Emergency Procedures & Safety of Navigation

7/28/2019 Emergency Procedures & Safety of Navigation

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MARINE ORDERS

Part 29

Emergency procedures& safety of navigation

Issue 2(Amendment)

Order No 4 of 1999

Pursuant to Section 425(1AA) of the Navigation Act 1912, I hereby make this Order amending Marine Orders,

Part 29, Issue 2, by omitting pages (i), 1 to 6 and 11 to 20, and substituting pages (i), 1 to 6 and 11 to 20, to

come into operation on 1 February 1999.

Clive Davidson

Chief Executive

20 January 1999


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EMERGENCY PROCEDURES PART 29

& SAFETY OF NAVIGATION Issue 2

Order No 4 of 1999

Table of Contents

1 Interpretation2 Purpose3 Application4 Exemptions & equivalents5 Review of decisions6 Penal provisions7 Shipboard emergency signals8 Emergency practices

9 Muster list & muster stations10 Responsibilities of owner, master & crew11 Distress signals & messages12 Urgency signals & messages13 Safety signals & danger messages14 Speed of radio transmission15 Improper use of signals or messages16 Steering gear safety procedures

17 Watertight openings in shipssafety procedures18 Manning

Appendix 1 Practice proceduresAppendix 2 Passengers muster stations

Appendix 3 Instructions to passengerswarning in case of emergencyAppendix 4 Emergency stations listAppendix 5 Beaufort scale of wind force

Previous issues

Part 29, Issue 1, Order No. 21 of 1983

Amendment, Order No.4 of 1990Part 29, Issue 2, Order No. 11 of 1997

Amendment, Order No.11 of 1998


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PART 29 EMERGENCY PROCEDURES

Issue 2 & SAFETY OF NAVIGATION

Order No 4 of 1999

1 Interpretation

1.1 In this Part, unless the contrary intention appears, the following definitions

apply:

AMSA means the Australian Maritime Safety Authority established by theAustralian Maritime Safety Authority Act 1990;

at sea, in relation to a ship,means the period of time during which a ship isengaged in a voyage between a berth at one port of call and a berth at the nextport of call;

certificated person means a person who holds:

(a) a certificate of proficiency in survival craft and rescue boats other thanfast rescue boats issued in accordance with the International Conventionon Standards of Training, Certification and Watchkeeping for Seafarers,1978, as amended; or

(b) a certificate recognised by the Manager as equivalent to a certificatereferred to in (a);

Chief Marine Surveyormeans the Manager (Survey Operations) in AMSA or,in respect of any particular purpose under this Part, a suitably qualified personauthorised by the Manager (Survey Operations) for that purpose;

coast radio station means a radio installation established on land for theexchange of radio communications with ships;

DSC means transmission of information using digital codes on any of thefrequencies specified in A.2 of Appendix 1 of Marine Orders, Part 27 (GMDSSradio equipment)

EPIRB means an approved emergency position indicating radio beacon

complying with Appendix 11 of Marine Orders, Part 25 (EquipmentLife-saving);

ITU-R means the International Telecommunications UnionSector R;

Managermeans the Manager (Marine Operations and Personnel) in AMSA;

radio station means a ship radio station or a coast radio station;


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Order No 4 of 1999

radio watch means:

(a) in the case of a GMDSS ship, listening on the frequency of 156.800MHz; and

(b) in the case of a GMDSS ship, monitoring the frequencies of 2187.5 kHzand, if fitted, 8414.5 kHz and 156.575 MHz;

satellite communication means transmission of information through theINMARSAT geostationary satellite service;

Senior SARO Maritime means the Senior Search and Rescue Officer Maritimeof the Australian Search and Rescue Centre;

ship radio station means a radio installation on board a ship;

signal station means a signal station established on land for the exchange ofvisual communication with ships;

silence periods means periods of 3 minutes beginning at each hour, and at 30minutes after each hour of each day reckoned according to Co-ordinatedUniversal Time;

SOLAS means the Safety Convention as defined in the Navigation Act;

survival craft means an approved life-raft or lifeboat complying with Appendix3 of Marine Orders, Part 25;

survival manual means a copy ofthe book Survival at Sea, published by theAustralian Government Publishing Service;

tropical storm means a hurricane, typhoon or other storm of a similar nature;

UTC means Coordinated Universal Time;

VHF EPIRB means an approved EPIRB capable of transmitting on VHFchannel 70.

1.2 In this Part, a reference to the date on which a ship was constructedmeans the date on which not less than 50 tonnes or one per cent of theproposed total mass of the structural material of the ship, whichever is the less,has been assembled.

1.3 In this Part:

(a) headings and sub-headings are part of the Part;


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(b) each Appendix is part of the Part;

(c) a note included in the text and printed in italics is not part of the Part.

2 Purpose

This Part:

(a) for the purposes of section 191 of the Navigation Act, makes provisionfor and in relation to giving effect to Regulations 2, 3, 9, 13, 16, 19, 19-1and 19-2 of Chapter V of SOLAS;

(b) for the purposes of section 229 of the Navigation Act, makes provisionfor or in relation to signals of distress and urgency;

(c) for the purposes of subsection 235(1), prescribes requirements forcarrying out musters, boat drills, fire drills, collision drills and otherprescribed drills, and for recording them in the official log-book;

(d) for the purposes of subsection 269A(1), prescribes matters for and inrelation to the sending of safety signals and messages; and

(e) pursuant to paragraph 425(1)(db), generally makes provision for and inrelation to the safe navigation and operation of ships.

3 Application

3.1 This Part applies to and in relation to:

(a) a ship registered in Australia; and

(b) a ship registered in a country other than Australia, that is in the territorialsea of Australia or in waters on the landward side of the territorial sea.

3.2 This Part does not apply to a ship that is a Safety Convention shipregistered in a country other than Australia, except to the extent that the ship

fails to comply with SOLAS.3.3 Provisions 11.2, 13.2, 13.6, 15 and 16 apply to all ships, including shipsreferred to in subsection 2(1) of the Navigation Act, except that a provision ofthis Part does not apply to a ship to the extent that a law of a State or theNorthern Territory gives effect to Chapter V of SOLAS in relation to that ship.


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4 Exemptions and equivalents

4.1 Exemptions

4.1.1 The Chief Marine Surveyor, if satisfied that compliance with a provisionof this Part would be unnecessary or unreasonable having regard to a ship, itsequipment and its intended voyage, may exempt that ship from compliance withsuch provision to the extent specified and subject to such conditions as thatofficer thinks fit.

4.1.2 Provision 4.1.1 applies only to the extent that any exemption from aprovision of this Part is not inconsistent with SOLAS.

4.2 EquivalentsWhere a provision of this Part requires a particular fitting, material, appliance orapparatus, or type thereof to be fitted or carried in a ship or a particularprovision to be made in a ship, the Chief Marine Surveyor may allow any otherfitting, material, appliance or apparatus, or type thereof, to be fitted or carried,or any other provision to be made, if that officer is satisfied that the other fitting,material, appliance or apparatus, or type thereof, or provision, is at least aseffective as that required by that provision of this Part.

