On shore, 21 January 2010

‘International Safety Management (ISM) Code means the International Management Code for the safe Operation of Ships and for Pollution Prevention

The purpose of ISM Code is:

* To ensure Safety at Sea

* To prevent human injury or loss of life

* To avoid damage to the environment and to the ship.

SOLAS adopted the ISM Code in 1994 and incorporated it into chapter IX. By 1998 much of the commercial shipping community was required to be in compliance with the ISM code. By 2002 almost all of the international shipping community was required to comply with the ISM Code.

In order to comply with the ISM Code, each ship class must have a working Safety Management System (SMS). Each SMS consists of the following elements:

* Commitment from top management

* A Top Tier Policy Manual

* A Procedures Manual that documents what is done onboard the ship

* Procedures for conducting both internal and external audits to ensure the ship is doing what is documented in the Procedures Manual

* A Designated Person to serve as the link between the ships and shore staff

* A system for identifying where actual practices do not meet those that are documented and for implementing associated corrective action

* Regular management reviews

Another part of the ISM is the mandatory Planned Maintenance System which is used as a tool maintaining the vessel according to the specified maintenance intervals.

Each ISM compliant ship is inspected regularly by classification society to check the effectiveness of their SMS. Once classification society verifies the SMS is working and effectively implemented, the ship is issued a Safety Management Certificate. Comments from the classification society and from the ship are incorporated into the SMS by headquarters.

Postingan lain yang mungkin berhubungan:

• July 11, 2009 -- Minimum Under Keel Clearance
• February 5, 2010 -- Mualim II Sea watch
• January 18, 2010 -- Bahaya – Bahaya Minyak
• December 15, 2009 -- Ukur dan Hitung Minyak
• August 23, 2009 -- Masters` Standing Order
• August 21, 2009 -- Calling the Master
• June 26, 2009 -- Steering gear: Testing and drills
• June 26, 2009 -- Plan Maintenance System (PMS)
• January 24, 2009 -- MUATAN BERBAHAYA (DANGEROUS GOODS)

On shore, 20 January 2010

MARPOL POLLUTION – 73/78

Marpol contains 6 annexes, concerned with preventing different forms of marine pollution from ships:

Annex I: Prevention of pollution by oil

Annex II: Control of pollution by noxious liquid substances

Annex III: Prevention of pollution by harmful substances in packaged form

Annex IV: Prevention of pollution by sewage from ships

Annex V: Prevention of pollution by garbage from ships

Annex VI: Prevention of Air Pollution from Ships

1. Annex I : Peraturan pencegahan pencemaran yang ditimbulkan oleh minyak (Oil) in bulk.

2. Annex II : Peraturan pencegahan pencemaran yang ditimbulkan oleh cairan berbahaya dalam bentuk curah ( Noxious liquid substances in bulk )

3. Annex III : Peraturan pencegahan pencemaran yang ditimbulkan oleh Zat – Zat berbahaya dalam kemasan ( Harmfull substances in package )

4. Annex IV : Peraturan pencegahan pencemaran yang ditimbulkan oleh pembuangan kotoran ( Sewage )

5. Peraturan pencegahan pencemaran yang ditimbulkan oleh Sampah ( Garbage ).

6. Peraturan pencegahan pencemaran yang ditimbulkan oleh Pencemaran udara ( Air pollution )

Isi dalam MARPOL bukan melarang pembuangan zat-zat pencemar ke laut, tetapi mengatur cara pembuangan nya. Agar dgn pembuangan tersebut laut tidak tercemar ( rusak ), dan ekosistim laut tetap terjaga.

Seperti pada Annex I , kapal masih membuang minyak kelaut dgn ketentuan :

· Konsentrasi minyak harus < 15 ppm (part per million). Kapal dalam keadaan berlayar, lokasi pembuangan > 12 mil laut dari pantai terdekat

· Tiap 30 liter minyak harus di buang secara merata sepanjang 1 mil ( 30 ltr/mil ). Kapal dalam keadaan berlayar, lokasi pembuangan > 50 mil laut dari pantai terdekat.

Pembuangan keluar kapal, pada umumnya hanya di perbolehkan dilaut. Tetapi tidak di laut SPECIAL. Ini tidak di perbolehkan. Yang termasuk dalam laut special adalah:

· Mediterranean sea

· Baltic sea

· Black sea

· Red sea

· Gulf area

· Gulf of Aden

· Antartic

· North west European waters & North sea

Peralatan untuk membantu cara pembuangan dan untuk pengawasan dalam pelaksanaan Marpol:

1. ODME

2. CWS

3. Oil / Water Interfance Detector

4. Incinerator

5. – Oil Record Book Vol I. untuk kamar mesin. Vol II. Untuk Bag deck.

- Cargo Record Book utk Chemical tanker

- Garbage Record Book.

6. SOPEP ( Ship Oil Pollution Emergency Plan )

MARPOL 73-78 signatories

Marpol 73/78 is the International Convention for the Prevention of Pollution From Ships, 1973 as modified by the Protocol of 1978. ("Marpol" is short for marine pollution and 73/78 short for the years 1973 and 1978.)

Marpol 73/78 is one of the most important international marine environmental conventions. It was designed to minimize pollution of the seas including dumping, oil and exhaust pollution. Its stated object is: to preserve the marine environment through the complete elimination of pollution by oil and other harmful substances and the minimization of accidental discharge of such substances.

The original MARPOL Convention was signed on 17 February 1973, but did not come into force. The current Convention is a combination of 1973 Convention and the 1978 Protocol. It entered into force on 2 October 1983. As at 31 December 2005, 136 countries, representing 98% of the world’s shipping tonnage, are parties to the Convention.

Postingan lain yang mungkin berhubungan:

• June 1, 2009 -- Menghadapi Vetting Inspection & Oil Major, Download Ship Inspection Report (SIRE) Programme

On board, 21 August 2009

What is an Electronic chart display system?

An electronic chart display system is a general term for all electronic equipment that is capable of displaying a vessel’s position on a chart image on a screen.

There are two classes of electronic chart display systems. The first is an ECDIS (Electronic Chart Display and Information System), which can meet IMO/SOLAS chart carriage re­quirements. The second is an ECS (Electronic Chart System), which can be used to assist navigation, but does not meet IMO/SOLAS chart carriage requirements.

ECDIS

ECDIS equipment is specified in the IMO ECDIS Performance Standards as follows:

Electronic Chart Display and Information System (ECDIS) means a navigation information system which, with adequate back up arrangements, can be accepted as complying with the up-to-date chart required by regulation V/1 9 & V/27 of the 1974 SOLAS Convention.

Where the term ECDIS is used in this document, this is to be understood as those naviga­tional electronic chart systems, which have been tested, approved and certified as com­pliant with the IMO ECDIS Performance Standards and other relevant IMO Performance Standards and thus is compliant with SOLAS ECDIS requirements.

ECS

ECS is specified in ISO 19379 as follows:

ECS is a navigation information system that electronically displays vessel position and relevant nautical chart data and information from an ECS Database on a display screen, but does not meet all the IMO requirements for ECDIS and is not intended to satisfy the SOLAS Chapter V require­ments to carry a navigational chart.

ECS equipment ranges from simple hand held GPS enabled devices to sophisticated stand­alone computer equipment interfaced to ship systems.

Where are the rules for professional marine navigation written down?

The 1974 International Convention for the Safety of Life at Sea (SOLAS 1974), subse­quently amended in 2000 and 2002, specifies the requirements for the navigational equip­ment to be used onboard ships entitled to fly the flag of a party to the convention. This Convention was adopted by the International Maritime Organisation (IMO), the United Nations Organisation that is concerned with maritime transportation.

IMO member states are obliged to adopt IMO rules and regulations into their national leg­islation. However, only when the convention text has been incorporated into national leg­islation does it take effect for the individual ships registered in that country. This process of incorporation into national legislation may vary from a few months to several years.

The country in which a ship is registered and hence which flag it is flying is known as the Flag State. It is the national maritime administration representing the Flag State, which controls the adherence to the SOLAS carriage requirements (Flag State control).

The national maritime administration is also responsible for Port State control. Ships arriv­ing at a port may be subject to Port State control by local officials (Port State Control Of­ficers – PSCOs) based on Flag State regulations and international agreements. Port states

cooperate within regions to apply consistent standards, for example the European nations and Canada cooperate under the umbrella of the Paris Memorandum of Understanding (Paris MOU).

What are the IMO requirements for the carriage of nautical charts?

What is a nautical chart?

Nautical charts are special purpose maps specifically designed to meet the requirements of marine navigation, showing amongst other things depths, nature of bottom, elevations, configuration and characteristics of coast, dangers and aids to navigation.

Nautical charts offer a graphical representation of relevant information to mariners for executing safe navigation.

Nautical charts can be distributed in analogue form, as paper charts or digitally, and are available from a variety of sources, both governmental and private. For information on paper charts see the separate document “Facts about paper charts”

The requirements for carriage of nautical charts are laid down in SOLAS Chapter V. The relevant regulations are:

- Regulation 2, defines the nautical chart

- Regulation 19, specifies the equipment to be carried on different types of ships and

- Regulation 27, specifies the requirement to keep charts and publications up to date. IMO SOLAS V/2

2.2 Nautical chart or nautical publication is a special-purpose map or book, or a specially com‑

piled database from which such a map or book is derived, that is issued officially by or on

the authority of a Government, authorized Hydrographic Office or other relevant govern‑

ment institution and is designed to meet the requirements of marine navigation.

The nautical charts and nautical publications referred to in regulation V/2 are commonly referred to as “official charts and publications”

IMO SOLAS V/19

2.1 All ships irrespective of size shall have:

2.1.4 nautical charts and nautical publications to plan and display the ship’s route for the intend­ed voyage and to plot and monitor positions throughout the voyage; an Electronic Chart Display and Information System (ECDIS) may be accepted as meeting the chart carriage requirements of this subparagraph;

2.1.5 back-up arrangements to meet the functional requirements of subparagraph 2.1.4, if this
function is partly or fully fulfilled by electronic means; 1

IMO SOLAS V/27

Nautical charts and nautical publications, such as sailing directions, lists of lights, notices to mari­ners, tide tables and all other nautical publications necessary for the intended voyage, shall be adequate and up to date.

Most vessels still satisfy carriage requirements for charts and publications by the use of paper products, however amendments to SOLAS regulations that came into force in July 2002 allow these carriage requirements to be satisfied solely by electronic means so long as a suitable back up is provided.

The three regulations referred to above show that the carriage requirement for charts and publications can be fulfilled by:

- Carriage of official and up to date paper charts, or

- Carriage of a type-approved ECDIS (in accordance with the requirements of the IMO ECDIS Performance Standards – i.e. using up to date Electronic Navigational Charts (ENC) supplemented by an appropriate back up arrangement).

What kinds of electronic charts are available?

There are two types of electronic chart – raster and vector. A raster chart is a scanned and passive image of a paper chart, whereas a vector chart corresponds to a digital analysis by object (points, lines, areas etc.). See Section 4 for further technical details.

Picture 1: Object in the raster chart, example of raster chart (left) and example of vector chart with vessel’s symbol in the middle (right).

What are official charts?

Charts issued by or on the authority of a Government, authorized Hydrographic Office or other relevant government institutions are official and may be used to fulfil carriage re­quirements (provided they are kept up to date).

All other nautical charts are by definition not official and are often referred to as private charts. These charts are not accepted as the basis for navigation under the SOLAS con­vention.

There are two kinds of official digital charts commonly available; Electronic Navigational Charts (ENC) and Raster Navigational Charts (RNC).

What is an ENC?

ENC stands for “Electronic Navigational Chart”. The term was originally introduced for dig­ital chart data complying with the IHO chart data transfer standard S-57. By IMO definition ENCs can only be produced by or on the authority of a government, authorised Hydro-graphic Office or other relevant government institution. Any other vector data is unofficial and does not meet carriage requirements.

ENCs have the following attributes:

- ENC content is based on source data or official charts of the responsible Hydrographic Office;

- ENCs are compiled and coded according to international standards;

- ENCs are referred to World Geodetic System 1984 Datum (WGS84);

- ENC content is the responsibility and liability of the issuing Hydrographic Office;

- ENCs are issued only by the responsible Hydrographic Office; and

- ENCs are regularly updated with official update information distributed digitally.

See section “Meeting carriage requirements for ECDIS” below and Section 4 for further details.

Picture 2: ENC data displayed on a type approved ECDIS.

How do I recognise an ENC?

When I am buying

Only authorized distributors sell ENCs in ENC services which include the delivery of update information. The distributors are authorized either directly by the originating Hydrographic Office or by a cooperation of Hydrographic Offices.

When used in an ECDIS

ECDIS distinguishes an ENC from unofficial data. When unofficial data is used, ECDIS in­forms mariners that they must navigate by means of an official, up to date, paper chart by a continuous warning on the screen.

If unofficial data is shown on the ECDIS display, its boundary is to be identified by a special line style. This boundary is visualized as a “one-sided” RED line with the diagonal stroke on the unofficial side of the line.

Further the mariner can use an ECDIS function to interrogate the chart display to obtain the chart details like information on originator, edition number and status of updating.

How are ENCs distributed?

The International Hydrographic Organisation (IHO) provides an interactive web catalogue (www.iho.int) displaying the status of worldwide ENC production. This system has point­ers for guiding users to ENC suppliers and distributors. A three-colour scheme is used to distinguish between degrees of accessibility.

This catalogue shows that many common shipping routes are already covered by ENCs.

The illustration below shows the front page of the catalogue, which can be found at the IHO web-site at www.iho.int, look under “ENC”.

