferaft If you launch a liferaft manually, leave the painter attached to the hydrostatic release

RFD Liferaft

Painter lines length

Admiralty Notices to Mariners (weekly Edition) top Weekly NMs is a complete compilation of all Admiralty Chart and Publication updates issued in any one week. It is divided into six sections: Section I - Explanatory Notes Section II - Updates to Standard Navigational Charts Section III - Reprints of Radio Navigational Warnings Section IV - Amendments to Admiralty Sailing Directions Section V - Amendments to Admiralty List of Lights and Fog Signals Section VI - Amendments to Admiralty List of Radio Signals Admiralty Cumulitive Notices to Mariners (issued every 6 months) top This gives every chart correction number for your chart since your chart was issued You check the bottom left hand corner of your chart and compare the correction number you have to the chart correction numbers in the Cumulitive chart correction numbers to see if any are missing, if so it tells you what weekly Notices to Mariners the chart correction number is contained in Admiralty Annual Notices to Mariners top To supplement Weekly NMs, the UKHO produces an Annual Summary of Notices to Mariners (NP247). This publication contains the Annual Statutory Notices to Mariners Numbers 1-24, a summary of Temporary and Preliminary Notices to Mariners still in force at the start of the year, and a Cumulative Summary of Amendments to Admiralty Sailing Directions. The paper version of the Annual Summary of Notices to Mariners is published annually in January M.A.I.B. - I.R.F. Incident Report Form top A form to disclose to the M.A.I.B. any dangerous incident/accident that you occured at sea, the main purpose of reporting the incident/accident is to let others know about it so they can learn from it. if you're involved in an incident/accident, you need to fill out the I.R.F. and send it to the M.A.I.B. you also have to contact the Coastguard and let them know about it and if needed your insurance company M.A.I.B. Summary of Investigations are made from I.R.F.'s (they are free to everyone and I would advise everyone to get them, you'll learn a lot about safety from them) M.A.I.B. Summury of Investigations top A list of investigations carried out by M.A.I.B. inspectors. Some of the investigtion being made up because of incidents/accidents disclosed through I.R.F. forms the purpose of these is to let others know about the incident/accident so they can learn from it. They're published by the M.A.I.B. and are free to everyone, I would advise everyone to read them, you'll learn a lot about safety from them. Each investigation is broken into three catogories (1) Narrative - letting you know what happened in the incident/accident (2) Observations - Information letting you know how the incident/accident could have been prevented (3) Comment - Information that will help to prevent any such incident/accident happening in the future

Offical Log Book top The Front Cover contains the following: Name of Vessel Port of Registry Official Number including letters and numbers Registered length Gross tonnage Registered net tonnage Name of Master(s) Certificate of Competency: type and number Nature of work undertaken Name and address of Registered owners Date and place where Log book was opened Date and place where log book was closed Delivered to the superintendent or proper office Recieved by registered general of shipping and seamen also included in the O.L.B. Record of Seamen employed on the vessel Records of births and deaths Records of injuries or illnesses not resulting in death Records of Casualties to the vessel Records of Muster Drills, fire-drills, training of crew Inspections of lifesaving appliances Inspections of fire-fighting appliances Records of test drills Records of tests and inspections of pilot hoists Records of crews accommodation Records of food and water provided for the crew Annex The official log book lasts for 6 months from the time it is first person signs it and opens it till the time the last person signs it and closes it After it is official closed it is then sent to the M.M.O. (Mercantile Marine Office) Code of Safe Working Practices for Merchant Seamen top The code is in four sections: (1) Deals with the regulatory background to the advice and general principles of health and safety (2) Gives General Advice for Seafarers (3) Covers Specific Work Activities (4) Deals with safety for specialist ship operations SOLAS Manual top Chapter I - General Provisions Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations Chapter II-2 - Fire protection, fire detection and fire extinction Chapter III - Life-saving appliances and arrangements Chapter IV - Radiocommunications Chapter V - Safety of navigation Chapter VI - Carriage of Cargoes The Chapter covers all types of cargo (except liquids and gases in bulk) "which, owing to their particular hazards to ships or persons on board, may require special precautions".

The regulations include requirements for stowage and securing of cargo or cargo units (such as containers). Before 1991, this Chapter only covered the carriage of grain - which due to its inherent capability to shift can have disastrous effects on a ship's stability if not stowed, trimmed and secured properly. The current Chapter requires cargo ships carrying grain to comply with the IMO International Grain Code. Chapter VII - Carriage of dangerous goods The regulations are contained in three parts: Part A - Carriage of dangerous goods in packaged form or in solid form or in bulk - includes provisions for the classification, packing, marking, labelling and placarding, documentation and stowage of dangerous goods. Contracting Governments are required to issue instructions at the national level and the Chapter refers to International Maritime Dangerous Goods (IMDG) Code, developed by IMO, which is constantly updated to accommodate new dangerous goods and to supplement or revise existing provisions. Part B covers Construction and equipment of ships carrying dangerous liquid chemicals in bulk and requires chemical tankers built after 1 July 1986 to comply with the International Bulk Chemical Code (IBC Code). Part C covers Construction and equipment of ships carrying liquefied gases in bulk and gas carriers constructed after 1 July 1986 to comply with the requirements of the International Gas Carrier Code (IGC Code). Part D includes special requirements for the carriage of packaged irradiated nuclear fuel, plutonium and high-level radioactive wastes on board ships and requires ships carrying such products to comply with the International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INF Code). Chapter VIII - Nuclear ships Chapter IX - Management for the Safe Operation of Ships Chapter X - Safety measures for high-speed craft Chapter XI - Special measures to enhance maritime safety Chapter XII - Additional safety measures for bulk carriers The Mariners Handbook top Chapter 1 - Navigation information which include the following Publications - Charts and Diagrams - Foreign Charts - Australian and New Zealand Charts Canadian and United States Charts - Notices to Mariners - I.M.O. Chapter 2 - The use of Charts and other Navigation Aids - including - leading lights - sector lights - fog signals - Buoyage - Squat - Under-keel Allowance Chapter 3 - Operational Information and Regulations - which includes - Distress and Rescue Tonnage and loadlines - Ships routeing - Exercise areas - Minefields - helicopter operations pilot ladder info - international port traffic signals - submarine pipelines and cables - offshore oil and gas operations - overhead power cables - pollution at sea - conservation - dangerous wrecks Chapter 4 - tides - tidal streams - ocean currents - waves - underwater volcanoes and earthquakes - tnunamis - Density and salinity of water - colour of the sea - bioluminescience - submarine springs - coral - sandwaves - local magnetic anomalies Chapter 5 - Meteorolgy - general maritime meteorolgy - weather routeing of ships - abnormal refraction - aurora - magnetic and ionospheric storms Chapter 6 - Ice - Sea ice - Icebergs - Ice glossary Chapter 7 - Operations in polar regions and where ice is prevalent - polar regions - approaching ice - the masters duty regarding ice - ice reports - ice accumulation on ships - operating in ice icebreaker assistance - exposure to cold Chapter 8 - Observing and reporting - hydrographic information - rendering of information Chapter 9 - IALA maritime buoyage system Annex A - Auroral Forms

