Safety regulations - IMO

While there are no universally applicable definitions of ship types, specific descriptions and names are used within IMO treaties and conventions. The following is a non-exhaustive list ship types defined in various IMO instruments:

• A passenger ship is a ship which carries more than twelve passengers. (SOLAS I/2)
• A fishing vessel is a vessel used for catching fish, whales, seals, walrus or other living resources of the sea. (SOLAS I/2)
• Fishing vessel means any vessel used commercially for catching fish, whales, seals, walrus or other living resources of the sea. (SFV 1993 article 2)
• A nuclear ship is a ship provided with a nuclear power plant. (SOLAS I/2)
• Bulk carrier means a ship which is constructed generally with single deck, top-side tanks and hopper side tanks in cargo spaces, and is intended primarily to carry dry cargo in bulk, and includes such types as ore carriers and combination carriers. (SOLAS IX/1.6)
• Bulk carrier means a ship which is intended primarily to carry dry cargo in bulk, including such types as ore carriers and combination carriers. (SOLAS XII/1.1)
• Oil tanker means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces and includes combination carriers, any "NLS tanker" as defined in Annex II of the present Convention and any gas carrier as defined in regulation 3.20 of chapter II-1 of SOLAS 74 (as amended), when carrying a cargo or part cargo of oil in bulk. (MARPOL Annex I reg. 1.5)
• General cargo ship: A ship with a multi-deck or single-deck hull designed primarily for the carriage of general cargo. (MEPC.1/Circ.681 Annex)
• High-speed craft is a craft capable of a maximum speed, in metres per second (m/s), equal to or exceeding 3.7 times the one-sixth power of the volume of displacement corresponding to the design waterline (m³), excluding craft the hull of which is supported completely clear above the water surface in non-displacement mode by aerodynamic forces generated by ground effect. (SOLAS X/1.2, HSC Code 2000 para 1.4.30)
• Mobile offshore drilling unit (MODU) means a vessel capable of engaging in drilling operations for the exploration for or exploitation of resources beneath the sea-bed such as liquid or gaseous hydrocarbons, sulphur or salt. (SOLAS IX/1, MODU Code 2009 para 1.3.40)
• Special purpose ship (SPS) means a mechanically self-propelled ship which by reason of its function carries on board more than 12 special personnel. (SPS Code para 1.3.12)

Marine Environment - IMO

In the overall context of sustainable development, shipping is a very powerful and positive force, making a major contribution to global trade and prosperity in a way that has only a relatively small negative impact on the global environment.

Shipping – which transports 90 per cent of global trade – is, statistically, the least environmentally damaging mode of transport, when its productive value is taken into consideration. The vast quantity of grain required to make the world’s daily bread, for example, could not be transported any other way than by ship. Moreover, set against land-based industry, shipping is a comparatively minor contributor, overall, to marine pollution from human activities.

IMO’s original mandate was principally concerned with maritime safety. However, as the custodian of the 1954 OILPOL Convention, the Organization, soon after it began functioning in 1959, assumed responsibility for pollution issues and subsequently has, over many years, adopted a wide range of measures to prevent and control pollution caused by ships and to mitigate the effects of any damage that may occur as a result of maritime operations and accidents.

These measures have been shown to be successful in reducing vessel-sourced pollution and illustrate the commitment of the Organization and the shipping industry towards protecting the environment. Of the 51 treaty instruments IMO has adopted so far, 21 are directly environment-related or 23, if the environmental aspects of the Salvage and Wreck Removal Conventions are included.

The Marine Environment Protection Committee (MEPC) is IMO's senior technical body on marine pollution related matters. It is aided in its work by a number of IMO's Sub-Committees.

