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ASSEMBL Y

FIFTH EXTRAORDINARY SESSION


16 - 18 October 1974
and
NINTH SESSION
3 - 14 November 1975

RESOLUTIONS
AND

OTHER DECISIONS

(RESOLUTIONS 315 - 370)


CONTENTS

5th EXTRAORDINARY SESSION

Page
AGENDA OF THE FIFTH EXTRAORDINARY SESSION OF THE ASSEMBLY 8

RESOLUTIONS:

Number Title Date adopted Agenda


1974 item
A.315( ES.V) Amend ments to the IMCO Convention 17 October 4 9
A.316(ES.V) Wider Representation in the Council 18 October 4 11
A.317(ES.V) Establishment of an Ad Hoc Working 18 October 5 12
Group

OTHER DECISIONS

Adoption of the agenda 16 October 1 13


Election of Vice-President 16 October 13

Appointment of the Credentials 16 October 2 13


Committee

Attendance of Observers 17 October 13

9th SESSION

Page
AGENDA OF THE NINTH SESSION OF THE ASSEMBLY 14

RESOLUTIONS:

Number Title Date adopted Agenda


1975 item
A.318( IX) Adoption of the Reports of the 12 November 7(a) 16
Maritime Safety Committee

A.319( I X) Amendment to the International Con- 12 November 7(b) 17


vention on Load Lines, 1966

A.320(IX) Regulation Equivalent to Regulation 27 12 November 7(c) 20


of the International Convention on
Load Lines, 1966

A.321 (I X) Procedures for the Control of Ships 12 November 7(c) 26

A.322(IX) The Conduct of Investigations into 12 November 7(c) 30


Casualties

3
Contents

Number Title Date adopted Agenda Page


1975 item

A.323(IX) Recommendation to Ensure Uniform 12 November 7(c) 31


Treatment of Ships Designed for
the Carriage of Vehicles Involved in
the International Road Transport of
Goods

A. 324( IX) Recommendation on Position of 12 November 7(c) 34


Collision Bulkheads in Cargo Ships

A.325(IX) Recommendation Concerning Regula- 12 November 7(c) 36


tions for Machinery and Electrical
Installations in Passengerand Cargo
Ships
A.326(IX) Amendments to the Draft Regulations 12 November 7(c) 64
Concerning Fire Safety Measures for
Tankers and Combination Carriers
annexed to Resolution A.271(VIII)
A.327(1 X) Recommendation Concerning Fire 12 November 7(c) 67
Safety Requirements for Cargo Ships
A.328(IX) Code for the Construction and Equip- 12 November 7(c) 90
ment of Ships Carrying Liquefied
Gases in Bulk
A.329( IX) Recommendations Concerning Ships 12 November 7(c) 191
not covered by the Code for the Con-
struction and Equipment of Ships
Carrying Liquefied Gases in Bulk
(Resolution A.328( I X))

A. 330(1X) Amendment to the Recommendation 12 November 7(c) 192


on Safe Access to and Working in
Large Tanks (Resolution A.272(VIII),
Annex I) to Include Large Water
Ballast Tanks
A.331(IX) Recommendation on Longitudinal 12 November 7(c) 193
Rubbing Bands
A.332(IX) Recommendation on Arrangements 12 November 7(c) 194
for Embarking and Disembarking
Pilots in Very Large Ships
A.333( I X) Recommendation on the Conditions 12 November 7(c) 195
for the Approval of Servicing Stations
for Inflatable Liferafts
A. 334( I X) Recommendation on Operational 12 November 7 (c) 197
Standards for Radiotelephone Trans-
mitters and Receivers

A.335(IX) Recommendations Related to 12 November 7(c) 203


Chapter IV of the International Conven-
tion for the Safety of Life at Sea

4
Contents

Number Title Date adopted Agenda Page


1975 item

A. 336( I X) Recommendation on the Carriage of 12 November 7(c) 207


VHF Radiotelephone Stations

A.337(IX) Recommendation on Principles and 12 November 7(c) 208


Operational Guidance for Deck Officers
in Charge of a Watch in Port

A.338(IX) Routeing Systems 12 November 7(c) 211

A.339( IX) Recommendation on Navigation 12 November 7(c) 226


Through the Entrances to the Baltic
Sea

A.340(IX) Recommendation on Establishment of 12 November 7(c) 228


Fairways Through Off-Shore Explora-
tion Areas

A.341(IX) Recommendation on Dissemination of 12 November 7(c) 231


Information, Charting and Manning of
Drilling Rigs, Production Platforms and
Other Similar Structures

A.342( I X) Recommendation on Performance 12 November 7(c) 233


Standards for Automatic Pilots

A.343( I X) Recommendation on Methods of 12 November 7(c) 235


Measuring Noise Levels at Listening
Posts
A.344(IX) Recommendation on Search and Rescue 12 November 7(c) 237
Signals between Aircraft and Ships
A. 345( I X) Recommendation on Marking and 12 November 7(c) 239
Labelling of Dangerous Goods
A.346( IX) Approval of the Reports of the Marine 12 November 8 240
Environment Protection Committee

A. 347 ( IX) Entry into Force of the 1969 Amend- 12 November 8 241
ments to the International Convention
for the Prevention of Pollution of the
Sea by 0 ii, 1954 and of the Interna-
tional Convention for the Prevention
of Pollution from Ships, 1973

A.348( I X) Provision of Reception Facil ities for 12 November 8 242


Oil Residues and Wastes under the Inter-
national Convention for the Prevention
of Pollution from Ships, 1973

A.349(IX) Technical Assistance in the Field of 12 November 8 243


Marine Pollution
A.350( I X) International Convention for the 12 November 12(a) 244
Safety of Life at Sea, 1974

5
Contents

Number Title Date adopted Agenda Page


1975 item
A,351 (I X) Use of Metric Units in the SI System 12 November 7(a) 245
in the International Convention for
the Safety of Life at Sea, 1974, and
Other Futu re Instru ments

A,352(IX) Acceptance of the 1974 Amendments 12 November 3 246


to the IMCO Convention

A,353( I X) Co-operation between IMCO and the 13 November 20 247


I LO on the Subject of Sub-Standard
Ships

A,354( IX) Progressive Use of Spanish as a 13 November 19 249


Working Language of the Organization
A,355( I X) Appointment of the External Auditor 13 November 26 249

A,356( I X) Appl ication of Article 42 of the IMCO 14 November 4 250


Convention
A,357( IX) Amendment to Article VII of the 14 November 9(b) 251
Convention on FaciIitation of Inter-
national Maritime Traffic, 1965

A,358( I X) Amend ments to the IMCO Convention 14 November 10(a) 252


A,359(IX) Establishment of an Ad Hoc Working 14 November 10(a) 261
Group
A,360( I X) Institutional ization of the Committee 14 November 10(a) 262
on Technical Co-operation
A,361(IX) Interpretation of the IMCO Conven- 14 November 10(b) 263
tion Concerning Voting Rights in the
Maritime Safety Committee

A,362( IX) Headquarters Facil ities and Accommo- 14 November 13 264


dation

A,363(IX) Working Capital Fund 14 November 14 265

A,364( IX) Amendment to Financial Regulations 14 November 14 266


A,365( I X) Presentation of Accou nts and Aud it 14 November 15 267
Report

A,366(IX) Supplementary Estimates, 1975 14 November 16 268

A,367(IX) Long-Term Work Programme of the 14 November 17 269


Organization (1978-1982)

A,368( IX) Currency of the IMCO Budget 14 November 18 270

A,369( IX) Work Programme and Budget for the 14 November 19 271
Ninth Financial Period 1976/77
A,370(1 X) Relations with Non-Governmental 14 November 22 274
International Organizations

6
Contents

OTHER DECISIONS:

Title Date adopted Agenda Page


1975 item
Adoption of the agenda 4 November 1 276

Election of President and Vice- 4 November 2 276


Presidents

Appointment of the Credentials 4 November 5 276


Committee

Appointment of Additional Com- 4 November 6 276


m ittees

Approval of the Report of Council 5 November 11 276

Conference on the Establ ishment of 12 November 12(c) 277


an International Maritime Satellite
System

Election of Members of Council 12 November 24 277


Election of Members of the IMCO 13 November 25 277
Staff Pension Committee

Determination of the Date and Place 13 November 28 277


of the Tenth Regular Session of the
Assembly

Establ ishment by Member States of 13 November 29 277


Permanent Missions to IMCO

Approval of the Reports of the I_egal 14 November 9(a) 278


Committee of IMCO

Approval of the Reports of the 14 November 9(b) 278


Facilitation Committee

Approval of the Reports of the Com- 14 November 9(c) 278


mittee on Technical Co-operation

International Legal Conference on 14 November 12(b) 278


Carriage of Passengersand Their
Luggage on Board Ships, 1974

Supplementary Estimates 14 November 16 278

Relations with the United Nations 14 November 20 279


and the Special ized Agencies

Relations with Inter-Governmental 14 November 21 279


Organizatlons

Relations with Non-Governmental 14 November 22 279


Organizations

Inclusion of Chinese as an official 14 November 19 279


language of the Organization

STATUS OF THE CONVENTION ON THE INTER-GOVERNMENTAL MARITIME 280


CONSULTATIVE ORGANIZATION AS AT 14 NOVEMBER 1975

7
Agenda (ES.V)

AGENDA OF THE FIFTH EXTRAORDINARY SESSION

OF THE ASSEMBLY

Opening of the session

1. Adoption of the agenda

2. Establishment of the Credentials Committee

3. Status of the IMCO Convention (IMCO Membership)

4. Consideration of the recommendations of the Ad Hoc Working Group established by


Resolution A.314(VIII)

5. Consideration of proposals submitted by the Government of France for amending the


Convention on the Inter-Governmental Maritime Consultative Organization

6. Any other business:


- Communications from a Member State

8
Res. A.315( ES.V)

RESOLUTIONS

RESOLUTION A.315 (ES.V)

Adopted on 17 October 1974


Agenda item 4

AMENDMENTS TO THE IMCO CONVENTION

THE ASSEMBLY,

RECALLING Resolution A.69(ES.II) by which it adopted amendments to the IMCO


Convention increasing the membership of the Council and Resolution A.70(IV) by which
amendments were adopted to the IMCO Convention to increase the number of members in the
Maritime Safety Committee and to modify the method of their election,

NOTING AND WELCOMING the increase in the membership of the Organization since
these amendments were adopted,

RECOGNIZI NG the need to ensure at all times that the principal organs of the
Organization are representative of the total membership of the Organization and ensure equit-
able geographic representation of Member States on the Council,

RECALLING its Resolution A.314(VIII) by which it decided to convene an Ad Hoc


Working Group to study proposed amendments to the IMCO Convention concerning the size
and composition of the Council and the Maritime Safety Committee and any consequential
related amendments,

HAVING CONSIDERED the Report of the Ad Hoc Working Group, including the
Working Group's recommendations on proposed amendments to the IMCO Convention,

HA VI NG ADOPTED at the fifth extraordinary session of the Assembly held in London


from 16 to 18 October 1974, amendments, the texts of which are contained in the Annex to
this Resolution, to Articles 10, 16, 17, 18, 20, 28, 31 and 32 of the Convention on the
Inter-Governmental Maritime Consultative Organization,

HAVING DETERMINED, in accordance with the provisions of Article 52 of the Conven-


tion, that these amendments are of such a nature that any Member which hereafter declares
that it does not accept the amendments and which does not accept the amendments within a
period of twelve months after the amendments come into force shall, upon the expiration of
this period, cease to be a Party to the Convention,

REQU ESTS the Secretary-General of the Organization to deposit the adopted amend-
ments with the Secretary-General of the United Nations in accordance with Article 53 of
the IMCO Convention and to receive declarations and instru ments of acceptance as provided
for in Article 54,

INVITES the Member Governments to accept each amendment at the earliest possible
date after receiving a copy thereof from the Secretary-General of the United Nations by
communicating the appropriate instrument of acceptance to the Secretary-General.

9
Res. A.315(ES.V)

ANNEX

AMENDMENTS TO THE CONVENTION ON THE INTER-GOVERNMENTAL


MARITIME CONSULTATIVE ORGANIZATION

Article 10

The existing text is replaced by the following:

An Associate Member shall have the rights and obligations of a Member under the
Convention except that it shall not have the right to vote or be el igible for membership
on the Council and subject to this the word "Member" in the Convention shall be
deemed to include Associate Member unless the context otherwise requires.

Article 16

The existing text of paragraph (d) is replaced by the following:

(d) To elect the Members to be represented on the Council as provided in Article 17.

Article 17

The existing text is replaced by the following:

The Council shall be composed of twenty-four Members elected by the Assembly.

Article 18

The existing text is replaced by the following:

In electing the Members of the Council, the Assembly shall observe the following
criteria:

(a) Six shall be States with the largest interest in providing international shipping
services;
(b) Six shall be other States with the largest interest in international seaborne trade;
(c) Twelve shall be States not elected under (a) or (b) above, which have special
interests in maritime transport or navigation, and whose election to the Council
will ensure the representation of all major geographic areas of the world.

Article 20

The existing t(Jxt is replaced by the following:


(a) The Council shall elect its Chairman and adopt its own Rules of Procedure except
as otherwise provided in the Convention.
(b) Sixteen Members of the Council shaH constitute a quorum.
(c) The Council shall meet upon one month's notice as often as may be necessary for
the efficient discharge of its duties upon the summons of its Chairman or upon
request by not less than four of its Members. It shall meet at such places as may be
conven ient.

10
Res. A.315( ES.V)
Res. A.316( ES.V)
Article 28

The existing text is replaced by the following:


The Maritime Safety Committee shall consist of all the Members.

Article 31

The existing text is replaced by the following:


The Maritime Safety Committee shall meet at least once a year. It shall elect its
officers once a year and shall adopt its own Rules of Procedure.

Article 32

This Article is deleted.


Articles 33 through 63 are renumbered accordingly.

RESOLUTION A.316(ES.V)

Adopted on 18 October 1974


Agenda item 4

WIDER REPRESENTATION IN THE COUNCIL

THE ASSEMBLY,

RECALLING Resolution A.315(ES.V) adopted unanimously by the fifth extraordinary


session of the Assembly of the Organization regarding the increase of the membership and
composition of the Council and the opening of the Maritime Safety Committee to all
Members,

NOTING FURTHER that a high number of the Members of the Organization is con-
stituted by developing countries and that such fact has not so far been reflected in the
composition of the governing bodies of the Organization,

DECLARES that the amendments included in the above-mentioned Resolution were


adopted as a recognition of the need of a wider and more equitable representation in the
Council of all sectors interested in the work of the Organization, having regard to the
increased membership of the Organization and the need to improve the representation of
developing countries on the Council.

11
Res. A.317(ES.V)

RESOLUTION A.317 (ES.V)

Adopted on 18 October 1974


Agenda item 5

ESTABLISHMENT OF AN AD HOC WORKING GROUP

THE ASSEMBL V,

NOTING WITH APPRECIATION the proposals submitted by the Government of France,


in documents A/ES.V/5 and AlES.V/5/Add.1, concerning possible amendments to the IMCO
Convention as well as other proposed amendments put forward at the fifth extraordinary
session of the Assembly (documents AlES. V 15/1 and AlES. V IWP.1),

NOTI NG ALSO the comments which have been made on these proposals,

RECOGNIZING the importance of the matters raised in these proposals and anxious to
ensure that they are given full consideration in the most thorough and expeditious manner
possible in accordance with the ideas by which the Assembly was guided in adopting
Resolutions A.315 (ES.V) and A.316 (ES.V) at its fifth extraordinary session,

DECIDES to convene in February 1975 an Ad Hoc Working Group open to all Members
of the Organization with the following terms of reference:

"To study the proposals on amendments to the IMCO Convention submitted by the
Government of France, the comments made during the fifth extraordinary session of the
Assembly and any other proposals which may be submitted to amend the IMCO
Convention.",

URGES Member States to submit any proposals and comments to the Secretary-General
as soon as possible in order to enable these to be circulated to other Member States
sufficiently in advance of the meeting of the Ad Hoc Working Group,

REQUESTS the Secretary-General to assemble and circulate forthwith to all Members


any relevant information on this subject,

FURTHER REQUESTS the Secretary-General to submit to all Member States the Report
and the texts of any proposed amendments recommended by the Ad Hoc Working Group, in
accordance with Article 52 of the Convention on the Inter-Governmental Maritime Consulta-
tive Organization,

DECI DES to consider, at the ninth regular session of the Assembly, the Report and
recommendations of the Ad Hoc Working Group with a view to the adoption, as appropriate,
of amendments to the Convention on the Inter-Governmental Maritime Consultative
Organization,

AUTHORIZES the Secretary-General to make the necessary financial arrangements for


the meeting of the Ad Hoc Working Group.

12
Other Decisions (ES.V)

OTHER DECISIONS

ADOPTION OF THE AGENDA

16 October 1974
Agenda item 1

The Assembly adopted the agenda for the fifth extraordinary session amended to include
an additional item.

ELECTION OF VICE-PRESIDENT
16 October 1974

The Assembly decided to defer the election of a Vice-President to replace


Mr. W.B. Nicholson (Australia) upon his retirement from the service of his Government.

APPOINTMENT OF THE CREDENTIALS COMMITTEE

16 October 1974
Agenda item 2

The Assembly appointed a Credentials Committee composed of representatives of Brazil,


Hungary, Iran, Ireiand and Madagascar.

ATTENDANCE OF OBSERVERS
17 October 1974

The Assembly acceded to the request of Portugal to attend the fifth extraordinary
session, and decided to invite that country to participate in the work of the Assembly in the
capacity of observer.

13
Agenda (I X)

AGENDA OF THE NINTH SESSION

OF THE ASSEMBLY

Opening of the session by the Head of the Bulgarian delegation

1. Adoption of the agenda

2. Election of the President and Vice-Presidents of the Assembly

3. Status of the IMCO Convention (IMCO Membership) and of Conventions and other
Multilateral Instruments deposited with IMCO:
(a) Status of the IMCO Convention (IMCO Membership)
(b) Status of Conventions and other Multilateral Instruments deposited with IMCO

4. Appl ication of Article 42 of the IMCO Convention - Arrears of Contributions

5. Establishment of the Credentials Committee

6. Establishment of Committees of the Assembly and assignment of items to Committees

7. (a) Consideration of the Reports of the Maritime Safety Committee transmitted by


Council in accordance with Article 22 of the IMCO Convention
(b) Consideration and adoption of proposed amendment to Article 29 of the Inter-
national Convention on Load Lines, 1966
(c) Adoption of recommendations related to maritime safety

8. Consideration of the Reports of the Marine Environment Protection Committee

9. Consideration of the Reports of the subsidiary organs of the Council:


(a) Legal Committee
(b) Facilitation Committee
(c) Committee on Technical Co-operation

10. Consideration of the Report of the Ad Hoc Working Group to Study Proposals for
Amending the IMCO Convention:
(a) Proposals for amending the IMCO Convention
(b) Interpretation of provisions of the IMCO Convention concerning voting rights in the
Maritime Safety Committee

11. Report of Council to the Assembly on the work of the Organization since the previous
regular session of the Assembly

12. Reports on International Conferences convened by the Organization since the last regular
session of the Assembly:
(a) International Conference on Safety of Life at Sea, 1974
(b) International Legal Conference on the Carriage of Passengersand their Luggage on
Board Ships, 1974
(c) International Conference on the Establishment of an International Maritime
Satellite System, 1975

14
Agenda (I X)

13. Consideration of the question of Headquarters facil ities and accommodation

14. Arrears of Contributions - Working Capital Fund

15. Presentation of accounts and audit report

16. Supplementary esti mates, 1975

17. Long-term work programme of the Organization

18. Further consideration of expressing the IMCO budget in sterling

19. Work programme and budget for the ninth financial period 1976/77

20. Relations with the United Nations and the Specialized Agencies

21. Relations with inter-governmental organizations:


(a) Review of ex isti ng Agreements or Arrangements of Co-operation
(b) Proposed Agreements or Arrangements of Co-operation

22. Relations with non-governmental organizations:


(a) Applications for consultative status
(b) Review of the list of non-governmental organizations in consultative status

23. Joint Inspection Unit

24. Election of Members of Council, as provided in Articles 17 and 18 of the IMCO Conven-
tion

25. Election of Members to the IMCO Staff Pension Committee

26. Appointment of the External Auditor

27. Publications and public information

28. Determination of the place and date of the tenth regular session of the Assembly in 1977

29. Supplementary agenda item: Establishment by Member Governments of Permanent


Missions to IMCO

15
Res. A.318( IX)

RESOLUTIONS

RESOLUTION A.318(1X)

Adopted on 12 November 1975


Agenda item 7(a)

ADOPTION OF THE REPORTS OF THE


MARITIME SAFETY COMMITTEE

THE ASSEMBLY,

TAKING NOTE of Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

NOTING FURTHER Article 29 of the IMCO Convention concerning the duties of the
Maritime Safety Committee,

NOTING IN ADDITION Article 30(b) of the IMCO Convention providing that the Maritime
Safety Committee shall report to the Assembly on its work since the previous session of the
Assembly,

NOTING ALSO that, as provided in Article 22 of the IMCO Convention, the Council con-
sidered the Reports of the Maritime Safety Committee on its twenty-ninth, thirtieth, thirty-first,
thirty-second and thirty-third sessionsand transmitted them to the Assembly,

HAVING CONSIDERED those Reports of the Maritime Safety Committee and the
comments of the Council on the said Reports,

RECALLING that a number of recommendations concerning certain items of the work of


the Maritime Safety Committee have been considered at the present session,

EXPRESSES its appreciation of the work carried out by the Maritime Safety Committee,

APPROVES the Reports of the Maritime Safety Committee.

16
Res. A.319( IX)

RESOLUTION A.319(1X)

Adopted on 12 November 1975


Agenda item 7(b)

AMENDMENT TO THE INTERNATIONAL CONVENTION ON


LOAD LINES, 1966

THE ASSEMBLY,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

RECOGNIZING the need for improvement in the procedure for amending the technical
Annexes to the International Convention on Load Lines, 1966, in order to ensure acceptance
of amendments in a reasonable period of time,

NOTI NG FU RTH ER that Article 29 of that Convention provides for procedures for
amendments involving participation by the Organization,

RECALL! NG that it adopted in Resolution A.231 (VII) amendments to certain articles


and regulations of the International Convention on Load Lines, 1966,

HAVING CONSIDERED the amended Article 29 of the International Convention on


Load Lines, 1966, adopted by the Maritime Safety Committee at its thirty-second session,

ADOPTS the amended text of Article 29 of that Convention which is annexed to this
Resolution,

REQU ESTS the Secretary-General of the Organization, in accordance with sub-


paragraph (3) (b) of Article 29, to communicate for consideration and acceptance certified
copies of this Resolution and its Annex, to all Contracting Governments to the International
Convention on Load Lines, 1966, together with copies to all Members of the Organization,

INVITES all governments concerned to accept the amendment at the earliest possible
date.

ANNEX

Article 29

Amendments

(1) The present Convention may be amended by either of the procedures specified in the
followi ng paragraphs.

(2) Amendments after consideration within the Organization:

(a) Any amendment proposed by a Contracting Government shall be submitted to the


Secretary-General of the Organization, who shall then circulate it to all Members
of the Organization and all Contracting Governments at least six months prior to its
consideration.

17
Res. A.319(IX)

(b) Any amendment proposed and circulated as above shall be referred to the Maritime
Safety Committee of the Organization for consideration.

(c) Contracting Governments of States, whether or not Members of the Organization,


shall be entitled to participate in the proceedings of the Maritime Safety Committee
for the consideration and adoption of amendments.

(d) Amendments shall be adopted by a two-thirds majority of the Contracting Govern-


ments present and voting in the Maritime Safety Committee expanded as provided
for in sub-paragraph (c) of this paragraph (hereinafter referred to as "the expanded
Maritime Safety Committee") on condition that at least one-third of the Contracting
Governments shall be present at the time of voting.

(e) Amendments adopted in accordance with sub-paragraph (d) of this paragraph shall
be commun icated by the Secretary-General of the Organ ization to all Contracting
Govern ments for acceptance.

(f) (i) An amendment to an Article of the Convention shall be deemed to have been
accepted on the date on which it is accepted by two-thirds of the Contracting
Governments.

(ii) An amendment to an Annex shall be deemed to have been accepted:


at the end of two years from the date on which it is communicated to
Contracting Governments for acceptance; or
at the end of a different period, which shall not be less than one year, if
so determined at the time of its adoption by a two-thirds majority of the
Contracting Governments present and voting in the expanded Mariti me
Safety Committee.

However, if within the specified period either more than one-third of Con-
tracting Governments, Ot Contracting Governments the combined merchant
fleets of which constitute not less than fifty per cent of the gross tonnage of
all the merchant fleets of all Contracting Governments, notify the Secretary-
General of the Organization that they object to the amendment, it shall be
deemed not to have been accepted.

(g) (i) An amendment to an Article of the Convention shall enter into force with
respect to those Contracting Governments which have accepted it, six months
after the date on which it is deemed to have been accepted, and with respect
to each Contracting Government which accepts it after that date, six months
after the date of that Contracting Government's acceptance.

(ii) An amendment to an Annex shall enter into force with respect to all Con-
tracting Governments, except those which have objected to the amendment
under sub-paragraph (f)(ii) of this paragraph and which have not withdrawn
such objections, six months after the date on which it is deemed to have been
accepted. However, before the date set for entry into force, any Contracting
Government may give notice to the Secretary-General of the Organization that
it exempts itself from giving effect to that amendment for a period not longer
than one year from the date of its entry into force, or for such longer period
as may be determined by a two-thirds majority of the Contracting Governments
present and voting in the expanded Maritime Safety Committee at the time of
the adoption of the amendment.

(3) Amendment by a Conference:

(a) Upon the request of a Contracting Government concurred in by at least one-third of


the Contracting Governments, the Organization shall convene a Conference of
Contracting Governments to consider amendments to the present Convention.

18
Res. A.319(IX)

(b) Every amendment adopted by such a Conference by a two-thirds majority of the


Contracting Governments present and voting shall be communicated by the Secretary-
General of the Organization to all Contracting Governments for acceptance.

(c) Unless the Conference decides otherwise, the amendment shall be deemed to have
been accepted and shall enter into force in accordance with the procedures specified
in sub-paragraphs (2) (f) and (2) (g) respectively of th is Article, provided that
references in these paragraphs to the expanded Maritime Safety Committee shall be
taken to mean references to the Conference.

(4) (a) A Contracting Government which has accepted an amendment to an Annex which
has entered into force shall not be obi iged to extend the benefit of the present Con-
vention in respect of the certificates issued to a ship entitled to fly the flag of a
State the Government of which, pursuant to the provisions of sub-paragraph (2)(f)(ii)
of this Article, has objected to the amendment and has not withdrawn such an objec-
tion, but only to the extent that such certificates relate to matters covered by the
amendment in question.

(b) A Contracting Government which has accepted an amendment to an Annex which


has entered into force shall extend the benefit of the present Convention in respect
of the certificates issued to a ship entitled to fly the flag of a State the Government
of which, pursuant to the provisions of sub-paragraph (2)(g)(ii) of this Article, has
notified the Secretary-General of the Organization that it exempts itself from giving
effect to the amendment.

(5) Unless expressly provided otherwise, any amendment to the present Convention made
under this Article, which relates to the structure of a ship, shall apply only to ships the keels
of which are laid or which are at a similar stage of construction, on or after the date on which
the amendment enters into force.

(6) Any declaration of acceptance of, or objection to, an amendment or any notice given
under sub-paragraph (2)(g) (ii) of this Article shall be submitted in writing to the Secretary-
General of the Organization, who shall inform all Contracting Governments of any such
submission and the date of its receipt.

(7) The Secretary-General of the Organization shall inform all Contracting Governments of
any amendments which enter into force under this Article, together with the date on which
each such amendment enters into force.

19
Res. A.320( I X)

RESOLUTION A.320(lX)

Adopted on 12 November 1975


Agenda item 7(c)

REGULATION EQUIVALENT TO REGULATION 27 OF THE


INTERNATIONAL CONVENTION ON LOAD LINES, 1966

THE ASSEMBL V,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

BEARING IN MIND Article 8 of the International Convention on Load Lines, 1966,


concerning Equivalents,

RECALLING that it adopted in Resolution A.172(ES.IV) the Recommendation for


Uniform Application and Interpretation of Regulation 27 of the International Convention on
Load Lines, 1966,

RECOGNIZING the need for improvement in the text of Regulation 27 of the Conven-
tion, having regard to provisions of the Recommendation (Annex to Resolution A.172(ES,IV))
and experience gained in applying that Regulation,

HAVING CONSIDERED the proposed Regulation equivalent to Regulation 27 of the


International Convention on Load Lines, 1966, approved by the Maritime Safety Committee
at its thirty-second session,

ADOPTS the text of the Regulation which is at Annex to this Resolution as equivalent
to Regulation 27 of the International Convention on Load Lines, 1966, which supersedes the
Recommendation annexed to Resolution A.172( ES.IV),

RECOMMENDS governments concerned to accept the application of the Regulation as


being equivalent to Regulation 27 of the International Convention on Load Lines, 1966,

REQUESTS the Maritime Safety Committee to continue its consideration of improve-


ments to the International Convention on Load Lines, 1966, including Regulation 27 thereof.

ANNEX

REGULATION EQUIVALENT TO REGULATION 27 OF THE


INTERNATIONAL CONVENTION ON LOAD LINES, 1966

Types of Ships

(1) For the purposes of freeboard computation, ships shall be divided into Type "A" and
Type "B"

Type '~n Ships

(2) A Type "A" ship is one which:


(a) is designed to carry only liquid cargoes in bulk;

20
Res. A.320( IX)

(b) has a high integrity of the exposed deck with only small accessopenings to cargo com-
partments, closed by watertight gasketed covers of steel or equ ivalent materia I; and
(c) has low permeability of loaded cargo compartments.

(3) A Type" A" ship, if over 150 metres (492 feet) in length to wh ich a freeboard less than
Type "B" has been assigned, when loaded to its summer load water-line, shall be able to with-
stand the flooding of any compartment or compartments, with an assumed permeability of
0.95, consequent upon the damage assumptions specified in paragraph (12) of this Regulation,
and shall remain afloat in a satisfactory condition of equilibrium as specified in paragraph (13)
of this Regulation. In such a ship, if over 225 metres (738 feet) in length, the machinery space
shall be treated as a floodable compartment, but with a permeability of 0.85.

(4) A Type "A" ship shall be assigned a freeboard not less than that based on Table A of
Regulation 28.

Type uBu Ships

(5) All ships which do not come within the provisions regarding Type "A" ships in para-
graphs (2) and (3) of this Regulation shall be considered as Type "B" ships.

(6) Type "B" ships, which in position 1 have hatchways fitted with hatch covers which
comply with the requirements of Regulation 15, other than paragraph (7), shall be assigned
freeboards based upon the values given in Table B of Regulation 28, increased by the values
given in the following table:
Freeboard increase over tabular freeboard for Type "B" ships,
for ships with hatch covers not complying with Regulation 15(7) or 16

Length of Freeboard Length of Freeboard Length of Freeboard


ship increase ship increase ship increase
(metres) (millimetres) (metres) (millimetres) (metres) (millimetres)

108 and
below 50 139 175 170 290
109 52 140 181 171 292
110 55 141 186 172 294
111 57 142 191 173 297
112 59 143 196 174 299
113 62 144 201 175 301
114 64 145 206 176 304
115 68 146 210 177 306
116 70 147 215 178 308
117 73 148 219 179 311
118 76 149 224 180 313
119 80 150 228 181 315
120 84 151 232 182 318
121 87 152 236 183 320
122 91 153 240 184 322
123 95 154 244 185 325
124 99 155 247 186 327
125 103 156 251 187 329
126 108 157 254 188 332
127 112 158 258 189 334
128 116 159 261 190 336
129 121 160 264 191 339
130 126 161 267 192 341
131 131 162 270 193 343
132 136 163 273 194 346
133 142 164 275 195 348
134 147 165 278 196 350
135 153 166 280 197 353
136 159 167 283 198 355
137 164 168 285 199 357
138 170 169 287 200 358

Freeboards at intermediate lengths of ship shall be obtained by linear interpolation.


Ships above 200 metres in length shall be dealt with by the Administration.

21
Res. A.320( IX)

Freeboard increase over tabular freeboard for Type "8" ships,


for ships with hatch covers not complying with Regulation 15(7) or 16

Length of Freeboard Length of Freeboard


ship increase ship increase
(feet) (inches) (feet) (inches)

350 and
below 2.0 510 9.6
360 2.3 520 10.0
370 2.6 530 10.4
380 2.9 540 10.7
390 3.3 550 11.0
400 3.7 560 11.4
410 4.2 570 11.8
420 4.7 580 12.1
430 5.2 590 12.5
440 5.8 600 12.8
450 6.4 610 13.1
460 7.0 620 13.4
470 7.6 630 13.6
480 8.2 640 13.9
490 8.7 650 14.1
500 9.2 660 14.3

Freeboards at intermediate lengths of ship shall be obtained by linear interpolation.


Ships above 660 feet in length shall be dealt with by the Administration.

(7) Type "B" ships, which in position 1 have hatchways fitted with hatch covers complying
with the requirements of Regulations 15(7) or 16, shall, except as provided in paragraphs (8) to
(13) inclusive of this Regulation, be assigned freeboards based on Table B of Regulation 28.

(8) Any Type "B" ship of over 100 metres (328 feet) in length may be assigned freeboards
less than those required under paragraph (7) of this Regulation, provided that, in relation to
the amount of reduction granted, the Administration is satisfied that:

(a) the measures provided for the protection of the crew are adequate;

(b) the freeing arrangements are adequate;

(c) the covers in positions 1 and 2 comply with the provisions of Regulation 16 and
have adequate strength, special care being given to their sealing and securing arrange-
ments; and

(d) the ship, when loaded to its summer load water-line, shall be able to withstand the
flooding of any compartment or compartments, with an assumed permeability of
0.95, consequent upon the damage assumptions specified in paragraph (12) of this
Regulation, and shall remain afloat in a satisfactory condition of equilibrium as
specified in paragraph (13) of this Regulation. In such a ship, if over 225 metres
(738 feet) in length, the machinery space shall be treated as a floodable compart-
ment, but with a permeability of 0.85.

(9) In calculating the freeboards for Type "B" ships which comply with the requirements of
paragraphs (8), (11), (12) and (13) of this Regulation, the values from Table B of Regula-
tion 28 shall not be reduced by more than 60 per cent of the difference between the "B"
and "A" tabular values for the appropriate ship lengths.

(10) (a) The reduction in tabular freeboard allowed under paragraph (9) of this Regulation
may be increased up to the total difference between the values in Table A and those
in Table B of Regulation 28 on condition that the ship complies with the require-
ments of:
(i) Regulation 26 other than paragraph (4) as if it were a Type "A" ship;

22
Res. A.320( IX)

(ii) paragraphs (8), (11) and (13) of this Regulation; and


(iii) paragraph (12) of this Regulation, provided that throughout the length of the
ship anyone transverse bulkhead will be assumed to be damaged, such that
two adjacent fore and aft compartments shall be flooded simultaneously,
except that such damage will not apply to the boundary bulkheads of a
machinery space.

(b) In such a ship, if over 225 metres (738 feet) in length, the machinery space shall be
treated as a floodable compartment, but with a permeability of 0.85.

Initial Condition of Loading

(11) The initial condition of loading before flooding shall be determined as follows:

(a) The ship is loaded to its summer load water-line on an imaginery even keel.

(b) When calculating the vertical centre of gravity, the following principles apply:
(i) Homogeneous cargo is carried.
(ii) All cargo compartments, except those referred to under (iii) of this sub-
paragraph, but including compartments intended to be partially filled, shall be
considered fully loaded except that in the case of fluid cargoes each compart-
ment shall be treated as 98 per cent full.
(iii) If the ship is intended to operate at its summer load water-line with empty
compartments, such compartments shall be considered empty provided the
height of the centre of gravity so calculated is not less than as calculated
under (ii) of this sub-paragraph.
(iv) Fifty per cent of the individual total capacity of all tanks and spaces fitted
to contain consumable liquids and stores is allowed for. It shall be assumed
that for each type of liquid, at least one transverse pair or a single centre line
tank has maximum free surface, and the tank or combination of tanks to be
taken into account shall be those where the effect of free surfaces is the
greatest; in each tank the centre of gravity of the contents shall be taken at
the centre of volume of the tank. The remaining tanks shall be assumed either
completely empty or completely filled, and the distribution of consumable
Iiqu ids between these tanks shall be effected so as to obtain the greatest
possible height above the keel for the centre of gravity.
(v) At an angle of heel of not more than 5 degrees in each compartment con-
taining liquids, as prescribed in (ii) of this sub-paragraph except that in the
case of compartments containing consumable fluids, as prescribed in (iv) of
this sub-paragraph of this paragraph, the maximum free surface effect shall be
taken into account.
Alternatively, the actual free surface effects may be used, provided the
methods of calculation are acceptable to the Administration.
(vi) Weights shall be calculated on the basis of the following values for specific
gravities:
salt water 1.025
fresh water 1.000
oil fuel 0.950
diesel oil 0.900
lubricating oil 0.900

;Damage Assumptions

\( 12) The following principles regarding the character of the assumed damage apply:
\

23
Res. A.320( IX)

(a) The vertical extent of damage in all cases is assumed to be from the base line
upwards without limit.

(b) The transverse extent of damage is equal to 8/5 or 11.5 metres (37.7 feet), which-
ever is the lesser, measured inboard from the side of the ship perpendicularly
to the centre line at the level of the summer load water-line.

(c) If damage of a lesser extent than specified in sub-paragraphs (a) and (b) of this
paragraph results in a more severe condition, such lesser extent shall be assumed.

(d) Except where otherwise required by paragraph (10)(a) the flooding shall be confined
to a single compartment between adjacent transverse bulkheads provided the inner
longitudinal boundary of the compartment is not in a position within the transverse
extent of assumed damage. Transverse boundary bulkheads of wing tanks, which do
not extend over the full breadth of the ship shall be assumed not to be damaged,
provided they extend beyond the transverse extent of assumed damage prescribed
in sub-paragraph (b) of this paragraph.
If in a transverse bulkhead there are steps or recessesof not more than 3.05 metres
(10 feet) in length located within the transverse extent of assumed damage as
defined in sub-paragraph (b) of this paragraph, such transverse bulkhead may be
considered intact and the adjacent compartment may be floodable singly. If,
however, within the transverse extent of assumed damage there is a step or recess
of more than 3.05 metres (10 feet) in length in a transverse bu Ikhead, the two
compartments adjacent to this bulkhead shall be considered as flooded. The step
formed by the after peak bulkhead and the after peak tank top shall not be
regarded as a step for the purpose of this Regulation.

(e) Where a main transverse bulkhead is located within the transverse extent of
assumed damage and is stepped in way of a double bottom or side tank by more than
3.05 metres (10 feet), the double bottom or side tanks adjacent to the stepped
portion of the main transverse bulkhead shall be considered as flooded simul-
taneously. If this side tank has openings into one or several holds, such as grain
feeding holes, such hold or holds shall be considered as flooded simultaneously.
Similarly in a ship designed for the carriage of fluid cargoes, if a side tank has
openings into adjacent compartments, such adjacent compartments shall be con-
sidered as empty and flooded simultaneously. This provision is applicable even
where such openings are fitted with closing appliances, except in the case of sluice
valves fitted in bulkheads between tanks and where the valves are controlled from
the deck. Manhole covers with closely-spaced belts are considered equivalent to the
unpierced bulkhead except in the case of openings in topside tanks making the
topside tanks common to the holds.

(f) Where the flooding of any two adjacent fore and aft compartments is envisaged
main transverse watertight bulkheads shall be spaced at least 1/3L2/3 or 14.5 metres
(O.495L2/3 or 47.6 feet), whichever is the lesser, in order to be considered effective.
Where transverse bu Ikheads are spaced at a lesser distance, one or more of these
bulkheads shall be assumed as non-existent in order to achieve the minimum
spacing between bulkheads.

Condition of Equilibrium

(13) The condition of equilibrium after flooding shall be regarded as satisfactory provided:

(a) The final water-line after flooding, taking into account sinkage, heel, and trim, is
below the lower edge of any opening through which progressive flooding may take
place. Such openings shall include air pipes, ventilators and openings which are
closed by means of weathertight doors (even if they comply with Regulation 12)
or hatch covers (even if they comply with Regulation 16 or Regulation 19(4)), and
may exclude those openings closed by means of manhole covers and flush scuttles

24
Res. A.320( IX)

(which comply with Regulation 18), cargo hatch covers of the type described in
Regulation 27(2), hinged watertight doors in an approved position which are
secured closed while at sea and so logged, remotely operated sliding watertight
doors, and side scuttles of the non-opening type (which comply with Regula-
tion 23).

(b) If pipes, ducts or tunnels are situated within the assumed extent of damage penetra-
tion as defined in paragraph 12(b) of this Regulation, arrangements are to be made
so that progressive flood ing cannot thereby extend to compartments other than
those assumed to be floodable in the calculation for each case of damage.

(c) The angle of heel due to unsymmetrical flooding does not exceed 15 degrees. If no
part of the deck is immersed, an angle of heel of up to 17 degrees may be accepted.

(d) The metacentric height in the flooded condition is positive.

(e) When any part of the deck outside the compartment assumed flooded in a particular
case of damage is immersed, or in any case where the margin of stability in the
flooded condition may be considered doubtful, the residual stability is to be investi-
gated. It may be regarded as sufficient if the righting lever curve has a minimum
range of 20 degrees beyond the position of equilibrium with a maximum righting
lever of at least 0.1 metre (4 inches) within this range. The area under the righting
lever curve within this range shall be not less than 0.0175 metre-radians
(0.689 inch-radians). The Administration shall give consideration to the potential
hazard presented by protected or unprotected openings which may become
temporarily immersed within the range of residual stability.

(f) The Administration is satisfied that the stability is sufficient during intermediate
stages of flooding.

Ships without means of Propulsion

(14) A lighter, barge, or other ship without independent means of propulsion shall be assigned
a freeboard in accordance with the provisions of these Regulations. Barges which meet the
requirements of paragraphs (2) and (3) of this Regulation may be assigned Type "A" free-
boards:

(a) The Administration should especially consider the stability of barges with cargo on
the weather deck. Deck cargo can only be carried on barges to which the ordinary
Type "8" freeboard is assigned.

(b) However, in the case of barges which are unmanned, the requirements of Regula-
tions 25, 2C(2) and (3), and 39 shall not apply.

(c) Such unmanned barges which have on the freeboard deck only small access openings
closed by watertight gasketed covers of steel or equivalent material may be assigned
a freeboard 25 per cent less than those calculated in accordance with these Regula-
tions.

25
Res. A.321 (I X)

RESOLUTION A.321 (IX)

Adopted on 12 November 1975


Agenda item 7(c)

PROCEDURES FOR THE CONTROL OF SHIPS

THE ASSEMBLY,

NOTING Article 16(j) of the IMCO Convention concerning the functions of the
Assembly,

BEl NG DESI ROUS of ensuring that ships comply at all times with safety standards
prescribed by Conventions in force,

BEARING IN MIND that Regulation 19 of Chapter I of the International Convention


for the Safety of Life at Sea, 1960 and Article 21 of the International Convention on Load
Lines, 1966 prescribe procedures to be followed by Contracting Governments for controlling
ships visiting their ports,

BELIEVING that the safety of ships, their crews and passengerswould be greatly
enhanced by strengthening the effectiveness of existing arrangements for identifying ships
which do not fully comply with the requirements of the above-mentioned Conventions and
taking appropriate action,

HAVING CONSIDERED the recommendations by the Maritime Safety Committee at


its thirty-third session,

ADOPTS the Procedures for the Control of Ships contained in the Annex to this
Resolution,

INVITES Member Governments and governments of States Parties to the aforementioned


Conventions to implement these Procedures,

REQU ESTS the Secretary-General to invite governments concerned to provide informa-


tion on what services are available in each country for the controlling functions as defined in
the relevant Conventions,

REQUESTS the Maritime Safety Committee to continue its work on this subject, with
a view to:

(i) improving the Procedures as may be necessary, including the possible development
of appropriate criteria and guidelines for judging a ship to be sub-standard; and

(ii) progressively extending the Procedures, as appropriate, for example when new
Convention standards are adopted,

REQUESTS also the Marine Environment Protection Committee to consider whether


these Procedures could be extended to conventions relating to marine pollution.

26
Res. A.321(IX)

ANNEX

PROCEDURES FOR THE CONTROL OF SHIPS

I. INTRODUCTION

1. Under the provisions of the International Convention for the Safety of Life at Sea, 1960,
and the International Convention on Load Lines, 1966, the Administration (i.e. the Govern-
ment of the Flag State) is responsible for promulgating laws and regulations and for taking all
other steps which may be necessary to give these Conventions full and complete effect so as
to ensure that from the point of view of safety of life a ship is fit for the service for which it
is intended. In some cases, however, it may be difficult for the Flag State to exercise full and
continuous control over these ships, for instance, ships which very seldom call at a port of the
Flag State. The problem can be, and has been, overcome partly by appointing inspectors at
foreign ports or authorizing Classification Societies to act on behalf of the Flag State.

2. The control procedures contained herein should be regarded as complementary to national


measures taken by the Flag States in their countries and abroad, and are mainly intended to
assist the Flag States in securing compliance with Convention provisions and safeguarding the
safety of crew, passengersand ships.

3. The present procedures are intended to apply to ships which come under the provisions
of the 1960 Safety Convention (and the 1974 Safety Convention when it enters into force)
and the 1966 Load Line Convention.

II. GENERAL

4. Regulation 19 of Chapter I of the International Convention for the Safety of Life at Sea,
1960 and Article 21 of the International Convention on Load Lines, 1966, provide for control
procedures to be followed by the Contracting Governments of Port States with regard to ships
visiting their ports. The authorities of Port States should make effective use of these provisions
for the purposes of identifying deficiencies, if any, in such ships which may render them sub-
standard (see paragraph 6 below), and ensuring that remedial measures are taken. Such control
may be initiated either:

(a) by a visit of a control officer of the Port State to verify that there are on board
val id certificates; or

(b) on the basis of information about a sub-standard ship submitted to the authorities
of the Port State in accordance with the procedures under Section IV.

5. Contracting Governments shou Id be aware that whereas they may entrust inspection and
survey either to surveyors nominated for this purpose or to organizations recognized by them,
it is preferable that the right to board and inspect ships for the purposes of control and the
power to detain them should be implemented by government inspectors including those
surveyors of the Classification Societies who in practice act as government officials of the
Port State.

III. IDENTIFICATION OF A SUB-STANDARD SHIP

6. In general, a ship is regarded as sub-standard:

(a) if the hull, machinery or equipment such as for life-saving, radio and fire-fighting
are below the standards required by the relevant Convention, owing to, inter alia:
(i) the absence of equ ipment or arrangement requ ired by the Conventions;

27
Res. A.321 (I X)

(ij) non-compl iance of equipment or arrangement with relevant specifications of


the Conventions;
(iii) substantial deterioration of the ship or its equipment because of, for example,
poor maintenance; and

(b) if these evident factors as a whole or individually make the ship unseaworthy and
put at risk the Iife of persons on board if it is allowed to proceed to sea.

7. The lack of valid certificates (or the lack of a Radiotelegraph Operator's Certificate(s) or
Radiotelephone Operator's Certificate(s)) as required by the relevant Conventions, will consti-
tute prima facie evidence that a ship may be sub-standard and will form the basis of a
decision to detain the ship forthwith and to inspect it.

8. It is impracticable to define a sub-standard ship solely by reference to a list of qualifying


defects. The inspector will have to exercise his professional judgment to determine whether to
detain the ship until the deficiencies are corrected or to allow it to sail with certain deficiencies
which are not vital to the safety of the ship, its crew or passengers,having regard to the
particular circumstances of the intended voyage.

IV. SUBMISSION OF INFORMATION TO A PORT STATE ABOUT A SUB-STANDARD


SHIP

9. Information that a ship appears to be sub-standard may be submitted to the appropriate


authorities of the Port State (see paragraph 12 below) by a member of crew, a professional
body, an association, a trade union or any other individual with an interest in the safety of
the ship, its crew and passengers.So far as the crew is concerned, it would be advisable that
the submission should be subscribed to by more than one member.

10. It is desirable that such information should be submitted in writing. This would permit
proper documentation of the case and of the alleged deficiencies including the identification
of the source of the information. When the information is passed verbally, it is preferable to
require subsequently, the filing of a written report, identifying for the purposes of the Port
State's records the individual or body providing the information.

11. Information which may cause an investigation to be made shou Id be submitted as early
as possible on the arrival of the ship giving adequate time to the authorities to act as
necessary.

12. Each Contracting Government of the Port State should determine which authorities
should receive information on sub-standard ships and initiate action. Measures should be taken
to ensure that information submitted to the wrong department should be promptly passed on
by them to the appropriate authority for action.

V. ACTION BY PORT STATES IN RESPONSE TO INFORMATION ABOUT


SUB-STANDARD SHIPS

13. On receipt of information about a sub-standard ship, the authorities, after evaluating,
in consultation with the master as appropriate, the seriousness of the information and the
reliability of its source, should immediately investigate the matter and take the action required
by the circumstances. Information judged by the authorities to be bona fide under the present
procedures could constitute clear grounds for believing that the condition of the ship or its
equipment does not correspond substantially with the particu lars of the relevant certi ficate(s)
required by the 1960 Safety Convention or the 1966 Load Line Convention, and the con-
sequential need for inspection. Care should be taken to avoid any undue delay to the ship.

14. Authorities which receive information about a sub-standard ship which could give rise to
intervention should forthwith notify any maritime, consular and/or diplomatic representatives

28
Res. A.321 (I X)

of the Flag State in the area of the ship and request them to initiate or co-operate with investi-
gations. Likewise, the Classification Society which has issued the relevant certificates on behalf
of the Flag State should be notified. These provisions will not, however, relieve the authorities
of the Contracting Government of the Port State from the responsibility for taking appropriate
action in accordance with its powers under the relevant Conventions.

15. If the Port State receiving information is unable to take action because there is
insufficient time or no inspectors can be made available before the ship sails, the information
shou Id be passed to the authorities of the cou ntry of the next appropriate port of call, the
Flag State and also to the relevant Classification Society in that Port, where appropriate.

VI. PROCEDURES TO BE FOLLOWED AFTER EXERCISE OF CONTROL

16. The authorities of Port States which have exercised control giving rise to intervention of
any kind, whether or not as a result of information about a sub-standard ship, should forth-
with notify any maritime, consular and/or diplomatic representatives of the Flag State in the
area of the ship of all the circumstances unless this is already done under paragraph 14. If
such notification is made verbally, it should be subsequently confirmed in writing. Likewise,
the Classification Societies which have issued the relevant certificates on behalf of the Flag
State should be notified.

17. If the ship has been allowed to sail with known deficiencies, the authorities of the Port
State should communicate all the facts to the authorities of the country of the next appro-
priate port of call, the Flag State and to the relevant Classification Society, where appropriate.

18. Contracting Governments, when they have exercised control, giving rise to intervention
of any kind, are urged to submit to the Organization reports in accordance with Regulation 19
of Chapter I of the 1960 Safety Convention. Such deficiency reports should include the
following information:
- Name of the ship
- Flag of the ship
- Nature of the deficiency in relation to Convention requ irements and the date on which
it was detected
- Name of the authority (Government, Classification Society or other authorized body)
which issued the relevant certificates
- Dates of issue and expiry of the relevant certificates
- Date when and place where the ship was last surveyed for the purpose of the issue of
the certificate in question
- Brief note of action taken.

19. Copies of deficiency reports made in accordance with paragraph 18 above by Contracting
Governments should, in addition to being forwarded to the Organization, be sent by the Port
State without delay to the authorities of the Flag State and, where appropriate, to the
Classification Society wh ich had issued the relevant certificate.

20. On receipt of such deficiency reports, the Administration of the Flag State and/or,
where appropriate, the Classification Society through that Administration, in addition to
initiating any remedial action, is urged to forward comments to the Organization as soon as
possible, preferably within three months after receipt.

21. In the interest of making information regarding deficiencies and remedial measures
generally available, such reports should be circulated at every session of the Maritime Safety
Committee for consideration, together with comments, if any, furnished by the Administra-
tion of the Flag State, which should include the reports of the Classification Society, if any.

29
Res. A.321 (I X)
Res. A.322( I X)

Copies of the reports should be circulated also to Contracting Governments which are non-
IMCO Members.

22. While Article 21 of the 1966 Load Line Convention does not provide for the submission
of similar reports to the Organization, it is recommended that such reports should be made
and submitted in accordance with the preceding paragraphs, where failure to comply with the
Convention requ irements has led to an intervention by a Port State.

RESOLUTION A.322(1X)

Adopted on 12 November 1975


Agenda item 7(c)

THE CONDUCT OF INVESTIGATIONS INTO CASUALTIES

THE ASSEMBLY,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

NOTING FURTHER the provisions of Regulation 21, Chapter I of the International


Convention for the Safety of Life at Sea, 1960 and Article 23 of the International Convention
on Load Lines, 1966 which are intended to provide the Organization with pertinent informa-
tion regarding the effectiveness of the Regulations,

BEING AWARE of the provisions of Resolution A.173(ES.IV) concerning participation in


official inquiries into maritime casualties,

HAVING CONSIDERED the Report of the Maritime Safety Committee on its thirty-
third session,

DRAWS ATTENTION to the obligations of Contracting Governments concerning the


investigation of casualties set out in the above-mentioned Conventions,

URGES Contracting Governments to provide the Organization with relevant information


regarding lessons to be learnt and conclusions derived from the investigation of casualties,

REQUESTS the Maritime Safety Committee to examine regularly such reports supplied
by Contracting Governments and to recommend action as necessary,

FURTHER REQUESTS the Maritime Safety Committee in consultation with the Secre-
tariat to consider whether the Organization should take the initiative in listing serious
casualties and in requesting Administrations to give information regarding the inquiries held
into them and their findings and thereafter to take any appropriate action to this end.

30
Res. A.323( I X)

RESOLUTION A.323(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION TO ENSURE UNIFORM TREATMENT OF SHIPS


DESIGNED FOR THE CARRIAGE OF VEHICLES INVOLVED IN
THE INTERNATIONAL ROAD TRANSPORT OF GOODS

THE ASSEMBLY,

NOTI NG Article 16( i) of the IMCO Convention concerning the functions of the
Assembly,

RECOGNIZING the increased number of ships designed for the carriage of vehicles
involved in the international road transport of goods,

DESI RI NG to ensure uniform interpretation and application of the provisions of the


International Convention for the Safety of Life at Sea, 1960 in relation to such ships,

HA VI NG CONSI DER ED the Recommendation of the Maritime Safety Committee at


its thirty-first session which had been circulated to governments to be applied as an interim
measure (MSC/Circ.l77),

ADOPTS the Recommendation to Ensure Uniform Treatment of Ships Designed for the
Carriage of Vehicles Involved in the International Road Transport of Goods, the text of which
is set out at Annex to this Resolution, which supersedes the text of MSC/Circ.l77,

I NVITES all governments concerned to apply the above Recommendation in determining


compliance with the provisions of the International Convention for the Safety of Life at Sea,
1960,

AFFI RMS the view that the universal application of the Recommendation could best be
achieved by amending the International Convention for the Safety of Life at Sea, 1974,

REQUESTS the Maritime Safety Committee to prepare a proposed text of amendments


to the I nternational Convention for the Safety of Life at Sea, 1974, embodying the provisions
of the above Recommendation so that such amendments could be adopted and brought into
force upon entry into force of the I nternational Convention for the Safety of Life at Sea, 1974.

ANNEX

RECOMMENDATION TO ENSURE UNIFORM TREATMENT OF SHIPS


DESIGNED FOR THE CARRIAGE OF VEHICLES INVOLVED IN
THE INTERNATIONAL ROAD TRANSPORT OF GOODS

In order to ensure uniform application of the provisions of the International Convention


for the Safety of Life at Sea, 1960, to ships designed for the carriage of vehicles involved in
the international road transport of goods, Administrations are recommended to apply the
following provisions:

31
Res. A. 323( IX)

1. The Regulations for passengerships contained in the International Convention for the
Safety of Life at Sea, 1960, (referred to in the following as the 1960 Safety Convention),
should apply to those ships designed for long or short international voyages or both carrying
vehicles involved in international road transport of goods, if the total number of persons on
board excluding those specified in Regulation 2(e)(i) and (ii) of Chapter I of the 1960 Safety
Convention, exceeds twelve.

2. If in such ships, the total number of persons on board excluding those specified in
Regulation
A
2(e)(i) and (ii) of Chapter I of the 1960 Safety Convention is not greater than
12 + 25

(where A = total deck area (in square metres) of spaces available for the stowage of
vehicles involved in the international road transport of goods and where the clear height
at the stowage position and at the entrances to such spaces is not less than 4 metres)
relaxation from the provisions of Regulation 13 of Chapter II of the 1960 Safety Convention
in respect of watertight doors may be granted, inasmuch as watertight doors may be fitted at
any level in watertight bulkheads dividing cargo spaces if the Administration is satisfied that
such doors are essential for the movement of the said vehicles in the ship, and provided that
all the conditions set out in the following paragraphs are complied with.

3. When applying the provisions of the 1960 Safety Convention to such ships, the value
12 + 2~ should be taken as the maximum number of passengersfor which the ship may be
certified.

4. The number and arrangement of the watertight doors referred to in paragraph 2 above
should receive the special consideration of the Administration and the following requirements
shou Id be met:

(a) Such doors should be fitted as far from the shell plating as practicable, but in no
case should the outboard vertical edges be situated at a distance from the shell
plating which is less than one-fifth of the breadth of the ship, as defined in Regu-
lation 2 of Chapter II of the 1960 Safety Convention, such distance being measured
at right angles to the centre line of the ship at the level of the deepest subdivision
load line.

(b) Such doors should not be portable but may be hinged, rolling or sliding according
to the design of the ship and should be fitted with satisfactory devices to ensure
watertightness, securing and locking. Any necessary sealing material which is not
classed as non-combustible should be suitably protected from the effects of fire
to the satisfaction of the Administration.

(c) The operation of such doors shou Id be by means of local control only and indicators
should be required on the bridge to show automatically when each door is closed
and all door fastenings are secured.

(d) The construction, scantlings and fittings of such doors should be so effected that
the whole of the structure shou Id be of equivalent strength to that of the water-
tight bu Ikhead without openings.

(e) Such doors should be closed before the voyage commences and should be kept
closed during navigation; and the time of opening of such doors in port and of
closing them before the ship leaves port should be entered in the log book. Should
any of the doors be accessible during the voyage they should be fitted with a
device which prevents unauthorized opening.

32
Res. A.323( IX)

5. In applying Regulation 7 of Chapter II of the 1960 Safety Convention for the worst
anticipated operating condition, the permeability for cargo spaces intended for the stowage of
vehicles involved in the international road transport of goods should be derived by calcula-
tions in which containers or cargo vehicles should be assumed non-watertight and their
permeability be taken as 0.65. For vessels engaged in dedicated services the actual values of
permeability of containers or cargo vehicles may be applied. In no case should the permea-
bility of such cargo spaces be taken as less than 0.60.

6. The fire protection of the spaces in which any doors as referred to in paragraph 2 are
fitted shou Id comply with Regulation 108 of Chapter II of the proposed amendments to the
1960 Safety Convention contained in Resolution A.122(V) in respect of spaces to which
passengershave accessand with Regulation 108 or 109 of that Chapter in respect of other
spaces.

33
Res. A.324( I X)

RESOLUTION A.324(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON POSITION OF COLLISION BULKHEADS


IN CARGO SHIPS

THE ASSEMBL V,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

RECOGNIZING the need for uniform provisions for collision bulkheads in cargo ships,

HA VI NG CONSI DER ED the Recommendation by the Maritime Safety Committee at


its thirty-second session,

ADOPTS the Recommendation on Position of Collision Bulkheads in Cargo Ships, the


text of which is set out in the Annex to this Resolution,

I NVITES all governments concerned to take appropriate steps to give effect to the
Recommendation as soon as possible.