Some HOs (eg Canada and Australia) make their RNCs and ENCs available to users via their own distributor networks; these distributors often offer additional folio services to shipping companies.

Picture 4: IHO Global ENC Catalogue, March 2007.

How are ENCs protected?

A majority of all ENCs are only made available to the end-users in a protected form com­pliant with the IHO S-63 Data Protection scheme. The standard maintains the integrity in all transactions between the service provider and the end-user. The protection scheme enables the end user systems to check the authenticity of the supplied information.

The S-63 protection scheme defines a mechanism for encrypting ENC information and ap­plying a digital signature to enable authentication of the chart data by the end-user. The end-user will require a decryption key to access and view the ENC data protected by the scheme. Each ENC chart is encrypted with a different key, and the decryption keys are is­sued to specific end-user systems and can consequently not be exchanged or shared by different systems. The required decryption keys are distributed to the end-users as ‘Cell Permits’ by the service provider.

The operation of a protection scheme should not add any operational overhead for the end-users since all aspects of ENC decryption and authentication are handled automati­cally by the chart system. The end-user will occasionally receive new Cell Permits from their service provider when their ENC subscription is renewed or there are changes to the ENC chart outfit. The updated Cell Permits must be imported into the chart system to en­able it to automatically process new ENC deliveries and updates.

A majority of all ECDIS and ECS suppliers have developed support for IHO S-63 and can read protected ENCs.

A few nations distribute their ENCs without using encryption; all ECDIS systems are able to access and display these ENCs.

Are there other ways that ENCs can be distributed?

The International Hydrographic Organisation has approved the distribution of ENCs in the internal format used by the individual ECDIS manufacturer. The generic name of this for­mat is SENC – System-ENC. Depending on the make of ECDIS this can increase the speed of loading of ENC-data. The IHO requires service providers using this method of SENC-dis­tribution to gain the agreement of the Hydrographic Offices supplying the ENCs and to use type approved software to ensure that the integrity of the SENC data is maintained.

What is an RNC?

RNC means “Raster Navigational Chart”. RNCs are digital raster copies of official paper charts conforming to IHO Product Specifications RNC (S-61). By definition RNCs can only be issued by, or on the authority of, a national Hydrographic Office.

RNCs have the following attributes:

- RNCs are a facsimile of official paper charts;

- RNCs are produced according to international standards;

- RNC content is the responsibility of the issuing Hydrographic Office; and

- RNCs are regularly updated with official update information distributed digitally.

The IMO performance standards for ECDIS states that where ENCs are not available, RNCs may be used in ECDIS to meet carriage requirements. However, when the ECDIS is us­ing RNCs it should be used together with an appropriate folio of up to date paper charts. See section “Meeting carriage requirements for ECDIS” below and Section 2 for further details.

Because of their nature, RNCs when used in ECDIS do not provide the same level of func­tionality that is provided by ENCs; the limitations of operating with RNCs are outlined in IMO SN Circulars 207 and 255 (see Annex to this section).

How are ENCs and RNCs kept up to date?

In order to meet carriage requirements, official charts must be kept corrected by Notices to Mariners issued by Hydrographic Offices.

ENCs and RNCs are kept up to date by applying regular, for example weekly, update in­formation to the chart data via a data file. The update file may be transferred by wireless transmission, or by a suitable media e.g. CD. The actual updating is applied automatically by the ECDIS to its chart database. Another standard function of ECDIS is the capability of updating the ENC manually which may be used if the digital update is not available.

At present most ENC and RNC updates are supplied to ships on CD but ‘remote updating’ using satellite (or, when in port, shore based) telecommunications is becoming more and more common. A number of ENC service providers already have updating services using e-mail and web and other means; details may be obtained from ENC distributors.

Is it possible to check that all updates have been applied to the ENC?

Updates to ENCs are sequential, and the sequence is unique to each ENC. During the up­dating process ECDIS always checks that all updates in the sequence have been applied. If an update is missing then the ECDIS will indicate this; it is not possible to load later updates until the missing update is applied.

The ECDIS maintains a list of updates applied and the date of application. This list can be used to check the update status of the ENCs loaded. Should all available ENCs show the same date for the latest update, it is likely that they have not been updated regularly, and the distributor should be contacted for verification. Furthermore it is possible to use tradi­tional sources of information, such as Notices to Mariners, to verify updates.

Port State Control officers may use the ECDIS listing to ensure that ENCs are being kept up to date in accordance with SOLAS V Regulation 27.

What is ECDIS?

ECDIS equipment is specified in the IMO ECDIS Performance Standards (IMO Resolution A.817 (19)) as follows:

Electronic Chart Display and Information System (ECDIS) means a navigation information system which, with adequate back up arrangements, can be accepted as complying with the up-to-date chart required by regulation V/19 & V/27 of the 1974 SOLAS Convention, by displaying selected information from a system electronic navigational chart (SENC) with positional information from navigation sensors to assist the mariner in route planning and route monitoring, and by displaying additional navigation-related information if required.

ECDIS is a ship borne navigational device and as such it is the responsibility of IMO. It must support the whole range of navigational functions that make use of the characteris­tics of the chart data and their specific presentation. Moreover, to be an ECDIS the equip­ment must be shown to meet all the requirements of the IMO Performance Standards (IMO Resolution A.817(19)) and offer, besides the graphic presentation of chart data, additional information about the characteristics of the displayed features.

Within the ECDIS, the ENC database stores the chart information in the form of geographic objects represented by point, line and area shapes, carrying individual attributes, which make any of these objects unique. Appropriate mechanisms are built into the system to query the data, and then to use the obtained information to perform certain navigational functions (e.g. the anti-grounding surveillance).

The presentation of the current position, range/bearing functions and route planning ca­pabilities are other examples of the minimum ECDIS requirements laid down in the IMO Performance Standards for ECDIS.

The presentation of ENCs on the screen is specified in another IHO standard, the “Colours and Symbols Specifications for ECDIS IHO S-52”, i.e. in its Appendix 2, called ”ECDIS Presentation Library”. This style of presentation is mandatory.

The use of ENCs in a tested, approved and certified ECDIS and with appropriate back up arrangements, is the only paperless chart option for vessel navigation.

How is an ECDIS approved and by whom?

To ensure that ECDIS equipment intended for onboard use is seaworthy, it must pass type approval and test procedures developed by the International Electrotechnical Commission (IEC) based on the ECDIS Performance Standards of IMO and applying the IHO require­ments, S-52 and S-57 in particular.

Type approval is a method to show conformance with IMO requirements on a legal basis – it is initiated and required by all Flag States which are Member States of the European Union and by many others outside including United States, Japan and Australia. ECDIS type approval is the certifications process that ECDIS equipment must undergo before it will be considered to comply with the IMO Performance Standards for ECDIS by the inter­national shipping community.

Type approval is normally conducted by recognized organisations or by marine classifica­tion societies nominated by Flag States. Some maritime nations also have type approval programs within their maritime safety administration or Department of Marine Transporta­tion. European Governments have agreed about mutual recognition of their ECDIS type approval certificates – indicated by the so-called “Wheel Mark” sign showing conformity with the Maritime Equipment Directive of the European Union.

Meeting Carriage Requirements with ECDIS

Only a type approved ECDIS operating with up to date ENCs and with appropriate back up may be used to replace all paper charts on a vessel. Where ENCs are not yet available, IMO regulations allow Flag States to authorise the use of RNCs (together with an appropri­ate folio of paper charts) – see below. Note that in all other cases the vessel must carry all paper charts necessary for its intended voyage.

From the regulatory perspective, the most important statement about the legal status of ECDIS is contained in the amended Chapter V of the SOLAS Convention set into force on 1 July 2002. As stated earlier in this section, ECDIS is specifically referred to in Regulation 19 ”Carriage requirements for ship borne navigational systems and equipment”.

However, in order to replace paper charts, such systems must fulfil considerable technical requirements laid down in ECDIS Performance Standards:

- The chart data in use must be official – ENCs where these are available;

- The graphic display on the screen must meet the equipment-independent specifica­tion; and

- The equipment must support the full range of navigational functions that can be per­formed on the traditional paper charts.

Back up requirements

No electronic system is completely failsafe. IMO Performance Standards therefore require that the “overall system” include both a primary ECDIS and an adequate independent back up arrangement that provides:

- Independent facilities enabling a safe take over of the ECDIS functions in order to ensure that a system failure does not result in a critical situation; and

- A means to provide for safe navigation for the remaining part of the voyage in case of ECDIS failure.

However, these rather basic statements allow considerable leeway and there are various interpretations as to what are the minimum functional requirements, or what constitute ”adequate” back up arrangements.

There are two commonly accepted options:

- A second ECDIS, connected to an independent power supply and a separate GPS po­sition input;

- An appropriate up to date folio of official paper charts for the intended voyage

Some Flag States may permit other options (e.g. radar-based systems such as ”Chart-Radar”). Ship owners should consult their national maritime administration for specific advice.

At the request of IMO the IHO is currently seeking information from their member states on which paper charts covering their territorial waters would be appropriate to serve as a back up to ECDIS. IHO will compile this information and present it on its web site in the form of a catalogue.

Information on different maritime administrations’ accepted back up arrangements can be found in Section 2.

What to do in areas without ENC coverage?

In 1998 the IMO recognised that it would take some years to complete the world’s cover­age of ENCs. As a consequence IMO ECDIS Performance Standards were amended add­ing a new optional mode of operation of ECDIS, the Raster Chart Display System (RCDS) mode. In this mode RNCs can be used in ECDIS to meet SOLAS carriage requirements for nautical charts. However, this is only allowed if approved by the Flag State. The intention of those changes was to allow the ECDIS to operate as far as possible on official chart data; ENCs where they were available and RNCs to fill in the gaps.

IMO took note of the limitations of RNCs as compared to ENCs (see IMO SN Circular 207 at Annex), and the revised ECDIS Performance Standards require that the ECDIS must be used together with “an appropriate folio of up to date paper charts” for the areas where RCDS mode is employed. The intention was to allow the number of paper charts carried by a vessel to be reduced where RCDS mode was employed, but only to a level compat­ible with safe navigation. No definition of an “appropriate folio” was provided by IMO and consequently different Flag States developed individual interpretations.

As there is no common interpretation of the term “appropriate” ship owners should consult their Flag State as to whether RCDS mode is allowed and under what conditions.

A web-based catalogue showing world coverage of all ENCs, RNCs and paper charts avail­able is currently under preparation by the IHO.

In areas where ENCs or RNCs are not available vessels must carry all paper charts neces­sary for the intended voyage.

Section 2 gives details of the implementation by specific maritime administrations.

Does your ECDIS system Meet Carriage Requirements?

Are ENCs available for area of operation?	YES	NO	YES	NO
What Digital Charts are being used in the ECDIS by the mariner?	ENC (coverage at an appropriate scale for navigation)	RNC (coverage at an appropriate scale for navigation)	RNC	Private charts (6)
What back up system is required?	Independent ECDIS or other back up solution required	Independent ECDIS or other back up solution required	None required (3)	None required (3)
What are the requirements for the carriage of Official paper charts?	None needed (1) (except if back up is a folio of paper charts)	An “appropriate” folio of up to date paper charts to be used in conjunction with the ECDIS in RCDS mode	All up to date paper charts required for safe navigation in areas where ENCs are available	All up to date paper charts required for safe navigation for the intended voyage
How is the ECDIS operating ? Does the ECDIS fulfil Chart Carriage Requirements?	As an ECDIS YES (1)	As an ECDIS in RCDS mode YES (2)	As an ECDIS in RCDS mode NO (4)	As an ECS NO (5)

Table 1: ECDIS Carriage Requirements – a summary

Notes to table above:

- (1) Some Flag States may require specific documentation to allow this.

- (2) Requires approval of vessel’s Flag State – Flag State defines meaning of ‘appropri­ate’

- (3) Back up system is only required if ECDIS is intended to meet carriage require­ments

- (4) For ECDIS to fulfil Carriage requirements vessels must use ENCs where these are available

- (5) Paper charts (not the ECDIS) must remain the primary means of navigation

- (6) If private charts are used in an ECDIS the system is regarded as operating as an ECS. ECDIS operating as ECS, ECS systems meeting RTCM standards or Private charts meeting ISO standards being used in ECDIS do not meet carriage require­ments.

Can chart format names indicate carriage compliance?

There has been much confusion with regard to the names used to describe electronic chart distribution formats; the diagram below is designed to clarify the situation. From the dia­gram it can be seen that the same distribution format can be used for the delivery of both private and official chart data. For instance ’BSB’ is the term used for the distribution for­mat of US and Canadian RNCs; the same term is used for the distribution of private raster chart data in other areas (for example in European waters). There can also be confusion with ENCs; private vector chart data delivered in S-57 format does not meet IMO require­ments and should never be named as ENC. Similarly private vector data delivered in SENC format can be mistaken for ENCs delivered in the same SENC format.

Therefore the most important factor to consider is the source of the electronic chart data; this determines its status and the purpose for which it may be used. However, only the combination between the status of the chart data and the functionality of the particular device finally decides if its practical operation can be stated as ECDIS-mode or as ECS­mode.

Picture 5: Examples of Electronic Chart Formats. Many ECS systems are able to use ENC or RNC data, how­ever even when using official charts they may not be used to fulfil carriage requirements.

Acceptance of ECDIS by Port State control

Ships arriving at a port may be subject to Port State control by local officials based on Flag State regulations and international agreements. Nations have formed a number of regional groups to ensure consistent application of Port State controls.