BLG (Bulk Liquids and Gases) - IMO

Under the direct instructions of the Maritime Safety Committee and the Marine Environment Protection Committee, the Sub-Committee on Bulk Liquids and Gases (BLG) will consider matters related to the following subjects, including the development of any necessary amendments to relevant conventions and other mandatory and non-mandatory instruments, as well as the preparation of new mandatory and non-mandatory instruments, guidelines and recommendations, for consideration by the Committees, as appropriate, including the role of such measures for the protection of the marine environment:

 

- prevention and control of marine pollution from ships and other related maritime operations involved in the transport and handling of oil and dangerous and noxious liquids substances in bulk;

 

- evaluation of hazards of dangerous and noxious liquid substances in bulk transported by ships;

 

- control and management of ships’ ballast water and sediments;

 

- construction, equipment and operational requirements for ships carrying bulk liquids and gases;

 

- protection of personnel involved in the transport of bulk liquids and gases; and

 

- survey and certification of ships constructed to carry bulk liquids and gases.

Fire Protection - IMO

Fire can be devastating on a ship - particularly on a passenger ship, where large numbers of people may need to be evacuated, or on a ship carrying inflammable cargo, with serious risks to crewmembers or to ports and harbours.

On 1 July 2002, a comprehensive new set of requirements for fire protection, fire detection and fire extinction on board ships entered into force as a new revised Chapter II-2 of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, incorporating technological advances in fire detection and extinction as well as lessons learned from fire incidents over the years.

The regulations are designed to ensure that fires are first of all prevented from occurring - for example by making sure that materials such as carpets and wall coverings are strictly controlled to reduce the fire risk; secondly, that any fires are rapidly detected; and thirdly; that any fire is contained and extinguished. Designing ships to ensure easy evacuation routes for crew and passengers are a key element of the chapter.

MACHINERY ON BOARD

Machinery on board ship

The machinery on board a ship can be divided roughly into 2 categories, namely:

• Machinery for the Main Engine Propulsion
• Auxiliary Machinery

There are basically 2 types of Main Engines, namely:

• Diesel Engines
• Steam Turbines

The nature of the ship will be determined by the main propulsion method in use.

A Motor Ship is one, which is propelled by Diesel Engines, while a Steam Ship is on propelled by steam turbine. The main engines will drive the propeller shaft, either directly or through a reduction gear.

The Main Engine will have many parts, which have to be serviced. For example, for a Diesel Engine, each cylinder, piston, connecting rod, main bearings, con-rod bearings, fuel pump, starting air valve, relief valve, fuel injector, exhaust valve, are large and serviced individually.

The common items of a Diesel Engine like turbochargers, starting air distributor, engine telegraph, thrust bearing, oil mist detector, also need close attention.

For the steam ship, the Main Boilers, the Steam Turbines, and the Reduction Gear make up the Main Engine system.

The Auxiliary Machinery consists of a large group. They includes pumps, purifiers, electrical generators, fresh water generators, heaters, coolers, oily water separator, auxiliary steam boilers, steering gears, air conditioning machines, refrigerator machines, cargo winches, cranes, air compressors, air tanks, oil tanks, water tanks, bow thrusters, stabilizers, fire fighting installations, lifeboat engines, filters, and many others.

These are equipment, which support the systems of the Main Engines. Some are run independently. The electrical generators are an essential item in the list because without electricity, all the machinery cannot be run. The steering gear is also very important, as this is where the ship direction is controlled.

Each auxiliary has its role to play. Refrigeration is needed in the cold stores where food provisions are stored, air conditioning for comfort, oil purifiers for conditioning of the bunker oil, or lubricating oil. The auxiliary boiler is used to heat up fuel oil. This is essential especially during the winter months, when fuel oil can become very viscous

REDUCED VISIBILITY

Operating in Reduced Visibility

Boating during the fall can bring special challenges for the mariner. In addition to the need to be aware of reduced temperatures which can lead to hypothermia, you also at times have to deal with reduced visibility.

Fog is the primary cause of reduced visibility, but haze, heavy rain and snow all present problems for mariners. Boating in these conditions presents two hazards, navigational errors and collisions.