ANNEX

RECOMMENDATION ON POSITION OF COLLISION BULKHEADS


IN CARGO SHIPS

1. (a) A forepeak or collision bulkhead should be fitted and made watertight up to the
freeboard deck. This bulkhead should not be less than 0.05 of the length of the
ship* from the forward perpendicular in ships not exceeding 200 m in length and
not less than 10 m from the forward perpendicular in ships exceeding 200 m in
length. It should be located not more than 0.08 of the length of the ship from the
forward perpendicular, except as may be allowed by the Administration.

(b) Where any part of the underwater body extends forward of the forward perpendi-
cular, e.g. a bulbous bow, the distances stipulated in sub-paragraph (a) of this
paragraph may be measured from a point at mid length of the extension forward of
the forward perpendicular or from a point 0.015 of the length of the ship forward of
the forward perpendicular in ships of 200 m in length and less or 3 m in ships over
200 m in length, whichever is less.

(c) The bulkhead may have steps or recesses provided they are within the limits
prescribed in sub-paragraph (a) of this paragraph. Pipes piercing the collision bulk-
head are to be fitted with suitable valves operable from above the bulkhead deck
and the valve chest is to be secured at the bulkhead inside the forepeak. No door,
manhole, ventilation duct or any other opening should be permitted in this bulkhead.

* The length o(the ship as defined in Regulation 3( 1) of the I nternational Convention on Load Li nes, 1966.

34
Res. A.324( I X)

2. (a) Where a long forward superstructure is fitted the collision bulkhead should be
extended weathertight to the deck next above the freeboard deck. The extension
need not be fitted directly over the bulkhead below provided it is located within
the limits given in paragraph 1(a) with the exemption permitted by sub-paragraph (b)
of this paragraph and the part of the deck which forms the step is made effectively
weathertight.

(b) In ships fitted with bow doors, in which a sloping loading ramp forms part of the
coil ision bu Ikhead above the freeboard deck, that part of the ramp wh ich is more
than 2.30 m above the freeboard deck may extend forward of the limit specified
in paragraph 1(a). Such ramp shou Id be weathertight over its complete length.

(c) The number of openings in the bulkhead above the freeboard deck should be
reduced to the minimum compatible with the design and normal operation of the
ship. All such openings should be capable of being closed weathertight.

35
Res. A.325( I X)

RESOLUTION A.325(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION CONCERNING REGULATIONS FOR


MACHINERY AND ELECTRICAL INSTAllATIONS IN
PASSENGER AND CARGO SHIPS

THE ASSEMBl Y,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the Assembly,

HAVING CONSIDERED the Recommendations of the Maritime Safety Committee at its


thirty-second and thirty-third sessions,

DESI RING TO ADOPT a single Recommendation concerning Regulations for Machinery


and Electrical Installations in Passengerand Cargo Ships,

ADOPTS the Recommendation concerning Regulations for Machinery and Electrical


Installations in Passengerand Cargo Ships, consisting of the following three Parts:
- Machinery Installations;
- Electrical Installations; and
- Periodically Unattended Machinery Spaces (which supersedes the Recommendation
annexed to Resolution A.211 (VII)),

RECOMMENDS governments to apply as soon as possible the Recommendation con-


cerning Regulations for Machinery and Electrical Installations in Passengerand Cargo Ships
set out at Annex to this Resolution in conjunction with the applicable requirements of the
International Convention for the Safety of Life at Sea, 1974,

INVITES all governments concerned:

(a) to make known the provisions of the regulations for machinery and electrical
installations in passengerand cargo ships to shipowners and operators under
their jurisdiction;

(b) to make every effort to ensure that the regulations for machinery and electrical
installations in passengerand cargo ships apply to all new ships;

(c) to inform the Organization of measures taken in this respect,

REQUESTS the Maritime Safety Committee at the appropriate time to redraft the regula-
tions for machinery and electrical installations in passengerand cargo ships for insertion into
Chapter 11-1of the International Convention for the Safety of Life at Sea, 1974 and to con-
sider their adoption as amendments to that Convention.

36
Res. A.325( IX)

ANNEX

RECOMMENDATION CONCERNING REGULATIONS FOR


MACHINERY AND ELECTRICAL INSTALLATIONS IN
PASSENGER AND CARGO SHIPS

CONTENTS

Regulation 1 Definitions

MACHINERY INSTALLATIONS

Regulation 2 General
3 Machinery
4 Means of Going Astern
5 Steam Boilers and Boiler Feed Systems
6 Steam Pipe Systems
7 Machinery Controls
8 Air Pressure Systems
9 Arrangements for Oil Fuel, Lubricating Oil
and Other Inflammable Oils
10 Bilge Pumping Arrangements for Cargo Ships
11 Ventilating Systems in Machinery Spaces
12 Protection against Noise
13 Steering Gear
14 Electric and Electrohydraulic Steering Gear
15 Communication between Navigating Bridge and
Engine Room
16 Engineers' Alarm
17 Location of Emergency Installations in
Passenger Sh ips

ELECTRICAL INSTALLATIONS

Regulation 18 General
19 Main Source of Electrical Power
20 Emergency Source of Electrical Power in
Passenger Sh ips
21 Emergency Source of Electrical Power in
Cargo Sh ips
22 Starting Arrangements for Emergency Generators
23 Precautions against Shock, Fire and Other Hazards
of Electrical Origin

PERIODICALLY UNATTENDED MACHINERY SPACES

Regu lation 24 General


25 Fire Safety
26 Protection against Flooding
27 Bridge Control of Propulsion Machinery
28 Communication
29 Alarm System
30 Special Rquirements for Machinery, Boiler and
Electrical Installations
31 Safety Systems
32 Passenger Ships

37
Res. A.325( I X)

RECOMMENDATION CONCERNING REGULATIONS FOR


MACHINERY AND ELECTRICAL INSTAllATIONS IN
PASSENGER AND CARGO SHIPS

Regulation 1

Definitions

Whenever the phrases defined below occur throughout these Regulations, they shall be
interpreted in accordance with the following definitions:

(a) "Normal Operational and Habitable Conditions" means conditions under which the ship
as a whole, all her machinery, services, means and aids ensuring propulsion, steerability, safe
navigation, fire and flooalll~ s8:ety, internal and external communications and signals, means
of escape and winches for emergency lifeboats, as well as the minimum comfortable condi-
tions of habitability are in working order and functioning normally.

(b) "Emergency Conditions" means such conditions under which any services needed for
normal operational and habitable conditions are not in working order due to failure of the
main source of electrical power.

(c) "Main Source of Electrical Power" means a source intended to supply electrical power
for all services necessary for maintaining the ship in normal operational and habitable condi-
tions.

(d) "Dead Ship Condition" means the condition under which the main propulsion plant,
boilers and auxiliaries are not in operation due to the absence of power.

(e) "Main Generating Station" means the space in which the main source of electrical power
is situated.

(f) "Main Switchboard" means a switchboard directly supplied by the main source of
electrical power and intended to distribute electrical energy to the ship's services.

(g) "Emergency Source of Electrical Power" means a source of electrical power intended to
supply the necessary services in the event of failure of the main source of electrical power.

(h) "Main Steering Gear" means the machinery, the steering gear power units, if any, and
ancillary equipment and the means of applying torque to the rudder stock (e.g. tiller or
quadrant) necessary for effecting movement of the rudder for the purpose of steering the
ship under normal service conditions.

(i) "Auxiliary Steering Gear" means that equipment which is provided for effecting move-
ment of the rudder for the purpose of steering the ship in the event of failure of the main
steering gear.

(j) "Steering Gear Power Unit" means:

(i) in the case of electric steering gear, an electric motor and its associated electrical
equipment;
(ii) in the case of electrohydraulic steering gear, an electric motor and its associated
electrical equipment and connected pump;
(iii) in the case of other hydraulic steering gear, a driving engine and connected pump.

(k) "Maximum Ahead Service Speed" means the greatest speed which the ship is designed
to maintain in service at sea at her deepest seagoing draught.

38
Res. A.325( I X)

(I) "Maximum Astern Speed" means the speed which it is estimated the ship can attain at
the designed maximum astern power at her deepest seagoing draught.

(m) "Machinery Spaces" are all machinery spaces of Category A and all other spaces con-
taining propelling machinery, boilers, oil fuel units, steam and internal combustion engines,
generators and major electrical machinery, oil filling stations, refrigerating, stabilizing,
ventilation and air conditioning machinery and similar spaces; and trunks to such spaces.

(n) "Machinery Spaces of Category A" are all spaceswhich contain internal combustion
type machinery used either:

(i) for main propulsion; or

(ii) for other purposes where such machinery has in the aggregate a total power of not
less than 500 b.h.p., or which contain any oil-fired boiler or oil fuel unit; and
trunks to such spaces.

(0) "Control Stations" are those spaces in which the ship's radio or main navigating equip-
ment or the emergency source of power is located or where the fire recording or fire control
equipment is centralized.

MACHINERY INSTAllATIONS

Regulation 2

General

(a) The machinery, boilers and other pressure vessels, associated piping systems and fittings
shall be of a design and construction adequate for the service for which they are irltended
and shall be so installed and protected as to reduce to a minimum any danger to persons on
board, due regard being paid to moving parts, hot surfaces and other hazards. The design shall
have regard to materials used in construction, the purpose for which the equipment is intended,
the working conditions to which it will be subjected and the environmental conditions on
board.

(b) Special consideration shall be given to the reliability of single essential propulsion com-
ponents. The Administration may require separate propulsion capability sufficient to give the
ship a navigable speed, especially in the case of unconventional arrangements.

(c) Means shall be provided whereby normal operation of propulsion machinery can be
sustained or restored even though one of the essential auxiliaries becomes inoperative. Special
consideration shall be given to the malfunction of:

(i) a generator set which serves as a main source of electrical power;


(ii) the sources of steam supply;
(iii) the arrangements for boiler feed water;
(iv) the arrangements which supply fuel oil for boiler(s) or engine(s);
(v) the sources of lubricating oil pressure;
(vi) the sources of water pressure;
(vii) a condensate pump and the arrangements to maintain vacuum in condensers;
(viii) the mechanical air supply for boilers;
(ix) an air compressor and receiver for starting or control purposes;

39
Res. A.325( I X)

(x) the hydraulic, pneumatic or electrical means for control in main propulsion
machinery including controllable pitch propellers;
provided that the Administration, having regard to overall safety considerations, may accept a
partial reduction in capability from full normal operation.

(d) Means shall be provided to ensure that the machinery can be brought into operation
from the dead ship condition without external aid.

(e) All boilers, all parts of machinery, all steam, hydraulic, pneumatic and other systems and
their associated fittings which are under internal pressure shall be subjected to an appropriate
pressure test before being put into service for the first time.

(f) Main propulsion machinery and all auxiliary machinery essential to the propulsion and
the safety of the ship shall, as fitted in the ship, be capable of operating when the ship is
upright and when inclined at any angle of list up to and including 15 degrees either way
under static conditions and 22% degrees under dynamic conditions (rolling) either way and
simultaneously inclined dynamically (pitching) 7% degrees by bow or stern. The Administra-
tion may permit deviation from these angles, taking into consideration the type, size and
service conditions of the ship.

(g) Adequate provisions shall be made to facilitate cleaning, inspection and maintenance of
main propulsion and auxiliary machinery including boilers and pressure vessels.

(h) Special consideration shall be given to the design, construction and installation of propul-
sion machinery systems so that any mode of their vibrations shall not cause undue stresses
in this machinery in the normal operating ranges.

Regulation 3

Machinery

(a) Where risk from over-speeding of machinery exists, means shall be provided to ensure
that the safe speed is not exceeded.

(b) Where main or auxiliary machinery including pressure vessels or any parts of such
machinery are subject to internal pressure and may be subject to dangerous overpressure,
means shall, where applicable, be provided which will protect against such excessive pressure.

(c) All gearing and every shaft and coupling used for transmission of power to machinery
essential for the propu Ision and safety of the ship or persons on board shall be so designed
and constructed that it will withstand the maximum working stressesto which it may be
subjected in all service conditions. Due consideration shall be given to the type of engines by
which it is driven or of which it forms part.

(d) Internal combustion engines of a cylinder diameter of 200 millimetres or a crankcase


volume of 0.6 cubic metre and above shall be provided with crankcase explosive relief
valves of an approved type with sufficient relief area. The relief valves shall be arranged or
provided with means to ensure that discharge from them is directed so as to minimize the
possibility of injury to personnel.

(e) Main propulsion machinery and, where applicable, auxiliary machinery shall be provided
with automatic shut-off arrangements in the case of failures, such as lubricating oil supply
failure, which could lead rapidly to complete breakdown, damage or explosion. The
Administration may permit provisions for overriding automatic shut-off devices.

40
Res. A.325( I X)

Regulation 4

Means of Going Astern

(a) Ships shall have sufficient power for going astern to secure proper control of the ship in
all normal circumstances.

(b) The ability of the machinery to reverse the direction of thrust of the propeller in
sufficient time, and so to bring the ship to rest within a reasonable distance from maximum
ahead service speed shall be demonstrated.

(c) The stopping times, ship headings and distances recorded on trials, together with the
results of trials to determine the ability of ships having multiple propellers to navigate and
manoeuvre with one or more propellers inoperative, shall be available on board for the use
of the master or other designated personnel*.

(d) Where the ship is provided with supplementary means for manoeuvring or stopping, these
shall be demonstrated and recorded as referred to in paragraphs (b) and (c) of this Regula-
tion.

Regulation 5

Steam Boilers and Boiler Feed Systems

(a) Every steam boiler and every unfired steam generator shall be provided with not less than
two safety valves of adequate capacity. Provided that the Administration may, having regard to
the output or any other features of any boiler or unfired steam generator, permit only one
safety valve to be fitted if it is satisfied that adequate protection against overpressure is
provided.

(b) Each oil-fired boiler which is intended to operate without manual supervision shall have
safety arrangements which shut off the fuel supply and give an alarm in the case of low
water level, air supply failure or flame failure.

(c) Water tube boilers serving turbine propulsion machinery shall be fitted with a high water
level alarm.

(d) Every steam generating system which provides services essential for the safety of the ship
or which could be rendered dangerous by the failure of its feed water supply, shall be
provided with not less than two separate feed water systems from and including the feed
pumps, noting that a single penetration of the steam drum is acceptable. Means shall be
provided which will prevent overpressure in any part of the systems.

(e) Boilers shall be provided with means to supervise and control the quality of the feed
water. As far as practicable means shall be provided to preclude the entry of oil or other
contaminants which may adversely affect the boiler.

(f) Every boiler essential for the safety of the ship and which is designed to have a water
level shall be provided with at least two means for indicating its water level, at least one of
which shall be a direct reading gauge glass.

* Reference is made to the Recommendation on Information to be included in the Manoeuvring Booklets


adopted by the Organization by Resolution A.209(VII).

41
Res. A.325( I X)

Regulation 6

Steam Pipe Systems

(a) Every steam pipe and every fitting connected thereto through which steam may pass
shall be so designed, constructed and installed as to withstand the maximum working
stresses to which it may be subjected.

(b) Efficient means shall be provided for draining every steam pipe where otherwise
dangerous water hammer action might occur.

(c) If a steam pipe or fitting may receive steam from any source at a higher pressure than
that for which it is designed a suitable reducing valve, relief valve and pressure gauge shall
be fitted.

Regulation 7

Machinery Controls

(a) Main and auxiliary machinery essential for the propulsion and safety of the ship shall
be provided with effective means for its operation and control. A pitch indicator shall be
provided on the navigating bridge for controllable pitch propellers.

(b) Where remote control of propulsion machinery from the bridge is provided and the
machinery spaces are intended to be manned, the fOllowing shall apply:

(i) The speed, direction of thrust and, if applicable, the pitch of the propeller shall
be fully controllable from the navigating bridge under all sailing conditions,
including manoeuvring.

(ii) The remote control shall be performed, for each independent propeller, by a
control device so designed and constructed that its operation does not require
particular attention to the operational details of the machinery. Where more than
one propeller is designed to operate simultaneously, these propellers may be
controlled by one control device.

(iii) The main propulsion machinery shall be provided with an emergency stopping
device on the navigating bridge and independent from the bridge control
system.

(iv) Propulsion machinery orders from the navigating bridge shall be indicated in the
engine control room or at the manoeuvring platform as appropriate.

(v) Remote control of the propulsion machinery shall be possible only from one
station at a time; at one control station interconnected control units are per-
mitted. There shall be at each station an indicator showing which station is in
control of the propu Ision machinery. The transfer of control between navigating
bridge and machinery spaces shall be possible only in tile machinery space or
machinery control room.

(vi) It shall be possible to control the propulsion machinery locally, even in the
case of failure in any part of the remote control system.

(vii) The design of the remote control system shall be such that in case of its failure
an alarm will be given and the preset speed and direction of thrust is maintained
until local control is in operation, unless the Administration considers it
i mpracticab Ie.

42
Res. A.325(IX)

(viii) Indicators shall be fitted on the navigating bridge for:

(1) Propeller speed and direction in case of fixed pitch propellers.

(2) Propeller speed and pitch position in case of controllable pitch propellers.

(ix) An alarm shall be provided at the navigating bridge and in the machinery space
to indicate low starting air pressure set at a level which still permits main engine
starting operations. If the remote control system of the propulsion machinery is
designed for automatic starting, the number of automatic consecutive attempts
which fail to produce a start shall be limited to safeguard sufficient starting air
pressure for starting locally.

(c) Where the main propulsion and associated machinery including sources of main electrical
supply are provided with various degrees of automatic or remote control and are under con-
tinuous manned supervision from a control room this control room shall be designed, equipped
and installed so that the machinery operation will be as safe and effective as if it were under
direct supervision; for this purpose the Regulations 24 to 28 shall apply as appropriate.
Particular consideration shall be given to protection against fire and flooding.

(d) Automatic starting, operational and control systems shall in general include provisions
for manually overriding the automatic controls. Failure of any part of the automatic and
remote control systems shall not prevent the use of the manual override.

Regulation 8

Air Pressure Systems

(a) In every ship means shall be provided to prevent excess pressure in any part of com-
pressed air systems and where water jackets or casings of air compressors and coolers might
be subjected to dangerous excess pressure due to leakage into them from air pressure parts.
Suitable pressure relief arrangements shall be provided for all systems.

(b) The main starting air arrangements for main propu Ision internal combustion engines
shall be adequately protected against the effects of backfiring and internal explosion in the
starting air pipes.

(c) All discharge pipes from starting air compressors shall lead directly to the starting air
receivers, and all starting pipes from the air receivers to main or auxiliary engines shall be
entirely separate from the compressor discharge pipe system.

(d) Provision shall be made to reduce to a minimum the entry of oil into the air pressure
systems and to drain these systems.

Regulation 9

Arrangements for Oil Fuel, Lubricating Oil and Other Inflammable Oils

(a) Arrangements for the storage, distribution and utilization of oil fuel shall be such as to
ensure the safety of the ship and persons on board.

(b) Arrangements for the storage, distribution and utilization of oil used in pressure
lubrication systems shall be such as to ensure the safety of the ship and persons on board.

(c) Arrangements for the storage, distribution and utilization of other inflammable oils
employed under pressure in power transmission systems, control and activating systems and
heat transfer systems shall be such as to ensure the safety of the ship and persons on board.

43
Res. A.325( I X)

(d) In machinery spaces pipes, fittings and valves carrying inflammable oils shall be of a
material approved by the Administration, having regard to the risk of fire.

Regulation 10

Bilge Pumping Arrangements for Cargo Ships *

(a) Ships shall be provided with an efficient bilge pumping plant capable of pumping from
and draining any watertight compartment under all practical conditions whether the vessel
is upright or listed. Wing suctions shall be provided if necessary for that purpose. If the
Administration is satisfied that the safety of the ship is not impaired, the bilge pumping
arrangements may be dispensed with in particular compartments.

(b) Ships shall have at least two power pumps connected to the bilge main, one of which
may be attached to the propelling unit.

Regulation 11

Ventilating Systems in Machinery Spaces

Category A machinery spaces shall be adequately ventilated so as to ensure that when


machinery or boilers contained in them are operating at full power with the ship in the
closed (secured) conditions necessary to resist heavy weather, there is still an adequate supply
of air to the spaces for the safety and comfort of personnel. Any other machinery space shall
be adequately ventilated appropriate for the purpose of that machinery space.

Regulation 12

Protection against Noise

Measures shall be taken to reduce machinery noise in machinery spaces to acceptable


levels as determined by the Administration. If this noise cannot be sufficiently reduced the
source of excessive noise should be suitably insulated, isolated or a refuge from noise shall
be provided if the space requires manned supervision. Ear protectors shall be provided for
personnel required to enter such spaces.

Regulation 13

Steering Gear

(a) (i) Ships shall be provided with a main steering gear and an auxiliary steering gear to
the satisfaction of the Administration. The main steering gear and the auxiliary
steering gear shall be so arranged that a single failure in one of them so far as is
reasonable and practicable will not render the other one inoperative.

(ii) The main steering gear shall be of adequate strength and sufficient to steer the
ship at maximum service speed and this shall be demonstrated. The main steering
gear and rudder stock shall be so designed that they wi II not be damaged at
maximum astern speed but this design requirement need not be proved by trials
at maximum astern speed and maximum rudder angle.
Res. A.325( I X}

(iii) The main steering gear shall, with the ship at her deepest seagoing draught, be
capable of putting the rudder over from 35 degrees on one side to 35 degrees
on the other side with the ship running ahead at maximum service speed. The
rudder shall be capable of being put over from 35 degrees on either side to
30 degrees on the other side in not more than 28 seconds, under the same con-
ditions.

(iv) The main steering gear shall be operated by power where necessary to fulfil the
requirements of sub-paragraph (iii) of this paragraph and in any case in which
the Administration would require a rudder stock over 120 millimetres diameter
in way of the tiller.

(v) The main steering gear power unit(s} shall be arranged to start automatically
when power is restored after a power failure.

(vi) The auxiliary steering gear shall be of adequate strength and sufficient to steer
the ship at navigable speed and capable of being brought speedily into action
in an emergency.

(vii) The auxiliary steering gear shall be capable of putting the rudder over from
15 degrees on one side to 15 degrees on the other side in not more than
60 seconds with the ship at her deepest seagoing draught while running at one
half of her maximum speed ahead of 7 knots whichever is the greater.

(viii) The auxiliary steering gear shall be operated by power where necessary to fulfil
the requirements of sub-paragraph (vii) of this paragraph and in any case in
which the Administration would require a rudder stock of over 230 millimetres
diameter in way of the tiller.

(ix) Where the main steering gear comprises two or more identical power units an
auxiliary steering gear need not be fitted if:

(1) in case of passenger sh ips the main steering gear is capable of operating the
rudder as required by sub-paragraph (iii) of this paragraph while anyone of
the units is out of operation;

(2) in case of cargo ships the main steering gear is capable of operating the
rudder as required by sub-paragraph (iij) of this paragraph while operating
with all power units.

As far as is reasonable and practicable the main steering gear shall be so arranged
that a single failure in its piping or in one of the power units will not impair the
integrity of the remaining part of the steering gear.

(x) (1) Control of the main steering gear shall be provided both on the navigating
bridge and in the steering gear compartment. The steering gear control system
which provides for control from the navigating bridge, if electric, shall be
supplied from the steering gear power circuit from a point within the steering
gear compartment.

(2) When the main steering gear is arranged according to sub-paragraph (ix) of
this paragraph there shall be two independent control systems provided,
each of which can be operated from the navigating bridge. Where the control
system comprises a hydraulic telemotor, the Administration may waive the
requirement for a second independent control system.
(3) Where the auxiliary steering gear is power operated, it shall be provided with
a control system operated from the bridge and this shall be independent of
the control system for the main steering gear.

(4) Means shall be provided in the steering gear compartment to disconnect the
steering gear control system from the power circu it.

45
Res. A.325( I X)

(xi) A means of communication shall be provided between the navigating bridge and
the steering gear compartment.

(xii) (1) The exact angular position of the rudder, if power operated, shall be indi-
cated on the navigating bridge. The rudder angle indication shall be
independent of the steering gear control system.
(2) The angular position of the rudder shall be recognizable in the steering gear
compartment.

(b) In every ship of 70,000 tons gross tonnage and upwards, in addition to the requirements
of paragraph (a) of this Regulation the following shall apply:

(i) The main steering gear shall comprise two or more identical power units cmd
(1) in case of passengerships it shall be capable of operating the rudder as
required by sub-paragraph (a)(iii) of this Regulation while anyone of the
units is out of operation;
(2) in case of cargo ships it shall be capable of operating the rudder as required
by sub-paragraph (a)(iii) of this Regulation while operating with all power
units.
As far as is reasonable and practicable the main steering gear shall be so arranged
that a single failure in its piping or in one of the power units will not impair the
integrity of the remaining part of the steering gear.

(ii) In the event of failure of any of the steering gear power units an alarm shall be
given on the navigating bridge. Every steering gear power unit shall be capable of
being brought into operation either automatically or manually trom a position
on the navigating bridge. In the event of failure of the power supply to a steering
gear control system in operation an alarm shall be given on the navigating brdge.
The alternative steering gear control system shall be capable of being brought
into operation from a position on the navigating bridge.

(iii) An alternative power supply, sufficient at least to supply a steering gear power
unit which complies with the requirement of sub-paragraph (a)(vii) of this Regu-
lation, and also its associated control system and the rudder angle indicator, shall
be provided, automatically, within 45 seconds, either from the emergency source
of electrical power, or from another independent source of power located in the
steering gear compartment. This independent source of power shall be used only
for this purpose and shall have a capacity sufficient for half an hour of continuous
operation.

(c) Every ship of less than 70,000 tons gross tonnage which is required by sub-para-
graph (a)(viii) of this Regulation to be provided with power-operated auxiliary steering gear
shall comply with sub-paragraph (b)(iii) of this Regulation except that the power supply need
only be sufficient for 10 minutes of continuous operation.

Regulation 14

Electric and Electrohydraulic Steering Gear

(a) Indicators for running indication of the motors of electric and electrohydraulic steering
gear shall be installed on the navigating bridge and at a suitable machinery control position.

(b) (i) Each electric or electrohydraulic steering gear comprising one or more power units
shall be served by at least two circuits fed from the main switchboard. One of the
circuits may pass through the emergency switchboard. An auxiliary electric or
electrohydraulic steering gear associated with a main electric or electrohydraulic

46
Res. A.325( IX)

steering gear may be connected to one of the circuits supplying this main steering
gear. The circuits supplying an electric or electrohydraulic steering gear shall have
adequate rating for supplying all motors which can be simultaneously connected
to it and have to operate simultaneously.

(ii) Short circuit protection and an overload alarm shall be provided for these circuits
and motors. Protection against excess cu rrent, if provided, shall be for not less than
twice the full load current of the motor or circuit so protected, and shall be
arranged to permit the passage of the appropriate starting currents. Where a three-
phase supply is used an alarm shall be provided that will indicate failure of anyone
of the supply phases. The alarms required in this sub-paragraph shall be both
audible and visual and situated in a position on the navigating bridge where they
can be readily observed.

(iii) In ships of less than 1,600 tons gross tonnage, if the auxiliary steering gear corres-
ponding to Regulation 13(a)(viii) is not electrically powered or is powered by an
electric motor primarily intended for other services, the main steering gear may be
fed with one circuit from the main switchboard. Where such an electric motor
primarily intended for other services is arranged to power the auxiliary steering
gear, sub-paragraph (b)(ii) of this Regulation may be waived by the Administration
if satisfied with the protection arrangement.

Regulation 15

Communication between Navigating Bridge and Engine Room

Passenger and cargo ships shall be provided with at least two independent means for
communicating orders from the navigating bridge to the position in the machinery space or
control room from which the engines are normally controlled: one of these shall be an engine
room telegraph providing visual indication of the orders and responses both in the engine room
and on the navigating bridge. Consideration should be given to provide a means of communica-
tion to any other position(s) from which the engines may be controlled.

Regulation 16

Engineers' Alarm

An engineers' alarm shall be provided to be operated from the engine control room or at
the manoeuvring platform as appropriate, and clearly audible in the engineers' accommodation.

Regulation 17

Location of Emergency Installations in Passenger Ships

The emergency source(s) of electrical power, fire pumps, bilge pumps except those
specifically serving the spaces forward of the collision bulkhead, any fixed fire-extinguishing
installation required by the International Convention for the Safety of Life at Sea, 1974,
and other emergency installations which are essential for the safety of the ship shall not be
installed forward of the ship's collision bulkhead.

47
Res. A.325( I X)

ELECTRICAL INSTAllATIONS

Regulation 18

General

(a) Electrical installations in passengerand cargo ships shall be such that:

(i) all auxiliary services necessary for maintaining the ship in normal operational and
habitable conditions will be assured without recourse to the emergency source of
power;

(ii) services essential for safety will be assured under various emergency conditions;
and

(iii) the safety of passengers,crew and ship from electrical hazards will be assured.

(b) Administrations shall take appropriate steps to ensure uniformity in the implementation
and application of the provisions of these Regulations in respect of electrical installations*.

Regulation 19

Main Source of Electrical Power

(a) (i) Every ship, the electrical power of which constitutes the only means of mainta'ln'lng
auxiliary services indispensable for the propulsion and safety of the ship, shall be
provided with a main source of power which shall include at least two generating
sets.

(ii) The power of these sets shall be such that it shall still be possible to ensure the
functioning of the services referred to in Regulation 18(a)(i) in the event of any
one of these generating sets being stopped.

(iii) The arrangements of the ship's main source of power shall be such that the
services referred to in Regulation 18(a)(i) can be maintained regardless of the speed
and direction of the main propelling engines or shafting.

(iv) In addition, the generating plant shall be such as to ensure that with anyone
generator or its primary source of power out of operation, the remaining
generator(s) will be capable of providing the electrical services necessary to start
the main propulsion plant from a dead ship condition. The emergency generator
may be used for the purpose of starting from a dead ship condition if its
capability either alone or combined with that of any other generator is sufficient
to provide at the same time those services required to be supplied by sub-
paragraphs (b)(i) to (b)(iv) of Regulations 20 or 21.

(v) Where transformers constitute an essential part of the supply system required by
this paragraph, the system shall be so arranged as to ensure the same continuity
of the supply, as stated in this paragraph.

(b) (i) A main electric lighting system which shall provide illumination throughout those
parts of the ship normally accessible to and used by the passengersor by the crew
shall be supplied from the main source of power.

* Reference is made to the Recommendations published by the International Electrotechnical Commissior


and, in particular, Publication 92 - Electrical Installations in Ships.

48
Res. A.325( I X)

( ij) The arrangement of the main lighting system shall be such that a fire or other
casualty in the space(s) containing the main source of power, including trans-
formers, if any, will not render the emergency lighting system required by sub-
paragraphs (b)(i) and (ii) of Regulations 20 or 21 inoperative.

(iii) The arrangement of the emergency lighting system shall be such that a fire or
other casualty in the space(s) containing the emergency source of power, including
transformers, if any, will not render the main lighting system required by this
Regulation inoperative.

(c) The main switchboard shall be so placed relative to one main generating station that, as
far as is practicable, the integrity of the normal supply may be affected only by a fire or
other casualty in one space. An environmental enclosure for the main switchboard, such as
may be provided by a machinery control room situated with in the main boundaries of the
space, is not to be considered as separating the switchboards from the generators.

(d) In every ship where the total installed electrical power of the main generators is in
excess of 3 megawatts, the main bus bars shall be subdivided into at least two parts which
shall normally be connected by removable links or other approved means; so far as is
practicable, the connexion of generators and any other duplicated equipment shall be equally
divided between the parts. Equivalent alternative arrangements shall be permitted.

Regulation 20

Emergency Source of Electrical Power in Passenger Ships

(a) (i) Every passenger ship shall be provided with a self-contained emergency source of
electrical power.

(ii) The emergency source of power, the transitional source of emergency power and
the emergency switchboard shall be located above the uppermost continuous
deck and shall be readily accessible from an open deck. They shall not be forward
of the collision bulkhead*.

(iii) The location of the emergency source of power, the transitional source of
emergency power and the emergency switchboard in relation to the main source(s)
of electrical power shall be such as to ensure to the satisfaction of the Administra-
tion that a fire, or other casualty, in the space containing the main source(s) of
electrical power or in any machinery space of Category A will not interfere with
the supply or distribution of emergency power. As far as practicable, the space
containing the emergency source of power, the transitional source of emergency
power and the emergency switchboard shall not be contiguous to the boundaries
of machinery spaces of Category A or those spaces containing the main source(s)
of electrical power.

(iv) Provided that suitable measures are taken for safeguarding independent emergency
operation under all circumstances, the emergency generator may be used
exceptionally, and for short periods, to supply non-emergency circuits.

(b) The power available shall be sufficient to supply all those services that are essential for
safety in an emergency, due regard being paid to such services as may have to be operated
simultaneously. The emergency source of power shall be capable, having regard to starting
currents and the transitory nature of certain loads, of supplying simultaneously at least

* Reference is made to the Recommendation on Position of Collision Bulkheads in Cargo Ships adopted by
the Organization bV Resolution A.324( I X).

49
Res. A.325( I X)

the following services for the periods specified hereinafter, if they depend upon an electrical
source for their operation:

(i) For a period of 36 hours, emergency lighting at every embarkation station on


deck and over sides as requ ired by Regulations 19 and 30 of Chapter III of the
International Convention for the Safety of Life at Sea, 1974.

(ii) For a period of 36 hours, emergency lighting:


(1) in all service and accommodation alleyways, stairways and ex its, personnel
Iift cars;
(2) in the machinery spaces and main generating stations including their control
positions;
(3) in all control stations, and in all machinery control rooms;
(4) at the stowage position(s) for firemen's outfits;
(5) at the steering gear; and
(6) at the sprinkler pump referred to in sub-paragraph (vi) of this paragraph, at
the fire pump referred to in sub-paragraph (v) of this paragraph, at the
emergency bilge pump, and at the starting positions of their motors.

(iii) For a period of 36 hours, the navigation lights and other lights required by the
International Regulations for Preventing Collisions at Sea, in force.

(iv) For a period of 36 hours:


(1) all internal communication equipment that is required in an emergency;

(2) navigational aids as required by Regulation 12 of Chapter V of the Inter-


national Convention for the Safety of Life at Sea, 1974; where it is
unreasonable or impracticable to make such provision the Administration
may waive this requirement for ships of less than 5,000 tons gross tonnage;
(3) fire detection and its alarm system, and fire door holding and release system;
and
(4) intermittent operation of the daylight signalling lamp, the ship's whistle, the
manual fire alarms and all internal signals that are required in an emergency;
unless they have an independent supply from an accumulator battery suitably
located for use in an emergency and sufficient for the period of 36 hours.

(v) For a period of 36 hours one of the fire pumps required by Regulation 47(b) of
Chapter 11-2 of the International Convention for the Safety of Life at Sea, 1974.

(vi) For a period of 36 hours the automatic sprinkler pump, if any.

(vii) For a period of 36 hours the emergency bilge pump and all equipment essential
for the operation of electrically powered remote controlled bilge valves.

(viii) For the period of time required, the steering gear where it is required to be so
supplied by Regulation 13(b)(iii).

(ix) For a period of half an hour the watertight doors which are required by
Regulation 13 of Chapter 11-1of the International Convention for the Safety
of Life at Sea, 1974 to be power operated together with their indicators and
warning signals. Provided the requirements of Regulation 13(i)(ii) of Chapter 11-1
of the International Convention for the Safety of Life at Sea, 1974 are complied
with, sequential operation of the doors may be permitted providing all doors can
be closed in 60 seconds.

50
Res. A.325( I X)

(x) For a period of half an hour the emergency arrangements that will cause the lift cars
to deck for the escape of passengers or crew. Sequential emergency decking of the
passenger lift cars is permitted.

In the case of ships engaged regularly on voyages of short duration, the Administration
may accept a lesser period than the 36 hour period specified in sub~paragraphs (i) to (vii) of
this paragraph if satisfied that an adequate standard of safety would be attained. In any case,
the reduced periods may not be less than 12 hours.

(c) The emergency source of power may be either a generator or an accumulator battery.

(i) Where the emergency source of power is a generator it shall be:

(1) driven by a suitable prime-mover with an independent supply of fuel having


a flashpoint of not less than 43C;

(2) started automatically upon failure of the electrical supply from the main
power source(s) and shall be automatically connected to the emergency switch-
board; those services referred to in paragraph (d) of this Regulation should
then be transferred automatically to the emergency generator. The automatic
starting system and the characteristic of the prime-mover shall be such as to
permit the emergency generator to carry its full rated load as quickly as is safe
and practicable, but in no more than 45 seconds, and unless a second inde-
pendent means of starting the emergency generator is provided, the single source
of stored energy shall be protected to preclude its complete depletion by the
automatic starting system; and

(3) provided with a transitional source of emergency power according to para-


graph (d) of this Regulation.

(ii) Where the emergency source of power is an accumulator battery it shall be capable
of:

(1) carrying the emergency load without recharging whilst maintaining the voltage
of the battery throughout the discharge period within plus or minus
12 per cent of its nominal voltage;

(2) automatically connecting to the emergency switchboard in the event of failure


of the main power supply; and

(3) immediately supplying at least those services specified in paragraph (d) of this
Regu lation.

(d) The transitional source of emergency power required by sub-paragraph (c)( i)(3) of this
Regulation shall consist of an accumulator battery suitably located for use in an emergency
which shall operate without recharging whilst maintaining the voltage of the battery through-
out the discharge period within plus or minus 12 per cent of its nominal voltage and be of
sufficient capacity and so arranged as to automatically supply in the event of failure of either
the main or emergency source of power at least the following services, if they depend upon
an electrical sou rce for their operation:

(i) for half an hour:


(1) the lighting required by sub-paragraphs (b)(i), (b)(ii) and (b)(iii) of this Regulation;
(2) all essential internal communication equipment, fire detecting systems and the
fire door holding and release equipment required by sub-paragraphs (b)(iv)(1)
and (3) of this Regulation; and
(3) intermittent operation of the services required by sub-paragraph (b)( iv)(4) of
this Regulation;

unless, in respect of (2) and (3) above, they have an independent supply for an accumu-
lator battery suitably located for use in an emergency and sufficient for the period
specified;

51
Res. A.325( I X)

(ii) power to close the watertight doors but not necessarily to close them all
simultaneously;

(iii) the indicators which show whether power-operated watertight doors are open or
closed;

(iv) the sound signals which give warning that the power-operated watertight doors
have begun to close.

(e) (i) The emergency switchboard shall be installed as near as is practicable to the
emergency source of power.

(ii) Where the emergency source of power is a generator, the emergency switchboard
shall be located in the same space unless the operation of the emergency switch-
board would thereby be impaired.

(iii) No accumulator battery fitted in accordance with this Regulation shall be installed
in the same space as the emergency switchboard. An indicator shall be mounted in
a suitable place on the main switchboard or in the machinery control room to indi-
cate when the batteries constituting either the emergency source of power or the
transitional source of power referred to in sub-paragraph (c)(ii) or paragraph (d)
of this Regulation are being discharged.

(iv) The emergency switchboard is to be supplied in normal operation from the main
switchboard, by an interconnector feeder which is to be adequately protected at
the main switchboard against overload and short circu it. The arrangement at the
emergency switchboard shall be such that the interconnector feeder is disconnected
automatically at the emergency switchboard upon failure of the main power supply
Where the system is arranged for feedback operation, the interconnector feeder is
also to be protected at the emergency switchboard at least against short circuit.

(v) In order to ensure ready availability of emergency supplies, arrangements shall be


made where necessary to disconnect automatically non-emergency circuits from
the emergency switchboard to ensure that power shall be available to the
emergency circuits.

(f) The emergency generator and its prime-mover and any emergency accumulator battery
shall be so arranged as to ensure that it will function at full rated power when it is upright
and when inclined at any angle of list up to and including 22;;; degrees either way or up to and
including 10 degrees inclination either way in the fore and aft direction, or is in any combina-
tion of angles within those limits.

(g) Provision shall be made for the periodic testing of the complete emergency system and
shall include the testing of automatic starting arrangements.

Regulation 21

Emergency Source of Electrical Power in Cargo Ships

(a) (i) Every cargo ship shall be provided with a self-contained emergency source of
electrical power.

(ii) The emergency source of power, the transitional source of emergency power and the
emergency switchboard shall be located above the uppermost continuous deck and
shall be readily accessible from an open deck. It shall not be forward of the collision
bulkhead, if any, except where permitted by the Administration in exceptional
circu mstances.

52
Res. A.325( I X)

(iii) The location of the emergency source of power, the transitional source of
emergency power and emergency switchboard in relation to the main source(s) ot
electrical power shall be such as to ensure to the satisfaction of the Administra-
tion that a fire or other casualty, in the space containing the main source(s) of
electrical power or in any machinery space of Category A will not interfere with
the supply or distribution of emergency power. As far as practicable, the space
containing the emergency sources ot power, the transitional source of emergency
power and the emergency switchboard shall not be contiguous to the boundaries
of machinery spaces of Category A or those spaces containing the main source(s)
of electrical power.

(iv) Provided that suitable measures are taken for safeguarding independent emergency
operation under all circumstances, the emergency generator may be used,
exceptionally, and for short periods, to su pply non-emergency circu its.

(b) The power available shall be sufficient to supply all those services that are essential for
safety in an emergency, due regard being paid to such services as may have to be operated
simultaneously. The emergency source of power shall be capable, having regard to starting
currents and the transitory nature of certain loads, of supplying simultaneously at least the
following services for the periods specified hereinafter, if they depend upon an electrical
source for their operation:

(i) For a period of 3 hours, emergency lighting at every embarkation station on deck
and over sides as requ ired by Regu lations 19 and 38 of Chapter III of the Inter-
national Convention for the Safety of Life at Sea, 1974.

(ii) For a period of 18 hours, emergency lighting:

(1) in all service and accommodation alleyways, stairways and exits, personnel lift
cars and personnel Iift trunks;

(2) in the machinery spaces and main generating stations including their control
positions;

(3) in all control stations and in all machinery control rooms;

(4) at the stowage position(s) for firemen's outfits;

(5) at the steeri ng gear; and

(6) at the sprinkler pump if any, at the fire pump referred to in sub-paragraph (v)
of this paragraph, at the emergency bilge pump if any, and at their starting
positions.

(iii) For a period of 18 hours, the navigation lights and other lights required by the
I nternational Regulations for Preventing Collisions at Sea, in force.

(iv) For a period of 18 hou rs:

(1) all internal communication equipment that is required in an emergency;

(2) navigational aids as required by Regulation 12 of Chapter V of the Inter-


national Convention for the Safety of Life at Sea, 1974; where it is
unreasonable or impracticable to make such provision the Administration
may waive this requirement for ships of less than 5,000 tons gross tonnage;
(3) fire detection and its alarm systems; and

(4) intermittent operation of the daylight signalling lamp, the ship's whistle, the
manual fire alarms, and all internal signals that are required in an emergency;

unless they have an independent supply from an accumulator battery suitably


located for use in an emergency and sufficient for the period of 18 hou rs.

53
Res. A.325( I X)

(v) For a period of 18 hours one of the fire pumps required by Regulation 52(b) of
Chapter 11-2 of the International Convention for the Safety of Life at Sea, 1974
if dependent upon the emergency generator for its source of power.

(vi) For the period of time required, the steering gear where it is required to be so
supplied by Regulation 13(b)(iii).

In the case of ships engaged regularl'i in voyages of short duration, the Administration
may accept a lesser period than the 18 hour period specified in sub-paragraphs (i) to (iv) of
this paragraph if satisfied that an adequate standard of safety would be attained. In any case
the reduced periods may not be less than 12 hours.

(c) The emergency source of power may be either a generator or an accumulator battery.

(i) Where the emergency source of power is a generator it shall be:

(1) driven by a suitable prime-mover with an independent supply of fuel, having


a flashpoint of not less than 43C;

(2) started automatically upon failure of the normal electrical supply unless a
transitional source of emergency power in accordance with (3) hereafter is
provided; where the emergency generator is automatically started, it shall be
automatically connected to the emergency switchboard; those services
referred to in paragraph (d) of this Regulation should then be connected
automatically to the emergency generator; and unless a second independent
means of starting the emergency generator is provided the single source of
stored energy shall be protected to preclude its complete depletion by the
automatic starting system; and

(3) provided with a transitional source of emergency power as specified in para-


graph (d) of this Regulation unless there is provided an emergency generator
capable of supplying the services mentioned in paragraph (d) of this Regula-
tion and which is capable of being automatically started and supplying the
required load as quickly as is safe and practicable but in not more than
45 seconds.

(ii) Where the emergency source of power is an accumulator battery it shall be capable
of:

(1) carrying the emergency load without recharging whilst maintaining the
voltage of the battery throughout the discharge period within plus or minus
12 per cent of its nominal voltage;

(2) automatically connecting to the emergency switchboard in the event of


failure of the main power supply; and

(3) immediately supplying at least those services specified in paragraph (d) of


this Regulation.

(d) The transitional source of emergency power where required by sub-paragraph (c)(i)(3)
of this Regulation shall consist of an accumulator battery suitably located for use in an
emergency which shall operate without recharging whilst maintaining the voltage of the
battery throughout the discharge period within plus or minus 12 per cent of its nominal
voltage and be of sufficient capacity and so arranged as to automatically supply in the event
of failure of either the main or emergency source of power for half an hour at least the
following services if they depend upon an electrical source for their operation:

(i) the lighting required by sub-paragraphs (b) (i), (b)(ii) and (b)(iii) of this Regulation.
For this transitional phase, the required emergency lighting, in respect of the
machinery space and accommodation and service areas, may be provided by
permanently fixed, individual, automatically charged, relay operated accumulator
lamps;

54
Res. A.325( I X)

(ii) all essential internal communication equipment required by sub-paragraph (b)(iv)(l)


of this Regulation; and

(iii) intermittent operation of the services referred to in sub-paragraph (b)(iv)(4) of this


Regulation;

unless, in respect of (ii) and (iii) above, they have an independent supply from an accumulator
battery su itably located for use in an emergency and sufficient for the period specified.

(e) (i) The emergency switchboard shall be installed as near as is practicable to the
emergency sou rce of power.

(i i) Where the emergency sou rce of power is a generator, the emergency switchboard
shall be located in the same space unless the operation of the emergency switch-
board would thereby be impaired.

(iii) No accumulator battery fitted in accordance with this Regulation shall be installed
in the same space as the emergency switchboard. An indicator shall be mounted in a
suitable place on the main switchboard or in the machinery control room to
indicate when the batteries constituting either the emergency source of power
or the transitional source of power referred to in sub-paragraph (c)(ii) or para-
graph (d) of this Regulation are being discharged.

(iv) The emergency switchboard is to be supplied in normal operation from the main
switchboard, by an interconnector feeder which is to be adequately protected at
the main switchboard against overload and short circu it. The arrangement at the
emergency switchboard shall be such that the interconnector feeder is disconnected
automatically at the emergency switchboard upon failure of the main power supply.
Where the system is arranged for feedback operation, the interconnector feeder is
also to be protected at the emergency switchboard at least against short circuit.

(v) In order to ensure ready availability of emergency supplies, arrangements shall be


made where necessary to disconnect automatically non-emergency circuits from
the emergency switchboard to ensure that power shall be available automatically
to the emergency ci rcu its.

(f) The emergency generator and its prime-mover and any emergency accumulator battery
shall be so arranged as to ensure that it will function at full rated power when it is upright
and when inclined at any angle of list up to and including 22% degrees either way or up to
and including 10 degrees inclination either way in the fore and aft direction, or is in any com-
bination of angles within those limits.

(g) Provision shall be made for the periodic testing of the complete emergency system and
shall include the testing of automatic starting arrangements.

Regulation 22

Starting Arrangements for Emergency Generators

(a) Emergency generators shall be capable of being readily started in their cold condition
down to a temperature of OC. If this is impracticable, or if lower temperatures are likely to
be encountered, consideration is to be given to the provision and maintenance of heating
arrangements, acceptable to the Administration, so that ready starting will be assured.

(b) Each emergency generator which is arranged to be automatically started shall be equipped
with approved starting devices with a storage energy capability of at least three consecutive
starts. A second source of energy shall be provided for an additional three starts within
30 minutes unless hand (manual) starting can be demonstrated to be effective.

55
Res. A.325(IX)

(c) Provisions shall be made to continuously maintain the stored energy at all times:

(i) Electrical and hydraulic starting systems shall be maintained from the emergency
switchboard.

(ii) Compressed air starting systems may be maintained by the main or auxiliary
compressed air receivers, through a su itable non-return valve, or by an emergency
air compressor energized by the emergency switchboard.

(iii) All of these starting, charging and energy storing devices shall be located in the
emergency generator room; these devices are not to be used for any other purpose
than the operation of the emergency generator set. This does not preclude the
supply to the air receiver of the emergency generator set from the main or auxiliary
compressed air system through the non-return valve fitted in the emergency
generator room.

(d) (i) When automatic starting is not required by these Regulations and where it can be
demonstrated as being effective, hand (manual) starting is permissible, such as
manual cranking, inertial starters, manual hydraulic accumulators, powder charge
cartridges.

(ii) When hand (manual) starting is not practicable, the provisions under (b) and (c)
of this Regulation shall be complied with except that starting may be manually
initiated.

Regulation 23

Precautions against Shock, Fire and Other Hazards of Electrical Origin

(a) (i) Exposed metal parts of electrical machines or equipment which are not intended
to be "live", but which are liable under fault conditions to become "live" shall be
earthed (grounded) unless:

(1) they are supplied at a voltage not exceeding 55 volts direct current or 55 volts,
root mean square between conductors; autotransformers shall not be used for
the purpose of achieving this alternative current voltage; or

(2) they are supplied at a voltage not exceeding 250 volts by safety isolating
transformers supplying one consuming device only; or

(3) they are constructed in accordance with the principle of double insulation.

(ii) The Administration may require additional precautions for portable electric lamps,
tools or similar apparatus for use in confined or exceptionally damp spaces where
particular risks due to conductivity may exist.

(iii) All electrical apparatus shall be so constructed and so installed that it shall not
cause injury when handled or touched in the normal manner.

(b) Main and emergency switchboards shall be so arranged as to give easy access needed to
apparatus and equipment, without danger to attendants. The sides and backs and, where
necessary, the fronts of switchboards, shall be suitably guarded. Exposed live parts having
voltages to earth (ground) exceeding a voltage to be specified by the Administration shall
not be installed on the front of such switchboards. There shall be non-conducting mats or
gratings at the front and rear, where necessary.

(c) (i) The hull return system of distribution shall not be used for any purpose in
tankers, nor for power, heating, or lighting in any other ship of 1,600 tons gross
tonnage and upwards.

56
Res. A.325( IX)

(ii) The requirement of sub-paragraph (i) of this paragraph does not preclude under
conditions approved by the Administration the use of:
(1) impressed current cathodic protective systems,
(2) limited and locally earthed systems, or
(3) insulation level monitoring devices provided the circulation current does not
exceed 30 milliamperes under the most unfavourable conditions.

(iii) Where the hull return system is used, all final subcircuits shall be two-wire and
special precautions shall be taken to the satisfaction of the Administration.

(d) (i) Earthed distribution systems shall not be used in tankers. The Administration may
exceptionally permit in such ships the earthing of the neutral for alternating
current power networks of 3,000 volts (line to line) and over, provided that any
possible resulting current does not flow directly through any of the dangerous
spaces.

(ii) When a distribution system, whether primary or secondary, for power, heating or
lighting, with no connexion to earth is used, a device capable of continuously
monitoring the insulation level to earth and of giving an audible or visual indica-
tion of abnormally low insulation values shall be provided.

(e) (i) Except as permitted by the Administration in exceptional circumstances, all metal
sheaths and armour of cables shall be electrically continuous and shall be earthed
(grounded).

(ii) All electric cables shall be at least of a flame retardant type and shall be installed
so as not to impair their original flame retarding properties. Administrations may
permit the use of special types of cables when necessary for particular applications,
such as radio frequency cables, which do not comply with the foregoing.

(iii) Cables and wiring serving essential or emergency power, lighting, internal communi-
cations or signals shall so far as practicable be routed clear of galleys, laundries,
machinery spaces of Category A and their casings and other high fire risk areas.
Cables connecting fire pumps to the emergency switchboard shall be of a fire
resistant type where they pass through high fire risk areas. Where possible all such
cables should be run in such a manner as to preclude their being rendered
unserviceable by heating of the bulkheads that may be caused by a fire in an
adjacent space.

(iv) Where cables which are installed in hazardous areas introduce the risk of fire or
explosion in the event of an electrical fault in that space, special precautions
against such risks shall be taken to the satisfaction of the Administration.

(v) Wiring shall be supported in such a manner as to avoid chafing or other injury.

(vi) Terminations and joints in all conductors shall be made such that they retain the
original electrical, mechanical, flame retarding and, where necessary, fire resisting
properties of the cable.

(f) (i) Each separate circuit shall be protected against short circuit. Each separate circuit
shall also be protected against overload, except in accordance with Regulation 14
or where the Administration may exceptionally otherwise permit.

(ii) The rating or appropriate setting of the overload protective device for each circuit
shall be permanently ind icated at the location of the protection device.

(g) Lighting fittings shall be arranged to prevent temperature rises that would be injurious
to the wiring, and to prevent surrounding material from becoming excessively hot.

57
Res. A.325( IX)

(h) All lighting or power circuits terminating in a bunker or cargo space shall be provided
with a multiple pole isolating switch outside the space.

(i) (i) Accumulator batteries shall be suitably housed, and compartments used primarily
for their accommodation shall be properly constructed and efficiently ventilated.

(ii) Electrical or other equipment which may constitute a source of ignition of


inflammable vapours shall not be permitted in these compartments except as
permitted in paragraph (j) of this Regulation.

(iii) Accumulator batteries shall not be located in sleeping quarters. Administrations


may permit relaxations from this requirement where hermetically sealed batteries
are installed.

(j) In all spaces where inflammable mixtures are liable to collect, including those on board
tankers, and in any compartment assigned principally to accumulator batteries, no electrical
equipment shall be installed unless the Administration is satisfied that it is:

(i) essential for operational purposes;


(ii) of a type which will not ignite the mixture concerned;
(i ii) appropriate to the space concerned; and
(iv) appropriately certified for safe usage in the dusts, vapours or gases likely to be
encountered.

(k) In passenger ships, distribution systems shall be so arranged that fire in any main vertical
zone as is defined in Regulation 3(b) of Chapter 11-2 of the International Convention for the
Safety of Life at Sea, 1974 will not interfere with services essential for safety in any other
such zone. This requirement will be met if main and emergency feeders passing through any
such zone are separated both vertically and horizontally as widely as is practicable.

PERIODICALLY UNATTENDED MACHINERY SPACES

Regulation 24

General

(a) The provisions of Regulations 24 to 32 are additional to all applicable Regulations of the
International Convention for the Safety of Life at Sea, 1974. The arrangements provided shall
be such as to ensure that the safety of the ship in all sailing conditions, including manoeuvring,
is equivalent to that of a ship having the machinery spaces manned.

(b) Measures shall be taken to the satisfaction of the Administration to ensure that the equip-
ment is functioning in a reliable manner and that satisfactory arrangements are made for
regular inspections and routine tests to ensure continuous reliable operation.

(c) Ships shall be provided with documentary evidence to the satisfaction of the Administra-
tion of their fitness to operate with periodically unattended machinery spaces.

58
Res. A.325{ I X)

Regulation 25

Fire Safety

(a) Fire prevention

(i) Where necessary, fuel oil and lubricating oil pipelines shall be screened or otherwise
suitably protected to avoid as far as is practicable oil spray or oil leakages on hot
surfaces or into machinery air intakes. The number of joints in such piping systems
shall be kept to a minimum. Special consideration shall be given to high pressure
fuel oil pipes; where practicable, leakages from such piping systems shall be
collected and arrangements for an alarm be given.

(ii) Where daily service fuel oil tanks are filled automatically, means shall be provided
to eliminate overflow spillages. Similar consideration shall be given to other equip-
ment treating automatically flammable liquids, e.g. oil fuel purifiers, which when-
ever practicable shall be installed in a special space reserved for purifiers and their
heaters.

(iii) Where oil fuel daily service tanks or settling tanks are fitted with heating arrange-
ments, a high temperature alarm shall be provided if the flashpoint of the oil fuel
can be exceeded.

(b) Fire detection

(i) An approved fire detection system based on the self-monitoring principle and
including facilities for periodical testing shall be installed in periodically unattended
machinery spaces.

(ii) This fire detection system shall be designed and the detectors so positioned as to
detect rapidly the onset of fire in any part of these spacesand under any normal
conditions of operation of the machinery and variations of ventilation as required
by the possible range of ambient temperatures. Except in spacesof restricted
height and where their use is specially appropriate, detection systems using only
thermal detectors shall not be permitted. The detection system shall initiate
audible and visual alarms distinct in both respects from any other system not
indicating fire, in sufficient places to ensure its being heard and observed on the
bridge and by a responsible engineer officer. When the bridge is unmanned the
alarm shall sound in a place where a responsible person will be on duty. After
installation the system shall be tested under varying conditions of engine operation
and ventilation. The fire detection system shall be fed automatically from an
emergency source of power by a separate feeder if the main source of power fails.

(iii) Incipient fires in scavenging air belts of main propelling engines shall be detected
and alarmed, unless the Administration considers this to be unnecessary in a
particu lar case.

(iv) Internal combustion engines of 3000 hp and above or having cylinders of more
than 300 millimetres bore shall be protected against crankcase explosions by the
provision of oil mist detectors.

(v) Fire in boiler air supply casings and exhausts (uptakes) shall be detected and
arrangements for an alarm be given, unless the Administration considers this to
be unnecessary in a particular case..

(c) Fire fighting

(i) An approved fixed fire-extinguishing system shall be provided in all ships that are
otherwise not required to have this provision by Regulation 52{g), (h), (i) of the
International Convention for the Safety of Life at Sea, 1974.

59
Res. A.325( I X)

(ii) Provisions shall be made for immediate water delivery from the fire main system
at a suitable pressure, due regard being paid to the possibility of freezing, either
by:
(1) remote starting arrangements of one of the main fire pumps. One of the
starting positions shall be on the navigating bridge and one at the fire control
station, if any; or
(2) permanent pressurization of the fire main system by one of the main fire
pumps.
For ships of less than 1600 tons gross tonnage the Administration may waive this
requirement if the arran:jementof the machinery space accessesmakes it
unnecessary.

(iii) The Administration shall give special consideration to maintain the fire integrity of
the machinery spaces, the location and centralization of the fire-extinguishing
system controls, the required shut-down arrangements (e.g. ventilation, fuel pumps,
etc.) and may require additional fire-extinguishing appliances and other fire-fighting
equipment and breathing apparatus.

Regulation 26

Protection against Flooding

(a) Bilge wells in machinery spaces shall be located and monitored in such a way that the
accumulation of liquids is detected at normal angles of trim and heel; they shall be large
enough to easily accommodate the normal drainage during the unattended period.

(b) In caseswhere the bilge pumps start automatically, means shall be provided to indicate
if the influx of liquid is greater than the pump capacity or if the pump is operating more
frequently than would normally be expected. In these cases, smaller bilge wells to cover a
reasonable period of time may be permitted. Where automatically controlled bilge pumps are
provided, special attention shall be given to oil pollution prevention requirements.

(c) The controls of any valve serving a sea inlet, a discharge below the water-line or a bilge
injection system shall be so sited as to allow adequate time for operation in case of influx of
water to the space, having regard to the time which could be taken to reach and operate such
controls. The level to which the space could become flooded with the ship in the fully loaded
condition shall be considered and this may require control from a position above such level.

Regulation 27

Bridge Control of Propulsion Machinery

(a) Under all sailing conditions, including manoeuvring, the speed, direction of thrust and,
if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge.

(b) The remote control mentioned under paragraph (a) of this Regulation shall be performed
by a single control device for each independent propeller, with automatic performance of all
associated services, including, where necessary, means of preventing overload of the propelling
machinery.
(c) The main propulsion machinery shall be provided with an emergency stoppin~ device on
the navigating bridge and independent from the bridge control system referred to In para-
graph (a) of this Regulation.

