CHAPTER V - SAFETY
OF NAVIGATION
This chapter, unless otherwise expressly provided in this chapter,
applies to all ships on all voyages, except ships of war and ships solely
navigating the Great Lakes of North America and their connecting and tributary
waters as far east as the lower exit of the St.Lambert Lock at Montreal in the
Province of Quebec, Canada.
a) The master of every ship which meets with dangerous ice, a
dangerous derelict, or any other direct danger to navigation, or a tropical
storm, or encounters sub-freezing air temperatures associated with gale force
winds causing severe ice accretion on superstructures, or winds of force 10 or
above on the Beaufort scale for which no storm warning has been received, is
bound to communicate the information by all the means at his disposal to ships
in the vicinity, and also to the competent authorities at the first point on
the coast with which he can communicate. The form in which the information is
sent is not obligatory. It may be transmitted either in plain language
(preferably English) or by means of the International Code of Signals. It
should be broadcast to all ships in the vicinity and sent to the first point on
the coast to which communication can be made, with a request that it be
transmitted to the appropriate authorities.
b) Each Contracting Government will take all steps necessary to
ensure that when intelligence of any of the dangers specified in paragraph (a)
of this regulation is received, it will be promptly brought to the knowledge of
those concerned and communicated to other interested Governments.
c) The transmission of messages respecting the dangers specified
is free of cost to the ships concerned.
d) All radio messages issued under paragraph (a) of this
regulation shall be preceded by the Safety Signal, using the procedure as
prescribed by the Radio Regulations as defined in regulation IV/2.
Regulation 3.
Information required in danger message
The following information is required in danger messages:
a) ice, derelicts and other direct dangers to navigation;
(i) the kind of ice,
derelict or danger observed;
(ii) the position of the
ice, derelict or danger when last observed;
(iii) the time and date
(Universal Coordinated Time (UTC) when danger last observed;
b) tropical storms (tropical cyclone is the most common generic
term used by national Meteorological Services. The terms hurricane, typhoon,
severe cyclonic storm, etc. are also used, depending on the geographical
location with particular reference to the most severe storms);
(i) a statement that a
tropical storm has been encountered. This obligation should be interpreted in a
broad spirit, and information transmitted whenever the master has good reason
to believe that a tropical storm is developing or exists in Ms neighbourhood;
(ii) time, date (Universal
Coordinated Time (UTC)) and position of ashipwhen the observation was taken;
(iii) as much of the
following information as is practicable should be included in the message:
barometric pressure,
preferably corrected (stating millibars, millimetres, or inches and wether
corrected or unconnected)*;
barometric tendency (the
change in barometric pressure during the past three hours);
true wind direction;
wind force (Beaufort scale);
state of the sea (smooth,
moderate, rough, high);
________
* The standard international
unit for barometric pressure is the hectopascal (hPa) which is numerically
equivalent to the millibar (mb).
swell (slight, moderate, heavy)
and the true direction from which it comes. Period or length of swell (short,
average, long) would also be of value;
true course and speed of
ship;
c) subsequent observations;
when a master has reported a tropical or other dangerous storm, it
is desirable, but not obligatory, that further observations be made and
transmitted hourly, if practicable, but in any case at intervals of not more
than three hours, so long as the ship remains under the influence of the storm;
d) winds of force 10 or above on the Beaufort scale for which no
storm warning has been received;
this is intended to deal with storms other than the tropical
storms referred to in paragraph (b) of this regulation; when such a storm is
encountered, the message should contain similar information to that listed
under that paragraph but excluding the details concerning sea and swell.
e) sub-freezing air temperature associated with gale force winds
causing severe ice accretion on superstructures;
(i) time and date (Universal
Coordinated Time (UTC));
(ii) air temperature;
(iii) sea temperature (if
practicable);
(iv) wind force and
direction.
Examples
Ice
TTT Ice. Large berg sighted in 4605 N, 4410 W, at 0800 UTC.
May 15.
Derelicts
TTT Derelict. Observed derelict almost submerged in 4006 N, 1243
D, at 1630 UTC. April 21.