Annex B - Merchant Flags Annex C - The international regulations for preventing collisions at sea Glossary I.M.D.G. Code (International Maritime Dangerous Goods) (Entire Contents) top The IMDG Code is intended to provide for the safe transportation of hazardous materials by vessel and to prevent marine pollution. The Code is based on the UN Recommendations on the Transport of Dangerous Goods but also includes additional requirements applicable to the transport of hazardous materials by sea (e.g. requirements for marine pollutants, freight containers, stowage and segregation as well other requirements applicable to shipboard safety and preservation of the marine environment) that are not covered by the UN Recommendations. The IMDG Code is maintained and updated by IMO's Dangerous Goods, Solid Cargoes and Containers (DSC) Sub-Committee. The I.M.D.G. Code is made up in three volumes Volume one contains Part 1 - General Provisions, Defination and Training Chapter 1.1 - General Provisions 1.1.1 - Application and implementation of the Code 1.1.2 - Conventions 1.1.3 - Transport of radioactive material 1.1.4 - Dangerous goods forbidden from transport Chaper 1.2 Definations, units of measurement and abbreviations 1.2.1 - Definations 1.2.2 - Units of Measurement 1.2.3 - List of abbreviations Chapter 1.3 Training Introductory note Part 2 - Classification Chapter 2.0 Introduction 2.0.0 - Responsibilities 2.0.1 - Classes, divisions, packing groups 2.0.2 - UN Numbers and Proper Shipping Names 2.0.3 - Classification of Substances, mixtures and solutions with multiple hazards (precedence of hazard characteristics) 2.0.4 - Transport of samples Chapter 2.1 Class 1 - Explosives 2.1.0 - Introductory notes 2.1.1 - Definations and general provisions 2.1.2 - Compatibility groups and classification codes 2.1.3 - Classification procedure Chapter 2.2 Class 2 - Gases 2.2.0 - Introductory note 2.2.1 - Definations and general provisions

2.2.2 - Class subdivisions 2.2.3 - Mixtures of gases Chaper 2.3 Class 3 - Flammable liquids 2.3.0 - Introductory note 2.3.1 - Definations and general provisions 2.3.2 - Assignment of packing group 2.3.3 - Determination of flashpoint Chapter 2.4 Class 4 - Flammable solids; substances liable to spontaneous combustion; substances which, in contact with water, emit flammabe gases 2.4.1 - Definitions and general provisions 2.4.2 - Class 4.1 - Flammable solids, self-reactive substances and solid desensitized explosives 2.4.3 - Class 4.2 - Substances liable to spontaneous combustion 2.4.4 - Class 4.3 - Substances which, in contact with water, emit flammable gases Chapter 2.5 Class5 - Oxidizing substances and organic peroxides 2.5.0 - Introductory note 2.5.1 - Definations and general provisions 2.5.2 - Class 5.1 - Oxidizing substances 2.5.2 - Class 5.2 - Organic Peroxides Chapter 2.6 Class 6 - Toxic and infectious substances 2.6.0 - Introductory notes 2.6.1 - Definations 2.6.2 - Class 6.1 - Toxic substances 2.6.3 - Class 6.2 - Infectious substances Chapter 2.7 Class 7 - Radioactive material 2.7.1 - Defination of class 7 - radioactive material 2.7.2 - Definations 2.7.3 - Low specific activity (LSA) material, determination of groups 2.7.4 - Provisions for special form radioactive material 2.7.5 - Surface contaminated object (SCO), determination of groups 2.7.6 - Determination of transport index (TI) and criticality safety index (CSI) 2.7.7 - Activity limits and material restrictions 2.7.8 - Limits on transport index (TI), criticality safety index (CSI) and radiation levels for packages and overpacks 2.7.9 - Provisions and controls for transport of expected packages 2.7.10 - Provisions for low dispersible radioactive material Chaper 2.8 Class 8 - Corrosive substances 2.8.1 - Defination and properties 2.8.2 - Assignment of packing groups Chapter 2.9 Class 9 - Miscellaneous dangerous substances and articles 2.9.1 - Defination 2.9.2 - Assignment of packing groups to miscellaneous dangerous substances and articles Chapter 2.10 - Marine Pollutants 2.10.1 - Defination

2.10.2 - Properties 2.10.3 Classification of solutions, mixutures and isomers 2.10.4 - Guidelines for the identification of harmful substances in packaged form (marine pollutants) PART 3 - DANGEROUS GOODS LIST AND LIMITITED QUANTITIES EXCEPTIONS see volume 2 PART 4 - PACKING AND TANK PROVISIONS Chapter 4.1 - Use of packagings, including intermediate bulk containers (IBC's) and large packagings 4.1.0 - Definations 4.1.1 - General Provisions for the packing of dangerous goods, other than goods of classes 2, 5.2 or 7, in packagings, including IBC's and large packagings 4.1.2 - Additional general provisions for the use of IBC's 4.1.3 - General provisions concerning packing instructions 4.1.4 - List of packing instructions Packing instructions concerning the use of packagings (except IBC's and large packagings) Packing instructions concerning the use of IBC's Packing instructions concerning the use of large packaging 4.1.5 - Special packing provisions for goods of Class 1 4.1.6 - Special packing provisions for Class 2 4.1.7 - Special packing provisions for organic peroxides (class 5.2) and self-reactive substances of Class 4.1 4.1.8 - Special packing provisions for infectious substances (Class 6.2) 4.1.9 - Special packing provisions for Class 7 Chapter 4.2 - Use of portable tanks 4.2.0 - Transitional provision 4.2.1 - General provisions for the use of portable tanks for the transport of substances of classes 3 to 9 4.2.2 - General provisions for the use of portable tanks for the transport of non-refrigerated liquefied gases 4.2.3 - General provisions for the use of portable tanks for the transport of refrigerated liquefied gases of class 2 4.2.4 - Portable tank instructions and special provisions Portable tank instructions Portable tank special provisions 4.2.5 - Use of IMO type 4, 6 and 8 tanks 4.2.6 - Use of portable tanks for the transport of solid dangerous goods Chapter 4.3 - Use of bulk packagings 4.3.1 - General 4.3.2 - Special provisions for transport of solid bulk packagings, other than tanks PART 5 - CONSIGNMENT PROCDURES Chapter 5.1 - General provisions 5.1.1 - Application and general provisions 5.1.2 - Use of overpacks and unit loads 5.1.3 - Empty uncleaned packagings or units 5.1.4 - Mixed packing