In Europe the Port State control acts on the regulations set out in the Paris Memorandum of Understanding. Its ECDIS guidelines explain how a PSCO should assess whether a ship is using electronic charts in accordance with SOLAS requirements. Checks may include whether:

- The ship has documentation indicating that the system complies with IMO Perform­ance Standards for ECDIS. In the absence of such documentation, the PSCO should seek confirmation from the Flag State that the system does meet the statutory re-q u i rem ents;

- The system is being used for primary navigation. It should be established if ECDIS is used in the ENC mode or RCDS mode or in both modes;

- There are written procedures onboard the vessel for using ECDIS;

- The master and watch-keeping officers are able to produce appropriate documenta­tion that generic and type-specific ECDIS familiarisation has been undertaken;

- The charts used for the intended voyage are the latest official editions;

- The charts in use are updated; and

- There are approved back up arrangements available to ensure a safe transfer of the ECDIS functions in the event of ECDIS failure and to provide safe navigation for the remaining part of the voyage.

Is there a need for ECDIS training?

Unlike the paper chart, ECDIS is a highly sophisticated system which, besides the naviga­tional functions, includes components of a complex, computer-based information system. In total, the system includes hardware, operating system, ECDIS software (kernel and user interface), sensor input interfacing, electronic chart data, rules for presentation and display, status and parameters of alarms and indications, etc. All these items are accessed through an appropriate human-machine interface. As such, care must be taken when navi­gating with ECDIS to avoid

- False operation

- Misinterpretation

- Malfunction or, even worse,

- Over-reliance on this highly-automated navigation system

As with any type of shipboard navigation equipment, it can only be as good as those who use it and what it is being used for. In the case of ECDIS and electronic charts, if the mari­ner is well trained then the system provides the information flow that the mariner needs to make good decisions and therefore contributes significantly to safe and efficient naviga­tion. Stated another way, an electronic chart system is another tool to enable mariners to perform their job better. However, just having some “knowledge” about “functions” and “operational controls” is insufficient to maximise the benefits of ECDIS; proper training is absolutely necessary.

What are the requirements for ECDIS training?

ECDIS and other electronic charting systems have become increasingly important to ship navigation and are already widely used either as a primary navigation tool or as an aid to navigation. The systems are increasingly complex, and require adequate and appropriate training in order to be operated correctly and safely. Without proper training, these sys­tems will not be used to their full potential and could under some circumstances increase the hazard to navigation. The STCW (Standards of Training, Certification and Watch-keep­ing) and ISM (International Safety Management) codes put the responsibility firmly on the shipowner to ensure that mariners on their vessels are competent to carry out the duties they are expected to perform. If a ship is fitted with ECDIS, the shipowner has a duty to ensure that users of such a system are properly trained in the operation and use of elec­tronic charts and are familiar with the shipboard equipment before using it operationally at sea.

There is no specific regulation or reference to ECDIS systems in the STCW Convention. However, since ECDIS systems are related to electronic charts, references about them are considered to be included in the material covered by the word “chart”:

- To encourage effective ECDIS education, the IMO approved a standardised model course for ECDIS training on the operational use of ECDIS in 1999 (IMO course 1.27). This course is offered by approved training institutions and maritime academies. Maritime administrations can provide information on approved institutions. Some Flag States have developed their own training courses in ECDIS in order to be able to recognise the training certificates.

- Type specific ECDIS training is provided by equipment manufacturers. Further details on ECDIS training are to be found in Section 3. What are the operational considerations when using ECDIS?

Navigating with ECDIS is fundamentally different from navigating with paper charts. Im­portant bridge work-processes are significantly affected, in particular, voyage planning and voyage execution task. These require careful analysis and consideration:

Voyage Planning

ECDIS provides a number of additional planning functions and features such as safety contours, alarms, click-and-drop facilities for waypoints and markers, etc. Whilst in many ways ECDIS makes voyage planning easier it is still possible to make errors, however these are likely to be of a different type to those encountered when using paper charts.

Even though ENC coverage is increasing rapidly, many vessels will, to some degree, have to operate a dual – or even triple – system with ENCs paper and raster charts. Planning and validation of the route has therefore to consider issues such as which chart types are available for the various segments of the voyage. The format of the voyage plan is likely to differ from the traditional alphanumeric lists of waypoints used with paper charts and should include information on the usability of connected electronic navigational devices such as GPS and AIS and their actual alarm settings.

It is essential to make use of the in-built automatic check functions provided by ECDIS when validating and approving the voyage plan. Thought also needs to be given to ensur­ing that a backup to the voyage plan on the ECDIS is available in case of equipment failure of the ECDIS itself or the connected sensors.

It is important that there is good communication of the voyage plan to all bridge officers so that they are prepared for the intended voyage. This should include information on equipment status and backup procedures

Voyage execution

At the beginning of the voyage, as well as at any change of watch, the officers should re­view the voyage plan and agree the selected pre-settings of functions, alarms and indica­tors to be used on the ECDIS.

Where vessels carry paper charts as well as an ECDIS the role of the ECDIS and the charts should be considered. If the ECDIS is used for real time navigation, the statutory require­ments regarding monitoring of the progress of the voyage and marking of positions will need to be considered:

· are positions marked in paper charts solely for record keeping purposes?

· what steps are taken to ensure that intended tracks marked on the paper charts cor­respond with the ECDIS information?

· have the bridge procedures set in place by the shipping company been adapted for the use of ECDIS and are all persons concerned with the navigation familiar with these adaptations

Over reliance on ECDIS

There is a tendency to put too much trust in computer based systems and believe what­ever is on the display. It is essential that officers remember to cross check the information displayed by all other means available; especially by looking out the window and watching the radar! Bridge-procedures must be adapted appropriately and ENC training must be carried out to alleviate these concerns.

Is there a mandatory requirement to carry ECDIS?

- In December 2006 the Marine Safety Committee (MSC) of IMO agreed amendments to the High Speed Craft (HSC) regulations requiring all HSC craft built after 2008 to be fitted with ECDIS and existing HSC to be retrofitted by 2010.

- At the same meeting MSC also accepted the findings of a Formal Safety Assessment (FSA) on ECDIS presented by Norway and other nations showing the positive benefit of fitting ECDIS. As a result of this study MSC has instructed the NAV sub-committee to discuss the extension of mandatory carriage of ECDIS to other classes of vessel and to report back to them in 2008.

What is ECS?

All systems, which are not tested to show compliance with the ECDIS Performance Stand­ards, can be generically designated as ”Electronic Chart Systems” (ECS). An ECS may be able to use either ENCs, RNCs or other chart data produced privately and could have functionality similar to ECDIS.

Some ECS equipment manufacturers also produce vector and raster data to use in their products. These suppliers have been producing private chart data for a number of years and have established themselves in the market. They were the pioneers and have estab­lished the idea and the use of electronic chart systems on vessels. Their charts are derived from Hydrographic Office paper charts or Hydrographic Office digital data.

Hydrographic Offices do not take any responsibility for the accuracy or reliability of pri­vately produced charts.

Where the vessel operates with ECS, the paper chart remains the official basis for naviga­tion onboard. The vessel must retain and use a full folio of up to date paper charts on­board, regardless of the type of electronic charts used.

Because ECS is not intended to meet SOLAS requirements, there are no IMO Performance Standards for ECS.

Some ECS manufacturers also use the term RCDS to describe their systems. In this case the manufacturer is stating that the system uses RNCs and possibly that it has the same functionality as required by the ECDIS Performance Standards. However, such systems cannot be used to meet carriage requirements.

The STCW and ISM codes put the responsibility firmly on the shipowner to ensure that mariners on their vessels are competent to carry out the duties they are expected to per­form. If a ship has ECS fitted, the shipowner has a duty to ensure that users of such a system are properly trained in the operation and use of electronic charts, are aware of the limitations compared to ECDIS and are familiar with the shipboard equipment before using it operationally at sea.

Postingan lain yang mungkin berhubungan:

• February 3, 2009 -- Daftar istilah & singkatan2 navigasi
• February 17, 2010 -- Distance table online
• March 1, 2010 -- Mudah nya mencari alamat company, broker dengan Ovi maps & google maps
• May 29, 2009 -- The Mariners Hanbook NP100
• September 4, 2008 -- Tips Mengatasi masalah koreksi peta BA ( British Admiralty )

On Friday, 31 July 2009

History

The IMO states that “The International Ship and Port Facility Security Code (ISPS Code) is a comprehensive set of measures to enhance the security of ships and port facilities, developed in response to the perceived threats to ships and port facilities in the wake of the 9/11 attacks in the United States” (IMO)

Development and implementation were speeded up drastically in reaction to the September 11, 2001 attacks and the bombing of the French oil tanker Limburg. The U.S. Coast Guard, as the lead agency in the United States delegation to the International Maritime Organization (IMO), advocated for the measure. The Code was agreed at a meeting of the 108 signatories to the SOLAS convention in London in December 2002. The measures agreed under the Code were brought into force on July 1, 2004

Scope

The Code is a two-part document describing minimum requirements for security of ships and ports. Part A provides mandatory requirements. Part B provides guidance for implementation.

The ISPS Code applies to ships on international voyages (including passenger ships, cargo ships of 500 GT and upwards, and mobile offshore drilling units) and the port facilities serving such ships.

The main objectives of the ISPS Code are:

To detect security threats and implement security measures

To establish roles and responsibilities concerning maritime security for governments, local administrations, ship and port industries at the national and international level

To collate and promulgate security-related information

To provide a methodology for security assessments so as to have in place plans and procedures to react to changing security levels

Requirements

The Code does not specify specific measures that each port and ship must take to ensure the safety of the facility against terrorism because of the many different types and sizes of these facilities. Instead it outlines “a standardized, consistent framework for evaluating risk, enabling governments to offset changes in threat with changes in vulnerability for ships and port facilities.”

For ships the framework includes requirements for:

Ship security plans.

Ship security officers

Company security officers

Certain onboard equipment

For port facilities, the requirements include:

Port facility security plans

Port facility security officers

Certain security equipment

In addition the requirements for ships and for port facilities include:

Monitoring and controlling access

Monitoring the activities of people and cargo

Ensuring security communications are readily available

Keamanan Tingkat 1 (Security Level 1)

tingkatan di mana tindakan pencegahan keamanan minimum yang harus dilaksanakan secara terus menerus.

1.Pengecekan identitas semua orang yang naik ke kapal dan mengkonfirmasikan tujuan mereka : karcis, pas naik kapal, dll;

2. Kapal berkoordinasi dengan fasilitas pelabuhan: menetapkan danmenjaga daerah aman,di wilayah tersebut dapat dilaksanakan kegiatan pengawasan terhadap orang-orang, bagasi(termasuk benda­-benda yang dibawa), barang-barang -pribadi, kendaraan dan isinya.

3.Kapal berkoordinasi dengan fasilitas pelabuhan untuk pemeriksaan terhadap kendaraan yang akan dimuat (car carrier, ro-ro);

Keamanan Tingkat 2 (Security Level 2)

Tingkatan di mana tindakan tambahan dari tingkatan keamanan minimum harus dilaksanakan pada waktu tertentu sebagai resiko meningkatnya suatu insiden keamanan.

Pada Keamanan Tingkat 2, Rencana Keamanan Kapal meliputi antara lain :

1.Personil tambahan:ronda keliling saat keadaan sepi untuk mencegahakses olehorang yang tidak berkepentingan;

2. Pembatasan jumlah akses ke kapal, mengidentifikasi akses yang harus ditutup dan peralatan yang memadai untuk pengamanannya;

3. Pencegahan akses pada lambung sisi laut, termasuk patroli perahu;

4. Menetapkan area terbatas pada sisi darat kapal, bekerjasama dengan fasilitas pelabuhan;

5. Meningkatkan frekuensipenggeledahan orang, barang pribadi, dan kendaraan yang naik atau dimuat ke kapal;

6.Melakukan pengawalan terhadap pengunjung kapal;

7. Mengadakan tambahan pengarahan bagi semua awak kapal tentang ancaman-ancaman yang sudah teridentifikasi, menekankan kembali prosedur pelaporan, orang, benda, atau kegiatan yang mencurigakan dan menekankan perlunya peningkatan kewaspadaan;

8.Mengadakan pemeriksaanmenyeluruh atau sebagian di kapal.

Keamanan Tingkat 3 (Security Level 3)

Tindakan pencegahan keamanan yang lebih khusus yang dilaksanakan ketika suatu insiden keamanan segera terjadi

Pada Keamanan Tingkat 3, Rencana Keamanan Kapal harus rinci mengenai tindakan yang dapat dilakukan oleh kapal, bekerja sama secara intensif dengan fihak-fihak yang terkait dan dengan fasilitas pelabuhan, meliputi:

1.Mengurangiakses menjadi hanya satu akses yang terkendali;

2. Hanya memberikan akses kepada fihak-fihak yang sedang menangani insiden keamanan dan ancama insiden keamanan ;

3.Mengarahkan orang-orang di kapal;

4.Penundaan kegiatan naik turun penumpang;

5.Penundaan kegiatan bongkar-muat barang dan pengiriman barang;

6.Pemindahan kapal;

7.Menyiapkan penggeledahan menyeluruh atau sebagian terhadap kapal.