5 Review of Decisions

5.1 Reviewable decisions

Application may be made to the Administrative Appeals Tribunal for a review ofa decision:

(a) by the Chief Marine Surveyor, refusing, restricting or imposing acondition on an exemption under 4.1;

(b) by the Chief Marine Surveyor, refusing to allow under 4.2 a particular

fitting, material, appliance or apparatus, or type thereof, to be fitted orcarried in a ship or a particular provision to be made in a ship;

(c) by the Chief Marine Surveyor, refusing to exempt a ship under 16.5.5from compliance with 16.5.1;

(d) by the Chief Marine Surveyor, relating to the assignment of a limitingmean draft under 17.3.2;

(e) by the Manager, relating to the issue of a safe manning document under18.1.


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5.2 Statements to accompany not ices

If a person making a decision referred to in 5.1 gives to a person whose

interests are affected by the decision notice in writing of the decision, the noticemust:

(a) include a statement to the effect that, if the person is dissatisfied with thedecision, application may, subject to theAdministrative Appeals Tribunal

Act 1975, be made to the Administrative Appeals Tribunal for review ofthe decision; and

(b) except where subsection 28 (4) of that Act applies, also include astatement to the effect that the person may request a statement undersection 28 of that Act.

5.3 Validi ty of decisions

Failure to comply with 5.2 in relation to a decision does not affect the validity ofthat decision.

6 Penal provisions

The following provisions of this Part are penal provisions: 7.2.3, 7.2.4, 8.2.1,8.2.2, 8.2.3, 9.1, 9.2, 9.3.1, 9.3.2, 9.3.3, 10.1, 10.2, 10.3, 10.4, 11.2, 11.4.1,11.4.2, 11.4.3, 11.5.1, 12.1.2, 12.2.1, 12.2.2, 12.2.4, 12.3, 13.1.2, 13.2.1,13.2.2, 13.2.3, 13.2.6, 13.3, 13.4.1, 13.4.2, 13.6, 13.7, 15.1, 15.2, 15.3, 15.4,16.1.1, 16.2, 16.3, 16.4, 16.5.1, 16.5.2, 16.5.3, 16.5.4, 16.5.6, 16.5.7, 17.1.1,17.1.3, 17.2, 17.3.1, 17.4.1, 17.4.4, 17.5, 17.6, 17.7.1, 17.7.2, 17.8, 17.9.1 and17.9.2.

Note 1: Regulation 4 of the Navigation (Orders) Regulations provides:'4. A person who contravenes a provision of an order made under 1AA[(ex)


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7 Shipboard emergency signals

7.1 General emergency alarm signal

7.1.1 The general emergency alarm signal for an emergency stations muster ofthe passengers and crew of a ship is a signal of 7 or more short blasts followedby one long blast on the ship's whistle or siren.

7.1.2 The general emergency alarm signal must be repeated on the ship'selectrically operated warning bell system and suitable instructions must begiven over a public address system, if fitted, or by any other equally effectivemeans available.

7.2 Prepare to abandon ship signal

7.2.1 The signal to indicate that the ship may shortly be abandoned is oneshort blast followed by one long blast on the ship's whistle or siren, sounded atleast 3 times in succession.

7.2.2 The signal to indicate that the ship may shortly be abandoned must berepeated on the ship's electrically operated warning bell system and suitableinstructions must be given over a public address system, if fitted, or by anyother equally effective means available. The engine-room telegraph must beput to Finished with Engines.

7.2.3 When a ship is to be abandoned, the master must ensure that anymachinery or appliance whose operation could impede the safe abandonmentof the ship is stopped, disengaged or otherwise rendered inoperative.Stabilisers, if extended and liable to interfere with survival craft, must beretracted.

7.2.4 When a ship is to be abandoned, the master must ensure that all crew

members working below deck or in other parts of the ship distant from survivalcraft, are effectively warned by all means available that the ship is to beabandoned, in sufficient time to allow all crew members to reach their survivalcraft station.

7.3 Abandon ship signal

The abandon ship signal is to be defined by the Master and stated in eachmuster list. It is to be given by the Master or senior surviving officer in the mosteffective manner possible and gives authority to those in charge of survival craft

to launch as soon as ready.


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8 Emergency practices

8.1 Signals

8.1.1 The signal for an emergency practice is the general emergency alarmsignal, supplemented by instructions by the master as to the nature of thepractice over a public address system, if fitted, or by any other equally effectivemeans.

8.1.2 If the master of a ship considers that the sounding of the generalemergency alarm signal would constitute a nuisance outside the ship, then:

(a) the ship's electrically operated warning bell system;

(b) suitable instructions given over the ship's public address system, if fitted;or

(c) any other equally effective means,

may be used to initiate the emergency practice.

8.1.3 Before a signal is given for an emergency practice, all passengers andcrew must be warned of:

(a) the time at which the practice is to be held; and

(b) the nature of the practice signal.

Note: On passenger ships, passengers should be advised of what actionsthey are to take: (i) during the practice; and (ii) in an emergency.

8.2 When practices to be held

8.2.1 The master of a ship must arrange for practice musters and drills as

required by Marine Orders, Part 25 (EquipmentLife-saving).

8.2.2The master of a ship must arrange for training sessions for the crew insurvival and use of equipment, at suitable intervals to ensure that the crewmaintain their competence in this respect.

Note: These training sessions are not emergency practices, but may becombined with them. In setting the interval between training sessions, themaster should have regard to training carried out ashore by crewmembers.


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8.2.3 The master of a ship must arrange for practices in other operations, suchas closure of watertight doors, damage control and rescue of casualties, at thefollowing intervals:

(a) in respect of watertight doors in accordance with 17.7.1at least once aweek;

(b) in respect of other damage control mattersat least monthly onpassenger ships and so far as possible immediately after a crew change,or where 50 per cent or more of the relevant persons assigned that dutyhave changed;

(c) in respect of other matterswhen the master considers necessary.

8.3 Practice procedures

The procedures to be followed in conducting an emergency practice arespecified in Appendix 1.

Note: SOLAS requirements for emergency practices are also contained inMarine Orders, Part 25 (Equipmentlife-saving).

9 Muster list and muster stations9.1 Assignment of passengers to muster stations

The master of a ship carrying passengers must:

(a) assign each passenger to a muster station according to the cabin berthor lounge seat allocated to that passenger; and

(b) record the assignments made under (a) in accordance with Appendix 2and, exhibit at all times for the information of the members of the crew

concerned with the mustering of passengers such number of copies ofthat record and in such places as a surveyor may require.

9.2 Marking of muster stations for passengers

The master of a ship carrying passengers must ensure that the muster stationsfor passengers are so indicated to the satisfaction of a surveyor, by painted orother signs, as to be readily visible by day and by night.

