Decreto do Governo n.º 79/83 — Aprova, para ratificação, a Convenção Internacional para a Salvaguarda da Vida Humana no Mar de 1974

(1) circling the surface craft at least once;

(2) crossing the projected course of the surface craft close ahead at a low altitude, opening and closing the throttle or changing the propeller pitch;

(3) heading in the direction in which the surface craft is to be directed.

Repetition of such procedures has the same meaning.

(ii) The following procedure performed by an aircraft means that the assistance of the surface craft to which the signal is directed is no longer required:

• crossing the wake of the surface craft close astern at a low altitude, opening and closing the throttle or changing the propeller pitch.

Note: Advance notification of changes in these signals will be given by the Organization as necessary.

Regulation 17

Pilot Ladders and Mechanical Pilot Hoists

Ships engaged on voyages in the course of which pilots are likely to be employed shall comply with the following requirements:

(a) Pilot Ladders

(i) The ladder shall be efficient for the purpose of enabling pilots to embark and disembark safely, kept clean and in good order and may be used by officials and other persons while a ship is arriving at or leaving a port.

(ii) The ladder shall be secured in a position so that it is clear from any possible discharges from the ship, that each step rests firmly against the ship's side, that it is clear so far as is practicable of the finer lines of the ship and that the pilot can gain safe and convenient access to the ship after climbing not less than 1.5 metres (5 feet) and not more than 9 metres (30 feet). A single length of ladder shall be used capable of reaching the water from the point of access to the ship; in providing for this due allowance shall be made for all conditions of loading and trim of the ship and for an adverse list of 15 degrees. Whenever the distance from sea level to the point of access to the ship is more than 9 metres (30 feet), access from the pilot ladder to the ship shall be by means of an accommodation ladder or other equally safe and convenient means.

(iii) The steps of the pilot ladder shall be:

(1) of hardwood, or other material of equivalent properties, made in one piece free of knots, having an efficient non-slip surface; the four lowest steps may be made of rubber of sufficient strength and stiffness or of other suitable material of equivalent characteristics;

(2) not less than 480 millimetres (19 inches) long, 115 millimetres (41 inches) wide, and 25 millimetres (1 inch) in depth, excluding any non-slip device;

(3) equally spaced not less than 300 millimetres (12 inches) nor more than 380 millimetres (15 inches) apart and be secured in such a manner that they will remain horizontal.

(iv) No pilot ladder shall have more than two replacement steps which are secured in position by a method different from that used in the original construction of the ladder and any steps so secured shall be replaced as soon as reasonably practicable by steps secured in position by the method used in the original construction of the ladder. When any replacement step is secured to the side ropes of the ladder by means of grooves in the sides of the step, such grooves shall be in the longer sides of the step.

(v) The side ropes of the ladder shall consist of two uncovered manila ropes not less than 60 millimetres (2 1/4 inches) in circumference on each side. Each rope shall be continuous with no joints below the top step. Two man-ropes properly secured to the ship and not less than 65 millimetres (2 1/2 inches) in circumference and a safety line shall be kept at hand ready for use if required.

(vi) Battens made of hardwood, or other material of equivalent properties, in one piece and not less than 1.80 metres (5 feet 10 inches) long shall be provided at such intervals as will prevent the pilot ladder from twisting. The lowest batten shall be on the fifth step from the bottom of the ladder and the interval between any batten and the next shall not exceed 9 steps.

(vii) Means shall be provided to ensure safe and convenient passage on to or into and off the ship between the head of the pilot ladder or of any accommodation ladder or other appliance provided. Where such passage is by means of a gateway in the rails or bulwark, adequate handholds shall be provided. Where such passage is by means of a bulwark ladder, such ladder shall be securely attached to the bulwark rail or platform and two handhold stanchions shall be fitted at the point of boarding or leaving the ship not less than 0.70 metre (2 feet 3 inches) nor more than 0.80 metre (2 feet 7 inches) apart. Each stanchion shall be rigidly secured to the ship's structure at or near its base and also at a higher point, shall be not less than 40 millimetres (1 1/2 inches) in diameter and shall extend not less than 1.20 metres (3 feet 11 inches) above the top of the bulwark.