Security Assessment

-Bagian yang penting dan integral dari proses pembuatan

-Perwira Keamanan Perusahaan (Company Security Officer)

-Dilaksanakan oleh orang-orang yang memiliki keterampilan memadai

1. Identifikasi tatacara, prosedur dan operasional keamanan yang sudah ada;

2. Identifikasi dan evaluasi kegiatandi atas kapal yang penting untuk dilindungi;

3. Identifikasi ancaman yang mungkin timbul terhadap kegiatan di atas kapal dan kemungkinan terjadinya ancaman;

4. Identifikasi kelemahan, mencakup faktor manusia di dalam infrastruktur, kebijakan dan prosedur.

Ship Security Plan (SSP)

Masing-masing kapal harus mempunyaiSSP yang disetujui oleh Administrasi

Suatu organisasi keamanan yang diakui(recognized security organization / RSO)boleh menyiapkan dokumen SSP

Suatu Rencana Keamanan Kapal (SSP) meliputi, hal-hal berikut :

1. Tindakan yang direncanakan untuk mencegah senjata, barang berbahaya yang dimaksudkan untuk digunakan terhadap orang – orang, kapal atau pelabuhan;

2. Identifikasi area terbatas dan tindakan untuk pencegahan akses bagi yang tidak berkepentingan masuk ke area tersebut;

3. Tindakan untuk pencegahan akses bagi yang tidak berkepentingan ke kapal;

4. Prosedur untuk merespon ancaman keamanan atau pel

Postingan lain yang mungkin berhubungan:

• February 5, 2010 -- Mualim II Sea watch
• December 15, 2009 -- Ukur dan Hitung Minyak
• July 11, 2009 -- Minimum Under Keel Clearance
• March 17, 2009 -- Di mozambique channel Africa
• January 19, 2009 -- Penanganan Muatan Tanker
• July 28, 2008 -- Proposal Maera memperingati HUT Kemerdekaan RI yang ke-63

Monday, 1 June 2009

Berbicara tentang inspeksi, meriksa memeriksa di atas kapal, saya pada awal mengalaminya saat Eksternal Audit wah uda pada ngapalin tugas-tugas masing-masing dan beberapa poin yang di bagikan C/O. uda dek dekan ngapalinya. Trus adalagi nih katanya kalo kapal masuk singapore naik PSC gawat lagi bisa di turunin.. hehe buat cuit nyali juga sih.. mo join ke perusahaan luar.

Aturan atau regulation selalu terlintas di benak kita akan pekiran yang ruwet, was-was dan sebagainya. Namun, sebenarnya menghadapi sebuah Inspection tidak lah harus cemas bekerja dengan keras, tetapi jalanilah pekerjaan di atas kapal sebagaimana biasanya. Tentu dalam arti biasanya yang sesuai dengan waktu kerja, porsi kerja dan regulation pula. Dengan tanda kutip bukan bekerja ala di kapal tug boat, yang sebagian besar hanya pada tugas classic saja yaitu: jaga, makan tidur, bangun nyampe pelabuhan dan pulang rumah… Maaf ya bukan menyinggung. please jgn marah. he2.

Sebagian besar kapal tanker Indonesia dan juga asing, yang di charter oleh oil company anggota OCIMF selalu menghadapi vetting inspection, Major Inspection sehingga membuat sebagian besar officer muda / jonior officer cemas menghadapinya. Bukan saja yang bersangkutan, tetapi Owner dan Crewing Management pun ragu dan sangat selektif untuk memilih calon officer yg hendak di pekerjakan di atas kapal yang akan menghadapi vetting dan Oil Major Inspection.

Nah, dari kasus tersebut membuat banyak calon junior officer terutama yg baru lulus, kecil peluang nya untuk dapat di terima bekerja pada kapal-kapal yang akan menghadapi Inspeksi. Dan juga dengan ketidak percaayaan diri, ragu atas potensi, kemampuan dan pengalaman berlayar yang belum lama, maka banyak junior officer yang enggan melamar pada perusahaan kapal tanker tetapi lebih memilih kapal kecil, tug boat, supply boat, Crew boat dll. yang katanya uang nya banyak, kerjanya sedikit.. dan memang betul.!!

Tidak berpanjang kata menurut pandangan saya, uang adalah utama tetapi apa yang anda belajar hari ini arah pengalaman kerja anda, akan menjadi aset yang sangat mahal untuk meraup reziki lebih dari sekedar sebuah tugboat.. dan yang pasti akan sangat berguna untuk masa depan yang lebih baik dan cermelang untuk seorang popeye.

Vetting Inspection dan Oil Major selalu berpedoman pada regulation… nah untuk menghadapinya, salah satu jurus menurut saya adalah kita sudah harus jauh hari telah mengetahui bahan-bahan apa yang hendak di inspeksi.!! "Ibaratnya kita hendak mengikuti ujian Negara maka kita harus berusaha untuk mencari kisi-kisi soal, bahkan bocoran Soal-Soal Ujian Negara"

Memang, di atas kapal anda pasti sudah tau garis besar semacam apa sih, dan apa saja yang akan di periksakan terutama yang sudah sering mengalami vetting dan Oil Major. Tapi anda perluh ketahui juga sebab peraturan selalu ada perubahan dan penambahan. Dan untuk yang belum menglaminya kembali lagi kepada pribadi kita, alangkah lebih baik nya kita sudah menguasai minimal yang menjadi poin-poin tugas kita di atas kapal, walaupun blm menghadapinya. Maka kita akan lebih mengenal dan familiar degan peraturan atau regulation.

Pedoman atau panduan tersebut adalah " Manual Inspection " di kenal dengan nama Ship Inspection Report (SIRE) Programme di terbitkan oleh OCIMF (Oil Companies International Marine Forum). Berisikan daftar pertanyaan Inspeksi untuk sebuah jenis kapal tanker. "Vessel Inspection Questionnaires for Oil Tankers, Combination Carriers, Shuttle Tankers, Chemical Tankers and Gas Carriers" 2008 Edition. please click here for download.

Penjelasan saya ala sekedarnya bahasa popeye,,, kalo ada mas2 yang ingin menambahkan, silahkan. untuk menambah wawasan kita di dunia pelayaran.

Oyah saya upload file ya ke rapidshare bagi anda yg mungkin blm menggunakannya klik aja Free User macam spidometer di bawanya ada kata free user klik aja. Uda saya bayarin gratis untuk anda. he3, nggak becanda, smua gratis saya juga make yg free aja. kalo mau baca lebih detail ke OCIMF webnya.

Postingan lain yang mungkin berhubungan:

• July 11, 2009 -- Minimum Under Keel Clearance
• January 20, 2010 -- MARPOL POLLUTION – 73/78
• January 18, 2010 -- Bahaya – Bahaya Minyak
• June 26, 2009 -- Steering gear: Testing and drills
• May 8, 2009 -- JENIS-JENIS VALVE ATAU KERANGAN DIATAS KAPALTANKER
• February 3, 2009 -- Daftar istilah & singkatan2 navigasi
• January 19, 2009 -- Penanganan Muatan Tanker

Friday, 29 May 2009

Berlayar jaman sekarang bisa dikatakan paling mudah di banding bapak2 kita pelaut tahun 80-an. sekarang ini sangat di manjakan dengan segala kemudahan dari kemajuan tehnologi, baik perangkat Navigasi yang canggi, permesinan yang serba automatic dimana pengoperasiannya tinggal jaga alarm berbunyi artinya anda harus bergegas dari tempat duduk dan melihat tindakan apa yang anda harus ambil.

Sebenarnya pesawat apapun diatas kapal pasti ada manual book-nya, seperti contoh kecil saja ada pemasangan alat navigasi baru baik itu GPS, AIS, dll di anjungan pasti ada operation manualnya. Pertama kali saya berlayar awalnya terasa susah sekali karena belum memahami betul apa itu berlayar. Yang saya tau mengemudikan kapal dari suatu pelabuahan sampai pelabuhan tujuan dengan syukur selamat selesai. Ternyata menunjang operasional kapal, seorang mualim harus di bekali oleh ilmu Navigasi yg cukup. Memang di bangku kulia kita sudah di bekali dengan dasar pengetahuan, tetapi nama nya manusia tidak mungkin menyimpan semua aturan, teori dalam memori nya.

Oleh karena itu, di dunia bernavigasi selalu di perbaharui terus segala macam aturan sebagai upaya untuk mencegah kecelakaan yang di sebabkan oleh error manusia, salah satunya buku2 navigasi, buku-buku panduan Bahari / Sailing Directions, daftar-daftar mengenai istilah2 dan macam-macam. Nah sampailah pada suatu buku kecil kalo kita masih sekolah ada yang suka nyontek tuh kalo ujian, atau gope`aan.. lh saat ujian uda buntuh keluarin deh dewa penolongnya. he2.. termasuk saya juga. Tapi buku yg saya maksud disini bukan seperti itu, tapi buku pegangan pelaut hasil rangkuman petunjuk2, aturan2 dan informasi penting untuk seorang mualim, agar membantu dalam meberikan informasi2 petunjuk2 penting apabila seorang mualim barangkali lupa dengan sebuah prosedur atau aturan. Buku yang saya maksud adalah The Mariner`s Hanbook NP100. Yah mungkin nggak asing lagi bagi anda tetapi untuk memilikinya, agak sulit karena publication tersebut hanya boleh tinggal di rak buku anjungan dan tidak boleh dibawa pulang hanya untuk di baca di kapal. Tapi alangkah lebih baiknya anda miliki buku tsbt, kalo join lagi di kapal lain dan tidak ada di kapal tsbt maka soft copy ini bisa jadi membantu anda. ( klik link berikut ini kemuadian jendela baru pilih free user kemudian klik download.) please click here for download

Buku adalah gudang ilmu, membaca adalah kuncinya tetapi, tidak lah salah juga istilah itu sekarang berubah; Google adalah gudang Ilmu browsing dan membaca adalah kuncinya.

Postingan lain yang mungkin berhubungan:

• February 3, 2009 -- Daftar istilah & singkatan2 navigasi
• June 4, 2010 -- Istilah Bahasa mengungkap makna konsep komunikasi pelaut
• January 19, 2009 -- Pasang surut online
• July 16, 2010 -- Anda yang suka membuat catatan, atau sedang menyusun skripsi? Microsoft OneNote 2010 layak anda coba
• May 15, 2010 -- Navigation Light
• March 1, 2010 -- Mudah nya mencari alamat company, broker dengan Ovi maps & google maps
• February 17, 2010 -- Distance table online
• August 21, 2009 -- Tentang Electronic chart dan aturan yang mengaturnya
• August 21, 2009 -- Calling the Master
• June 26, 2009 -- Plan Maintenance System (PMS)

Tuesday, 5 May 2009

INTERNATlONAL REGULATlONS FOR PREVENTING COLLlSlONS AT SEA, 1972

PART A. GENERAL

Rule 1 Application

(a) These Rules shall apply to all vessels upon the high seas and in all waters connected therewith navigable by seagoing vessels.

(b) Nothing in these Rules shall interfere with the operation of special rules made by an appropriate authority for roadsteads, harbours, rivers, lakes or inland waterways connected with the high seas and navigable by seagoing vessels. Such special rules shall conform as closely as possible to these Rules.

(c) Nothing in these Rules shall interfere with the operation of any special rules made by the Government of any State with respect to additional station or signal lights, shapes or whistle signals for ships of war and vessels proceeding under convoy, or with respect to additional station or signal lights or shapes for fishing vessels engaged in fishing as a fleet. These additional station or signal lights, shapes or whistle signals shall, so far as possible, be such that they cannot be mistaken for any light, shape or signal authorized elsewhere under these Rules.

(d) Traffic separation schemes may be adopted by the Organization for the purpose of these Rules.

(e) Whenever the Government concerned shall have determined that a vessel of special construction or purpose cannot comply fully with the provisions of any of these Rules with respect to the number, position, range or arc of visibility of lights or shapes, as well as to the disposition and characteristics of sound-signalling appliances, such vessel shall comply with such other provisions in regard to the number, position, range or arc of visibility of lights or shapes, as well as to the disposition and characteristics of soundsignalling appliances, as her Government shall have determined to be the closest possible compliance with these Rules in respect of that vessel.

Rule 2 Responsibility

(a) Nothing in these Rules shall exonerate any vessel, or the owner, master or crew thereof, from the consequences of any neglect to comply with these Rules or of the neglect of any precaution which may be required by the ordinary practice of seamen, or by the special circumstances of the case.

(b) In construing and complying with these Rules due regard shall be had to all dangers of navigation and collision and to any special circumstances, including the limitations of the vessels involved, which may make a departure from these Rules necessary to avoid immediate danger.

Rule 3 General definitions

For the purpose of these Rules, except where the context otherwise requires:

(a) The word “vessel” includes every description of water craft, including non-displacement craft and seaplanes, used or capable of being used as a means of transportation on water.

(b) The term “power-driven vessel” means any vessel propelled by machinery.

(c) The term “sailing vessel” means any vessel under sail provided that propelling machinery, if fitted, is not being used.

(d) The term “vessel engaged in fishing” means any vessel fishing with nets, lines, trawls or other fishing apparatus which restrict manoeuvrability, but does not include a vessel fishing with trolling lines or other fishing apparatus which do not restrict manoeuvrability.

(e) The word “seaplane” includes any aircraft designed to manoeuvre on the water .

(f) The term “vessel not under command” means a vessel which through some exceptional circumstance is unable to manoeuvre as required by these Rules and is therefore unable to keep out of the way of another vessel.

(g) The term “vessel restricted in her ability to manoeuvre” means a vessel which from the nature of her work is restricted in her ability to manoeuvre as required by these Rules and is therefore unable to keep out of the way of another vessel. The term “vessels restricted in their ability to manoeuvre” shall include but not be limited to:

(i) a vessel engaged in laying, servicing or picking up a navigation mark, submarine cable or pipeline;
(ii) a vessel engaged in dredging, surveying or underwater operations;
(iii) a vessel engaged in replenishment or transferring persons, provisions or cargo while underway;
(iv) a vessel engaged in the launching or recovery of aircraft;
(v) a vessel engaged in mine clearance operations;
(vi) a vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to deviate from their course.