60
Res. A.325( I X)

(d) Propulsion machinery orders from the navigating bridge shall be indicated in the engine
control room or at the manoeuvring platform as appropriate.

(e) Remote control of the propulsion machinery shall be possible only from one station at
a time; at one control station interconnected control units are permitted. There shall be at
each station an indicator showing which station is in control of the propulsion machinery.
The transfer of control between navigating bridge and machinery spaces shall be possible only
in the machinery space or machinery control room.

(f) It shall be possible to control essential machinery and the propelling machinery locally,
even in the case of failure in any part of the automatic or remote control systems.

(g) The design of the remote automatic control system shall be such that in case of its
failure an alarm will be given and the preset speed and direction of thrust is maintained until
local control is in operation, unless the Administration considers it impracticable.

(h) Ind icators shall be fitted on the navigating bridge for:

(i) Propeller speed and direction in case of fixed pitch propellers.


(ii) Propeller speed and pitch position in case of controllable pitch propellers.

(i) The number of automatic consecutive attempts which fail to produce a start shall be
limited to safeguard sufficient starting air pressure. An alarm shall be provided to indicate
low starting air pressure set at a level which still permits main engine starting operations.

Regulation 28

Communication

A reliable means of vocal communication shall be provided between the engine room,
control room or manoeuvring platform as appropriate, the navigating bridge and the engineer
officers' accommodation.

Regul ation 29

Alarm System

(a) An alarm system shall be provided which shall indicate any fault requiring attention.

(b) (i) The alarm system shall sound in the engine room an audible alarm and indicate
visually each separate alarm function at a suitable position.

(ii) The alarm system shall have a connexion to the engineers' public rooms and to
each of the engineers' cabins through a selector switch, to ensure connexion to
at least one of those cabins. Administrations may permit equivalent arrangements.

(iii) Audible and visual alarm shall be activated on the navigating bridge for any situa-
tion requiring action of the officer on watch or which should be brought to his
attention.

(iv) The alarm system shall as far as is practicable be designed on the fail-to-safety
principle.

(v) The alarm system shall activate the engineers' alarm required by Regulation 16 if
an alarm function has not received attention locally within a limited time.

61
Res. A.325( IX)

(c) (i) The alarm system shall be continuously powered with automatic change-over to a
stand-by power supply in case of loss of normal power supply.

(ii) Failure of the normal power supply of the alarm system shall be alarmed.

(d) (i) The alarm system shall be able to indicate at the same time more than one fault
and the acceptance of any alarm shall not inhibit another alarm.

(ii) Acceptance at the position mentioned in sub-paragraph (b)(i) of this Regulation of


any alarm condition shall be indicated at the positions where it was shown. Alarms
shall be maintained until they are accepted and the visual indications shall remain
until the fault has been corrected, when the alarm system shall automatically reset
to the normal operating condition.

Regulation 30

Special Requirements for Machinery, Boiler and Electrical Installations

The special provisions for the machinery, boiler and electrical installations shall be in
agreement with the requirements of the Administration and shall contain at least the
followi ng provisions:

(a) Main source of electrical power

(i) On ships where the electrical power can normally be supplied by one generator,
there shall be provided suitable load shedding arrangements to ensure the integrity
of supplies to services required for propulsion, steering and to ensure the safety of
the ship. To cover the case of loss of the generator in operation, there shall be
adequate provisions for automatic starting and connecting to the main switchboard
of a stand-by generator of sufficient capacity to permit propulsion and steering
and ensure the safety of the ship with automatic re-starting of the essential
auxiliaries including, where necessary, sequential operations. The Administration
may waive this requirement in ships of under 1,600 tons gross tonnage, if they
think it is impracticable.

(ii) If the electrical power is normally supplied by more than one generating set
simuitaneous'ly in parallel operation, there shall be provisions (by load shedding,
tor instance) to ensure that in case of loss of one of these generating sets, the
remaining ones are kept in operation without overload to permit propulsion and
steering, and to ensure the safety of the ship.

(b) Change-over function

Where stand-by machines are required for other auxiliary machinery essential to propul-
sion, automatic cnange-over devices shall be provided. An alarm shall be given on automatic
change-over.

(c) Automatic control and alarm system

(i) The control system shall be such that through the necessary automatic arrange-
ments the services needed for the operation of the main propulsion machinery
and its auxiliaries are ensured.

(ii) Means shall be provided to keep the starting air pressure at the.required level if
internal combustion engines are used for main propu Ision.

(iii) An alarm system complying with Regulation 29 shall be provided for all important
pressures, temperatures, fluid levels, etc.

62
Res. A.325( I X)

(iv) An adequate centralized location shall be arranged with the necessary alarm panels
and instrumentation indicating any alarmed fault.

Regulation 31

Safety Systems

A safety system shall be provided so that serious malfunction in machinery or boiler


operations, which presents an immediate danger, shall initiate the automatic shut down of
that part of the plant and an alarm shall be given. Shut down of the propulsion system shall
not be automatically activated except in caseswhich could lead to complete breakdown,
serious damage or explosion. Where arrangements for overriding the shut down of the main
propelling machinery are fitted, these shall be such as to preclude inadvertent operation. If
used, it shall be visually indicated.

Regulation 32

Passenger Ships

Passengerships shall be specially considered by Administrations as to whether or not


their machinery spaces may be periodically unattended and if so whether additional require-
ments to those stipulated in these Regulations are necessary to achieve equivalent safety to
that of normally attended machinery spaces.

63
Res. A.326( I X)

RESOLUTION A.326(1X)

Adopted on 12 November 1975


Agenda item 7(c)

AMENDMENTS TO THE DRAFT REGULATIONS CONCERNING


FIRE SAFETY MEASURES FOR TANKERS AND COMBINATION CARRIERS
ANNEXED TO RESOLUTION A.271 (VIII)

THE ASSEMBLY,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

RECALLING that it adopted in Resolution A.271(VIII) the Draft Regulations Con-


cerning Fire Safety Measures for Tankers and Combination Carriers and at the same time
instructed the Maritime Safety Committee to continue its study on this subject with a view
to developing the requirements further, as regards the provisions in respect of smaller vessels
carrying crude oil and vessels of all sizes carrying products other than those described in
Regulation 1 of the draft Regulations,

HAVING CONSIDERED the amendments to Resolution A.271 (VIII) approved by the


Maritime Safety Committee at its thirty-second session,

ADOPTS the above-mentioned amendments to the draft Regulations contained in


Resolution A.271 (VIII), as set out in the Annex hereto,

I NVITES all governments concerned:

(a) to make known the amendments to the draft Regulations to shipowners and
operators under their jurisdiction;

(b) to make every effort to ensure that the amendments to the draft Regulations are
applied as soon as possible; and

(c) to inform the Organization of measures taken by them in this respect.

ANNEX

AMENDMENTS TO THE DRAFT REGULATIONS CONCERNING


FIRE SAFETY MEASURES FOR TANKERS AND COMBINATION CARRIERS
ANNEXED TO RESOLUTION A.271 (VIII) WITH RESPECT
TO SMALLER VESSELS

1. Regulation 8 is amended to read as follows:

Regu lation 8

Cargo Tank Protection

(a) For crude oil tankers of 100,000 tons deadweight and over and crude oil combination
carriers of 50,000 tons deadweight and over, the protection of the cargo tanks deck area and

64
Res. A.326(! X)

cargo tanks shall be achieved by a fixed deck froth system and a fixed inert gas system in
accordance with the requirements of Regulations 9 and 10 of these Regulations except that
in lieu of the above installations the Administration, after having given consideration to the
ship arrangement and equ ipment, may accept other combinations of fixed installations if they
afford protection equivalent to the above, in accordance with Regulation 5 of Chapter I of
the Convention.

(b) To be considered equ ivalent, the system proposed in lieu of the deck froth system shall:
(i) be capable of extinguishing spill fires and also preclude ignition of spilled oil not
yet ignited; and
(ii) be capable of combating fires in ruptured tanks.

(c) To be considered equivalent, the system proposed in lieu of the fixed inert gassystem shall:
(i) be capable of preventing dangerous accumu lations of explosive mixtures in intact
cargo tanks during normal service throughout the ballast voyage and necessary
in-tank operations; and
(ii) be so designed as to minimize the risk of ignition from the generation of static
electricity by the system itself.

(d) For tankers and combination carriers of a deadweight less than limited in paragraph (a),
the protection of the cargo tanks deck area and cargo tanks shall be achieved by:
(i) a fixed froth system and a fixed inert gas system in accordance with Regulations 9
and 10; or
(ii) a fixed froth system in accordance with Regulation 9A.

2. The following new Regulation 9A is inserted:

Regulation 9A

Fixed Deck Froth System


(In ships not fitted with inert gas systems)

(a) The arrangements for providing froth shall be capable of delivering froth to the entire
cargo tank area as well as into any cargo tank, the deck of which has been ruptured.

(b) The deck froth system shall be capable of simple and rapid operation. The main control
station for the system shall be suitably located outside of the cargo tank area, adjacent to the
accommodation spacesand readily accessible and operable in the event of fire in the areas
protected.

(c) The rate of supply of froth solution shall be not less than the greater of the following:
(i) 0.6 litre per minute per square metre of the cargo deck area, where cargo deck area
means the maximum breadth of the ship times the total longitudinal extent of the
cargo tank spaces, or
(ii) 6 litres per minute per square metre of the horizontal sectional area of the single
tank having the largest such area,
(iii) 31itres per minute per square metre of the area protected by the largest monitor, sur.h
area being entirely forward of the monitor, but not less than 1,250 litres per minute.
Sufficient froth concentrate shall be supplied to ensure at least 30 minutes of froth genera-
tion when using solution rates stipulated in sub-paragraphs (i), (ii) or (iii) of this paragraph,
whichever is the greater. The froth expansion ratio (i.e. the ratio of the volume of froth
produced to the volume of the mixture of water and froth-making concentrate supplied) shall
not generally exceed 12 to 1. Where systems essentially produce low expansion froth but at an

65
Res. A.326( I X)

expansion ratio slightly in excess of 12 to 1, the quantity of froth solution available shall be
calculated as for 12 to 1 expansion ratio systems. When medium expansion ratio froth
(between 50 to 1 and 150 to 1 expansion ratio) is employed the appl ication rate of the froth
and the capacity of a monitor installation shall be to the satisfaction of the Administration.

(d) Froth from the fixed froth system shall be supplied by means of monitors and froth
applicators. At least 50 per cent of the froth rate required in sub-paragraphs (i) or (ii) of
paragraph (c) of this Regulation shall be delivered from each monitor. On tankers of a dead-
weight less than 4,000 tons the Administration may not require installation of monitors but
only applicators. However, in such a case the capacity of each applicator shall be at least
25 per cent of the froth rate required in sub-paragraphs (i) or (ii) of paragraph (c) of this
Regulation.

(e) (i) The number and position of monitors shall be such as to comply with paragraph (a)
of this Regulation. The capacity of any monitor shall be at least 3 litres per minute
of froth solution per square metre of deck area protected by that monitor, such
area being entirely forward of the monitor. Such capacity shall be not less than
1,250 litres per minute.
(ii) The distance from the monitor to the farthest extremity of the protected area
forward of that monitor shall not be more than 75 per cent of the monitor throw
in still air conditions.

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

(g) Applicators shall be provided for flexibility of action during fire-f.ighting operations and
to cover areas screened from the monitors. The capacity of any applicator shall be not less
than 400 litres per minute and the applicator throw in still air conditions shall be not less
than 15 metres. The number of froth applicators provided shall be not less than four. The
number and disposition of froth main outlets shall be such that froth from at least two appli-
cators can be directed on to any cargo tank deck area.

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

(i) Operation of a deck froth system at its required output shall permit the simultaneous
use of the minimum required number of jets of water at the required pressure from the fire
main.

(j) A total of four sets of fireman's outfits shall be provided, each as specified in Regula-
tion 14 of Chapter 11-2 of the International Convention for the Safety of Life at Sea, 1974.

3. Regulation 12 is amended to read as follows:

Regulation 12

Fire Main and Hose Nozzles

(a) All hose water nozzles provided shall be of an approved dual purpose type (i.e. spray/jet
type) incorporating a shut-off.

(b) Isolation valves shall be fitted in the fire main at poop front in a protected position and
on the tank deck at intervals of not more than 40 metres to preserve the integrity of the fire
main system in case of fire or explosion.

66
Res. A.327( IX)

RESOLUTION A.327 (IX)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION CONCERNING FIRE SAFETY REQUIREMENTS


FOR CARGO SHIPS

THE ASSEMBL V,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the Assembly,

NOTING FURTHER Resolution 1, item 3 of the International Conference on the Safety


of Life at Sea, 1974 which calls for further improvements of fire safety requirements of ships,
inter alia cargo ships,

HA VI NG CONSIDER ED the Recommendation of the Maritime Safety Committee at its


thirty-second session,

ADOPTS the Recommendation Concerning Fire Safety Requirements for Cargo Ships, the
text of which is shown at Annex to this Resolution,

RECOMMENDS governments to apply the improved fire safety requirements for cargo
ships in addition to:

(a) the applicable requirements of Chapter II of the I nternational Convention for the
Safety of Life at Sea, 1960, or

(b) the applicable requirements of Chapter 11-2 of the International Convention for
the Safety of Life at Sea, 1974, when that Convention comes into force,

INVITES all governments concerned:

(a) to make known the provisions of the improved fire safety requirements for cargo
ships to shipowners and operators under their jurisdiction;

(b) to make every effort to ensure that the improved fire safety requirements for
cargo ships apply uniformly to all new cargo ships as soon as possible;

(c) to inform the Organization of measures taken by them in this respect,

REQUESTS the Maritime Safety Committee to continue work on this subject with a
view to improving the requirements, in particular those for cargo ships carrying dangerous
goods, and, at the appropriate time, to redraft the improved fire safety requirements for cargo
ships for insertion into Chapter 11-2 of the International Convention for the Safety of Life
at Sea, 1974 with a view to their adoption as amendments to that Convention after its entry
into force.

67
Res. A. 327 ( IX)

ANNEX

RECOMMENDATION CONCERNING FIRE SAFETY REQUIREMENTS


FOR CARGO SHIPS

CONTENTS

Regulation 1 Application

2 General
3 Definitions
4 Structure
5 Bulkheads within the Accommodation and
Service Spaces
6 Protection of Stairways and Lift Trunks in
Accommodation Spaces, Service Spaces
and Control Stations
7 Doors in Fire Resisting Divisions
8 Fire Integrity of Bulkheads and Decks

9 Details of Construction
10 Miscellaneous Items

11 Arrangements for Oil Fuel, Lubricating Oil


and other Inflammable Oils
12 Means of Escape

13 Automatic Sprinkler and Fire Alarm and


Detection System (Method II C)

14 Automatic Sprinkler and Fire Alarm and


Fire Detection System
15 Automatic Fire Alarm and Fire Detection
System (Method IIIC)
16 Automatic Fire Alarm and Fire Detection
System
17 Fixed Fire-Extinguishing Arrangements in
Cargo Spaces (Other than cargo spaces
covered in Regulation 18)
18 Cargo Spaces intended for the Carriage of
Motor Vehicles with Fuel in their Tanks
for their own Propulsion
19 Provision for Fire-Extinguishing Equipment

20 Fireman's Outfits and Personal Equipment

21 Acceptance of Substitutes

68
Res. A.327( IX)

RECOMMENDATION CONCERNING FIRE SAFETY REQUIREMENTS


FOR CARGO SHIPS

Regulation 1

Application

These Requirements shall apply to cargo ships of 500 tons gross tonnage and upwards, in
addition to:

(a) the applicable requirements of Chapter II of the I nternational Convention for the
Safety of Life at Sea, 1960, or

(b) the applicable requirements of Chapter 11-2 of the International Convention for the
Safety of Life at Sea, 1974, when that Convention comes into force.

Regulation 2

General

The purpose of these Requirements is to provide an effective and practicable degree of


fire protection in cargo ships. The basic principles underlying these Requirements are
generally:

(a) separation of accommodation spaces from the remainder of the ship by thermal
and structural boundaries;

(b) protection of means of escape;

(c) early detection, containment or extinction of any fire in the space of origin; and

(d) restricted use of combustible materials.

One of the following methods of protection shall be adopted in accommodation and


service spaces with a view to fulfilling the basic principles (a) to (d) above. The requirements
for the use of non-combustible materials in construction and insulation of the boundary bulk-
heads of machinery spaces, control stations etc., and the protection of stairway enclosures
and corridors will be common to all three methods outlined below:

Method IG - The construction of all internal divisional bulkheading of non-combustible "B"


or "c" Class divisions generally without the installation of a detection or sprinkler system in
the accommodation and service spaces; or

Method IIG - The fitting of an automatic sprinkler and fire alarm system for the detection
and extinction of fire in all spaces in which fire might be expected to originate, generally
with no restriction on the type of internal divisional bulkheading; or

Method IIIG - The fitting of an automatic fire detection and alarm system in all spaces in
which a fire might be expected to originate, generally with no restriction on the type of
internal divisional bulkheading, except that in no case must the area of any accommodation
space or spaces bounded by an "A" or "B" Class division exceed 50 square metres. Considera-
tion may be given by the Administration to increasing this area for public spaces.

69
Res. A.327( I X)

Regulation 3

Definitions

Except as specified in this Regulation the terms used in these Requirements shall be as
defined in Regulation 3 of Chapter 11-2 of the International Convention for the Safety of
Life at Sea, 1974 (hereinafter referred to as the Convention).

(a) "Accommodation Spaces" are those used for public spaces, corridors, lavatories, cabins,
offices, hospitals, cinemas, games and hobbies rooms, pantries containing no cooking appli-
ances and similar spaces. Public spaces are those portions of the accommodation which are
used for halls, dining rooms, lounges and similar permanently enclosed spaces.

(b) "Service Spaces" are those used for galleys, pantries containing cooking appliances,
lockers and store-rooms, workshops other than those forming part of the machinery spaces,
and similar spaces and trunks to such spaces.

Regulation 4

Structure

(a) The hull, superstructure, structural bulkheads, decks and deckhouses shall be constructed
of steel or other equivalent material except as otherwise specified in paragraph (d) of this
Regulation.

(b) The insulation of aluminium alloy components of "A" or "8" Class divisions, except
structure which in the opinion of the Administration is non load-bearing, shall be such that
the temperature of the structural core does not rise more than 200C above the ambient
temperature at any time during the applicable fire exposure to the standard fire test.

(c) Special attention shall be given to the insulation of aluminium alloy components of
columns, stanchions and other structural members required to support lifeboat and liferaft
stowage, launching and embarkation areas, and "A" and "8" Class divisions, to ensure:
(i) that for such members supporting lifeboat and liferaft areas and "A" Class divisions,
the temperature rise limitation specified in paragraph (b) of this Regulation shall
apply at the end of one hour; and

(ii) that for such members required to support "8" Class divisions, the temperature
rise limitation specified in paragraph (b) of this Regulation shall apply at the end
of one-half hour.

(d) Crowns and casings of machinery spaces of Category A shall be of steel construction
adequately insulated and open ings therein, if any, shall be suitably arranged and protected to
prevent the spread of fire.

Regulation 5

Bulkheads within the Accommodation and Service Spaces

(a) All bulkheads required to be "8" Class divisions shall extend from deck to deck and to
the shell or other boundaries, unless continuous "8" Class ceilings and/or linings are fitted on
both sides of the bulkhead in which case the bulkhead may terminate at the continuous
ceiling or lining.

(b) Method IC. All bulkheads not required by this or other Regulations of these Require-
ments to be "A" or "8" Class divisions, shall be of at least "C" Class construction.

70
Res. A.327( IX)

(c) Method IIC. There shall be no restriction on the construction of bulkheads not required
by this or other Regulations of these Requirements to be "A" or "B" Class divisions except
in individual caseswhere Class "C" bulkheads are required in accordance with Table 1 in
Regulation 8 of these Requirements.

(d) Method IIIC. There shall be no restriction on the construction of bulkheads not required
by this or other Regulations of these Requirements to be "A" or "B" Class divisions except
that in no case must the area of any accommodation space or spaces bounded by a continuous
"A" or "B" Class division exceed 50 square metres, except in individual caseswhere
Class "c" bulkheads are required in accordance with Table 1 in Regulation 8 of these Require-
ments. Consideration may be given by the Administration to increasing this area for public
spaces.

Regulation 6

Protection of Stairways and Lift Trunks in Accommodation Spaces,


Service Spaces and Control Stations

(a) Stairways which penetrate only a single deck shall be protected at least at one level by at
least "B-O" Class divisions and self-closing doors. Lifts which penetrate only a single deck shall
be surrounded by "A-O" Class divisions with steel doors at both levels. Stairways and lift
trunks which penetrate more than a single deck shall be surrounded by at least "A-O" Class
divisions and protected by self-closing doors at all levels.

(b) On ships having accommodation for 12 persons or less, where stairways penetrate more
than a single deck and where there are at least two escapes direct to the open deck at every
accommodation level, consideration may be given by the Administration to reducing the
"A-O" requirements contained in paragraph (a) of this Regulation to "B-O".

(c) All stairways shall be of steel frame construction except where the Administration
sanctions the use of other equivalent material.

Regulation 7

Doors in Fire Resisting Divisions

(a) Doors shall be equivalent in resisting fire as far as practicable to the division in wh ich
they are fitted. Doors and door frames in "A" Class divisions shall be constructed of steel.
Doors in "B" Class divisions shall be non-combustible. Doors fitted in boundary bulkheads of
machinery spaces of Category A shall be reasonably gas-tight and self-closing. An Administra-
tion may permit the use of combustible materials on board ships constructed according to
Method IC in doors separating cabins from the individual interior sanitary accommodation,
such as showers.

(b) Doors required to be self-closing shall not be fitted with hold-back hooks. However, hold-
back arrangements fitted with remote release fittings of the fail-safe type may be utilized.

(c) Ventilation openings may be permitted in and under the doors in corridor bulkheads
except that such openings are not permitted in and under stairways enclosure doors. The
openings shall be provided only in the lower half of a door. Where such opening is in or under
a door the total net area of any such opening or openings shall not exceed 0.05 square metre.
When such opening is cut in a door it shall be fitted with a grille made of non-combustible
material.

(d) Watertight doors need not be insulated.

71
Res. A. 327 (I X)

Regulation 8

Fire Integrity of Bulkheads and Decks

(a) In addition to complying with the specific provisions for fire integrity of bulkheads and
decks mentioned elsewhere in these Requirements, the minimum fire integrity of bulkheads and
decks shall be as prescribed in Table 1 and Table 2 of this Regulation.

(b) The following requirements shall govern application of the tables:


(i) Tables 1 and 2 shall apply respectively to the bulkheads and decks separating
adjacent spaces.
(ii) For determining the appropriate fire integrity standards to be applied to divisions
between adjacent spaces, such spaces are classified according to their fire risk as
shown in Categories (1) to (10) below. The title of each category is intended to
be typical rather than restrictive. The number in parenthesis preceding each cate-
gory refers to the applicable column or row in the tables.
( 1) Control Stations
Spaces containing emergency sources of power and lighting.
Wheelhouse and chartroom.
Spaces containing the ship's radio equipment.
Fire-extinguishing rooms, fire-control rooms and fire-recording stations.
Control room for propelling machinery when located outside the machinery space.
Spacescontaining centralized fire alarm equipment.
(2) Corridors
Corridors and lobbies.
(3) Accommodation Spaces
Spacesas defined in Regulation 3(a) excluding corridors.
(4) Stairways
Interior stairways, lifts and escalators (other than those wholly contained within
the machinery spaces) and enclosures thereto.
In this connexion, a stairway which is enclosed only at one level shall be
regarded as part of the space from which it is not separated by a fire door.
(5) Service Spaces (Low Risk)
Lockers and store-rooms having areas of less than 2 square metres, drying rooms
and laundries.
(6) Machinery Spaces of Category A
Spaces as defined in Regulation 3(0) of Chapter 11-2 of the Convention.
(7) Other Machinery Spaces
Spaces as defined in Regulation 3(p) of Chapter 11-2 of the Convention
excluding machinery spaces of Category A.
(8) Cargo Spaces
All spaces used for cargo (including cargo oil tanks) and trunkways and hatch-
ways to such spaces.
(9) Service Spaces (High Risk)
Galleys, pantries containing cooking appliances, paint and lamp rooms, lockers
and store-rooms having areas of 2 square metres or more, workshops other than
those forming part of the machinery spaces.
(10) Open Decks
Open deck spaces and enclosed promenades containing no fire risk. Air spaces
(the space outside superstructures and deckhouses).

72
Notes: To be applied to both Tables 1 and 2, as appropriate.

} No special requirements are imposed upon bulkheads in Methods IIC and IIIC fire protection.

QJ In case of Method IIIC "B" Class bulkheads of "B-O" rating shall be provided between spaces or groups of
spaces of 50 square metres and over in area.

y For clarification as to which applies see Regulations 5 and 6 of these Requirements.

9J Where spaces are of the same numerical category and superscript d appears, a bulkhead or deck of the
rating shown in the tables is only required when the adjacent spaces are for a different purpose, e.g. in
category (9). A galley next to a galley does not require a bulkhead but a galley next to a paint room
requires an "A-a" bulkhead.

~ Bulkheads separating the wheelhouse, chartroom and radio room from each other may be "B-O" rating.

* Where an asterisk appears in the tables the division is required to be of steel or equivalent material but is
not required to be of "A" Class standard.

73
Res. A.327(IX)

Regulation 9

Details of Construction

(a) Method IC. In accommodation and service spaces and control stations all linings,
draught stops, ceilings and their associated grounds shall be of non-combustible materials.

(b) Methods IIC and IIIC. In corridors and stairway enclosures serving accommodation and
service spaces and control stations, ceilings (where fitted), linings, draught stops and their
associated grounds shall be of non-combustible materials.

(c) Methods IC, IIC and IIIC

(i) Except in cargo spaces or refrigerated compartments of service spaces, insulating


materials shall be non-combustible. Vapour barriers and adhesives used in conjunc-
tion with insulation, as well as the insulation of pipe fittings, for cold service
systems need not be of non-combustible material, but they shall be kept to the
minimum quantity practicable and their exposed surfaces shall have qualities of
resistance to the propagation of flame to the satisfaction of the Administration.
In spaces where penetration of oil products is possible, the surface of insulation
shall be impervious to oil or oil vapours.

(ii) Where non-combustible bulkheads, linings and ceilings are fitted in accommoda-
tion and service spaces, they may have a combustible veneer not exceeding
2.0 millimetres in thickness within any such space except corridors, stairway
enclosures and control stations, where it shall not exceed 1.5 millimetres in
thickness.

(iii) Air spaces enclosed behind ceilings, panellings, or linings shall be divided by close-
fitting draught stops spaced not more than 14 metres apart.

Regu lation 10

Miscellaneous Items

(a) All exposed surfaces in corridors and stairway enclosures and surfaces including grounds
in concealed or inaccessible spaces in accommodation and service spaces and control stations
shall have low flame spread characteristics.* Exposed surfaces of ceilings in accommodation
and service spaces and control stations shall have low flame spread characteristics.

(b) Paints, varnishes and other finishes used on exposed interior surfaces shall not be of a
nature to offer an undue fire hazard in the judgment of the Administration and shall not be
capable of producing excessive quantities of smoke.

(c) Primary deck coverings, if applied, in accommodation and service spaces and control
stations shall be of materials which, in the judgment of the Administration, will not readily
ignite. **

(d) Where "A" or "B" Class divisions are penetrated for the passage of electrical cables,
pipes, trunks, ducts, etc. or for the fitting of ventilation terminals, lighting fixtures and
similar devices, arrangements shall be made to ensure that the fire resistance is not impaired.

* Reference is made to Guidelines on the Evaluation of Fire Hazard Properties of Materials, adopted by the
Organization by Resolution A.166(ES.IV).
** Reference is made to Improved Provisional Guidelines on Test Procedures for Primary Deck Coverings,
adopted by the Organization by Resolution A.214(VII).

75
Res. A. 327( I X)

(e) (i) Ventilation ducts shall be of non-combustible material. Short ducts, however, not
generally exceeding 2 metres in length and with a cross-section not exceeding
0.02 square metre need not be non-combustible, subject to the following condi-
tions:
(1) These ducts shall be of a material which, in the opinion of the Administration,
has a low fire risk.
(2) They may only be used at the end of the venti lation device.
(3) They shall not be situated less than 600 mill imetres, measured along the duct,
from an opening in an "A" or "B" Class division including continuous "B"
Class ceil ings.

(ii) Where the ventilation ducts with a free-sectional area exceeding 0.02 square metre
pass through Class "A" bulkheads or decks, the opening should be lined with a
steel sheet sleeve unless the ducts passing through the bulkheads or decks are of
steel in the vicinity of passagethrough the deck or bulkhead and comply in
this part with the following specification:
(1) For ducts with a free cross-sectional area exceeding 0.02 square metre, the
sleeves shall have a thickness of at least 3 millimetres and a length of
900 millimetres. When passing through bulkheads, this length shall be divided
preferably into 450 millimetres on each side of the bulkhead. Ducts with a
free cross-sectional area exceeding 0.02 square metre or sleeves lining ducts
with a free cross-sectional area exceeding 0.02 square metre shall be provided
with fire insulation. The insulation shall have at least the same fire integrity
as the bulkhead or deck through which the duct passes. Equivalent penetra-
tion protection may be provided to the satisfaction of the Administration.
(2) Ducts with a free cross-sectional area exceeding 0.075 square metre shall be
fitted with fire dampers in addition to the requirements of sub-paragraph (ii) (1)
of this paragraph. The fire damper shall operate automatically but shall also
be capable of being closed manually from both sides of the bulkhead or deck.
The damper shall be provided with an indicator which shows whether the
damper is open or closed. Fire dampers are not required, however, where
ducts pass through spaces surrounded by "A" Class divisions, without serving
those spaces, provided those ducts have the same fire integrity as the bulkheads
which they pierce.

(iii) Ducts for ventilation of machinery spaces of Category A. galleys or car deck
spaces, shall be insulated to the same degree as the division where they pass through
accommodation spaces, service spaces or control stations. The same shall apply to
ducts provided for ventilation of accommodation spaces, service spaces or control
stations which pass through machinery spaces of Category A. galleys or car deck
spaces.

(iv) Where ventilation ducts with a free cross-sectional area exceeding 0.02 square metre
pass through "B" Class bulkheads, the openings shall be lined with steel sheet
sleeves of 900 millimetres in length, unless the ducts are of steel for this length in
way of the bulkhead. When passing through a "B" Class bulkhead this length shall
be divided preferably into 450 millimetres on each side of the bulkhead.

(v) Such measures as are practicable shall be taken in respect of control stations outside
machinery spaces in order to ensure that ventilation, visibility and freedom from
smoke are maintained, so that in the event of fire the machinery and equipment
contained therein may be supervised and continue to function effectively. Alterna-
tive and separate means of air supply shall be provided; air inlets of the two sources
of supply shall be so disposed that the risk of both inlets drawing in smoke
simultaneously is minimized. At the discretion of the Administration, such require-
ments need not apply to control stations situated on, and opening on to, an open
deck, or where iocal closing arrangements would be equally effective.

76
Res. A.327(IX)

(vi) Where they pass through accommodation spaces or spaces containing combustible
materials, the exhaust ducts from galley ranges shall be constructed of "A" Class
divisions. Each exhaust duct shall be fitted with:
(1) a grease trap readily removable for cleaning;
(2) a fire damper located in the lower end of the duct;
(3) arrangements, operable from within the galley, for shutting off the exhaust
fan; and
(4) fixed means for extinguishing a fire within the duct.

(f) The main inlets and outlets of all ventilation systems shall be capable of being closed
from outside the spaces being ventilated. Power ventilation of accommodation spaces, service
spaces, control stations and machinery spaces shall be capable of being stopped from an easily
accessible position outside the space being served. This position should not be readily cut off
in the event of a fire in the spaces served. The means provided for stopping the power venti-
lation of the machinery spaces shall be entirely separate from the means provided for stopping
ventilation of other spaces.

(g) (i) In accommodation and service spaces and control stations, pipes penetrating "A"
or "8" Class divisions shall be of materials approved by the Administration having
regard to the temperature such divisions are required to withstand. Where the
Administration may permit the conveying of oil and combustible liquids through
accommodation and service spaces, the pipes conveying oil or combustible liquids
shall be of a material approved by the Administration having regard to the fire risk.

(ii) Materials readily rendered ineffective by heat shall not be used for overboard
scuppers, sanitary discharges, and other outlets which are close to the water-line
and where the failure of the material in the event of fire would give rise to danger
of flooding.

(h) Electric radiators, if used, must be fixed in position and so constructed as to reduce fire
risks to a minimum. No such radiators shall be fitten with <:1nelement so exposed that clothing,
curtains or other inflammable materials can be scorched or set on fire by heat from the
element.

(i) Where gaseous fuel is used for domestic purposes the arrangements, storage, distributioll
and utilization of the fuel shall be such that, having regard to the hazards of fire and explo-
sion which the use of such fuel may entail, the safety of the ship and the persons on board is
preserved.

(j) Cellulose-nitrate-based film shall not be used in cinematograph installations.

(k) All waste receptacles shall be constructed of non-combustible materials with no openings
in the sides and bottom.

Regulation 11

Arrangements for Oil Fuel, Lubricating Oil and


and other Inflammable Oils

(a) Limitations in the Use of Oil and Fuel. The following limitations shall apply to the use
of oil as fuel:

(i) Except as otherwise permitted by th is paragraph, no oi I fuel with a flashpoint of


less than 60C shall be used.

77
Res. A.327( I X)

(ii) For use in emergency generators oil fuel of a flashpoint of not less than 43C may
be used.

(iii) Subject to such additional precautions as it may consider necessary and on condi-
tion that the temperature of the space in wh ich such oil fuel is stored or used
shall not be allowed to rise to within lOC below the flashpoint of the oil fuel,
the Administration may permit the general use of oil fuel having a flashpoint of
less than 60 C but not less than 43 C.

(iv) The use of fuel having a lower flashpoint than otherwise specified in this paragraph,
for example crude oil, may be permitted provided that such fuel is not stored in
any machinery space and subject to the approval by the Administration of the
complete installation.

The flashpoint of oils shall be determined by an approved closed cup method.

(b) Oil Fuel Arrangements. In a ship in which oil fuel is used, the arrangements for the
storage, distribution and utilization of the oil fuel shall be such as to ensure the safety of the
ship and persons on board and shall at least comply with the following provisions:

(i) As far as practicable, no part of the oil fuel system containing heated oil under
pressure exceeding 1.8 kilogrammes per square centimetre gauge shall be placed in
such a concealed position that defects and leakage cannot readily be observed. In
way of such parts of the oil fuel system the machinery spaces shall be adequately
illuminated.

(ii) The ventilation of machinery spaces shall be sufficient under all normal conditions
tu prevent accumulation of oil vapour.

(iii) (1) As far as practicable, oil fuel tanks shall be part of the ship's structure and
shall be located outside of machinery spaces of Category A. Where oil fuel
tanks, other than double bottom tanks, are necessarily located adjacent to
or within machinery spaces of Category A, at least one of their vertical sides
shall be contiguous to the machinery space boundaries, and shall preferably
have a common boundary with the double bottom tanks where fitted and the
area of the tank boundary common with the machinery space shall be kept
to a minimum. When such tanks are sited within the boundaries of machinery
spaces of Category A they shall not contain fuel oil having a flashpoint of
less than 60C. In general, the use of free-standing oil fuel tanks shall be
avoided in fire hazard areas, and particularly in machinery spaces of
Category A. When free-standing oil tanks are permitted, they shall be placed
in an oil-tight spill tray of ample size having a suitable drain pipe leading to
a suitably sized spill oil tank.
(2) No oil tank shall be situated where spillage or leakage therefrom can consti-
tute a hazard by falling on heated surfaces. Precautions shall be taken to
prevent any oil that may escape under pressure from any pump, filter or
heater from coming into contact with heated surfaces.

(iv) Every oil fuel pipe, which, if damaged, would allow oil to escape from a storage,
settling or daily service tank situated above the double bottom shall be fitted with
a cock or valve directly on the tank capable of being closed from a safe position
outside the space concerned in the event of a fire arising in the space in which
such tanks are situated. In the special case of deep tanks situated in any shaft or
pipe tunnel or similar space, valves on the tank shall be fitted but control in the
event of fire may be effected by means of an additional valve on the pipe or pipes
outside the tunnel or similar space. If such additional valve is fitted in the
machinery space it shall be operated outside this space.

78
Res. A.327( IX)

(v) Safe and efficient means of ascertaining the amount of oil fuel contained in any
oil tank shall be provided. Sounding pipes with suitable means of closure may be
permitted if their upper ends terminate in safe positions. Other means of ascer-
taining the amount of oil fuel contained in any oil fuel tank may be permitted,
providing their failure or overfilling of the tanks will not permit release of fuel
thereby. The use of cylindrical gauge glassesis prohibited. The Administration may
permit the use of oil level gauges with flat glassesand self-closing valves between
the gauges and oi I tan ks.

(vi) Provision shall be made to prevent over-pressure in any oil tank or in any part of
the oil fuel system, including the filling pipes. Any relief valves and air or overflow
pipes shall discharge to a position which, in the opinion of the Administration, is
safe.

(vii) Oil fuel pipes and their valves and fittings shall be of steel or other approved
material, provided that restricted use of flexible pipes shall be permissible in
positions where the Administration is satisfied that they are necessary. Such
flexible pipes and end attachments shall be of approved fire-resisting materials of
adequate strength and shall be constructed to the satisfaction of the Administra-
tion.

(c) Lubrication Oil Arrangements. The arrangements for the storage, distribution and utiliza-
tion of oil used in pressure lubrication systems shall be such as to ensure the safety of the
ship and persons on board. Such arrangements in machinery spaces of Category A and,
whenever practicable, in other machinery spaces shall at least comply with the provisions of
sub-parafJraphs (j), (iii)(2), (vi) and (vii), and in so far as the Administration may consider
necessary with sub-paragraphs (iv) and (v) of paragraph (b) of this Regulation. This does not
preclude the use of sight flow glassesin lubricating systems provided they are shown by test to
have a suitable degree of fire resistance.

(d) Arrangements for other Inflammable Oils. The arrangements for the storage, distribution
and utilization of other inflammable oils employed under pressure in power transmission
systems, control and activating systems and heating systems shall be such as to ensure the
safety of the ship and persons on board. In locations where means of ignition are present,
such arrangements shall at least comply with the provisions of sub-paragraphs (i ii) (2) and (v),
and with the provisions of sub-paragraphs (vi) and (vii) in respect of strength and construc-
tion, of paragraph (b) of this Regulation.

Regulation 12

Means of Escape

(a) In and from all accommodation spaces and in spaces in which the crew is normally
employed, other than machinery spaces, stairways and ladders shall be arranged so as to
provide ready means of escape to the open deck and thence to the Iifeboats and Iiferafts. In
particular the following general provisions shall be complied with:

(i) At all levels of accommodation there shall be provided at le8st two widely
separated means of escape from each restricted space or groups of spaces.

(ii) (1) Below the weather deck the main means of escape shall be a stairway and the
second escape may be a trunk or a stairway.
(2) Above the weather deck the means of escape shall be stairways or doors to
an open deck or a combination thereof.

79
Res. A.327( I X)

(iii) Exceptionally the Administration may dispense with one of the means of escape,
due regard being paid to the nature and location of spaces and to the number of
persons who normally might be quartered or employed there.

(iv) No dead-end corridors having a length of more than 7 metres shall be accepted. A
dead-end corridor is a corridor or part of a corridor from which there is only one
route of escape.

(v) The width and continuity of the means of the escape shall be to the satisfaction
of the Administration.

(vi) If a radiotelegraph station has no direct access to the open deck, two means of
access to or egressfrom such station shall be provided, one of which may be a
porthole or window of sufficient size or other means to the satisfaction of the
Administration, to provide an emergency escape.

(b) Two means of escape shall be provided from each machinery space of Category A. In
particular, one of the following provisions shall be complied with:

(i) two sets of steel ladders as widely separated as possible leading to doors in the
upper part of the space similarly separated and from which access is provided to
the open deck. In general, one of these ladders shall provide continuous fire
shelter from the lower part of the space to a safe position outside the space. How-
ever, the Administration may not require the shelter if, due to special arrangements
or dimensions of machinery space, a safe escape route from the lower part of this
space will be provided. This shelter shall be of steel, insulated, where necessary, to
the satisfaction of the Administration and be provided with a self-closing steel door
at the lower end; or

(ii) one steel ladder leading to a door in the upper part of the space from which access
is provided to the open deck and additionally, in the lower part of the space and
in a position well separated from the ladder referred to, a steel door capable of
being operated from each side and which provides access to a safe escape route
from the lower part of the space to the open deck. Provided that in a ship of less
than 1,000 tons gross tonnage, the Administration may dispense with one of the
means of escape due regard being paid to the dimension and disposition of the
upper part of the space.

(c) From machinery spaces other than those of Category A, escape routes shall be provided
to the satisfaction of the Administration having regard to the nature and location of the
space and whether persons are normally employed in that space.

(d) Lifts shall not be considered as forming one of the required means of escape as required
by this Regulation.

Regulation 13

Automatic Sprinkler and Fire Alarm and Detection System


(Method IIC)

In ships in which Method IIC is adopted, an automatic sprinkler and fire alarm and
detection system of an approved type and complying with the requirements of Regulation 14
of these Requirements shall be installed and so arranged as to protect accommodation spaces,
galleys, and other service spaces, except spaces which afford no substantial fire risk (such as
void spaces, sanitary spaces, etc.).

80
Res. A.327( IX)

Regulation 14

Automatic Sprinkler and Fire Alarm and Fire Detection System

Where an automatic sprinkler and fire alarm and fire detection system is provided in com-
pliance with the provisions of Regulation 13 of these Requirements, it shall be to the satis-
faction of the Administration and shall comply with the following requirements:

(a) (i) Any required automatic sprinkler and fire alarm and fire detection system shall be
capable of immediate operation at all times and no action by the crew shall be
necessary to set it in operation. It shall be of the wet pipe type but small
exposed sections may be of the dry pipe type where in the opinion of the
Administration this is a necessary precaution. Any parts of the system which may
be subjected to freezing temperatures in service shall be suitably protected against
freezing. It shall be kept charged at the necessary pressure and shall have provision
for a continuous supply of water as required in this Regulation.

(ii) Each section of sprinklers shall include means for giving a visible and audible alarm
signal automatically at one or more indicating units whenever any sprinkler comes
into operation. Such units shall indicate in which section served by the system,
fire has occurred and shall be centralized on the navigating bridge and in addition,
visible and audible alarms from the unit shall be placed in a position other than on
the navigating bridge, so as to ensure that the indication of fire is immediately
received by the crew. Such an alarm system shall be constructed so as to indicate
if any fault occurs in the system.

(b) (i) Sprinklers shall be grouped into separate sections, each of which shall contain not
more than 200 sprinklers.

(ii) Each section of sprinklers shall be capable of being isolated by one stop valve only.
The stop valve in each section shall be readily accessible and its location shall be
clearly and permanently indicated. Means shall be provided to prevent the opera-
tion of the stop valves by any unauthorized person.

(iii) A gauge indicating the pressure in the system shall be provided at each section
stop valve and at a central station.

(iv) The sprinklers shall be resistant to corrosion by marine atmosphere. In accommo-


dation and service spaces the sprinklers shall come into operation within the
temperature range of 68C and 79C, except that in locations such as drying rooms,
where high ambient temperatures might be expected, the operating temperature
may be increased by not more than 30C above the maximum deck head tempera-
ture.

(v) A list or plan shall be displayed at each indicating unit showing the spaces covered and
the location of the zone in respect of each section. Suitable instructions for testing and
maintenance shall be available.

(c) Sprinklers shall be placed in an overhead position and spaced in a suitable pattern to main-
tain an average application rate of not less than 5 litres per square metre per minute over the
nominal area covered by the sprinklers. However, the Administration may permit the use of
sprinklers providing such an alternative amount of water suitably distributed as has been shown
to the satisfaction of the Administration to be not less effective.

(d) (i) A pressure tank having a volume equal to at least twice that of the charge of water
specified in this sub-paragraph shall be provided. The tank shall contain a standing
charge of fresh water, equivalent to the amount of water which would be discharged
in one minute by the pump referred to in sub-paragraph (e)(ii) of this Regulation, and

81
Res. A.327( IX)

the arrangements shall provide for maintaining such air pressure in the tank as to
ensure that where the standing charge of fresh water in the tank has been used the
pressure will be not lessthan the working pressure of the sprinkler, plus the pressure
due to a head ot water measured from the bottom of the tank to the highest sprinkler
in the system. Suitable means of replenishing the air under pressure and of
replenishing the fresh water charge in the tank shall be provided. A glassgaugeshall
be provided to indicate the correct level of the water in the tank.

(ii) Means shall be provided to prevent the passageof sea-water into the tank.

(e) (i) An independent power pump shall be provided solely for the purpose of continuing
automatically the discharge of water from the sprinklers. The pump shall be brought
into action automatically by the pressure drop in the system before the standing
fresh water charge in the pressure tank is completely exhausted.

(ii) The pump and the piping system shall be capable of maintaining the necessary
pressure at the level of the highest sprinkler to ensure a continuous output of
water sufficient for the simultaneous coverage of a minimum area of 280 square
metres at the application rate specified in paragraph (c) of this Regulation.

(iii) The pump shall have fitted on the delivery side a test valve with a short open-
ended discharge pipe. The effective area through the valve and pipe shall be
adequate to permit the release of the required pump output while maintaining the
pressure in the system specified in sub-paragraph (d) (i) of this Regulation.

(iv) The sea inlet to the pump shall, wherever possible, be in the space containing the
pu mp and shall be so arranged that when the ship is afloat it wi II not be necessary
to shut off the supply of sea-water to the pump for any purpose other than the
inspection or repair of the pump.

(f) The sprinkler pump and tank shall be situated in a position reasonably remote from any
machinery space of Category A and shall not be situated in any space required to be protected
by the sprinkler system.

(g) There shall not be less than two sources of power supply for the sea-water pump and
automatic alarm and detection system. If the pump is electrically driven it shall be connected
to the main source of electrical power, which shall be capable of being supplied by at least
two generators.
The feeders shall be arranged so as to avoid galleys, machinery spaces and other enclosed
spaces of high fire risk except in so far as it is necessary to reach the appropriate switchboard.
One of the sources of power supply for the alarm and detection system shall be an emergency
source. Where one of the sources of power for the pump is an internal combustion-type
engine it shall, in addition to complying with the provisions of paragraph (f) of this Regula-
tion, be so situated that a fire in any protected space will not affect the air supply to the
machinery.

(h) The sprinkler system shall have a connexion from the ship's fire main by way of a
lockable screw-down non-return valve at the connexion which will prevent a backflow
from the sprinkler system to the fire main.

(i) (i) A test valve shall be provided for testing the automatic alarm for each section
of sprinklers by a discharge of water equivalent to the operation of one sprinkler.
The test valve for each section shall be situated near the stop valve for that
section.
(ii) Means shall be provided for testing the automatic operation of the pump, on
reduction of pressure in the system.

82
Res. A.327( IX)

(iii) Switches shall be provided at one of the indicating positions referred to in sub-
paragraph (a)(ii) of this Regulation which will enable the alarm and the indicators
for each section of sprinklers to be tested.

(j) Spare sprinkler heads shall be provided for each section of sprinklers to the satisfaction
of the Administration.

Regulation 15

Automatic Fire Alarm and Fire Detection System


(Method III C)

In ships in which Method IIIC is adopted, an automatic fire alarm detection system of
an approved type and complying with the requirements of Regulation 16 of these Require-
ments shall be installed and so arranged as to detect the presence of fires in all accommoda-
tion spaces and service spaces, except spaces which afford no substantial fire risk (such as
void spaces, sanitary spaces, etc.).

Regulation 16

Automatic Fire Alarm and Fire Detection System

Where an automatic fire alarm and fire detection system is provided in compliance with
the provisions of Regulation 15 of these Requirements, it shall be to the satisfaction of the
Administration and shall comply with the following requirements:

(a) (i) Any required automatic fire alarm and fire detection system shall be capable of
immediate operation at all times and no action of the crew shall be necessary to
set it in operation.

(ii) Each section of detectors shall include means for giving a visible and audible alarm
signal automatically at one or more indicating units whenever any detector comes
into operation. Such units shall indicate in which section served by the system a
fire has occurred and shall be centralized on the navigating bridge and such other
positions to ensure that any alarm from the system is immediately received by a
responsible member of the crew. Additionally, arrangements shall be provided to
ensure that an alarm is sounded on the deck on which the fire has been detected.
Such an alarm and detection system shall be constructed so as to indicate if any
Tault occurs in the system.

(b) Detectors shall be grouped into separate sections, each covering not more than 50 rooms
served by such a system and containing not more than 100 detectors. Detectors shall be zoned
to indicate on which deck a fire has occurred.

(c) The system shall be operated by an abnormal air temperature, by an abnormal concentra-
tion of smoke or by other factors indicative of incipient fire in anyone of the spaces to be
protected. Systems which are sensitive to air temperature shall not operate at less than 5TC
and shall operate at a temperature not greater than 74C when the temperature increase to
those levels is not more than 1C per minute. At the discretion of the Administration the
permissible temperature of operation may be increased to 30C above the maximum deckhead
temperature in drying rooms and similar places of a normally high ambient temperature.
Systems wh ich are sensitive to smoke concentration shall operate on the reduction of the
intensity of a transmitted light beam by an amount to be determined by the Administration.
Other equally effective methods of operation may be accepted at the discretion of the
Administration. The detection system shall not be used for any purpose other than fire
detection.

83
Res. A.327(IX)

(d) The detectors may be arranged to operate the alarm by the opening or closing of contacts
or by other appropriate methods. They shall be fitted in an overhead position and shall be
suitably protected against impact and physical damage. They shall be suitable for use in a
marine atmosphere. They shall be placed in an open position clear of beams and other objects
likely to obstruct the flow of hot gasesor smoke to the sensitive element. Detectors operated
by the closing of contacts shall be of the sealed contact type and the circuit shall be continu-
ously monitored to indicate fault conditions.

(e) At least one detector shall be installed in each space where detection facilities are
required and there shall be not less than one detector for approximately each 37 square metres
of deck area. In large spaces the detectors shall be arranged in a regular pattern so that no
detector is more than 9 metres from another detector or more than 4.5 metres from a bu Ik-
head.

(f) There shall be not less than two sources of power supply for the electrical equipment
used in the operation of the fire alarm and fire detection system, one of which shall be an
emergency source. The supply shall be provided by separate feeders reserved solely for that
purpose. Such feeders shall run to a change-over switch situated in the control station for
the fire detection system. The wiring system shall be so arranged as to avoid galleys,
machinery spaces and other enclosed spaces having a high fire risk except in so far as it is
necessary to provide for fire detection in such spaces or to reach the appropriate switchboard.

(g) (i) A list or plan shall be displayed adjacent to each indicating unit showing the spaces
covered and the location of the zone in respect of each section. Suitable instruc-
tions for testing and maintenance shall be available.

(i i) Provision shall be made for testing the correct operation of the detectors and the
indicating units by supplying means for applying hot air or smoke at detector
positions.

(h) Spare detector heads shall be provided for each section of detectors to the satisfaction
of the Administration.

Regulation 17

Fixed Fire-Extinguishing Arrangements in Cargo Spaces


(Other than cargo spaces covered in RegLtlation 18)

(a) The cargo spaces of ships of 2,000 tons gross tonnage and upwards other than those
spaces covered in Regulation 18 of these Requirements shall be protected by a fixed gas fire-
extinguishing system complying with the provisions of Regulation 8 of Chapter 11-2of the
Convention or by a fire-extinguishing system which gives equ ivalent protection.

(b) The Administration may exempt from the requirements of paragraph (a) of this Regula-
tion the cargo spaces of any ship if it is constructed and solely intended for carrying ore,
coal, grain, unseasoned timber and non-combustible cargoes or cargoes which, in the opinion
of the Administration constitute a low fire risk. Such exemptions may be granted only if the
ships are fitted with steel hatch covers and effective means of closing all venti lators and other
openings leading to the cargo spaces.

(c) Ships engaged in the carriage of dangerous goods as classified in Regulation 2 of


Chapter VII of the Convention shall be provided in any cargo spaces with a fixed gas fire-
extinguishing system complying with the provisions of Regulation 8 of Chapter 11-2of the
Convention or by a fire-extinguishing system which in the opinion of the Administration gives
equivalent protectjon for the cargoes carried.

84
Res. A.327( IX)

Regulation 18

Cargo Spaces intended for the Carriage of Motor Vehicles


with Fuel in their Tanks for their own Propulsion

In any cargo space containing motor vehicles with fuel in their tanks for their own propu 1-
sion, the following provisions shall be complied with:

(a) Fire Detection

There shall be provided an approved automatic fire detection and fire alarm system. The
design and arrangements of this sytem shall be considered in conjunction with the ventilation
requirements referred to in paragraph (c) of this Regulation.

(b) Fire-Extinguishing Arrangements

(i) There shall be fitted a fixed gas fire-extinguishing system which shall comply with
the provisions of Regulation 8 of Chapter 11-2of the Convention, except that if a
carbon dioxide system is fitted, the quantity of gas available shall be at least
sufficient to give a minimum volume of free gas equal to 45 per cent of the gross
volume of the largest such cargo space which is capable of being sealed, and the
arrangements shall be such as to ensure that at least two-thirds of the gas required
for the relevant space shall be introduced during 10 minutes. Any other fixed gas
fire-extinguishing system or fixed high expansion froth fire-extinguishing system
may be fitted provided it gives equ ivalent protection.

(ii) As an alternative, a system meeting the requirements of Regulation 30(c) of


Chapter 11-2 of the Convention shall be fitted, provided that Regulation 30(i) of
that Chapter is also compl ied with. *
(iii) There shall be provided for use in any such space such number of portable fire
extinguishers of an approved type as the Administration may deem sufficient. At
least one portable extinguisher shall be located at each accessto the vehicle deck.

(c) Ventilation System

(i) Cargo spaces shall be provided with an effective power ventilation system sufficient
to provide at least six air changes per hour based on an empty hold. Ventilation
fans shall normally be run continuously whenever vehicles are on board. Where
this is impracticable, they shall be operated for a limited period daily as weather
permits and in any case for a re.asonableperiod prior to discharge, after which
period the vehicle decks shall be proved gas free. One or more portable combustible
gas detecting instru ments shall be carried for th is purpose. The system shall be
entirely separate from other ventilating systems. The Administration may require an
increased number of air changes when vehicles are being loaded or unloaded. The
system shall be capable of being controlled from a position outside such spaces.

(ii) The ventilation shall be such as to prevent air stratification and the formation of
air pockets.

(iii) Means shall be provided to indicate on the navigating bridge any loss of the required
ventilating capacity.

* Reference is made to the Recommendation on Fixed Fire-Extinguishing Systems for Special Category
Spaces, adopted by the Organization by Resolution A.123(V).

85
Res. A.327( I X)

(d) Precautions against Ignition of Inflammable Vapours

(j) Electrical equipment and wiring, if fitted, shall be of a type suitable for use in
explosive petrol and air mixtures. Other equipment which may constitute a source
of ignition of inflammable vapours shall not be permitted.

(ii) Electrical equipment and wiring, if installed in an exhaust ventilation duct, shall
be of a type approved for use in explosive petrol and air mixtures and the outlet
from any exhaust duct shall be sited in a safe position, having regard to other
possible sources of ignition.

(iii) Scuppers shall not be led to machinery or other spaces where sources of ignition
may be present.

Regulation 19

Provision for Fire-Extinguishing Equipment

(a) Application

Where ships have a lower gross tonnage than those quoted in this Regulation, the arrange-
ments for the items covered in this Regulation shall be to the satisfaction of the Administra-
tion.

(b) Fire Pumps and Fire Main System

The ship shall be provided with fire pumps, fire main system, hydrants and hoses
complying with Regulation 5 of Chapter 11-2of the Convention and with the following require-
ments:

(i) A ship of 1,000 tons gross tonnage and upwards shall be provided with two
independently driven power pumps.

(ii) If a fire in anyone compartment of any ship could put all the pumps out of action,
there must be an alternative means of providing water for fire fighting. In a ship
of 2,000 tons gross tonnage and upwards this alternative means shall be a fixed
emergency pump independently driven. This emergency pump shall be capable of
supplying two jets of water to the satisfaction of the Administration.

(c) f-ire Hydrants, Hoses and Nozzles

(i) In a ship of 1,000 tons gross tonnage and upwards the number of fire hoses to be
provided, each complete with couplings and nozzles, shall be one for each
30 metres length of the ship and one spare but in no case less than five in all. This
number does not include any hoses required in any engine or boiler room. The
Administration may increase the number of the hoses required so as to ensure that
hoses in sufficient number are available and accessible at all times, having regard
to the type of the ship and the nature of the trade on which the ship is employed.

(ii) In accommodation, service and machinery spaces, the number and position of
hydrants shall be such as to comply with the requirements of paragraph (d) of
Regulation 5 of Chapter 11-2of the Convention.

(iii) In a ship the arrangements shall be such that at least two jets of water can reach
any part of any cargo space when empty.

(iv) All required hydrants in the machinery spaces of ships with oil-fired boilers or
internal combustion type propelling machinery shall be fitted with hoses having
nozzles as required in paragraph (g) of Regulation 5 of Chapter 11-2of the Conven-
tion.

86
Res. A.327( I X)

(d) International Shore Connexion

(i) A ship of 1,000 tons gross tonnage and upwards shall be provided with at least one
international shore connexion, complying with paragraph (h) of Regulation 5 of
Chapter 11-2of the Convention.

(ii) Facilities shall be available enabling such a connexion to be used on either side of
the ship.

(e) Portable Fire Extinguishers in Accommodation and Service Spaces

(i) The ship shall be provided in accommodation and service spaces with such approved
portable fire extingu ishers as the Administration may deem appropriate and
sufficient; in any case, their number shall not be less than five for ships of
1,000 tons gross tonnage and upwards.

(ii) Spare charges shall be provided to the satisfaction of the Administration.

(iii) Normally one of the portable fire extinguishers intended for use in any space shall
be installed near the entrance to that space.

(f) Spaces containing Oil-Fired Boilers or Oil Fuel Units

(i) There shall be provided anyone of the following fixed fire-extinguishing systems:
(1) A pressure water-spraying system complying with the provisions of Regula-
tion 11 of Chapter 11-2of the Convention.
(2) A gas system complying with the provisions of Regulation 8 of Chapter 11-2
of the Convention.
(3) A froth system complying with the provisions of Regulation 9 of Chapter 11-2
of the Convention.
(4) A high expansion froth system complying with the provisions of Regulation 10
of Chapter 11-2of the Convention.
In each case if the engine and boiler rooms are not entirely separate, or if fuel oil
can drain from the boiler room into the engine room, the combined engine and
boiler rooms shall be considered as one compartment.

(ii) There shall be in each boiler room at least one set of portable air-froth equipment
complying with the provisions of paragraph (d) of Regulation 7 of Chapter 11-2of
the Convention.

(iii) There shall be at least two approved portable extinguishers discharging froth or
equivalent in each firing space in each boiler room and each space in which a part
of the oil fuel installation is situated. There shall be not less than one approved
froth-type extinguisher of at least 136 litres capacity or equivalent in each boiler
room. These extinguishers shall be provided with hoses on reels suitable for reaching
any part of the boiler roum. In the case of domestic boilers of less than 175 kW,
the Administration may consider relaxing the requirements of this sub-paragraph.

(iv) In each firing space there shall be a receptacle containing sand, sawdust impreg-
nated with soda or other approved dry material, in such quantity as may be
required by the Administration. Alternatively an aprroved portable extinguisher
may be substituted therefor.