(viii) Lighting shall be provided at night such that both the pilot ladder overside and also the position where the pilot boards the ship shall be adequately lit. A lifebuoy equipped with a self-igniting light shall be kept at hand ready for use. A heaving line shall be kept at hand ready for use if required.

(ix) Means shall be provided to enable the pilot ladder to be used on either side of the ship.

(x) The rigging of the ladder and the embarkation and disembarkation of a pilot shall be supervised by a responsible officer of the ship.

(xi) Where on any ship constructional features such as rubbing bands would prevent the implementation of any of these provisions, special arrangements shall be made to the satisfaction of the Administration to ensure that persons are able to embark and disembark safely.

(b) Mechanical Pilot Hoists

(i) A mechanical pilot hoist, if provided, and its ancillary equipment shall be of a type approved by the Administration. It shall be of such design and construction as to ensure that the pilot can be embarked and disembarked in a safe manner including a safe access from the hoist to the deck and vice versa.

(ii) A pilot ladder complying with the provisions of paragraph (a) of this Regulation shall be kept on deck adjacent to the hoist and available for immediate use.

Regulation 18

VHF Radiotelephone Stations

When a Contracting Government requires ships navigating in an area under its sovereignty to be provided with a Very High Frequency (VHF) radiotelephone station to be used in conjunction with a system which it has established in order to promote safety of navigation, such station shall comply with the provisions of Regulation 17 of Chapter IV and shall be operated in accordance with Regulation 8 of Chapter IV.

Regulation 19

Use of the Automatic Pilot

(a) In areas of high traffic density, in conditions of restricted visibility and in all other hazardous navigational situations where the automatic pilot is used, it shall be possible to establish human control of the ship's steering immediately.

(b) In circumstances as above, it shall be possible for the officer of the watch to have available without delay the services of a qualified helmsman who shall be ready at all times to take over steering control.

(c) The change-over from automatic to manual steering and vice versa shall be made by or under the supervision of a responsible officer.

Regulation 20

Nautical Publications

All ships shall carry adequate and up-to-date charts, sailing directions, lists of lights, notices to mariners, tide tables and all other nautical publications necessary for the intended voyage.

Regulation 21

International Code of Signals

All ships which in accordance with the present Convention are required to carry a radiotelegraph or a radiotelephone installation shall carry the International Code of Signals. This publication shall also be carried by any other ship which in the opinion of the Administration has a need to use it.

CHAPTER VI

CARRIAGE OF GRAIN

PART A - GENERAL PROVISIONS

Regulation 1

Application

Unless expressly provided otherwise, this Chapter, including Parts A, B and C, applies to the carriage of grain in all ships to which the present Regulations apply.

Regulation 2

Definitions

(a) The term "grain" includes wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms thereof, whose behaviour is similar to that of grain in its natural state.

(b) The term "filled compartment" refers to any compartment in which, after loading and trimming as required under Regulation 3, the bulk grain is at its highest possible level.

(c) The term "partly filled compartment" refers to any compartment wherein bulk grain is not loaded in the manner prescribed in paragraph (b) of this Regulation.

(d) The term "angle of flooding" (teta(índice f)) means an angle of heel at which openings in the hull, superstructures or deckhouses, which cannot be closed weathertight, immerse. In applying this definition, small openings through which progressive flooding cannot take place need not be considered as open.

Regulation 3

Trimming of Grain

All necessary and reasonable trimming shall be performed to level all free grain surfaces and to minimize the effect of grain shifting.

(a) In any "filled compartment", the bulk grain shall be trimmed so as to fill all the spaces under the decks and hatch covers to the maximum extent possible.

(b) After loading, all free grain surfaces in "partly filled compartments" shall be level.