(h) The term ” vessel constrained by her draught” means a power-driven vessel which, because of her draught in relation to the available depth and width of navigable water, is severely restricted in her ability to deviate from the course she is following.

(i) The word “underway” means that a vessel is not at anchor, or made fast to the shore, or aground.

(j) The words “length” and “breadth” of a vessel mean her length overall and greatest breadth.

(k) Vessels shall be deemed to be in sight of one another only when one can be observed visually from the other.

(l) The term ” restricted visibility” means any condition in which visibility is restricted by fog, mist, falling snow, heavy rainstorms, sandstorms or any other similar causes.

PART B. STEERING AND SAILING RULES

Rule 4 Application

Rules in this section apply in any condition of visibility.

Rule 5 Look-out

Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision.

Rule 6 Safe speed

Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions. In determining a safe speed the following factors shall be among those taken into account:

(a) By all vessels:

(i) the state of visibility.
(ii) the traffic density including concentrations of fishing vessels or any other vessels;
(iii) the manoeuvrability of the vessel with special reference to stopping distance and turning ability in the prevailing conditions;
(iv) at night the presence of background light such as from shore lights or from back scatter of her own lights;
(v) the state of wind, sea and current, and the proximity of navigational hazards;
(vi) the draught in relation to the available depth of water.

(b) Additionally, by vessels with operational radar:

(i) the characteristics, efficiency and limitations of the radar equipment;
(ii) any constraints imposed by the radar range scale in use;
(iii) the effect on radar detection of the sea state, weather and other sources of interference;
(iv) the possibility that small vessels, ice and other floating objects may not be detected by radar at an adequate range;
(v) the number, location and movement of vessels detected by radar;
(vi) the more exact assessment of the visibility that may be possible when radar is used to determine the range of vessels or other objects in the vicinity.

Rule 7 Risk of collision

(a) Every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists. If there is any doubt such risk shall be deemed to exist.

(b) Proper use shall be made of radar equipment if fitted and operational, including long-range scanning to obtain early warning of risk of collision and radar plotting or equivalent systematic observation of detected objects.

(c) Assumptions shall not be made on the basis of scanty information, especially scanty radar information.

(d) In determining if risk of collision exists the following considerations shall be among those taken into account:

(i) such risk shall be deemed to exist if the compass bearing of an approaching vessel does not appreciably change;
(ii) such risk may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a very large vessel or a tow or when approaching a vessel at close range.

Rule 8 Action to avoid collision

(a) Any action to avoid collision shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance of good seamanship.

(b) Any alteration of course and/or speed to avoid collision shall, if the circumstances of the case admit, be large enough to be readily apparent to another vessel observing visually or by radar; a succession of small alterations of course and/or speed should be avoided.

(c) If there is sufficient sea-room, alteration of course alone may be the most effective action to avoid a close-quarters situation provided that it is made in good time, is substantial and does not result in another close-quarters situation.

(d) Action taken to avoid collision with another vessel shall be such as to result in passing at a safe distance. The effectiveness of the action shall be carefully checked until the other vessel is finally past and clear.

(e) If necessary to avoid collision or allow more time to assess the situation, a vessel shall slacken her speed or take all way off by stopping or reversing her means of propulsion.

(f) (i) A vessel which, by any of these Rules, is required not to impede the passage or safe passage of another vessel shall, when required by the circumstances of the case, take early action to allow sufficient sea-room for the safe passage of the other vessel.
(ii) A vessel required not to impede the passage or safe passage of another vessel is not relieved of this obligation if approaching the other vessel so as to involve risk of collision and shall, when taking action, have full regard to the action which may be required by the Rules of this part.
(iii) A vessel the passage of which is not to be impeded remains fully obliged to comply with the Rules of this part when the two vessels are approaching one another so as to involve risk of collision.

Rule 9 Narrow channels

(a) A vessel proceeding along the course of a narrow channel or fairway shall keep as near to the outer limit of the channel or fairway which lies on her starboard side as is safe and practicable.

(b) A vessel of less than 20 metres in length or a sailing vessel shall not impede the passage of a vessel which can safely navigate only within a narrow channel or fairway.

(c) A vessel engaged in fishing shall not impede the passage of any other vessel navigating within a narrow channel or fairway.

(d) A vessel shall not cross a narrow channel or fairway if such crossing impedes the passage of a vessel which can safely navigate only within such channel or fairway. The latter vessel may use the sound signal prescribed in Rule 34(d) if in doubt as to the intention of the crossing vessel.

(e) (i) In a narrow channel or fairway when overtaking can take place only if the vessel to be overtaken has to take action to permit safe passing, the vessel intending to overtake shall indicate her intention by sounding the appropriate signal prescribed in Rule 34(c)(i). The vessel to be overtaken shall, if in agreement, sound the appropriate signal prescribed in Rule 34(c)(ii) and take steps to permit safe passing. If in doubt she may sound the signals prescribed in Rule 34(d).

(ii) This Rule does not relieve the overtaking vessel of her obligation under Rule 13.

(f) A vessel nearing a bend or an area of a narrow channel or fairway where other vessels may be obscured by an intervening obstruction shall navigate with particular alertness and caution and shall sound the appropriate signal prescribed in Rule 34(e).

(g) Any vessel shall, if the circumstances of the case admit, avoid anchoring in a narrow channel.

Rule 10 Traffic separation schemes

(a) This Rule applies to traffic separation schemes adopted by the Organization and does not relieve any vessel of her obligation under any other rule.

(b) A vessel using a traffic separation scheme shall:

(i) proceed in the appropriate traffic lane in the general direction of traffic flow for that lane;
(ii) so far as practicable keep clear of a traffic separation line or separation zone;
(iii) normally join or leave a traffic lane at the termination of the lane, but when joining or leaving from either side shall do so at as small an angle to the general direction of traffic flow as practicable.

(c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow.

(d) (i) A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic lane within the adjacent traffic separation scheme. However, vessels of less than 20 metres in length, sailing vessels and vessels engaged in fishing may use the inshore traffic zone.

(ii) Notwithstanding subparagraph (d)(i), a vessel may use an inshore traffic zone when en route to or from a port, offshore installation or structure, pilot station or any other place situated within the inshore traffic zone, or to avoid immediate danger.

(e) A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally enter a separation zone or cross a separation line except:

(i) in cases of emergency to avoid immediate danger;
(ii) to engage in fishing within a separation zone.

(f) A vessel navigating in areas near the terminations of traffic separation schemes shall do so with particular caution.

(g) A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its terminations

(h) A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is practicable.

(i) A vessel engaged in fishing shall not impede the passage of any vessel following a traffic lane.

(j) A vessel of less than 20 metres in length or a sailing vessel shall not impede the safe passage of a power-driven vessel following a traffic lane.

(k) A vessel restricted in her ability to manoeuvre when engaged in an operation for the maintenance of safety of navigation in a traffic separation scheme is exempted from complying with this Rule to the extent necessary to carry out the operation.

(l) A vessel restricted in her ability to manoeuvre when engaged in an operation for the laying, servicing or picking up of a submarine cable, within a traffic separation scheme, is exempted from complying with this Rule to the extent necessary to carry out the operation.

Rule 11 Application

Rules in this section apply to vessels in sight of one another.

Rule 12 Sailing vessels

(a) When two sailing vessels are approaching one another, so as to involve risk of collision, one of them shall keep out of the way of the other as follows:

(i) when each has the wind on a different side, the vessel which has the wind on the port side shall keep out of the way of the other;
(ii) when both have the wind on the same side, the vessel which is to windward shall keep out of the way of the vessel which is to leeward;
(iii) if a vessel with the wind on the port side sees a vessel to windward and cannot determine with certainty whether the other vessel has the wind on the port or on the starboard side, she shall keep out of the way of the other.

(b) For the purpose of this Rule the windward side shall be deemed to be the side opposite to that on which the mainsail is carried or, in the case of a square-rigged vessel, the side opposite to that on which the largest fore-and-aft sail is carried.

Rule 13 Overtaking

(a) Notwithstanding anything contained in the Rules of part B, sections I and II, any vessel overtaking any other shall keep out of the way of the vessel being overtaken.

(b) A vessel shall be deemed to be overtaking when coming up with another vessel from a direction more than 22.5 degrees abaft her beam, that is, in such a position with reference to the vessel she is overtaking, that at night she would be able to see only the sternlight of that vessel but neither of her sidelights.

(c) When a vessel is in any doubt as to whether she is overtaking another, she shall assume that this is the case and act accordingly.

(d) Any subsequent alteration of the bearing between the two vessels shall not make the overtaking vessel a crossing vessel within the meaning of these Rules or relieve her of the duty of keeping clear of the overtaken vessel until she is finally past and clear.

Rule 14 Head-on situation

(a) When two power-driven vessels are meeting on reciprocal or nearly reciprocal courses so as to involve risk of collision each shall alter her course to starboard so that each shall pass on the port side of the other.

(b) Such a situation shall be deemed to exist when a vessel sees the other ahead or nearly ahead and by night she could see the masthead lights of the other in a line or nearly in a line and/or both sidelights and by day she observes the corresponding aspect of the other vessel.

(c) When a vessel is in any doubt as to whether such a situation exists she shall assume that it does exist and act accordingly.

Rule 15 Crossing situation

When two power-driven vessels are crossing so as to involve risk of collision, the vessel which has the other on her own starboard side shall keep out of the way and shall, if the circumstances of the case admit, avoid crossing ahead of the other vessel.

Rule 16 Action by give- way vessel

Every vessel which is directed to keep out of the way of another vessel shall, so far as possible, take early and substantial action to keep well clear.

Rule 17 Action by stand-on vessel

(a) (i) Where one of two vessels is to keep out of the way the other shall keep her course and speed.

(ii) The latter vessel may however take action to avoid collision by her manoeuvre alone, as soon as it becomes apparent to her that the vessel required to keep out of the way is not taking appropriate action in compliance with these Rules.

(b) When, from any cause, the vessel required to keep her course and speed finds herself so close that collision cannot be avoided by the action of the give-way vessel alone, she shall take such action as will best aid to avoid collision.

(c) A power-driven vessel which takes action in a crossing situation in accordance with subparagraph (a)(ii) of this Rule to avoid collision with another power-driven vessel shall, if the circumstances of the case admit, not alter course to port for a vessel on her own port side.

(d) This Rule does not relieve the give-way vessel of her obligation to keep out of the way.

Rule 18 Responsibilities between vessels

Except where Rules 9, 10 and 13 otherwise require:

(a) A power-driven vessel underway shall keep out of the way of:

(i) a vessel not under command;
(ii) a vessel restricted in her ability to manoeuvre;
(iii) a vessel engaged in fishing;
(iv) a sailing vessel.

(b) A sailing vessel underway shall keep out of the way of:

(i) a vessel not under command;
(ii) a vessel restricted in her ability to manoeuvre;
(iii) a vessel engaged in fishing.

(c) A vessel engaged in fishing when underway shall, so far as possible, keep out of the way of.

(i) a vessel not under command;
(ii) a vessel restricted in her ability to manoeuvre.

(d) (i) Any vessel other than a vessel not under command or a vessel restricted in her ability to manoeuvre shall, if the circumstances of the case admit, avoid impeding the safe passage of a vessel constrained by her draught, exhibiting the signals in Rule 28.

(ii) A vessel constrained by her draught shall navigate with particular caution having full regard to her special condition.

(e) A seaplane on the water shall, in general, keep well clear of all vessels and avoid impeding their navigation. In circumstances, however, where risk of collision exists, she shall comply with the Rules of this part.

Rule 19 Conduct of vessels in restricted visibility

(a) This Rule applies to vessels not in sight of one another when navigating in or near an area of restricted visibility.

(b) Every vessel shall proceed at a safe speed adapted to the prevailing circumstances and conditions of restricted visibility. A power-driven vessel shall have her engines ready for immediate manoeuvre.

(c) Every vessel shall have due regard to the prevailing circumstances and conditions of restricted visibility when complying with the Rules of section I of this part.

(d) A vessel which detects by radar alone the presence of another vessel shall determine if a close-quarters situation is developing and/or risk of collision exists. If so, she shall take avoiding action in ample time, provided that when such action consists of an alteration of course, so far as possible the following shall be avoided:

(i) an alteration of course to port for a vessel forward of the beam, other than for a vessel being overtaken;
(ii) an alteration of course towards a vessel abeam or abaft the beam.

(e) Except where it has been determined that a risk of collision does not exist, every vessel which hears apparently forward of her beam the fog signal of another vessel, or which cannot avoid a close-quarters situation with another vessel forward of her beam, shall reduce her speed to the minimum at which she can be kept on her course. She shall if necessary take all her way off and in any event navigate with extreme caution until danger of collision is over.

PART C LIGHTS AND SHAPES

Rule 20 Application

(a) Rules in this part shall be complied with in all weathers.

(b) The Rules concerning lights shall be complied with from sunset to sunrise, and during such times no other lights shall be exhibited, except such lights as cannot be mistaken for the lights specified in these Rules or do not impair their visibility or distinctive character, or interfere with the keeping of a proper look-out.

(c) The lights prescribed by these Rules shall, if carried, also be exhibited from sunrise to sunset in restricted visibility and may be exhibited in all other circumstances when it is deemed necessary.

(d) The Rules concerning shapes shall be complied with by day.

(e) The lights and shapes specified in these Rules shall comply with the provisions of Annex I to these Regulations.

Rule 21 Definitions

(a) “Masthead light” means a white light placed over the fore and aft centreline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 225 degrees abaft the beam on either side of the vessel.