Danger to navigation
TTT Navigation. Alpha lightship not on station. 1800 UTC. January
3.
Tropical storm
TTT Storm. 0030 UTC, August 18. 2004 N, 111354 E, Barometer
corrected 994 millibars, tendency down 6 millibars. Wind NW, force 9, heavy
squalls. Heavy easterly swell. Course 067,5 knots.
TTT Storm. Appearances indicate approach of hurricane. 1300 UTC.
September 14. 2200 N, 7236 W. Barometer corrected 2964 inches, tendency down
0.15 inches. Wind NE, force 8, frequent rain squalls. Course 035,9 knots.
TTT Storm. Conditions indicate intense cyclone has formed. 0200
UTC. May 4.1620 N, 9203 E. Barometer unconnected 753 millimetres, tendency down
5 millimetres. Wind S by W, force 5. Course 300, 8 knots.
TTT Storm. Typhoon to southeast. 0300 UTC. June 12.1812 N, 12605
E. Barometer failing rapidly. Wind increasing from N.
TTT Storm. Wind force 11, not storm warning received. 0300 UTC.
May 4.4830 N, 30 W. Barometer corrected 983 millibars, tendency down 4
millibars. Wind SW, force 11 veering. Course 260, 6 knots.
Icing
TTT experiencing severe icing. 1400 UTC. March 2. 69 N, 10 W. Air
temperature 18. Sea temperature 29. Wind NE, force 8.
Regulation 4.
Meteorological services
a) The Contracting Governments undertake to encourage the
collection of meteorological data by ships at sea and to arrange for their
examination, dissemination and exchange in the manner most suitable for the
purpose of aiding navigation. Administrations shall encourage the use of
instruments of a high degree of accuracy, and shall facilitate the checking of
such instruments upon request.
b) In particular, the Contracting Governments undertake to
co-operate in carrying out, as far as practicable, the following meteorological
arrangements:
(i) to warn ships of gales,
storms and tropical storms, both by the issue or radio message and by the
display or appropriate signals at coastal points;
(ii) to issue twice daily,
by radio*, weather bulletins suitable for shipping, containing data of existing
weather, waves and ice, forecasts and, when practicable, sufficient additional
information to enable simple weather charts to be prepared at sea and also to
encourage the transmission of suitable facsimile weather charts;
_________
* Reference is made to regulations
IV/7.1.4 and 7.1.5.
(iii) to prepare and issue
such publications as may be necessary for the efficient conduct of
meteorological work at sea and to arrange, if practicable, for the publication
and making available of daily weather charts for the information of departing
ships;
(iv) to arrange for selected
ships to be equipped with tested instruments (such as a barometer, a barograph,
a psychrometer, and suitable apparatus for measuring sea temperature) for use
in this service, and to take meteorological observations at main standard times
for surface synoptic observations (at least four times daily, whenever
circumstances permit) and to encourage other ships to take observations in a
modified form, particularly, when in areas where shipping is sparse; these
ships to transmit their observations by radio for the benefit of the various
official meteorological services, repeating the information for the benefit of
ships in the vicinity. When in the vicinity of a tropical storm, or of a
suspected tropical storm, ships should be encouraged to take and transmit their
observations at more frequent intervals whenever practicable, bearing in mind
navigational preoccupations of ships' officers during storm conditions;
(v) to arrange for the
reception and transmission by coast radio stations of weather messages from and
to ships. Ships which are unable to communicate
direct with shore shall be encouraged to relay their weather messages through
ocean weather ships or through other ships which are in contact with shore;
(vi) to encourage all
masters to inform ships in the vicinity and also shore stations whenever they
experience a wind speed of 50 knots or more (force 10 on the Beaufort scale);
(vii) to endeavour to obtain
a uniform procedure in regard to the international meteorological services
already specified, and, as far as is practicable, to conform to the Technical
regulations and recommendations made by the World Meteorological Organization,
to which the Contracting Governments may refer for study and advice any
meteorological question which may arise in carrying out the present Convention.
c) The information provided for in this regulation shall be
furnished in form for transmission and transmitted in the order of priority
prescribed by the Radio Regulations, and during transmission "to all
stations" of meteorological information, forecasts and warnings, all ship
stations must conform to the provisions of the Radio Regulations.
d) Forecasts, warnings, synoptic and other meteorological reports
intended for ships shall be issued and disseminated by the national service in
the best position to serve various zones and areas, in accordance with mutual
arrangements made by the Contracting Governments concerned.