5.1.5 - General provisions for class 7 5.1.6 - Packages packed into a cargo transport unit Chapter 5.2 - Marking and labelling of packages including IBC's 5.2.1 - Marketing and packages including IBC's 5.2.2 - Labelling of packages including IBC's Chapter 5.3 - Placarding and marking of cargo transport units 5.3.1 - Placarding 5.3.2 - Marking of cargo transport units Chapter 5.4 - Documentation 5.4.1 - Dangerous goods transport document 5.4.2 - Container/vehicle packing certificate 5.4.3 - Documentation required aboard the ship 5.4.4 - Other required information and documentation 5.4.5 - Multimodal Dangerous Goods Form Chapter 5.5 - Special provisions 5.5.1 - Special provisions applicable to the consignment of infectious substances 5.5.2 - Documentation and identification of cargo transport units under fumigation PART 6 - CONSTRUCTION AND TESTING OF PACKAGINGS, INTERMEDIATE BULK CONTAINERS (IBC's), LARGE PACKAGINGS, PORTABLE TANKS AND ROAD TANK VEHICLES Chapter 6.1 - Provisions for the construction and testing of packagings (other than for class 6.2 substances) 6.1.1 - Applicability and general provisions 6.1.2 - Code for designating types of packagings 6.1.3 - Marking 6.1.4 - Provisions for packagings 6.1.5 - Test provisions for packagings Chapter 6.2 - Provisions for the construction and testing of receptacles for gases 6.2.1 - Provisions for gas cylinders 6.2.2 - Leakproofness test for aerosols and small receptacles for gas Chapter 6.3 - Provisions for the construction and testing of packagings for class 6.2 substances 6.3.1 - General 6.3.2 - Test provisions for packagings Chapter 6.4 - Provisions for the construction, testing and approval of packages and material of class 7 6.4.1 - (reserved) 6.4.2 - General provisions 6.4.3 - Additional provisions for packages transported by air 6.4.4 - Provisions for excepted packages 6.4.5 - Provisons for industrial packages 6.4.6 - Provisions for packages containing uranium hexafluoride 6.4.7 - Provisions for Type A packages

6.4.8 - Provisons for Type B(U) packages 6.4.9 - Provisions for Type B(M) packages 6.4.10 - Provisions for Type C packages 6.4.11 - Provisions for packages containing fissile material 6.4.12 - Test procedures and demonstration of compliance 6.4.13 - Testing the integrity of the containment system and shielding and evaluating criticality safety 6.4.14 - Target for drop tests 6.4.15 - Test for demonstrating ability to withstand normal conditions of transport 6.4.16 - Additional tests for Type A packages designed for liquids and gases 6.4.17 - Tests for demonstrating ability to withstand accident conditions of transport 6.4.18 - Enhanced water immersion test for Type B(U) and Type B(M) packages containing more than 105 A2 and Type C Packages 6.4.19 - Water leakage test for packages containing fissile material 6.4.20 - Tests for Type C packages 6.4.21 - Test for packagings designed to contain uranium hexafluoride 6.4.22 - Approvals for package designs and materials 6.4.23 - Applications for approval and approvals for radioactive material transport 6.4 24 - Transitional measures for class 7 Chapter 6.5 - Provisions for the constructions and testing of intermidiate bulk containers (IBC's) 6.5.1 - General provisions applicable to all types of IBC's 6.5.2 - Marking 6.5.3 - Specific provisions for IBC's 6.5.4 - Test provisions for IBC's Chapter 6.6 - Provisions for the construction and testing of large packagings 6.6.1 - General 6.6.2 - Code for designating types of large packagings 6.6.3 - Marketing 6.6.4 - Specific provisions for large packagings 6.6.5 - Test provisions for large packagings Chapter 6.7 - Provions for the design, construction, inspection and testing of portable tanks 6.7.1 - Application and general provisions 6.7.2 - Provisions for the design, construction, inspection and testing of portable tanks intended for the transport of substances of classes 3 to 9 6.7.3 - Provisions for the design, construction, inspection and testing of portable tanks intended for the transport of non-refrigerated liquefied gases of class 2 6.7.4 - Provions for the design, construction, inspection and testing of portable tanks intended for the transport of refrigerated liquefied gases of class 2 Chapter 6.8 - Provisions for road tank vehicles 6.8.1 - General 6.8.2 - Road tank vehicles for long international voyages for substances of classes 3 to 9 6.8.3 - Road tank vehicles for short international voyages Chapter 6.9 - Special provisions relating to tanks for the transport of solid substances (such as powdery or granlated substances) PART 7 - PROVISIONS CONCERNING TRANSPORT OPERATIONS

Chapter 7.1 - Stowage 7.1.1 - General provisions 7.1.2 - Stowage in relation to living quarters 7.1.3 - Stowage in relation to undeveloped films and plates, and mailbags 7.1.4 - Stowage in marine pollutants 7.1.5 - Stowage in relation to foodstuffs 7.1.6 - Stowage of solutions and mixtures 7.1.7 - Stowage and handling of goods of class 1 7.1.8 - Stowage of goods of class 2 7.1.9 - Stowage of goods of class 3 7.1.10 - Stowage of goods of classes 4.1, 4.2 and 4.3 7.1.11 - Stowage of goods of class 5.1 7.1.12 - Stowage of goods of class 5.2 7.1.13 - Stowage of goods of class 6.1 7.1.14 - Stowage of goods of class 7 7.1.15 - Stowage of goods of class 8 7.1.16 - Stowage of goods of class 9 Chapter 7.2 - Segregation 7.2.1 - General 7.2.2 - Segregation of packages 7.2.3 - Segregation of cargo transport units on board container ships illustrations of Segregation of cargo tranport units on board conatiners ships illustrations of Segregation of of cargo transport units on board hatchless container ships 7.2.4 - Segregation of cargo transport units on board roll-on/roll-off ships 7.2.5 - Segregation in shipborne barges and on board barge-carrying ships 7.2.6 - Segregation between bulk materials possessing chemical hazards and dangerous goods in packaged form 7.2.7 - Segregation of goods of class 1 7.2.8 - Segregation provisions for goods of class 4.1 and class 5.2 7.2.9 - Segregation for goods of class 7 Chapter 7.3 - Special provisions in the event of an incident and fire precautions involving dnagerous goods 7.3.1 - General 7.3.2 - General provisions in the event of incidents 7.3.3. - Special provisions for incidents involving infectious substances 7.3.4 - Special provisions for incidents involving radioactive material 7.3.5 - General fire precautions 7.3.6 - Special fire precautions for class 1 7.3.7 - Special fire precautions for class 2 7.3.8 - Special fire precautions for class 3 7.3.9 - Special fire precautions and fire fighting for class 7 Chapter 7.4 - Transport of cargo transport units on board ships 7.4.1 - Applicability 7.4.2 - General provisions for cargo transport units 7.4.3 - Cargo transport units transported under fumigation 7.4.4 - Stowage of cargo transport units in cargo spaces other than ro-ro cargo spaces 7.4.5 - Stowage of cargo transport units in ro-ro cargo spaces