(b) “Sidelights” means a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. In a vessel of less than 20 metres in length the sidelights may be combined in one lantern carried on the fore and aft centreline of the vessel.

(c) “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degree and so fixed as to show the light 67.5 degrees from right aft on each side of the vessel.

(d) “Towing light” means a yellow light having the same characteristics as the “sternlight” defined in paragraph (c) of this Rule.

(e) “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees.

(f) “Flashing light” means a light flashing at regular intervals at a frequences of 120 flashes or more per minute.

Rule 22 Visibility of lights

The lights prescribed in these Rules shall have an intensity as specifies in section 8 of Annex I to these Regulations so as to be visible at the following minimum ranges:

(a) In vessels of 50 metres or more in length:

- a masthead light, 6 miles;
- a sidelight, 3 miles;
- a sternlight, 3 miles;
- a towing light, 3 miles;
- a white, red, green or yellow all-round light, 3 miles.

(b) In vessels of 12 metres or more in length but less than 50 metres in length:

- a masthead light, 5 miles; except that where the length of the vessel is less than 20 metres, 3 miles;
- a sidelight, 2 miles;
- a sternlight, 2 miles;
- a towing light, 2 miles;
- a white, red, green or yellow all-round light, 2 miles.

(c) In vessels of less than 12 metres in length:

- a masthead light, 2 miles;
- a sidelight, 1 mile;
- a sternlight, 2 miles;
- a towing light, 2 miles;
- a white, red, green or yellow all-round light, 2 miles

(d) In inconspicuous, partly submerged vessels or objects being towed:

- a white all-round light, 3 miles.

Rule 23 Power-driven vessels underway

(a) A power-driven vessel underway shall exhibit:

(i) a masthead light forward;
(ii) a second masthead light abaft of and higher than the forward one; except that a vessel of less than 50 metres in length shall not be obliged to exhibit such light but may do so;

(iii) sidelights;
(iv) a sternlight.

(b) An air-cushion vessel when operating in the non-displacement mode shall, in addition to the lights prescribed in paragraph (a) of this Rule, exhibit an all-round flashing yellow light.

(c) (i) A power-driven vessel of less than 12 metres in length may in lieu of the lights prescribed in paragraph (a) of this Rule exhibit an all-round white light and sidelights;

(ii) a power-driven vessel of less than 7 metres in length whose maximum speed does not exceed 7 knots may in lieu of the lights prescribed in paragraph (a) of this Rule exhibit an all-round white light and shall, if practicable, also exhibit sidelights;

(iii) the masthead light or all-round white light on a power-driven vessel of less than 12 metres in length may be displaced from the fore and aft centreline of the vessel if centreline fitting is not practicable, provided that the sidelights are combined in one lantern which shall be carried on the fore and aft centreline of the vessel or located as nearly as practicable in the same fore and aft line as the masthead light or the all-round white light.

Rule 24 Towing and pushing

(a) A power-driven vessel when towing shall exhibit:

(i) instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two masthead lights in a vertical line. When the length of the tow, measuring from the stern of the towing vessel to the after end of the tow exceeds 200 metres, three such lights in a vertical line;

(ii) sidelights;
(iii) a sternlight;
(iv) a towing light in a vertical line above the sternlight;
(v) when the length of the tow exceeds 200 metres, a diamond shape where it can best be seen.

(b) When a pushing vessel and a vessel being pushed ahead are rigidly connected in a composite unit they shall be regarded as a power-driven vessel and exhibit the lights prescribed in Rule 23.

(c) A power-driven vessel when pushing ahead or towing alongside, except in the case of a composite unit, shall exhibit:

(i) instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two masthead lights in a vertical line;
(ii) sidelights;
(iii) a sternlight.

(d) A power-driven vessel to which paragraph (a) or (c) of this Rule applies shall also comply with Rule 23(a)(ii).

(e) A vessel or object being towed, other than those mentioned in paragraph (g) of this Rule, shall exhibit:

(i) sidelights;
(ii) a sternlight;
(iii) when the length of the tow exceeds 200 metres, a diamond shape where it can best be seen.

(f) Provided that any number of vessels being towed alongside or pushed in a group shall be lighted as one vessel,

(i) a vessel being pushed ahead, not being part of a composite unit, shall exhibit at the forward end, sidelights;
(ii) a vessel being towed alongside shall exhibit a sternlight and at the forward end, sidelights.

(g) An inconspicuous, partly submerged vessel or object, or combination of such vessels or objects being towed, shall exibit:

(i) if it is less than 25 metres in breadth, one all-round white light at or near the forward end and one at or near the after end except that dracones need not exhibit a light at or near the forward end;
(ii) if it is 25 metres or more in breadth, two additional all-round white lights at or near the extremities of its breadth;
(iii) if it exceeds 100 metres in length, additional all-round white lights between the lights prescribed in subparagraphs (i) and (ii) so that the distance between the lights shall not exceed 100 metres;
(iv) a diamond shape at or near the aftermost extremity of the last vessel or object being towed and if the length of the tow exceeds 200 metres an additional diamond shape where it can best be seen and located as far forward as is practicable.

(h) Where from any sufficient cause it is impracticable for a vessel or object being towed to exhibit the lights or shapes prescribed in paragraph (e) or (g) of this Rule, all possible measures shall be taken to light the vessel or object towed or at least to indicate the presence of such vessel or object.

(i) Where from any sufficient cause it is impracticable for a vessel not normally engaged in towing operations to display the lights prescribed in paragraph (a) or (c) of this Rule, such vessel shall not be required to exhibit those lights when engaged in towing another vessel in distress or otherwise in need of assistance. All possible measures shall be taken to indicate the nature of the relationship between the towing vessel and the vessel being towed as authorized by Rule 36, in particular by illuminating the towline.

Rule 25 Sailing vessels underway and vessels under oars

(a) A sailing vessel underway shall exhibit:

(i) sidelights;
(ii) a sternlight.

(b) In a sailing vessel of less than 20 metres in length the lights prescribed in paragraph (a) of this Rule may be combined in one lantern carried at or near the top of the mast where it can best be seen.

(c) A sailing vessel underway may, in addition to the lights prescribed in paragraph (a) of this Rule, exhibit at or near the top of the mast, where they can best be seen, two all-round lights in a vertical line, the upper being red and the lower green, but these lights shall not be exhibited in conjunction with the combined lantern permitted by paragraph (b) of this Rule.

(d) (i) A sailing vessel of less than 7 metres in length shall, if practicable, exhibit the lights prescribed in paragraph (a) or (b) of this Rule, but if she does not, she shall have ready at hand an electric torch or lighted lantern showing a white light which shall be exhibited in sufficient time to prevent collision.

(ii) A vessel under oars may exhibit the lights prescribed in this Rule for sailing vessels, but if she does not, she shall have ready at hand an electric torch or lighted lantern showing a white light which shall be exhibited in sufficient time to prevent collision.

(e) A vessel proceeding under sail when also being propelled by machinery shall exhibit forward where it can best be seen a conical shape, apex downwards.

Rule 26 Fishing vessels

(a) A vessel engaged in fishing, whether underway or at anchor, shall exhibit only the lights and shapes prescribed in this Rule.

(b) A vessel when engaged in trawling, by which is meant the dragging through the water of a dredge net or other apparatus used as a fishing appliance, shall exhibit:

(i) two all-round lights in a vertical line, the upper being green and the lower white, or a shape consisting of two cones with their apexes together in a vertical line one above the other;
(ii) a masthead light abaft of and higher than the all-round green light; a vessel of less than 50 metres in length shall not be obliged to exhibit such a light but may do so;
(iii) when making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a sternlight.

(c) A vessel engaged in fishing, other than trawling shall exhibit:

(i) two all-round lights in a vertical line, the upper being red and the lower white, or a shape consisting of two cones with apexes together in a vertical line one above the other;
(ii) when there is outlying gear extending more than 150 metres horizontally from the vessel, an all-round white light or a cone apex upwards in the direction of the gear;
(iii) when making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a sternlight.

(d) The additional signals described in Annex II to these Regulations apply to a vessel engaged in fishing in close proximity to other vessels engaged in fishing.

(e) A vessel when not engaged in fishing shall not exhibit the lights or shapes prescribed in this Rule, but only those prescribed for a vessel of her length.

Rule 27 Vessels not under command or restricted in their ability to manoeuvre

(a) A vessel not under command shall exhibit:

(i) two all-round red lights in a vertical line where they can best be seen;
(ii) two balls or similar shapes in a vertical line where they can best be seen;
(iii) when making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a sternlight.

(b) A vessel restricted in her ability to manoeuvre, except a vessel engaged in mine clearance operations, shall exhibit:

(i) three all-round lights in a vertical line where they can best be seen. The highest and lowest of these lights shall be red and the middle light shall be white;
(ii) three shapes in a vertical line where they can best be seen. The highest and lowest of these shapes shall be balls and the middle one a diamond;
(iii) when making way through the water, a masthead light or lights, sidelights and a sternlight, in addition to the lights prescribed in subparagraph (i);
(iv) when at anchor, in addition to the lights or shapes prescribed in subparagraphs (i) and (ii), the light, lights or shape prescribed in Rule 30.

(c) A power-driven vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to deviate from their course shall, in addition to the lights or shapes prescribed in Rule 24(a), exhibit the lights or shapes prescribed in subparagraphs (b)(i) and (ii) of this Rule.

(d) A vessel engaged in dredging or underwater operations, when restricted in her ability to manoeuvre, shall exhibit the lights and shapes prescribed in subparagraphs (b)(i), (ii) and (iii) of this Rule and shall in addition, when an obstruction exists, exhibit:

(i) two all-round red lights or two balls in a vertical line to indicate the side on which the obstruction exists;
(ii) two all-round green lights or two diamonds in a vertical line to indicate the side on which another vessel may pass;
(iii) when at anchor, the lights or shapes prescribed in this paragraph instead of the lights or shape prescribed in Rule 30.

(e) Whenever the size of a vessel engaged in diving operations makes it impracticable to exhibit all lights and shapes prescribed in paragraph (d) of this Rule, the following shall be exhibited:

(i) three all-round lights in a vertical line where they can best be seen. The highest and lowest of these lights shall be red and the middle light shall be white;
(ii) a rigid replica of the International Code flag “A” not less than 1 metre in height. Measures shall be taken to ensure its all-round visibility.

(f) A vessel engaged in mine-clearance operations shall in addition to the lights prescribed for a power-driven vessel in Rule 23 or to the lights or shape prescribed for a vessel at anchor in Rule 30 as appropriate, exhibit three all-round green lights or three balls. One of these lights or shapes shall be exhibited near the foremast head and one at each end of the fore yard. These lights or shapes indicate that it is dangerous for another vessel to approach within 1000 metres of the mine clearance vessel.

(g) Vessels of less than 12 metres in length, except those engaged in diving operations, shall not be required to exhibit the lights and shapes prescribed in this Rule.

(h) The signals prescribed in this Rule are not signals of vessels in distress and requiring assistance. Such signals are contained in Annex IV to these Regulations.

Rule 28 Vessels eonstrained by their draught

A vessel constrained by her draught may, in addition to the lights prescribed for power-driven vessels in Rule 23, exhibit where they can best be seen three all-round red lights in a vertical line, or a cylinder.

Rule 29 Pilot vessels

(a) A vessel engaged on pilotage duty shall exhibit:

(i) at or near the masthead, two all-round lights in a vertical line, the upper being white and the lower red;
(ii) when underway, in addition, sidelights and a sternlight;
(iii) when at anchor, in addition to the lights prescribed in subparagraph (i), the light, lights or shape prescribed in Rule 30 for vessels at anchor.

(b) A pilot vessel when not engaged on pilotage duty shall exhibit the lights or shapes prescribed for a similar vessel of her length.

Rule 30 Anchored vessels and vessels aground

(a) A vessel at anchor shall exhibit where it can best be seen:

(i) in the fore part, an all-round white light or one ball;
(ii) at or near the stern and at a lower level than the light prescribed in subparagraph (i), an all-round white light.

(b) A vessel of less than 50 metres in length may exhibit an all-round white light where it can best be seen instead of the lights prescribed in paragraph (a) of this Rule.

(c) A vessel at anchor may, and a vessel of 100 metres and more in length shall, also use the available working or equivalent lights to illuminate her decks.

(d) A vessel aground shall exhibit the lights prescribed in paragraph (a) or (b) of this Rule and in addition, where they can best be seen:

(i) two all-round red lights in a vertical line;
(ii) three balls in a vertical line.

(e) A vessel of less than 7 metres in length, when at anchor, not in or near a narrow channel, fairway or anchorage, or where other vessels normally navigate, shall not be required to exhibit the lights or shape prescribed in paragraphs (a) and (b) of this Rule.

(f) A vessel of less than 12 metres in length, when aground, shall not be required to exhibit the lights or shapes prescribed in subparagraphs (d)(i) and (ii) of this Rule.

Rule 31 Seaplanes

Where it is impracticable for a seaplane to exhibit lights and shapes of the characteristics or in the positions prescribed in the Rules of this part she shall exhibit lights and shapes as closely similar in characteristics and position as is possible.

PART D. SOUND AND LIGHT SIGNALS

Rule 32 Definitions

(a) The word “whistle” means any sound signalling appliance capable of producing the prescribed blasts and which complies with the specifications in Annex III to these Regulations.

(b) The term “short blast” means a blast of about one second’s duration.

(c) The term “prolonged blast” means a blast of from four to six seconds’ duration.