Regulation 5.
Ice patrol service
a) The Contracting Governments undertake to continue an ice patrol
and a service for study and observation of ice conditions in the North
Atlantic. During the whole of the ice season the south-eastern, southern and
south-western limits of the regions of icebergs in the vicinity of the Grand
Bank of Newfoundland shall be guarded for the purpose of informing passing
ships of the extent of this dangerous region; for the study of ice conditions
in general; and for the purpose of affording assistance to ships and crews requiring
aid within the limits of operation of the patrol ships. During the rest of the
year the study and observation of ice conditions shall be maintained as
advisable.
b) Ships and aircraft used for the ice patrol service and the
study and observation of ice conditions may be assigned other duties by the
managing Government, provided that such other duties do not interfere with
their primary purpose or increase the cost of this service.
Regulation 6.
Ice patrol. Management and cost
a) The Government of the United States of America agrees to
continue the management of the ice patrol service and the study and observation
of ice conditions, including the dissemination of information received
therefrom. The Contracting Governments specially interested in these services
undertake to contribute to the expense of maintaining and operating these
service; each contribution to be based upon the total gross tonnage of the
vessels of each contributing Government passing through the regions of icebergs
guarder by the Ice Patrol; in particular each Contracting Government specially
interested undertakes to contribute annually to the expense of maintaining and
operating these services a sum determined by the ratio which the total gross
tonnage of that Contracting Government's vessels passing during the ice season
through the regions of icebergs guarded by the Ice Patrol bears to the combined
total gross tonnage of the vessels of all contributing Governments passing
during the ice season through the regions of icebergs guarded by the Ice
Patrol. Non-contracting Governments specially interested may contribute to the
expense of maintaining and operating these services on the same basis. The
managing Government will furnish annually to each contributing Government a
statement of the total cost of maintaining and operating the Ice Patrol and of
the proportionate share of each contributing Government.
b) Each of the contributing Governments has the right to alter or
discontinue its contribution, and other interested Governments may undertake to
contribute to the expense. The contributing Government which avails itself of
this right will continue to be responsible for its current contribution up to 1
September following the date of giving notice of intention to alter or discontinue
its contribution. To take advantage of the said right it must give notice to
the managing Government at least six months before the said 1 September.
c) If, at any time, the United States' Government should desire to
discontinue these service, or if one of the contributing Governments should
express a wish to relinquish responsibility for its pecuniary contribution, or
to have its contribution altered, or another Contracting Government should
desire to undertake to contribute to the expense, the contributing Governments
shall settle the question in accordance with their mutual interests.
d) The contributing Governments shall have the right by common
consent to make from time to time such alterations in the provisions of this
regulation and of regulation V/5 as appear desirable.
e) Where this regulation provides that a measure may be taken
after agreement among the contributing Governments, proposals made by any
Contracting Government for effecting such a measure shall be communicated to
the managing Government which shall approach the other contributing Governments
with a view to ascertaining whether they accept such proposals, and the results
of the enquires thus made shall be sent to the other contributing Governments
and the Contracting Government making the proposals. In particular, the
arrangements relating to contributions to the cost of the services shall be
reviewed by the contributing Governments at intervals not exceeding three
years. The managing Government shall initiate the action necessary to this end.