87
Res. A.327( IX)

(g) Spaces containing Internal Combustion Machinery

Spaces containing internal combustion machinery used either for main propulsion, or for
other purposes when such machinery has in the aggregate a total power output of not less
than 373 kW, shall be provided with the following arrangements:

(i) There shall be one of the fire-extinguishing systems required by sub-paragraph (f)(i)
of this Regulation.

(ii) There shall be at least one set of portable air-froth equipment complying with the
provisions of paragraph (d) of Regulation 7 of Chapter 11-2of the Convention.

(iii) There shall be in each such space approved froth-type fire extinguishers, each of at
least 45 litres capacity or equivalent, sufficient in number to enable froth or its
equivalent to be directed on to any part of the fuel and lubricating oil pressure
systems, gearing and other fire hazards. In addition, there shall be provided a
sufficient number of portable froth extinguishers or equipment which shall be so
located that an extinguisher is not more than 10 metres walking distance from any
point in the space; provided that there shall be at least two such extinguishers in
each such space. For smaller spaces the Administration may consider relaxing this
requ irement.

(h) Spaces containing Steam Turbines or Enclosed Steam Engines

In spaces containing steam turbines or enclosed steam engines used either for main propul-
sion or for other purposes when such machinery has in the aggregate a total power output of
not less than 373 kW:

(i) There shall be provided froth fire extingu ishers each of at least 45 Iitres capacity
or equivalent sufficient in number to enable froth or its equivalent to be directed
on to any part of the pressure lubrication system, on to any part of the casings
enclosing pressure lubricated parts of the turbines, engines or associated gearing,
and any other fire hazards. Provided that such extinguishers shall not be required
if protection at least equivalent to that of this sub-paragraph is provided in such
spaces by a fixed fire-extinguishing system fitted in compliance with sub-
paragraph (f) (i) of this Regulation.

(i i) There shall be provided a sufficient nu mber of portable froth extingu ishers or


equivalent which shall be so located that an extinguisher is not more than
10 metres walking distance from any point in the space; provided that there shall
be at least two such extinguishers in each such space, and such extinguishers shall
not be required in addition to any provided in compliance with sub-paragraph (g)(iii)
of this Regulation.

(i) Fire-Extinguishing Appliances in other Machinery Spaces

Where, in the opinion of the Administration, a fire hazard exists in any machinery space
for which no specific provisions for fire-extinguishing appliances are prescribed in paragraphs (f),
(g) and (h) of this Regulation there shall be provided in, or adjacent to, that space such a
number of approved portable fire extinguishers or other means of fire extinction as the
Administration may deem sufficient.

(j) Fixed Fire-Extinguishing Systems not required by these Requirements

Where a fixed fire-extinguishing system not required by these Requirements is installed,


such a system shall be to the satisfaction of the Administration.

88
Res. A.327( IX)

(k) Special Requirements for Machinery Spaces

(i) For any machinery space of Category A to which access is provided at a low level
from an adjacent shaft tunnel, there shall be provided, in addition to any water-
tight door and on the side remote from that machinery space, a light steel fire-screen
door which shall be operable from each side.

(ii) An automatic fire detection and alarm system shall be fitted in any machinery space
in which the installation of automatic and remote control systems and equ ipment
has been approved in lieu of continuous manning of the space.

Regulation 20

Fireman's Outfits and Personal Equipment

(a) The ship, whether new or existing, shall carry at least two fireman's outfits complying
with the requirements of Regulation 14 of Chapter 11-2of the Convention. Furthermore,
Administrations may require in large ships additional sets of personal equipment and in tankers
and special ships, such as factory ships, additional fireman's outfits.

(b) For each fireman's outfit which includes a self-contained breathing apparatus as provided
in paragraph (b) of Regulation 14 of Chapter 11-2of the Convention, spare charges shall be
carried on a scale approved by the Administration.

(c) The fireman's oufits and personal equipment shall be stored so as to be easily accessible
and ready for use and, where more than one fireman's outfit and set of personal equipment
are carried, they shall be stored in widely separated positions.

Regulation 21

Acceptance of Substitutes

Where in these Requirements any special type of appliance, apparatus, extinguishing


medium or arrangement is specified, any other type of appliance, etc. may be allowed,
provided the Administration is satisfied that it is not less effective.

89
Res. A.328( I X)

RESOLUTION A.328(1X)

Adopted on 12 November 1975


Agenda item 7(c)

CODE FOR THE CONSTRUCTION AND EQUIPMENT OF


SHIPS CARRYING LIQUEFIED GASES IN BULK

The Assembly,

NOTI NG Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

RECOGNIZING that the rapid increase in sea transport of liquefied gases in bulk gives
rise to the urgent need for international standards to ensure their safe carriage, with a view to
avoiding or minimizing the risk to ships' crew, personnel of shore installations and to the
environment,

RECALLI NG that when it adopted in Resolution A.212(VII) the Code for the Construc-
tion and Equipment of Ships Carrying Dangerous Chemicals in Bulk (Bulk Chemical Code), it
requested the Maritime Saf~ty Committee to draw up inter alia a code to cover the carriage
of liquefied gases in bulk,

NOTING ALSO that the International Conference on Marine Pollution, 1973, adopted
with Resolution 16 the Recommendation concerning the prevention of pollution by liquefied
gasescarried in bulk,

HAVING CONSIDERED the Recommendation by the Maritime Safety Committee at its


thirty-second session,

RECOGNIZING FURTHER that gas ship design technology is rapidly evolving,

ADOPTS the Code for the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk (Gas Carrier Code), the text of which is set out at Annex to this Resolution,

INVITES all governments concerned to take appropriate steps to give effect to the Code
as soon as possible, and to inform the Organization on measures taken in this respect,

REQUESTS the Maritime Safety Committee to continue its study on this subject,

AUTHORIZES the Maritime Safety Committee to amend the Code as may be necessary.

90
Res. A.328( IX)

ANNEX

CODE FOR THE CONSTRUCTION AND EQUIPMENT OF


SHIPS CARRYING LIQUEFIED GASES IN BULK

PREAMBLE

1. The Code has been developed to provide an international standard for the safe carriage
by sea in bulk of liquefied gasesand certain other substances listed in Chapter XIX, by
prescribing the design and constructional features of ships involved in such carriage and the
equipment they should carry so as to minimize the risk to the ship, its crew and to the
environment having regard to the nature of the products involved.

2. The basic philosophy is one of ship types related to the hazards of the products covered
by the Code. Each of the products may have one or more hazard properties which include
flammability, toxicity, corrosivity and reactivity. A further possible hazard may arise due to
the products being transported under cryogenic or pressure conditions.

3. Throughout the development of the Code it was recognized that it must be based upon
sound naval architectural and engineering principles and the best understanding available as to
the hazards of the various products covered; furthermore that gas ship design technology is
not only a complex technology but is rapidly evolving and that the Code should not remain
static but be continually re-evaluated and revised. To this end the Organization will
periodically review the Code taking into account both experience and future development.

4. In the preparation of the Code it was recognized that severe collisions or strandings
could lead to cargo tank damage and result in uncontrolled 'release of the product. Such
release could result in evaporation and dispersion of the product and, in some cases, cause
brittle fracture of a ship's hull. The requirements in the Code are intended to minimize this
risk as far as is practicable, based upon present knowledge and technology.

5. The Code primarily deals with ship design and equipment. In order to ensure the safe
transport of the products the total system must, however, be appraised. Other important
facets of the safe transport of the products, such as training, operation, traffic control and
handling in port, are being or will be examined further by the Organization.

6. The development of the Code has been greatly assisted by the work of the International
Association of Classification Societies (lACS) and full account has been taken of the lACS
Unified Requirements for Liquefied Gas Tankers in Chapters IV, V and VI.

7. The development of Chapter X has been greatly assisted by the relevant work of the
International Electrotechnical Commission (IEC).

8. Chapter XVIII of the Code dealing with the operation of liquefied gas tankers, high-
lights the regulations in other chapters that are operational in nature and mentions those
other important safety features that are peculiar to gas ship operation.

9. The Code has been laid out in a manner similar to the Code for the Construction and
Equipment of Ships Carrying Dangerous Chemicals in Bulk (Resolution A.212(VII)) and every
effort has been made, where appropriate, to make the two Codes compatible. Further efforts
are, however, requ ired to align the Codes.

10. This Code is applicable to new ships as provided for in paragraph 1.2. Interim procedures
for utilizing this Code in evaluating certain of the other ships are contained in Resolu-
tion A.329(1 X) pending the development of a separate code for other liquefied gas tankers.

91
Res. A.328( I X)

CONTENTS

Chapter I - General

1.1 Purpose
1.2 Application
1.3 Hazards
1.4 Definitions
1.5 Equivalents
1.6 Surveys and certification
1.7 Review of the Code

Chapter II - Ship Survival Capability and Cargo Tank Location

2.1 General
2.2 Freeboard and stability
2.3 Damage and flooding assumptions
2.4 Survival requirements
2.5 Standard of damage to be applied
2.6 Location of cargo tanks
2.7 Special consideration for small ships

Chapter III - Ship Arrangements

3.1 Segregation of the cargo area


3.2 Accommodation, service and control station spaces
3.3 Cargo pump rooms and cargo compressor rooms
3.4 Cargo control rooms
3.5 Access to spaces in the cargo area
3.6 Air-locks
3.7 Bilge and ballast arrangements
3.8 Bow or stern loading and discharge arrangements

Chapter IV - Cargo Containment

4.1 General
4.2 Defihitions
4.3 Design loads
4.4 Structural analysis
4.5 Allowable stressesand corrosion allowance
4.6 Supports
4.7 Secondary barrier
4.8 Insulation
4.9 Materials
4.10 Construction and testi ng
4.11 Stress relieving for independent tanks type C
4.12 Guidance formulae for acceleration components
4.13 Stress categories

92
Res. A.328( I X)

Chapter V - Process Pressure Vessels and Liquid, Vapour, and


Pressure Piping Systems

5.1 General
5.2 Cargo and process piping
5.3 Cargo system valving requirements
5.4 Ship's cargo hoses
5.5 Cargo transfer methods

Chapter VI - Materials of Construction

6.1 General
6.2 Material requ irements
6.3 Welding and non-destructive testing

Chapter VII - Cargo Pressure/Temperature Control

7.1 General
7.2 Refrigeration systems

Chapter VIII - Cargo Vent Systems

8.1 General
8.2 Pressure relief systems
8.3 Additional pressure relieving system
8.4 Vacuum protection systems
8.5 Size of valves

Chapter I X - Environmental Control for Cargo Containment Systems

9.1 Environmental control within cargo tanks and cargo piping systems
9.2 Environmental control within the hold spaces (cargo containment
systems other than independent tanks type C)
9.3 Environmental control of spaces surrounding independent tanks
type C
9.4 Inerting
9.5 I nert gas production on board

Chapter X - Electrical Arrangements

10.1 General
10.2 Types of equ ipment

Chapter XI - Fire Protection and Fire Extinguishing

11.1 Structural fire protection


11.2 Fire water main equipment
11.3 Water spray system
11.4 Dry chemical powder fire extinguishing systems
11.5 Gas-dangerous enclosed spaces
11.6 Firemen's outfits and protective clothing

Chapter XII - Mechanical Ventilation in Cargo Area

12.1 Spaces required to be entered during normal cargo handling


operations
12.2 Spaces not normally entered

93
Res. A.328( I X)

Chapter XIII - Instrumentation (Gauging, Gas Detection)

13.1 General
13.2 Level indicators for cargo tanks
13.3 Liquid level alarms
13.4 Pressure gauges
13.5 Temperature indicating devices
13.6 Gas detection requirements

Chapter XIV - Personnel Protection

Chapter XV - Filling Limits for Cargo Tanks

15.1 General
15.2 Information to be provided to the master

Chapter XVI - Use of Cargo as Fuel

Chapter XVII - Special Requirements

17.1 General
17.2 Personnel protection
17.3 Materials of construction
17.4 Independent tank type C
17.5 Refrigeration systems
17.6 Deck cargo piping
17.7 Bow or stern loading and discharge lines
17.8 Exclusion of air from vapour spaces
17.9 Moisture control
17.10 Inhibition
17.11 Permanently installed toxic gas detectors
17.12 Special requ irements for ind ividual gases

Chapter XVIII - Operating Requirements

18.1 Information requ ired to be carried


18.2 Compatibil ity
18.3 Personnel training
18.4 Entry into spaces
18.5 Carriage of cargo at low temperature
18.6 Protective clothing
18.7 Systems and controls
18.8 Cargo transfer operations
18.9 Additional operating requirements

Chapter XIX - Summary of Minimum Requirements

Appendix - Model Form of Certificate of Fitness for the Carriage of


Liquefied Gases in Bulk

94
Res. A.328(IX)

CODE FOR THE CONSTRUCTION AND EQUIPMENT OF


SHIPS CARRYING LIQUEFIED GASES IN BULK

CHAPTER I - GENERAL

1.1 Purpose

The purpose of this Code, in the following referred to as the Code, is to recommend
suitable design criteria, construction standards and other safety measures for ships transporting
liquefied gasesand certain other substances in bulk so as to minimize the risk to the ship, its
crew and to the environment.

1.2 Application

1.2.1 The Code applies to products which are liquefied gaseshaving a vapour pressure
exceeding 2.8 kp/cm2 absolute at a temperature of 37.8C, and certain other substances as
shown in Chapter XI X, when carried in bulk on board ships, regardless of their size.

1.2.2 Subject to 1.2.1, the Code appl ies in its entirety to ships:

(i) for which the building contract is placed after 31 October 1976; or

(ii) in the absence of a building contract, the keel of which is laid or which is at a
similar stage of construction after 31 December 1976; or

(iii) the delivery of which is after 30 June 1980; or

(iv) which have undergone a major conversion:


(1) for which the contract is placed after 31 October 1976; or
(2) in the absence of a contract the conversion of which is begun after
31 December 1976; or
(3) which is completed after 30 June 1980.

1.2.3 Any ship which fuliy complies with the provisions of this Code may be regarded as a
ship as referred to in 1.2.2.

1.2.4 Compliance of the ship with 1.2.2 or 1.2.3 as appropriate should be shown on the
Certificate of Fitness provided for in 1.6.

1.3 Hazards

Hazards of gasesconsidered in this Code include fire, toxicity, corrosivity, reactivity, low
temperature and pressure.

1.4 Defi nitions

Except where expressly provided otherwise, the following definitions apply to the Code.
Additional definitions are given in 4.2.

1.4.1 "Cargoes" are products listed in Chapter XI X carried in bulk by ships subject to the
Code.

95
Res. A.328( I X)

1.4.2 "Vapour pressure" is the absolute equilibrium pressure of the saturated vapour above
the liquid expressed in kp/cm2 at a specified temperature.

1.4.3 "Boiling point" is the temperature at which a pruduct exhibits a vapour pressure equal
to the atmospheric barometric pressureo

1.4.4 "Flammable range" is the range between the minimum and maximum concentrations
of vapour in air which forms flammable mixtures.

1.4.5 "Vapour density" is the relative weight of the vapour compared with the weight of
an equal volume of dry air at standard conditions of temperature and pressure.

1.4.6 "Cargo area" is that part of the ship which contains the cargo containment system and
cargo pump and compressor rooms and includes deck areas over the full beam and length of
the ship above the foregoing. Where fitted, the cofferdams, ballast or void spaces at the after
end of the aftermost hold space or the forward end of the forwardmost hold space are
excluded from the cargo area.

1.4.7 "Cargo containment system" is the arrangement for containment of cargo including,
where fitted, a primary and secondary barrier, associated insulation and any intervening spaces,
and adjacent structure if necessary for the support of these elements. If the secondary barrier
is part of the hull structure it may be a boundary of the hold space.

1.4.8 "Cargo tank" is the liquid-tight shell designed to be the primary container of the cargo
and includes all such containers whether or not a~sociated with insulation and/or secondary
barriers.

1.4.9 "Primary barrier" is the inner element designed to contain the cargo when the cargo
containment system includes two boundaries.

1.4.10 "Secondary barrier" is the Iiqu id resisting outer element of a cargo containment
system designed to afford temporary containment of any envisaged leakage of liquid cargo
through the primary barrier and to prevent the lowering of the temperature of the ship's
structure to an unsafe level. Types of secondary barrier are more fully defined in Chapter IV.

1.4.11 "Hold space" is the space enclosed by the ship's structure in which a cargo contain-
ment system is situated.

1.4.12 "1nterbarrier space" is the space between a pri mary and a secondary barrier, whether
or not completely or partially occupied by insulation or other material.

1.4.13 "Insulation space" is the space, which mayor may not be an interbarrier space,
occupied wholly or in part by insulation.

1.4.14 "Void space" is the enclosed space in the cargo area external to a cargo containment
system, not being a hold space, ballast space, fuel oil tank, cargo pump or compressor room,
or any space in normal use by personnel.

1.4.15 "Cofferdam" is the isolating space between two adjacent steel bulkheads or decks.
Th is space may be a void space or ballast space.

1.4.16 "Gas-dangerous spaces or zones" are:


(a) a space in the cargo area which is not equipped with approved arrangements to
ensure that its atmosphere is at all times maintained in a safe condition;

96
Res. A.328 ( I X)

(b) an enclosed space outside the cargo area through which any piping, which may
contain liquid or gaseous products, passes,or within which such piping termi-
nates, unless approved arrangements are installed to prevent any escape of
product vapour into the atmosphere of that space;

(c) a cargo containment system and cargo piping;

(d) (j) a hold space where cargo is carried in' a cargo containment system requiring
a secondary barrier;
(ii) a hold space where cargo is carried in a cargo containment system not
requiring a secondary barrier;

(e) a space separated from a hold space described in sub-paragraph (d) (i) of this
paragraph by a single gas-tight steel boundary;

(f) a cargo pump room and cargo compressor room;

(g) a zone on the open deck, or semi-enclosed space on the open deck, within 3 m
of any cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve or
of entrances and ventilation openings to cargo pump rooms and cargo compressor
rooms;

(h) the open deck over the cargo area and 3 m forward and aft of the cargo area on
the open deck up to a height of 2.4 m above the weather deck;

(i) a zone within 2.4 m of the outer surface of a cargo containment system where
such surface is exposed to the weather;

(j) an enclosed or semi-enclosed space in which pipes containing products are


located. A space which contains gas detection equipment complying with 13.6.5
and a space utilizing boil-off gas as fuel and complying with Chapter XVI are not
considered gas-dangerousspaces in this context;

(k) a compartment for cargo hoses; and

(I) an enclosed or semi-enclosed space having a direct opening into any gas-dangerous
space or zone.

1.4.17 "Gas-safe space" is a space not being a gas-dangerous space.

1.4.18 "Tank cover" is the protective structure intended to protect the cargo containment
system against damage where it protrudes through the weather deck and/or to ensure the
continu ity and integrity of the deck structure.

1.4.19 "Tank dome" is the upward extension of a portion of the cargo tank. For below deck
cargo containment systems the tank dome protrudes through the weather deck or through a
tank cover.

1.4.20 "Accommodation spaces" are those used for public spaces, corridors, lavatories, cabins,
offices, hospitals, cinemas, games and hobbies rooms, pantries containing no cooking appliances
and similar spaces. Public spaces are those portions of the accommodation which are used as
halls, dining rooms, lounges and similar permanently enclosed spaces.

1.4.21 "Service spaces" are spaces outside the cargo area used for galleys, pantries containing
cooking appliances, lockers and store-rooms, workshops other than those forming part of the
machinery spaces and similar spaces and trunks to such spaces.

1.4.22 "Cargo service spaces" are spaces with in the cargo area used for workshops, lockers
and store-rooms of more than 2 m2 in area.

97
Res. A.328( I X)

1.4.23 "Control stations" are those spaces in which ships' radio or main navigating equipment
or the emergency source of power is located or where the fire recording or fire control equip-
ment is centralized. This does not include special fire control equipment which can be most
practically located in the cargo area.

1.4.24 "Cargo control room" is a space used in the control of cargo handl ing operations and
complying with the requirements of 3.4.

1.4.25 "Length (L)" means ninety-six per cent of the total length on a water-line at eighty-
five per cent of the least moulded depth measured from the top of the keel, or the length
from the foreside of the stem to the axis of the rudder stock on that water-line, if that be
greater. In ships designed with a rake of keel, the water-line on which this length is measured
should be parallel to the designed water-line. The length (L) should be measured in metres.

1.4.26 "Breadth (B)" means the maximum breadth of the ship, measured amidships to the
moulded line of the frame in a ship with a metal shell and to the outer surface of the hull in
a ship with a shell of any other material. The breadth (B) should be measured in metres.

1.4.27 "Permeability of a space" means the ratio of the volume within that space which is
assumed to be occupied by water to the total volume of that space.

1.4.28 "1974 Safety Convention" means the International Convention on Safety of Life at
Sea, 1974.

1.4.29 "'A' Class divisions" mean divisions as defined in Regulation 3 of Chapter 11-2of the
1974 Safety Convention.

1.4.30 "MARVS" means the maximum allowable relief valve setting of a cargo tank.

1.4.31 "Administration" means the Government of the country in which the ship is registered.

1.4.32 "Organization" means the Inter-Governmental Maritime Consultative Organization


(IMCO).

1.4.33 For the purposes of Chapters IV, V and VI of the Code, "Recognized Standards" are
standards laid down and maintained by a classification society recognized by the Administra-
tion.

1.4.34 "Flammable products" are identified by an "1" in column "f" of Chapter XIX.

1.4.35' "Toxic products" are identified by a "T" in column "f" of Chapter X IX.

1.5 Equivalents

1.5.1 Where the Code requires that a particular fitting, material, appliance, apparatus, item of
equipment or type thereof should be fitted or carried in a ship, or that any particular provi-
sion should be made, or any procedure or arrangement should be complied with, the
Administration may allow any other fitting, material, appliance, apparatus, item of equipment
or type thereof to be fitted or carried, or any other provision, procedure or arrangement to
be made in that ship, if it is satisfied by trial thereof or otherwise that such fitting, material,
appliance, apparatus, item of equipment or type thereof or that any particular provision,
procedu re or arrangement is at least as effective as that requ ired by the Code. Th is authority
of the Administration should not extend to substitution of operational methods or procedures
for a particular fitting, material, appliance, apparatus, item of equipment, or type thereof
which are prescribed by the Code.

98
Res. A.328( I X)

1.5.2 When an Administration so allows any fitting, material, appliance, apparatus, item of
equipment, or type thereof, or provision, procedure or arrangement to be substituted, it
should communicate to the Organization the particulars thereof together with a report on
the evidence submitted, so that the Organization may circulate them.

1.6 Surveys and certification

1.6.1 Every ship should be subject to the surveys specified below:

(a) An initial survey before the ship is put into service or before the Certificate of
Fitness required under this section of the Code is issued for the first time which
should include a complete survey of its structure, equipment, fittings, arrange-
ments and material in so far as the ship is covered by the Code. Th is survey
should be such as to ensure that the structure, equipment, fittings, arrangements
and material fully comply with the applicable provisions of the Code.

(b) Periodical surveys at intervals specified by the Administration, but not exceeding
five years, which should be such as to ensure that the structure, equipment,
fittings, arrangements and material fully comply with the applicable provisions of
the Code. However, where the duration of the Certificate of Fitness is extended as
specified in 1.6.8, the interval of the periodical survey may be extended corres-
pondingly.

(c) Intermediate surveys at intervals specified by the Administration but not exceeding
30 months which should be such as to ensure that the safety equipment, and
other equipment, and associated pump and piping systems fully comply with the
applicable provisions of this Code and are in good working order. Such inter-
mediate surveys should be endorsed on the Certificate of Fitness issued under the
provisions of this section.

1.6.2 These surveys should be carried out by officers of the Administration. The Administra-
tion may, however, entrust the surveys either to surveyors nominated for the purpose or to
organizations recognized by it. In every case the Administration concerned should fully
guarantee the completeness and efficiency of the surveys.

1.6.3 After any survey under this section has been completed no significant change should
be made in the structure, equipment, fittings, arrangements or material covered by the survey,
without the sanction of the Administration, except the direct replacement of such equipment
and fittings for the purpose of repair or maintenance.

1.6.4 A Certificate of Fitness for the carriage of liquefied gasesin bulk may be issued, after
survey in accordance with this section, either by the Administration or any person or Organi-
zation duly authorized by it. In every case the Administration assumes full responsibility for
the Certificate.

1.6.5 The Certificate of Fitness for the Carriage of Liquefied Gases in Bulk should be drawn
up in an official language of the issuing country in the form corresponding to the model given
in the Appendix to the Code. If the language used is neither English nor French, the text
should include a translation into one of these languages.

1.6.6 A Certificate of Fitness issued under the authority of Administrations under the provi-
sions of this section should be accepted by other Administrations for all purposes covered by
the Code and should be regarded as having the same force as certificates issued by them.

1.6.7 A Certificate of Fitness should be issued for a period specified by the Administration,
and should not exceed 5 years from the date of issue, except as provided in 1.6.8.

99
Res. A.328( I X)

1.6.8 A Certificate of Fitness may be extended by the Administration for a period of grace
of up to one month from the date of expiry stated thereon.

1.6.9 A Certificate of Fitness should cease to be valid if significant alterations have been
made in the construction, equipment, fittings, arrangements or material required without the
sanction of the Administration, except the direct replacement of such equipment or fittings
for the purpose of repair or maintenance, or if intermediate surveys as specified by the
Administration under the provisions of 1.6.1 (c) are not carried out.

1.6.10 A certificate issued to a ship should cease to be valid upon transfer of such a ship to
the flag of another country.

1.7 Review of the Code

1.7.1 The Code will be reviewed by the Organization at intervals preferably not exceeding
twelve months to consider revision of existing requirements a.nd the formulation of require-
ments for new products and new developments in design and technology.

1.7.2 Where it is proposed to carry products which may be considered to come within the
scope of the Code but are not at present designated in Chapter XIX, the Administrations
involved in such carriage should establish suitable conditions of carriage based on the
principles of the Code and notify the Organization of such conditions. During the periodical
review of the Code these submissions will be considered for inclusion.

1.7.3 Where a new development in design and technology has been found acceptable to an
Administration, that Administration may submit particulars of such development to the
Organization for consideration for incorporation into the Code during the periodical review.

100
Res. A.328(IX)

CHAPTER II - SHIP SURVIVAL CAPABILITY AND CARGO TANK LOCATION

2.1 General

2.1.1 Ships subject to the Code should survive the normal effects of flooding following
assumed hull damage caused by some external force. In addition, to safeguard the ship and
the environment, the cargo tanks should be protected from penetration in the case of minor
damage to the ship resulting, for example, from contact with a jetty or tug, and given a
measure of protection from damage in the case of collision or stranding, by locating them at
specified minimum distances inboard from the ship's shell plating. Both the damage to be
assumed and the proximity of the cargo tanks to the ship's shell should be dependent upon
the degree of hazard considered to be presented by the product to be carried.

2.1.2 Ships subject to the Code should be designed to one of the following standards.
Type IG for the transportation of products considered to present the greatest overall hazard
and Types II Gill PG and III G for products of progressively lesser hazards. Accord ingly, a
Type IG ship should survive the greatest extent of hull damage and its cargo tanks should
be located at the greatest distance inboard from the shell plating.

2.1.3 The ship type required for individual products is indicated in column "c" of
Chapter XI X.

2.1.4 When it is intended to carry more than one product covered by the Code, or by the
Code and the Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk, adopted by the Organization with Assembly Resolution A.212 (VII), the
requirements for ship survival will be those appropriate to the product having the most
stringent ship type requirement. The requirements for the location of cargo tanks, however,
wi II be those related to the respective products.

2.2 Freeboard and stability

2.2.1 Ships subject to the Code may be assigned the minimum freeboard permitted by the
International Convention on Load Lines, 1966. The additional requirements in 2.5 and 2.6,
taking into account any empty or partially filled tank as well as the weight and volume of
products to be carried, should, however, govern the operating draught for any actual con-
dition of loading.

2.2.2 The stability of the ship in all seagoing conditions and during the process of loading
and unloading cargo should be positive and to a standard which is acceptable to the Admini-
stration.

2.2.3 The master of the ship should be supplied with a Loading and Stability Information
booklet. This booklet should contain details of typical service conditions, loading and
unloading and ballasting operations and a summary of the ship's survival capabilities and pro-
visions for evaluating other conditions of loading. In addition, the booklet should contain
sufficient information regarding the ship and its cargo to enable the master to load and operate
the ship in a safe and seaworthy manner.

101
Res. A.328( IX)

2.4 Survival requirements

2.4.1 Ships subject to the Code should be capable of surviving the damage assumed in 2.3 to
the extent provided in 2.5 in a condition of staDle equilibrium and should satisfy the following
criteria.

(a) In any stageof flooding:

(i) The water-line taking into account sinkage, heel and trim should be below
the lower edge of any opening through which progressive or down flooding
may take place. Such openings should include air pipes and those which are
closed by means of weathertight doors or hatch covers and may exclude
those openings closed by means of watertight manhole covers and water-
tight flush scuttles, small watertight cargo tank hatch covers which maintain
the high integrity of the deck, remotely operated watertight sliding doors,
and side scuttles of the non-opening type. Credit may be given to any
portion of the structure which remains watertight above or below the free-
board deck.
(ii) Where damage produces an angle of heel, the maximum angle at any stage
of flooding should not exceed 30.

(iii) The Administration should be satisfied that the residual stability is


sufficient.

(b) In the final stageof flooding:

(i) The righting lever curve has a minimum range of 20 beyond the position
of equilibrium in association with a maximum righting lever of -at least
100 mm within this range. Unprotected openings should not be immersed
within the minimum range of residual stability required unless the space
concerned is included in damage stability calculations as a floodable
space. Within this range the immersion of all openings listed in 2.4.1 (a)(i)
and others capable of being closed weathertight may be permitted.

(ii) The life-saving devices should be capable of operating at the final angle of
heel from the lower side of the vessel.

(iii) The emergency power supply should be capable of operating at the final
angle of heel.

2.4.2 Under local damage conditions in the cargo area, extending in 760 mm measured
normal to the hull shell and which for a Type IG ship and a Type IIG/IIPG ship in accord-
ance with 2.5.1 or 2.5.2(a) and (b) respectively, may occur on a transverse watertight
bulkhead, the maximum angle of heel should in no case exceed that applicable under
2.4.1 (a)(ii), and should not reach that angle which would prohibit the restoration of propul-
sion and steering engine power at reduced speed and the use of the ballast system.

2.4.3 The ship design should ensure that the possibility of hull damage causing asymmetrical
flooding is kept to the minimum consistent with efficient arrangements. Equalization
arrangements requiring mechanical aids such as valves or cross-levelling pipes, if fitted, should
not be considered for the purpose of reducing an angle of heel or attaining the minimum
range of stability to meet the requirements of 2.4.1 and 2.4.2 and, if used, sufficient residual
stability should be maintain'ed during all stages of equalization. Spaces which are linked by
ducts of large cross-sectional area may be considered to be common.

2.4.4 If pipes, ducts, trunks or tunnels are situated within the assumed extent of damage pene-
tration, as defined in 2.3.2, arrangements should be such that progressive flooding cannot thereby
extend to compartments other than those assumed to be flooded for each case of damage.

103
Res. A.328( IX)

2.5 Standard of damage to be applied

Ships subject to this Code should be designed and constructed so as to be capable of


sustaining the damage indicated in 2.3 in the manner stated in 2.4 to the following standards;

2.5.1 All Type IG ships should be capable of sustaining damage anywhere in their lengths.

2.5.2 (a) A Type II G ship of more than 150 m in length should be capable of sustaining
damage anywhere in her length.

(b) A Type IIG ship of 150 m or less in length should be capable of sustaining
damage anywhere in her length except involving either of the bulkheads bounding
a machinery space located aft; alternatively a Type II G ship of 150 m or less in
length with independent tanks type C design for a MARVS of at least 7 kp/cm2
and where the design temperature of the cargo containment system is not below
-55C, need only be capable of sustaining damage anywhere in her length except
involving transverse bulkheads spaced further apart than the longitudinal extent of
damage as specified in 2.3.2(a)(i). Such a ship should be designated a Type IIPG
ship and so indicated on the Certificate of Fitness provided for in 1.6.

2.5.3 (a) A Type IIIG ship of 125 m in length and over should be capable of sustaining
damage anywhere in her length except involving transverse bulkheads spaced
further apart than the longitudinal extent of damage specified in 2.3.2(a)(i).

(b) A Type III G ship below 125 m in length should be capable of sustaining damage
anywhere in her length except involving transverse bulkheads spaced further
apart than the longitudinal extent of damage specified in 2.3.2(a)(i) and except
involving damage to the machinery space. However, the ability to survive flooding
of the machinery space should be considered by the Administration.

2.5.4 Where the damage between adjacent transverse watertight bulkheads is envisaged as
specified in 2.5.2(b) and 2.5.3, a main transverse bulkhead or a transverse bulkhead bounding
side tanks or double bottom tanks should be assumed damaged if there is a step or a recess in
a transverse bulkhead of more than 3.05 m in length, located within the extent of penetration
of assumed damage. The step formed by the after peak bulkhead and after peak tank top
should not be regarded as a step for the purpose of this paragraph.

2.6 Location of cargo tanks

2.6.1 Cargo tanks should be located at the following minimum distances inboard:

(a) Type IG ships: from the side shell plating not less than the transverse extent of
damage specified in 2.3.2(a)(ii) and from the moulded line of the bottom shell
plating at centre line not less than the vertical extent of damage specified in
2.3.2(b)(iii), and nowhere less than 760 mm from the shell plating.

(b) Types IIG/IIPG and IIIG ships: from the moulded line of the bottom shell
plating at centre Iine not less than the vertical extent of damage specified in
2.3.2(b)(iii) and nowhere less than 760 mm from the shell plating.

2.6.2 For the purpose of tank location, the vertical extent of damage should be measured
to the inner bottom when membrane or semi-membrane tanks are used, otherwise to the
bottom of the cargo tanks. The transverse extent of damage should be measured to the
longitudinal bulkhead when membrane or semi-membrane tanks are used, otherwise to the
side of the cargo tanks. (See Figure 2.1).

104
Figure 2.1 - Tank Location Requirements as set out in 2.6

2.6.3 Except for Type IG ships suction wells installed in cargo tanks may protrude into the
area of bottom damage provided that such wells are as small as practicable and the penetration
does not exceed 25 per cent of double bottom height or 350 mm whichever is less.

2.6.4 Solid ballast should not normally be used in double bottom spaces in the cargo areas.
Where, however, because of stability considerations the fitting of solid ballast in such spaces
becomes unavoidable, then the quantity and its disposition should be governed by the need to
ensure that the impact loads resulting from bottom damage are not directly transmitted on to
the cargo tank structure.

2.7 Special consideration for small ships

2.7.1 In the case of small ships intended for the carriage of products requiring Type IIG/ II PG
ships and Type IIIG ships which do not comply in all respects with the appropriate require-
ments of 2.5.2 and 2.5.3, special dispensations may only be considered by the Administration
where alternate measures can be taken which maintain the same degree of safety.

2.7.2 In the approval of the design of a ship for which a dispensation has been granted, the
nature of the alternate measures prescribed should be clearly stated and be available to the
Administration in the countries the ship will visit and any such dispensation should be duly
noted on the Certificate of Fitness referred to in 1.6.

105
Res. A.328( IX)

CHAPTER III - SHIP ARRANGEMENTS

3.1 Segregation of the cargo area

3.1.1 Hold spaces should be segregated from machinery and boiler spaces, accommodation,
service and control station spaces, chain lockers, drinking and domestic water tanks and
from stores.

3.1.2 Where cargo is carried in a cargo containment system not requiring a secondary barrier,
segregation of hold spaces from spaces referred to in 3.1.1 or spaces either below or outboard
of the hold spaces may be effected by cofferdams, fuel oil tanks, or a single gas-tight bulkhead
of all welded construction forming an A-60 Class division. A gas-tight AO Class division is
satisfactory if there is no source of ignition or fire hazard in the adjoining spaces.

3.1.3 Where cargo is carried in a cargo containment system requiring a secondary barrier,
segregation of hold spaces from spaces referred to in 3.1.1 or spaces either below or outboard
of the hold spaces which contain a source of ignition or fire hazard should be effected by
cofferdams or fuel oil tanks. If there is no source of ignition or fire hazard in the adjoining
space, segregation may be by a single A-O Class division which is gas-tight.

3.1.4 When cargo is carried in a cargo containment system requiring a secondary barrier:

(a) at temperatures below _10 C, hold spaces shou Id be segregated from the sea by
a double bottom; and

(b) at temperatures below -55C, the ship should also have a longitudinal bulkhead
forming side tanks.

3.1.5 Any piping system which may contain cargo or cargo vapour should:

(a) be segregated from other piping systems, except where inter-connexions are
required for cargo related operations such as purging, gas freeing or inerting.
In such cases, precautions should be taken to ensure that cargo or cargo vapour
cannot enter such other piping systems through the inter-connexions;

(b) except as provided in Chapter XVI, not pass through any accommodation,
service or control station space or through a machinery space other than a
cargo pump room or cargo compressor space. Emergency cargo dumping
arrangements may be led aft externally to accommodation, service or control
station spaces or machinery spaces, but should not pass through them;

(c) be connected into the cargo containment system directly from the open deck
except that pipes installed in a vertical trunkway or equivalent arrangement may
be used to traverse void spaces above a cargo containment system and except
that pipes for drainage, venting or purging may traverse cofferdams;

(d) except for bow or stern loading provisions in accordance with 3.8, and except in
accordance with Chapter XVI, be located in the cargo area above the open deck;
and

(e) except for thwartship shore con.nexion piping not subject to internal pressure at
sea or emergency cargo dumping arrangements, be located inboard of the trans-
verse tank location requirement of 2.6.1.

3.1.6 Arrangements should be made for sealing the weather decks in way of openings for
cargo containment systems.

106
Res. A.328(IX)

3.2 Accommodation, service and control station spaces

3.2.1 No accommodation, service or control station space should be located within the cargo
area. The bu Ikhead of accommodation, service or control station spaces wh ich face the cargo
area should be located so as to avoid gas from the hold space entering such spaces through a
single failure of a deck or bulkhead on a ship having a containment system requiring a
secondary barrier.

3.2.2 In order to guard against the danger of hazardous vapours, due consideration should be
given to the location of air intakes and openings into accommodation and machinery spaces
in relation to cargo piping, cargo vent systems and machinery space exhausts from gas burning
arrangements.

3.2.3 Access through doors, gas-tight or otherwise, should not be permitted from a gas-safe
space to a gas-dangerous space, except for access to service spaces forward of the cargo area
through air-locks as permitted by 3.6.1 when accommodation spaces are aft.

3.2.4 Entrances, air inlets and openings to accommodation, service and control station spaces
should not face the cargo area. They should be located on the end bulkhead not facing the
cargo area and/or on the outboard side of the house at a distance of at least L/25 but not less
than 3.05 m from the end of the house facing the cargo area. This distance, hpwever, need
not exceed 5 m. Port lights facing the cargo area and on the sides of the houses within the
distance mentioned above should be of the fixed (non-opening) type. Wheelhouse windows
may be non-fixed and wheelhouse doors may be located within the above limits so long as
they are so designed that a rapid and efficient gas and vapour tightening of the wheelhouse
can be ensured.

3.2.5 Side scuttles in the shell below the uppermost continuous deck and in the first tier
of the superstructure are to be of the fixed (non-opening) type.

3.2.6 All air intakes and openings into the accommodation, service and control station
spaces should be fitted with closing devices. For toxic gases they are to be operated from
inside the space.

3.3 Cargo pump rooms and cargo compressor rooms

3.3.1 Cargo pump rooms and cargo compressor rooms should be situated above the weather
deck unless specially approved by the Administration and should be located within the cargo
area.

3.3.2 Where pumps and compressors are driven by shafting passing through a bulkhead or
deck, gas-tight seals with efficient lubrication or other means of ensuring the permanence of
the gas seal should be fitted in way of the bulkhead or deck.

3.3.3 Arrangements of cargo pump rooms and cargo compressor rooms should be such as to
ensure safe unrestricted access for personnel wearing protective clothing and breathing
apparatus, and in the event of injury to allow unconscious personnel to be removed. All
valves necessary for cargo handling should be readily accessible to personnel wearing protective
clothing. Suitable arrangements should be made to deal with drainage of pump and compressor
rooms.

3.4 Cargo control rooms

3.4.1 Any cargo control room should be above the weather deck and may be located within
accommodation, service or control station spaces or have access thereto providing that:

107
Res. A.328( IX)

(a) the cargo control room is a gas-safespace, and

(b) the entrance from the cargo area complies with 3.2.4.

3.4.2 If the cargo control room is designed to be a gas-safespace, instrumentation should, as


far as possible, be by indirect reading systems and should in any case be designed to prevent
any escape of gas into the atmosphere of that space. Location of the gas detector within the
cargo control room will not violate the gas-safespace if installed in accordance with 13.6.5.

3.4.3 If the cargo control room for ships carrying flammable cargoes is a gas-dangerous space,
sources of ignition should be excluded. Consideration should be paid to the safety characteris-
tics of any electrical installations.

3.5 Access to spaces in the cargo area

3.5.1 Visual inspection should be possible of at least one side of the inner hull structure
without the removal of any fixed structure or fitting.

3.5.2 Inspection of one side of any insulation in hold spaces should be possible. If the
integrity of the insulation system can be verified by inspection of the outside of the hold
space boundary when tanks are at service temperature, inspection of one side of the insulation
in the hold space need not be required.

3.5.3 Arrangements for hold spaces, void spaces and other spaces that could be considered
gas-dangerousand cargo tanks should be such as to allow entry and inspection of any such
space by personnel wearing protective cIoth ing and breath ing apparatus and in the event of
injury to allow unconscious personnel to be removed from the space and should comply with
the following:

(a) Access should be provided:


(i) to cargo tanks direct from the open deck;
(ii) through horizontal openings, hatches or manholes, the dimensions of
which should be sufficient to allow a person wearing a breathing apparatus
to ascend or descend any ladder without obstruction and also to provide a
clear opening to facilitate the hoisting of an injured person from the
bottom of the space, the minimum clear opening of which should be not
less than 600 mm by 600 mm; and
(iii) through vertical openings, or manholes providing passagethrough the length
and breadth of the space, the minimum clear opening of which should be
not less than 600 mm by 800 mm at a height of not more than 600 mm
from the bottom plating unless gratings or other footholds are provided.

(b) The dimensions referred to in sub-paragraphs (a)(ii) and (a)(iii) of this paragraph
may be decreased if the ability to traverse such openings or to remove an injured
person can be proved to the satisfaction of the Administration.

(c) The requirements of sub-paragraphs (a) and (b) of this paragraph do not apply to
those spaces described in 1.4.16(e).

3.5.4 Access from the open weather deck to gas-safespaces should be located in a gas-safe
zone at least 2.4 m above the weather deck unless the access is by means of an air-lock in
accordance with 3.6.

3.6 Air-locks

3.6.1 An air-lock should only be permitted between a gas-dangerous zone on the open weather
deck and a gas-safespace and should consist of two steel doors substantially gas-tight spaced
not less than 2 m apart.
108
Res. A.328(IX)

3.6.2 The doors should be self-closing and without any holding back arrangements.

3.6.3 An audible and visual alarm to give a warning on both sides of the air-lock should be
provided to indicate if the securing devices on more than one door are moved from the fully
closed position.

3.6.4 In ships carrying flammable products, motors in spaces protected by air-locks should
be de-energized upon loss of over-pressure in the space.

3.6.5 The air-lock space should be mechanically ventilated from a gas-safespace and main-
tained at an over-pressure to the gas-dangerous zone on the open weather deck.

3.6.6 The air-lock space should be monitored for cargo vapour.

3.6.7 Subject to the requirements of the International Convention on Load Lines, 1966, the
door sill should not be less than 300 mm in height.

3.7 Bilge and ballast arrangements

3.7.1 (a) Where cargo is carried in a cargo containment system not requiring a secondary
barrier, hold spaces should be provided with suitable drainage arrangements not
connected with the machinery space. Means of detecting such leakage should be
provided.

(b) Where there is a secondary barrier, suitable drainage arrangements for dealing with
\ any leakage into the hold or insulation spaces through adjacent ship structure
should be provided. The suction shou Id not be led to pu mps inside the machinery
space. Means of detecting such leakage should be provided.

3.7.2 The interbarrier space should be provided with a drainage system suitable for handling
liquid cargo in the event of cargo tank leakage or rupture. Such arrangements should provide
for the return of leakage to the cargo tanks.

3.7.3 Ballast spaces and gas-safespaces may be connected to pumps in the machinery space.

3.8 Bow or stern loading and discharge arrangements

3.8.1 Subject to the approval of the Administration, cargo pipes may be arranged to permit
bow or stern loading or discharge subject to the requirements of this section, and of 17.7.

3.8.2 Cargo pipes and related piping and equipment forward or aft of the cargo area should
have only welded connexions in way of the house and should be led externally past accommo-
dation, service and control station spaces and machinery spaces and, except for thwartships
shore connexion piping, be at least 760 mm inboard. Such pipes should be clearly identified
and segregated by at least two valves situated in the cargo area, which can be locked closed
under the control of the master, or by one valve and other means together providing an
equivalent standard of segregation. Means should be provided between the two valves if fitted,
or in an equivalent position with other arrangements, to enable the efficiency of the segrega-
tion to be checked.

3.8.3 Arrangements should be made to allow such pipes to be purged after use and main-
tained gas-safewhen not in use. The vent pipes connected with the purge should be located
in the cargo area.

109
Res. A.328 ( I X)

3.8.4 Entrances, air inlets and openings to accommodation, service and control stations should
not face the bow or stern loading or discharge arrangements. They should be located on the
outboard side of the houses at a distance of at least U25 but not less than 3.05 m from the
end of the house facing the bow or stern loading or discharge arrangements (reference is also
made to 3.2.4). This distance, however, need not exceed 5 m. Port lights facing these loading
and discharging arrangements and on the sides of the house with in the distance mentioned
above should be of the fixed (non-opening) type. In addition, during the use of the bow or
stern loading and discharge arrangements, all doors, ports and other openings on the corres-
ponding house side should be kept closed.

3.8.5 Fire-fighting arrangements for the bow or stern loading and discharge areas should be
in accordance with 11.4.7.

110
Res. A.328(IX)

CHAPTER IV - CARGO CONTAINMENT

4.1 General

Administrations should take appropriate steps to ensure uniformity in the implementation


and appl ication of the provisions of th is chapter*.

4.2 Definitions

In addition to those in 1.4, the following definitions apply throughout the Code.

4.2.1 Integral tanks

(a) Integral tanks form a structural part of the ship's hull and are influenced in the
same manner and by the same loads which stress the adjacent hull structure.

(b) The "design vapour pressure" Po as defined in 4.2.5 should not normally exceed
0.25 kp/cm2. If, however, the hull scantlings are increased accordingly, Po may
be increased to a higher value but less than 0.7 kp/cm2.

(c) Integral tanks may be used for the products provided that the lowest temperature
in any part of the hull structure under no circumstances will fall below _lOC.
A lower temperature may be accepted by the Administration subject to special
consideration.

4.2.2 Membrane tanks

(a) Membrane tanks are non-self-supporting tanks which consist of a thin layer
(membrane) supported through insulation by the adjacent hull structure. The
membrane is designed in such a way that thermal and other expansion or con-
traction is compensated for without undue stressing of the membrane.

(b) The design vapour pressure Po should not normally exceed 0.25 kp/cm2. If,
however, the hull scantlings are increased accordingly, and consideration is given,
where appropriate, to the strength of the supporting insulation, Po may be
increased to a higher value but less than 0.7 kp/cm2.

(c) The definition of membrane tanks does not exclude designs such as those in
which non-metallic membranes are used or in which membranes are included or
incorporated in insulation. Such designs require, however, special consideration
by the Administration.

4.2.3 Semi-membrane tanks


(a) Semi-membrane tanks are non-self-supporting tanks in the loaded condition and
consist of a layer, parts of which are supported through insulation by the
adjacent hull structure, whereas the rounded parts of this layer connecting the
above-mentioned supported parts are designed also to accommodate the thermal
and other expansion or contraction.

(b) The design vapour pressure Po should not normally exceed 0.25 kp/cm2. If,
however, the hull scantlings are increased accordingly, and consideration is given,
where appropriate, to the strength of the supporting insulation, Po may be
increased to a higher value but less than 0.7 kp/cm2.

* Reference is made to the publ ished Rules of members and associate members of the International
Association of Classification Societies and in particular to lACS Unified Requirements Nos. 92 and 93.

111
Res. A.328( IX)

such casesof any insulation of the tanks. Conversely, higher values of this tempera-
ture may be required for ships permanently operating in areas of high ambient
temperature.

(b) In all cases, including sub-paragraph (a) of this paragraph, Po should not be less
than MARVS.

(c) Subject to special consideration by the Administration and to the limitations


given in 4.2.1 to 4.2.4 for the various tank types, a vapour pressure higher than
Po may be accepted in harbour conditions, where dynamic loads are reduced.

4.2.6 Design temperature for selection of materials is the minimum temperature at which
cargo may be loaded and/or transported in the cargo tanks. Provisions to the satisfaction of
the Administration should be made so that the tank or cargo temperature cannot be lowered
below the design temperature.

4.3 Design loads

4.3.1 (a) Tanks together with their supports and other fixtures should be designed taking
into account proper combinations of the various loads listed hereafter:

Internal pressure
External pressure
Dynamic loads due to the motion of the ship
Thermal loads
Sloshing loads
Loads corresponding to ship deflection
Tank and cargo weight with the corresponding reactions in way of supports
Insulation weight
Loads in way of towers and other attachments.

The extent to which these loads should be considered depends on the type of
tank, and is more fully detailed in the following paragraphs of this section.

(b) Account should be taken of the loads corresponding to the pressure test referred
to in 4.10.

(c) Account should be taken of an increase of vapour pressure in harbour conditions


referred to in 4.2.5(c).

(d) The tanks should be designed for the most unfavourable static heel angle within
the range 0 to 30 without exceeding allowable stressesgiven in 4.5.

4.3.2 Internal pressure


(a) Internal pressure head (heq) in metres of fresh water resulting from the design
vapour pressure (Po) and the liquid pressure (hgd) defined in sub-paragraph (b) of
this paragraph, but not including effects of liquid sloshing, should be calculated
as follows:

heq = 10 Po + (hgd) max

Equivalent calculation procedures may be applied.

113
Res. A.328( IX)

(f) The accelerations acting on tanks are estimated at their centre of gravity and
include the following components:

vertical acceleration: motion accelerations of heave, pitch and, possibly,


roll (normal to the ship base);

transverse acceleration: motion accelerations of sway, yaw and roll; and


gravity component of roll;

longitudinal acceleration: motion accelerations of surge and pitch; and


gravity component of pitch.

4.3.5 Sloshing loads


(a) When partial filling is contemplated, the risk of significant loads due to sloshing
induced by any of the ship motions referred to in 4.3.4(f) should be considered.

(b) When risk of significant sloshing induced loads is found to be present, special
tests and calculations should be required.

4.3.6 Thermalloads
(a) Transient thermal loads during cool ing down periods shou Id be considered for
tanks intended for cargo temperatures below -55C.

(b) Stationary thermal loads should be considered for tanks where design supporting
arrangement and operating temperature may give rise to significant thermal
stresses.

4.3.7 Loads on supports - The loads on supports are covered by 4.6.

4.4 Structural analysis

4.4.1 Integral tanks


The structural analysis of integral tanks should be in accordance with Recognized
Standards. The tank boundary scantlings should meet at least the requirements for deep
tanks taking into account the internal pressure as indicated in 4.3.2, but the resulting scantlings
should not be less than normally requ ired by such Standards.

4.4.2 Membrane tanks


(a) For membrane tanks, the effects of all static and dynamic loads should be
considered to determine the suitability of the membrane and of the associated
insulation with respect to plastic deformation and fatigue.

(b) Before approval is given, a model of both the primary and secondary barriers,
including corners and joints, should normally be tested to verify that they will
withstand the expected combined strains due to static dynamic and thermal loads.
Test conditions should represent the most extreme service conditions the cargo
containment system will see in its life. Material tests should ensure that ageing
is not liable to prevent the materials from carrying out their intended function.

(c) For the purpose of the test referred to in sub-paragraph (b) of this paragraph, a
complete analysis of the particular motions, accelerations and response of ships
and cargo containment systems should be performed, unless these data are
available from similar ships.

115
Res. A328( IX)

(d) Special attention should be paid to the possible collapse of the membrane due to
an over-pressure in the interbarrier space, to a possible vacuum in the cargo tank,
to the sloshing effects and to hull vibmtion effects.
(e) A structural analysis of the hull should be to the satisfaction of the Administra-
tion, taking into account the internal pressure as indicated in 4.3.2. Special
attention, however, should be paid to deflections of the hull and their compati-
bility with the membrane and associated insulation. Inner hull plating thickness
should meet at least the requirements of Recognized Standards for deep tanks
taking into account the internal pressure as indicated in 4.3.2. The allowable
stress for the membrane, membrane supporting material and insulation should be
determined in each particular case.

4.4.3 Semi-membrane tanks - A structural analysis should be performed in accordance with


the requirements for membrane tanks or independent tanks as appropriate, taking into account
the internal pressure as indicated in 4.3.2.

4.4.4 Independent tanks type A


(a) A structural analysis should be performed to the satisfaction of the Administra-
tion taking into account the internal pressure as indicated in 4.3.2. The cargo
tank plating thickness should meet at least the requirements of Recognized
Standards for deep tanks taking into account the internal pressure as indicated in
4.3.2 and any corrosion allowance required by 4.5.2(a).

(b) For parts, such as structure in ways of supports, not otherwise covered by
Recognized Standards, stressesshould be determined by direct calculations, taking
into account the loads referred to in 4.3 as far as applicable, and the ship deflec-
tion in way of supports.

4.4.5 Independent tanks type 8


(a) The effects of all dynamic and static loads should be used to determine the suita-
bility of the structure with respect to:

plastic deformation
buckling
fatigue failure
crack propagation.

Statistical wave load analyses in accordance with 4.3.4, finite element analyses or
similar methods and fracture mechanics analyses or an equivalent approach, should
be carried out.

(b) A three-dimensional analysis should be carried out to evaluate the stress levels
contributed by the ship's hull. The model for this analysis should include the
cargo tank with its supporting and keying system as a reasonable part of the hull.

(c) A complete analysis of the particular ship accelerations and motions in irregular
waves and of the response of ships and cargo tanks to these forces and motions
should be performed unless these data are available from similar ships.

(d) A buckling analysis should consider the maximum construction tolerances.

(e) Where deemed necessary by the Administration, model tests may be required to
determine stress concentration factors and fatigue life of structural elements.

116
4.4.6 Independent tanks type C

(a) Scantlings based on internal pressure


(i) The thickness and form of pressure containing parts of pressure vessels
under internal pressure, including flanges should be determined according
to a standard acceptable to the Administration. These calculations in all
cases should be based on generally accepted pressure vessel design theory.
Openings in pressure containing parts of pressure vessels should be reinforced
in accordance with a standard acceptable to the Administration.

(ii) The design liquid pressure defined in 4.3.2 should be taken into account
when calculations are made according to 4.4.6(a)(i).

(iii) The welded joint efficiency factor to be used in the calculation according
to 4.4.6(a)(i) should be 0.95 when the inspection and the non-destructive
testing referred to in 4.10.7 are carried out. This figure may be increased
up to 1.0 when account is taken of other considerations, such as the
material used, type of joints, welding procedure and type of loading. For
process pressure vessels the Administration may accept partial non-
destructive examinations, but not less than those of 4.10.7(b)(ii) depending
on such factors as the material used, the design temperature, the nil
ductility transition temperature of the material as fabricated, the type of
joint and welding procedure, but in this case an efficiency factor of not
more than 0.85 should be adopted. For special materials, the above-
mentioned factors should be reduced depending on the specified mechanical
properties of the welded joint.

(b) Buckling criteria


(i) The thickness and form of pressure vessels subject to external pressure and
other loads causing compressive stresses should be to a standard acceptable
to the Administration. These calculations in all cases should be based on
generally accepted pressure vessel buckling theory and should adequately
account for the difference in theoretical and actual buckling stress as a
result of plate edge misalignment, ovality and deviation from true circular
form over a specified arc or chord length.

117
Res. A328(IX)

(i i) Design external pressure

The design external pressure (Pe) used for verifying the buckling of the
pressure vessels should not be less than that given by:

Po = PI + P2 + P3 + P4 (kp/cm2)

where

PI = setting value of vacuum relief valves. For vessels not fitted with
vacuum relief valves PI should be specially considered, but should
not in general be taken as less than 0.25 kp/cm2.

P2 = the set pressure of the pressure relief valves for completely closed
spaces containing pressure vessels or parts of pressure vessels;
elsewhere, P2 = o.
P3 = compressive actions in the shell due to the weight and contraction of
insulation, weight of shell, including corrosion allowance, and other
miscellaneous external pressure loads to which the pressure vessel
may be subjected. These include, but are not limited to, weight of
domes, weight of towers and piping, effect of product in the partially
filled condition, accelerations and hull deflection. In addition the
local effect of external and/or internal pressure should be taken into
account.

P4 = external pressure due to head of water for pressure vessels or part of


pressure vessels on exposed decks; elsewhere P4 = O.

(c) Stress analysis in respect of static and dynamic loads


(i) Pressure vessel scantlings should be determined in accordance with sub-
paragraphs (a) and (b) of this paragraph.

(ii) Calculations of the loads and stresses in way of the supports and the shell
attachment of the support should be made. Loads referred to in 4.3 should
be used, as applicable. Stresses in way of the supports should be to a
standard acceptable to the Administration. In special cases a fatigue
analysis may be required by the Administration.

(iii) If required by the Administration, secondary stresses and thermal stresses


should be specially considered.

(d) Plate tolerance


For pressure vessels, the thickness calculated according to 4.4.6(a) or the thick-
ness required by 4.4.6(b) plus the corrosion allowance, if any, should be con-
sidered as a minimum without any negative tolerance.

(e) Minimum thickness of shell and heads

For pressure vessels, the minimum thickness of shell and heads including corro-
sion allowance, after forming, should not be less than 5 mm for carbon-manganese
steels and nickel steels, 3 mm for austenitic steels or 7 mm for aluminium alloys.

4.5 Allowable stresses and corrosion allowance

4.5.1 Allowable stresses

(a) For integral tanks, allowable stresses should normally be those given for hull
structure in Recognized Standards.

118
Res. A.328(IX)

4.5.2 Corrosion allowance


(a) No corrosion allowance should generally be required in addition to the thickness
resulting from the structural analysis. However, where there is no environmental
control around the cargo tank, such as inerting, or where the cargo is of a
corrosive nature, the Administration may require a suitable corrosion allowance.

(b) For pressure vessels no corrosion allowance is generally required if the contents
of the pressure vessel are non-corrosive and the external surface is protected by
inert atmosphere or by an appropriate insulation with an approved vapour barrier.
Paint or other thin coatings should not be credited as protection. Where special
alloys are used with acceptable corrosion resistance, no corrosion allowance
should be required. If the above conditions are not satisfied, the scantlings calcu-
lated according to 4.4.6 should be increased as appropriate.

4.6 Supports

4.6.1 Cargo tanks should be supported by the hull in a manner which will prevent bodily
movement of the tank under static and dynamic loads while allowing contraction and expan-
. sion of the tank under temperature variations and hull deflections without undue stressing of
the tank and of the hull.

4.6.2 The tanks with supports should also be designed for a static angle of heel of 30
without exceeding allowable stresses given in 4.5.1.

4.6.3 The supports should be calculated for the most probable largest resulting acceleration,
taking into account rotational as well as translational effects. This acceleration in a given
direction may be determined as shown in Figure 4.1. The half axes of the "Acceleration
Ellipse" should be determined according to 4.3.4(b).

4.6.4 Suitable supports should be provided to withstand a coli ision force acting on the tank
corresponding to one-half the weight of the tank and cargo from forward and one-quarter the
weight of the tank and cargo from aft without deformation likely to endanger the tank struc-
ture.

4.6.5 The loads mentioned in 4.6.2 and 4.6.4 need not be combined with each other or with
wave induced loads.

4.6.6 For independent tanks and, where appropriate, for membrane and semi-membrane
tanks, provisions should be made to key the tanks against the rotational effects referred to in
4.6.3.