7.4.6 - Transport of dangerous goods of class 1 in cargo transport units Chapter 7.5 - Packing of cargo transport units 7.5.1 - General provisions for cargo transport units 7.5.2 - Packing of cargo transport units 7.5.3 - Empty cargo transport units Chapter 7.6 - Transport of dangerous goods in Shipborne barges on barge-carrying ships 7.6.1 - Applicability 7.6.2 - Definations 7.6.3 - Permitted shipments 7.6.4 - Barge loading 7.6.5 - Stowage of shipbourne barges 7.6.6 - Ventilation and condensation 7.6.7 - Fire protection 7.6.8 - Transport of goods of class 1 in shipbourne barges Chaper 7.7 - Temperature control provisions 7.7.1 - Preamble 7.7.2 - General provisions 7.7.3 - Methods of temperature control 7.7.4 - Special provisions for self-reactive substances (class 4.1) and organic peroxides (class 5.2) 7.7.5 - Special provisions for vehiclies transported on ships 7.7.6 - Exemptions Chapter 7.8 - Transport of wastes 7.8.1 - Preamble 7.8.2 - Applicability 7.8.3 - Transboundary movementsunder the Basel Convention 7.8.4 - Classification of wastes Chaper 7.9 - Competent authority approval Volume 2 Part 1 - GENERAL PROVISION, DEFINATIONS AND TRAINING See Volume 1 Part 2 - CLASSIFICATION See Volume 1 Part 3 - DANGEROUS GOODS LIST AND LIMITED QUANTITIES EXCEPTIONS Chapter 3.1 - General 3.1.1 - Scope and general provisions 3.1.2 - Proper shipping names 3.1.3.- Mixtures and solutions containing one dangerous substance 3.1.4 - Segregation groups Chapter 3.2 - Dangerous Goods List

3.2.1. - Structure of the Dangerous Goods List 3.2.2 - Abbreviations and symbols Chapter 3.3 - Special provisions applicable to certain substances, materials or articles Chapter 3.4 - Limited quantities 3.4.1 - General 3.4.2 - Packing 3.4.3 - Stowage 3.4.4 - Segregation 3.4.5 - Marking and labelling 3.4.6 - Documentation 3.4.7 - Exemptions Chapter 3.5 - Transport schedules for class 7 - radioactive material 3.5.1 - Transport schedules 3.5.2 - Summary of approval and prior notification provisions for class 7 PART 4 - PACKING AND TANK PROVISIONS See volume 1 PART 5 - CONSIGNMENT PROCEDURES See volume 1 PART 6 - CONSTUCTION AND TESTING OF PACKAGINGS, INTERMEDIATE BULK CONTAINERS (IBC's), LARGE PACKAGINGS, PORTABLE TANKS AND ROAD TANK VEHICLES See volume 1 PART 7 - PROVISIONS CONCERNING TRANSPORT OPERATIONS See volume 1 PART 3 - DANGEROUS GOODS LIST AND LIMITED QUANTITIES EXCEPTIONS APPENDIX A - LIST OF GENERIC AND N.O.S. PROPER SHIPPING NAMES APPENDIX B - GLOSSART OF TERMS INDEX Certificate of Registry top Contains the type of Registry (Full or Simple) the date at which it expires also the vessels details (name of vessel - RSS number - port of registry - port letters & numbers - Gross tonnage - Net Tonnage - Overall length - Registered length - Breadth - Depth - Engine make and model Engine power - Date of entry into service) the name and address of the owners it is issued by the Registrar General of Shipping and Seamen, Cardiff It last for 5 Years U.K.Fishing Licence top

Lasts for 4 years with a periodical inspection at 2 years with a grace of 3 months either side of this. It's purpose is to make sure a vessels safety standards are upto the M.C.A. standards so that the vessel is fit to go to sea - The Surveyor (Usually a M.C.A. Captain) will check everything in the vessel including all lifesaving appliances - firefighting appliances - all pumping systems - all watertight doors and hatches and handles to make sure they operate - all radios - the condition of the hull as well as the superstructure - the stability of the vessel - wheelhouse visibility - all navigation lights and the ships whistle - freeing ports - your ability to prevent pollution when bunkering - all gas/bilge and fire sensors - all deck machinery including winches/power blocks and cranes - the surveyor will check the whole vessel and these are the main ones Pilot books (Sailing Directions) top The main purpose of a Pilot book is to show you the approaches to harbours letting you know where to get the information for making a safe passage into port using the folowing information; (1) The leading lights (2) The True course to steer to come into the harbour (3) Any dangers in the area while making your approach to the harbour (4) The type of shelter expected in the harbour (5) Any lights/marks in the approach (buoys) (6)The charts available for the harbour area (7) The standard port for the harbour (it could be a secondary port your going to) (8) The facilities available to you in the harbour Also the following; tides and tidal data Navigation Rules Boating Regulations Essential navigation using all aids to navigate Communications using all means availabe - VHF - MF - TELEX - DSC Seamanship - knots - splicing - rope types - boat handling Safety - Search and Recue procedures Weather - data and times of forecasts Distance tables - from port to port worldwide Conversion tables Nautical Almanac top Covers Navigation information about ports/harbours as well the following tides and tidal data Navigation Rules Boating Regulations Essential navigation using all aids to navigate Communications using all means availabe - VHF - MF - TELEX - DSC Seamanship - knots - splicing - rope types - boat handling Safety - Search and Recue procedures Weather - data and times of forecasts Distance tables - from port to port worldwide Conversion tables Fishermans Pilot Book (MGN 172) top The Fisherman's Pilot is made up of 5 volumes (there the same as a Pilot book - Sailing Directions) but also include the following:

(1) Lists of lights and Radio Signals (2) Tide Tables and Tidal Streams (3) Navigation Tables (4) Nautical Almanac (5) Summaries of relevant MGN's They're to be updated every year IMOSAR Manual top An aide to find personnel at sea in any conditions of visibility, also lets you know the length of time a person can survive in the sea which included wind chill M.S.N.'s top Merchant Shipping Notices are mostly concerned with what the law says you must do on your vessel or what you must have on your vessel M.G.N.'s top Marine Guidance Notes - Information on the guidance for your own personnel safety through dangers on the sea or in their vessels M.I.N's top Marine Information Notes - Information on Legal aspects of documents and items of law at sea and on ships Statutory Instruments top Any item here has to be passed by Parliment and any S.I. (Statutory Instrument) would now be Legal Admiralty List of lights and Fog Signals top The eleven volumes that make up the UKHO's series of Admiralty List of Lights and Fog Signals (NP74 - NP84) provide a complete and comprehensive listing of all lighthouses, lightships, lit floating marks (over 8m in height), fog signals and lights of navigational significance. Information contained within each publication focuses primarily on the characteristics of lights and fog signals, together with a detailed and comprehensive listing of equivalent foreign language light descriptions. Tables for the calculation of the geographical and luminous ranges of lights are also included. Details for all lights listed within each publication are tabulated to include: Identifying number. Location and or name. Geographical co-ordinates. Characteristics and intensity. Elevation in metres. Range in sea miles. Description of structure. The Admiralty List of Lights and Fog Signals offers global coverage as follows: List of Lights Volume A (NP74) - British Isles and North Coast of France. List of Lights Volume B (NP75) - Southern and Eastern Sides of the Northern Seas. List of Lights Volume C (NP76) - Baltic Sea. List of Lights Volume D (NP77) - Eastern Atlantic Ocean, Western Indian Ocean and Arabian Sea. List of Lights Volume E (NP78) - Mediterranean, Black Sea and Red Sea. List of Lights Volume F (NP79) - Bay of Bengal and Pacific Ocean. List of Lights Volume G (NP80) - Western Side of South Atlantic Ocean and East Pacific Ocean. List of Lights Volume H (NP81) - Northern and Eastern Coasts of Canada. List of Lights Volume J (NP82) - Western Side of North Atlantic Ocean.

List of Lights Volume K (NP83) - Indian Ocean and Pacific Ocean. List of Lights Volume L (NP84) - Northern Seas. New Editions of the Admiralty List of Lights and Fog Signals are published annually, with important changes to lights (including temporary ones) listed in Section V of Weekly Admiralty Notices to Mariners. Admiralty List of Radio Signals top Communications in the Global Maritime Distress and Safety System (GMDSS), satellite communications (INMARSAT), frequencies used for distress and safety communications, worldwide communications facilities, SafetyNET, NAVTEX, and SAR (search and rescue) Admiralty tidal stream Atlases top There are 17 Admiralty Tidal Stream Atlases, which show in diagrammatic form the major Tidal Streams for selected waters of NW Europe. Admiralty Tidal Stream Atlases: Show at a glance both direction and rate of tidal streams at hourly intervals by careful and accurate use of graded arrows Display mean neap and spring tidal rates in tenths of a knot Include diagram to assist you to calculate the tidal stream rates for your required day International Code of Signals top A manual containing the following: (1) Letter Flags (2) Substitues (3) Numeral Pennants (4) A Medical Section (5) Information on how to send a distress E.g. (N.C. or a black ball over a black square) Ships Captains Medical Guide top Provides complete information and advice for non-medical seafarers faced with injury or disease on board ship. The second edition has been completely revised and up-dated in the light of scientific progress and developments in seafaring. New features include chapters dealing with pregnancy and women's medical problems, advice on the medical care of castaways and rescued persons, guidance in obtaining external assistance in case of serious health problems at sea, and an alert to the diseases commonly found in fishermen. For easy reference, some 60 diseases and medical problems, ranging from abdominal pain to stroke and paralysis, have been selected and arranged in alphabetical order in a single chapter. The new edition also features medical advice for ships carrying toxic chemicals, including the first-aid treatment of poisoning, and a completely updated list of medicines and surgical supplies recommended for the ship's medicine chest. Personnel Survival at sea Booklet top A Safety manual that lets you know about dangers that faces seafarers everyday - lets you know how to look after yourself and your crew EmS (Emergency Schedule) top EMS stands for Emergency Schedule. They relate to the sea transport of dangerous goods under the International Maritime Dangerous Goods (IMDG) Code. They are allocated to Dangerous Goods in the Dangerous Goods List. UN 1263 PAINT flammable gets EMS 3-05 whether PG I, II or III You should not need to quote on documents as this is now a simple look up job, and only would need to be done by the ships Master if there are problems whilst at sea. MFAG (Medical First Aid Guide) top The IMO/WHO/ILO Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG) is supplementary to the ILO/IMO/WHO

International Medical Guide for Ships. The advice given refers to the substances, materials and articles covered by the IMDG Code and the materials covered by appendix B of the BC Code. This guide should be used in conjunction with the IMDG Code, BC Code and EmS. It is intended to provide advice necessary for diagnosis and treatment of chemical poisoning. This edition takes into account all amendments up to and including Amendment 27-94 to the IMDG Code. U.N. Numbers (United Nations) top United Nations (UN) Numbers are four-digit numbers used world-wide in international commerce and transportation to identify hazardous chemicals or classes of hazardous materials. These numbers generally range between 0000 and 3500 and are ideally preceded by the letters "UN" (for example, "UN1005") to avoid confusion with other number codes. UN numbers are required for the shipment of hazardous materials UN numbers are assigned by a committee of the United Nations, the Economic and Social Council (ECOSOC) Committee of Experts (COE) on the Transport of Dangerous Goods which issues "Recommendations on the Transport of Dangerous Goods" (also called "the Orange Book"). The UN Recommendations on the Transport of Dangerous Goods addresses the following areas: A list of the most commonly carried dangerous goods, their identification and their classification. Consignment procedures such as labelling, marking, and transport documents. Standards for packaging, test procedures, and certification. Standards for multimodal tank-containers, test procedures and certification. Dangerous Goods Manifest top Is a document that is used when carrying dangerous goods on the vessel, the following fields has to be used; Information on the Product The weight of the product The Packaging size The vehicle stowage Plan Any other characterisics that the dangerous cargo has Contact number in case something happens with the cargo Hazard data Sheet top A Document from the UN that has all the Chemical Safety information thats possible to be carried on a vessel; it listed all the potential hazards that the chemical has Control of pollution by noxious stubstances in bulk regulations top A Statutory Instrument that gives you information on the following; loading unloading washing holds in harbour and in special areas Catogeries of Noxious substances Cargo Record Manual Procedures and Arrangement Manual Pumping arrangements Equipment and arrangements Survey requirements Issue of INLS Certificate Maintainence of condition after survey