Preventing both of these begins with reducing your speed. The old saying, “Be able to stop in half the distance of visibility” doesn’t appear in the Navigation Rules, but it is very good advice; remember slower is better!

A sailboat with an auxiliary engine, if under sail in fog, should have her engine available for immediate use, but you’ll be better able to listen for fog signals and other helpful sounds if you leave the engine off until it’s needed.

Fog signals must be sounded, the time interval specified in the Navigation Rules is the minimum.

Vessel	Required Sound Signal
Power-driven vessl making way	one prolonged blast every two minutes
Power-driven vessel not making way (stopped)	two prolonged blast every two minutes with a one second interval between them
Sailing Vessel, vessel not under command, vessel restricted in ability to maneuver, vessel constrained by draft, vessel engaged in fishing and a vessel towing or pushing another vessel.	one prolonged blast followed by two short blasts every two minutes

Vary your interval so that there is no possibility of your signals being in step with another vessel’s, thereby preventing you from hearing them. Listening for another vessel’s fog signals is just as important as sounding your own. If you have crew aboard, post a lookout well forward and consider having another person aft if possible. The lookout should listen as well as look. Listen for other vessels, the sound of aids to navigation, breaking surf, and other helpful sounds. Lookouts are especially important if your helm station is inside. Switch bow and stern lookouts occasionally to provide some variety and increase alertness.

If your engines are noisy, periodically shift into idle, or even shut them down for a few minutes to listen for faint fog signals. The transmission of sound in foggy conditions is tricky, if you hear something, don’t jump to a quick conclusion about its direction and distance, listen some more.

If several craft are traveling together, it is advisable that they stay close in a column formation in which closely following vessels aren’t directly behind the leader so they can easily steer clear if the lead vessel stops suddenly. If the fog is so thick that it is hazardous for them to be within sight of each other, each vessel should tow a floating object such as an empty fuel container or a cushion well astern on a line of approximately 150 feet. Then, each vessel can keep its “station” in column by keeping that object in sight, rather than the craft ahead.

May-Day and Pan-Pan Calls

Transmit a May Day distress call only when imminent danger threatens life or property and immediate assistance is required. Transmit a Pan-Pan ("Pahn Pahn") urgency call when the safety of a person or vessel is in jeopardy, but the danger is not life threatening. Transmission of a Pan Pan follows the same format as given for a May Day below.

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(I) BEFORE EVERY TRIP

1. Review radio manuals (VHF and SSB) for transmission of distress signals using their GMDSS features.
2. Tape the instructions beside each radio.
3. Do a radio check on an appropriate frequency.
4. Review operation of the EPIRB.
5. Test the EPIRB.
6. Charge the hand-held VHF.

(II) IN CASE OF AN EMERGENCY

1. Transmit May Day on the SSB and the VHF while you still have power.
2. Transmit using the emergency buttons of each radio according to the manual instructions.
3. Transmit May Day on Channel 16 as follows:
   
   • May Day, May Day, May Day
   • This is 'Vessel Name' repeated three times, followed by Ship Station License callsign
   • May Day
   • 'Vessel Name' is at Position (Lat and Long), or distance and bearing from landmark
   • We are (describe nature of emergency)
   • We require (describe nature of assistance needed)
   • Aboard are (describe number of people, age and condition if relevent)
   • We have (describe safety equipment)
   • 'Vessel Name' is (description: length, sail/power, design type, hull color, trim color)
   • Over
4. If there is no response after a few moments, repeat the above message.

(III) TO CANCEL A MAY DAY

[If you have transmitted a May Day or Pan Pan, and later find you no longer need assistance, you must cancel it.]

1. May Day
2. Hello all stations, hello all stations, hello all stations
3. This is 'Vessel Name' and callsign
4. The time is .......
5. Seelonce Feenee (to cancel May Day) or Cancel Pan Pan
6. Out