4.6.7 Antiflotation arrangements should be provided for independent tanks. The antiflotation
arrangements should be suitable to withstand an upward force caused by an empty tank in a
hold space flooded to the summer load draught of the ship, without plastic deformation
likely to endanger the hull structure.

4.7 Secondary barrier

4.7.1 Where the cargo temperature at atmospheric pressure is below -10C, a secondary
barrier should be provided when required by 4.7.3 to act as a temporary containment for any
envisaged leakage of liquid cargo through the primary barrier.

4.7.2 Where the cargo temperature at atmospheric pressure is not below -55C, the hull
structure may act as a secondary barrier. In such a case:

(a) the hull material should be suitable for the cargo temperature at atmospheric
pressure as required by 4.9.2; and

121
Res. A.328(IX)

4.7.7 The secondary barrier should be capable of being periodically checked for its effectiveness,
by means of a pressure vacuum test, a visual inspection or another suitable method acceptable to
the Administration. The method should be submitted to the Administration for approval.

4.8 Insulation

4.8.1 Where a product is carried at a temperature below -1QC suitable insulation should be
provided to ensure that the temperature of the hull structure does not fall below the mini-
mum allowable service temperature given for the concerned grade of steel in Chapter VI when
the cargo tanks are at their design temperature and the ambient temperatures are 5C for air
and OC for sea-water. These conditions may generally be used for world-wide service. However,
higher values of the ambient temperatures may be accepted by the Administration for ships
operated in restricted areas. Conversely, lesser values of the ambient temperatures may be
fixed by the Administration for ships trading occasionally or regularly to areas in latitudes
where such lower temperatures are expected during the winter months. The ambient tempera-
tures used in the design should be shown on the Certificate of Fitness as provided for in 1.6.

4.8.2 Where a complete or partial secondary barrier is required, calculations should be made
with the assumptions in 4.8.1 to check that the temperature of the hull structure does not
fall below the minimum allowable service temperature given for the concerned grade of steel
in Chapter VI. The complete or partial secondary barrier should be assumed to be at the cargo
temperature at atmospheric pressure.

4.8.3 Calculations required by 4.8.1 and 4.8.2 should be made assuming still air and still
water, and except as permitted by 4.8.4, no credit should be given for means of heating. In
the case referred to in 4.8.2, the cooling effect of the rising boil-off vapour from the leaked
cargo should be considered in the heat transmission studies. For members connecting inner
and outer hulls, the mean temperature may be taken for determining the steel grade.

4.8.4 In all cases referred to in 4.8.1 and 4.8.2 and for ambient temperature conditions of
5C for air and OC for sea-water, approved means of heating transverse hull structural material
may be used to ensure that the temperatures ot this material do not fall below the minimum
allowable values. If lower ambient temperatures are specified, approved means of heating may
also be used for longitudinal hull structural material, provided this material remains suitable
for the temperature conditions of 5C for air and OC for sea-water without heating. Such
means of heating should comply with the following requirements:

(a) sufficient heat should be available to maintain the hull structure above the
minimum allowable temperature in the conditions referred to in 4.8.1 and 4.8.2;

(b) the heating system should be arranged so that, in the event of a failure in any
part of the system, stand-by heating could be maintained equal to not less than
100 per cent of the theoretical heat load;

(c) the heating system should be considered as an essential auxiliary; and

(d) the design and construction of the heating system should be to the satisfaction
of the Administration.

4.8.5 In determining the insulation thickness, due regard should be paid to the amount of
acceptable boil-off in association with the reliquefaction plant on board, main propulsion
machinery or other temperature control system.

4.9 Materials

4.9.1 The shell and deck plating of the ship and all stiffeners attached thereto should be in
accordance with Recognized Standards, unless the operating temperature of the material is

123
Res. A.328(IX)

normally below QOC due to the effect of the low temperature cargo, in which case the material
should be in accordance with Table 6.5 assuming the ambient sea and air temperature of QOC
and 5C respectively.

4.9.2 Hull material forming the secondary barrier should be in accordance with Table 6.2.
Metallic materials used in secondary barriers not forming part of the hull structure should be
in accordance with Table 6.2 or 6.3 as applicable.

4.9.3 Materials used in the construction of cargo tanks should be in accordance with
Tables 6.1, 6.2 or 6.3.

4.9.4 Materials other than those referred to in 4.9.1, 4.9.2 and 4.9.3 used in the construc-
tion of the ship which are subject to reduced temperatum due to the cargo and which do not
form part of the secondary barrier should be in accordance with Table 6.5 for temperatures
as determined by 4.8. This includes inner bottom plating, longitudinal bulkhead plating,
transverse bulkhead plating, floors, webs, stringers and all attached stiffening members.

4.9.5 The insulation materials should be suitable for loads which may be imposed on them
by the adjacent structu reo

4.9.6 Where applicable, due to location and/or environmental conditions, insulation materials
should have suitable properties of fire resistance and flame spread and should be adequately
protected against penetration of water vapour and mechanical damage.

4.9.7 Insulation materials should be tested and found acceptable for the following properties
as applicable:
compatibi Iity with the cargo
solubility in the cargo
absorption of the cargo
shrinkage
ageing
closed cell content
density
mechanicaI properties
thermal expansion
abrasion
cohesion
thermal conductivity
resistance to vibrations
resistance to fire and flame spread.

4.9.8 The procedure for fabrication, storage, handling, erection, quality control and control
against harmful exposure to sunlight of insulation materials should be to the satisfaction of
the Administration.

4.9.9 Where powder or granulated insulation is used, the arrangements should be such as to
prevent compacting of the material due to vibrations. The design should incorporate means to
ensure that the material remains sufficiently buoyant to maintain the required thermal
conductivity and also prevent any undue increase of pressure on the containment system.

124
Res. A.328(IX)

4.10 Construction and testing

4.10.1 (a) All welded joints of the shells of independent tanks should be of the butt weld,
full penetration type. For dome to shell connexions, the Administration may
approve tee welds of the full penetration type. Except for small penetrations on
domes, nozzle welds are also generally to be designed with full penetration.

(b) Welding joint details for independent tanks type C should be as follows:
(i) All longitudinal and circumferential joints of pressure vesselsshould be of
butt welded, full penetration, double vee or single vee type. Full penetra-
tion butt welds should be obtained by double welding or by the use of
backing rings. If used, backing rings should be removed, unless specifically
approved by the Administration for very small process pressure vessels.
Other edge preparations may be allowed by the Administration depending
on the results of the tests carried out at the approval of the welding pro-
cedure.
(ii) The bevel preparation of the joints between the pressure vessel body and
domes and between domes and relevant fittings should be designed according
to a standard for pressure vessels acceptable to the Administration. All welds
connecting nozzles, domes or other penetrations of the vessel and all welds
connecting flanges to the vessel or nozzles should be full penetration welds
extending through the entire thickness of the vessel wall or nozzle wall,
unless specially approved by the Administration for small nozzle diameters.

4.10.2 Workmanship should be to the satisfaction of the Administration. Inspection and non-
destructive testing of welds for tanks other than independent tanks type C should be in
accordance with the requirements of 6.3.7.

4.10.3 For membrane tanks, quality assurance measures, weld procedure qualification, design
details, materials, construction, inspection and production testing of components, should be to
standards developed during the prototype testing programme.

4.10.4 For semi-membrane tanks the relevant requirements in this section for independent
tanks or for membrane tanks should be applied as appropriate.

4.10.5 Integral tanks should be hydrostatically or hydropneumatically tested to the satis-


faction of the Administration. The test in general should be performed so that the stresses
approx imate, as far as practicable, the design stressesand so that the pressure at the top of
the tank corresponds at least to the MARVS.

4.10.6 In ships fitted with membrane or semi-membrane tanks, cofferdams and all spaces
which may normally contain liquid and are adjacent to the hull structure supporting the
membrane should be hydrostatically or hydropneumatically tested in accordance with
Recognized Standards. In addition, any other hold structure supporting the membrane should
be tested for tightness. Pipe tunnels and other compartments which do not normally contain
liquid need not be hydrostatically tested.

4.10.7 For independent tanks ty'pe C, inspection and non-destructive testing should be as
follows:

(a) Manufacture and workmanship - The tolerances relating to manufacture and


workmanship such as out-of-roundness local deviations from the true form,
welded joints alignment and tapering of plates having different thicknesses,
should comply with standards acceptable to the Administration. The tolerances
should also be related to the buckling analysis referred to in 4.4.6(b).

125
Res. A.328(IX)

(b) Non-destructive testing - As far as completion and extension of non-destructive


testing of welded joints are concerned, the extent of non-destructive testing
should be total or partial according to standards acceptable to the Administra-
tion, but the controls to be carried out should not be less than the following:
(j) Total non-destructive testing referred to in 4.4.6(a)(iii):
Radiography:
butt welds 100 per cent and
Surface crack detect ion:
all welds 10 per cent
reinforcement rings around holes, nozzles, etc. 100 per cent.
As an alternative, ultrasonic testing may be accepted as a partial replacement
of the radiographic testing, if specially allowed by the Administration. In
addition, the Administration may require total ultrasonic testing on welding
of reinforcement rings around holes, nozzles, etc.
(ii) Partial non-destructive testing referred to in 4.4.6(a)(iii):
Radiography:
butt welds: all welded crossing joints and at least 10 per cent of the full
length at selected positions uniformly distributed and
Surface crack detection:
reinforcement rings around holes, nozzles, etc. 100 per cent
Ultrasonic testing:
as may be required by the Administration in each instance.

4.10.8 Each independent tank should be subjected to a hydrostatic or hydropneumatic test


as follows:

(a) For independent tanks type A, this test should be performed so that the stresses
approximate, as far as practicable, the design stressesand so that the pressure at
the top of the tank corresponds at least to the MARVS. When a hydropneumatic
test is performed the conditions should simulate, as far as practicable, the actual
loading of the tank and of its supports.

(b) For independent tanks type 8, the test should be performed as required in sub-
paragraph (a) of this paragraph for independent tanks type A. In addition, the
maximum primary membrane stress or maximum bending stress in primary
members under test conditions should not exceed 90 per cent of the yield
strength of the material (as fabricated) at the test temperature. To ensure that
this condition is satisfied, when calculations indicate that this stress exceeds
75 per cent of the yield strength the prototype test should be monitored by
the use of strain gauges or other suitable equipment.

(c) Independent tanks type C should be tested as follows:

(i) Each pressure vessel, when completely manufactured, should be subjected


to a hydrostatic test at a pressure measured at the top of the tanks, of
not less than 1.5 Po' but in no case during the pressure test should the
calculated primary membrane stress at any point exceed 90 per cent of
the yield stress of the material. The definition of Po is given in 4.2.5.
To ensure that this condition is satisfied where calculations indicate that
this stress will exceed 0.75 times the yield strength, the prototype test
should be monitored by the use of strain gauges or other suitable equip-
ment in pressure vesselsexcept simple cyl indrical and spherical pressure
vessels.

126
Res. A.328(IX)

(ii) The temperature of the water used for the test should be at least 30C
above the nil ductility transition temperature of the material as fabricated.
(iii) The pressure should be held for two hours per 25 mm of thickness but in
no case less than two hours.
(iv) Where necessary for cargo pressure vessels, and with the specific approval
of the Administration, a hydropneumatic test may be carried out under
the conditions prescribed in sub-paragraphs (i), (ii) and (iii) of this sub-
paragraph.
(v) Special consideration may be given by the Administration to the testing of
tanks in which higher allowable stresses are used, depending on service
temperature. However, the requirements of (i) of this sub-paragraph should
be fully complied with.

(vi) After completion and assembly, each pressure vessel and its related fittings
should be subjected to an adequate tightness test.
(vii) Pneumatic testing of pressure vessels other than cargo tanks should be con-
sidered on an individual case basis by the Administration. Such testing
should be permitted only for those vesselswhich are so designed and/or
supported that they cannot be safely filled with water, or for those
vesselswhich cannot be dried and are to be used in a service where traces
of the testing medium cannot be tolerated.

4.10.9 All tanks should be subjected to a tightness test which may be performed in combina-
tion with the pressure test referred to in 4.10.8 or separately.

4.10.10 Requirements with respect to inspection of secondary barriers shou Id be decided by


the Administration in each case.

4.10.11 In ships fitted with independent tanks type B, at least one tank and its support
should be instrumented to confirm stress levels unless the design and arrangement for the size
of ship involved are supported by full scale experience. Similar instrumentation may be
required by the Administration for independent tanks type e dependent on their configuration
and on the arrangement of their supports and attachments.

4.10.12 The overall performance of the cargo containment system should be verified for
compliance with the design parameters during the initial cool down, loading and discharging
of the cargo. Records of the performance of the components and equipment essential to
verify the design parameters should be maintained and be available to the Administration.

4.10.13 Heating arrangements, if fitted in accordance with 4.8.4, should be tested for required
heat output and heat distribution.

4.10.14 The hu II shou Id be inspected for cold spots following the first loaded voyage.

4.10.15 For independent tanks type e, the required marking of the pressure vessel should
be achieved by a method which does not cause unacceptable local stress raisers.

4.11 Stress relieving for independent tanks type C

(a) For independent tanks type e of carbon and carbon-manganese steel, post-weld
heat treatment should be performed after welding if the design temperature is
below -1Qoe. Post-weld heat treatment in all other casesand for materials other
than those mentioned above should be to the satisfaction of the Administration.
The soaking temperature and holding time should be to the satisfaction of the
Administration.

127
Res. A.328( I X)

(b) In the case of large cargo pressure vessels of carbon or carbon-manganese steel
for which it is difficult to perform the heat treatment, mechanical stress
relieving by pressurizing may be carried out as an alternative to the heat treatment
with the approval of the Administration and subject to the following conditions:
(i) Complicated welded pressure vessel parts such as sumps or domes with
nozzles, with adjacent shell plates should be heat treated before they are
welded to larger parts of the pressure vessel.
(ii) The plate thicknesses should not exceed those given by a standard accept-
able to the Administration.

(iii) The performance of a detailed stress analysis to ascertain that the maximum
primary membrane stress during the mechanical stress relieving, closely
approaches, but does not exceed, 90 per cent of the yield stress of the
material. Strain measurements during the stress rei ief pressurization may be
required by the Administration for verifying the calculations.
(iv) The procedure for mechanical stress relieving should be submitted before-
hand to the Administration for approval.

4.12 Guidance formulae for acceleration components

The following formulae are given as guidance for the components of acceleration due to
ship's motions in the case of ships with a length greater than 50 m. These formulae correspond
to a probability level of 10-8 in the North Atlantic.
4.13 Stress categories
For the purpose of stress evaluation referred to in 4.5.1 (d), stress categories are defined
in this section.

4.13.1 Normal stress: the component of stress normal to the plane of reference.

4.13.2 Membrane stress: the component of normal stress which is uniformly distributed and
equal to the average value of the stress across the thickness of the section under consideration.

4.13.3 Bending stress: the variable stress across the thickness of the section under considera-
tion, after the subtraction of the membrane stress.

4.13.4 Shear stress: the component of the stress acting in the plane of reference.

4.13.5 Primary stress: a stress produced by the imposed loading and which is necessary to
balance the external forces and moments. The basic characteristic of a primary stress is that
it is not self-limiting. Primary stresseswhich considerably exceed the yield strength will result
in failure or at least in gross deformations.

4.13.6 Primary general membrane stress: a primary membrane stress which is so distributed
in the structure that no redistribution of load occurs as a result of yielding.

4.13.7 Primary local membrane stress: casesarise where a membrane stress produced by
pressure or other m"echanical loading and associated with a primary and/or a discontinuity
effect produces excessive distortion in the transfer of loads for other portions of the structure.
Such a stress is classified as a pri mary local membrane stress although it has some characteris-
tics of a secondary stress. A stress region may be considered as local if:
Res. A.328( IX)

52 = distance in the meridional direction to another region where the limits for primary
general membrane stress are exceeded

R = mean radius of the vessel


t = wall thickness of the vessel at the location where the primary general membrane stress
limit is exceeded
f = allowable primary general membrane stress.

4.13.8 Secondary stress: a normal stress or shear stress developed by constraints of adjacent
parts or by self-constraint of a structure. The basic characteristic of a secondary stress is that
it is self-limiting. Local yielding and minor distortions can satisfy the conditions which cause
the stress to occur.

130
Res. A.328( IX)

CHAPTER V - PROCESS PRESSURE VESSELS AND LIQUID,


VAPOUR, AND PRESSURE PIPING SYSTEMS

5.1 General

5.1.1 Administrations should take appropriate steps to ensure uniformity in the implementa-
tion and application of the provisions of this chapter.*

5.1.2 The requirements for independent tanks type C in Chapter IV may also apply to
process pressure vessels if required by the Administration. If so required the words "pressure
vessels" as used in Chapter IV cover both independent tanks type C and process pressure
vessels.

5.2 Cargo and process piping

5.2.1 (a) The requirements in this section apply to product and process piping including
vapour piping and vent lines of safety valves or similar piping. Instrument
piping not containing cargo is exempt from these requirements.

(b) Provision should be made by the use of offsets, loops, bends, mechanical expan-
sion joints such as bellows, slip joints and ball joints or similar suitable means
to protect the piping, piping system components and cargo tanks from excessive
stressesdue to thermal movement and from movements of the tank and the
hull structure. Where mechanical expansion joints are used in piping they should
be held to a minimum and, where located outside of cargo tanks, should be of
the bellows type.

5.2.2 Low temperature piping should be thermally isolated from the adjacent hull structure,
where necessary, to prevent the temperature of the hull from falling below the design
temperature of the hull material. Where liquid piping is dismantled regularly, or where liquid
leakage may be anticipated, such as at shore connexions and at pump seals, protection for
the hull beneath should be provided.

5.2.3 Where tanks or piping are separated from the ship's structure by thermal isolation,
provision should be made for electrically bonding both the piping and the tanks. All
gasketed pipe joints and hose connexions should be electrically bonded.

5.2.4 Suitable means should be provided to relieve the pressure and remove liquid contents
from cargo loading and discharging crossover headers and/or cargo hoses to the cargo tanks
or other suitable location, prior to disconnecting the cargo hoses.

5.2.5 Relief valves discharging liquid cargo from the cargo piping system should discharge
into the cargo tanks; alternatively they may discharge to the cargo vent mast if means are
provided to detect and dispose of any liquid cargo which may flow into the vent system.
Relief valves on cargo pumps should discharge to the pump suction.

* Reference is made to the published Rules of members and associate members of the International
Association of Classification Societies and in particular to lACS Unified Requirement No. 94.

134
Res. A.328(IX)

5.2.8 Materials

(a) The choice and testing of materials used in piping systems should comply with the
requirements of Chapter VI taking into account the minimum design temperature.
However, some relaxation may be permitted in the quality of the material of open
ended vent piping, provided the temperature of the cargo at the pressure -relief
valve setting is -55C or greater and provided no liquid discharge to the vent
piping can occur.

(b) Materials having a melting point below 925C should not be used for piping out-
side the cargo tanks except for short lengths of pipes attached to the cargo tanks,
in which case fire resisting insulation should be provided.

5.2.9 Type tests on piping components

Each type of piping component should be subjected to type tests as follows:

(a) Valves - Each size and type intended to be used at a yvorking temperature below
-55C should be subjected to a tightness test to the minimum design temperature
or lower, and to a pressure not lower than the design pressure of the valves.
During the test the satisfactory operation of the valve should be ascertained.

(b) Expansion - The following type tests should be performed on each type of
expansion bellows intended for use on cargo piping outside the cargo tank and,
where required, on those expansion bellows installed within the cargo tanks:

(i) A type element of the bell ows, not precompressed, shou Id be pressure tested
at not less than five times the design pressure without bursting. The dura-
tion of the test should not be less than five minutes.
(ii) A pressure test on a type expansion joint complete with all the accessories
such as flanges, stays and articu lations, at twice the design pressure at
the extreme displacement conditions recommended by the manufacturer
without permanent deformation. Depending on the materials used, the
Administration may require the test to be at the minimum design
temperature.

(iii) A CYClictest (thermal movements) should be performed on a complete


expansion joint, which is to successfully withstand at least as many cycles,
under the cond itions of pressure, temperature, ax ial movement, rotational
movement and transverse movement, as it will encounter in actual service.
Testing at room temperature is permitted, when this testing is at least as
severe as testing at the service temperature.

(iv) A cyclic fatigue test (ship deformation) should be performed on a complete


expansion joint, without internal pressure, by simulating the bellows move-
ment corresponding to a compensated pipe length, for at least
2,000,000 cycles at a frequency not higher than 5 cycles/second. Th is test
is only required when, due to the piping arrangement, ship deformation
loads are actually experienced.

(v) The Administration may waive performance of the tests referred to in this
paragraph provided that complete documentation is supplied to establish
the suitability of the expansion joints to withstand the expected working
conditions. When the maximum internal pressure exceeds 1.0 kp/cm2 this
documentation is to include sufficient test data to substantiate the design
method used, with particular reference to correlation between calculation
and test results.

137
Res. A.328(IX)

5.2.10 Piping fabrication and joining details

(a) The requirements of this paragraph apply to piping inside and outside the cargo
tanks. However, the Administration may accept relaxations from these require-
ments for piping inside cargo tanks and open ended piping.

(b) The following direct connexion of pipe lengths, without flanges, may be
considered:

(i) Butt welded joints with complete penetration at the root may be used in
all applications. For design temperatures below -1QC, butt welds should
be either double welded or equivalent to a double welded butt joint. This
may be accomplished by use of a backing ring, consumable insert or inert
gas back-up on the first pass. For design pressures in excess of 10 kp/cm2
and design temperatures of -1QC or lower, backing rings should be
removed.

(ii) Slip-on welded joints with sleeves and related welding, having dimensions
satisfactory to the Administration should only be used for open ended
lines with external diameter of 50 mm or less and design temperatures
not lower than -55C.
(iii) Screwed couplings acceptable to the Administration should only be used
for accessory lines and instrumentation lines with external diameters of
25 mm or less.

(c) Flange connexions

(i) Flanges should be of the welding neck, clip-on or socket welding type.

(ii) Flanges should be selected as to type, and made and tested in accordance
with a standard acceptable to the Admin istration. In particular, for all
piping except open ended, the following restrictions apply:
(1) For design temperatures lower than -55C, only welding neck flanges
should be used.
(2) For design temperatures lower than -10C, slip-on flanges should not
be used in nominal sizes above 100 mm and socket welding flanges
should not be used in nominal sizes above 50 mm.

(d) Piping connexions, other than those mentioned in sub-paragraphs (b) and (c) of
this paragraph, may be accepted by the Administration in each case.

(e) Bellows and expansion join't$


(i) If necessary, bellows should be protected against icing.
(ii) Slip joints should not be used except within the cargo tanks.

(f) Welding, post-weld heat treatments and-non-destructive testing

(i) Welding should be carried out in accordance with 6.3.


(ii) Post-weld heat treatments should be required for all butt welds of pipes
made with carbon, carbon-manganese and low alloy steels. The Administra-
tion may waive the requirement for thermal stress relieving of pipes having
wall thickness less than 10 mm in relation to the design temperature and
pressure of the concerned piping system.

138
Res. A.328(IX)

(iii) In addition to normal controls before and during the welding and to the
visual inspection of the finished welds, as necessary for proving that the
welding has been carried out correctly and according to the requirements
of this paragraph, the following tests should be required:
(1) 100 per cent radiographic testing of butt welded joints for piping
systems with service temepratures lower than _1Ooe and with
inside diameters of more than 75 mm and/or wall thicknesses greater
than 10 mm.
(2) For other butt welded joints of pipes, spot radiographic tests or other
non-destructive tests should be carried out at the discretion of the
Administration depending upon service, position and materials. In
general at least 10 per cent of butt welded joints of pipes should be
radiographed.

5.2.11 Tests

(a) The requirements of this paragraph apply to piping inside and outside the cargo
tanks. However, the Administration may accept relaxations from these require-
ments for piping inside cargo tanks and open ended piping.

(b) Presssure tests (strength and leak tests)


(j) After assembly, all cargo and process piping should be subjected to a
hydrostatic test to at least 1.5 times the design pressure. However, when
piping systems or parts of systems are completely manufactured and
equipped with all fittings, the hydrostatic test may be conducted prior
to installation aboard ship. Joints welded on board should be hydro-
statically tested to at least 1.5 times the design pressure. Where water
cannot be tolerated and the piping cannot be dried prior to putting the
system into service, proposals for alternative testing fluids or testing means
should be submitted to the Administration for approval.
(ii) After assembly on board, each cargo and process piping system should be
subjected to a leak test using air, halides, or other suitable medium to a
pressure depending on the leak detection method applied.

(c) Functional tests


All piping systems including valves, fittings and associated equipment for
handling cargo or vapours should be tested under normal operating conditions
not later than at the first loading operation.

5.3 Cargo system valving requirements

5.3.1 Every cargo piping system and cargo tank should be provided with the following valves,
as applicable:

(a) For cargo tanks with a MARVS not exceeding 0.7 kp/cm2, all liquid and vapour
connexions, except safety relief valves and liquid level gauging devices, should
have shut-off valves located as close to the tank as practicable. These valves may
be remotely controlled but should be capable of local manual operatio'n and
provide full closure. One or more remotely controlled quick-closing shut-off
valves shQuld be provided on the ship for shutting down liquid and vapour cargo
transfer between ship and shore. Such valves may be arranged to suit the ship's
design and may be the same valve as required in 5.3.3 and should comply with
the requirements of 5.3.4.

139
Res. A.328(IX)

(b) For cargo tanks with a MARVS exceeding 0.7 kp/cm2, all liquid and vapour
connexions, except safety relief valves and liquid level gauging devices, should be
equipped with a manually operated stop valve and a remotely controlled quick-
closing shut-off valve. These valves should be located as close to the tank as
practicable. Where the pipe size does not exceed 50 mm in diameter, excess flow
valves may be used in lieu of the quick-closing valve. A single valve may be
substituted for the two separate valves provided the valve complies with the
requirements of 5.3.4, is capable of local manual operation and provides fufl
closure of ;the line.

(c) Cargo pumps and compressors should be arranged to shut-down automatically if


the quick-closing shut-off valves required by sub-paragraphs (a) and (b) of this
paragraph are closed by the emergency shut-down system required by 5.3.4.

5.3.2 Cargo tank connexions for gauging or measuring devices need not be equipped with
excess flow or quick-closing shut-off valves provided that the devices are constructed so that
the outward flow of tank contents cannot exceed that passed by a 1.4 mm diameter circular
hole.

5.3.3 One remote operated, quick-closing shut-off valve should be provided at each cargo hose
connexion in use. Connexions not used in transfer operations may be blinded with blank
flanges in lieu of valves.

5.3.4 The control system for all required quick-closing shut-off valves should be so arranged
that all such valves may be operated by single controls situated in at least two remote loca-
tions on the ship. One of these locations should be the cargo loading station or cargo control
room. The control system should also be provided with f.usible elements designed to melt at
temperatures between 98C and 104C which will cause the quick-closing shut-off valves to
close in the event of fire. Locations for such fusible elements should include the tank domes
and loading stations. Quick-closing shut-off valves should be of the fail-closed (closed on loss
of power) type and be capable of local manual closing operation. Quick-closing shut-off valves
in liquid piping should operate from fully open to fully closed under all service conditions in
the minimum time consistent with the avoidance of excessive pressure surges in the attached
piping, both on the ship and in the shore loading system. Closing time for such quick-closing
valves in liquid piping systems should be acceptable to the Administration.

5.3.5 Excess flow valves should close automatically at the rated closing flow of vapour or
liquid as specified by the manufacturer. The piping including fittings, valves, and appurtenances
protected by an excess flow valve, should have a greater capacity than the rated closing flow
of the excess flow valve. Excess flow valves may be designed with a bypass not exceeding an
area of 1.0 mm diameter circular opening to allow equalization of pressure, after an operating
shut-down.

5.4 Ship's cargo hoses

5.4.1 Liquid and vapour hoses used for cargo transfer should be compatible with the cargo
and suitable for the cargo temperature.

5.4.2 Hoses subject to tank pressure, or the discharge pressure of pumps or vapour com-
pressors, should be designed for a bursting pressure not less than five times the maximum
pressure the hose wi II be subjected to du ring cargo transfer.

5.4.3 Each new type of cargo hose, complete with end fittings, should be prototype tested to
a pressure not less than five times its specified maximum working pressure. The hose tempera-
ture during this prototype test should be the intended extreme service temperature. Hoses
used for prototype testing should not be used for cargo service. Thereafter, before being placed

140
Res. A.328( IX)

in service, each new length of cargo hose produced should be hydrostatically tested at ambient
temperature to a pressure not less than 1.5 times its specified maximum working pressure nor
more than two-fifths its bursting pressure. The hose should be stencilled or otherwise marked
with its specified maximum working pressure, and if used in other than ambient temperature
services, its maximum and/or minimum service temperature. The specified maximum working
pressure shou Id not be less than 10.5 kp/cm2

5.5 Cargo transfer methods

5.5.1 Where cargo transfer is by means of cargo pumps not accessible for repair with the
tanks in service, at least two separate means should be provided to transfer cargo from each
cargo tank and the design should be such that failure of one cargo pump, or means of transfer,
will not prevent the cargo transfer by another pump or pumps, or other cargo transfer means.

5.5.2 The procedure for transfer of cargo by gas pressurization should preclude lifting of the
relief valves during such transfer. Gas pressurization may be accepted as a means of transfer of
cargo for those tanks so designed that the design factor of safety is not reduced under the
conditions prevailing during the cargo transfer operation.

141
Res. A.328 (IX)

6.1.5 Tensile strength, yield stress and elongation should be to the satisfaction of the
Administration. For carbon-manganese steel and other materials with definitive yield points,
consideration should be given to the limitation of the yield to tensile ratio.

6.1.6 The bend test may be omitted as a material acceptance test, but is required for weld
tests.

6.1.7 Materials with alternative chemical composition or mechanical properties may be


accepted by the Administration.

6.1.8 Where post-weld heat treatment is specified or required, the properties of the base
material should be determined in the heat treated condition in accordance with the applicable
table of this chapter and the weld properties should be determined in the heat treated condi-
tion in accordance with 6.3. In caseswhere a post-weld heat treatment is applied, the test
requirements may be modified at the discretion of the Administration.

6.1.9 Where reference is made in this chapter to S, D and E hull structural steels, these steel
grades alOehull structural steels according to Recognized Standards.

6.2 Material requirements

The requirements for materials of construction in the tables are as follows:

Table 6.1: Plates, pipes (seamlessand welded), sections and forgings for cargo tanks and
process pressure vesselsfor design temperatu res not lower than 0 C.

Table 6.2: Plates, sections and forgings for cargo tanks, secondary barriers and process
pressure vesselsfor design temperatures below OC and down to -55C.

Table 6.3: Plates, sections and forgings for cargo tanks, secondary barriers and process
pressure vessels for design temperatures below -55C and down to --165C
(alloy steels and aluminium alloys).

Table 6.4: Pipes (seamlessand welded), forgings and castings for cargo and process piping
for design temperatures below 0 C and down to -165 C.

Table 6.5: Plates and sections for hull structures required by 4.9.1 and 4.9.4.

143
Res. A.328( IX)

6.3 Welding and non-destructive testing

6.3.1 General - The requirements of this section are those generally employed for carbon,
carbon-manganese, nickel alloy and stainless steels, and may form the basis for acceptance
testing of other material. At the discretion of the Administration, impact testing of stainless
steel and aluminium alloy weldments may be omitted and other tests may be specially
required for any material.

6.3.2 Welding consumables intended for welding of cargo tanks should be in accordance with
Recognized Standards unless otherwise agreed with the Administration. Deposited weld metal
tests and butt weld tests should be required for all welding consumables, unless otherwise
specially agreed with the Administration. The results obtained from tensile and Charpy
V-notch impact tests should be in accordance with Recognized Standards. The chemical compo-
sition of the deposited weld metal should be recorded for information and approval.

6.3.3 Welding procedure tests for cargo tanks and process pressure vessels

(a) Procedure tests are required for all butt welds and the test assemblies should be
representative of:
Each base material
Each type of consumable and welding process
Each welding position.
For butt welds in plates, the test assemblies should be so prepared that the rolling
direction is parallel to the direction of welding. The range of thickness qualified
by each welding procedure test should be in accordance with Recognized
Standards. Radiographic or ultrasonic testing may be performed at the option of
the fabricator or the Administration. Procedure tests for consumables intended for
fillet welding should be in accordance with Recognized Standards. In such cases
consumables should be selected which exhibit satisfactory impact properties.

(b) The following tests should be required from each test assembly:
(i) Cross-weld tests.
(i i) Transverse bend tests: These bend tests may be face, root or side bends
at the discretion of the Administration. However, longitudinal bend tests
may be required in lieu of transverse bend tests in caseswhere the base
material and weld metal have different strength levels.

(iii) One set of three Charpy V-notch impacts should be made generally at each
of the following locations, as shown in Figure 6.1:
Centre line of the welds
Fusion line (F.L.)
1 mm from the F.L.
3 mm from the F.L.
5 mm from the F.L.
(iv) Macrosection, microsection and hardness survey may also be required by
the Administration.

6.3.4 Test requirements


(a) Tensile tests: Generally, tensile strength should not be less than the specified
minimum tensile strength for the appropriate parent materials. The Administra-
tion may also require that the transverse weld tensile strength should not be less

149
Res. A.328( IX)

than the specified minimum tensile strength for the weld metal, where the weld
metal has a lower tensile strength than that of the parent metal. In every case,
the position of fracture is to be reported for information.
0
(b) Bend tests: No fracture is acceptable after a 180 bend over a former of a
diameter four times the thickness of the test pieces, unless otherwise specially
required by or agreed with the Administration.

(c) Charpy V-notch impact tests: Charpy tests should be conducted at the tempera-
ture prescribed for the base material being joined. The results of weld metal
impact tests, minimum averageenergy (E), should be no lessthan 2.8 kpm. The
weld metal requirements for subsize specimens and single energy values should
be in accordance with 6.1.4. The results of fusion line and heat affected zone
impact tests should show a minimum average energy (E) in accordance with
the transverse or longitudinal requirements of the base material, whichever is
applicable, and for subsize specimens, the minimum average energy (E) should
be in accordance with 6.1.4. If the material thickness does not permit machining
either full size or standard subsize specimens, the testing procedure and
acceptance standards should be in' accordance with Recognized Standards.

6.3.5 Welding procedure tests for piping should be carried out and should be similar to
those detailed for cargo tanks in 6.3.3. Unless otherwise specially agreed with the Administra-
tion, the test requirements should be in accordance with 6.3.4.

6.3.6 Production weld tests


(a) For all cargo tanks and process pressure vessels except integral and membrane
tanks, production tests should generally be performed for approximately each
50 m of butt weld joints and should be representative of each welding position.
For secondary barriers, the same type production tests as required for primary
tanks should be performed except that the number of tests may be reduced
subject to agreement with the Administration. Tests, other than those specified
in sub-paragraphs (b), (c) and (d) of this paragraph, may be required for cargo
tanks or secondary barriers at the discretion of the Administration.

(b) The production tests for independent tanks types A and B and semi-membrane
tanks should include the following tests:
(i) Bend tests, and where required for procedure tests one set of three
Charpy V-notch tests should be made for each 50 m of weld. The Charpy
V-notch tests should be made with specimens having the notch alternately
located in the centre of the weld and in the heat affected zone (most
critical location based on procedure qualification results). For austenitic
stainless steel, all notches should be in the centre of the weld.
(ii) The test requirements are the same as the applicable test requirements
listed in 6.3.4 except that impact tests that do not meet the prescribed
energy requirements may still be accepted, upon special consideration by
the Administration, by passing a drop weight test. In such cases, two drop
weight specimens should be tested for each set of Charpy specimens that
failed and both must show "no break" performance at the temperature
at which the Charpy tests were conducted.

(c) In addition to those tests listed in sub-paragraph (a) of this paragraph for
independent tank type C and process pressure vessels, transverse weld tensile
tests are required. The test requirements are listed in 6.3.4 except that impact
tests that do not meet the prescribed energy requirements may still be accepted
upon special consideration by the Administration, by passing a drop weight test.

150
Res. A.328( IX)

In such cases, two drop weight specimens should be tested for each set of Charpy
specimens that failed, and both must show "no break" performance at the
temperature at which the Charpy tests were conducted.

(d) Production tests for integral and membrane tanks should be in accordance with
Recognized Standards.

6.3.7 Non-destructive testing

(a) (j) For independent tanks type A and semi-membrane tanks where the design
temperature is -20C or less, and for independent tanks type B regardless
of temperature, all full penetration welds of the shell plating of cargo tanks
should be 100 per cent inspected by radiographic testing.

(ii) Where the design temperature is higher than -20C, all full penetration
welds in way of intersections and at least 10 per cent of the remaining full
penetration welds of tank structures should be inspected by radiographic
testing.
(iii) In each case the remaining tank structure including the welding of stiffeners
and other fittings and attachments should be examined by magnetic particle
or dye penetrant methods as considered necessary by the Administration.
All testing procedures and acceptance standards should be in accordance
with Recognized Standards. The Administration may accept an approved
ultrasonic testing procedure in lieu of radiographic testing, but may in
addition require supplementary testing by radiography at selected locations.
Further, the Administration may require ultrasonic testing in addition to
normal radiographic testing.

(b) Inspection of independent tanks type C and process pressure vesselsshould be


carried out in accorance with Chapter IV.

(c) For integral and membrane tanks, special weld inspection procedures and accept-
ance criteria should be in accordance with Recognized Standards.

(d) Inspection of piping should be carried out in accordance with the requirements
of Chapter V.

(e) The secondary barrier should be radiographed as considered necessary by the


Administration. Where the outer shell of the hull is part of the secondary barrier,
all sheer strake butts and the intersections of all butts and seams in the side shell
should be tested by radiography.

151
Res. A.328( IX)

CHAPTER VII - CARGO PRESSURE/TEMPERATURE CONTROL

7.1 General

7.1.1 Unless the entire cargo system is designed to withstand the full gauge vapour pressure
of the cargo under conditions of the upper ambient design temperatures, maintenance of the
cargo tank pressure below the MARVS should be provided by one or more of the follQwing
means, except as otherwise provided in this section.

(a) A system which regulates the pressure in the cargo tanks by the use of mechanical
refrigeration.

(b) A system whereby the boil-off vapours are utilized as fuel for shipboard use
and/or waste heat system subject to the provisions of Chapter XVI. This system
may be used at all times, including while in port and while manoeuvring, provided
that a means of disposing of excess energy is provided, such as a steam dump
system, that is satisfactory to the Administration.

(c) A system allowing the product to warm up and increase in pressure. The insula-
tion and/or cargo tank design pressure should be adequate to provide for a
suitable margin for the operating time and temperatures involved. The system
should be acceptable to the Administration in each case.

(d) Other systems acceptable to the Administration.

(e) In addition to the above means, the Administration may permit certain cargoes to
be controlled by venting cargo vapours to the atmosphere at sea. This may also
be permitted in port with the permission of the receiving Administration.

7.1.2 The systems requ ired by 7.1.1 shouId be constructed, fitted and tested to the satisfac-
tion of the Administration. Materials used in their construction should be suitable for use with
the cargoes to be carried. For normal service, the upper ambient design temperatures should
be:
Sea 32 C
Air 45C.
For service in especially hot or cold zones these temperatures should be increased or reduced
as appropriate by the Administration.

7.1.3 For certain highly dangerous cargoes specified in Chapter XVII, the cargo containment
system should be capable of withstanding the full vapour pressure of the cargo under condi-
tions of the upper ambient design temperatures irrespective of any system provided for dealing
with boil-off gas.

7.2 Refrigeration systems

7.2.1 A refrigeration system should consist of one or more units capable of maintaining the
required cargo pressure/temperature under conditions of the upper ambient design tempera-
tures. Unless an alternative means of controll ing the cargo pressureltemperature is provided to
the satisfaction of the Administration, a stand-by unit (or units) affording spare capacity at
least equal to the largest required single unit should be provided. A "stand-by unit" should
consist of a compressor with its driving motor, control system and any necessary fittings to
permit operation independently of the normal service units. A stand-by heat exchanger
should be provided unless the normal heat exchanger for the unit has an excess capacity of at
least 25 per cent of the largest required capacity. Separate piping systems are not required.

153
Res. A.328 (I X)

7.2.2 (a) Where two or more refrigerated cargoes which may react chemically in a
dangerous manner are carried simultaneously, special consideration should be
given to the refrigeration systems to avoid the possibility of mixing cargoes. For
the carriage of such cargoes, separate refrigeration systems, each complete with a
stand-by unit as specified in 7.2.1, should be provided for each cargo. However,
where cooling is provided by an indirect or combined system and leakage in the
heat exchangers cannot cause mixing of the cargoes under any envisaged condi-
tion, separate refrigeration units need not be fitted.

(b) Where two or more refrigerated cargoes are not mutually soluble under the condi-
tions of carriage, so that their vapour pressures would be additive on mixing,
special consideration should be given to the refrigeration systems to avoid the
possibility of mixing cargoes.

7.2.3 Where cooling water is required in refrigeration systems, an adequate supply should be
provided by a pump or pumps used exclusively for this purpose. This pump(s) should have at
least two sea suction lines, where practicable leading from sea-chests one port and one star-
board. A spare pump of adequate capacity should be provided, which may be a pump used
for other services so long as its use for cooling would not interfere with any other essential
service.

7.2.4 The refrigeration system may be arranged in one of the following ways:

(a) a direct system where evaporated cargo is compressed, condensed and returned
to cargo tanks. For certain cargoes specified in Chapter XVII this system should
not be used;

(b) an indirect system where cargo or evaporated cargo is cooled or condensed by


refrigerant without being compressed;

(c) a combined system where evaporated cargo is compressed and condensed in a


cargo/refrigerant heat exchanger and returned to the cargo tanks. For certain
cargoes specified in Chapter XVII this system should not be used.

7.2.5 All primary and secondary refrigerants must be compatible with each other and with
the cargo with which they may come into contact. The heat exchange may take place either
remotely from the cargo tank or by cooling coils fitted inside or outside the cargo tank.

154
Res. A328( IX)

CHAPTER VIII - CARGO VENT SYSTEMS

8.1 General

All cargo tanks should be provided with a pressure relief system appropriate to the design
of the cargo containment system and the cargo being carried. Hold spaces, interbarrier spaces
and cargo piping which may be subject to pressures beyond their design capabilities should
also be provided with a suitable safety relief system. The pressure safety relief system should
be connected to a vent piping system designed so as to minimize the possibility of cargo
vapour accumulating about the decks, or entering accommodation service and control station
spaces, and machinery spaces, or other spaces where it may create a dangerous condition.
Pressure control systems specified by Chapter VII should be independent of the safety relief
valves.

8.2 Pressure relief systems

8.2.1 Each cargo tank with a volume exceeding 20 m3 should be fitted with at least two
pressure relief valves of approximately equal capacity, suitably designed and constructed for
the prescribed service. For cargo tanks with a volume not exceeding 20 m3, a single relief
valve may be fitted.

8.2.2 Interbarrier spaces should be provided with pressure relief devices to the satisfaction of
the Administration.

8.2.3 The setting of the pressure relief valves should not be higher than the maximum
pressure for which the cargo tank is designed.

8.2.4 Pressure relief valves should be connected to the highest part of the cargo tank above
deck level. Pressure relief valves on cargo tanks with a working temperature below OC should
be arranged to prevent their becoming inoperative due to ice formation when they are closed.
Due consideration should be given to the construction and arrangement of pressure relief
valves on cargo tanks subject to low ambient temperatures.

8.2.5 Pressure relief valves should be prototype tested to ensure that the valves have the
capacity required. Each valve should be tested to ensure that it opens at the prescribed
pressure setting with an allowance not exceeding +10% for 0 to1.5 kp/cm2, 6% for 1.5 to
3.0 kp/cm2, + 3% for 3.0 kp/cm2 and above. Pressure relief valves should be set and sealed
by a competent authority acceptable to the Administration and a record of this action,
including the values of set pressure, should be retained aboard the ship.

8.2.6 In the case of cargo tanks permitted to have more than one relief valve setting, this
may be accomplished by:

(a) installing two or more properly set and sealed valves and providing means as
necessary for isolating the valves not in use from the cargo tank; or

(b) installing relief valves whose settings may be changed by the insertion of previously
approved spacer pieces or alternate springs or by other similar means not requiring
pressure testing to verify the new set pressure. All other valve adjustments should
be sealed.

8.2.7 The changing of the set pressure under the provisions of 8.2.6 should be carried out
under the supervision of the master in accordance with procedures approved by the Administra-
tion and specified in the ship's operating manual. Changes in set pressures should be recorded
in the ship's log and a sign posted in the cargo control room, if provided, and at each relief
valve, stating the set pressure.

155
Res. A.328( IX)

8.2.8 Stop valves or other means of blanking off pipes between tanks and pressure relief
valves to facilitate maintenance should not be fitted unless all the following arrangements are
provided:

(a) suitable arrangements to prevent more than one pressure relief valve being out of
service at the same time;

(b) a device which automatically and in a clearly visible way indicates which one of
the pressure relief valves is out of service; and

(c) pressure relief valve capacities are such that if one valve is out of service the
remaining valves should have the combined relieving capacity required by 8.5.
However, this capacity may be provided by all valves if a suitably maintained
spare valve is carried on board.

8.2.9 Each pressure relief valve installed on a cargo tank should be connected to a venting
system, which should be so constructed that the discharge of gas will be directed upwards
and arranged so as to minimize the possibility of water or snow entering the vent system.
The height of vent exits should be not less than ~ or 6 m whichever is greater, above the
weather deck and 6 m above the working area and the fore and aft gangway.

8.2.10 Cargo tank pressure relief valve vent exits should be arranged at a distance at least
equal to B or 25 m, whichever is less, from the nearest air intake or opening to accommoda-
tion, service and control station spaces, or other gas-safespaces. For ships less than 90 m in
length, smaller distances may be permitted by the Administration. All other vent exits
connected to the cargo containment system should be arranged at a distance of at least 10 m
from the nearest air intake or opening to accommodation, service and control station spaces,
or other gas-safespaces.

8.2.11 All other cargo vent exits not dealt with in other chapters should be arranged in
accordance with 8.2.9 and 8.2.10.

8.2.12 If cargoes which react in a hazardous manner with each other are carried simul-
taneously, a separate pressure relief system should be fitted for each cargo carried.

8.2.13 In the vent piping system, means for draining liquid from places where it may
accumulate should be provided. The pressure relief valves and piping should be so arranged
that liquid can under no circumstances accumulate in or near the pressure relief valves.

8.2.14 Suitable protection screens shou Id be fitted on vent outlets to prevent the ingress
of foreign objects.

8.2.15 All vent piping should be so designed and arranged that it will not be damaged by
temperature variations to which it may be exposed, or by the ship's motions.

8.2.16 The back pressure in the vent lines from the pressure relief valves should be taken
into account in determining the flow capacity required by 8.5.

8.2.17 Pressure relief valves should be positioned on the cargo tank so that they will remain
in the vapour phase under conditions of 15 list and 0.015L trim, where L is as defined in
1.4.25.

8.3 Additional pressure relieving system

8.3.1 Where required by 15.1.4(b), an additional pressure relieving system'of sufficient


capacity to prevent the tank from becoming liquid full at any time during relief under the
fire conditions referred to in 8.5 should be fitted to each tank. This pressure relieving system
should consist of:

156
Res. A.328( IX)

(a) a relief valve(s) set at a pressure corresponding to the gauge vapour pressure of
the cargo at the reference temperature defined in 15.1.4(b); and

(b) an over-ride arrangement to prevent its normal operation. This arrangement should
include fusible elements designed to melt at temperatures between 98C and
104C and to cause the relief valve specified in sub-paragraph (a) of this para-
graph to become operable. Locations for the fusible elements should include the
vicinity of the relief valve. The system should become operable upon loss of
system power if provided. The over-ride arrangement should not be dependent on
any source of ship's power.

8.3.2 The exhaust of such pressure relief valves may be led to the venting system referred to
in 8.2.9. If separate venting arrangements are fitted these should be in accordance with the
requirements of 8.2.9 to 8.2.15.

8.4 Vacuum protection systems

8.4.1 Cargo tanks designed to withstand a maximum external pressure differential exceeding
0.25 kp/cm2 and capable of withstanding the maximum external pressure differential which
can be attained at maximum discharge rates with no vapour return into the cargo tanks, or
by operation of a cargo refrigeration system, need no vacuum relief protection.

8.4.2 Cargo tanks designed to withstand a maximum external pressure differential not
exceeding 0.25 kp/cm2, or tanks which cannot withstand the maximum external pressure
differential that can be attained at maximum discharge rates with no vapour return into the
cargo tanks, or by operation of a cargo refrigeration system, or by sending boil-off vapour
to the machinery spaces, should be fitted with:

(a) two independent pressure switches to sequentially alarm and subsequently stop
all suction of cargo liquid or vapour from the cargo tank, and refrigeration equip-
ment if fitted, by suitable means at a pressure sufficiently below the maximum
external designed pressure differential of the cargo tank; or

(b) vacuum relief valves with a gas flow capacity at least equal to the maximum cargo
discharge rate per cargo tank, set to open at a pressure sufficiently below the
external design differential pressure of the cargo tank; or

(c) other vacuum relief systems acceptable to the Administration.

8.4.3 Subject to the requirements of Chapter XVII, the vacuum relief valves should admit an
inert gas, cargo vapour or air to the cargo tank and should be arranged to minimize the
possibility of the entrance of water or snow. If cargo vapour is admitted, it should be from a
source other than the cargo vapour lines.

8.4.4 The vacuum protection system should be capable of being tested to ensure that it
operates at the prescribed pressure.

8.5 Size of valves


Pressure relief valves should have a combined relieving capacity for each cargo tank to
discharge the greater of the following with not more than a 20 per cent rise in cargo tank
pressure above the MARVS:

(a) the maximum capacity of the cargo tank inerting system if the maximum attain-
able working pressure of the cargo tank inerting system exceeds the MARVS of the
cargo tanks; or

157
Res. A.328( IX)

CHAPTER IX - ENVIRONMENTAL CONTROL FOR


CARGO CONTAINMENT SYSTEMS

9.1 Environmental control within cargo tanks and cargo piping systems

9.1.1 A piping system should be provided to enable each cargo tank to be safely gas-freed,
and to be safely purged with cargo gas from a gas-free cond ition. The system should be
arranged to minimize the possibility of pockets of gas or air remaining after gas-freeing or
purging.

9.1.2 A sufficient number of gas sampling points should be provided for each cargo tank in
order to adequately monitor the progress of purging and gas-freeing. Gas sampl ing connex ions
should be valved and capped above the main deck.

9.1.3 For flammable gases, the system should be arranged to minimize the possibility of a
flammable mixture existing in the cargo tank during any part of the gas-freeing operation by
utilizing an inerting medium as an intermediate step. In addition, the system should enable
the cargo tank to be purged with an inerting medium prior to filling with cargo vapour or
liquid, without permitting a flammable mixture to exist at any time within the cargo tank.

9.1.4 Piping systems which may contain cargo should be capable of being gas-freed and
purged as provided in 9.1.1 and 9.1.3.

9.1.5 Inert gas utilized in these procedures may be furnished from ashore or from the ship.

9.2 Environmental control within the hold spaces (cargo containment systems other
than independent tanks type C)

9.2.1 Interbarrier and hold spaces associated with cargo containment systems for flammaLJle
gases requiring full secondary barriers should be inerted with a suitable dry inert gas and main-
tained inerted with make-up gas provided by a shipboard inert gas generation system, or by
shipboard storage which should be sufficient for normal consumption for at least thirty days.

9.2.2 (a) Interbarrier and hold spaces associated with cargo containment systems for
flammable gases requiring partial secondary barriers should be inerted with
suitable, dry inert gas and maintained inerted with make-up gas provided by a
shipboard inert gas generation system or by shipboard storage which should
be sufficient for normal consumption for at least thirty days; alternatively

(b) Except as limited by Chapter XVII, the Administration may allow the spaces
referred to in sub-paragraph (a) of this paragraph to be filled with dry air
provided that the ship maintains a stored charge of inert gas or is fitted with an
inert gas generation system sufficient to inert the largest of these spaces; and
provided that the configuration of the spaces and the relevant vapou r detection
systems, together with the capability of the inerting arrangements, ensure that
any leakage from the cargo tanks will be rapidly detected and inerting effected
before a dangerous condition can develop. Equipment for the provision of
sufficient dry air of suitable quality to satisfy the expected demand should be
provided.

9.2.3 For non-flammable gases, the spaces referred to in 9.2.1 and 9.2.2 may be maintained
with a suitable dry air or inert atmosphere.

161
Res. A.328( IX)

9.3 Environmental control of spaces surrounding independent tanks type C

Spaces surrounding refrigerated cargo tanks not having secondary barriers should be
filled with suitable dry inert gas or dry air and be maintained in this condition with make-up
inert gas provided by a shipboard inert gas generation system, shipboard storage of inert gas,
or dry air provided by suitable air drying equipment.

9.4 Inerting

9.4.1 Inerting refers to the process of providing a non-combustible environment by the


addition of compatible gases,which may be carried in storage vesselsor manufactured on
board the ship or supplied from the shore. The inert gasesshould be compatible chemically
and operationally, at all temperatures likely to occur within the spaces to be inerted, with
the materials of construction of the spaces and the cargo. The dew points of the gasesshould
be taken into consideration.

9.4.2 Where inert gas is also stored for fire-fighting purposes, it should be carried in separate
containers and should not be used for cargo services.

9.4.3 Where inert gas is stored at temperatures below OC, either as a liquid or vapour, the
storage and supply system should be so designed that the temperature of the ship's structure
is not reduced below the limiting values imposed on it.

9.4.4 Arrangements suitable for the cargo carried should be provided to prevent the back
flow of cargo vapour into the inert gas system.

9.4.5 The arrangements should be such that each space being inerted can be isolated and the
necessary controls and relief valves etc. should be provided for controlling pressure in these
spaces.

9.5 Inert gas production on board

9.5.1 The equipment should be capable of producing inert gas with an oxygen content at no
time greater than 5 per cent by volume subject to the Special Requirements of Chapter XVII.
A continuous reading oxygen content meter should be fitted to the inert gas supply from the
equ ipment and should be fitted with an alarm set at a maximum of 5 per cent oxygen content
by volume subject to the requirements of Chapter XVII. Additionally, where inert gas is made
by an onboard process of fractional distillation of air which involves the storage of the
cryogenic liquefied nitrogen for subsequent release, the liquefied gas entering the storage vessel
should be monitored for traces of oxygen to avoid possible initial high oxygen enrichment of
the gas when released for inerting purposes.

9.5.2 An inert gas system should have pressure controls and monitoring arrangements
appropriate to the cargo containment system. A means acceptable to the Administration,
located in the cargo area, of preventing return of cargo gas should be provided.

9.5.3 Spaces containing inert gas generating plants should have no direct access to accommoda-
tion, service or control station spaces, but may be located in machinery spaces. If such plants
are located in machinery spaces or other spaces outside the cargo tank area, two non-return
valves, or equivalent devices should be fitted in the inert gas main in the cargo area as required
in 9.5.2. Inert gas piping should not pass through accommodation, service or control station
spaces.

9.5.4 Flame burning equipment for generating inert gas should not be located within the
cargo area. Special consideration may be given to the location of inert gas generating equip-
ment using the catalytic combustion process.

162
Res. A.328( IX)

CHAPTER X - ELECTRICAL ARRANGEMENTS

10.1 General

10.1.1 The provisions of this chapter are applicable to ships carrying flammable products
and shou Id be appl ied in conjunction with Part C of Chapter II of the 1974 Safety Conven-
tion.

10.1.2 Electrical installations should be such as to minimize the risk of fire and explosion
from flammable products. Electrical installations complying with this chapter should not be
considered as a source of ignition for the purposes of Chapter III.

10.1.3 Administrations should take appropriate steps to ensure uniformity in the imple-
mentation and application of the provisions of this chapter in respect of electrical installations.*

1O.1.4 Electrical equipment and/or wiring should not be installed in gas-dangerous spaces or
zones unless essential for operational purposes, when the exceptions listed in 10.2 are
permitted.

10.1.5 Where electrical equipment is installed in gas-dangerous spaces or zones as provided in


10.1.4, it should be to the satisfaction of the Administration and approved by the relevant
authorities recognized by the Administration for operation in the flammable atmosphere
concerned.

10.2 Types of equipment

Certified safe type equipment may be fitted in gas-dangerous spaces and zones in
accordance with the following paragraphs:

10.2.1 I ntrinsically safe electrical equipment and wiring may be fitted in all gas-dangerous
spaces and zones as defined in 1.4.16.

10.2.2 Cargo containment systems:


Submerged cargo pump motors and their supply cables. Arrangements should be
made to automatically shut down the motors in the event of low liquid level. This may be
accomplished by sensing low pump discharge pressure, low motor current, or low liquid level.
This shutdown should be alarmed at the cargo control station. Cargo pump motors should be
capable of b.eing isolated from their electrical supply during gas-freeing operations.

10.2.3 Hold spaces where cargo is carried in a cargo containment system requiring a
secondary barrier:

Supply cables for submerged cargo pump motors.

10.2.4 Hold spaces where cargo is carried in a cargo containment system not requiring a
secondary barrier; spaces separated from the hold spaces described in 1.4.16(d) (i) by a single
gas-tight steel boundary:

(a) Through runs of cables.

(b) Lighting fittings with pressurized enclosures or of the flame-proof type. The
lighting system should be divided between at least two branch circuits. All
switches and protective devices should interrupt all poles or phases and be
located in a gas-safe space.

* Reference is made to the Recommendations published by the International Electrotechn'lcal Commission


and in particular to Publication 92-5, Chapter XX, Tankers.

163
Res. A.328( IX)

(c) Flame-proof motors for valve operation for cargo or ballast systems may be
installed in spaces described in 1.4.16(e).

(d) Electrical depth sounding or log devices and impressed current cathodic protection
system anodes or electrodes. These devices should be housed in gas-tight enclosures.

(e) Flame-proof general alarm audible indicators may be installed in spaces described
in 1.4.16(e).

10.25 Cargo pump rooms and cargo compressor rooms:

(a) Lighting fittings with pressurized enclosures or of the flame-proof type. The
lighting system should be divided between at least two branch circuits. All
switches and protective devices should interrupt all poles or phases and be
located in a gas-safe space.

(b) Electric motors for driving cargo pumps or cargo compressors should be separated
from these spaces by a gas-tight bulkhead or deck. Flexible couplings or other
means of maintaining alignment should be fitted to the shafts between the driven
equipment and its motors and, in addition, suitable glands should be provided
where the shafts pass through the gas-tight bulkhead or deck. Such electric
motors and associated equipment should be located in a compartment complying
with Chapter XII.

(c) Where operational or structural requirements are such as to make it impossible


to comply with the method described in sub-paragraph (b) of this paragraph,
motors of the following certified safe types may be installed in cargo pump
rooms or cargo compressor rooms, provided they are of:

(i) increased safety type with flame-proof enclosure, or

(i i) pressurized type.

(d) Flame-proof general alarm audible indicator.

10.2.6 Zones on open decks or non-enclosed spaces on open deck, within 3 m of any cargo
tank outlet, gas or vapour outlet. cargo pipe flange, cargo valves or entrances and ventilation
openings to cargo pump rooms and cargo compressor rooms; zones on the open deck over
the cargo area and 3 m forward and aft of the cargo area on the open deck and up to a
height of 2.4 m above the deck; zones within 2.4 m of the outer surface of a cargo contain-
ment system where such surface is exposed to the weather.

(a) Certified safe type equipment.

(b) Through runs of cables.

10.2.7 Enclosed or semi-enclosed spaces in which pipes containing cargo products are located
and compartments for cargo hoses:

(a) Lighting fittings with pressurized enclosures or of the flame-proof type. The lighting
system should be divided between at least two branch circuits. All switches and pro-
tective devices should interrupt all poles or phases and be located in a gas-safe space.