(c) The Administration issuing the document of authorization may, under Regulation 9 of this Chapter, grant dispensation from trimming in those cases where the underdeck void geometry resulting from free flowing grain into a compartment, which may be provided with feeding ducts, perforated decks or other similar means, is taken into account to its satisfaction when calculating the void depths.

Regulation 4

Intact Stability Requirements

(a) The calculations required by this Regulation shall be based upon the stability information provided in accordance with Regulation 19 of Chapter II-1, of the present Convention, or with the requirements of the Administration issuing the document or authorization under Regulation 10 of this Chapter.

(b) The intact stability characteristics of any ship carrying bulk grain shall be shown to meet, throughout the voyage, at least the following criteria after taking into account in the manner described in Part B, the heeling moments due to grain shift:

(i) the angle of heel due to the shift of grain shall be not greater than 12 degrees except that an Administration giving authorization in accordance with Regulation 10 of this Chapter may require a lesser angle of heel if it considers that experience shows this to be necessary; (ver nota *)

(ii) in the statical stability diagram, the net or residual area between the heeling arm curve and the righting arm curve up to the angle of heel of maximum difference between the ordinates of the two curves, or 40 degrees or the "angle of flooding" (teta(índice f)), whichever is the least, shall in all conditions of loading be not less than 0.075 metre-radians; and

(iii) the initial metacentric height, after correction for the free surface effects of liquids in tanks, shall be not less than 0.30 metre.

(c) Before loading bulk grain the master shall, if so required by the Contracting Government of the country of the port of loading, demonstrate the ability of the ship at all stages of any voyage to comply with the stability criteria required by paragraph (b) of this Regulation using the information approved and issued under Regulations 10 and 11 of this Chapter.

(d) After loading, the master shall ensure that the ship shall be upright before proceeding to sea.

(nota *) For example, the premissible angle of heel might be limited to the angle of heel at wich the edge of the weather deck would be immersed in still water.

Regulation 5

Longitudinal Divisions and Saucers

(a) In both "filled compartments" and "partly filled compartments", longitudinal divisions may be provided as a device either to reduce the adverse heeling effect of grain shift or to limit the depth of cargo used for securing the grain surface. Such divisions shall be fitted grain-tight and constructed in accordance with the provisions of Section I of Part C of this Chapter.

(b) In a "filled compartment", a division, if fitted to reduce the adverse effects of grain shift, shall:

(i) in a 'tween-deck compartment extend from deck to deck; and

(ii) in a hold extend downwards from the underside of the deck or hatch covers as described in Section II of Part B of this Chapter.

Except in the case of linseed and other seeds having similar properties, a longitudinal division beneath a hatchway may be replaced by a saucer formed in the manner described in Section I of Part C of this Chapter.

(c) In a "partly filled compartment", a division, if fitted, shall extend from one-eighth of the maximum breadth of the compartment above the level of the grain surface and to the same distance below the grain surface. When used to limit the depth of overstowing, the height of the centreline division shall be at least 0.6 metre above the level grain surface.

(d) Furthermore, the adverse heeling effects of grain shift may be reduced by tightly stowing the wings and ends of a compartment with bagged grain or other suitable cargo adequately restrained from shifting.

Regulation 6

Securing

(a) Unless account is taken of the adverse heeling effect due to grain shift in accordance with these Regulations, the surface of the bulk grain in any "partly filled compartment" shall be level and topped off with bagged grain tightly stowed and extending to a height of not less than one-sixteenth of the maximum breadth of the free grain surface or 1.2 metres, whichever is the greater. Instead of bagged grain, other suitable cargo exerting at least the same pressure may be used.

(b) The bagged grain or such other suitable cargo shall be supported in the manner described in Section II of Part C of this Chapter. Alternatively, the bulk grain surface may be secured by strapping or lashing as described in that Section.

Regulation 7

Feeders and Trunks

If feeders or trunks are fitted, proper account shall be taken of the effects thereof when calculating the heeling moments as described in Section III of Part B of this Chapter. The strength of the divisions forming the boundaries of such feeders shall conform with the provisions of Section I of Part C of this Chapter.