Rule 33 Equipment for sound signals

(a) A vessel of 12 metres or more in length shall be provided with a whistle and a bell and a vessel of 100 metres or more in length shall, in addition, be provided with a gong, the tone and sound of which cannot be confused with that of the bell. The whistle, bell and gong shall comply with the specifications in Annex III to these Regulations. The bell or gong or both may be replaced by other equipment having the same respective sound characteristics, provided that manual sounding of the prescribed signals shall always be possible.

(b) A vessel of less than 12 metres in length shall not be obliged to carry the sound signalling appliances prescribed in paragraph (a) of this Rule but if she does not, she shall be provided with some other means of making an efficient sound signal.

Rule 34 Manoeuvring and warning signals

(a) When vessels are in sight of one another, a power-driven vessel underway, when manoeuvring as authorized or required by these Rules, shall indicate that manoeuvre by the following signals on her whistle:

- one short blast to mean “I am altering my course to starboard”.
- two short blasts to mean “I am altering my course to port”.
- three short blasts to mean “I am operating astern propulsion”.

(b) Any vessel may supplement the whistle signals prescribed in paragraph (a) of this Rule by light signals, repeated as appropriate, whilst the manoeuvre is being carried out:

(i) these light signals shall have the following significance:

- one flash to mean “I am altering my course to starboard”
- two flashes to mean “I am altering my course to port”.
- three flashes to mean “I am operating astern propulsion”.

(ii) the duration of each flash shall be about one second, the interval between flashes shall be about one second, and the interval between successive signals shall be not less than ten seconds;

(iii) the light used for this signal shall, if fitted, be an all-round white light, visible at a minimum range of 5 miles, and shall comply with the provisions of Annex I to these Regulations.

(c) When in sight of one another in a narrow channel or fairway.

(i) a vessel intending to overtake another shall in compliance with Rule 9(e)(i) indicate her intention by the following signals on her whistle:

- two prolonged blasts followed by one short blast to mean “I intend to overtake you on your starboard side”.
- two prolonged blasts followed by two short blasts to mean “I intend to overtake you on your port side”.

(ii) the vessel about to be overtaken when acting in accordance with Rule 9(e)(i) shall indicate her agreement by the following signal on her whistle:

- one prolonged, one short, one prolonged and one short blast, in that order.

(d) When vessels in sight of one another are approaching each other and from any cause either vessel fails to understand the intentions or actions of the other, or is in doubt whether sufficient action is being taken by the other to avoid collision, the vessel in doubt shall immediately indicate such doubt by giving at least five short and rapid blasts on the whistle. Such signal may be supplemented by a light signal of at least five short and rapid flashes.

(e) A vessel nearing a bend or an area of a channel or fairway where other vessels may be obscured by an intervening obstruction shall sound one prolonged blast. Such signal shall be answered with a prolonged blast by any approaching vessel that may be within hearing around the bend or behind the intervening obstruction.

(f) If whistles are fitted on a vessel at a distance apart of more than 100 metres, one whistle only shall be used for giving manoeuvring and warning signals.

Rule 35 Sound signals in restricted visibility

In or near an area of restricted visibility, whether by day or night, the signals prescribed in this Rule shall be used as follows:

(a) A power-driven vessel making way through the water shall sound at intervals of not more than 2 minutes one prolonged blast.

(b) A power-driven vessel underway but stopped and making no way through the water shall sound at intervals of not more than 2 minutes two prolonged blasts in succession with an interval of about 2 seconds between them.

(c) A vessel not under command, a vessel restricted in her ability to manoeuvre, a vessel constrained by her draught, a sailing vessel, a vessel engaged in fishing and a vessel engaged in towing or pushing another vessel shall, instead of the signals prescribed in paragraphs (a) or (b) of this Rule, sound at intervals of not more than 2 minutes three blasts in succession, namely one prolonged followed by two short blasts.

(d) A vessel engaged in fishing, when at anchor, and a vessel restricted in her ability to manoeuvre when carrying out her work at anchor, shall instead of the signals prescribed in paragraph (g) of this Rule sound the signal prescribed in paragraph (c) of this Rule.

(e) A vessel towed or if more than one vessel is towed the last vessel of the tow, if manned, shall at intervals of not more than 2 minutes sound four blasts in succession, namely one prolonged followed by three short blasts. When practicable, this signal shall be made immediately after the signal made by the towing vessel.

(f) When a pushing vessel and a vessel being pushed ahead are rigidly connected in a composite unit they shall be regarded as a power-driven vessel and shall give the signals prescribed in paragraphs (a) and (b) of this Rule.

(g) A vessel at anchor shall at intervals of not more than one minute ring the bell rapidly for about 5 seconds. In a vessel of 100 metres or more in length the bell shall be sounded in the forepart of the vessel and immediately after the ringing of the bell the gong shall be sounded rapidly for about 5 seconds in the after part of the vessel. A vessel at anchor may in addition sound three blasts in succession, namely one short, one prolonged and one short blast, to give warning of her position and of the possibility of collision to an approaching vessel.

(h) A vessel aground shall give the bell signal and if required the gong signal prescribed in paragraph (g) of this Rule and shall, in addition, give three separate and distinct strokes on the bell immediately before and after the rapid ringing of the bell. A vessel aground may in addition sound an appropriate whistle signal.

(i) A vessel of less than 12 metres in length shall not be obliged to give the above-mentioned signals but, if she does not, shall make some other efficient sound signal at intervals of not more than 2 minutes.

(j) A pilot vessel when engaged on pilotage duty may in addition to the signals prescribed in paragraphs (a), (b) or (g) of this Rule sound an identity signal consisting of four short blasts.

Rule 36 Signals to attract attention

If necessary to attract the attention of another vessel any vessel may make light or sound signals that cannot be mistaken for any signal authorized elsewhere in these Rules, or may direct the beam of her searchlight in the direction of the danger, in such a way as not to embarrass any vessel. Any light to attract the attention of another vessel shall be such that it cannot be mistaken for any aid to navigation. For the purpose of this Rule the use of high intensity intermittent or revolving lights, such as strobe lights, shall be avoided.

Rule 37 Distress signals

When a vessel is in distress and requires assistance she shall use or exhibit the signals described in Annex IV to these Regulations.

PART E EXEMPTIONS

Rule 38 Exemptions

Any vessel (or class of vessels) provided that she complies with the requirements of the International Regulations for Preventing Collisions at Sea, 1960, the keel of which is laid or which is at a corresponding stage of construction before the entry into force of these Regulations may be exempted from compliance therewith as follows:

(a) The installation of lights with ranges prescribed in Rule 22, until four years after the date of entry into force of these Regulations.

(b) The installation of lights with colour specifications as prescribed in section 7 of Annex I to these Regulations, until four years after the date of entry into force of these Regulations.

(c) The repositioning of lights as a result of conversion from Imperial to metric units and rounding off measurement figures, permanent exemption.

(d) (i) The repositioning of masthead lights on vessels of less than 150 metres in length, resulting from the prescriptions of section 3(a) of Annex I to these Regulations, permanent exemption.

(ii) The repositioning of masthead lights on vessels of 150 metres or more in length, resulting from the prescriptions of section 3(a) of Annex I to these Regulations, until nine years after the date of entry into force of these Regulations.

(e) The repositioning of masthead lights resulting from the prescriptions of Section 2(b) of Annex I to these Regulations, until nine years after the date of entry into force of these Regulations.

(f) The repositioning of sidelights resulting from the prescriptions of sections 2(g) and 3(b) of Annex I to these Regulations, until nine years after the date of entry into force of these Regulations.

(g) The requirements for sound signal appliances prescribed in Annex III to these Regulations, until nine years after the date of entry into force of these Regulations.

(h) The repositioning of all-round lights resulting from the prescription of section 9(b) of Annex I to these Regulations, permanent exemption.

Attachments and Annexes

Annex 1 Positioning and technical details of lights and shapes

1. Definition

The term “height above the hull” means height above the uppermost continuous deck. This height shall be measured from the position vertically beneath the location of the light.

2. Vertical positioning and spacing of lights

(a) On a power-driven vessel of 20 metres or more in length the masthead lights shall be placed as follows:

(i) the forward masthead light, or if only one masthead light is carried, then that light, at a height above the hull of not less than 6 metres, and, if the breadth of the vessel exceeds 6 metres, then at a height above the hull not less than such breadth, so however that the light need not be placed at a greater height above the hull than 12 metres;
(ii) when two masthead lights are carried the after one shall be at least 4.5 metres vertically higher than the forward one.

(b) The vertical separation of masthead lights of power-driven vessels shall be such that in all normal conditions of trim the after light will be seen over and separate from the forward light at a distance of 1.000 metres from the stem when viewed from sea-level.

(c) The masthead light of a power-driven vessel of 12 metres but less than 20 metres in length shall be placed at a height above the gunwale of not less than 25 metres.

(d) A power-driven vessel of less than 12 metres in length may carry the uppermost light at a height of less than 2.5 metres above the gunwale. When however a masthead light is carried in addition to sidelights and a sternlight or the all-round light prescribed in Rule 23(c)(i) is carried in addition to sidelights, then such masthead light or all-round light shall be carried at least 1 metre higher than the sidelights.

(e) One of the two or three masthead lights prescribed for a power-driven vessel when engaged in towing or pushing another vessel shall be placed in the same position as either the forward masthead light or the after masthead light; provided that, if carried on the aftermast, the lowest after masthead light shall be at least 4.5 metres vertically higher than the forward masthead light.

(f) (i) The masthead light or lights prescribed in Rule 23(a) shall be so placed as to be above and clear of all other lights and obstructions except as described in subparagraph (ii).

(ii) When it is impracticable to carry the all-round lights prescribed by Rule 27(b)(i) or Rule 28 below the masthead lights, they may be carried above the after masthead light(s) or vertically in between the forward masthead light(s) and after masthead light(s), provided that in the latter case the requirement of section 3(c) of this Annex shall be complied with.

(g) The sidelights of a power-driven vessel shall be placed at a height above the hull not greater than three quarters of that of the forward masthead light. They shall not be so low as to be interfered with by deck lights.

(h) The sidelights, if in a combined lantern and carried on a power-driven vessel of less than 20 metres in length, shall be placed not less than 1 metre below the masthead light.

(i) When the Rules prescribe two or three lights to be carried in a vertical line, they shall be spaced as follows:

(i) on a vessel of 20 metres in length or more such lights shall be spaced not less than 2 metres apart, and the lowest of these lights shall, except where a towing light is required, be placed at a height of not less than 4 metres above the hull;

(ii) on a vessel of less than 20 metres in length such lights shall be spaced not less than 1 metre apart and the lowest of these lights shall, except where a towing light is required, be placed at a height of not less than 2 metres above the gunwale;

(iii) when three lights are carried they shall be equally spaced.

(j) The lower of the two all-round lights prescribed for a vessel when engaged in fishing shall be at a height above the sidelights not less than twice the distance between the two vertical lights.

(k) The forward anchor light prescribed in Rule 30(a)(i), when two are carried, shall not be less than 4.5 metres above the after one. On a vessel of 50 metres or more in length this forward anchor light shall be placed at a height of not less than 6 metres above the hull.

3 . Horizontal positioning and spacing of lights

(a) When two masthead lights are prescribed for a power-driven vessel, the horizontal distance between them shall not be less than one half of the length of the vessel but need not be more than 100 metres. The forward light shall be placed not more than one quarter of the length of the vessel from the stem.

(b) On a power-driven vessel of 20 metres or more in length the sidelights shall not be placed in front of the forward masthead lights. They shall be placed at or near the side of the vessel.

(c) When the lights prescribed in Rule 27(b)(i) or Rule 28 are placed vertically between the forward masthead light(s) and the after masthead light(s) these all-round lights shall be placed at a horizontal distance of not less than 2 metres from the fore and aft centreline of the vessel in the athwartship direction.

(d) When only one masthead light is prescribed for a powerdriven vessel, this light shall be exhibited forward of amidships; except that a vessel of less than 20 metres in length need not exhibit this light forward of amidships but shall exhibit it as far forward as is practicable.

4. Details of location of direction-indicating lights for fishing vessels, dredgers and vessels engaged in underwater operations

(a) The light indicating the direction of the outlying gear from a vessel engaged in fishing as prescribed in Rule 26(c)(ii) shall be placed at a horizontal distance of not less than 2 metres and not more than 6 metres away from the two all-round red and white lights. This light shall be placed not higher than the all-round white light prescribed in Rule 26(c)(i) and not lower than the sidelights.

(b) The lights and shapes on a vessel engaged in dredging or underwater operations to indicate the obstructed side and/or the side on which it is safe to pass, as prescribed in Rule 27(d)(i) and (ii), shall be placed at the maximum practical horizontal distance, but in no case less than 2 metres, from the lights or shapes prescribed in Rule 27(b)(i) and (ii). In no case shall the upper of these lights or shapes be at a greater height than the lower of the three lights or shapes prescribed in Rule 27(b)(i) and (ii).

5. Screens for sidelights

The sidelights of vessels of 20 metres or more in length shall be fitted with inboard screens painted matt black, and meeting the requirements of section 9 of this Annex. On vessels of less than 20 metres in length the sidelights, if necessary to meet the requirements of section 9 of this Annex, shall be fitted with inboard matt black screens. With a combined lantern, using a single vertical filament and a very narrow division between the green and red sections, external screens need not be fitted.

6. Shapes

(a) Shapes shall be black and of the following sizes:

(i) a ball shall have a diameter of not less than 0.6 metre;
(ii) a cone shall have a base diameter of not less than 0.6 metre and a height equal to its diameter;
(iii) a cylinder shall have a diameter of at least 0.6 metre and a height of twice its diameter;
(iv) a diamond shape shall consist of two cones as defined in (ii) above having a common base.