(b) Through runs of cables.

10.2.8 Enclosed or semi-enclosed spaces having a direct opening into any gas-dangerous space
or zone should have electrical installations complying with the requirements for the space or
zone to which the opening leads.

10.2.9 Electrical equipment within spaces protected by air-locks should be of the certified
safe type unless arranged to be de-energized by measures required by 3.6.4.

164
Res. A.328(IX)

CHAPTER XI - FIRE PROTECTION AND FIRE EXTINGUISHING

11.1 Structural fire protection

11.1.1 The relevant structural fire protection provisions (i.e. Regulations 56, 57, 58 and 59)
of Chapter 11-2 of the 1974 Safety Convention should apply to all ships.

11.1.2 All sources of ignition should be excluded from spaces where flammable vapour may
be present except as otherwise provided in Chapters X and XVI.

11.2 Fire water main equipment

11.2.1 All ships, irrespective of size, carrying products which are subject to this Code should
comply with the requirements of Regulations 5 and 52 of Chapter 11-2 of the 1974 Safety
Convention, except that the required fire pump capacity and fire main and water service pipe
diameter should not be limited by the provisions of paragraphs (a)(ii) and (c)(i) of Regula-
tion 5 when the fire pump and fire main are used as part of the water spray system as
permitted by 11.3.3. In addition, the requirements of Regulation 5(c)(ii) should be met
at a pressure of at least 5.0 kp/cm2.

11.2.2 The arrangements shou Id be such that at least two jets of water can reach any part of
the deck in the cargo area and those portions of the cargo containment system and tank
covers above the deck. The necessary number of fire hydrants should be located to satisfy the
above arrangements and to comply with the requirements of paragraphs (c)(ii) and (iv) of
Regulation 52 of Chapter 11-2 of the 1974 Safety Convention, with hose lengths not
exceeding 33 m.

11.2.3 Stop valves should be fitted in any cross-over provided and in the fire main(s) at the
poop front and at intervals of not more than 40 m between hydrants on the deck in the cargo
area for the purpose of isolating damaged sections of the main.

11.2.4 All water nozzles provided for fire-fighting use should be of an approved dual-purpose
type capable of producing either a spray or a jet. All pipes, valves, nozzles and other fittings
in the fire-fighting systems should be resistant to corrosion by sea-water, for example by
galvanized pipe, and to the effect of fire.

11.2.5 Where the ship's engine room is unattended, arrangements should be made to start
and connect to the fire main at least one fire pump by remote control from the bridge or
other control station outside the cargo area.

11.3 Water spray system

11.3.1 On ships carrying flammable or toxic products, a water spray system for cooling, fire
prevention and crew protection shou Id be installed to cover:

(a) exposed cargo tank domes and any exposed parts of cargo tanks;

(b) exposed on-deck storage vessels for flammable or toxic products;

(c) cargo liquid and vapour discharge and loading manifolds and the area of their
control valves and any other areas where essential control valves are situated
and which should be at least equal to the area of the drip trays provided; and

(d) boundaries of superstructures, deckhouses and cargo control rooms facing the
cargo area.

165
Res. A.328( IX)

11.3.2 The system should be capable of covering all areas mentioned in 11.3.1 with a
uniformly distributed water spray of at least 10/m2 per minute for horizontal projected
surfaces and 4/m2 per minute for vertical surfaces. On vertical surfaces, spacing of nozzles
protecting lower areas may take account of anticipated rundown from higher areas. Stop
valves should be fitted at intervals in the spray main for the purpose of isolating damaged
sections. Alternatively, the system may be divided into two or more sections which may be
operated independently provided the necessary controls are located together, aft of the cargo
area. A section protecting any area included in 11.3.1 (a) and (b) should cover the whole of
the athwartship tank grouping which includes that area.

11.3.3 The capacity of the water spray pumps should be sufficient to deliver the required
amount of water to all areas simultaneously or, where the system is divided into sections,
the arrangements and capacity should be such as to simultaneously supply water to anyone
section and the surfaces specified in 11.3.1(c) and (d). Alternatively, the main fire pumps
may be used for this service provided that their total capacity is increased by the amount
needed for the spray system. In either case, a connexion, through a stop valve, should be
made between the fire main and water spray main outside the cargo area.

11.3.4 Subject to the approval of the Administration, water pumps normally used for other
services may be arranged to supply the water spray main.

11.3.5 All pipes, valves, nozzles and other fittings in the water spray systems should be
resistant to corrosion by sea-water, for example by galvanized pipe, and to the effect of fire.

11.4 Dry chemical powder fire extinguishing systems

11.4.1 Ships intending to carry flammable products should be fitted with a fixed dry
chemical powder type extinguishing system(s) for the purpose of fighting fire on the deck in
the cargo area and bow or stern cargo handling areas if appl icable. The system and the dry
chemical powder should be adequate for this purpose and satisfactory to the Administration.

11.4.2 The system should be capable of delivering powder from at least two hand hose lines
or a combination monitor/hand hose line(s) to any part of the above-deck exposed cargo
area including above-deck product piping. The system should be activated by an inert gas,
such as nitrogen, used exclusively for this purpose and stored in pressure vessels adjacent to
the powder conta iners.

11.4.3 The system for use in the cargo area shou Id consist of at least two independent
self-contained dry chemical powder units with associated controls, pcessurizing medium fixed
piping, monitors or hand hose lines. For ships with a cargo capacity of less than 1,000 m3
the Administration may permit only one such unit to be fitted. A monitor should be
provided and so arranged as to protect the cargo loading and discharge manifold areas and
be capable of actuation and discharge locally and remotely. All hand hose lines and monitors
should be capable of actuation at the hose storage reel or monitor. At least one hand hose
line or monitor should be situated at the after end of the cargo area.

11.4.4 A fire extinguishing unit having two or more monitors, hand hose lines, or combina-
tions thereof, should have independent pipes with a manifold at the powder container, unless
a suitable alternative means is provided to ensure proper performance as approved by the
Administration. Where two or more pipes are attached to a unit the arrangement should be
such that any or all of the monitors and hand hose lines should be capable of simultaneous
or sequential operation at their rated capacities.

11.4.5 The capacity of a monitor should be not less than 10 kg/sec. Hand hose lines should
be non-kinkable and be fitted with a nozzle capable of on/off operation and discharge at a
rate not less than 3.5 kg/sec. The maximum discharge rate should be such as to allow opera-
tion by one man. The length of a hand hose line should not exceed 33 m. Where fixed piping

166
Res. A.328(IX)

is provided between the powder container and a hand hose line or monitor, the length of
piping should not exceed that length which is capable of maintaining the powder in a
fluidized state during sustained or intermittent use, and which can be purged of powder when
the system is shut down. Hand hose lines and nozzles should be of weather resistant construc-
tion or stored in weather resistant housing or covers and be readily accessible.

11.4.6 A sufficient quantity of dry chemical powder should be stored in each container to
provide a minimum 45 second discharge time for all attached monitors and hand hose lines.
Coverage from fixed monitors should be in accordance with the following requirements:
Fixed monitors capacity (kg/sec. each) 10 25 45
maximum distance of coverage (m) 10 30 40

Hand hose lines should be considered to have a maximum effective distance of coverage equal
to the length of hose. Special consideration should be given where areas to be protected are
substantially elevated above the monitor or hand hose reel locations.

11.4.7 Ships fitted with bow or stern loading and discharge arrangements should be provided
with an additional dry chemical powder unit complete with at least one monitor and one hand
hose line complying with the requirements of 11.4.1 to 11.4.6. This additional unit should be
located to protect the bow or stern loading and discharge arrangements. The area of the cargo
line forward or aft of the cargo area should be protected by hand hose lines.

11.5 Gas-dangerous enclosed spaces

11.5.1 Enclosed spaces normally entered where flammable liquid or vapour leakage may
occur, such as cargo compressor and pump rooms, should be provided with a fixed inerting/fire
smothering installation. Carbon dioxide and steam smothering systems should be avoided unless
due consideration is given to the danger of static electricity.

11.5.2 Provision should be made for closure of ventilation and any other openings into the
space and, where necessary, for an audible warning signal to be sounded within the space for
the emergency escape of personnel before admission of the inerting/extinguishing medium.

11.6 Firemen's outfits and protective clothing

11.6.1 All ships should comply with the requirements of Regulation 52(j) of Chapter 11-2
of the 1974 Safety Convention. In addition, on all ships carrying flammable products there
should be stowed with each fireman's outfit a set of fire protective clothing having a water-
resistant outer surface and including a suitable helmet, gloves and boots, all of electrically
non-conductive materials. Ships below 25,000 m3 capacity carrying flammable products
should carry at least three firemen's outfits and sets of fire protective clothing to protect
the skin from radiant heat; ships of 25,000 m3 capacity and over should carry at least five
outfits and sets. All protective clothing should be satisfactory to the Administration.

11.6.2 Any breathing apparatus required as part of a fireman's outfit should be a self-
contained air-breathing apparatus having a capacity of at least, 1,200 of free air.

167
Res. A.328(IX)

CHAPTER XII - MECHANICAL VENTILATION IN CARGO AREA

12.1 Spaces required to be entered during normal cargo handling operations

12.1.1 Electric motor rooms, cargo compressor and pump rooms, other enclosed spaces which
contain cargo handling equipment and similar spaces in which cargo handling operations are
performed should be fitted with mechanical ventilation systems capable of being controlled
from outside such spaces. Provision should be made to ventilate such spaces prior to entering
the compartment and operating the equipment and a warning notice requiring the use of such
ventilation should be placed outside the compartment.

12.1.2 Mechanical venti lation in lets and outlets shou Id be arranged to ensure sufficient air
movement through the space to avoid the accumulation of flammable or toxic vapours and to
ensure a safe working environment, but in no case should the ventilation system have a
capacity of less than 30 changes of air per hour based upon the total volume of the space. As
an exception, gas-safecargo control rooms may have 8 changes of air per hour.

12.1.3 Ventilation systems should be fixed, and if of the negative pressure type, permit
extraction from either or both upper and lower parts of the spaces dependent on the density
of the vapours of the products carried.

12.1.4 In rooms housing electric motors driving cargo compressors or pumps, spaces except
machinery spaces containing inert gas generators, cargo control rooms if considered as gas-safe
spaces and other gas-safespaces within the cargo area, the ventilation should be of the positive
pressure type.

12.1.5 In cargo compressor and pump rooms and in cargo control rooms if considered gas-
dangerous, the venti lation shou Id be of the negative pressure type.

12.1.6 Ventilation exhaust ducts from gas-dangerous spaces should discharge upwards in
locations at least 10m in the horizontal direction from ventilation intakes and openings to
accommodation, service and control station spaces and other gas-safespaces.

12.1.7 Ventilation intakes should be so arranged as to minimize the possibility of re-cycling


hazardous vapours from any ventilation discharge opening.

12.1.8 Ventilation ducts from gas-dangerous spaces shouId not be led through engine rooms,
accommodation, service or control station spaces, except as allowed in Chapter XVI.

12.1.9 Electric motors driving fans should be placed outside the ventilation ducts if the
carriage of flammable products is intended. Ventilation fans should not produce a source of
vapour ignition in either the ventilated space or the ventilation system associated with the
space. Ventilation fans and fan ducts, in way of fans only, for gas-dangerousspaces should be
of non-sparking construction defined as:

(a) impellers and/or housing of non-metallic construction, due regard being paid to the
elimination of static electricity;
(b) impellers and housing of non-ferrous materials;
(c) impellers and housing of austenitic (stainless) steel;
(d) ferrous impellers and housing with not lessthan 13 mm design tip clearance.
Any combination of an aluminium or magnesium alloy fixed or rotating component and a
ferrous fixed or rotating component, regardless of tip clearance, is considered a sparking hazard
and should not be used in these places.

168
Res. A.328( I X)

12.1.10 Spare parts shou Id be carried for each type of fan on board referred to in th is
chapter.

12.1.11 Protection screens of not more than 13 mm square mesh should be fitted in outside
openings of ventilation ducts.

12.2 Spaces not normally entered

Hold spaces, interbarrier spaces, void spaces, cofferdams, spaces containing cargo piping
and other spaces where cargo vapours may accumulate, should be capable of being ventilated
to ensure a safe environment when entry into the spaces is necessary. Where a permanent
ventilation system is not provided for such spaces, approved means of portable mechanical
ventilation should be provided. Where necessary owing to the arrangement of spaces, such as
hold spaces and interbarrier spaces, essential ducting for such ventilation should be perma-
nently installed. Fans or blowers should be clear of personnel access openings, and should
comply with 12.1.9.

169
Res. A.328( IX)

CHAPTER XIII - INSTRUMENTATION (GAUGING, GAS DETECTION)

13.1 General

13.1.1 Each cargo tank should be provided with means for indicating level, pressure and
temperature of the cargo. Pressure gauges and temperature indicating devices should be
installed in the liquid and vapour piping systems, in cargo refrigerating installations and
in the inert gas system as detailed in this chapter.

13.1.2 If the loading and unloading of the ship is performed by means of remotely controlled
valves and pumps, all controls and indicators associated with a given cargo tank should be
concentrated in one control position.

13.1.3 Instruments should be tested to ensure reliability in the working conditions and
recalibrated at regular intervals. Testing procedures for instruments and the intervals between
recalibration should be approved by the Administration.

13.2 Level indicators for cargo tanks

13.2.1 Each cargo tank should be fitted with at least one liquid level gauging device, designed
to operate at pressures not less than the MARVS of the cargo tank and at temperatures within
the cargo operating temperature range. Where only one liquid level gauge is fitted it should be
arranged so that any necessary maintenance can be carried out while the cargo tank is in
service.
13.2.2 Cargo tank liquid level gauges may be of the following types subject to any special
requirement for particular cargoes shown in column "g" of Chapter XI X:

(a) indirect devices, which determine the amount of cargo by means such as
weighing or pipe flow meters;
(b) closed devices, which do not penetrate the cargo tank, such as devices using
radioisotopes or ultrasonic devices;
(c) closed devices, which penetrate the cargo tank, but which form part of a closed
system and keep the cargo from being released, such as float type systems,
electronic probes, magnetic probes and bubble tube indicators. If a closed
gauging device is not mounted directly on the tank it should be provided with
a shut-off valve located as close as possible to the tank;

(d) restricted devices, which penetrate the tank and when in use permit a small
quantity of cargo vapour or liquid to escape to the atmosphere, such as fixed
tube and slip tube gauges. When not in use, the devices should be kept com-
pletely closed. The design and installation should ensure that no dangerous
escape of cargo can take place when opening the device. Such gauging devices
should be so designed that the maximum opening does not exceed 1.5 mm
diameter or equivalent area, unless the device is provided with an excess flow
valve.

13.2.3 Sighting ports with a suitable protective cover and situated above the liquid level with
an internal scale may be allowed by the Administration as a secondary means of gauging .for
2
cargo tanks which are designed for a pressure not higher than 0.7 kp/cm

13.2.4 Tubular gauge glassesshould not be fitted. Gauge glassesof the robust type as fitted
on high pressure boilers and fitted with excess flow valves may be allowed by the Administra-
tion for deck tanks, subject to any provisions of Chapter XVII.

170
Res. A.328(IX)

13.3 Liquid level alarms

13.3.1 Except as provided in 13.3.2, each cargo tank should be fitted with a high liquid
level alarm operating independently of other liquid level indicators and giving an audible and
visual warning when activated. This liquid level alarm or another independent sensor should
also automatically actuate the shut-off of the flow of cargo to the tank in a manner which will
both avoid excessive liquid pressure in the loading line and prevent the tank from becoming
liquid full.

13.3.2 Unless required otherwise in Chapter XVII, a high liquid level alarm and automatic
shut-off of cargo tank filling need not be required when the cargo tank is either:

(a) a pressure tank with a volume of not more than 200 m3; or

(b) designed to withstand the maximum possible pressure during the loading opera-
tion and such pressure is below that of the start to discharge pressure of the
cargo tank rei ief valve.

13.4 Pressure gauges

13.4.1 The vapour space of each cargo tank should be provided with a pressure gauge which
should incorporate an indicator in the cargo control position. In addition, a high pressure
alarm and, if vacuum protection is required, a low pressure alarm, should be provided on the
bridge. Maximum and minimum allowable pressures should be marked on the indicators.

13.4.2 Each cargo pump discharge line and each liquid and vapour cargo manifold should be
provided with at least one pressure gauge.

13.4.3 Local reading manifold pressure gauges should be provided to indicate the pressure
between stop valves and hose connexions to the shore.

13.4.4 Hold spaces and interbarrier spaces without open connex ion to the atmosphere shouId
be provided with pressure gauges.

13.5 Temperature indicating devices

13.5.1 Each cargo tank should be provided with at least two devices for indicating cargo
temperatures, one placed at the bottom of the cargo tank and the second near the top of the
tank, below the highest allowable liquid level. The temperature indicating devices should be
marked to show the lowest temperature for which the cargo tank has been approved by the
Administration.

13.5.2 When cargo is carried in a cargo containment system with a secondary barrier at a
temperature lower than -55C, temperature indicating devices should be provided within the
insulation or on the hull structure adjacent to cargo containment systems. The devices should
give readings at regular intervals and, where applicable, audible warning of temperatures
approaching the lowest for which the hull steel is suitable.

13.5.3 If cargo is to be carried at temperatures lower than -55C, the cargo tank boundaries,
if appropriate for the design of the cargo containment system, should be fitted with tempera-
ture indicating devices as follows:

(a) A sufficient number of devices to establish that an unsatisfactory temperature


gradient does not occur.

(b) On one tank a number of devices in excess of those required in sub-paragraph (a)
of this paragraph in order to verify that the initial cool down procedure is
satisfactory. These devices may be either temporary or permanent. When a series
of similar ships is built, the second and successive ships need not comply with
the requirements of this sub-paragraph.
171
Res. A.328( IX)

13.5.4 The number and position of temperature indicating devices should be to the satisfac-
tion of the Administration.

13.6 Gas detection requirements

13.6.1 Gas detection equipment acceptable to the Administration and suitable for the gases
to be carried should be provided in accordance with column "f" of Chapter XI X.

13.6.2 In every installation, the positions of fixed sampling heads should be determined with
due regard to the density of the vapours of the products intended to be carried and the dilu-
tion resulting from compartment purging or ventilation.

13.6.3 Pipe runs from sampling heads should not be led through gas-safespaces except as
permitted by 13.6.5.

13.6.4 Audible and visual alarms from the gas detection equipment, if required by this section,
should be located on the bridge, in the cargo control position, and at the gas detector readout
location.

13.6.5 Gas detection equipment may be located in the cargo control station, on the bridge or
at other suitable locations. When located in a gas-safespace the following conditions should
be met:
(a) gas-sampling lines should have shut-off valves or an equivalent arrangement to
prevent cross-communication with gas-dangerous spaces; and

(b) exhaust gas from the detector should be discharged to the atmosphere in a safe
location.

13.6.6 Gas detection equipment should be so designed that it may readily be tested. Testing
and calibration should be carried out at regular intervals. Suitable equipment and span gas for
this purpose should be carried on board. Where practicable, permanent connexions for such
equipment should be fitted.

13.6.7 A permanently installed system of gas detection and audible and visual alarms should
be provided for:
(a) cargo pump rooms;
(b) cargo compressor rooms;
(c) motor rooms for cargo handling machinery;
(d) cargo control rooms unless designated as gas-safe;
(e) other enclosed spaces in the cargo area where vapour may accumulate including
hold spaces and interbarrier spaces for independent tanks other than type C;

(f) ventilation hoods and gas ducts where required by Chapter XVI; and

(g) air-locks.

13.6.8 The gas detection equipment should be capable of sampl,ing and analysing from each
sampling head location sequentially at intervals not exceeding 30 minutes, except that in the
case of gas detection for the ventilation hoods and gas ducts referred to in 13.6.7(f) sampling
should be continuous. Common sampling lines to the detection equipment should not be fitted.

172
Res. A.328(IX)

13.6.9 In the case of products which are toxic or toxic and flammable, the Administration
may authorize the use of portable equipment, except when column "h" of Chapter XIX refers
to 17.11, for toxic detection as an alternative to a permanently installed system, if used
before entry of the spaces listed in 13.6.7 by personnel and thereafter at 30 minute intervals
whilst occupied by them.

13.6.10 For the spaces listed in 13.6.7, alarms should be activated for flammable products
when the vapour concentration reaches 30 per cent of the lower flammable limit.

13.6.11 In the case of flammable products, where cargo containment systems other than
independent tanks are used, hold spaces and/or interbarrier spaces should be provided with a
permanently installed system of gas detection capable of measuring gas concentrations of 0 to
100 per cent by volume. The detection equipment, equipped with audible and visual alarms,
should be capable of sampling and detecting from each sampling head sequentially at intervals
not exceeding 30 minutes. Alarms should be activated when the vapour concentrat~on reaches
the equivalent of 30 per cent of the lower flammable limit in air or such other limit as may
be approved by the Administration in the light of particular cargo containment arrangements.
Common sampling lines to the detection equipment should not be fitted.

13.6.12 In the case of toxic gases,hold spaces and/or interbarrier spacesshould be provided
with a permanently installed piping system for obtaining gas samples from the spaces. Gas
from these spaces should be sampled and analysed from each sampling head location by
means of fixed or portable equipment at intervals not exceeding 4 hours and in any event
before personnel enter the space and at 30 minute intervals whilst they remain therein.

13.6.13 Every ship should be provided with at least two sets of portable gas detection equip-
ment acceptable to the Administration and suitable for the products to be carried.

13.6.14 A suitable instrument for the measurement of oxygen levels in inert atmospheres
should be provided.

173
Res. A.328(IX)

CHAPTER XIV - PERSONNEL PROTECTION

14.1 For protection of crew members engaged in loading and discharging operations, suitable
protective equipment including eye protection should be provided taking into account the
character of the products.

14.2 Protective equipment should be kept in easily accessible places and in special lockers.

14.3 Sufficient, but not less than 3 complete sets of safety equipment, in addition to the
equipment required by Chapter 11-2 of the 1974 Safety Convention, should be provided,
each permitting personnel to enter and work in a gas filled space.

14.4 One complete set of safety equipment should consist of:

(a) one self-contained air-breathing apparatus not using stored oxygen, having a
capacity of at least 1200 I of free air;

(b) protective clothing, boots, gloves and tight-fitting goggles;

(c) steel cored rescue line with belt; and

(d) explosion-proof lamp.

14.5 An adequate supply of compressed air should be provided by a special compressor and
at least 3 spare bottles per set. For small ships, the Administration may accept additional
bottles of compressed air in lieu of the compressor.

14.6 Safety equipment as required in 14.3 should be kept in a suitable, clearly marked
locker in a readily accessible place.

14.7 The compressed air equipment should be inspected at least once a month by a
responsible officer and the inspection recorded in the ship's log book, and inspected and
tested by an expert at least once a year.

14.8 A stretcher which is suitable for hoisting an injured person from spaces below deck,
should be kept in a readily accessible location.

14.9 Medical first aid equipment including oxygen resuscitation equipment and antidotes,
if available, for products carried should be provided on board.

174
Res. A.328 ( I X)

CHAPTER XVI - USE OF CARGO AS FUEL

16.1 Methane (LNG) is the only cargo whose vapour or boil-off gas may be utilized in main
propelling machinery rooms and boiler rooms and in such rooms may be utilized only in
boilers, inert gas generators, and combustion engines.

16.2 Gas fuel lines should not pass through accommodation, service or control station spaces.
Gas lines may pass through or extend into other spaces provided they fulfil one of the
following:

(a) The gas fuel line should be a double wall piping system with the gas fuel contained
in the inner pipe. The space between the concentric pipes should be pressurized
with inert gas at a pressure greater than the fuel pressure. Suitable alarms should
be provided to indicate a loss of pressure between the pipes.

(b) The gas fuel lines should be installed in a mechanically exhaust ventilated pipe or
duct. The air space between the outer and inner walls of piping or ducts should
be equipped with mechanical ventilation having a capacity of at least 30 air
changes per hour. The ventilation system should be arranged to maintain a
pressure less than the atmospheric pressure. The fan motors should be placed out-
side the ventilation pipe or duct. The ventilation outlet should be placed in a
position where no flammable gas-air mixture may be ignited. The ventilation inlet
should be so arranged that gas or gas-air mixture will not be drawn into the
system. The ventilation should always be in operation when there is gas in the
supply pipeline. Continuous gas detection should be provided to indicate leaks
and to shut down the gas fuel supply to the machinery space in accordance with
16.10. The exhaust fan for th is duct should be arranged so that the gas fuel
supply to the machinery space will be cut off if the required air flow is not
established and maintained.

16.3 If a gas leak occurs, the gas fuel supply should not be operated until the leak has been
found and repaired. Instructions to this effect should be placed in a prominent position in
the machinery space.

16.4 The double wall piping system or the ventilation duct provided for the gas fuel lines
should terminate at the ventilation hood or casing required by 16.5.

16.5 A ventilation hood or casing should be provided for the areas occupied by flanges,
valves, etc., and for the gas fuel piping at the gas utilization unit, such as boiler, diesel engine,
gas turbine, which is not enclosed in the double wall piping system or ventilated duct. If this
ventilation hood or casing is not served by the exhaust ventilation fan serving a duct as
specified in 16.2(b), then it should be equipped with an exhaust ventilation system and con-
tinuous gas detection should be provided to indicate leaks and to shut down the gas fuel
supply to the machinery space in accordance with 16.10. The exhaust fan should be arranged
so that the gas fuel supply to the machinery space will be cut off if the exhaust ventilation
is not functioning so as to produce the required air flow. The hood or casing should be
installed or mounted to permit the ventilating air to sweep across the gas utilization unit
and be exhausted at the top of the hood or casing.

16.6 Each gas utilization unit should be provided with a set of three automatic valves. Two
of these valves should be in series in the gas fuel pipe to the consuming equipment. The other
valve should be in a pipe that vents, to a safe location in the open air, that portion of the gas
fuel piping that is between the two series valves. These valves should be arranged so that
failure of necessary forced draft, loss of flame on boiler burners, abnormal pressure in
the gas fuel supply line, or failure of the valve control actuating medium will cause the two

176
Res. A.328(IX)

gas fuel valves which are in series to close automatically and cause the vent valve to open
automatically. Alternatively, the function of one of the series valves and the valve in the vent
line can be incorporated into one valve body so arranged that when one of the above condi-
tions occurs, flow to the gas utilization unit will be blocked and the vent opened.

16.7 A master gas fuel valve that can be closed from within the machinery space should be
provided outside the machinery space. The valve should be arranged so as to close auto-
matically if leakage of gas is detected, or loss of ventilation for the duct or casing or loss of
pressurization of the double wall gas fuel piping occurs.

16.8 Provision should be made for inerting and gas-freeing that portion of the gas fuel piping
system located in the machinery space.

16.9 Make-up air for the required ventilation air system and discharge of the air from the
ventilation system should be respectively from and to a safe location.

16.10 Gas detection systems provided in accordance with the requirements of 16.2 and 16.5
should alarm at 30 per cent of the lower flammable limit and shut down the gas fuel supply
to the machinery space before the gas concentration reaches 60 per cent of the lower
flammable limit.

16.11 All details of the gas fuel system should be submitted to the Administration for
approval.

16.12 The provisions of this chapter do not preclude the use of gas fuel for other services in
other locations, such as cargo reliquefaction and inert gas generation, provided that such other
services and locations should be subject to special consideration by the Administration.

177
Res. A.328( I X)

CHAPTER XVII - SPECIAL REQUIREMENTS

17.1 General
Many of the products covered by the Code have individual characteristics which
necessitate special requirements for their safe carriage. These are requirements additional to
the general requirements of the Code.
The provisions of this chapter are applicable where reference is made in column "h"
of Chapter XI X.

17.2 Personnelprotection

17.2.1 Respiratory protection suitable for the products carried should be available for every
person on board. Two additional sets should be permanently located in the wheelhouse.

17.2.2 Suitably marked decontamination showers and an eye wash should be available on
deck in convenient locations.

17.2.3 Three complete sets of safety equipment should be provided in addition to those
required in 14.3

17.2.4 Personnel should be protected against the effects of a major cargo release by the
provision of a space within the accommodation area designed and equipped to the satisfaction
of the Administration.

17.2.5 For certain highly dangerous products, cargo control rooms should be of the gas-safe
type only.

17.3 Materials of construction


Materials which may be exposed to cargo during normal operations should be resistant
to the corrosive action of the gases. In addition, the following materials of construction for
cargo tanks, and associated pipelines, valves, fittings and other items of equipment should not
be used for certain products as specified in column "h" of Chapter XIX:

17.3.1 Mercury, copper and copper bearing alloys, and zinc.

17.3.2 Copper, silver, mercury, magnesium and other acetyl ide-forming metals.

17.3.3 Aluminium and aluminium bearing alloys.

17.4 Independent tank type C


The provisions of 7.1.3 apply. The design pressure of the cargo tank should take into
account any padding pressure and/or vapour discharge unloading pressure.

17.5 Refrigeration systems

17.5.1 Only the indirect system described in 7.2.4(b) should be used.

17.5.2 For ships in service in products which readily form dangerous peroxides, recondensed
cargo should not be allowed to form stagnant pockets of uninhibited liquid. This may be
achieved either by:

178
Res. A.328( I X)

(a) using the indirect system described in 7.2.4(b) with the condenser inside the
cargo tank, or

(b) using the direct system or combined system described in 7.2.4(a) and (c)
respectively or the indirect system described in 7.2.4(b) with the condenser
outside the cargo tank, and designing the condensate system to avoid any
places in which liquid could collect and be retained. Where this is impossible
inhibited liquid should be added upstream of such a place.

If the ship is to carry consecutive cargoes of such products with a ballast passagebetween, all
uninhibited liquid should be removed prior to the ballast voyage. If a second cargo is to be
carried between such consecutive cargoes the rei iquefaction system should be thoroughly
drained and purged before loading the second cargo. Purging should be carried out using either
inert gas or vapour from the second cargo, if compatible. Practical steps should be taken to
ensure that polymers or peroxides do not accumulate in the ship's system.

17.6 Deck cargo piping

One hundred per cent radiography of all butt welded joints in cargo piping exceeding
75 mm in diameter is required.

17.7 Bow or stern loading and discharge lines

Bow or stern loading and discharging lines should not be led past accommodation,
service or control station spaces on Type IG ships. Bow and stern loading and discharging
lines installed on Type IIG/IIPG ships should not be used for the transfer of toxic cargoes,
unless specifically approved by the Administration.

17.8 Exclusion of air from vapour spaces

Air should be removed from the cargo tanks and associated piping before loading and
then subsequently excluded by:

(a) introducing inert gas to maintain a positive pressure. Storage or production


capacity of the inert gas should be sufficient to meet normal operating require-
ments and relief valve leakage. The oxygen content of inert gas should at no
ti me be greater than 0.2 per cent by volu me; or

(b) control of cargo temperature such that a positive pressure is maintained at all
times.

17.9 Moistu re control

For gaseswhich are non-flammable and may become corrosive or react dangerously
with water, moisture control is requ ired to ensure that cargo tanks are dry before loading
and that during discharge, dry air or cargo vapour is introduced to prevent negative pressures.
For the purposes of this paragraph, dry air is air which has a dewpoint of -45C or below
at atmospheric pressure.

17.10 Inhibition

Care should be taken to ensure that the cargo is sufficiently inhibited to prevent
polymerization at all times during the voyage. Ships should be provided with a certificate
from the manufacturer stating:

(a) name and amount of inhibitor added;

179
Res. A.328( I X)

(b) date inhibitor was added and the normally expected duration of its effectiveness;

(c) any temperature limitations affecting the inhibitor;


(d) the action to be taken should the length of the voyage exceed the effective life-
time of the inhibitors.

17.11 Permanently installed toxic gas detectors

17.11.1 Gas sampling lines should not be led into or through gas-safespaces. Alarms referred
to in 13.6.7 should be activated when the vapour concentration reaches the threshold
Ii miting value.

17.11.2 The alternative of using portable equipment in accordance with 13.6.9 should not
be permitted.

17.12 Special requirements for individual gases

17.12.1 Ethylene oxide


(a) The cargo piping and vent piping should be completely separate from all other
systems.
(b) Cargo tank vapour spaces and hold spaces should be inerted with an inert gas
meeting the requ irements of 17.8(a).
(c) The cargo may be discharged only by deepwell pump or inert gas displacement.

(d) The cargo should be refrigerated and maintained at less than 30C.
2
(e) The cargo tank pressure relief valve setting should not be less than 5.5 kp/cm
gauge.
(f) A safe jettisoning arrangement should be provided to allow the emergency
discharge of the cargo in the event of uncontrollable self-reaction.

(g) The following materials of construction should not be used with ethylene oxide:
aluminium alloys
copper and copper alloys
silver and silver alloys
magnesium and magnesium alloys
types 416 and 442 stainless steel
cast iron
mercu ry
asbestos.
(h) Before ethylene oxide is loaded, tanks should be thoroughly clean, dry, and free
of rust. The tank should be purged with inert gas to displace air prior to
pumping in the ethylene oxide.

17.12.2 Methyl acetylene-propadiene mixture


Only stabilized mixtures containing not more than 50 per cent methyl acetylene and
not more than 65 per cent methyl acetylene and propadiene should be accepted as cargo.
Special consideration should be given to the vapour temperature and pressure if direct
refrigeration systems are used.

180
Res. A.328(IX)

17.12.3 Nitrogen

Materials of construction and ancillary equipment such as insulation should be


resistant to the effects of high oxygen concentrations caused by condensation and enrichment
at the low temperatures attained in parts of the cargo system. Due consideration should be
given to ventilation in such areas where condensation might occur to avoid the stratification
of oxygen enriched atmosphere.

17.12.4 Ammonia

Because high concentrations of ammonia in confined spaces can be flammable, the


provisions of Chapter X for flammable products should be applied except in zones on the
open deck. Liquid ammonia should never be sprayed into a tank containing air as there is a
risk of creating a static electrical charge which could cause ignition.

17.12.5 Chlorine

(to be developed)

17.12.6 Vinyl chloride

In case polymerization of vinyl chloride is prevented by addition of an inhibitor,17.10


is applicable. In case no or insufficient inhibitor has been added, any inert gas used for the
purposes of 17.8 should contain not more oxygen than 0.1 per cent. Before loading is started,
inert gas samples from the tanks and piping should be analysed. When vinyl chloride is
carried, a positive pressure should always be maintained in the tanks, also during ballast
voyages between successive carriages.

181
Res. A.328( I X)

CHAPTER XVIII - OPERATING REQUIREMENTS

18.1 Information required to be carried

18.1.1 Information should be on board and available to all concerned, giving the necessary
data for the safe carriage of the cargo. Such information should include for each product
carried:

(a) a full description of the physical and chemical properties necessary for the
safe containment of the cargo;
(b) action to be taken in the event of spills or leaks;

(c) counter measures against accidental personal contact;

(d) fire-fighting procedures and fire-fighting media;

(e) procedures for cargo transfer, gas-freeing, ballasting, tank cleaning and changing
cargoes;
(f) special equipment needed for the safe handling of the particular cargo;

(g) minimum inner hull steel temperatures, and

(h) emergency procedures.

18.1.2 Products required to be inhibited should be refused if the certificate required by 17.10
is not supplied.

18.2 Compatibility

18.2.1 The master should ascertain that the product to be loaded and its characteristics are
included upon and are within the limits indicated on the Certificate of Fitness provided for
in 1.6 and the loading and stability booklet provided for in 2.2.3.

18.2.2 Care should be taken to avoid dangerous chemical reactions if cargoes are mixed.
This is of particular significance in respect of:
(a) tank cleaning procedures required between successive cargoes in the same tank;
and
(b) simultaneous carriage of cargoes which react when mixed. This should be
permitted only if the complete cargo systems including, but not limited to,
cargo pipework, tanks, vent systems and refrigeration systems are physically
separate.

18.3 Personneltraining

18.3.1 Personnel involved in cargo operations should be adequately trained in handling


procedu res.

18.3.2 All personnel shoulp be adequately trained in the use of protective equipment pro-
vided on board and have basic training in the procedures, appropriate to their duties, necessary
under emergency conditions.

182
Res. A.328( I X)

18.3.3 Officers should be trained in emergency procedures to deal with conditions of leakage,
spillage or fire involving the cargo and a sufficient number of them should be instructed and
trained in essential first aid for the cargoes carried.

18.4 Entry into spaces

18.4.1 Personnel should not enter cargo tanks, hold spaces, void spaces, cargo handling
spaces or other enclosed spaces where gas may accumulate unless:

(a) the gas content of the atmosphere in that space is determined by means of
fixed or portable equ ipment to ensure oxygen sufficiency and the absence of
toxic atmosphere; or

(b) personnel wear breathing apparatus and other necessary protective equipment
and the entire operation is under the close supervision of a responsible officer.

18.4.2 Personnel entering any space designated as gas-dangerous on a ship carrying flammable
products should not introduce any potential source of ignition into the space unless it has
been certified gas-free and is maintained in that condition.

18.5 Caifiage of cargo at low temperature

18.5.1 When carrying cargoes at low temperatures:

(a) if provided, the heating arrangements associated with cargo containment systems
should be operated in such a manner as to avoid the temperature falling below
that for which the material of the hull structure is designed;

(b) loading should be carried out in such a manner as to ensure that unsatisfactory
temperature gradients do not occur in any cargo tank, piping, or other anci Ilary
equipment; and

(c) when cooling down tanks from temperatures at or near ambient, the cool down
procedure laid down for that particular tank, piping and ancillary equipment
should be followed closely.

18.6 Protective clothing

Personnel should be made aware of the hazards associated with the cargo being handled
and shou Id be instructed to act with care and wear the appropriate protective cloth ing as
mentioned in 14.1 during cargo handling.

18.7 Systems and controls

Cargo emergency shutdown and alarm systems involved in cargo transfer should be
tested and/or checked before cargo handling operations begin. Essential cargo handling controls
should also be tested and/or checked prior to transfer operations.

18.8 Cargo transfer operations


Transfer operations including emergency procedures should be discussed between ship
personnel and the persons responsible at the shore facility prior to commencement and
communications maintained throughout the transfer operations.

18.9 Additional operating requirements

Additional operating requirements will be found in the following paragraphs of the Code:
3.8.4, 7.1.1(e), 8.2.5, 8.2.7, 9.4.2,12.1.1,12.1.10,13.1.3,14.2,14.6,14.7,14.8,
15.1,15.2,16.3,17.7,17.8,17.9, 17.12.1(h), 17.12.4.

183
190
Res. A.329( I X)

RESOLUTION A.329(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATIONS CONCERNING SHIPS NOT COVERED BY THE


CODE FOR THE CONSTRUCTION AND EQUIPMENT OF SHIPS
CARRYING LIQUEFIED GASES IN BULK (RESOLUTION A.328(IX))

THE ASSEMBLY,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

RECALLING Resolution A.328(IX) by which it adopted the Code for the Construction
and Equipment of Ships Carrying Liquefied Gases in Bulk applicable to new ships (hereinafter
referred to as the Gas Carrier Code),

HAVING CONSIDERED the Recommendation by the Maritime Safety Committee at its


th irty- th ird session,

RECOGNIZI NG that a Code is being prepared for ships not covered by the Gas Carrier
Code,

REQUESTS the Maritime Safety Committee to complete this task with all possible speed,

U RG ES governments concerned to apply the Gas Carrier Code, in so far as is reasonable


and practical, to ships which are delivered after 31 October 1976, but prior to the application
of the Gas Carrier Code,

SUGGESTS that governments issue to such ships the Certificate provided for in the Gas
Carrier Code, endorsed to indicate specifically the aspects of the vessel which do not comply
with the Gas Carrier Code,

AUTHORIZES the Maritime Safety Committee to circulate the Gas Carrier Code for
Other Ships to Member Governments as soon as it is prepared.

191
Res. A.330( I X)

RESOLUTION A.3300X)

Adopted on 12 November 1975


Agenda item 7(c)

AMENDMENT TO THE RECOMMENDATION ON SAFE ACCESS TO AND


WORKING IN LARGE TANKS (RESOLUTION A.272(VIII), ANNEX I)
TO INCLUDE LARGE WATER BALLAST TANKS

THE ASSEMBLY,

NOTI NG Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

R ECALLI NG that it adopted in Resolution A.272(V III) the Recommendation on Safe


Access to and Working in Large Tanks and Recommendation on Safe Access to and Working
in Large Cargo Holds of Bulk Carriers,

RECOGNIZING that, due to the increasing size of vessels, such as tankers and bulk
carriers, and the associated increase in the dimensions of tanks of such vessels, there is a need
for improving safe access to all those spaces, including large water ballast tanks,

HAVING CONSIDERED the Recommendation by the Maritime Safety Committee at its


thirty-second session,

RESOL VES that the Recommendation on Safe Access to and Working in Large Tanks
(Resolution A.272(VIII), Annex I) should, in respect of requirements for the size of access
openings, also apply to large water ballast tanks,

INVITES all governments concerned to take steps to give effect to this amendment to
Resolution A.272(VIII), Annex I as soon as possible.

192
Res. A.331(IX)

RESOLUTION A.331 (IX)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON LONGITUDINAL RUBBING BANDS

THE ASSEMBL V,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

NOTI NG that modern developments have resulted in the construction of increasing


numbers of specialized vessels incorporating unusual design features, such as longitudinal
rubbing bands, overhanging and sloping or raked ship sides, projections, knuckle plates and
hard chine hull forms,

NOTING FURTHER that these special design features have resulted in increased
difficulty in complying with Regulation 17(b) of Chapter V of the International Convention
for the Safety of Life at Sea, 1960 wh ich covers the safe means for embarking and
disembarking pilots,

TAKING INTO CONSIDERATION Resolution A.332(IX) on Arrangements for Embarking


and Disembarking Pilots in Very Large Ships,

HAVING CONSIDERED the Recommendation of the Maritime Safety Committee at its


thirty-third session,

RECOMMENDS that Administrations ensure the provision of a safe means of embarking


and disembarking pilots as well as of launching and retrieval of lifeboats and rescue boats
which complies fully with the International Convention for the Safety of Life at Sea, 1960
in all vessels including those whose size, design or function incorporates unusual features, by
a critical examination in the early design stages of the plans and facilities proposed.

193
Res. A.332( IX)

RESOLUTION A.332{1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON ARRANGEMENTS FOR EMBARKING AND


DISEMBARKING PILOTS IN VERY LARGE SHIPS

THE ASSEMBL V,
NOTING Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,
RECALLI NG Resolution A.263(VIII) adopting inter alia an amendment to Regula-
tion 17, Chapter V of the International Convention for the Safety of Life at Sea, 1960,

RECALLING FURTHER Resolution A.275(VIII) concerning recommended performance


standards for mechanical pilot hoists,

HAVING CONSIDERED the Report of the Maritime Safety Committee on its thirtieth
session,
RECOMMENDS that all vessels, where the distance from the sea level to the point of
accessof the ship at any time exceeds 9 metres, should carry an accommodation ladder on
each side so sited, when used in conjunction with a pilot ladder for embarking or
disembarking a pilot, that the lower end of such accommodation ladder shall rest firmly
against the side within the parallel body length of the ship and clear of all discharges.

194
Res. A.333( IX)

RESOLUTION A.333(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON THE CONDITIONS FOR THE


APPROVAL OF SERVICING STATIONS FOR
INFLATABLE LlFERAFTS

THE ASSEMBL V,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

BEARING IN MIND Recommendation 23 of the International Conference on Safety of


Life at Sea, 1960, by which Contracting Governments are recommended to ensure that
servicing stations for inflatable liferafts should comply with the requirements of the Govern-
ment of the country in which they are situated,

NOTI NG ALSO Resolution A.273(VIII) concerning the survey of inflatable liferafts,

HAVING CONSIDERED the Report of the Maritime Safety Committee on its thirty-
second session,

ADOPTS the Recommendation on the Conditions for the Approval of Servicing Stations
for Inflatable Liferafts, appearing at Annex hereto,

I NVITES Administrations to ensure that servicing stations for inflatable liferafts comply
with the requirements of this Recommendation.

ANNEX

RECOMMENDATION ON THE CONDITIONS FOR THE


APPROVAL OF SERVICING STATIONS FOR
INFLATABLE LlFERAFTS

1. Administrations should ensure that periodic survey of inflatable liferafts is performed at


servicing stations that have demonstrated competence to service and re-pack rafts, maintain an
adequate facility and use only properly trained personnel. Servicing stations, which should
have demonstrated this capability for inflatable liferafts of each manufacturer whose rafts
they service, should comply with the following:

(a) servicing of inflatable liferafts should be carried out in fully enclosed spaces only.
There should be ample room for the number of inflatable liferafts expected to be
serviced at anyone time; the ceiling should be sufficiently high to overturn, when
inflated, the largest liferaft to be serviced;

(b) the floor surface should be provided with an easily cleaned coating, sufficiently
smooth to ensure that no damage will occur to the liferaft fabric;

(c) the servicing space should be well lit, provided that direct rays of sunlight do not
enter the space;

195
Res. A.333( I X)

(d) the temperature and, when necessary, the relative humidity in the servicing space
should be sufficiently controlled to ensure that servicing can be effectively carried
out;

(e) the servicing space should be efficiently ventilated, but be free from draughts;
(f) separate areas or rooms shou Id be prov ided for:
(i) liferafts awaiting servicing, repair or delivery;
(ii) the repair of glass fibre containers and painting CO2 cylinders;
(iii) materials or spare parts;
(iv) administrative purposes;

(g) means should be provided in the liferaft storage space to ensure that liferafts in con-
tainers or valises are not stored in more than two tiers or subjected to excessive loads;
(h) spare and obsolete pyrotechnics should be stored in an approved, safe and secure
magazine well away from the servicing and stowage spaces;

(i) sufficient tools should be available for the servicing of liferafts and release gear in
accordance with the requirements of the manufacturer, including:
(i) manometers or pressure gauges and thermometers which can be easily read
with sufficient accuracy;
(ii) dual purpose air-pump(s) for inflating and deflating liferafts, together with the
necessary high pressure hoses and adaptors;
(iii) a suitable pair of scales for weighing CO2 cylinders with sufficient accuracy;
(iv) sufficient gas for blowing through the inlet system of the liferafts;

(j) procedures and arrangements should be made to ensure that a gas cylinder is properly
filled and gas-tight before fitting to a liferaft;

(k) sufficient materials and accessories should be available for repairing liferafts together
with replacements of the emergency equipment;

(I) when servicing davit-launched liferafts adequate means should be provided for over-
load testing of such liferafts;

(m) servicing and repair work should only be carried out by qualified persons who have
been adequately trained to the satisfaction of the Administration. The training
procedure should ensure that servicing personnel are made aware of changes and
new techniques;

(n) arrangements should be made with the manufacturer to make available:


(i) changes to servicing manuals, servicing bulletins and instructions;
(ii) proper materials and replacement parts;
(iii) bulletins or instructions from the Administration;

(0) smoking should not be allowed in the servicing and packing areas.

2. After initial approval Administrations should arrange for the frequent inspection of
servicing stations to ensure that standards are maintained.

3. Each servicing station should prepare and transmit to the Administration, at regular inter-
vals, statistics showing the nature and extent of damages to and defects found in liferafts
during servicing and repair work.

196
Res. A.334( I X)

RESOLUTION A.334(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON OPERATIONAL STANDARDS FOR


RADIOTELEPHONE TRANSMITTERS AND RECEIVERS

THE ASSEMBLY,

NOTI NG Article 16( i) of the IMCO Convention concerning the functions of the
Assembly,

BEARING IN MIND the provisions of Regulation 15 of Chapter IV of the International


Convention for the Safety of Life at Sea, 1960, as amended,

HAVING CONSIDERED the Report of the Maritime Safety Committee on its thirty-
second session,

ADOPTS the Recommendation on Operational Standards for Radiotelephone Transmitters


and Receivers annexed to this Resolution,

RECOMMENDS Administrations to ensure that shipborne radiotelephone transmitters


and receivers conform to operational standards not inferior to those specified in the
Recommendation.

ANNEX

RECOMMENDATION ON OPERATIONAL STANDARDS FOR


RADIOTELEPHONE TRANSMITTERS AND RECEIVERS

PART A - RADIOTELEPHONE TRANSMITTERS

1. Introduction

The radiotelephone transmitter required by Regulation 15 of Chapter IV of the Inter-


national Convention for the Safety of Life at Sea, 1960, as amended, should comply with the
following operational standards.

2. Frequencies and classes of emission

2.1 The radiotelephone transmitter should be capable of transmitting on a number of


frequencies considered by the Administration adequate for the operation of the
ship, but in no case on less than 2182 kHz and one additional frequency in the
bands between 1605 and 2850 kHz.

2.2 Frequencies should be designated in terms of the carrier frequency. The selected
transmitter frequency should be clearly identifiable on the front of the equipment.

197
Res. A.334( IX)

2.3 (a) The transmitter should be capable of transmitting with classesof emission A3H,
A3A and A3J*.

(b) When switching to the distress frequency 2182 kHz the class of emission A3H
should be selected automatically*. Additionally, provisions may be made for
the use of classesof emission A3A or A3J on 2182 kHz.

(c) The upper sideband should be used.

2.4 It should be possible to change the transmitter from any class of emission for which
it is designed to operate to any other by means of a single control.

2.5 It should be readily possible by use of external control to select transmission fre-
quencies independent of any receiver setting.

2.6 It shou Id be possible to change the transmitter from operation on any frequency to
operation on any other frequency as quickly as possible, but in any event within a
period not exceeding 15 seconds.

3. Frequency accuracy and stability

When the equipment is at normal operating temperature, the frequency of transmission


should not change by more than 40 Hz over any 15 minute period. It should, under the condi-
tions specified in paragraph 11, be within 100 Hz of the frequency to which the transmitter
is intended to be tuned. For transmitters to be installed after 1 January 1982 a value of
50 Hz should apply.

4. Output power

4.1 The maximum peak envelope power at any frequency within the specified frequency
range shou Id be between 60 watts and 400 watts.

4.2 If the rated output power exceeds 150 watts, provision should be made for reducing
the output power to 60 watts or less.

5. Permissible warming-up period

The equipment should be capable of operation on 2182 kHz within 30 seconds after
switching on.

6. Continuous operation

Continuous operation should be possible when the transmitter is adjusted to develop its
rated peak envelope power, when modulated:
(a) by the radiotelephone alarm signal or an equ ivalent signal for at least 15 minutes,
and
(b) with normal speech.

* The World Maritime Administrative Radio Conference, Geneva 1974, instructed CCI R to study the use of
classes of emission A3A and A3J for distress and safety purposes. This study should be completed in time
for a decision by the next competent World Administrative Radio Conference on the date for the final
conversion to classes of emission A3A and A3J on the carrier frequency 2182 kHz. Subsequent further
consideration of the use of emission A3H may therefore be required.

198
Res. A.334( IX)

7. Controls and indicators

7.1 Provision should be made for an antenna current meter indicator, or other appro-
priate device, the failure of which should not disconnect the antenna circuit.

7.2 The equipment should be fitted with a sufficient number of indicators to permit
accurate and rapid tuning. Any malfunction of automatic tuning devices, if fitted,
should not prohibit rapid proper operation on 2182 kHz.

7.3 All controls should be of such size as to permit normal adjustments to be easily
performed and the number of controls should be the minimum necessary for
satisfactory and simple operatio(l.

7.4 All controls, instruments and indicators should be clearly labelled. In particular, all
adjustments and controls necessary for switching the transmitter to operate on
2182 kHz should be clearly marked in order that this operation may be readily
performed.

8. Power supply

8.1 The transmitter should continue to operate in accordance with the operational
standards contained in this Recommendation in the presence of variations of the
power supply normally to be expected in a ship.

8.2 Provision should be made for protecting the transmitter from the effects of
excessive voltages. transients and reversal of the power supply.

8.3 If it is necessary to delay the application of voltage, for example anode voltage, to
any part of the transmitter after switching on, the delay should be provided auto-
matically.

8.4 If the equipment includes parts which are required to be heated in order to operate
correctly, for example crystal ovens, the power supplies to the heating circuits
should be arranged so that they can remain operative when other supplies to or
within the equipment are switched off. If a special switch for the heating circuits
is provided, its function should be clearly indicated. The correct operating tempera-
ture should be reached within a period of 30 minutes after the application of power.
Note: Operational standards for sources of energy are under consideration.

9. Radiotelephone alarm signal

9.1 The transmitter should be fitted, preferably internally, with a radiotelephone alarm
signal generator meeting the operational standards for such equipment.

9.2 It should be possible to interrupt the transmission of the radiotelephone alarm signal
at any time in order to permit the immediate transmission of a distress message.

9.3 It should be possible to transmit the radiotelephone alarm signal on any frequency
available on the transmitter.

9.4 Means of monitoring transmission of the alarm signal should be provided.

9.5 Means should be provided to test the transmitter in conjunction with the alarm
signal on a frequency other than 2182 kHz and using a suitable, well screened arti-
ficial antenna.

9.6 Means should be provided to prevent the accidental transmission of the alarm signal.

199
Res. A.334( I X)

10. Safety precautions


10.1 The equipment should be so designed and constructed that when the transmitter
is delivering full power to the antenna, the transmitter is protected against dis-
connexion of the antenna or short-circuiting of antenna terminals, by automatically
resetting means if necessary.

10.2 Means should be provided for earthing the case of the transmitter but should not
cause any terminal of the source of electrical energy to be earthed.

10.3 As far as practicable, accidental access to dangerous voltages within the equipment
should be prevented and an appropriate warning notice be affixed.

11. Durability and resistance to effects of climate


The equipment should continue to operate in accordance with the operational standards
contained in this Recommendation, under the conditions of sea states, vibration, humidity and
change of temperature likely to be experienced in a ship.

12. Miscellaneous
12.1 The transmitter should be so designed as to limit mutual interference with other
electronic equipment, particularly its associated receivers, such that satisfactory
operation is ensured.

12.2 To permit rapid change-over from transmission to reception when manual switching
is used, the control for the switching device should, where practicable, be located
on the microphone or the telephone handset.

12.3 For normal speech the depth of modulation shou Id be at least 70 per cent. Auto-
matic means should be provided to prevent overmodulation.

12.4 Equipment should be provided with an external indication of manufacture, type


and/or number.
12.5 Information should be provided to enable competent members of the ship's staff
to operate and maintain the equipment efficiently.

12.6 The internal parts of the equipment should be easily accessible for inspection and
maintenance purposes.

PART B - RADIOTELEPHONE RECEIVERS

1. Introduction
The radiotelephone receiver required by Regulation 15 of Chapter IV of the International
Convention for the Safety of Life at Sea, 1960, as amended, should comply with the following
operational standards.

2. Frequencies and classes of emission

2.1 The receiver should be capable of being tuned throughout the bands between
1605 and 2850 kHz. Tuning should be continuous, or by incremental steps;
alternatively by the selection of a nu mber of spot frequencies considered by the
Administration adequate for the operation of the ship, or by any combination of
these methods. The frequency of 2182 kHz should always be included.

2.2 Frequencies should be designated in terms of the carrier frequency. The frequency
to which the receiver is tuned should be clearly identifiable on the front of the
equipment.

200
Res. A.334( IX)

2.3 The receiver should be capable of receiving signals of classesof emission A3H, A3A
and A3J using upper sideband, as well as A3.

2.4 The selection of the class of emission should be by means of a single control.

2.5 It should be readily possible by use of external control to select reception fre-
quencies independent of any transmitter setting.

2.6 It should be possible to change the receiver from operation on any frequency to
operation on any other frequency as quickly as possible and in any event within a
period not exceeding 15 seconds.

3. Frequency stability and accuracy of tuning

3.1 Under the conditions listed in paragraphs 10.1 and 12 of these standards and, if
necessary, after an appropriate warming-up period as referred to in paragraph 10.3,
the difference between the nominal frequency indicated on the receiver and the
actual tuning frequency should not exceed:
- 100 Hz for spot frequency tuning, or
- 300 Hz for other methods of tuning.
The frequency drift should not exceed 40 Hz over any period of 15 minutes.

3.2 The tuning arrangement should be capable of reducing the difference between the
frequency of a received signal and the actual tuning frequency to a value not
exceeding 10Hz.

4. Usable sensitivity

4.1 For classesof emission A3A and A3J, the sensitivity of the receiver should be equal
to or better than 6 microvolts for a signal-to-noise ratio of 20 dB.

4.2 For classesof emission A3 and A3H, the sensitivity of the receiver should be equal
to or better than 30 microvolts for a signal-to-noise ratio of 20 dB.

5. Receiver output

The receiver should be suitable for use with a loudspeaker and an earpiece and should be
capable of delivering power of at least 500 milliwatts to the loudspeaker and at least
1 milliwatt to the earpiece.

6. Permissible warming-up period

The equipment should be capable of operation on 2182 kHz within 30 seconds after
switching on.

7. Controls and indicators

7.1 All controls shou Id be of such size as to perm it normal adjustments to be easiIy
performed and the number of controls should be the minimum necessary for satis-
factory and simple operation. Any malfunction of automatic tuning devices, if
fitted, should not prohibit rapid proper operation on 2182 kHz.

7.2 All controls, instruments and indicators should be clearly labelled.

7.3 The receiver shall be provided with a manual control of audiofrequency gain.

8. Selectivity

The selectivity of the receiver should be such that the intelligibility of the wanted signal
is not seriously affected by unwanted signals.

201
Res. A. 334( IX)

9. Automatic gain control

The receiver should be provided with automatic gain control.

10. Power supply*


10.1 The receiver should continue to operate in accordance with the operational standards
contained in this Recommendation in the presence of variations of the power supply
normally to be expected in a ship.
10.2 Provision should be made for protecting the receiver from the effects of excessive
voltages, transients and reversal of the power supply.

10.3 If the equipment includes parts which are required to be heated in order to operate
correctly, for example, crystal ovens, the power supplies to the heating circuits
should be arranged so that they can remain operative when other supplies to or
within the equipment are switched off. If a special switch for the heating circuits is pro-
vided, its function should be clearly indicated. The correct operating temperature
should be reached within a period of 30 minutes after the application of power.

11. Safety precautions

11.1 The equipment should be so designed and constructed that the receiver is protected
against damage when a strong radio frequency signal is applied to its input. The
receiver shall operate normally without further attention when the signal is removed.

11.2 The receiver should have means of protection against damage due to static voltages
which may appear at its input.

11.3 Means should be provided for earthing the case of the receiver but this should not
cause any terminal of the source of electrical energy to be earthed.

11.4 As far as practicable, accidental access to dangerous voltages within the equipment
should be prevented and an appropriate warning notice be affixed.

12. Durability and resistance to effects of climate


The receiver should continue to operate in accordance with the operational standards con-
tained in this Recommendation under the conditions of sea state, vibration, humidity and
change of temperature likely to be experienced in a ship.

13. Miscellaneous
13.1 The receiver should be so designed as to limit mutual interference with other elec-
tronic equipment, particularly its associated transmitters and receivers, such that
satisfactory operation is ensured.

13.2 Equipment shou Id be provided with an external indication of manufacture, type


and/or number.

13.3 Information should be provided to enable competent members of the ship's staff
to operate and maintain the equipment efficiently.

13.4 The internal parts of the equipment should be easily accessible for inspection and
maintenance purposes.
Res. A.335( IX)

RESOLUTION A.335(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATIONS RELATED TO CHAPTER IV OF THE


INTERNATIONAL CONVENTION FOR THE
SAFETY OF LI FE AT SEA

THE ASSEMBL V,

RECOGNIZING the need to improve safety of life at sea,

NOTI NG Article 16(j) of the IMCO Convention concerning the functions of the Assembly,

HAVING CONSIDERED the Report of the Maritime Safety Committee on its thirty-second
session concerning amendments to the provisions of the International Convention for the Safety
of Life at Sea, 1960, as well as the Report of the Committee on its thirty-third session,
ADOPTS measuresintended to strengthen and/or improve the effectiveness of certain provi-
sions of Chapter IV of the International Convention for the Safety of Life at Sea, 1960 as follows:

(i) the carriage of radiotelephone operators on ships between 500 and '1,600 grt
equipped with radiotelephony only (Regulation 7(a)), the text of which is at
Annex I to this Resolution;
(ii) the minimum normal range of main and reserve transmitters (Regulation 9(g)),
the text of which is at Annex II to this Resolution;

(iii) the inclusion in the radiotelegraph installation of facilities for radiotelephony trans-
mission and reception on the radiotelephone distress frequency 2182 kHz
(Regulation 9), the text of which is given at Annex III to this Resolution:
(iv) an extension of the provisions concerning the minimum normal range of radio-
telephone transmitters (Regulation 15(c)), the text of which is given at Annex IV
to this Resolution,

RECOMMENDS that all Member Governments put into effect as soon as possible the
provisions of these Recommendations,

I NVITES governments to propose, at an appropriate time, relevant amendments to the


appropriate Regulations of Chapter IV of the International Convention for the Safety of Life
at Sea, 1974.