Note: Specified signs are contained in IMO Resolution A.760(18).


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9.3 Assignment of crew

9.3.1 The master of a ship must ensure that:

(a) each crew member on joining the ship is assigned to an emergencystation and to a survival craft according to the cabin berth allocated or byother suitable identification; and

(b) in the case of a passenger ship, each lifeboat has assigned to it nofewer than the number of certificated persons applicable to the lifeboatas determined in accordance with Table l.

Table 1

Carrying capacity of lifeboat Number of certificatedpersons

40 persons or fewer 2

More than 40 persons but fewer than 62 3

More than 62 persons but fewer than 86 4

86 persons or more 5

9.3.2 The master of a ship must assign crew members to, and provide

instructions to crew members in respect of, duties relating to emergencies thatmay occur on the ship.

Note: Two forms of organisation are suggested. Where the size of thecrew permits, specialised emergency parties could be designated to dealwith specific emergencies and duties. In other cases, the whole crewmight muster at a specific point (except those whose duties necessitatethem remaining at their posts, or whose emergency duties require them toundertake a specific duty, such as person in charge of emergency radio

communications) and be given relevant tasks as appropriate.

9.3.3 Assignments made under 9.3.1 and 9.3.2 must be recorded inaccordance with Appendix 4 and must be so exhibited in conspicuous positionsin crew accommodation and other appropriate parts of the ship so as to beeasily visible to the crew.

10 Responsibilit ies of owner, master and crew

10.1 The owner of a ship must supply a copy of this Part to:


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(a) the master; and

(b) in the case of a passenger ship, to each officer or other person who isdirectly responsible to the master for a department of the ship.

10.2 The master of a ship must ensure that:

(a) the requirements of 7, 8 and 9 are so met that crew members becomeconversant with their assigned emergency stations and duties, andemergency procedures generally;

(b) crew members are trained in the operationand application of alllife-saving, fire fighting and other emergency appliances and equipmentprovided in the ship;

(c) a survival manual is provided at or near the cabin berth of each crewmember for the exclusive use of that person;

(d) entries recording all practice musters anddrills, tests and inspectionsheld in accordance with 7,8 and 9 are made in the ship's officiallog-book; and

(e) where a practice muster or drill, test or inspection required by 7, 8 or 9 isnot held, an entry is made in the ship's official log-book stating thereasons for non-compliance.

10.3 An officer or other person referred to in 10.1(b) must become conversantwith the requirements of 7, 8 and 9 and must take all necessary measures toensure that members of the crew under his or her control are instructed in theirassigned duties under 9.3.2 and in the survival craft, fire and damage controldrills.

10.4 Each member of a ship's crew must become conversant with the contentsof the survival manual and, except during training sessions, keep it at or nearthe cabin berth he or she occupies.

11 Distress and alarm signals

11.1 Prescribed signals of distress

For the purposes of this Part, a prescribed signal of distress is:

(a) by radiotelephonythe spoken word 'MAYDAY'; and

(b) by satellite communication, DSC, EPIRB or VHF EPIRBthe distresssignal protocol specified by ITU-R.


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Note:Attention is also drawn to the signals referred to in Annex IV in theAppendix to Marine Orders, Part 30 (Prevention of Collisions).

11.2 Use of prescribed signal of distress

A prescribed signal of distress must not be transmitted by radiotelephone,except in connection with the transmission of:

(a) a distress call and a distress message;

(b) the acknowledgment of a distress message; or

(c) other distress traffic,

as prescribed by this Part.

11.3 Serious and imminent danger

Despite anything contained in this Part, a person who is operating the radiostation of a ship that is in serious and imminent danger and is unable to complywith the provisions of the Part may use any means available to attract attention,to make known the ship's position and to obtain help.

11.4 Duties on activation of a distress frequency watch receiver.

11.4.1 Where any of the following equipment is actuated:

(a) the DSC distress frequency watch receiver;

(b) the Inmarsat EGC receiver distress alarm,

the person in charge of the ship radio station must commence watch on therelevant distress frequency or, if a frequency is specified in the distress orurgency message, on that frequency.

11.4.2 Such watch is to be kept for a sufficient time, including the next silence

period, as is sufficient to ensure that:(a) the distress or urgency message is received, or

(b) a distress or urgency message would have been received if one hadbeen transmitted and the ship had been within range of the transmittingstation, or

the person in charge of the ship radio station is satisfied that the actuation wasdue to:

(c) a fault in the radio installation, or

(d) an electrical storm.


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11.4.3 If a distress or urgency message is received, the person receiving themessage must immediately inform the Master of the details of the message.

11.5 Duties of a person hearing a dist ress or urgency signal

11.5.1 A person who hears a distress or urgency signal must continue to listenon the appropriate frequency and must not resume normal radio service until:

(a) if no message follows the signalthe expiration of at least three minutes,or

(b) if a message follows the signalthe person has informed the master ofthe details of the message and the master has permitted resumption ofnormal radio service.

11.5.2 Where a message that follows the activation of a DSC or EGC distressalarm is not addressed to all radio stations, or is addressed to all ships in ageographical area not including the current position of the ship, the person incharge of the ship radio station may resume normal communication onfrequencies other that that used for the distress or urgency communication.

12 Urgency signals and messages

12.1 Prescribed urgency signals

12.1.1 The following signals are prescribed urgency signals:

(a) in radiotelephony, the words 'PAN PAN' spoken 3 times; and

(b) by satellite or DSC communicationthe urgency signal protocolspecified by ITU-R.

12.1.2 A prescribed urgency signal must not be transmitted except for thepurpose of giving notice that the calling radio station has a very urgentmessage to transmit concerning the safety of a ship, an aircraft, a vehicle or a

person.

12.1.3 Subject to 12.2.1, the radio frequency to be used for a prescribedurgency signal and the following message, is the distress frequency.

12.1.4 A prescribed urgency signal has priority over all other radiocommunications except distress traffic.


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12.2 Urgency messages

12.2.1 Where the urgency message that follows a prescribed urgency signal is

a long message, a medical call or, in an area of heavy radio traffic, a repeatedmessage, the radio frequency used for that message:

(a) must be a frequency other than that referred to in 12.1.3; and

(b) must be specified at the end of the urgency signal.

12.2.2 A person must not interfere with the transmission of an urgencymessage that follows the transmission of a prescribed urgency signal.

12.2.3 An urgency message, other than a message dealing with medicalmatters, that follows a prescribed urgency signal must be in plain language.

12.2.4 When the master of a ship, or if appropriate the Senior SARO Maritime,is satisfied that action called for by an urgency message is no longernecessary, the master or Senior SARO Maritime must cause a further messageto be transmitted cancelling the urgency message.

12.3 Authority for transmission of urgency signal

A prescribed urgency signal must not be transmitted:

(a) by a person on board a ship unless the transmission of that signal isauthorised by the master of the ship, or

(b) by a person at a coast radio station unless the transmission of thatsignal is authorised by the Senior SARO Maritime.