Prohibition on uncertified carriage Penalties Certificate of fitness for the carriage of dangerous chemicals in bulk top SECTION A ALL SHIPS - On the occasion of every port call will submit : (a) Within 24 hours of arrival : A completed Marine Department's Shipping Report - General Declaration Arrival Form (Form MO 618) signed by the shipmaster or his agent. (b) On applying for a Port Clearance Permit : A completed Marine Department's Shipping Report - General Declaration Departure Form (Form MO 618) signed by the shipmaster or his agent. SECTION B ALL SHIPS MUST PRODUCE THE DOCUMENTS LISTED IN SECTION B The Certificate of Registry International Tonnage Certificate issued pursuant to the IMO Convention 1969, if any, or National Tonnage Certificate for ships less than 24 metres in length. International Loadline Certificate or International Loadline Exemption Certificate Deratting or Deratting Exemption Certificate International Oil Pollution Prevention Certificate (IOPPC) or in the case of a Hong Kong Registered Vessel, a Hong Kong Oil Pollution Prevention Certificate. (For every oil tanker of 150 GT and above and every other ship of 400 GT and above) SECTION C PASSENGER SHIPS In addition to the documents listed in A and B above the agent of every passenger ship must submit the following : Passenger Ship Safety Certificate Document of Compliance and Safety Management Certificate (DOC & SMC) issued pursuant to International Safety Management (ISM) Code (also applied for Passenger carrying high speed craft, regardless of GRT, except the Passenger carrying high speed craft of the Mainland China which will be required to submit DOC and SMC with effect from 1 Jan 1999) Any Exemption Certificate that is in force SECTION D CARGO SHIPS In addition to the documents listed in section A and B above the agent of every cargo ship must submit : Cargo Ship Safety Construction Certificate Cargo Ship Safety Equipment Certificate Cargo Ship Radiotelegraphy Certificate or Cargo Ship Radiotelephony Certificate Document of Compliance and Safety Management Certificate issued pursant to the ISM Code. (Only applied for bulk carrier and cargo carrying high speed craft of 500 GRT and over) Any Exemption Certificate that is in force SECTION E OIL TANKERS, CHEMICAL TANKERS and GAS TANKERS

Document of Compliance and Safety Management Certificate issued pursant to the ISM Code In addition to the documents listed in section A and B above, ships carrying : (a) Noxious Liquid Substance(s) listed in Marpol Annex II : International Pollution Prevention Certificate for the carriage of Noxious Liquid Substances in Bulk or Hong Kong Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (b) Chemicals in bulk, in a ship which was : (i) constructed before 1 July 1986 : Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk (ii) constructed on or after 1 July 1986 : International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk (c) Liquefied gas in bulk constructed on or after 1 July 1986 : International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk (d) Bulk cargo of more than 2,000 tons of persistent oil: A certificate of Insurance or Other Financial Security in respect of Civil Liability for Oil Pollution Damage. International Pollution Prevention Certificate for the carriage of noxious substances in bulk top Statutory Instrument 1987 No. 551 The Regulations apply to ships carrying noxious liquid substances in bulk. They apply to United Kingdom ships wherever they may be and to other ships when they are in United Kingdom waters. Noxious liquid substances are divided into four categories, A, B, C and D, in accordance with the severity of the hazard which they present to human health and the marine environment, Category A presenting the worst hazard and Category D the least. Discharges into the sea of noxious liquid substances or mixtures containing them are prohibited; and discharges into the sea of liquid wastes containing residues of such substances are strictly controlled (Regulations 3, 5, 6, 11, 12 and 13). The worse the hazard which the category of substances presents, the stricter are the controls. Controls are also more stringent in two special areas, namely the Black Sea and the Baltic Sea. The Regulations also prohibit (regulation 14) the discharge of liquid substances which, though not identified as noxious, have not been evaluated and found to be harmless to the marine environment, except with written permission from the government of the state or states concerned. The Regulations require ships to follow specified procedures when washing cargo tanks (regulations 4 and 8 to 10). The procedures depend on the category of substance carried and on whether or not unloading takes place in a special area. Certain oil-like substances are allowed to be carried and their residues discharged in accordance with the Merchant Shipping (Prevention of Oil Pollution) Regulations 1983 instead of in accordance with these Regulations, provided (a) that the ship meets extra stability requirements and (b) that its International Prevention of Oil Pollution Certificate is endorsed to indicate the ship's conformity with relevant requirements of these Regulations (regulation 18).

All ships are required to carry a Procedures and Arrangements Manual complying with the Standards for Procedures and Arrangements adopted by the MEPC (regulation 19), and to be provided with the equipment and arrangements specified in that manual (regulation 22). They are also required to carry a Cargo Record Book in which operations involving cargoes of noxious liquid substances have to be recorded (regulation 20). Every tank designated to carry a Category B or C substance is required to have a pumping system capable of emptying the tank so that the residues remaining after unloading is complete do not exceed, in the case of a new ship, 0.1m3 for a Category B and 0.3m3 for a Category C substance and, in the case of an existing ship, 0.3m3 for a Category B and 0.9m3 for a Category C substance (regulation 21). Ships are required to be surveyed for the purposes of the regulations, to carry an International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk and to be maintained in accordance with that certificate (regulations 2325). Carriage of noxious or unassessed liquid substances in bulk is prohibited except where the ship has the appropriate certificate (regulation 28). Penalties are prescribed for breaches of the regulations and provision is made for ships to be detained where a breach occurs (regulations 29 and 30). MARPOL (Maritime - Pollution = MAR-POL) top International Convention for the Prevention of Pollution from Ships - it has 20 articles and 6 Annexes, the annexes are as follows; Annex Subject I Oil II Noxious Liquid Carried in Bulk III Harmful Substances Carried in Packaged form IV Sewage from Ships V Garbage from Ships VI Air Emmisions Dangerous goods packing Certificate top Statutory Instrument 1997 2367 which gives you the following information; Proper shipping name including chemical name of marine pollutant Class division - if class 1 - state compatability group UN number Limited Quantity Subsidiary risk Schedule No. - if class 7 goods Packing group Flashpoint if less or equal to 61 degrees celcius Number and king of packages Gross Quantity (nett weight) Marine pollutant E.M.S. No. Signed by the master of the vessel MSN 1741 Reporting requirements for ships carrying dangerous or pollutant goods top This notice provides information on how the operators of ships carrying dangerous or polluting goods should comply with new statutory reporting requirements.