Regulation 8

Combination Arrangements

Lower holds and 'tween-deck spaces in way thereof may be loaded as one compartment provided that, in calculating transverse heeling moments, proper account is taken of the flow of grain into the lower spaces.

Regulation 9

Application of Parts B and C

An Administration or a Contracting Government on behalf of an Administration may authorize departure from the assumptions contained in Parts B and C of this Chapter in those cases where it considers this to be justified having regard to the provisions for loading or the structural arrangements, provided the stability criteria in paragraph (b) of Regulation 4 of this Chapter are met. Where such authorization is granted under this Regulation, particulars shall be included in the document of authorization or grain loading data.

Regulation 10

Authorization

(a) A document of authorization shall be issued for every ship loaded in accordance with the Regulations of this Chapter either by the Administration or an organization recognized by it or by a Contracting Government on behalf of the Administration. It shall be accepted as evidence that the ship is capable of complying with the requirements of these Regulations.

(b) The document shall accompany and refer to the grain loading stability booklet provided to enable the master to meet the requirements of paragraph (c) of Regulation 4 of this Chapter. This booklet shall meet the requirements of Regulation 11 of this Chapter.

(c) Such a document, grain loading stability data and associated plans may be drawn up in the official language or languages of the issuing country. If the language used is neither English nor French, the text shall include a translation into one of these languages.

(d) A copy of such a document, grain loading stability data and associated plans shall be placed on board in order that the master, if so required, shall produce them for the inspection of the Contracting Government of the country of the port of loading.

(e) A ship without such a document of authorization shall not load grain until the master demonstrates to the satisfaction of the Administration or the Contracting Government of the port of loading on behalf of the Administration that the ship in its proposed loaded condition will comply with the requirements of these Regulations.

Regulation 11

Grain Loading Information

This information shall be sufficient to allow the master to determine in all reasonable loading conditions the heeling moments due to grain shift calculated in accordance with Part B of this Chapter. It shall include the following:

(a) Information which shall be approved by the Administration or by a Contracting Government on behalf of the Administration:

(i) curves or tables of grain heeling moments for every compartment, filled or partly filled, or combination thereof, including the effects of temporary fittings;

(ii) tables of maximum permissible heeling moments or other information sufficient to allow the master to demonstrate compliance with the requirements of paragraph (c) of Regulation 4 of this Chapter;

(iii) details of the scantlings of any temporary fittings and where applicable the provisions necessary to meet the requirements of Section I(E) of Part C of this Chapter;

(iv) typical loaded service departure and arrival conditions and where necessary, intermediate worst service conditions;

(v) a worked example for the guidance of the master;

(vi) loading instructions in the form of notes summarizing the requirements of this Chapter.

(b) Information which shall be acceptable to the Administration or to a Contracting Government on behalf of the Administration:

(i) ship's particulars;

(ii) lightship displacement and the vertical distance from the intersection of the moulded base line and midship section to the centre of gravity (KG);

(iii) table of free surface corrections;

(iv) capacities and centres of gravity.

Regulation 12

Equivalents

Where an equivalent accepted by the Administration in accordance with Regulation 5 of Chapter I of this Convention is applied, particulars shall be included in the document of authorization or grain loading data.

Regulation 13

Exemptions for Certain Voyages

The Administration, or a Contracting Government on behalf of the Administration may, if it considers that the sheltered nature and conditions of the voyage are such as to render the application of any of the requirements of Regulations 3 to 12 of this Chapter unreasonable or unnecessary, exempt from those particular requirements individual ships or classes of ships.