ANNEX I

RECOMMENDATION ON THE CARRIAGE OF RADIOTELEPHONE OPERATORS


ON SHIPS BETWEEN 500 AND 1,600 GRT EQUIPPED WITH
RADIOTELEPHONY ONLY
(relevant to Regulation 7 (a). Chapter IV of the
International Convention for the Safety of
Life at Sea, 1960)

1. Each ship which is fitted with a radiotelephone station in accordance with Regulation 4
of Chapter IV shall for safety purposes, while at sea, maintain continuous watch on the radio-
telephone distress frequency in the place on board from which the ship is usually navigated,

203
ANNEX III

RECOMMENDATION ON THE INCLUSION IN THE RADIOTELEGRAPH INSTALLATION


OF FACILITIES FOR RADIOTELEPHONY TRANSMISSION AND
RECEPTION ON 2182 kHz

(relevant to Regulation 9, Chapter IV of the International


Convention for the Safety of Life at Sea, 1960)

1. The radiotelegraph installation shall include facilities for radiotelephony transmission and
reception on the radiotelephone distress frequency 2182 kHz. This requirement may be
fulfilled by including such facilities in the main and/or reserve installation and/or other
installed equipment. The transmitter power and receiver sensitivity of the radiotelephony part
of the installation shall comply with paragraphs (c)(i) and (f) of Regulation 15 respectively
if that part is fitted 24 months or later after the adoption of this Resolution; for installations
fitted prior to the end of that period, such transmitter power and receiver sensitivity shall be
as determined by the Administration. The location and other conditions of the radiotelephony
facilities required by this Regulation shall be as determined by the Administration, except
when they form part of the main and/or reserve radiotelegraph installation.

2. The radiotelephone transmitting facility required by paragraph 1 above shall, if installed


24 months or later after the adoption of this Resolution, be fitted with an automatic device
for generating the radiotelephone alarm signal, so designed as to prevent activation by mistake,
and complying with the requirements of paragraph (e) of Regulation 15 of Chapter IV. The
device shall be capable of being taken out of operation at any time in order to permit the

205
Res. A.335( IX)

immediate transmission of a distress message;in the case of installations fitted prior to the
end of that period, the fitting of automatic devices for generating the radiotelephone alarm
signal shall be as determined by the Administration.

3. Arrangements shall be made to check periodically the proper functioning of the auto-
matic device for generating the radiotelephone alarm signal on frequencies other than the
radiotelephone distress frequency using a suitable artificial aerial. An exception shall be made
for radiotelephone emergency equ ipment having only the distress frequency 2182 kHz, in
which case a suitable artificial aerial shall be employed.
Note: Whilst all reasonable steps shall be taken to maintain the apparatus in an efficient
condition, malfunction of the radiotelephone transmitting facilities required by this
Resolution shall not be considered as making the ship unseaworthy or as a reason for
delaying the ship in ports where repair facilities are not readily available.

ANNEX IV

RECOMMENDATION ON MINIMUM NORMAL RANGE OF RADIOTELEPHONE TRANSMITTERS

(relevant to Regulation 15(c), Chapter IV of the International


Convention for the Safety of Life at Sea, 1960)

1. In the case of cargo ships of 300 tons gross tonnage and upwards but less than 1,600 tor
gross tonnage the transmitter shall have a minimum normal range of 150 miles, i.e. it shall be
capable of transmitting clearly perceptible signals from ship to ship by day and under normal
conditions and circumstances over this range*. (Clearly perceptible signals will normally be
received if the RMS value of the field strength produced at the receiver by an unmodulated
carrier is at least 25 microvolts per metre for A3 and A3H emissions.)

2. In the case of existing installations using the class of emission A3 on cargo ships of
300 tons gross tonnage and upwards but less than 500 tons gross tonnage, the transm itter
shall have a minimum normal range of at least 75 miles.

* In the absence of field strength measurements, it may be assumed that this range will be obtained by a
power in the aerial of 15 watts (unmodulated carrier) with an aerial efficiency of 27 per cent for A~
emissions or 60 watts peak envelope power for A3H emissions when 100 per cent modulated by a single
sinusoidal oscillation.

206
Res. A.336(IX)

RESOLUTION A.336(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON THE CARRIAGE OF


VHF RADIOTELEPHONE STATIONS

THE ASSEMBLY,

RECOGNIZING the need to improve safety of life at sea,

NOTI NG Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

BEARING IN MIND the need to strengthen and/or improve the effectiveness of certain
provisions of Chapter IV of the International Convention for the Safety of Life at Sea, 1960,

HAVING CONSIDERED the Report of the Maritime Safety Committee on its thirty-
second session concerning amendments to the provisions of the International Convention for
the Safety of Life at Sea, 1960, as well as the Report of the Committee on its thirty-third
session,

ADOPTS the Recommendation regarding the carriage of VHF radiotelephone stations,


appearing at Annex hereto;

RECOMMENDS that all Member Governments put into effect as soon as practicable the
provisions of this Recommendation,

I NVITES governments to propose, at an appropriate time, relevant amendments to the


appropriate Regulations of Chapter IV of the International Convention for the Safety of Life
at Sea, 1974.

ANNEX

RECOMMENDATION ON THE CARRIAGE OF


VHF RADIOTELEPHONE STATIONS

1. Passengerships irrespective of size and cargo ships of 300 tons gross tonnage and upwards
shall be fitted with a VHF radiotelephone station.

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

207
Res. A.337(IX)

RESOLUTION A.331(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON PRINCIPLES AND OPERATIONAL GUIDANCE


FOR DECK OFFICERS IN CHARGE OF A
WATCH IN PORT

THE ASSEMBLY,

NOTI NG Article 16( i) of the IMCO Convention concerning the functions of the
Assembly,

RECALLI NG Resolution A.285(VIII) concerning basic principles and operational


guidance relating to navigational watchkeeping,

HA VI NG CONSIDERED the Report of the Maritime Safety Committee on its thirty-


second session,

ADOPTS the Recommendation on Principles and Operational Guidance for Deck Officers
in Charge of a Watch in Port contained in the Annex to this Resolution,

RECOMMENDS that Member Governments implement as soon as practicable the


measures contained in this Recommendation.

ANNEX

RECOMMENDATION ON PRINCIPLES AND OPERATIONAL GUIDANCE


FOR DECK OFFICERS IN CHARGE OF A
WATCH IN PORT

I. Introduction

1. This Recommendation applies to a ship safely moored alongside or safely at anchor under
normal circumstances in port. For ships at an exposed anchorage reference should be made to
the additional precautions contained in the Recommendation on Basic Principles and Opera-
tional Guidance Relating to Navigational Watchkeeping. Special requ irements may be necessary
for special types of ships and/or cargo.

2. The following principles and operational guidance should be taken into account by ship-
owners, masters and watchkeeping officers.

II. Watch and its Arrangements

3. Arrangements for keeping a watch when the ship is in port should be:
(a) to ensure the safety of life, ship, cargo and port;

208
Res. A.337(IX)

(b) to observe international, national and local rules;

(c) to maintain order and the normal routine of the ship.

4. The ship's master decides the number of men who will make up the watch and the dura-
tion of the watch, depending on the conditions of mooring, the type of the ship and character
of duties.

5. There should always be a qualified deck officer in charge of the watch except in vessels
under 500 gross register tons not carrying dangerous cargo where the master may appoint
whoever has appropriate qualifications to keep the watch in port.

6. The arrangements of the necessary equipment should be such as to provide the most
efficient performance of the duties by every watch keeper.

III. Taking Over the Watch

7. The officer of the watch shou Id not hand over the watch to the relieving officer if he
has any reason to believe that the latter is apparently under any disability which would
preclude him from carrying out his duties effectively. If in doubt, the officer of the watch
should inform the master accordingly.

8. The relieving officer should be informed by the officer being relieved on:
(a) the depth of water at the berth, ship's draught, the level and time of high and low
waters; fastening of the moorings, arrangements of the anchor(s) and the slip of the
chain, and other features of mooring important for the safety of the ship; state of
main engines and availability for emergency use;

(b) all work to be performed on board ship; the nature, amount and disposition of
cargo loaded oTremaining or any residues after unloading on board ship;
(c) the level of water in bilges and ballast tanks;

(d) the signals and/or lights being exhibited;

(e) the authorized persons on board and the number of crew members required to be
on board;

(f) the state of fire-fighting appl iances;


(g) any special port regulations;
(h) the master's standing and special orders;

(i) the lines of communication that are available between the ship and the dock staff
and/or port authorities in the event of an emergency arising or assistance being
requ ired;

0) other circumstances of importance to the safety of the ship and protection of the
environment from pollution.

9. The relieving officer should satisfy himself that:

(a) fastenings of moorings and/or anchor chain are adequate;


(b) the appropriate signals and/or Iights are properly hoisted and exh ibited;

(c) safety measures and fire protection regulations are being maintained;

(d) he is aware of the nature of any hazardous/dangerous cargo being loaded or


discharged and the appropriate action in the event of any spillage and/or fire;

209
Res. A. 337 (I X)

(e) no external conditions and circumstances imperil the ship and that his own ship
does not imperil others.

10. If, at the moment of handing over the watch, an important operation is being performed
it should be concluded by the officer being relieved, except when ordered otherwise by the
master.

IV. Keeping a Watch

11. The watchkeeping officer should:

(a) make rounds to inspect the ship at appropriate intervals:


(b) pay particu lar attention to:
(i) the condition and fastening of the gangway, anchor chain and/or moorings,
especially at the turn of the tide or in berths with a large rise and fall and, if
necessary, take measures to ensure that they are in a normal working condi-
tion;
(ii) the draught, underkeel clearance and the state of the ship to avoid dangerous
listing and trim during cargo handling and/or ballasting;
(iii) the state of the weather and sea;
(iv) observance of all Regulations concerning safety precautions and fire protec-
tion;
(v) water level in bilges and tanks;
(vi) any other persons on board and their location, especially those in remote or
enclosed spaces;
(vii) the exhibition of any signals and/or lights;

(c) in bad weather, or on receiving a storm-warning, take the necessary measures to


protect the ship, the personnel and the cargo;

(d) take every precaution to prevent pollution of the environment by his own ship;

(e) in an emergency threatening the safety of the ship, raise the alarm, inform the
master, take all possible measures to prevent any damage to the ship and, if
necessary, request assistance from the shore authorities and/or neighbouring ships;

(f) be aware of the state of stability so that in the event of fire the shore fire-fighting
authority may be advised of the quantities of water that can be pumped on board
without endangering the ship;

(g) offer assistance to ships or persons in distress;

(h) take the necessary precautions to prevent accidents or damage when propellers are
to be turned;

(i) enter in a log-book all important events affecting the ship.

210
Res. A.338( I X)

RESOLUTION A.338(1X)

Adopted on 12 November 1975


Agenda item 7(c)

ROUTEING SYSTEMS

THE ASSEMBL V,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the Assembly,

CONSIDERING Resolution A.284(VIII) by which the Assembly adopted general provisions,


traffic separation schemes, deep water routes and areas to be avoided,

RECOGNIZING that the practice of following routeing systems adopted by the Organiza-
tion for international use would contribute considerably to the avoidance of collisions between
ships,

RECOGNIZING ALSO that such practice would consequently reduce the risk of pollution
of the maritime environment and the risk of damage to marine life resulting from collisions or
strandings,

HAVING EXAMINED the Recommendations by the Maritime Safety Committee at its


thirty-first, thirty-second and thirty-third sessions,

ADOPTS the new and amended routeing systems described in the Annex to this Resolution,

INVITES the governments concerned to advise ships to comply with the adopted routeing
measures,

REQUESTS the Secretary-General to advise all concerned of the details of the routes
adopted.

211
Res. A.338( I X)

ANNEX
TRAFFIC SEPARATION SCHEMES

IN THE APPROACHES TO ROSTOCK (as amended)


(Reference chart: Seehydrographischer Dienst der DDR 163)

Description of the traffic separation scheme


The traffic separation scheme in the approaches to Rostock consists of two parts.

Part I:
Western approach
(a) Two separation zones bounded by a line connecting the following geographical positions:
(1) 5420'.5 N., 1157'.5 E. (6) 5417'.7 N., 1200'.1 E.
(2) 5420'.7 N., 1158'.0 E. (7) 5417'.9 N., 1200'.3 E.
(3) 5419'.0 N., 1159':5 E. (8) 5418'.0 N.,' 1200'.5 E.
(4) 5418'.7 N., 1159'2 E. (9) 5414'.6 N., 1203'.6 E.
(5) 5418'.8 N., 1159'.5 E. (10) 5414'.6 N., 1203'.0 E.
A separation line connects positions (5) and (7).

(b) A traffic lane for north-westbound traffic is established between the separation zones and
lines connecting the following geographical positions:
(11) 5414'.6N., 1204'.9E.
(12) 5418' ..1 N., 1202'..0 E.
(13) 5419'.8 N., 1200'.6 E.
(14) 5421 '.2 N., 1159'.5 E.
(c) A traffic lane for south-eastbound traffic is establ ished between the separation zones and
a line connecting the following geographical positions:
(15) 5420'.ON., 1155'.9E.
(16) 5414'.6 N., 1201'.6 E.
(d) The main traffic directions are:
150-330 .

Part 1/:
Eastern approach
(a) A separation zone bounded by a line connecting the following geographical positions:
(17) 5418'.9N., 1201'AE.
(18) 5423'A N., 1207'.0 E.
(19) 5423'.4 N., 1207'.4 E.
(20) 5418'.7 N., 1201'.6 E.
(b) A traffic lane for north-eastbound traffic is established between the separation zone and
a line connecting the following geographical positions:
(21) 5418'.1 N., 1202'.0 E.
(22) 5423'.4 N., 1209'.8 E.
(c) A traffic lane for south-westbound traffic is established between the separation zone and
a line connecting the following geographical positions:
(23) 5423'.4N., 1205'.1 E.
(24) 5419'.8 N., 1200'.6 E.
(d) The main traffic directions are:
37-217.
Note:
In positions (18), (19), (22) and (23), the eastern approach traffic separation scheme is
connected to the traffic separation scheme south of Gedser.

212
Res. A.338 (IX)

SOUTH OF GEDSER (new scheme)


(Reference chart: Danish Chart 186)

Description of the traffic separation scheme

(a) A separation line connects the following geographical positions:


(1) 5431 '.2 N., 12 14' .1 E.
(2) 5427'.6 N., 1212'.4 E.
(3) 5425'.3 N., 1209'.5 E.
(4) 5425'.3 N., 1207'.0 E.
(b) A separation zone, half a mile wide, is centred upon the following geographical positions:
(4) 5425'.3 N., 1207'.0 E.
(5) 5425'.3 N., 1200'.0 E.

(c) A traffic lane for westbound traffic is established between the separation line, the separa-
tion zone and a line connecting the following geographical positions:
(6) 5431 '.6 N., 12 10'.7 E.
(7) 5428'.1 N., 1209'.5 E.
(8) 5427'.1 N., 1205'.2 E.
(9) 5427'.1 N., 1200'.0 E.

(d) A traffic lane for eastbound traffic is established between the separation line, the separa-
tion zone and a line connecting the following geographical positions:
(10) 5430'.8 N., 1217'.6 E.
(11) 5427'.2 N., 1215'.2 E.
(12) 5423'.4 N., 1209'.8 E.
(13) 5423'.4 N., 1205'.1 E.
(14) 5423'.4 N., 1200'.0 E.

Notes:
(i) The northern termination of the traffic separation scheme is connected to the deep water
route north-east of Gedser.
(ii) In positions (12) and (13) the traffic separation scheme is connected to the eastern
approach traffic separation scheme in the approaches to Rostock.

213
Res. A.338( IX)

BETWEEN KORSOER AND SPROGOE (new scheme)


(Reference chart: Danish Chart 143)

Description of the traffic separation scheme


(a) A separation line connects the following geographical positions:
(1) 5522'.1 N., 1102'.6 E.
(2) 55 19'.5 N., 1101 '.8 E.
(b) A traffic lane for northbound traffic is established between the separation line and a line
connecting the following geographical positions:
(3) 5522'.0 N., 1103'.5 E.
(4) 5520'.0 N., 1102'.9 E.
(5) 5519'.4 N., 1103'.4 E.
(c) A traffic lane for southbound traffic is established between the separation line and a line
connecting the following geographical positions:
(6) 5522'.3 N., 1101 '.3 E.
(7) 5521'.1 N., 1101'.5 E.
(8) 5519'.6 N., 1101'.1 E.

Notes :
(i) Cross channel traffic
Immediately south of the traffic separation scheme there is a heavy east and westbound
ferry traffic.
(ii) For ships with a deadweight tonnage of more than 40,000 tons participating in the radio
position reporting system covering the entrances to the Baltic Sea the following will
apply:
Upon receipt of notification of passage,the east and westbound ferries will
endeavour to navigate so that risk of collision, as far as possible, does not arise. If,
nevertheless, risk of collision does arise, the International Regulations for Preventing
Collisions at Sea must always be applied.

214
Res. A.338( I X)

IN THE SOUND (as amended)


(Reference charts: British Admiralty 2115 and 2594)

Description of the traffic separation scheme


(a) A separation line connects the following geographical positions:
(1) 5607'.3N., 1231'.5E
(2) 5603'.3 N., 1239'.2 'E.
(3) 5558'.9 N., 1241'.4 E.
(b) A traffic lane for northbound traffic is established between the separation line and a line
connecting the following geographical positions:
(4) 5608'.0 N., 1232 '.8 E.
(5) 5606'.4 N.., 1234'.9 E.
(6) 5603'.4 N., 1240'.1 E.
(7) 5559'.1 N., 1242'.5 E.
(c) A traffic lane for southbound traffic is established between the separation line and a line
connecting the following geoQraphical positions:
(8) 5606'.6 N., 1230'.3 E.
(9) 5605'.5 N., 1233'.3 E.
(10) 5603'.2 N., 1238'.3 E.
(11) 5601 '.2 N., 1237'.7 E.
In the southern part of this traffic lane the southbound traffic is divided up into two
lanes by a line connecting the following geographical positions:
(12) 5601'.2 N., 1238'.6 E.
(13) 5601 '.7 N., 1238'.9 E.
(14) 5600'.0 N., 1240'.0 E.
(15) 5558'.8 N., 1240'.1 E.

Inshore traffic zones


The areas between the outer boundaries of the traffic separation scheme and the adjacent
coast are designated as inshore traffic zones.

Note:
Cross channel traffic
All precautions, including if necessary a reduction of speed, should be taken in the area
between Helsingborg and Helsingor, which is widely used by local cross channel ferry traffic.

215
Res. A.338( IX)

IN THE APPROACHES TO HOOK OF HOLLAND (as amended)


(Reference charts: British Admiralty 1406 and 122; Netherlands Hydrographic Office 1449,
1349 and 1350)

Description of the traffic separation scheme

The traffic separation scheme in the approaches to Hook of Holland consists of two parts.

Part I:
At the Goeree
(a) A separation zone bounded by a line connecting the following geographical positions:
(1) 5159'.3 N., 346'.7 E.
(2) 5158'.8 N., 346'.9 E.
(3) 5157'.3 N., 339'.1 E.
(4) 5156'.5 N., 334'.5 E.
(5) 5157'.5 N., 334',0 E.
(6) 5158'.3 N., 338'.7 E.
(b) A traffic lane for westbound traffic is established between the separation zone and a
line connecting the following geographical positions:
(7) 5200'.7 N., 346'.0 E.
(8) 5159'.2 N., 333'.3 E.
(c) A traffic lane for eastbound traffic is established between the separation zone and a
line connecting the following geographical positions:
(9) 5154'.6 N., 335'.4 E.
(10) 5155'.8 N., 339'.8 E.
(11) 5157'.3 N., 347'.6 E.

Part II:
North of the entrance to the Rotterdam Waterway
(a) A separation zone 1 mile wide is centred upon the following geographical positions:
(12) 5206'.6 N., 355'.9 E.
(13) 5203'.7 N., 354'.8 E.
(b) A traffic lane for southbound traffic is established between the separation zone in para-
graph (a) above and a line connecting the following geographical positions:
(14) 5207'.2 N., 352'.0 E.
(15) 5204'.3 N., 350'.8 E.
(c) A separation zone 1 mile wide is centred upon the following geographical positions:
(16) 5206'.2 N., 359'.0 E.
(17) 5203'.3 N., 358'.0 E.
(d) A traffic lane for northbound traffic is established between the separation zone in para-
graph (c) above and a line connecting the following geographical positions:
(18) 5205',6 N., 403'.0 E.
(19) 5202',7 N., 402'.0 E.

216
Res. A.338( I X)

Notes:
(i) Precautionary area
A precautionary area is established off the entrance to the Rotterdam Waterway.
The area is bounded by a line connecting the following geographical positions:
(15) 5204'.3 N., 350'.8 E.
(19) 5202'.7 N., 402'.0 E.
(20) North Mole Head Light
(21) South Mole Head Light
thence along the South Mole to the geographical position:
(22) 5157'.7 N., 400'.6 E.
and further connecting the geographical positions (11), (7) and (15).

The focal point of the precautionary area is located at the following geographical position:
(23) 5201'.2 N., 353'.6 E.
This position coincides with the present position of the "Maas Center" buoy.
(ii) CAUTION:
1. Any vessel which is not obliged to adhere to the deep water route should, if
practicable, not enter a circular area of half a mile in diameter around "Maas Center"
buoy.
2. All vessels navigating in the precautionary area should keep the above circular area on
their port side unless the available water depth, the density of traffic, the pilotage or
the weather condition warrants otherwise.

AT WEST HINDER (amendment)

Delete the cautionary note in the description of the traffic separation scheme.

NEWARP/CROSS SAND (cancellation)

This traffic separation scheme is cancelled.

217
Res. A.338( I X)

SARONICOS GULF (in the approaches to Piraeus Harbour) (as amended)


(Reference charts: British Admiralty 1657 and Greek Hydrographic Office 140)

Description of the traffic separation scheme

(a) A separation zone, one-and-a-half miles wide, is centred upon the following geographical
positions:
(1) 3740'.0 N., 2344'.0 E.
(2) 3750'.0 N. 2338'.0 E.
(b) A traffic lane, one mile wide, is established on each side of the separation zone.
(c) The main traffic directions are:
335 -1 55 .

Inshore traffic zone


The area between the coast and the eastern boundary of the traffic separation scheme is
designated as an inshore traffic zone.

Notes:
(i) Ships in the area between the northern boundaries of the scheme and the adjacent coast
of the mainland and Salamis Island should proceed with caution, as heavy traffic especially
of small ships, fishing boats and pleasure craft from all directions may be encountered.
(ii) Large ships bound to Piraeus and Salamis Strait should reduce speed to bare steerage
way before entering the appropriate lane of the scheme.

218
Res. A.338(IX)

IN THE APPROACHES TO RAS TANURA AND JU'AYMAH (as amended)


(Reference charts: British Admiralty 3788 and
United States Naval Oceanographic Office 62415)

Description of the traffic separation scheme


Part I:
Ras Tanura Approach
(a) A separation zone bounded by a line connecting the following geographical positions:
(1) 2706'50" N., 5042'00" E. (4) 2657'30" N., 5014'36" E.
(2) 2706'06" N., 5023'18" E. (5) 2705'16" N., 5023'30" E.
(3) 2658'00" N., 5014'00" E. (6) 2706'08" N., 5042'05" E.
(b) A separation line connects the following geographical positions:
(7) 2657'45" N., 5014'12" E. (8) 2656'12" N., 5012'36" E.
(c) A separation zone bounded by a line connecting the following geographical positions:
(9) 2656'28"N., 50012'18"E. (12) 2651'09"N., 50011'17"E.
(10) 2656'00"N., 50011'51"E. (13) 2655'33"N., 50012'23"E.
(11) 2649'18" N., 5010'26" E. (14) 2655'56" N., 5012'52" E.
(d) A separation line connects the following geographical positions:
(15) 2649'18" N., 5010'26" E. (19) 2643'00" N., 5011'53" E.
(16) 2648'19"N., 50010'15"E. (20) 2641'56"N., 50012'14"E.
(17) 2645'12"N., 50011'09"E. (21) 26Q41'01"N., 50012'08"E.
0
(18) 2644'26"N., 50 11'28"E. (22) 2640'52"N., 50012'06"E.
(e) A traffic lane for traffic bound for Ras Tanura is established between the separation
zones/lines and a line connecting the following geographical positions:
(23) 2707'16" N., 5042'00" E. (27) 2648'02" N., 5009'52" E.
(24) 2706'28" N., 5023'00" E. (28) 2642'02" N., 5011 '42" E.
(25) 2656'21" N., 5011 '29" E. (29) 2640'52" N., 5011 '44" E.
(26) 2649'32" N., 5009'50" E.
(f) A traffic lane for traffic departing from Ras Tanura is establ ished between the separation
zones/lines and a line connecting the following geographical positions:
(30) 2640'52" N., 5012'16" E. (37) 2649'16" N., 5010'42" E.
(31) 2641'00" N., 5012'18" E. (38) 2650'54" N., 5011'36" E.
(32) 2641 '57" N., 50 12'24" E. (39) 2655'07" N., 50 13'02" E.
(33) 2642'25" N., 50 12'22" E. (40) 2655'32" N., 50 13'08" E.
(34) 2643'07" N., 50 12'07" E. (41) 2704'51" N., 5023'52" E.
(35) 2644'17" N., 5011 '42" E. (42) 2705'34" N., 5042'06" E.
(36) 2647'23" N., 5010'57" E.

Part II:
Ju'aymah Approach
(g) A traffic lane, two miles wide, for traffic bound for Ju'aymah is centred upon the following
geographical positions:
(43) 2657'36" N., 5012'48" E. (44) 2659'00" N., 5011'18" E.

Part III:
Ju'aymah Departure
(h) A traffic lane, two miles wide, for traffic departing from Ju'aymah is centred upon the
following geographical positions:
(45) 2701 '24" N., 5009'12" E. (47) 27 11'30" N., 5036'00" E.
(46) 2711 '30" N., 5011 '45" E.

219
Res. A.338(IX)

IN THE APPROACHES TO LOS ANGELES - LONG BEACH


(A continuation of the Santa Barbara Channel scheme)
(new scheme in southern approach)
(Reference charts: United States National Ocean Survey C & GS 5101,5142,5147 and 5148)

Description of the traffic separation scheme

The traffic separation scheme in the approaches to Los Anqeles - Long Beach consists of
two parts .

. Part I:
Western approach
(a) A separation zone, two miles wide, is centred upon the following geographical positions:
(1) 3339'.7 N., 11817'.6 W.
(2) 3339'.7 N., 11827'.3 w.
(3) 3344'.1 N., 11836'.3 W.
(b) A traffic lane, one mile wide, is established on each side of the separation zone.
(c) The main traffic directions are:
090 -270 and
120 -300 .

Part II:
Southern approach
(a) A separation zone, two miles wide, is centred upon the following geographical positions:
(4) 3337'.7 N., 11808'.9 W.
(5) 3319'.7 N., 11803'.4 W.
(b) A traffic lane for southbound traffic is established between the separation zone and a line
connecting the following geographical positions:
(6) 3337'.7 N., 11811'.3W.
(7) 3319'.1 N., 11806'.3 W.
(c) A traffic lane for northbound traffic is established between the separation zone and a line
connecting the following geographical positions:
(8) 3337'.7 N., 11806'.5 W.
(9) 3320'.3 N., 11800'.5 W.
(d) The main traffic directions are:
167 and 345.

Note:
Precautionary area
The Los Angeles - Long Beach precautionary area consists of the water area enclosed by a
line connecting Point Fermin Light at 3342'.3 N., 11817'.6 W. to 3337'.7 N., 11817'.6 W.,
thence to 3337'.7 N., 11805'.4 W., thence to the shoreline at 3341'.7 N., 11802'.8 W.

220
Res. A.338( IX)

DEEP WATER ROUTES

DEEP WATER ROUTE NORTH EAST OF GEDSER (new route)


(Reference chart: Danish Chart 187)

Description of the deep water route

A deep water route with a minimum depth of water below mean sea level of 17 metres is
bounded by a line connecting the following geographical positions:
(1) 5431'.3 N., 1213'.4 c.
(2) 5436'.5 N., 12 15'.9 E.
(3) 5446'.9 N., 1243'.3 E.
(4) 5446'.1 N., 1244'.1 E.
(5) 5435'.4 N., 1217'.0 E.
(6) 5431'.2 N., 1214'.9 E.

Notes:
(i) The deep water route is connected to the northern termination of the traffic separation
scheme south of Gedser.
(ii) Ships, other than ships which, because of their draught, must use the deep water route,
are recommended to use the areas to the north and south of this route, in such a manner
that eastbound ships proceed on the south side of the deep water route and westbound
ships on the north side.

221
Res. A.338( I X)

DEEP WATER ROUTE OFF THE EAST COAST OF LANGELAND (new route)
(Reference charts: Danish Charts 142, 185)

Description of the deep water route

A deep water route with a minimum depth of water below mean sea level of 17 metres is
bounded by a line connecting the following geographical positions:
(1) 5511'.9 N., 1104'.0 E.
(2) 5511'.3 N., 1102'.1 E.
(3) 5508'.9 N., 1059'.1 E.
(4) 5504'.4 N., 1059'.0 E.
(5) 5503'.9 N., 1059'.5 E.
(6) 5502'.4 N., 1059'.6 E.
(7) 5459'.2 N., 1058'.1 E.
(8) 5458'.4 N., 1057'.4 E.
(9) 5456'.6 N., 1052'.6 E.
(10) 5452'.7 N., 1050'.2 E.
(11) 5448'.2 N., 1049'.6 E.
(12) 5444'.3 N., 1046'.4 E.
(13) 5440'.1 N., 1045'.3 E.
(14) 5441'.2 N., 1047' 2 E.
(15) 5444'.1 N., 1047'.3 E.
(16) 5448'.3 N., 1050'.3 E.
(17) 5452'.5 N., 1050'.6 E.
(18) 5456'.3 N., 1053'.8 E.
(19) 5458'.4 N., 1058'.6 E.
(20) 5459'.6 N., 1059'.4 E.
(21) 5401 '.8 N., 1100'.2 E.
(22) 5404'.0 N., 1100'.5 E.
(23) 5504'.8 N., 1059'.8 E.
(24) 5508'.6 N., 1059'.9 E.
(25) 5509'.4 N., 1100'.5 E.
(26) 5510'.4 N., 1102'.7 E.

Note:
Ships with draughts in excess of 13 metres are recommended to use the deep water route
because of navigational difficulties for such ships in following the nationally recommended
track which lies to the east.

222
Res. A.338 (I X)

DEEP WATER ROUTE BETWEEN HATTER REV AND HATTER BARN (new route)
(Reference chart: Danish Chart 103)

Description of the deep water route

A deep water route with a minimum depth of water below mean sea level of 17 metres is
bounded by a line connecting the following geographical positions:
(1) 5556'.2 N., 1059'.1 E.
(2) 5554'.1 N., 1051 '.8 E.
(3) 5553'.4 N., 1048'.3 E.
(4) 5547'.4 N., 1047'.8 E.
(5) 5547'.4 N., 1049'.2 E.
(6) 5553'.2 N., 1049'.6 E.
(7) 5555'.5 N., 1058'.8 E.

Note:
Ships which are not obliged by reason of their draught to use the deep water route, should
follow the nationally recommended track which lies to the eastward and where there is a
minimum depth of water below mean sea level of 11.4 metres.

223
Res. A.338( I X)

DEEP WATER ROUTE FROM NORTH HINDER TO TW/1 AND TW/A LlGHTBUOY5
VIA DRI LlGHTBUOY (additional route)
(Reference charts: British Admiralty 2182a, 1503, 1405, 1408, 1406 and
Netherlands Hydrographic Office 1014, 1035, 1037 and
German Hydrographic Office 50. 53)

Description of the Deep Water Route


The deep water route is bounded by a line connecting the following geographical positions:

(1) 5404'.8 N., 442'.7 E.


(2) 5358'.3 N., 320'.8 E.
(3) 5344'.4 N., 301'.4 E.
(4) 5304'.8 N., 236'.0 E.
(5) 5218'.2 N., 236'.0 E.
(6) 5151 '.9 N., 233'.3 E.
(7) 5153'.3N., 241'.6E.
(8) 5218'.2 N., 244'.0 E.
(9) 5304'.0 N., 244'.0 E.
(10) 5341'.6 N., 308'.6 E.
(11) 5353'.7 N., 325'.2 E.
(12) 5400'.0 N., 446'.0 E.
The subject route joins the "Deep Water Route from North Hinder to Lightbuoys TW/1
and TW/ A via S2 Lightbuoy" in geographical positions (1) and (12).

Note:

Least water depths


The area bounded by a line connecting the geographical positions (1), (2), (3), (4), (5), (6),
(7), (8), (9), (10), (11) and (12) above was closely surveyed in 1973. The least water depth
found in this area was 28 metres at LWS except for one wreck in geographical position:
(13) 5317'15" N., 0249'00" E.
The least water depth over that wreck found by wire-sweeping was 25.2 metres at LWS.
See also the note pertaining to the "Deep Water Route from North Hinder to Light-
buoys TW/1 and TW/A via S2 Lightbuoy".

DEEP WATER ROUTE FROM LlGHTBUOY5 TW/1 AND TW/A TO NORTH HINDER

The title is amended to read:


"DEEP WATER ROUTE FROM NORTH HINDER TO LlGHTBUOY5 TW/1
AND TW/ A VIA 52 LlGHTBUOY"

224
Res. A.338(IX)

DEEP WATER ROUTE LEADING TO EUROPOORT (as amended)


(Reference charts: British Admiralty 1406 and 122 and
Netherlands Hydrographic Office 1449, 1349, 1350 and 1540)

Description of the deep water route

The deep water route is bounded by a line connecting the following geographical positions:
(1) 5200'.0 N., 327'.9 E.
(2) 5202'.1 N., 353'.6 E.
(3) 5201 '.3 N., 356'.4 E.
(4) 5201 '.1 N., 355'.3 E.
(5) 5201 '.3 N., 351 '.8 E.
(6) 5159'.4 N., 328'.0 E.
The directions of the route are:
082Y2-262Y2 and
112-292.

Notes:
( j) Least water depth
1. In the western approaches to the deep water route an overall least water depth is
established at 23.50 metres at mean LLWS.
2. Between longitudes 327'.9 E. and 344'.9 E. the least water depths in the deep water
route are as follows:
(a) 23.50 metres at mean LLWS in a mid-channel zone of 600 metres wide centred
upon the axis of the route;
(b) 22.50 metres at mean LLWS in the two peripherical zones of 300 metres wide
which border the mid-channel zone at each side.
3. Between longitudes 344'.9 E. and 353'.6 E. the least water depths in the deep water
route are as follows:
(a) 23.00 metres at mean LLWS in a mid-channel zone of 600 metres wide centred
upon the axis of the route;
(b) 22.50 metres at mean LLWS in the two peripherical zones of 300 metres wide
which border the mid-channel zone at each side.
4. East of longitude 353'.6 E. the least water depth in the deep water route is
22.50 metres at mean LLWS.
5. The above depths are checked and maintained by frequent surveys and dredging.
(ii) Electronic navigational aids
1. The Decca Navigator Chain (Holland Chain) enables masters of deep draught vessels
equipped with a Decca receiver to be informed continuously and highly accurately
about the ships' deviation from and progress along the axes of the route. For optimum
use of this aid in the mid-channel zone and in the eastern part of the deep water route
a special indicator is brought on board by the pilot.
2. Especially the deep draught vesselswhich, because of their draughts, are confined to
the mid-channel zone, are strongly advised to make use of the above equ ipment.

225
Res. A.339( IX)

RESOLUTION A.339(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON NAVIGATION THROUGH THE


ENTRANCES TO THE BALTIC SEA

THE ASSEMBLY,

BEl NG AWARE of the close relationship between safety of navigation and the prevention
of pollution from ships,

BEING ALSO AWARE of the urgent need to protect the vulnerable Baltic Sea Area which
has been designated a special area against pollution,

NOTING that, due to the risk of grounding or collision and the strong sea current, the
'navigation of large ships through the entrances to the Baltic Sea constitutes a potential danger
of pollution of the entrances and of the entire Baltic Sea Area,

NOTI NG ALSO that at several places this passagewill be difficult to navigate,

TAKING NOTE of

- Resolution 5 on Intentional Pollution of the Sea and Accidental Spillages adopted by


the International Conference on Marin~ Pollution, London 1973;
- Resolution A.159( ES.IV) - Recommendation on Pilotage; and
- Resolution A.156(ES.IV) - Recommendation on the Carriage of Electronic Position-
Fixing Equipment,

RECOMMENDS:
(a) that ships over 40,000 tons deadweight when passing through the entrances to the
Baltic Sea, in view of the fact that 17 metres is the maximum obtainable depth
without dredging in the area north-east of Gedser and that the charted depths, even
under normal conditions, may be decreased by as much as 2 metres due to unknown
and moving obstructions, should:
(i) not pass the area unless they have a draught with which it is safe to navigate
through the area, taking into account the possibility of depths being as much
as 2 metres less than charted as mentioned above and additionally taking into
account the possible changes in the indicated depth of water due to meteoro-
logical or other effects,
(ii) participate in the radio position reporting system operated by the Government
of Denmark,
(iii) in certain areas in Store Baelt (Hatter Rev, Vengeancegrund and in the narrow
route east of Langeland), when constrained by their draught, show the signal
prescribed in Rule 28 in the International Regulations for Preventing Colli-
sions at Sea, 1972;

(b) that ships with a draught of 13 metres or more should furthermore:


(i) be equ ipped with a VH F radiotelephone installation, fitted with appropriate
frequencies,

226
Res. A.339( I X)

(ii) have on board suitable electronic fixing equipment to make use of hyperbolic
systems which will provide sufficient fixing accuracy for navigating in this
area,

(Hi) use for the passagethe pilotage services locally established by the coastal States,

(iv) be aware that anchoring may be necessary owing to the weather and sea condi-
tions in relation to the size and draught of the ship and to the sea level, and
in this respect take special account of the information available from the pilot
and from radio navigation information services in the area;

(c) that a routeing system be established so that the ships referred to and complying
with the recommendations contained in paragraphs (a) and (b) above can safely navi-
gate into the Baltic.

227
Res. A. 340( I X)

RESOLUTION A.340(lX)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON ESTABLISHMENT OF FAIRWAYS


THROUGH OFF-SHORE EXPLORATION AREAS

THE ASSEMBL V,

NOTI NG Article 16(i) of the IMCO Convention concerning the functions of the
AssembIy,

RECALL! NG Resolution A.179(VI) by which it adopted the Recommendation on


Establishment of Fairways through Off-Shore Exploration Areas,

RECOGNI ZI NG the need for ensuring unencumbered exploitation of sea-bed resources


as well as safety at sea,

HAVING CONSIDERED the difficulties which would result from the congestion of
navigable waters by off-shore platforms or other similar structures,

HA VI NG ALSO CONSI DE RED the Recommendation adopted by the Maritime Safety


Committee at its thirty-third session,

RECOMMENDS that governments:


(i) ensure that the exploitation of sea-bed resources does not seriously obstruct sea
approaches and shipping routes;
(ii) study the pattern of shipping traffic through off-shore resource exploration areas
at an early stage, so as to be able to assesspotential interference with marine traffic
passing close to or through such areas at all stages of exploitation;
(iii) where proliferation of oil installations or changes of traffic pattern warrants it,
consider the establishment and charting of shipping safety fairways through explora-
tion areas, the positioning of oil rigs, platforms or other similar structures within
such fairways being avoided;
(iv) ensure, as far as practicable, that the oil rigs, platforms and other similar structures
are not established within routeing schemes adopted by the Organization or near
their terminals and that when considering safety fairways the principles adopted by
IMCO with respect to routeing should as far as possible be applied;
(v) when the temporary positioning of an exploration rig or similar structure in
adopted traffic separation schemes cannot be avoided, ensure that such traffic
separation schemes are amended, if necessary, in accordance with the guidelines
appearing in the Appendix to this Resolution. Details of such temporary amend-
ments should be forwarded to the Organization and to appropriate hydrographic
offices at least two mon .hs before the exploration rig is positioned within an
adopted traffic separation scheme so as to allow ample time for informing shipping;

(vi) when the establishment of permanen1 installations within existing traffic separatIon
schemes cannot be avoided, ensure that the Organization is consulted so that
permanent amendments to the scheme may be adopted,

RESOLVES that this Resolution shall replace Resolution A.179(VI).

228
Res. A.341(IX)

RESOLUTION A.341(1X)

Adopted on 12 November 1975


Agenda item 7(e)

RECOMMENDATION ON DISSEMINATION OF INFORMATION,


CHARTING AND MANNING OF DRILLING RIGS,
PRODUCTION PLATFORMS AND OTHER SIMILAR STRUCTURES

THE ASSEMBL V,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

RECALL! NG Resolution A.180(VI) by which it adopted the Recommendation on Dissemi-


nation of Information, Charting and Manning of Drilling Rigs and Production Platforms.

RECOGNIZI NG the value of accurate and prompt information concerning the existence
and location of drilling rigs, production platforms and other similar structures,

HAVING IN MIND the safety of such installations and their crews,

HAVING CONSIDERED the Recommendation adopted by the Maritime Safety


Committee at its thirty-second session,

ADOPTS the Recommendation on Dissemination of Information, Charting and Manning


of Drilling Rigs, Production Platforms and other similar Structures, the text of which appears
in the Annex to this Resolution,

I NVITES all governments concerned to take steps to implement the Recommendation,

RESOLVES that this Resolution shall replace Resolution A.180(VI).

ANNEX

RECOMMENDATION ON DISSEMINATION OF INFORMATION,


CHARTING AND MANNING OF DRILLING RIGS,
PRODUCTION PLATFORMS AND OTHER SIMILAR STRUCTURES

Dissemination and charting

The State licensing the search for, and any subsequent exploitation of, any natural
resources on or under the sea-bed should be responsible for the dissemination of information
essential for the safety of navigation or any other activity on or beneath the surface within
the area for which it has powers of development.

This dissemination of information should take the form of radio-warnings and Notices
to Mariners (preliminary, permanent and temporary) to cover all stages of activity, initial
search and investigation, trial drilling, and subsequent exploitation. The information so dealt
with should take into account:

(i) the area, period and nature of the initial search;

231
Res. A.341(IX)

(ii) the position of a subsequent drilling, any warning or navigational marking and
period of operation;

(iii) the state in which the sea-bed is left, the nature of any obstructions remaining after
test drilling and any navigational marking;

(iv) the nature and duration of any works connected with the erection of permanent
production platforms, and any associated works such as laying of pipelines.

Any features of a sufficiently permanent nature such as permanent platforms or similar


structures, bottom obstructions, pipelines, navigational marks and prohibited areas should
be shown on all appropriate navigational charts; when such features exist in such density or
are of a sufficiently mobile nature as to preclude efficient charting, then the areas concerned,
together with any associated navigational aids and fairways and appropriate warning notes
should be charted in lieu.

Associated publications such as Sailing Directions and Notices to Mariners should carry
full details of any related regulations which affect navigation or other maritime activity.

The authority responsible for Iicensing any of the above activities shou Id take all steps
necessary, either directly or via the development and research agencies, to ensure that all
information concerning the said activities is conveyed to the hydrographic authority concerned
in complete detail at the earliest possible moment at all stages.

In caseswhere the licensing State has no facility, or inadequate facility, for charting or
disseminating information as described above, it should take all appropriate steps to convey,
either directly or via the development and research agencies, all necessary information to the
hydrographic authority/authorities which normally carry primary charting and associated
responsib iIity for the area concerned.

Manning

On board manned platforms or similar structures there is, in principle, a need for a
nucleus of crew responsible for tasks related to any necessary seamanship, and usual duties
related to safety. In view, however, of the diversity of types of platforms and similar struc-
tures, and in the absence so far of any standards established or experience in this matter, the
details of manning and organization, for the time being, should be left to the discretion of
Administrations.

232
Res. A.342( IX)

RESOLUTION A.342(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON PERFORMANCE STANDARDS FOR


AUTOMATIC PILOTS

THE ASSEMBLY,

NOTI NG Article 16( i) of the IMCO Convention concerning the functions of the
Assembly,

HA VI NG CONS IDER ED the Report of the Maritime Safety Committee on its thirty-
second session,

RESOLVES:

(a) to adopt the Recommendation on Performance Standards for Automatic Pilots, the
text of which is set out in the Annex to this Resolution;

(b) to recommend Member Governments to ensure that automatic pilots conform to


performance standards not inferior to those specified in the Recommendation.

ANNEX

RECOMMENDATION ON PERFORMANCE STANDARDS FOR


AUTOMATIC PILOTS

Automatic pilot equipment aboard a seagoing vessel should comply with the following
minimum operational requirements in addition to the general requirements contained in
Assembly Resolution A.281(VIII).

1. General

1.1 Within limits related to a vessel's manoeuvrability the automatic pilot, in conjunction with
its source of heading information, should enable a vessel to keep a preset course with
minimum operation of the vessel's steering gear.

1.2 The automatic pilot equipment should be capable of adapting to different steering
characteristics of the vessel under various weather and loading conditions, and provide
reliable operation under prevailing environmental and normal operational conditions.

2. Changing over from automatic to manual steering and vice versa

2.1 Changing over from automatic to manual steering and vice versa should be possible at
any rudder position and be effected by one, or at the most two manual controls,
within a time lag of 3 seconds.

2.2 Changing over from automatic to manual steering should be possible under any condi-
tions,including any failure in the automatic control system.

233
Res. A. 342( I X)

2.3 When changing over from manual to automatic steering, the automatic pilot should be
capable of bringing the vessel to the preset course.

2.4 Change-over controls should be located close to each other in the immediate vicinity of
the main steering position.

2.5 Adequate indication should be provided to show which method of steering is in operation
at a particular moment.

3. Alarm signalling facilities

3.1 A course monitor should be provided which actuates an adequate "off course" audible
alarm signal after a course deviation of a preset amount.

3.2 The information required to actuate the course monitor should be provided fmm an
independent source.

3.3 Alarm signals, both audible and visual, should be provided in order to indicate failure
or a reduction in the power supply to the automatic pilot or course monitor, which
would affect the safe operation of the equipment.

3.4 The alarm signalling facilities should be fitted near the steering position.

4. Controls

4.1 The number of operational controls should be minimized as far as possible and they
should be designed to preclude inadvertent operation.

4.2 Unless features for automatic adjustments are incorporated in the installation, the auto-
matic pilot should be provided with adequate controls for operational use to adjust
effects due to weather and the ship's steering performance.

4.3 The automatic pilot should be designed in such a way as to ensure altering course to
starboard by turning the course setting control clockwise. Normal alterations of course
should be possible by one adjustment only of the course setting control.

4.4 Except for the course setting control, the actuation of any other control should not
significantly affect the course of the vessel.

4.5 Additional controls at remote positions should comply with the provisions of this
Recommendation.

5. Rudder angle limitation

Means should be incorporated in the equipment to enable rudder angle limitation in the
automatic mode of operation. Means should also be available to indicate when the angle
of limitation has been reached.

6. Permitted yaw

Means should be incorporated to prevent unnecessary activation of the rudder due to


normal yaw motion.

234
Res. A.343(IX)

RESOLUTION A.3430X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON METHODS OF MEASURING NOISE LEVELS


AT LISTENING POSTS

THE ASSEMBL V,

NOTI NG Article 16(j) of the IMCO Convention concerning the functions of the
Assembly,

CONSIDERING the need to restrict the noise levels at listening posts in vessels in order
to ensure an adequate probability of hearing a whistle at the audibility range given in the
table of paragraph 1(c) of Annex III to the International Regulations for Preventing Collisions
at Sea, 1972,

HAVING EXAMINED the Recommendation on Methods of Measuring Noise Levels at


Listening Posts adopted by the Maritime Safety Committee at its thirty-second session,

RECOMMENDS that the method for measuring the noise levels at listening posts should
be as follows:

(a) a precision sound level meter according to IEC - Publication No. 179 shou Id be
used in conjunction with an octave-band filter according to IEC - Publ ica-
tion No. 225. The microphone should be equipped with a windscreen of known
transmission characteristics and an extension cable. At the beginning and the end of
each series of measurements the calibration of the sound level meter should be
checked with a standard sound source (e.g. a pistonphone) according to the manu-
facturer's instructions;

(b) all readings shou Id be taken with the dynamic characteristic "slow". The average of
the maximum values observed during a period of ten seconds when the vessel is
making way at % speed will be regarded as the prevailing noise level. On bridge
wings the measurements should be made on the lee-side;

(c) the microphone should if possible be so placed that, during the measurements, it
is separated by a distance of at least 1.5 m from any substantial reflecting or
obstructing surface;

(d) an average value should be determined in the area of the usual listening position
from measurements made in at least three different microphone positions separated
by at least 0.5 m from one another and approximately at the average height of
ear of normal listeners;

(e) as far as is practicable, measurements should be made in conditions of wind speed


between 5 knots and 10 knots:
(j) with the wind ahead,
(ii) with the wind astern, and
(iii) with the apparent wind successively on both beams and the listening position
on the corresponding lee-side of the vessel;

235
Res. A.343( I X)

(f) whether or not these recommended conditions can be achieved, the prevail ing wind
speed and direction and the course of the vessel should be recorded;

(g) furthermore, a record should be kept of the state of the sea and of the condition
of loading of the vessel,

FURTHER RECOMMENDS that Administrations should institute programmes of measure-


ment in accordance with the above, within the limits of their capabilities, in order that evidence
may be collected on the noise levels currently experienced at listening posts, both on existing
vessels and on new vesselswhen brought into service. Administrations are invited to submit
the results of such measurements to the Organization for consideration by the appropriate
sub-committee(s) ,

ADOPTS provisional guidelines on maximum acceptable noise levels at listening posts,


the text of which appears in the Appendix to this Recommendation.

APPENDIX

PROVISIONAL GUIDELINES ON MAXIMUM ACCEPTABLE NOISE LEVELS


AT LISTENING POSTS

1. It is desirable that the background noise levels at listening posts should not on average
exceed the noise level defined by octave-band levels as follows:
(a) 68 dB in the band centred on 250 Hz;

(b) 63 dB in the band centred on 500 Hz.

2. Ship designers and builders should be encouraged to meet this requirement in new vessels.
Measurements should be made when possible in accordance with the method recommended
above, in order to check resuIts.

3. So far as existing vesselsare concerned, it is recognized that problems of a ship construc-


tion nature may make it difficult, if not impossible, to meet the requirement. These vessels
should therefore comply as far as is feasible.

4. On the basis of information received from Administrations concerning noise levels


measured on existing vessels, IMCO will give further consideration to the possibility of making
a Recommendation on maximum permissible noise levels at listening posts.

236
Res. A.344( IX)

RESOLUTION A.344(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON SEARCH AND RESCUE SIGNALS


BETWEEN AI RCRAFT AND SHIPS

THE ASSEMBLY,

NOTING Article 16(i) of the IMCO Convention concerning the functions of the
Assembly,

NOTING FURTHER the amendment to Annex 12 to the Convention on International


Civil Aviation concerning search and rescue signals between aircraft and ships,

RECOGNIZING that this amendment necessitates corresponding amendments to Regula-


tion 16(d), Chapter V of the International Convention for the Safety of Life at Sea, 1960,

HAVING CONSIDERED the Report of the Maritime Safety Committee on its thirty-
second session concerning amendments to the provisions of the International Convention for
the Safety of Life at Sea, 1960, as well as the Report of the Committee on its thirty-third
session,

DRAWS ATTENTION to the amendment to Annex 12 to the Convention on International


Civil Aviation as listed in the Appendix hereto,

I NVITES all governments:

(a) to bring to the attention of all concerned the new signals used by aircraft engaged
on search and rescue operations to direct ships towards an aircraft, ship or person
in distress;

(b) to propose at an appropriate time a relevant amendment to Chapter V of the Inter-


national Convention for the Safety of Life at Sea, 1974.

APPENDIX

SIGNALS USED BY AIRCRAFT ENGAGED ON SEARCH AND


RESCUE OPERATIONS TO DI RECT SHIPS TOWARDS
AN AIRCRAFT, SHIP OR PERSON IN DISTRESS

1. Signals with surface craft

1.1 The following manoeuvres performed in sequence by an aircraft mean that the aircraft
wishes to direct a surface craft towards an aircraft or a surface craft in distress:

(a) circling the surface craft at least once;

237
Res. A.344(IX)

(b) crossing the projected course of the surface craft close ahead at low altitude and:

(i) rocking the wings; or


(ii) opening and closing the throttle; or
(iii) changing the propeller pitch;
Note: Due to high noise level on board surface craft, the sound signals in (ii) and (iii)
may be less effective than the visual signal in (i) and are regarded as alternative
means of attracting attention.

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

Repetition of such manoeuvres has the same meaning.

1.2 The following manoeuvre by an aircraft means that the assistance of the surface craft to
which the signal is directed is no longer required:
crossing the wake of the surface craft close astern at a low altitude and:

(i) rocking the wings; or


(ii) opening and closing the throttle; or

(iii) changing the propeller pitch.

Note: See Note following 1.1(b).

238
Res. A.345( IX)

RESOLUTION A.345(1X)

Adopted on 12 November 1975


Agenda item 7(c)

RECOMMENDATION ON MARKING AND LABELLING OF DANGEROUS GOODS

THE ASSEMBL V,

RECOGNIZING the need to improve safey of life at sea,

NOTI NG Article 16(i) of the IMCO Convention concerning the functions of the Assembly,

RECALLING its Resolution A.299(VIII) which urged States, Members of the Organiza-
tion, to accord full support to and co-operation in the fostering and adoption of a single
internationally approved system for identifying, classifying and labelling dangerous or hazardous
cargo which would be applicable to all modes of transport,

RECALLING ALSO Resolution A.81(IV), A.120(V) and A.230(VII) by which it approved


the International Maritime Dangerous Goods Code and recommended its adoption so as to obtain
harmonization of national regulations and facilitate the international traffic of such goods,

RECOGNIZING FURTHER the need to clarify the provisions of the International Conven-
tion for the Safety of Life at Sea regarding "Marking and Labelling",

HAVING CONSIDERED the Reports of the Maritime Safety Committee on its thirty-
second and thirty-third sessions,

RESOLVES:
(a) to adopt the text of the Recommendation on Marking and Labelling of Dangerous
Goods annexed to this Resolution, and
(b) to recommend its implementation to all governments,

INVITES governments to propose in due course an appropriate amendment to Regula-


tion 4 of Chapter VII of the International Convention for the Safety of Life at Sea, 1974.

ANNEX

RECOMMENDATION ON MARKING AND LABELLING OF DANGEROUS GOODS

Each package containing dangerous goods shall be durably marked with the correct
technical name of the contents (trade names alone shall not be used) and identified with a
distinctive label or stencil of the label so as to make clear the dangerous properties of the
goods. Each package shall be provided with such a label or stencil of a label, except packages
containing dangerous goods packed in limited quantities or of a low degree of danger as deter-
mined by the Organization and specified in the International Maritime Dangerous Goods Code
(IMDG Code).
Note: The method of marking the label and correct technical name on packages containing
dangerous substances should be such that this information will still be identifiable on
packages surviving at least three months' immersion in the sea. In considering suitable
marking methods account should be taken of the durability of the materials used and
of the surface of the package. (Paragraph 7.2.2 of Section 7 - Identification and Marking
of the General Introduction to the IMDG Code).

239
Res. A.346( I X)

RESOLUTION A.346(1X)

Adopted on 12 November 1975


Agenda item 8

APPROVAL OF THE REPORTS OF THE


MARINE ENVIRONMENT PROTECTION COMMITTEE

THE ASSEMBLY,

R ECALLI NG Resolution A.297(VIII) by which it established the Marine Environment


Protection Committee as a permanent subsidiary body of the Assembly pursuant to
Article 16(c) of the I MCO Convention,

RECALLING FURTHER its Resolution A.296(VIII) accepting the functions assigned to


the Organization by the International Convention for the Prevention of Pollution from Ships,
1973 and the Protocol Relating to Intervention on the High Seas in Cases of Marine Pollution
by Substances other than Oil, 1973, and designated the Marine Environment Protection
Committee as the appropriate body to carry out those functions,

HAVING CONSIDERED the Reports of the Marine Environment Protection Committee


on its first, second, third and fourth sessions and the comments made by Council on those
Reports,

EXPR ESSES its appreciation of the work of the Marine Environment Protection
Committee,

APPROVES the Reports of the Marine Environment Protection Committee.

240
Res. A.347(IX)

RESOLUTION A.347(1X)

Adopted on 12 November 1975


Agenda item 8

ENTRY INTO FORCE OF THE 1969 AMENDMENTS TO THE


INTERNATIONAL CONVENTION FOR THE PREVENTION OF
POLLUTION OF THE SEA BY OIL, 1954 AND OF THE
INTERNATIONAL CONVENTION FOR THE PREVENTION OF
POLLUTION FROM SHIPS, 1973

THE ASSEMBLY,

RECALLI NG that by Resolution A.237(VII) it decided that the International Conference


on Marine Pollution, 1973 should have as its main objectives the achievement, by 1975 if
possible but certainly by the end of the decade, of the complete elimination of the wilful and
intentional pollution of the seasby oil and noxious substances other than oil, and the mini-
mization of accidental spills,

RECALLING ALSO that the International Conference on Marine Pollution, 1973 consid-
ered the implementation of the 1969 Amend ments to the International Convention for the
Prevention of Pollution of the Sea by Oil, 1954, to be a major step towards the complete
elimination of oil pollution and, by Resolution 1, urged governments which had not yet
accepted the 1969 Amendments to do so as a matter of urgency without awaiting the entry
into force of the International Convention for the Prevention of Pollution from Ships, 1973,

RECALLING FURTHER that that Conference by Resolution 2 urged States, inter alia
to become Parties to the 1973 Convention as soon as possible,

NOTI NG that under the provisions of the 1954 Convention (as amended in 1962) which
is currently in force, ships are not prohibited from freely discharging oil within large areas of
the sea, without any limitation at all,

NOTING FURTHER that nothing in the 1969 Amendments is incompatible with the
provisions of the International Convention for the Prevention of Pollution from Ships, 1973,
inasmuch as all the provisions of the 1969 Amend ments have been incorporated in the 1973
Convention,

RECOGNIZING that there are no major technical obstacles to the operation of ships in
accordance with the provisions of the 1969 Amendments, and that some governments have
implemented them in respect of ships of their own flags,

BEING INFORMED that while the 1969 Amendments have so far been accepted by
twenty-five Contracting Governments, a further eleven acceptances are required to bring them
into force,

U R G ES:
(a) governments which have not yet accepted the 1969 Amendments to the International
Convention for the Prevention of Pollution of the Sea by Oil, 1954, to do so without
delay, in order to minimize as soon as possible pollution of the seas by oil, whilst
awaiting the entry into force of the wider-ranging International Convention for the
Prevention of Pollution from Ships, 1973, and
(b) States to become Parties to the 1973 Convention as soon as possible.