The scope of the notification requirements for ships departing from a UK port, or bound for a UK port from a port outside the UK, is slightly wider than before (Schedule 1). The method of making these reports has changed. There are changes to the check list that masters must complete on approaching a UK port (Schedule 2). PSO/1 Dangerous Goods at sea documentation top The following information is always required on dangerous goods shipping documentation It must be in this order; 1 Proper Shipping Name 2 Class (and division where applicable) 3 United Nations Number (U.N. No) 4 Packaging Group (PG)* 5 Number and kind of packages 6 Total quanity of dangerous goods 7 Declaration signed on behalf of the shipper *Required by Amendment 27 from 1st January 1995 See section 9 of the General instruction to the IMDG Code, ICHCA safety briefing pamphlet number 3 and the SITPRO/FTA guide to completitionof the SITPRO dangerous goods note for further information References to IMDG Code page numbers should NEVER appear on documentation (Check merchant shipping notice M1360) Further information is SOMETIMES required on the documents depending on the nature of the dangerous goods concerned. Special information for goods in classes 1,6.2 and 7 for certain 1 substances in class 4.1 and 5.2 and for cargo transport units under fumigation* Special reference to empty uncleaned packaging, portable tanks, 2 bulk packaging and waste dangerous goods 3 Minimum flashpoint if 61 degrees or below Subsidiary hazards not communicated in the Proper Shipping 4 Name 5 The words "MARINE POLLUTANT" if applicable 6 The words "LIMITED QUANTITY" if applicable Other information deemed necessary by national authorites 7 (none at present in the UK) Required by Ammendment 27 from 1st January 1995 IN CERTAIN CIRCUMSTANCES SPECIAL CERTIFICATES ARE REQUIRED 1 2 3 4 Container Packing Certificate Vehicle Delaration Weathering Certificate Exemption Certificate Included on SITPRO DG note but can be seperate documents

Classification etc Certificate for certain substances in classes 4.1 and 5.2

Fishing Safety Digest top Safety Digests are collections of one or two page summaries of marine incidents I.S.M.Code (also M.G.N. 40) (International Safety Management) top The purpose of the I.S.M. Code is to make ships safer and keep the seas clean, there is a safety officer who is responsible for informing the master of the vessel of any potential dangers on the vessel who then informs the D.P. ashore - the D.P. informs the top managment of the dangers and he should tell the D.P. to inform the master to get the danger reduced and not to worry about the cost of any repairs B.C. Code (Bulk Carrier) top This is a guide on the standards to be applied in the safe stowage and shipment of solid bulk cargoes (excluding grain). Its aim is to highlight the dangers associated with the shipment of certain types of bulk cargoes, listing cargoes which may liquefy and those which possess chemical hazards and providing advice on their properties and handling. Also included are revised test procedures for determining various characteristics of bulk cargo materials, emergency schedules, and safety precautions for entering enclosed spaces. International Code for the Safe carriage of Grain in Bulk top This manual gives information on how grain should be loaded and stowed, what can be classed as grain, dangers with taking grain onboard, how loading grain can affect the ships stability, FSE, oxygen deficience, fumigation, information required from the shipper, stowage factors, trimming procedures, and moisture content and limits Blu Code top Code of Practice for the Safe Loading and Unloading of Bulk Carriers as set out in the annex consisting of; Section 1 - Definations Section 2 - Suitability of ships and terminals Section 3 - Procedures between ship and shore prior to the ships arrival Section 4 - Procedures between ship and terminal prior to cargo handling Section 5 - Cargo loading and handling of ballast Section 6 - Unloading cargo and handling of ballast Appendix 1 to 5 General Rigging Plan top The rigging plan includes the installation or attachment method and the selection of safe working loads for rigging components. The rigging plan must identify the following: (1) Lifting Requirements (2) Securing and Attachment Requirements (3) Manufacturer and Weight Testing Requirements (Lifting Straps, Padeyes, Wire) L.O.L.A.R (Lifting Operations and Lifting Equipment Regulations) S.I. 1998 No. 2307 top Strength and stability 1 . Every employer shall ensure that (a) lifting equipment is of adequate strength and stability for each load, having regard in particular to the stress induced at its mounting or fixing point; (b) every part of a load and anything attached to it and used in lifting it is of adequate strength.

Marking of lifting equipment 1 . Every employer shall ensure that (a) subject to sub-paragraph (b), machinery and accessories for lifting loads are clearly marked to indicate their safe working loads; (b) where the safe working load of machinery for lifting loads depends on its configuration (i) the machinery is clearly marked to indicate its safe working load for each configuration; or (ii) information which clearly indicates its safe working load for each configuration is kept with the machinery; (c) accessories for lifting are also marked in such a way that it is possible to identify the characteristics necessary for their safe use; (d) lifting equipment which is designed for lifting persons is appropriately and clearly marked to this effect; and (e) lifting equipment which is not designed for lifting persons but which might be so used in error is appropriately and clearly marked to the effect that it is not designed for lifting persons. Organisation of lifting operations 1 . - (1) Every employer shall ensure that every lifting operation involving lifting equipment is (a) properly planned by a competent person; (b) appropriately supervised; and (c) carried out in a safe manner. (2) In this regulation "lifting operation" means an operation concerned with the lifting or lowering of a load. Thorough examination and inspection 1 . - (1) Every employer shall ensure that before lifting equipment is put into service for the first time by him it is thoroughly examined for any defect unless either (a) the lifting equipment has not been used before; and (b) in the case of lifting equipment for which an EC declaration of conformity could or (in the case of a declaration under the Lifts Regulations 1997) should have been drawn up, the employer has received such declaration made not more than 12 months before the lifting equipment is put into service; or, if obtained from the undertaking of another person, it is accompanied by physical evidence referred to in paragraph (4). (2) Every employer shall ensure that, where the safety of lifting equipment depends on the installation conditions, it is thoroughly examined (a) after installation and before being put into service for the first time; and (b) after assembly and before being put into service at a new site or in a new location, to ensure that it has been installed correctly and is safe to operate. (3) Every employer shall ensure that lifting equipment which is exposed to conditions causing deterioration which is liable to result in dangerous situations is (a) thoroughly examined (i) in the case of lifting equipment for lifting persons or an accessory for lifting, at least every 6 months; (ii) in the case of other lifting equipment, at least every 12 months; or (iii) in either case, in accordance with an examination scheme; and (iv) each time that exceptional circumstances which are liable to jeopardise the safety of the lifting equipment have occurred; and (b) if appropriate for the purpose, is inspected by a competent person at suitable intervals between thorough examinations, to ensure that health and safety conditions are maintained and that any deterioration can be detected and remedied in good time. Container Certificate