When ice is reported on or near his course the master of every
ship at night is bound to proceed at a moderate speed or to alter his course so
as to go well clear of the danger zone.
a) The practice of following, particularly in converging areas,
routes adopted for the purpose of separation of traffic including avoidance of
passage through areas designated as areas to be avoided by ships or certain
classes of ships, or for the purpose of avoiding unsafe conditions, has
contributed to the safety of navigation and is recommended for use by all ships
concerned.
b) The Organization is recognized as the only international body
for establishing and adopting measures on an international level concerning
routeing and areas to be avoided by ships or certain classes of ships. It will
collate and disseminate to Contracting Governments all relevant information.
c) The selection of the routes and the initiation of action with
regard to them, and the delineation of what constitutes converging areas, will
be primarily the responsibility of the Governments concerned. In the
development of routeing schemes which impinge upon international waters, or
such other schemes they may wish to be adopted by the Organization, they will
give due consideration to relevant information published by the Organization.
d) Contracting Governments will use their influence to secure the
appropriate use of adopted routes and will do everything in their power to
ensure adherence to the measures adopted by the Organization in connection with
routeing of ships.
e) Contracting Governments will also induce all ships proceeding
on voyages in the vicinity of the Grand Banks of Newfoundland to avoid, as far
as practicable, the fishing banks of Newfoundland north of latitude 43 N and
to pass outside regions known or believed to be endangered by ice.
Regulation 9.
Misuse of distress signals
The use of an international distress signal, except for the
purpose of indicating that a ship, aircraft or person is in distress, and the
use of any signal which may be confused with an international distress signal,
are prohibited.
Regulation 10.
Distress Messages - Obligations and procedures
a) The master of a ship at sea, on receiving a signal from any
source that a ship or aircraft or survival craft thereof is in distress, is
bound to proceed with all speed to the assistance of the persons in distress
informing them if possible that he is doing so. If he is unable or, in the
special circumstances of the case, considers it unreasonable or unnecessary to
proceed to their assistance, he must enter in the logbook the reason for
failing to proceed to the assistance of the persons in distress.
b) The master of a ship in distress, after consultation, so far as
may be possible, with the masters of the ships which answer his call for
assistance, has the right to requisition such one or more of those ships as he
considers best able to render assistance, and it shall be the duty of the
master or masters of the ship or ships requisitioned to comply with the
requisition by continuing to proceed with all speed to the assistance of
persons in distress.
c) The master of a ship shall be released from the obligation
imposed by paragraph (a) of this regulation, when he learns that one or more
ships other than his own have been requisitioned and are complying with the
requisition.
d) The master of a ship shall be released from the obligation
imposed by paragraph (a) of this regulation, and, if his ship has been
requisitioned, from the obligation imposed by paragraph (b) of this regulation,
if he is informed by the persons in distress or by the master of another ship
which has reached such persons that assistance is no longer necessary.
e) The provisions of this regulation do not prejudice Convention
for the unification of certain rules of law relating to Assistance and Salvage
at Sea, signed at Brussels on 23 September 1910, particularly the obligation to
render assistance imposed by article 11 of that Convention.
Regulation 11.
Signalling lamps
All ships of over 150 tons gross tonnage, when engaged on
international voyages, shall have on board an efficient daylight signalling
lamp which shall not be solely dependent upon the ship's main source of electrical
power.
Regulation 12.
Shipborne navigational equipment
a) For the purpose of this regulation "constructed" in
respect of a ship means a stage of construction where:
(i) the keel is laid; or
(ii) construction
identifiable with a specific ship begins; or
(iii) assembly of that ship
has commenced comprising at least 50 tonnes or 1 per cent of the estimated mass
of all structural material, whichever is less.
b) (i) Ships of 150 tons gross tonnage and upwards shall be fitted
with:
(1) a standard magnetic
compass, except as provided in subparagraph (iv);
(2) a steering magnetic
compass, unless heading information provided by the standard compass required
under (1) is made available and is clearly readable by the helmsman at the main
steering position;
(3) adequate means of
communication between the standard compass position and the normal navigation
control position to the satisfaction of the Administration; and
(4) means for taking
bearings as nearly as practicable over an are of the horizon of 360.
(ii) Each magnetic compass
referred to in sub-paragraph (i) shall be properly adjusted and its table or
curve of residual deviations shall be available at all times.
(iii) A spare magnetic
compass, interchangeable with the standard compass, shall be carried, unless
the steering compass mentioned in sub-paragraph (i) (2) or a gyro compass is
fitted.
(iv) The Administration, if
it considers it unreasonable or