13 Safety signals and danger messages

13.1 Prescribed safety signals

13.1.1 The following signals are prescribed safety signals:

(a) in radiotelephony, the word 'SECURITE' (pronounced'SAY-CURE-E-TAY') spoken 3 times; and

(b) by satellite or DSC communicationthe safety signal protocol specifiedby ITU-R.

13.1.2 A prescribed safety signal must not be transmitted except for thepurpose of giving notice that the calling radio station has a danger message totransmit concerning an important navigational or meteorological warning.


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13.2 Danger messages

13.2.1 A danger message must be communicated in the English language or

by means of the International Code of Signals to ships in the vicinity by themaster of a ship that meets with a danger referred to in 13.2.2.

13.2.2 A danger message must convey the following information:

(a) in the case of ice, derelicts and other direct dangers to navigation:

(i) the kind of ice, derelict or other danger observed;

(ii) the position of the ice, derelict or other danger when last observed;and

(iii) the Co-ordinated Universal Time and the date when the danger waslast observed;

(b) in the case of a tropical storm, a statement that a tropical storm hasbeen encountered and as accurately as possible:

(i) the position of the tropical storm;

(ii) the position, true course and speed of the reporting ship when theobservation was made;

(iii) the Co-ordinated Universal Time and the date when the observation

was made;(iv) the barometric pressure with an indication as to whether that

pressure is given in millibars or kilopascals and as to whether thereading is corrected or uncorrected;

(v) the change in barometric pressure during the previous 3 hours;

(vi) the true direction of the wind;

(vii) the wind force according to the Beaufort scale specified in Appendix5;

(viii) the state of the sea, as being smooth, moderate, rough or high;

(ix) the swell, as being slight, moderate or heavy and the direction fromwhich it comes; and

(x) the period or length of the swell, as being short, average or long;

(c) in the case of winds of force 10 or more on the Beaufort scale specifiedin Appendix 5, being winds in respect of which the ship has not receiveda tropical storm warning, the information referred to in (b)(ii) to (vii); and


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(d) in the case of sub-freezing air temperatures associated with gale forcewinds causing severe ice accretion on superstructures:

(i) the Co-ordinated Universal Time and the date when the observationwas made;

(ii) the air temperature at the time when the observation was made;

(iii) the sea temperature at the time when the observation was made, ifpracticable to measure it;

(iv) the wind force according to the Beaufort scale specified in Appendix5; and

(v) the true direction of the wind.

13.2.3 A danger message must be sent as soon as the master of the ship hasthe information required by 13.2.2 and must be repeated immediately after theend of the first available silence period.

13.2.4 Where a danger message is repeated in accordance with 13.2.3, theprescribed safety signal that precedes the repetition of the danger messagemust be transmitted towards the end of the silence period.

13.2.5 A danger message must end with the name of the master of the shiptransmitting the message and the call sign of the ship radio station.

13.2.6 The radio frequency to be used for the prescribed safety signal thatprecedes a danger message is the distress frequency, and the radio frequencyto be used for the danger message must be specified at the end of the safetysignal.

13.2.7 Nothing in 13.2 is intended to prevent a danger message being includedas part of a meteorological service that is transmitted at fixed times.

13.3 Subsequent observations and reports

The master of a ship from which a danger message referred to in 13.2.2 (b), (c)or (d), has been transmitted must, while the ship remains in a position fromwhich it is possible to make the observations referred to:

(a) continue to make further such observations at hourly intervals; and

(b) as soon as practicable after he has on each occasion the requiredinformation, send messages in accordance with 13.2 conveying thatinformation.


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13.4 Duties of person receiving prescribed safety signal

13.4.1 A person operating a radio station who hears a prescribed safety signal

must listen on the radio frequency used for the transmission of the dangermessage until he or she is satisfied that the message is of no concern to theship.

13.4.2 A person must not interfere with the transmission of a danger messagethat follows the transmission of a prescribed safety signal.

13.5 Priori ty of safety traff ic

A danger message preceded by the safety signal has priority over allcommunications other than distress traffic, vital navigational warning messagesand traffic preceded by an urgency signal.

13.6 Report to shore station

The master of a ship who has sent out a prescribed safety signal and dangermessage in accordance with section 269A of the Navigation Act must:

(a) at the first opportunity, send by satellite communication the informationcontained in the danger message, to the person in charge of theauthority responsible for promulgating navigation warnings or, if it is not

possible to so communicate, transmit the information to a coast radiostation or make the report by visual means to the person in charge of thefirst signal station with which the master is able to communicate andrequest the person to whom the report is made to transmit the report tothe proper authority in the country in which the coast radio station orsignal station is located; and

(b) immediately on arrival of the ship at its next port of call, lodge a copy ofthe report with the proper authority for that port.

13.7 Official log-book entries

The master of a ship must ensure that entries are made in the official log-bookrecording:

(a) all new dangers to navigation observed:

(b) all danger messages and information received in regard to new dangersto navigation; and

(c) all danger messages and information sent or transmitted in regard tonew dangers to navigation and the exact time and position of the shipwhen the danger message information was sent or transmitted.


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14 Speed of radio transmission

A radiotelephone message must be transmitted as distinctly as practicable,

each word being clearly pronounced so as to facilitate transcription.

15 Improper use of signals or messages

15.1 A person must not:

(a) transmit or display a prescribed signal for distress; or

(b) transmit a prescribed urgency signal; or

(c) send out a danger message.

unless the transmission, display or sending out is permitted by this Part oranother Part of Marine Orders

15.2 A person must not use any flare, rocket or shell that could be mistaken fora prescribed signal of distress coming from a ship, unless advance notice hasbeen given to the Australian Search and Rescue Centre.

Note 1: The address of the Australian Search and Rescue Centre is GPOBox 2181, Canberra ACT 2601. The telephone number is (02) 6230 6868and the facsimile number is (02) 6279 5077. Notice should preferably be

given 7 days in advance.

Note 2: A person proposing to discharge a flare, rocket or shell may alsoneed to comply with State or Territory requirements.

15.3 When a distress signal has been accidentally transmitted from a ship, theMaster must advise immediately the relevant marine rescue coordinationcentre, preferably by satellite communication, of the accidental transmissionand that the ship is in no danger.

Note: Where possible, a cancellation message should also be broadcaston the frequency on which the accidental transmission was made.

15.4 If a person removes an EPIRB from a ship for purposes other than testand repair, that person must ensure that the batteries are removed from theEPIRB.


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16 Steering gear safety procedures

16.1 Use of automatic pilot

16.1.1 In areas of high traffic density, in conditions of restricted visibility and inall other hazardous navigational situations where the automatic pilot is in use ina ship, manual control of the ship's steering must, at all times, be able to beestablished without delay.

16.1.2 In the circumstances specified in 16.1.1, the officer of the watch musthave available to him, at all times and without delay, the services of a qualifiedhelmsman to take manual control of the ships steering.