top A certificate that lets you know that the container if fit and clean to carry the intended cargo and that it has the labels/markings for any dangerous cargos such as Solid carbon dioxide (Dry Ice) which should always be ventilated before entering it S.O.P.E.P. (Shipboard Oil Pollution Emergency Plans) top Every oil tanker at least 150 GRT and all ships over 400 GRT must carry an approved oil pollution plan must carry on board a contingency plan for the procedures to be followed in the event of a spill or a probable spill including procedures for notifying the coastal state in whose waters the spill occurs. This plan is called a Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances. S.M.P.E.P. (Shipboard Marine Pollution Emergency Plan) top Every oil tanker at least 150 GRT and all ships over 400 GRT must carry an approved oil pollution plan must carry on board a contingency plan for the procedures to be followed in the event of a spill or a probable spill including procedures for notifying the coastal state in whose waters the spill occurs. This plan is called a Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances. if carrying a noxious liquid substance (NLS) in bulk the ship must carry both the S.O.P.E.P. and the S.M.P.E.P. Nories Nautical Tables top A set of Mathematical Tables containing correction tables for the Sun, Stars and the Moon Ship Structure Access Manual top Contains all information to access to each space in the cargo area (Plans of all access points into the cargo holds) it also lets you know the thickness of all metals of structure areas and where the weak-points are Cargo Stowage and Securing manual top Gives you information about forces that will affect a cargo due to the stresses from the ship rolling in a seaway, it covers any cargo but it stress that cargos on the open deck suffer more stresses due to weather and seas pushing onto is; as in the case of containers on deck or timber carried on the top deck Code of Safe Practice for the Carriage of Cargoes by Offshore Supply Vessels (OSV Code) top This document is to minimise any potential hazards which affects offshore supply vessels in their daily operation of carrying cargoes and persons from and between offshore installations. This standard should be considered when implementing a SAFETY MANAGEMENT SYSTEM (SMS) within the meaning of 1.4 of the I.M.O. International Safety Management (I.S.M. Code)

Statutory Instrument 1999 No. 336 The Merchant Shipping (Carriage of Cargoes) Regulations 1999 Crown Copyright 1999 Statutory Instruments printed from this website are printed under the superintendence and authority of the Controller of HMSO being the Queen's Printer of Acts of Parliament. The legislation contained on this web site is subject to Crown Copyright protection. It may be reproduced free of charge provided that it is reproduced accurately and that the source and copyright status of the material is made evident to users. It should be noted that the right to reproduce the text of Statutory Instruments does not extend to the Queen's Printer imprints which should be removed from any copies of the Statutory Instrument which are issued or made available to the public. This includes reproduction of the Statutory Instrument on the Internet and on intranet sites. The Royal Arms may be reproduced only where they are an integral part of the original document. The text of this Internet version of the Statutory Instrument which is published by the Queen's Printer of Acts of Parliament has been prepared to reflect the text as it was Made. A print version is also available and is published by The Stationery Office Limited as the The Merchant Shipping (Carriage of Cargoes) Regulations 1999 , ISBN 0 11 080472 4. The print version may be purchased by clicking here. Braille copies of this Statutory Instrument can also be purchased at the same price as the print edition by contacting TSO Customer Services on 0870 600 5522 or email:customer.services@tso.co.uk. Further information about the publication of legislation on this website can be found by referring to the Frequently Asked Questions. To ensure fast access over slow connections, large documents have been segmented into "chunks". Where you see a "continue" button at the bottom of the page of text, this indicates that there is another chunk of text available. STATUTORY INSTRUMENTS 1999 No. 336 MERCHANT SHIPPING SAFETY The Merchant Shipping (Carriage of Cargoes) Regulations 1999 Made 9th February 1999 Laid before Parliament 19th February 1999 Coming into force 15th March 1999

ARRANGEMENT OF REGULATIONS PART I GENERAL 1. Citation, commencement and revocation

2. Interpretation 3. Application PART II GENERAL PROVISIONS 4. Cargo information 5. Carriage of documentation 6. Stowage and securing 7. Oxygen analysis and gas detection equipment 8. The use of pesticides in ships PART III SPECIAL PROVISIONS FOR BULK CARGOES OTHER THAN GRAIN 9. Acceptability for loading 10. Loading, unloading and stowage of bulk cargo PART IV REQUIREMENTS FOR CARGO SHIPS CARRYING GRAIN 11. International Grain Code PART V ENFORCEMENT 12. Power to detain 13. Penalties and defences 14. Offences due to the fault of another person 15. Equivalents and exemptions

The Secretary of State for the Environment, Transport and the Regions, after consulting the persons referred to in section 86(4) of the Merchant Shipping Act 1995[1], in exercise of the powers conferred by section 85(1)(a) and (b), (3) and (5) to (7) and section 86(1) of that Act, and of all other powers enabling him in that behalf, hereby makes the following Regulations:

PART I General Citation, commencement and revocation 1. - (1) These Regulations may be cited as the Merchant Shipping (Carriage of Cargoes) Regulations 1999 and shall come into force on 15th March 1999. (2) The Merchant Shipping (Carriage of Cargoes) Regulations 1997[2] and the Merchant Shipping (Carriage of Cargoes) (Amendment) Regulations 1997[3] are hereby revoked. Interpretation 2. - (1) In these Regulations except where the context requires otherwise: "Administration", in relation to United Kingdom ships, means the Secretary of State; "appropriate cargo information" means information relevant to the cargo and its stowage and securing, which should specify in particular the precautions necessary for the safe carriage of that cargo by sea; "bulk cargo" means cargo carried in bulk; "cargo" means any cargo which, owing to its particular hazard to ships or persons on board, may require special precautions, with the exception of liquids carried in bulk and gases carried in bulk; "Cargo Securing Manual" means a manual drawn up to the standard contained in the Maritime Safety Committee Circular of the Organisation, MSC/Circ. 745, dated 13th June 1996, and approved, in the case of United Kingdom ships by the Secretary of State, or in the case of other ships by or on behalf of the flag state; "cargo ship" means a ship which is not a passenger ship, troop ship, pleasure vessel or fishing vessel; "cargo hold" or "cargo space" means any hold or space in the ship appropriated for the carriage of cargo; "cargo unit" includes a cargo transport unit and means wheeled cargo, vehicle, container, flat, pallet, portable tank, packaged unit, or any other cargo, and loading equipment, or any part thereof, which belongs to the ship and which is not fixed to the ship; "cargoes which may liquefy" means cargoes which are subject to moisture migration and subsequent liquefaction if shipped with a moisture content in excess of the transportable moisture limit; "Certifying Authority" means the Secretary of State or any other person or organization authorised by the Secretary of State; "container" means an article of transport equipment as defined in the International Convention for Safe Containers, (CSC 1972), published by the Organisation; "Department" means the Department of the Environment, Transport and the Regions;

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Prepared 23 February 1999