(b) The vertical distance between shapes shall be at least 1.5 metres.

(c) In a vessel of less than 20 metres in length shapes of lesser dimensions but commensurate with the size of the vessel may be used and the distance apart may be correspondingly reduced.

7. Colour specification of lights

The chromaticity of all navigation lights shall conform to the following standards, which lie within the boundaries of the area of the diagram specified for each colour by the International Commission on Illumination (CIE). The boundaries of the area for each colour are given by indicating the corner co-ordinates, which are as follows:

(i) White

(ii) Green

(iii) Red

(iv) Yellow

8. Intensity of lights

(a) The minimum luminous intensity of lights shall be calculated by using the formula:

(b) A selection of figures derived from the formula is given in the following table:

NOTE: The maximum luminous intensity of navigation lights should be limited to avoid undue glare This shall not be achieved by a variable control of the luminous intensity.

9. Horizontal sectors

(a) (i) In the forward direction, sidelights as fitted on the vessel shall show the minimum required intensities. The intensities shall decrease to reach practical cut-off between 1 degree and 3 degrees outside the prescribed sectors.

(ii) For stemlights and masthead lights and at 22.5 degrees abaft the beam for sidelights, the minimum required intensities shall be maintained over the arc of the horizon up to 5 degrees within the limits of the sectors prescribed in Rule 21. From 5 degrees within the prescribed sectors the intensity may decrease by 50 per cent up to the prescribed limits; it shall decrease steadily to reach practical cut-off at not more than 5 degrees outside the prescribed sectors.

(b) (i) All-round lights shall be so located as not to be obscured by masts, topmasts or structures within angular sectors of more than 6 degrees, except anchor lights prescribed in Rule 30, which need not be placed at an impracticable height above the hull.

(ii) If it is impracticable to comply with paragraph (b)(i) of this section by exhibiting only one all-round light, two all-round lights shall be used suitably positioned or screened so that they appear, as far as practicable, as one light at a distance of one mile.

10. Vertical sectors

(a) The vertical sectors of electric lights as fitted, with the exception of lights on sailing vessels underway shall ensure that:

(i) at least the required minimum intensity is maintained at all angles from 5 degrees above to 5 degrees below the horizontal;
(ii) at least 60 per cent of the required minimum intensity is maintained from 7.5 degrees above to 7.5 degrees below the horizontal.

(b) In the case of sailing vessels underway the vertical sectors of electric lights as fitted shall ensure that:

(i) at least the required minimum intensity is maintained at all angles from 5 degrees above to 5 degrees below the horizontal;
(ii) at least 50 per cent of the required minimum intensity is maintained from 25 degrees above to 25 degrees below the horizontal.

(c) In the case of lights other than electric these specifications shall be met as closely as possible.

11. Intensity of non-electric lights

Non-electric lights shall so far as practicable comply with the minimum intensities, as specified in the table given in section 8 of this Annex.

12. Manoeuvring light

Notwithstanding the provisions of paragraph 2(f) of this Annex the manoeuvring light described in Rule 34(b) shall be placed in the same fore and aft vertical plane as the masthead light or lights and, where practicable, at a minimum height of 2 metres vertically above the forward masthead light, provided that it shall be carried not less than 2 metres vertically above or below the after masthead light. On a vessel where only one masthead light is carried the manoeuvring light, if fitted, shall be carried where it can best be seen, not less than 2 metres vertically apart from the masthead light.

13. High-speed craft

The masthead light of high-speed craft with a lenght-to-breadth ratio of less than 3.0 may be placed at a height related to the breadth of the craft lower than that prescribed in paragraph 2 (a)(i) of this annex, provided that the base angle of the isosceles triangles formed by the sidelights and masthead light, when seen in end elevation, is not less than 27 degrees.

14. Approval

The construction of lights and shapes and the installation of lights on board the vessel shall be to the satisfaction of the appropriate authority of the State whose flag the vessel is entitled to fly.

Annex 2 Additional signals for fishing vessels fishing in close proximity

1. General

The lights mentioned herein shall, if exhibited in pursuance of Rule 26(d), be placed where they can best be seen. They shall be at least 0.9 metre apart but at a lower level than lights prescribed in Rule 26(b)(i) and (c)(i). The lights shall be visible all round the horizon at a distance of at least 1 mile but at a lesser distance than the lights prescribed by these Rules for fishing vessels.

2. Signals for trawlers

(a) Vessels of 20 metres of more in length when engaged in trawling, whether using demersal or pelagic gear, shall exhibit:

(i) when shooting their nets: two white lights in a vertical line;
(ii) when hauling their nets: one white light over one red light in a vertical line;
(iii) when the net has come fast upon an obstruction: two red lights in a vertical line.

(b) Each vessel of 20 metres or more in length engaged in pair trawling shall exhibit:

(i) by night, a searchlight directed forward and in the direction of the other vessel of the pair;
(ii) when shooting or hauling their nets or when the nets have come fast upon an obstruction, the lights prescribed in 2(a) above.

(c) A vessel of less than 20 metres in length engaged in trawling, whether using demersal or pelagic gear or engaged in pair trawling, may exhibit the lights prescribed in paragraphs (a) or (b) of this section, as appropriate.

3. Signals for purse seiners

Vessels engaged in fishing with purse seine gear may exhibit two yellow lights in a vertical line. These lights shall flash alternately every second and with equal light and occultation duration. These lights may be exhibited only when the vessel is hampered by its fishing gear.

Annex 3 Technical details of sound signal appliances

1. Whistles

(a) Frequencies and range of audibility

The fundamental frequency of the signal shall lie within the range 70 – 700 Hz. The range of audibility of the signal from a whistle shall be determined by those frequencies, which may include the fundamental and/or one or more higher frequencies, which lie within the range 180 – 700 Hz ( +/- 1 per cent) and which provide the sound pressure levels specified in paragraph l(c) below.

(b) Limits of fundamental frequencies

To ensure a wide variety of whistle characteristics, the fundamental frequency of a whistle shall be between the following limits:

(i) 70 – 200 Hz, for a vessel 200 metres or more in length;
(ii) 130 – 350 Hz, for a vessel 75 metres but less than 200 metres in length;
(iii) 250 – 700 Hz, for a vessel less than 75 metres in length.

(c) Sound signal intensity and range of audibility

A whistle fitted in a vessel shall provide, in the direction of maximum intensity of the whistle and at a distance of 1 metre from it, a sound pressure level in at least one 1/3rd-octave band within the range of frequencies 180 – 700 Hz ( +/- 1 per cent) of not less than the appropriate figure given in the table below.

The range of audibility in the table above is for information and is approximately the range at which a whistle may be heard on its forward axis with 90 per cent probability in conditions of still air on board a vessel having average background noise level at the listening posts (taken to be 68 dB in the octave band centred on 250 Hz and 63 dB in the octave band centred on 500 Hz).

In practice the range at which a whistle may be heard is extremely variable and depends critically on weather conditions; the values given can be regarded as typical but under conditions of strong wind or high ambient noise level at the listening post the range may be much reduced.

(d) Directional properties

The sound pressure level of a directional whistle shall be not more than 4 dB below the prescribed sound pressure level on the axis at any direction in the horizontal plane within + 45 degrees of the axis. The sound pressure level at any other direction In the horizontal plane shall be not more than 10 dB below the prescribed sound pressure level on the axis, so that the range in any direction will be at least half the range on the forward axis The sound pressure level shall be measured in that 1/3rd-octave band which determines the audibility range.

(e) Positioning of whistles

When a directional whistle is to be used as the only whistle on a vessel, it shall be installed with its maximum intensity directed straight ahead. A whistle shall be placed as high as practicable on a vessel, in order to reduce interception of the emitted sound by obstructions and also to minimize hearing damage risk to personnel. The sound pressure level of the vessel’s own signal at listening posts shall not exceed 110 dB (A) and so far as practicable should not exceed 100 dB (A).

(f) Fitting of more than one whistle

If whistles are fitted at a distance apart of more than 100 metres, it shall be so arranged that they are not sounded simultaneously.

(g) Combined whistle systems

If due to the presence of obstructions the sound field of a single whistle or one of the whistles referred to in paragraph 1(f) above is likely to have a zone of greatly reduced signal level, it is recommended that a combined whistle system be fitted so as to overcome this reduction. For the purposes of the Rules a combined whistle system is to be regarded as a single whistle. The whistles of a combined system shall be located at a distance apart of not more than 100 metres and arranged to be sounded simultaneously. The frequency of any one whistle shall differ from those of the others by at least 10 Hz.

2. Bell or gong

(a) Intensity of signal

A bell or gong, or other device having similar sound characteristics shall produce a sound pressure level of not less than 110 dB at a distance of 1 metre from it.

(b) Construction

Bells and gongs shall be made of corrosion-resistant material and designed to give a clear tone. The diameter of the mouth of the bell shall be not less than 300 mm for vessels of 20 metres or more in length, and shall be not less than 200 mm for vessels of 12 metres or more, but of less than 20 metres in length. Where practicable, a power-driven bell striker is recommended to ensure constant force but manual operation shall be possible. The mass of the striker shall be not less than 3 per cent of the mass of the bell

3. Approval

The construction of sound signal appliances, their performance and their installation on board the vessel shall be to the satisfaction of the appropriate authority of the State whose flag the vessel is entitled to fly.

Annex 4 Distress signals

1. The following signals, used or exhibited either together or separately, indicate distress and need of assistance:

(a) a gun or other explosive signal fired at intervals of about a minute;

(b) a continuous sounding with any fog-signalling apparatus;

(c) rockets or shells, throwing red stars fired one at a time at short intervals;

(d) a signal made by radiotelegraphy or by any other signalling method consisting of the group . . . – - – . . . (SOS) in the Morse Code;

(e) a signal sent by radiotelephony consisting of the spoken word “Mayday”;

(f) the International Code Signal of distress indicated by N.C.;

(g) a signal consisting of a square flag having above or below it a ball or anything resembling a ball;

(h) flames on the vessel (as from a burning tar barrel, oil barrel, etc.);

(i) a rocket parachute flare or a hand-flare showing a red light;

(j) a smoke signal giving off orange-coloured smoke;

(k) slowly and repeatedly raising and lowering arms outstretched to each side;

(l) the radiotelegraph alarm signal;

(m) the radiotelephone alarm signal;

(n) signals transmitted by emergency positioning-indicating radio beacons;

(o) approved signals transmitted by radiocommunication systems, including survival craft radar transponders.

2. The use or exhibition of any of the foregoing signals except for the purpose of indicating distress and need of assistance and the use of other signals which may be confused with any of the above signals is prohibited.

3. Attention is drawn to the relevant sections of the International Code of Signals, the Merchant Ship Search and Rescue Manual and the following signals:

(a) a piece of orange-coloured canvas with either a black square and circle or other appropriate symbol (for identification from the air);

(b) a dye marker.

WAH MELEHLAHKANJUGANGEDITNYA- WAH MELEHLAHKANJUGANGEDITNYA- WAH

nanti nyusul terjemahannya…

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Sering dan merupakan rutinitas setiap mualim jaga saat berdinas jaga di anjungan adalah mengisi Log book, salah satu catatan yang sering di tulis adalah keadaan cuaca, awan dsb nya. Saya rangkum beberapa tulisan dan gambar awan dari buku Mariner`s Handbook.

Jenis- jenis awan pada dasar nya di kelompokan dalam 3 golongan awan menurut ketinggian nya yaitu:

Awan tinggi,

Awan menegah,

dan Awan rendah.

CLOUD FORMATIONS

Classification

Clouds are continually changing and appear in a variety of forms. It is possible however to define a limited number of characteristic forms, observed all over world, into which clouds can be broadly grouped

Level & Designation Type Abbreviation

High (base usually >20 000 ft)

Cirrus Ci

Cirrocumulus Cc

Cirrostratus Cs

Medium (base usually >6500 and <20 000 ft)

Altocumulus Ac

Altostratus As

Nimbostratus Ns

Low (base usually <6500 ft)

Stratocumulus Sc

Stratus St

Cumulus Cu

Cumulonimbus Cb

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Tuesday, 17 February 2009

Untuk pembuangan cairan berbahaya ( Noxious liquid substancaes in bulk ) tidak dapat di atur secara umum, di sebabkan oleh tingkat pengrusakan oleh tiap cairan berbahaya (zat kimia) berbeda antara satu zat dengan zat lainnya. Sehingga untuk mengatur cara pembuangan nya, zat-zat kimia di kelompokan dulu dalam “ KELOMPOK TINGKAT PENGRUSAKAN NYA” terhadap air laut.

Di dalam MARPOL 73/78 Annex II di bagi dalam 4 Kategori adalah A, B, C, dan D. Kemudian Marine Environment Protection Committee (MEPC) – 52nd session: 11-15 October 2004 Merevisi lagi MARPOL 73/78 Annex II (noxious liquid substances carried in bulk) kedalam kelompok atau kategori baru bukan lagi A,B,C & D yang sebelum nya kita kenal tetapi dalam X, Y, Z yang suda mulai di terapkan on 1 January 2007adalah:

Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment;

Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment;

Category Z: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment;

Di dalam aturan/ regulation yang sudah di revisi dalam MARPOL 73/78 Annex II untuk mengontrol pembuangan zat kimia berbahaya ke laut, masih ada aturan lain yang mengatur adalah IBC Code ( Internasional Bulk Chemical Code ) adalah aturan yang tidak terdapat dalam regulation tetapi mengikat di sebut code of practice ini mengkategorikan zat kimia dalam 4 kategori X, Y, Z dan OS seperti dalam table berikut ini:

IBC DISCHARGE & STRIPPING REQUIREMENTS

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