Note: On an Australian ship, a person is considered to be a qualifiedhelmsman if he or she is the holder of a steering certificate under MarineOrders, Part 3 (Seagoing Qualifications).

16.2 Change-over

A change from automatic to manual control and from manual to automaticcontrol of a ship's steering must be made by or under the supervision of theofficer of the watch, or other responsible officer.

16.3 Test

The manual steering of a ship must be tested after prolonged use of theautomatic pilot and before entering an area where navigation demands specialcaution.

16.4 Operation of steering gear

In an area where navigation demands special caution, the master of a shipmust ensure that the ship has more than one steering gear power unit inoperation where such units are fitted and capable of simultaneous operation.

16.5 Steering geartesting and drills

16.5.1 Within 12 hours prior to a ships departure from a port the master mustensure that the ship's steering gear is checked and tested by the ship's crew,including:

(a) the operation of:

(i) the main steering gear;

(ii) the auxiliary steering gear;


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Order No 4 of 1999

(iii) the remote steering gear control systems;

(iv) the steering positions located on the navigating bridge;

(v) the emergency power supply;(vi) the rudder angle indicators in relation to the actual position of the

rudder;

(vii) the remote steering gear control system power failure alarms; and

(viii) the steering gear power unit failure alarms;

(b) the full movement of the rudder according to the required capabilities ofthe steering gear;

(c) visual inspection of the steering gear and its connecting linkage; and

(d) the operation of the means of communication between the navigatingbridge and steering gear compartment.

16.5.2 Where applicable to a ship, simple operating instructions with a blockdiagram showing the change-over procedures for remote steering gear controlsystems and steering gear power units must be permanently displayed on thenavigating bridge and in the steering gear compartment.

16.5.3 The master of a ship must ensure that all officers concerned with the

operation or maintenance of steering gear are familiar with the operation of thesteering systems fitted on the ship and with the procedures for changing fromone system to another.

16.5.4 In a ship equipped with automatic pilot and more than one steering gearpower unit, emergency steering drills must take place at least once every 3months in order to practice emergency steering procedures and must includedirect control from any alternative steering position, the communicationsprocedure with the navigating bridge and, where applicable, the operation of

alternative power supplies.

16.5.5 The Chief Marine Surveyor may exempt a ship or class of ships thatregularly plies on voyages of short duration from compliance with 16.5.1.

16.5.6 The master of a ship exempted from compliance with 16.5.1 must carryout the checks and tests specified so far as those checks and tests areapplicable, at least once every week.


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Order No 4 of 1999

16.5.7 The date upon which the checks and tests specified in 16.5.1 or 16.5.6are carried out and date and details of emergency steering drills specified in16.5.4 are carried out must be recorded in the official log-book.

17 Watertight openings in shipssafety procedures

17.1 Watertight doors

17.1.1 Except as provided in 17.1.2, a watertight door must be kept closedwhile the ship is at sea.

17.1.2 A watertight door, other than a watertight door referred to in 17.3, maybe opened:

(a) when it is necessary for it to be open for the working of the ship; or

(b) when it is opened and closed for the purposes of testing in accordancewith 17.6.

17.1.3 Where a watertight door is open for the working of the ship, the vicinityof the doorway must be kept clear of any obstruction that may prevent rapidclosure of the door.

17.2 Portable plates

A portable plate fitted over an opening in the internal watertight structure of aship, must be in place and forming a watertight connection to that structure,before a voyage commences and must not be removed while the ship is at seaexcept in cases of urgent necessity on the direct order of the master.

17.3 Openings to be kept closed at sea

17.3.1 The following openings must be closed watertight and locked before aship leaves the berth or anchorage and must not be opened before the ship

arrives at the next berth or anchorage:

(a) watertight doors in a watertight bulkhead separating cargo spaces orseparating a cargo space from a passenger space;

(b) watertight doors that do not comply with 6.1 to 6.4 of Regulation 15 ofChapter II of SOLAS;

(c) sidescuttles in a 'tween deck where the sill of any sidescuttle in thatspace, other than a non-opening sidescuttle, is below the margin lineand is below a line drawn parallel to the bulkhead deck at side and

having its lowest point 1.4 metres plus a distance equal to 2.5 per cent


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Order No 4 of 1999

of the breadth of the ship above the waterline when the ship is first afloatin seawater on proceeding to sea;

(d) sidescuttles that are not accessible while the ship is at sea, and theirdeadlights; and

(e) gangway ports, cargo ports or coaling ports and any similar sideopenings below the margin line, or below the freeboard deck in a cargoship.

17.3.2 The Chief Marine Surveyor may assign to the ship a limiting mean draftat which all sidescuttles that would be required to be closed and locked by17.3.1(b) when at a deeper draft will have their sills above a line drawn parallelto the bulkhead deck at side and having its lowest point 1.4 metres plus 2.5 percent of the breadth of the ship above the waterline corresponding to the limitingmean draft.

17.3.3 In a tropical zone, the limiting mean draft referred to in 17.3.2 may beincreased by 0.3 metres.

17.3.4 If a ship is afloat in sea water at a draft corresponding to or less thanthe limiting mean draft assigned in accordance with 17.3.2 a sidescuttlereferred to in 17.3.1(b) need not be closed and locked before leaving port nor

kept closed at sea.

17.4 Closure of cargo loading doors

17.4.1 The following doors must be closed and locked before a ship proceedson any voyage and must remain closed and locked until the ship is at its nextberth:

(a) cargo loading doors in the shell or the boundaries of enclosedsuperstructures;

(b) bow visors fitted in the shell or the boundaries of enclosedsuperstructures;

(c) cargo loading doors in the collision bulkhead;

(d) weathertight ramps forming an alternative closure to those specified in(a), (b) and (c).

17.4.2 Where a bow or stern door cannot be opened or closed while the ship isat the berth, the door may be opened or left open while the ship approaches ordraws away from the berth, but only so far as may be necessary to enable the

door to be immediately operated. The bow door or visor may only be opened


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Order No 4 of 1999

on approach to the berth, or left open on departure, on condition that the innerbow door is kept closed.

17.4.3 The master may permit particular doors to be opened if necessary forthe operation of the ship or the embarking and disembarking of personsprovided the ship is at safe anchorage and the master is satisfied that the doorsmay be opened without impairing the safety of the ship.

17.4.4 The master must ensure that an effective system of supervision andreporting of the closing and opening of the doors referred to in 17.4.1 isimplemented.

17.5 Sidescutt les in spaces used for cargo or passengers

The sidescuttles and deadlights of any space which may be used for thecarriage of either cargo or passengers must be closed watertight and lockedbefore cargo is loaded in that space and kept closed and locked until the cargois discharged.

17.6 Ash-chutes, rubbish-chutes and similar fittings

The cover and valve of an ash-chute, rubbish-chute or other similar fitting in aship having its inboard opening below the margin line of the ship must, when

the chute or other fitting is not in use, be kept closed and secured watertight.