241
Res. A.348( I X)

RESOLUTION A.348(1X)

Adopted on 12 November 1975


Agenda item 8

PROVISION OF RECEPTION FACILITIES FOR OIL RESIDUES AND WASTES


UNDER THE INTERNATIONAL CONVENTION FOR THE PREVENTION
OF POLLUTION FROM SHIPS, 1973

THE ASSEMBL V,

NOTI NG the provisions of Annex I to the International Convention for the Prevention
of Pollution from Ships, 1973 regarding reception facilities for oil residues and wastes in
ports and loading terminals,

NOTING IN PARTICULAR Regulations 10 and 12 of that Annex under which Govern-


ments Parties to the Convention undertake to provide the prescribed reception facilities in
ports and loading terminals within specified time limits that is to say, in the "special areas" of
the Mediterranean Sea, the Baltic Sea and the Black Sea, not later than 1 January 1977; in the
special areas of the Red Sea and the Gulfs area, as soon as possible; and in all other areas not
later than one year from the date of entry into force of the Convention or by 1 January 1977,
whichever occurs later,

RECOGNIZING the possibility that the Convention may not enter into force before
1 January 1977,

BEll EVI NG nevertheless that the provision of the prescribed reception facilities in ports
and loading terminals, especially those in the Mediterranean Sea, Baltic Sea and Black Sea
"special areas", by 1 January 1977 as stipulated in the Convention, is essential for the full
and speedy achievement of the objectives of the Convention,

CONSIDERING that the International Conference on Marine Pollution, 1973, in adopting


the texts of Regulations 10 and 12 of Annex I to the Convention, accepted 1 January 1977
as an appropriate and feasible date for implementing the provisions on reception facilities and
accordingly governments represented at the Conference agreed to take measures to meet that
target date,

URGES governments to take, as soon as possible, all necessary measures within the spirit
of the Convention, to ensure at oil loading terminals, repair ports, and at other ports in which
ships have oil residues to discharge, the provision of facilities for the reception of such residues
and oily mixtures as remain from oil tankers and other ships adequate to meet the needs of
the ships using them without causing undue delay to ships and in the case of the
Mediterranean Sea, Baltic Sea and Black Sea "special areas", not later than 1 January 1977 as
stipulated in Regulation 10 of Annex I to the Convention,

I NVITES the Marine Environment Protection Committee, the Secretary-General, govern-


ments and interested organizations to provide all necessary advice and assistance to governments
which require such advice and assistance in order to meet the requirements of the Convention.

242
Res. A. 349 (I X)

RESOLUTION A.349(1X)

Adopted on 12 November 1975


Agenda item 8

TECHNICAL ASSISTANCE IN THE FIELD OF MARINE POLLUTION

THE ASSEMBLY,

NOTI NG Article 17 of the I nternational Convention for the Prevention of Pollution from
Ships, 1973 and Resolution 22 of the International Conference on Marine Pollution, 1973
concerning the promotion of technical co-operation in order to further the aims and purposes
of that Convention,

RECALLING Resolution A.140(V) adopted on 26 October 1967 concerning the partici-


pation of the Organization in the United Nations Development Programme,

RECOGNIZING the increased importance of the activities of the Organization in the


field of technical assistance on maritime transport in general and on marine pollution from
ships in particular,

NOTING WITH SATISFACTION that the technical assistance programmes of the Organi
zation have expanded significantly in recent years,

NOTING WITH APPRECIATION the steps taken by the Secretary-General to implement


Resolution A.140( V), in particu lar to strengthen the Secretariat of the Organization so as to
respond more effectively to the increasing need for assistance to developing countries,

NOTI NG ALSO that expertise in the field of marine pollution control is available among
the Member States of the Organization which could individually or collectively consult with
governments seeking technical advice,

NOTING FURTHER that at the fourth session of the Marine Environment Protection
Committee a considerable time was devoted to the discussion of technical assistance problems
in the field of marine pollution, which discerned a number of acute problems faced by developing
countries in relation to the prevention, abatement and mitigation of marine pollution,

RECOGNIZING the increasing urgency expressed by developing countries, in particular


for technical advice and assistance on marine pollution, both at national and regional levels,

AFFI RMS the desirability of continuing to enhance the activity of the Organization,
within the limits of its resources and budget, in the field of technical assistance on marine
pollution, such activity being pursued by:
(a) the implementation of national and regional technical assistance programmes with
financial support by the United Nations Development Programme and, as appro-
priate, by the United Nations Environment Programme;
(b) the utilization by States seeking advice, of the expertise available among the Member
States of the Organization; and
(c) the consultation among governments within the relevant organs of the Organization
in order to study the ways and means of promoting technical co-operation,

REQUESTS the Council, the Marine Environment Protection Committee, the Committee
on Technical Co-operation, the Maritime Safety Committee and the Secretary-General to take
all possible steps to further this objective.

243
Res. A.350( I X)

RESOLUTION A.3500X)

Adopted on 12 November 1975


Agenda item 12(a)

INTERNATIONAL CONVENTION FOR THE SAFETY OF


LI FE AT SEA, 1974

THE ASSEMBLY,

NOTING with satisfaction that on 1 November 1974 the International Conference on


Safety of Life at Sea, 1974, adopted the International Convention for the Safety of Life at
Sea, 1974,

HAVING CONSIDERED the provisions of the Convention and in particular Article XII
which states that the Convention shall be deposited with the Secretary-General of the
Organization,

HAVING ALSO CONSIDERED the resolutions adopted by the Conference,

DECI DES to accept the obligations and functions arising out of the Convention and, in
particular, the depositary functions conferred on the Organization,

URGES governments to ratify, approve, accept or accede to the Convention as soon as


possible.

244
Res. A.351(IX)

RESOLUTION A.351 (IX)

Adopted on 12 November 1975


Agenda item 7(a)

USE OF METRIC UNITS IN THE SI SYSTEM IN THE


INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT
SEA, 1974, AND OTHER FUTURE INSTRUMENTS

THE ASSEMBLY,

NOTI NG Article 16( i) of the IMCO Convention concerning the functions of the
Assembly,

RECA lLi NG Resolution 5 of the International Conference on Safety of Life at Sea,


1974, by which it invited the Organization to study the "Systeme international d'unites"
(SI system) with a view to its use in the International Convention for the Safety of life at
Sea, 1974, bearing in mind the desirability of expressing values in the metric system of units
only,

HA VI NG CONS IDE RED the Recommendation by the Maritime Safety Committee at its
thirty-third session,

RESOLVES that metric units in the "Systeme international d'unites" should be intro-
duced in the International Convention for the Safety of life at Sea, 1974 at the first
opportunity and also in all future instruments to be adopted under the auspices of the Organi-
zation,

REQU ESTS the Maritime Safety Committee to prepare a proposal for replacing the
present units in the International Convention for the Safety of Life at Sea, 1974, by metric
values in the SI system in round figures where this can be done without prejudice to existing
standards or commercially accepted practices.

245
Res. A.352(IX)

RESOLUTION A.352(1X)

Adopted on 12 November 1975


Agenda item 3

ACCEPTANCE OF THE 1974 AMENDMENTS TO


THE IMCO CONVENTION

THE ASSEMBLY,

RECALLING the amendments to Articles 10,16,17, 18,20,28,31 and 32 of the


IMCO Convention adopted at the fifth extraordinary session in October 1974,

NOTI NG that the principal objectives of these amendments are to increase the size and
modify the composition of the Council and open membership of the Maritime Safety
Committee to all Members of the Organization,

AWARE of the importance of these changes and anxious therefore that they become
operative as soon as possible,

BEl NG OF THE VI EW that it would be most desirable if these amendments were to


enter into force sufficiently early for the tenth regular session of the Assembly to base its
deliberations on the Convention as amended,

NOT I NG that for this desirable objective to be achieved it is necessary that the number
of acceptances required for the entry into force of the amendments be deposited by the end
of October 1976,

RECOGNIZI NG that constitutional, legal and other procedures involved in the considera-
tion and acceptance of amendments by governments sometimes require considerable time,

NOTI NG WITH APPRECIATION that a number of Member States have already deposited
their instruments of acceptance,

URGES Members which have not yet accepted these amendments to take all possible
measures to expedite the process requ ired for acceptance in order to enable them to deposit
their instruments of acceptance of the amendments as soon as possible, preferably before
31 October 1976,

REQUESTS the Secretary-General to continue his efforts to encourage speedy action by


governments and to provide all possible assistance to any governments which may require
such assistance in connexion with any matters or procedures relating to the consideration
and acceptance of these amend ments.

246
Res. A.353( IX)

RESOLUTION A.353(1X)

Adopted on 13 November 1975


Agenda item 20

CO-OPERATION BETWEEN IMCO AND THE ILO ON


THE SUBJECT OF SUB-STANDARD SHIPS

THE ASSEMBLY,

NOTI NG the responsibilities of the Inter-Governmental Maritime Consultative Organiza-


tion in the general adoption of the highest practicable standards in matters concerning
maritime safety and efficiency of navigation, as defined in its constitution,

NOTING FURTHER the extensive work carried out by and in the Organization in the
discharge of these responsibilities by, inter alia, promoting the adoption of conventions and
other instru ments,

RECALLI NG the many important administrative and substantive functions conferred


upon IMCO and its Secretariat by or under these conventions and instruments in respect of
the implementation and further development thereof,

NOTING WITH SATISFACTION the work performed in this regard by IMCO and its
Member Governments and, in particular, the very serious work on sub-standard ships begun
in 1974 and now continuing in the Maritime Safety Committee,

RECALLI NG Resolution A.321 (I X) by which it adopted the Procedures for the Control
of Ships in order to strengthen the existing arrangements for ensuring compliance with the
International Convention for the Safety of Life at Sea, 1960 and the International Convention
on Load Lines, 1966,

NOTING FURTHER that the Marine Envirorment Protection Committee has been
requested to consider whether the Procedures could be extended to conventions relating to
marine pollution,

HA VI NG TAKEN NOTE of the work of the Preparatory Technical Maritime Conference


of the International Labour Organisation (I LO) held in October 1975 and, in particu lar, the
proposal at the Conference that the I LO should sponsor the adoption of an international
instrument on sub-standard ships, which could include the obligation that Contracting Parties
would have to report under the I LO Constitution to the I LO on action taken in implementing
conventions and other instruments prepared and adopted by or' under the auspices of IMCO,

CONVI NCED that the most effective means of promoting maritime safety is to encourage
the widest possible ratification by States of the existing IMCO conventions and instruments in
the field of maritime safety, and the participation of all interested States in the ongoing
process of review and improvement of these conventions within IMCO organs and through
IMCO-sponsored conferences,

CONVINCED FURTHER that the effective implementation of these conventions and


instruments, including any necessary international supervision of such implementation, can
best and most properly be achieved through the established and well-tried machinery available
in IMCO,

247
Res. A.353( I X)

RECALLI NG the established relationship between the Specialized Agencies of the United
Nations system regarding consultation and co-ordination in matters of common concern to two
or more of such agencies and, in particular, the Agreement of 16 January 1969 between IMCO
and the I LO in which the two organizations agreed that they "will act in close co-operation
with each other'and consult each other regularly in regard to matters of common interest",

RECALLING FURTHER the long-standing co-operative relationship between IMCO and


the I LO under which each Organization is able to participate in the work of the other and,
where necessary or appropriate, to make proposals on substance and procedure in matters of
interest or concern to it,

RECOGNIZING the legitimate interest which the ILO and its Members have in the promo-
tion of maritime safety and social standards and consequently in the general problem of
sub-standard ships,

CONVI NCED however that the interests of the I LO as regards maritime safety can fully
and effectively be safeguarded through the established co-operative arrangements and that
information regarding the implementation and enforcement of any IMCO conventions and
instruments on maritime safety in general and sub-standard ships in particular will always be
available to the I LO and other organizations and bodies of the United Nations system,

AFFI RMS that primary responsibility for promoting maritime safety and the adoption
and implementation of safety regimes applicable to sub-standard ships rests with IMCO in
accordance with the terms of its Convention,

REITERATES the firm determination of the Organization to continue with its work in
this field and to take all necessary and practicable measures in dealing with the problem of
sub-standard ships,

REAFFI RMS its willingness at all times to consult and co-operate fully with the I LO and
all other interested organizations in this work,

RESOLVES to authorize the Secretary-General in consultation, as appropriate, with the


Councilor other relevant organs of IMCO to:
(1) make available to the Special ized Agencies of the United Nations upon request and
as may be appropriate, information concerning adherence to and compliance with
the conventions and other instruments for which IMCO acts as depositary;
(2) make available upon the same basis information concerning the application of codes,
guidelines and recommendations of all kinds relating to safety at sea and the other
activities of IMCO; and
(3) co-operate with the I LO through joint and co-ordinated undertakings approved by
the competent bodies of the two Organizations in the exchange of information
bearing upon the work of both Organizations and particularly in preparing or
adopting drafts of maritime instruments, which should remain within the respective
spheres of competence and responsibility of these Organizations,

01 RECTS the attention of appropriate bodies of IMCO to the terms of this Resolution
and requests them to provide the Secretary-General with guidance and advice on the imple-
mentation of the terms thereof,

REQUESTS the Secretary-General to bring this Resolution to the attention of the I LO


and of 'other organizations in the United Nations system.

248
Res. A.354( IX)
Res. A.355( IX)

RESOLUTION A.354(1X)

Adopted on 13 November 1975


Agenda item 19

PROGRESSIVE USE OF SPANISH AS A


WORKING LANGUAGE OF THE ORGANIZATION

THE ASSEMBL V,

CONSI DER ING that the use of several working languages by the Organization represents
an enrichment, helps to increase its influence at the international level, and constitutes a
method of achieving more easily the objectives laid down in the IMCO Convention,

NOTING the continuous increase in the number of Spanish-speaking countries among


the Organization's Members,

DECI DES to include Spanish among the working languages of the Organization,

DECI DES, however, that the implementation of this decision shall be carried out in stages,
having regard to its financial and other implications and depending on the availability of the
necessary budgetary appropriations,

DECI DES to amend Rule 29 of its Rules of Procedure accordingly,

REQUESTS the Secretary-General to include in the budget estimates of the Organization


for the 1978/79 biennium the required appropriations for the use of Spanish as a working
language of the Assembly,

URGES that the necessary measures should be taken as soon as possible to make Spanish
a working language of the other principal organs of IMCO.

RESOLUTION A.355(1X)

Adopted on 13 November 1975


Agenda item 26

APPOINTMENT OF THE EXTERNAL AUDITOR

THE ASSEMBL V,

RECALLING Articles 12.1 and 12.2 of the Financial Regulations of the Organization,

TAKI NG NOTE that the Financial Regulations provide that the External Auditor shall be
Auditor General (or officer holding the equivalent title) of a Member State,

DECI DES to appoint the person at any time performing the duties of the Comptroller
and Auditor General of the United Kingdom as External Auditor for a period of four years,
commencing 1 July 1976.

249
Res. A.356( I X}

RESOLUTION A.356(1X)

Adopted on 14 November 1975


Agenda item 4

APPLICATION OF ARTICLE 42 OF THE IMCO CONVENTION

THE ASSEMBLY,

RECALLING the recommendations of the Ad Hoc Working Group on Arrears of Contri-


butions as approved by Council, with respect to the application of Article 42 of the IMCO
Convention,

TAKI NG NOTE, with appreciation, of the efforts Member States have made to settle
arrears of contributions as reflected in the reduction of long-outstanding arrears,

NOTI NG however that some Member States are still in arrears for more than one year,

URGES these Member States to liquidate such arrears at the earliest possible date,

DECIDES:
(i) to wa ive, for the present Assembly, the provision of Article 42 of the IMCO Conven-
tion regarding the suspension of voting rights of any Member State which has failed
to discharge its financial obligation to the Organization;

(ii) to enforce strictly, in the future, the provision of Article 42 of the IMCO Conven-
tion regarding the suspension of voting rights and only to waive this provision:

(a) when arrears are due to circumstances beyond a country's control which would
justify a temporary interruption of payments of contributions,

(b) in casesof countries with long-outstanding contributions which have


demonstrated wi IIingness to settle all the arrears and have actually made a sub-
stantial payment.

250
Res. A.358( IX)

RESOLUTION A.358(1X)

Adopted on 14 November 1975


Agenda item 10(a)

AMENDMENTS TO THE IMCO CONVENTION

THE ASSEMBL V,

NOTI NG that the Convention on the Inter-Governmental Maritime Consultative Organiza-


tion was adopted in March 1948 and entered into force in March 1958,

RECOGNIZI NG AND WELCOMI NG the increase in the size of the Organization and the
important changes which have occurred in the work programme of the Organization and the
methods necessary to discharge this work programme,

RECALLING the amendments to the Convention adopted from time to time in order to
make the principal organs of the Organization more representative of the total membership
and ensure equitable geographical representation of Member Governments on the Council,

RECOGNIZING NEVERTHELESS that after twenty-seven years, there is need to review


the Convention in a comprehensive manner in the light of the way in which the Organization
has performed its work,

RECALLI NG its Resolution A.317( ES.V) by which it decided to convene an Ad Hoc


Working Group, open to all Member Governments, and charged with the mandate to study
proposals on amendments to the IMCO Convention submitted by the Government of France,
the comments made during the fifth extraordinary session of the Assembly and any other
proposals which may be submitted to amend the IMCO Convention,

HAVI NG CONSIDERED the Report of the Ad Hoc Working Group, including the
Working Group's recommendations on proposed amendments to the IMCO Convention,

HAVING ADOPTED at its ninth regular session, held in London from 3 to 14 November
1975, amendments to the Convention on the Inter-Governmental Maritime Consultative
Organization, the texts of which are contained in the Annex to this Resolution, consisting
of:
(a) amendments to Articles 1, 3, 12, 16, 22, 24, 25, 26, 27, 29, 30, 33, 34, 38, 39,
42, 43, 52 and 55;
(b) the addition of a new Article 32 in Part VII;
(c) the addition of new Parts VIII and I X consisting of Articles 33 to 37 and 38 to 42;
(d) consequential renumbering of Parts VIII to XVII;
(e) consequential renumbering of Articles 33 to 63;
(f) consequential changes to the references in Articles 6, 7, 8, 9, and in Articles 53,
54, 56, 58, 59 and 60 as renumbered;
(g) a change in the title of the Convention,

REQUESTS the Secretary-General of the Organization to deposit the adopted amendments


with the Secretary-General of the United Nations in accordance with Article 53 of the IMCO
Convention and to receive declarations and instruments of acceptance as provided for in
Article 54,

252
Res. A.358( IX)

INVITES Member Governments to accept each amendment at the earliest possible date
after receiving a copy thereof from the Secretary-General of the United Nations by communi-
cating the appropriate instrument of acceptance to the Secretary-General.

ANNEX

AMENDMENTS TO THE CONVENTION ON THE INTER-GOVERNMENTAL


MARITIME CONSULTATIVE ORGANIZATION

Title of the Convention

The existing title of the Convention is replaced by the following:


CONVENTION ON THE INTERNATIONAL MARITIME ORGANIZATION

Article 1

The existing text of paragraph (a) is replaced by the following:

The purposes of the Organization are:


(a) To provide machinery for co-operation among Governments in the field of govern-
mental regulation and practices relating to technical matters of all kinds affecting
shipping engaged in international trade; to encourage the general adoption of the highest
practicable standards in matters concerning maritime safety, efficiency of navigation and
the prevention and control of marine pollution from ships; and to deal with legal matters
related to the purposes set out in this Article;

Article 3

The existing text is replaced by the following:

In order to achieve the purposes set out in Part I, the Organization shall:

(a) Subject to the provisions of Article 4, consider and make recommendations upon
matters arising under Article 1(a), (b) and (c) that may be remitted to it by Members, by
any organ or specialized agency of the United Nations or by any other inter-governmental
organization or upon matters referred to it under Article 1(d);

(b) Provide for the drafting of conventions, agreements, or other suitable instruments,
and recommend these to Governments and to inter-governmental organizations, and
convene such conferences as may be necessary;

(c) Provide machinery for consultation among Members and the exchange of informa-
tion among Governments;

(d) Perform functions arising in connexion with paragraphs (a), (b) and (c) of this
Article, in particular those assigned to it under international instruments relating to
maritime matters.

Article 12

The existing text is replaced by the following:

The Organization shall consist of an Assembly, a Council, a Maritime Safety Committee,


a Legal Committee, a Marine Environment Protection Committee and such subsidiary
organs as the Organization may at any time consider necessary; and a Secretariat.

253
Res. A.358( IX)

Article 16
The existing text is replaced by the following:

The functions of the Assembly shall be:


(a) To elect at each regular session from among its Members, other than Associate
Members, its President and two Vice-Presidents who shall hold office until the next
regular session;

(b) To determine its own Rules of Procedure except as otherwise provided in the
Convention;

(c) To establish any temporary or, upon recommendation of the Council, permanent
subsidiary bodies it may consider to be necessary;

(d) To elect the Members to be represented on the Council as provided in Article 18;

(e) To receive and consider the reports of the Council, and to decide upon any ques-
tion referred to it by the Council;
(f) To approve the work programme of the Organization;

(g) To vote the budget and determine the financial arrangements of the Organization,
in accordance with Part XI;

(h) To review the expenditures and approve the accounts of the Organization;
(i) To perform the functions of the Organization, provided that in matters relating
to Article 3(a) and (b), the Assembly shall refer such matters to the Council for formula-
tion by it of any recommendations or instruments thereon; provided further that any
recommendations or instruments submitted to the Assembly by the Council and not
accepted by the Assembly shall be referred back to the Council for further consideration
with such observations as the Assembly may make;

(j) To recommend to Members for adoption regulations and guidelines concerning


maritime safety and the prevention and control of marine pollution from ships or amend-
ments to such regulations and guidelines which have been referred to it;
(k) To take decisions in regard to convening any international conference or following
any other appropriate procedure for the adoption of international conventions or of
amendments to any international conventions which have been developed by the Maritime
Safety Committee, the Legal Committee, the Marine Environment Protection Committee,
or other organs of the Organization;
(I) To refer to the Council for consideration or decision any matters within the scope
of the Organization, except that the function of making recommendations under para-
graph (j) of th is Article shall not be delegated.

Article 22
(i) A new paragraph (a) is added as follows:

(a) The Council shall consider the draft work programme and budget estimates pre-
pared by the Secretary-General in the light of the proposals of the Maritime Safety
Committee, the Legal Committee, the Marine Environment Protection Committee and
other organs of the Organization and, taking these into account, shall establish and
submit to the Assembly the work programme and budget of the Organization, having
regard to the general interest and priorities of the Organization.

254
Res. A.358( IX)

(ii) Existing paragraph (a) is renumbered as paragraph (b) and the existing text is
replaced by the following:

(b) The Council shall receive the reports, proposals and recommendations of the Mari-
time Safety Committee, the Legal Committee and the Marine Environment Protection
Committee and other organs of the Organization and shall transmit them to the Assembly
and, when the Assembly is not in session, to the Members for information, together with
comments and recommendations of the Council.

(iii) The existing paragraph (b) is renumbered as paragraph (c) and the existing text is
replaced by the following:

(c) Matters within the scope of Articles 29, 34 and 39 shall be considered by the
Council only after obtaining the views of the Maritime Safety Committee, the Legal
Committee or the Marine Environment Protection Committee, as may be appropriate.

Article 24

The existing text is replaced by the following:

The Council shall make a report to the Assembly at each regular session on the work
performed by the Organization since the previous regular session of the Assembly.

Article 25
The existing text is replaced by the following:

The Council shall submit to the Assembly financial statements of the Organization,
together with the Council's comments and recommendations.

Article 26

(i) The existing text is renumbered as paragraph (a) and the Part referred to therein is
changed to Part XI V.

(ii) A new paragraph (b) is added as follows:

(b) Having regard to the provisions of Part XIV and to the relations maintained with
other bodies by the respective Committees under Articles 29/ 34 and 39, the Council
shall, between sessions of the Assembly, be responsible for relations with other organiza-
tions.

Article 27

The existing text is replaced by the following:

Between sessions of the Assembly, the Council shall perform all the functions of the
Organization, except the function of making recommendations under Article 16(j). In
particular, the Council shall co-ordinate the activities of the organs of the Organization
and may make such adjustments in the work programme as are strictly necessary to
ensure the efficient functioning of the Organization.

Article 29

The existing text is replaced by the following:

(a) The Maritime Safety Committee shall consider any matter within the scope of the
Organization concerned with aids to navigation, construction and equipment of vessels,
manning from a safety standpoint, rules for the prevention of collisions, handling of

255
Res. A.358( I X)

dangerous cargoes, maritime safety procedures and requirements, hydrographic informa-


tion, log-books and navigational records, marine casualty investigation, salvage and
rescue, and any other matters directly affecting maritime safety.

(b) The Maritime Safety Committee shall provide machinery for performing any duties
assigned to it by this Convention, the Assembly or the Council, or any duty within the
scope of this Article which may be assigned to it by or under any other international
instrument and accepted by the Organization.
(c) Having regard to the provisions of Article 26, the Maritime Safety Committee,
upon request by the Councilor if it deems such action useful in the interests of its own
work, shall maintain such close relationship with other bodies as may further the purposes
of the Organization.

Article 30
The existing text is replaced by the following:

The Maritime Safety Committee shall submit to the Council:


(a) Proposals for safety regulations or for amendments to safety regulations which the
Committee has developed;
(b) Recommendations and guidelines which the Committee has developed;
(c) A report on the work of the Committee since the previous session of the Council.

New Article 32
A new Article 32 is added at the end of Part VII, as follows:

Notwithstanding anything to the contrary in this Convention but subject to the provi-
sions of Article 28, the Maritime Safety Committee when exercising the functions con-
ferred upon it by or under any international convention or other instrument, shall
conform to the relevant provisions of the convention or instrument in question, particu-
larly as regards the rules governing the procedure to be followed.

New PARTS VIII and IX

New PARTS VIII and IX are added after the existing PART VII as follows:

PART VIII

Legal Committee

Article 33

The Legal Committee shall consist of all the Members.

Article 34

(a)The Legal Committee shall consider any legal matters within the scope of the
Organization.
(b) The Legal Committee shall take all necessary steps to perform any duties assigned
to it by this Convention or by the Assembly or the Council, or any duty within the
scope of this Article which may be assigned to it by or under any other international
instrument and accepted by the Organization.

256
Res. A.358( IX)

(c) Having regard to the provisions of Article 26, the Legal Committee, upon request
by the Councilor, if it deems such action useful in the interests of its own work shall
maintain such close relationship with other bodies as may further the purposes of the
Organization.

Article 35
The Legal Committee shall submit to the Council:

(a) Drafts of international conventions and of amendments to international conven-


tions which the Committee has developed;

(b) A report on the work of the Committee since the previous session of the Council.

Article 36

The Legal Committee shall meet at least once a year. It shall elect its officers once a
year and shall adopt its own Rules of Procedure.

Article 37

Notwithstanding anything to the contrary in this Convention, but subject to the provi-
sions of Article 33, the Legal Committee, when exercising the functions conferred upon
it by or under any international convention or other instrument, shall conform to the
relevant provisions of the convention or instrument in question, particularly as regards
the rules governing the procedures to be followed.

PART IX

The Marine Environment Protection Committee

Article 38

The Marine Environment Protection Committee shall consist of all the Members.

Article 39

The Marine Environment Protection Committee shall consider any matter within the
scope of the Organization concerned with the prevention and control of marine pollution
from ships and in particular shall:
(a) Perform such functions as are or may be conferred upon the Organization by or
under international conventions for the prevention and control of marine pollution from
ships, particularly with respect to the adoption and amendment of regulations or other
provisions, as provided for in such conventions;

(b) Consider apprdpriate measures to fadl itate the enforcement of the conventions
referred to in paragraph (a) above;
(c) Provide for the acquisition of scientific, technical and any other practical informa-
tion on the prevention and control of marine pollution from ships for dissemination to
States, in particular to developing countries and, where appropriate, make recommenda-
tions and develop guidelines;

(d) Promote co-operation with regional organizations concerned with the prevention
and control of marine pollution from ships, having regard to the provisions of Article 26;

257
Res. A.358( IX)

(e) Consider and take appropriate action with respect to any other matters falling
within the scope of the Organization which would contribute to the prevention and
control of marine pollution from ships including co-operation on environmental matters
with other international organizations, having regard to the provisions of Article 26.

Article 40

The Marine Environment Protection Committee shall submit to the Council:


(a) Proposals for regulations for the prevention and control of marine pollution from
ships and for amendments to such regulations which the Committee has developed;
(b) Recommendations and guidelines which the Committee has developed;
(c) A report on the work of the Committee since the previous session of the Council.

Article 41

The Marine Environment Protection Committee shall meet at least once a year. It shall
elect its officers once a year and shall adopt its own Rules of Procedure.

Article 42

Notwithstanding anything to the contrary in this Convention, but subject to the provi-
sions of Article 38, the Marine Environment Protection Committee, when exercising the
functions conferred upon it by or under any international convention or other instru-
ment, shall conform to the relevant provisions of the convention or instrument in question,
particularly as regards the rules governing the procedures to be followed.

The existing PARTS VIII through XVII are renumbered accordingly as PARTS X through
XIX.

The existing Articles 33 through 63 are renumbered accordingly as Articles 43 through


73.

Article 33 (renumbered as Article 43)

The existing text is replaced by the followinp:

The Secretariat shall comprise the Secretary-General and such other personnel as the
Organization may require. The Secretary-General shall be the chief administrative officer
of the Organization and shall, subject to the provisions of Article 23, appoint the above-
mentioned personnel.

Article 34 (renumbered as Article 44)

The existing text is replaced by the following:


The Secretariat shall maintain all such records as may be necessary for the efficient
discharge of the functions of the Organization and shall prepare, collect and circulate
the papers, documents, agenda, minutes and information that may be required for the
work of the Organization.

Article 38 (renumbered as Article 48)

The existing text is replaced by the following:


The Secretary-General shall assume any other functions which may be assigned to him
by the Convention, the Assembly or the Council.

258
Res. A.358( I X)

Article 39 (renumbered as Article 49)

The existing text is replaced by the following:

Each Member shall bear the salary, travel and other expenses of its own delegation
to the meetings held by the Organization.

Article 42 (renumbered as Article 52)

The existing text is replaced by the following:

Any Member which fails to discharge its financial obligation to the Organization within
one year from the date on which it is due, shall have no vote in the Assembly, the
Council, the Maritime Safety Committee, the Legal Committee or the Marine Environ-
ment Protection Committee unless the Assembly, at its discretion, waives this provision.

Article 43 (renumbered as Article 53)

The existing text is replaced by the following:

Except as otherwise provided in the Convention or in any international agreement


which confers functions on the Assembly, the. Council, the Maritime Safety Committee,
the Legal Committee or the Marine Environment Protection Committee, the following
provisions shall apply to voting in these organs:
(a) Each Member shall have one vote.

(b) Decisions shall be by a majority vote of the Members present and voting and, for
decisions where a two-thirds majority vote is required, by a two-thirds majority vote of
those present.
(c) For the purpose of the Convention, the phrase "Members present and voting"
means "Members present and casting an affirmative or negative vote". Members which
abstain from voting shall be considered as not voting.

Article 52 (renumbered as Article 62)

The existing text is replaced by the following:

Texts of proposed amendments to the Convention shall be communicated by the


Secretary-General to Members at least six months in advance of their consideration by
the Assembly. Amendments shall be adopted by a two-thirds majority vote of the
Assembly. Twelve months after its acceptance by two-thirds of the Members of the
Organization, other than Associate Members, each amendment shall come into force
for all Members except those which, before it comes into force, make a declaration that
they do not accept the amendment. The Assembly may by a two-thirds majority vote
determine at the time of its adoption that an amendment is of such a nature that any
Member which has made such a declaration and which does not accept the amendment
within a period of twelve months after the amendment comes into force shall, upon
the expiration of this period, cease to be a party to the Convention.

Article 55 (renumbered as Article 65)

The existing text is replaced by the following:

Any question or dispute concerning the interpretation or application of the Convention


shall be referred to the Assembly for settlement, or shall be settled in such other manner
as the parties to the dispute may agree. Nothing in this Article shall preclude any organ
of the Organization from settling any such question or dispute that may arise during
the exercise of its functions.

259
Res. A.358( I X)

The Articles referred to in the following Articles are changed as follows:

Article 6: The reference to Article 57 is changed to Article 67


Article 7: The reference to Article 57 is changed to Article 67
Article 8: The reference to Article 57 is changed to Article 67
Article 9: The reference to Article 58" is changed to Article 68
Articles 53 and 54 (renumbered as Articles 63 and 64): The references to Article 52 are
changed to Article 62
Article 56 (renumbered as Article 66): The reference to Article 55 is changed to
Article 65
Article 58 (renumbered as Article 68): The reference in paragraph (d) to Article 57 is
changed to Article 67
Article 59 (renumbered as Article 69): The reference in paragraph (b) to Article 58 is
changed to Article 68
Article 60 (renumbered as Article 70): The reference to Article 57 is changed to
Article 67.

260
Res. A.359( IX)

RESOLUTION A.359(1X)

Adopted on 14 November 1975


Agenda item 10(a)

ESTABLISHMENT OF AN AD HOC WORKING GROUP

THE ASSEMBLY,

NOTING Resolution A.358(IX) by which it adopted amendments to the IMCO Conven-


tion,

HA VI NG CONSI DER ED a number of proposals for further amendments including, in


particular, amendments to Articles 2, 40 and 52,

BEl NG UNABLE in the time available to it to take decisions on these matters,

NOTI NG that, in the light of the amendments adopted at the eighth and ninth regular
sessions, it may be necessary for other provisions of the Convention to be reconsidered in
detail,

DECIDES to convene early in 1977 an Ad Hoc Working Group open to all Member
Governments with the following terms of reference:

"To study and submit to the tenth regular session of the Assembly proposals for
amending Articles 2, 40 and 52 of the IMCO Convention, proposals for amending
the Convention in order to institutionalize the Committee on Technical Co-operation
and any other proposals for amending the Convention which may be submitted by
Members.",

I NVITES Member Governments to submit proposals and comments to the Secretary-


General as soon as possible in order to enable these to be circu lated to other Member Govern-
ments sufficiently in advance of the meeting of the Ad Hoc Working Group,

REQUESTS the Secretary-General to assemble and circulate forthwith to all Member


Governments any relevant information on this subject,

FURTHER REQUESTS the Secretary-General to submit to Member Governments the


Report of the Ad Hoc Working Group and, in accordance with Article 52 of the IMCO
Convention, any texts of amendments recommended by the Working Group for consideration
at the tenth regular session of the Assembly,

AUTHORIZES the Secretary-General to make the necessary financial and other arrange-
ments for the convening of the Ad Hoc Working Group.

261
Res. A.360( I X)

RESOLUTION A.3600X)

Adopted on 14 November 1975


Agenda item 10(a)

INSTITUTIONALIZATION OF THE COMMITTEE ON


TECHNICAL CO-OPERATION

THE ASSEMBL V,

NOTING Resolution A.358(IX) by which it adopted amendments to the IMCO Conven-


tion,

NOTING FURTHER that one of the principal objectives of these amendments is to


institutionalize the Legal Committee and the Marine Environment Protection Committee in
the IMCO Convention,

T AK I NG NOTE of the view generally held in the Assembly that, having regard to the
importance of technical co-operation as an essential and continuing part of the work of IMCO,
it was necessary and desirable that the Committee on Technical Co-operation be also
institutionalized as an organ of the Organization,

RECOGNIZING that such institutionalization would require consideration and solution


of related substantive and drafting problems which could not be achieved in the time available
at the present (n inth regular) session,

ANXIOUS, however, that the generally held view that the Committee on Technical
Co-operation be institutionalized in the Convention should be implemented with the minimum
possible delay,

DECI DES to take the necessary steps at the tenth regular session to adopt amendments
to the IMCO Convention in order to institutionalize the Committee on Technical Co-operation
in the IMCO Convention,

DECIDES FURTHER, to that end, to refer this matter to the Ad Hoc Working Group
established in accordance with Resolution A.359( IX),

INVITES Member Governments to submit any proposals and comments to the Secretary-
General as soon as possible in order to enable these to be circulated to other Member Govern-
ments sufficiently in advance of the meeting of the Ad Hoc Working Group.

262
Res. A.361 (I X)

RESOLUTION A.361(1X)

Adopted on 14 November 1975


Agenda item 10(b)

INTERPRETATION OF THE IMCO CONVENTION CONCERNING


VOTING RIGHTS IN THE MARITIME SAFETY COMMITTEE

THE ASSEMBL V,

RECALLI NG Resolution A.350( IX) by wh ich it noted the outcome of the International
Conference on the Safety of Life at Sea, 1974 and accepted the functions assigned to the
Organization by the International Convention for the Safety of Life at Sea, 1974,

NOTING Article VIII of the said Convention which prescribes that all and only
Contracting Governments of States, whether or not Members of the Organization, have the
right to vote for the adoption of amendments to the Convention,

RECALLING also Resolution A.358(IX), by which it adopted amendments to the


IMCO Convention concerning, inter alia, the voting rights in the Maritime Safety Committee,

BEARING IN MIND Article 29(b) of the IMCO Convention which prescribes that one
of the functions of the Maritime Safety Committee is to provide machinery for performing
any duties assigned to it by an inter-governmental instrument,

BEll EVI NG that the Maritime Safety Committee, when performing such duties, should
follow the Rules of Procedure as provided for in the instrument in question, in particular
voting rights when adopting amendments to such instrument,

T AKI NG NOTE of Resolution 3 of the International Conference on the Safety of Life


at Sea, 1974 concerning voting rights in the Maritime Safety Committee for the adoption of
amendments,

TAKI NG NOTE also of Resolution A.294(VIII) adopted by the Assembly on


20 November 1973 concerning the voting rights on proposed amendments to conventions
of which IMCO is depositary,

T AKI NG NOTE further of Article 55 of the IMCO Convention concerning the power
of the Assembly regarding interpretation of the IMCO Convention,

REAFFI RMS THE VI EW that nothing in the IMCO Convention prevents the Maritime
Safety Committee from following the Rules of Procedure as provided for in a convention
of which IMCO is depositary when the Committee performs functions conferred upon it
by such a convention, in particular voting rights of States represented in the Committee
when adopting amendments to the convention.

263
Res. A.362( IX)

RESOLUTION A.362(1X)

Adopted on 14 November 1975


Agenda item 13

HEADQUARTERS FACILITIES AND ACCOMMODATION

THE ASSEMBLY,

RECALL! NG its Resolution A.308(VIII) whereby it requested the Secretary-General to


study the question of headquarters facilities and accommodation as a matter of urgency and
to submit a report to Council thereon,

TAKES NOTE of the decisions of Council at its thirty-fourth and eighth extraordinary
sessions on this question,

ENDORSES the budgetary implications of these decisions in respect of 1976/77,

COMMENDS Council and its Working Group, the Host Government, and the Secretary-
General for having found a basis for an early and satisfactory solution to the problem of
headquarters facilities and accommodation, subject to a satisfactory outcome of detailed
negotiations with the developer,

REQUESTS that Council and its Working Group, the Host Government, and the
Secretary-General continue their efforts with a view to the earliest possible start on the con-
struction and speediest completion of the new IMCO headquarters building.

264
Res. A.363( IX)

RESOLUTION A.363(1X)

Adopted on 14 November 1975


Agenda item 14

WORKING CAPITAL FUND

THE ASSEMBLY,

TAKING NOTE with appreciation of the efforts which Member States have made to
overcome arrears of contributions,

URGES all Member States to continue these efforts,

REQUESTS the Secretary-General to continue to take all possible steps to secure pay-
ment of remaining arrears of contributions,

RESOLVES THAT:

1. The Working Capital Fund shall be established for the financial period 1976/77 in the
amount of $250,000.

2. Members shall make advances to the Working Capital Fund in accordance with the scale
of assessmentsadopted by the Assembly for contributions of Members to the budget of the
Organization for the first year of the financial period 1976/77.

3. The Secretary-General is authorized:

(a) to advance from the Working Capital Fund such sums as may be necessary to
finance the appropriations for the years 1976/77 pending receipt of contributions
from Members, sums so advanced shall be reimbursed to the Working Capital Fund
as soon as contributions are available;
(b) with the prior concurrence of Council, to advance such sums as may be necessary
to meet unforeseen or extraordinary expenses arising during the financial period
1976/77, provided that such expenses are of a clearly exceptional nature and shall
relate specifically to the approved work programme of the Organization and that
Council is assured that the relevant expenditures cannot be met by appropriate
transfer action within the total budget approved for a calendar year.

4. The Secretary-Generar shall report to the Assembly all advances made under the present
Resolution and the circumstances relating thereto, and shall submit supplementary estimates
for reimbursement to the Working Capital Fund of advances made therefrom to meet unfore-
seen or extraordinary expenses.

265
Res. A.364( I X)

RESOLUTION A.364(IX)

Adopted on 14 November 1975


Agenda item 14

AMENDMENT TO FINANCIAL REGULATIONS

THE ASSEMBL V,

HAVING APPROVED the recommendation of Council to establish the Working Capital


Fund at the level of $250,000 as at 1 January 1976/

EXERCISING its responsibility under Article 14.1 of the Financial Regulations,

ADOPTS the following amendment to Financial Regulation 6.2:


"There shall be established a Working Capital Fund in an amount and for purposes to be
determined from time to time by the Assembly.
Any Member on joining the Organization shall make an advance to the Fund in accordance
with the scale of contributions applicable to the budget of the year of its accession.

The Fund shall be increased by the amounts joining Members are required to pay, until
the Assembly establishes a new level of the Fund."

266
Res. A.365( IX)

RESOLUTION A.365(1X)

Adopted on 14 November 1975


Agenda item 15

PRESENTATION OF ACCOUNTS AND AUDIT REPORT

THE ASSEMBLY,

RECALL! NG that Financial Regulation 12.11 provides for the transmission of the
External Auditor's reports through the Council together with the audited financial statements,
to the Assembly,

NOTING the Secretary-General's presentation of the accounts for the financial period
ended 31 December 1973 and the accounts of IMCO's transactions in 1973 as a participating
and executing agency of the UNDP, together with the External Auditor's reports thereon
and the certification that, in his opinion, these financial statements are correct,

NOTI NG FURTHER the Secretary-General's presentation of the accounts for 1974,


the first year of the seventh financial period 1974/75, and the accounts of IMCO's transactions
in 1974 as a participating and executing agency of the UNDP, together with the External
Auditor's reports thereon and the certification that, in his opinion, these financial statements
are correct,

BEARI NG IN MI ND that Council at its thirty-second session approved the accounts and
audit reports for submission to the ninth regular session of the Assembly,

BEARING ALSO IN MIND that Council at its thirty-fourth session took note of the
accounts and audit reports without comment,

APPROVES the accounts and audit reports thereon for the financial period ended
31 December 1973 and for IMCO's participation in the UNDP in 1973,

APPROVES ALSO the accounts and audit reports thereon for the interim year ended
31 December 1974 and for IMCO's participation in the UNDP in 1974.

267
Res. A.366( I X)

RESOLUTION A.366(1X)

Adopted on 14 November 1975


Agenda item 16

SUPPLEMENTARY ESTIMATES, 1975

THE ASSEMBLY,

RECALLI NG Annex (C) to Resolution A.306(VIII) authorizing an amount of


US $3,031,500 in respect of budget appropriations for the calendar year 1975,

FURTHER RECALLING that the available appropriations for 1975, after the carryover
of $304,489 from 1974, amount to $3,335,989,

NOTI NG that Council at its thirty-fourth session authorized the Secretary-General to


effect any necessary transfers between sections of the budget to the extent that surplus
balances were available to cover or reduce deficit balances, and agreed in principle to the
same procedure for dealing with supplementary estimates in 1975 as was followed in 1973,

FURTHER NOTING the recommendation of the eighth extraordinary session of


Council for a total maximum supplementary appropriation in the amount of $220,000 for
1975,

APPROVES a total maximum supplementary appropriation in the amount of $220,000


for 1975, the assessmenton Member States to be determined according to the actual
budgetary outcome in that year.

268
Res. A.367 (I X)

RESOLUTION A.367(1X)

Adopted on 14 November 1975


Agenda item 17

LONG-TERM WORK PROGRAMME OF THE ORGANIZATION (1978-1982)

THE ASSEMBLY,

RECALLI NG its Resolution A.303(VIII) by which it approved the long-term programme


of work to be undertaken by the Organization for the period 1974-1980,

RECALLING ALSO that it requested the Council, the Maritime Safety Committee, the
Legal Committee and the Marine Environment Protection Committee to keep this programme
under continuing review in the light of developments in the work of the Organization,

HAVING CONSIDERED the proposals of the Council for a long-term work programme
which has been prepared in the light of recommendations from the Maritime Safety Committee,
the Legal Committee and the Marine Environment Protection Committee,

DECI DES to approve the long-term programme of work of the Organization for the
period 1978-1982 as set out in the Annex to this Resolution,

REQUESTS the Council, the Maritime Safety Committee, the Legal Committee and the
Marine Environment Protection Committee to keep this programme under continued review in
the light of developments in the work of the Organization and to report or recommend, as
necessary, to the tenth regular session of the Assembly,

FURTHER REQUESTS the Council, the Maritime Safety Committee, the Legal Committee
and the Marine Environment Protection Committee, in implementing the long-term work pro-
gramme and in making recommendations for the work programme for subsequent periods, to
bear in mind the desirability of scheduling not more than two conferences in each year, save
in exceptional circumstances.

ANNEX

PROPOSED LONG-TERM WORK PROGRAMME OF THE ORGANIZATION


(1978-1982)

1978

(a) Conference on Crew Training

(b) Conference on Search and Rescue Systems

POSSIBLE SUBJECTS FOR STUDY DURING THE PERIOD 1978-1982

- Legal Status of Air-Cushion Vehicles;


- Civil Liability for Pollution Damage from Substances other than Oil as defined
in the 1969 Convention on Civil Liability for Oil Pollution Damage;

269
Res. A.367(IX)
Res. A.368(IX)

- Wreck Removal and Related Issues;


- Regime of Vessels in Foreign Ports;
- Safety of Novel Type Craft;
- Establishment of International Legal Machinery to Combat Marine Pollution from
Ships and other Vessels;
- Jurisdiction in respect of Collisions at Sea and other Maritime Incidents;
- Arrest of Sea-Going Ships.

RESOLUTION A.368(1X)

Adopted on 14 November 1975


Agenda item 18

CURRENCY OF THE IMCO BUDGET

THE ASSEMBLY,

RECALL! NG that at its eighth regular session it requested Council to consider the ques-
tion of expressing the IMCO budget in sterling and the possibility of assessingcontributions
in more than one currency,

TAKING NOTE of the recommendation of Council at its thirty-fourth session to


maintain the present system of expressing the budget in United States dollars, with contribu-
tions payable in either dollars or sterling, and to keep the situation under review.

APPROVES the recommendation of Council at its thirty-fourth session regarding the


currency of the IMCO budget and the currencies of payment of contributions.

270
Res. A.369(IX)

RESOLUTION A.369(1X)

Adopted on 14 November 1975


Agenda item 19

WORK PROGRAMME AND BUDGET FOR THE


NINTH FINANCIAL PERIOD 1976/77

THE ASSEMBLY,

RECALLING Article 16 of the IMCO Convention and in particular paragraph (f) thereof
with regard to the functions of the Assembly in relation to the budget,

NOTI NG that the provisions of Article III of the Financial Regulations with regard to
the preparation of the budget estimates, including details of the work programme and appro-
priate information annexes, have been complied with,

RECALLING that, in accordance with Resolution A.100(IV), the disposal of any amount
standing to the credit of the Printing Fund at the end of a financial period shall be decided by
the Assembly,

APPROVES the work programme as submitted by the Secretary-General in the various


relevant docu ments,

FURTHER APPROVES the list of meetings and of posts contained in Annexes A and B
respectively of this Resolution,

RESOLVES that:

(1) For the financial period 1976/77 appropriations shall be voted for the following
purposes: $

I. Meetings 1,692,800
II. Personnel 6,993,900
III. General Services 1,522,000
IV. Printing and Publications 40,900
V. Other Budgetary Provisions 999,800
11,249,400

(2) The appropriations voted in paragraph (1) above shall be financed by contributions from
Member States after adjustment as provided in the Financial Regulations; for this purpose
miscellaneous income is estimated at $120,000;

(3) Transfers of uncommitted balances of appropriations to the same section of the budget
in the second calendar year other than those authorized by Article IV of the Financial
Regulations and transfers of appropriations between sections of the budget, shall only be
carried out with prior concurrence of the Council;

(4) In respect of each of the calendar years 1976 and 1977 covered by the financial period,
the approved meetings shall be as shown at Annex A; the approved posts as at Annex B; and
the appropriations shall be those indicated under the relevant headings as at Annex C;

271
Res. A.370( I X)

RESOLUTION A.310(lX)

Adopted on 14 November 1975


Agenda item 22

RELATIONS WITH NON-GOVERNMENTAL INTERNATIONAL ORGANIZATIONS

THE ASSEMBLY,

TAKING NOTE of Part XII of the IMCO Convention and in particular Article 48,

RECALLING that Rule 1 of the Rules Governing Relationship with Non-Governmental


International Organizations requires that the Assembly approve consultative status granted by
the Council to such organizations,

RECALLING FURTHER that Rule 10 of the same Rules provides for periodic review
by the Council of the list of non-governmental international organizations in consultative
status with IMCO and a report to the Assembly on the continuation of such status,

HAVING CONSIDERED the request of the Council at its thirty-fourth and eighth extra-
ordinary sessions to approve the grant of consultative status to the following, as bodies which
are able to make a substantial contribution to the work of the Organization:
Institute of International Container Lessors (IICU
International Association of Dri IIing Contractors (I ADC)
International Association of Institutes of Navigation
International Association of Producers of Insurance and Reinsurance (BIPAR)
International Council of Marine Industry Associations (ICOMIA)
International Federation of Shipmasters' Associations (I FSMA)
International Lifesaving Appl iance Manufactu rers' Association (I LAMA)
International Salvage Union (ISU)
Oil Industry International Exploration and Production Forum (E and P Forum)

HAVING ALSO CONSIDERED the Council's decisions at its thirty-fourth session, with
regard to the continuation of the consultative status of certain organizations,

APPROVES the decision taken by the Council in conformity with Rule 1 of the above-
mentioned Rules to grant consultative status to the above-mentioned bodies, and

ENDORSES the determination of the Council to continue the consultative status of the
following:
International Chamber of Shipping
International Organization for Standardization
International Shipping Federation Limited
International Electrotechnical Commission
International Union of Marine Insurance
International Chamber of Commerce
International Confederation of Free Trade Unions
International Association of Lighthouse Authorities
International Radio-Maritime Committee

274
Res. A.370( IX)

International Commission on Illumination


World Confederation of Labour
Permanent International Association of Navigation Congresses
International Superphosphate Manufactu rers' Association Li mited
European Nitrogen Producers' Association
International Maritime Committee
International .Association of Ports and Harbors
Baltic and International Maritime Conference
International Association of Classification Societies
International Law Association
International Cargo Handling Co-ordination Association
European Council of Chemical Manufacturers' Federations
European Industrial Space Study Group
Latin American Shipowners' Association
Oil Companies International Marine Forum
European Tugowners' Association
International Maritime Pilots' Association
International Shipowners' Association
Universal Federation of Travel Agents' Associations
Engineering Committee on Oceanic Resources
EUROSAT S.A.
Friends of the Earth
International Air Transport Association.

275
Other Decisions (I X)

OTHER DECISIONS

ADOPTION OF THE AGENDA

4 November 1975
Agenda item 1

The Assembly amended and adopted the agenda for the ninth regular session.

ELECTION OF PRESIDENT AND VICE-PRESIDENTS

4 November 1975
Agenda item 2

The Assembly elected the following delegates to hold office until the tenth regular
session of the Assembly:
President of the Assembly: H.E. Dr. P.V.J. Solomon (Trinidad and Tobago)
First Vice-President: H.E. Mr. L.A. Aduko (Ivory Coast)
Second Vice-President: Rear-Admiral G. Helmy (Egypt).

APPOINTMENT OF THE CREDENTIALS COMMITTEE

4 November 1975
Agenda item 5

The Assembly appointed a Credentials Committee composed of representatives of Austria,


Cuba, the German Democratic Republic, Ghana and Sri Lanka.

APPOINTMENT OF ADDITIONAL COMMITTEES

4 November 1975
Agenda item 6

The Assembly appointed, in addition to the Credentials Committee, an Administrative,


Legal and Financial Committee and a Technical Committee.

APPROVAL OF THE REPORT OF COUNCIL

5 November 1975
Agenda item 11

The Assembly approved the Report of Council on the work of the Organization since
the previous regular session of the Assembly, submitted in accordance with Article 24 of the
IMCO Convention.

276
Other Decisions (I X)

CONFERENCE ON THE ESTABLISHMENT OF AN INTERNATIONAL MARITIME


SATELLITE SYSTEM

12 November 1975
Agenda item 12(c)

The Assembly endorsed the views of Council concerning the convening of a second
session of the Conference in February 1976.

ELECTION OF MEMBERS OF COUNCIL


12 November 1975
Agenda item 24

In accordance with Articles 17 and 18 of the IMCO Convention, the Assembly elected
the Members of Council as follows:
For the purposes of Article 18(a): United Kingdom, Greece, Japan, Norway, the United
States of America and the Union of Soviet Socialist Republics.
For the purposes of Article 18(b): Canada, Brazil, the People's Republic of China, France,
Italy and the Federal Republic of Germany.
For the purposes of Article 18(c): Algeria, India, Argentina, Nigeria, Indonesia and Poland.

ELECTION OF MEMBERS OF THE IMCO STAFF PENSION COMMITTEE

13 November 1975
Agenda item 25

The Assembly, in accordance with Article 6 of the Regulations of the United Nations
Joint Staff Pension Fund, re-elected Mr. W. Ertel (Poland) as representative and Mr. W. Clappin
(United States) as alternate representative on the IMCO Staff Pension Committee during the
next two years.

DETERMINATION OF THE DATE AND PLACE OF THE TENTH REGULAR SESSION


OF THE ASSEMBLY
13 November 1975
Agenda item 28

The Assembly decided that its tenth regular session should be held in the autumn of
1977, the precise date and the venue to be decided by Cou nci I at a later date.

ESTABLISHMENT BY MEMBER STATES OF PERMANENT MISSIONS TO IMCO

13 November 1975
Agenda item 29

The Assembly noted Council's decision to discuss this question at a later stage and
report thereon to the Assembly in due course.

277
Other Decisions (I X)

APPROVAL OF THE REPORT$ OF THE LEGAL COMMITTEE OF IMCO

14 November 1975
Agenda item 9(a)

The Assembly approved the Reports of the Legal Committee on its twenty-first to
twenty-seventh sessions.

APPROVAL OF THE REPORTS OF THE FACILITATION COMMITTEE

14 November 1975
Agenda item 9(b)

The Assembly approved the Reports of the Facilitation Committee on its eighth and
ninth sessions.

APPROVAL OF THE REPORTS OF THE COMMITTEE ON TECHNICAL CO-OPERATION

14 November 1975
Agenda item 9(c)

The Assembly approved the Reports of the Committee on Technical Co-operation on its
ninth to eleventh sessionsand expressed its warm appreciation of all those responsible for the
progress achieved since the eighth regular session of the Assembly.

INTERNATIONAL LEGAL CONFERENCE ON CARRIAGE OF PASSENGERS AND THEIR


LUGGAGE ON BOARD SHIPS, 1974

14 November 1975
Agenda item 12(b)

The Assembly endorsed the decisions of Council authorizing the acceptance of functions
assigned to the Secretary-General and the Organization by the Athens Convention and the
resolutions of the Conference.

SUPPLEMENTARY ESTIMATES

14 November 1975
Agenda item 16

The Assembly, in approving a total maximum appropriation, decided to waive that part
of Financial Regulation 3.8 which provides that supplementary estimates shall be prepared in
a form consistent with the regular estimates.

278
Other Decisions (I X)

RELATIONS WITH THE UNITED NATIONS AND THE SPECIALIZED AGENCIES


14 November 1975
Agenda item 20

The Assembly endorsed Council's decision to approve the temporary amendment to the
post adjustment schedules for Professional staff without dependants, as recommended by the
International Civil Service Commission, subject to approval by the General Assembly of the
United Nations.

RELATIONS WITH INTER-GOVERNMENTAL ORGANIZATIONS

14 November 1975
Agenda item 21

The Assembly approved Agreements or Arrangements of Co-operation with the


Commonwealth Secretariat, the Danube Commission and INTELSAT. The Assembly also
approved, in principle, the conclusion of Agreements or Arrangements of Co-operation with
the League of Arab States and the Organization of Arab Petroleum Exporting Countries.

RELATIONS WITH NON-GOVERNMENTAL ORGANIZATIONS


14 November 1975
Agenda item 22

The Assembly invited Council to take appropriate action on the review of criteria and
procedures for the grant of consultative status with a view to providing guidelines for the
Committees of the Organization when considering applications for that status.

APPROVAL OF THE INCLUSION OF CHINESE AS AN OFFICIAL LANGUAGE


OF THE ORGANIZATION, WITH CONSEQUENTIAL AMENDMENTS TO THE
RULES OF PROCEDURE OF THE ASSEMBLY
14 November 1975
Agenda item 19

The Assembly approved the inclusion of Chinese as an official language of the


Organization, with consequential amendments to Rules 29, 30 and 31 of the Rules
of Procedure of the Assembly.

279
STATUS OF THE CONVENTION ON

THE INTER-GOVERNMENTAL MARITIME

CONSUL TATIVE ORGANIZATION

As at 14 November 1975

MEMBERS DATE OF RECEIPT OF THE


INSTRUMENT OF ACCEPTANCE

Algeria 31 October 1963


Argentina 18 June 1953
Australia 13 February 1952
Austria 2 April 1975
Barbados 7 January 1970
Belgium 9 August 1951
Brazil 4 March 1963
BuIgaria 5 April 1960
Burma 6 July 1951
Cambod ia 3 January 1961
Canada 15 October 1948
Chile 17 February 1972
China 1 March 1973
Colombia 19 November 1974
Congo 5 September 1975
Cuba 6 May 1966
Cyprus 21 November 1973
Czechoslovakia 1 October 1963
Denmark 3June 1959
Dominican Republic 25 August 1953
Ecuador 12July1956
Egypt 17 March 1958
Equatorial Guinea 6 September 1972
Ethiopia 3 July 1975
Finland 21 April 1959
France 9 April 1952
German Democratic Republic 25 September 1973
Germany, Federal Republic of 7 January 1959
Ghana 6 July 1959
Greece 31 December 1958
Haiti 23 June 1953
Honduras 23 August 1954
Hong Kong* 7 June 1967
Hungary 10June 1970
Iceland 8 November 1960
India 6 January 1959
Indonesia 18 January 1961
Iran 2 January 1958
Iraq 28 August 1973
Ireland 26 February 1951
Israel 24 April 1952
Italy 28 January 1957
Ivory Coast 4 November 1960

* Associate Member

280
Status of the IMCO Convention

MEMBERS DATE OF RECEIPT OF THE


INSTRUMENT OF ACCEPTANCE

Japan 17 March 1958


Jordan 9 November 1973
Kenya 22 August 1973
Kuwait 5 July 1960
Lebanon 3 May 1966
Liberia 6 January 1959
Libyan Arab Republic 16 February 1970
Madagascar 8 March 1961
Malaysia 17 June 1971
Maldives 31 May 1967
Malta 22 June 1966
Mauritania 8 May 1961
Mexico 21 September 1954
Morocco 30 July 1962
Netherlands 31 March 1949
New Zealand 9 November 1960
Nigeria 15 March 1962
Norway 29 December 1958
Oman 30 January 1974
Pakistan 21 November 1958
Panama 31 December 1958
Peru 15 April 1968
Philippines 9 November 1964
Poland 16 March 1960
Republic of Korea 10 April 1962
Romania 28 April 1965
Saudi Arabia 25 February 1969
Senegal 7 November 1960
Sierra Leone 14 March 1973
Singapore 17 January 1966
Spain 23 January 1962
Sri Lanka 6 Apri I 1972
Sudan 5 July 1974
Sweden 27 April 1959
Switzerland 20 July 1955
Syrian Arab Republic 28 January 1963
Thailand 20 September 1973
Trinidad and Tobago 27 April 1965
Tunisia 23 May 1963
Turkey