17.7 Testing and periodical operation of openings

17.7.1 Subject to 17.7.3, watertight doors and sidescuttles, the valves andclosing mechanisms of scuppers, ash-chutes, rubbish-chutes fitted in a ship,and the means of communication provided in respect of those doors whichcannot be closed from a central control station, must be tested:

(a) at least once every week;

(b) immediately before a voyage commences, if the voyage is to exceed 7days; and

(c) immediately before leaving port, on a ro-ro passenger ship.

17.7.2 Subject to 17.7.3, each watertight door fitted in a transverse watertightbulkhead, whether hinged or power operated, that is required to be open for theworking of the ship, must be closed and opened once daily while the ship is atsea for the purpose of testing its operation. On ships normally engaged onvoyages of less than 24 hours, such tests may be carried out in port before

departure.


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Order No 4 of 1999

17.7.3 Provisions 17.7.1 and 17.7.2 do not require the opening and closingwhile the ship is at sea of any door or other closing appliance fitted that isotherwise required by this Part or any other Part of Marine Orders to be kept

closed at all times while the ship is at sea.

17.8 Periodical inspection

The following appliances and fittings must be inspected at least once everyweek by a person assigned for that purpose by the master of a ship and besuitably marked with proper operating instructions to ensure safety andeffectiveness when they are operated:

(a) watertight doors;

(b) a mechanism, indicator or warning device associated with a watertightdoor,

(c) the means of communication provided in connection with a watertightdoor that cannot be closed from a central control station, as specified inMarine Orders, Part 12 (Ship Construction); and

(d) any valve required for the operation of damage-control cross-connections or for ensuring the watertight integrity of any space withinthe ship.

17.9 Official log-book entries

17.9.1 The master must ensure, before the ship proceeds on any voyage, thatentries are made in the official log-book recording:

(a) the times of the last closing of the doors specified in 17.4.1; and

(b) the times of opening any door referred to in 17.4.3.

17.9.2 The master of a ship must ensure that entries are made in the official

log-book of the ship recording:(a) the times of the last closing, if any, before the ship proceeds to sea, and

of the next subsequent opening, of the fittings to which 17.3 and 17.4apply;

(b) the times of the opening and closing, while the ship is at sea, of thewatertight doors fitted between bunkers in a 'tween deck space belowthe bulkhead deck;

(c) whether the portable plates referred to in 17.2 are in place when the shipproceeds to sea and the times, if any, of the removal and replacement ofthose plates, or any of them, while the ship is at sea; and


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Order No 4 of 1999

(d) the times when the tests and inspections required by 17.6 and 17.7 wereconducted and whether the fittings so tested and inspected weresatisfactory and if not, the extent to which they were not in good working

order and the action taken to put them in good working order.

18 Manning

18.1 The Manager may issue in respect of a ship an appropriate safe manningdocument as evidence of the minimum safe manning considered necessary tocomply with Regulation 13(a) of Chapter V of SOLAS.

Note: The Manager will only issue a safe manning document if the

manning of the ship complies with IMO Resolution A.481(XII). Copies ofthis document are obtainable from AMSA.

18.2 A safe manning certificate issued by the General Manager, Ship andPersonnel Safety Services, in AMSA prior to 1 J uly 1998 and setting outminimum manning levels for the purposes of Regulation 13(a) of Chapter V ofSOLAS has effect as though it were a document issued under 18.1.

* * * * * *


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Order No 4 of 1999

Appendix 1

Practice procedures

1 Emergency practice

An emergency practice must be conducted as follows:

(a) On the general emergency alarm signal being given, the crew (exceptingonly those who in the opinion of the Master cannot be relieved fromimmediate duties) must at once assemble at their emergency stations.

(b) Emergency parties must be trained and practised in their emergency

duties, as required by the Master.

(c) When satisfied with the emergency drill, the Prepare to Abandon Shipsignal should be given, whereupon all crew members should muster atthe survival craft to which they are allocated.

(d)The person in charge of each survival craft must:

(e) In a passenger ship, each member of the crew allocated duties inconnection with the marshalling and mustering of passengers must takehis or her allotted place in a stairway, passageway or muster station, andthose in charge of, or assisting at, muster stations must:

(i)call the roll of those persons allocated to the survival craft;

(ii)be satisfied that each person fully understands the duties allocatedto him or her in launching and boarding the craft;

(iii) be satisfied that each life-jacket has been correctly donned andsecured;

(iv) instruct and examine each person in accordance with theManual, as required by the Master;

(v) report to the Master the total number of persons, includingthe person in charge, attending at his or her survival craft, and

(vi) report to the Master when the instruction has been

satisfactorily completed.


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Order No 4 of 1999

(f) The muster should normally be followed by the abandon ship practice,with launching of survival craft as appropriate.

2 Survival craft and rescue boat drill

2.1 Lifeboat and rescue boat drills

2.1.1 A drill is to be conducted in accordance with:

(a) the provisions of Marine Orders, Part 25 (EquipmentLife-saving); and

(b) the ships Safety Management System.

2.1.2 Where a boat is fitted with on-load release gear the release gear is to betested at least once per year, but only with the boat touching the water orpartially waterborne. There should still be substantial weight on the falls.

2.1.3 When a fire-protected boat is lowered into the water, the water spraysystem is to be tested.

2.1.4 Where a lifeboat drill is held at sea, and weather prevents swinging outand part lowering of a boat, the boat is to be swung out and partly lowered atthe next suitable opportunity.

2.1.5 Where a ship has a freefall boat, launchings may be made by loweringthe boat using the gantry, with minimal crew aboard, provided that the boat isfree-fall launched with as many crew as are possible at least once every sixmonths.

(i)instruct each passenger, assisting as necessary, in the correctdonning of life-jackets;

(ii)advise passengers as appropriate on the procedures forabandonment of the ship, including that while the ship is not in asinking condition it is normally the safest refuge, that conditions mayoccur when it is necessary to evacuate all passengers, and thatcrew will be with the passengers in their survival craft to takeappropriate action and assist the passengers in boarding rescueships; and

(iii) report to the Master the number of passengers mustered at theMuster Station.


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Order No 4 of 1999

2.1.6 Rescue boats are, as far as practical, to be launched and manoeuvred inthe water with their operating crews aboard once a month, and in any case, atleast every three months.

2.2 Life-raft and marine escape system dri lls

2.2.1 At least one liferaft is to be prepared for launching by releasing allsecuring lashings. Where a cradle or other device is used to ensure that theliferaft will enter the water clear of the ship, the device is to be tested during orfollowing the drill. It is not necessary actually to launch any liferaft.

2.2.2 Where liferafts are davit launched, the davit is to be tested by hooking onto one liferaft, if this is practicable without disturbing the waterproofing of the

liferaft container. After unhooking the container, the davit is to be swung outand secured in the lowering position. A small weight may be attached to the fallto check the lowering and braking capability of the davit and winch. Where aship has more than one davit, all davits are to be tested within a period of threemonths.

2.2.3 A liferaft is to be inflated and the crew given instruction in the use of theequipment and the maintenance of the liferaft. This liferaft may be a spare raftcarried for the purpose, or a demonstration raft supplied by a liferaft service

station or training establishment. This may be done on board, on the wharfadjacent to the ship, at the liferaft service station or training establishmentspremises, or at a swimming pool if the instruction is to be combined withpractical training in righting and boarding the raft. This procedure is to becarried out at intervals such that all persons serving on a ship participate in thispart of the drill at intervals not exceeding 6 months.

2.2.4 If a ship is fitted with marine evacuation systems, drills are to include ex-ercising of the procedures required for the deployment of such a system up tothe point immediately preceding the actual deployment of the system. Thisaspect of drills is to be augmented by regular instruction using on-board trainingaids. Additionally, every system party member shall, as far as practicable, befurther trained by participation in a full deployment of a similar system intowater, either on board a ship or ashore, at intervals of not longer than 2 years,but in no case longer than 3 years.

2.3 Testing of power supplies

The main and emergency lighting at all muster and survival craft stations and in

alleyways, stairways, emergency exits and in accesses to all muster andsurvival craft stations must be tested and the emergency power supply to the


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Order No 4 of 1999

ship's whistle or siren, general alarm bell system and public address system, iffitted must be tested.

3 Fire drill

A fire drill must be conducted as follows:

(a)The officer appointed by the master to be the officer in charge of the drillmust order a mock attack on a fire that must be assumed, for thepurpose of the drill, to have occurred in a selected part of the ship.

(b) On receipt of the signal or warning in the engine room the fire pumpsmust be prepared.

(c)The numbers of the crew forming the fire party must be sent to the seatof the assumed fire.

(d) In the vicinity of the assumed fire:

(e) Not less than once in each period of 3 consecutive months, a practicaldemonstration of the use of the portable fire extinguishers must be givenby expending the charge of at least one extinguisher.

(f) The crew must be exercised in:

(g)The members of the crew forming the fire party must be instructed in the

use of all other fire-fighting appliances provided in the ship.

(i)the fire hoses must be laid out and not less than two hosesconnected to the hydrants and tested at full pressure, with waterbeing supplied from the main fire pumps. In a cargo ship, atalternate fire drills, the water is to be supplied from the emergencyfire pump. Where isolating valves are fitted in the fire main, these

should be shut and opened to confirm proper operation; and(ii)the fire extinguishers must be unshipped.

(i)the closing of doors, windows, ports, ventilators, ventilating shaftsand other openings so as to isolate the assumed fire from other

parts of the ship and to reduce the supply of air to the assumed fire.Particular attention must be paid to stairways and lift shafts;

(ii)the use of breathing apparatus and safety lamps,

(iii) the rescue of casualties, using stretchers, hoists or other apparatus;and

(iv) any other emergency practice considered necessary tocombat the assumed fire.


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Order No 4 of 1999

(h)The engine room is an area of high fire risk. Masters and ChiefEngineers should therefore plan and carry out supplementary fire drillsrelating to fires in particular areas of the Engine Room, from likely

causes. In particular, the following should be practised:

4 Damage control drill

A damage control drill must be conducted in accordance with the ships SafetyManagement System and, where applicable, as follows:

(a) On the emergency signal being given, the officer in charge of the drillmust indicate a section of the ship where the emergency is assumed to

have occurred for the purposes of the drill. Bulkhead doors in thevarious sections of the ship must immediately be closed by members ofthe crew assigned to that duty.

(b) A messenger from each party that has been allotted to a section of theship must report to the master, or to the officer appointed by the masterto be the officer in charge of the drill when all bulkhead doors in thatsection are closed.

(c) Doors that were already closed at the commencement of the drill mustbe opened and then closed.

(i)shutting down ventilation systems to the engine room, bearing inmind that in a practice it may be necessary to keep some air inletsopen to supply air to machinery that cannot be shut down at thetime of the practice;

(ii)operating remote shut off arrangements for fuel valves for tanks andfuel pumps. As far as possible, different remote shut-offs should beoperated in rotation, so that all are operated between crew changes;

(iii) rigging and using hoses in the engine room to use in coolingbulkheads, tanks, &c, where a fire on the other side could hazardthe engine room if the bulkhead, tank, &c, is not cooled,remembering the hazards of salt water and electrical machinery,and the need to instruct persons operating fire hoses in theimportance of shutting off electrical machinery first;

(iv) rescue of persons overcome by smoke, or caught bysmothering gas; and

(v) moving around the engine room in conditions of totalblackout due to smoke.


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Order No 4 of 1999

(d) Nothing in (c) is to be taken to authorise the opening, while the ship is atsea, of any watertight door or other fitting which is required by 17.3 to bekept closed.

(e) Cross-flooding arrangements must be checked, if practical and safe todo so.

(f) Members of the crew assigned to sounding duty must immediatelysound tanks and bilges in the section of the ship indicated for thepurposes of the drill.

(g) A messenger from the sounding party must communicate with, asrequired:

(h) As many pumps as possible operated from the engine room must beconnected to the section of the ship indicated for the purposes of thedrill.

(i) A report must be made to the bridge by messenger or other means whenthe pumps are ready for action.

(j) If open in port, ship's side doors, sidescuttles, valves and similar fittings

must be closed as directed.(k) A report must be made to the bridge by messenger or other means when

the side doors, sidescuttles, valves and similar fittings have been closed.

5 Launching Drills with the ship making headway.

(Based on IMO Resolution A.624(15) - Guidelines for training crews for the purpose oflaunching lifeboats and rescue boats from ships making headway through the water)

5.1 Chapter III of SOLAS 74 requires that rescue boats (Reg. 16) and lifeboatson ships of 20 000 tons and upwards (Reg. 28) are to be capable of beinglaunched at speeds of up to 5 knots.

5.2 Drills in launching rescue boats and lifeboats at such speeds are notmandatory but, in view of the urgency in launching a rescue boat to pick uppersons who may have fallen overboard, or the possibility of abandoning shipbefore all way has been taken off, persons should be aware of the dangers ofsuch launching, and methods of overcoming them. Persons should, wherepossible, be trained in launching with the ship making headway, in sheltered

water and under the supervision of an officer experienced in such drills.

(i)the officer in charge of the drill; and

(ii)the chief engineer.


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Order No 4 of 1999

5.3 Such drills should be carried out when a ship is at anchor or alongsidewhere there is suitable relative movement between ship and water, or ashore ata training establishment where conditions are suitable. At the Masters

discretion, drills may be carried out with the ship under way in sheltered waters.Until the crew gain experience, the drills should be carried out with minimalwater movement, drills with greater water movement being carried out as thecrew becomes more experienced.

5.4 The following precautions should be taken:

(a) Drills should only be carried out under supervision of an officerexperienced in such drills, in calm and clear conditions and, ifpracticable, when the ship has minimum freeboard. Provision should be

made for rendering assistance in the event of unforeseencircumstances.

(b)The number of crew members in the boat should be kept to the minimumcompatible with the training to be carried out. All crew in the boat shouldbe wearing lifejackets and, where appropriate, immersion suits and headprotection.

(c) Skates, if fitted to a lifeboat approved for use as a rescue boat, shouldbe removed unless they are designed to be retained under all launch

conditions. All openings should be shut in totally enclosed boats, exceptthe helmsmans hatch, which may remain open to give a better view forlaunching.

(d) Instructions as to procedures should be given to the boats crew by theofficer in charge before the drill commences.

(e)Two way radiotelephone communication should be established betweenthe officer in charge of the drill, the navigating bridge, and the boatbefore lowering commences, and be maintained throughout theexercise.

(f) The boats engine should be running before the boat is lowered, andcrew should be standing by to adjust the length of the painter so itcomes taut just before the boat enters the water. If possible, the paintershould be marked to indicate the appropriate lengths for light and loadeddrafts.

(g)The ships propeller should be stopped during lowering and recovery,and while the boat is close to the ship.

(h) Recovery and securing of the boat should be followed by a debriefing

session to consolidate the lessons learned.


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Order No 4 of 1999

6 Recovery of Lifeboats used as Rescue Boats.

Where a lifeboat is approved for use as a rescue boat, it is essential that after

use as a rescue boat it can be safely recovered. Appendix 5 of Marine Orders,Part 25 (EquipmentLife-saving) requires that rope and wire pennants beprovided to assist the recovery of a lifeboat which is also a rescue boat in badweather conditions. Other arrangements may be accepted where they arecompatible with the design of the boat and are capable of filling the intendedpurpose. Training should be carried out at each statutory launching of such alifeboat. The instructions should be compatible with the particulararrangements on each ship, and documented in the ships Safety ManagementSystem.

7 Helicopter Drills.

7.1 Drills should be carried out on ships which transfer persons by helicopter,whether or not the helicopter lands on the ship, as necessary to ensure thecrew are trained in:

(a) normal procedures relating to the transfer of persons; and

(b) emergency procedures as may be required by a helicopter crash or fire.

7.2 The training procedures should be in accordance with the ships SafetyManagement System and Marine Orders, Part 57 (Helicopter operations).

* * * * * *


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Order No 4 of 1999

Appendix 2

Passengers' muster stations

Name of ship

Cabin berth orlounge seat No. Musterstation

General Emergency Alarm Signal: Seven or more short blasts followed byone long blast on the ship's whistle or siren. This will be repeated on thegeneral alarm bell system, and may be supplemented by instructions on thePublic Address System.

WHEN YOU HEAR THE GENERAL EMERGENCY ALARM SIGNAL, GODIRECTLY TO YOUR MUSTER STATION.

IF THERE ARE ANY INSTRUCTIONS GIVEN ON THE PUBLIC ADDRESSSYSTEM, OBEY THESE INSTRUCTIONS, THEN GO TO YOUR MUSTERSTATION.

The General Emergency Alarm Signal is a signal to passengers that anemergency has arisen which, unless it can be controlled, could result inabandonment of the ship. The crew will deal with the emergency. IT IS NOT A

CAUSE FOR PANIC.

When the emergency is assessed, passengers will be further instructed.Further instructions may include [return to cabins to pick up warm clothing,lifejackets, go to restaurant for meal while the emergency is being tackled, &c].

DO NOT RETURN TO YOUR CABIN UNLESS SO INSTRUCTED.

................................ (Master) ................................... (Date)


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Order No 4 of 1999

Appendix 3

Instructions to passengerswarning in case of emergency

The following sets out the information that must be included in instructions topassengers in the case of emergency.

1. The assignment to muster stations of passengers in each cabin berth and/orlounge seat.

The notice should give the location of the muster station, the route to betaken to reach it, and an alternative route if the preferred route is blocked

by smoke or flames.Persons should also be directed to follow the low level lighting indicators ifthese are fitted.

2. Advice that the signal to assemble at the muster station will be a successionof 7 or more short blasts, followed by one long blast on the ship's whistle orsiren, and repeated on the ship's general alarm bell system and by warnings onthe public address system.

3. Advice that, should passengers hear this signal, they are to go immediatelyto their muster stations wearing their life-jackets.

The text of this advice will vary depending on the stowage of the life-jackets. Stowage on small ships, where passengers could be reasonablyexpected to go from the muster station to cabins to collect the life-jackets,and return, is normally in cabins. Stowage on large ships should beadjacent to the Muster Stations.

4. Advice that, should it be necessary to abandon ship, passengers will be

instructed to go to their survival craft (life-raft or lifeboat) boarding station,where they will be instructed to board their survival craft in an orderly and safemanner.

5. Passengers should be advised to ask their Steward or other crew memberto show them how to put on their life-jackets and the way to their musterstations.

It is recommended that the notice urge passengers to BE PREPARED atall times


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Order No 4 of 1999

Appendix 4

Emergency stations list

Name of ship

Crew memberidentification

Emergencystation Emergency duty Survival craft

General Emergency Alarm Signal: Seven or more short blasts followed byone long blast on the ship's whistle or siren. This will be repeated on thegeneral alarm bell system, and may be supplemented by instructions on the

Public Address System.

WHEN YOU HEAR THE GENERAL EMERGENCY ALARM SIGNAL, GODIRECTLY TO YOUR EMERGENCY STATION.

IF THERE ARE ANY INSTRUCTIONS GIVEN ON THE PUBLIC ADDRESSSYSTEM, OBEY THESE INSTRUCTIONS.

Prepare to Abandon Ship Signal: AAA in Morse on the whistle (short, long,

short, long, short, long) and repeated on the general emergency alarm bellsystem, also 'Finished with Engines' on the E/R telegraph. On hearing orseeing this signal, all isolated parties are to cease their current activities and goas quickly as possible to the Boat Deck.

Abandon ship signal : [as determined by the Master.] It will normally be givenby word of mouth from the Master or senior surviving officer

................................ (Master) ................................... (Date)


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Appendix 5

Beaufort scale of wind force

Number Knots Metres per second Description of wind

0 less than 1 less than 0.5 Calm

1 1 to 3 0.5 to 1.5 Light air

2 4 to 6 2.0 to 3.0 Light breeze

3 7 to 10 3.5 to 5.0 Gentle breeze

4 11 to 15 5.5 to 7.5 Moderate breeze5 16 to 20 8.0 to 10.0 Fresh breeze

6 21 to 26 10.5 to 13.0 Strong breeze

7 27 to 33 13.5 to 16.5 Moderate gale

8 34 to 40 17.0 to 20.0 Fresh gale

9 41 to 47 20.5 to 23.5 Strong gale

10 48 to 55 24.0 to 27.5 Whole gale

11 56 to 65 28.0 to 32.5 Storm12 above 65 above 32.5 Hurricane

Documents

Emergency Procedures & Safety of Navigation