PART B - CALCULATION OF ASSUMED HEELING MOMENTS

SECTION I - DESCRIPTION OF THE ASSUMED VOIDS AND METHOD OF CALCULATING INTACT STABILITY

SECTION II - ASSUMED VOLUMETRIC HEELING MOMENT OF A FILLED COMPARTMENT

SECTION III - ASSUMED VOLUMETRIC HEELING MOMENT OF FEEDERS AND TRUNKS

SECTION IV - ASSUMED VOLUMETRIC HEELING MOMENT OF PARTLY FILLED COMPARTMENTS

SECTION V - ALTERNATIVE LOADING ARRANGEMENTS FOR EXISTING SHIPS

SECTION I - DESCRIPTION OF THE ASSUMED VOIDS AND METHOD OF CALCULATING INTACT STABILITY

(A) GENERAL

(a) For the purpose of calculating the adverse heeling moment due to a shift of cargo surface in ships carrying bulk grain it shall be assumed that:

(i) In "filled compartments" which have been trimmed in accordance with Regulation 3 of this Chapter a void exists under all boundary surfaces having an inclination to the horizontal less than 30 degrees and that the void is parallel to the boundary surface having an average depth calculated according to the formula:

Vd = Vd(índice 1) + 0.75(d - 600) mm

Where:

Vd = Average void depth in mm;

Vd(índice 1) = Standard void depth from Table 1 below;

d = Actual girder depth in mm.

In no case shall Vd be assumed to be less than 100 mm.

TABLE I

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

(ii) In "filled compartments" which are not trimmed in accordance with Regulation 3 of this Chapter and where the boundary surface has an inclination to the horizontal which is less than 30 degrees, the cargo surface has an inclination of 30 degrees to the horizontal after loading.

(iii) Within filled hatchways and in addition to any open void within the hatch cover there is a void of average depth of 150 mm measured down to the grain surface from the lowest part of the hatch cover or the top of the hatchside coaming, whichever is the lower.

(b) The description of the pattern of grain surface behaviour to be assumed in "partly filled compartments" is shown in Section IV of this Part.

(c) For the purpose of demonstrating compliance with the stability criteria in paragraph (b) of Regulation 4 of this Chapter (see Figure 1), the ship's stability calculations shall be normally based upon the assumption that the centre of gravity of cargo in a "filled compartment" is at the volumetric centre of the whole cargo space. In those cases where the Administration authorizes account to be taken of the effect of assumed underdeck voids on the vertical position of the centre of gravity of the cargo in "filled compartments" it will be necessary to compensate for the adverse effect of the vertical shift of grain surfaces by increasing the assumed heeling moment due to the transverse shift of grain as follows:

total heeling moment = 1.06 x calculated transverse heeling moment.

In all cases the weight of cargo in a "filled compartment" shall be the volume of the whole cargo space divided by the stowage factor.

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

(d) In "partly filled compartments" the adverse effect of the vertical shift of grain surfaces shall be taken into account as follows:

total heeling moment = 1.12 x calculated transverse heeling moment.

(e) Any other equally effective method may be adopted to make the compensation required in paragraphs (c) and (d) above.

SECTION II - ASSUMED VOLUMETRIC HEELING MOMENT OF A FILLED COMPARTMENT

(A) GENERAL

(a) The pattern of grain surface movement relates to a transverse section across the portion of the compartment being considered and the resultant heeling moment should be multiplied by the length to obtain the total moment for that portion.

(b) The assumed transverse heeling moment due to grain shifting is a consequence of final changes of shape and position of voids after grain has moved from the high side to the low side.

(c) The resulting grain surface after shifting shall be assumed to be at 15 degrees to the horizontal.

(d) In calculating the maximum void area that can be formed against a longitudinal structural member, the effects of any horizontal surfaces, e.g. flanges or face bars, shall be ignored.

(e) The total areas of the initial and final voids shall be equal.

(f) A discontinuous longitudinal division shall be considered effective over its full length.

(B) ASSUMPTIONS

In the following paragraphs it is assumed that the total heeling moment for a compartment is obtained by adding the results of separate considerations of the following portions:

(a) Before and abaft hatchways:

(i) If a compartment has two or more main hatchways through which loading may take place the depth of the underdeck void for the portion(s) between such hatchways shall be determined using the fore and aft distance to the midpoint between the hatchways.

(ii) After the assumed shift of grain the final void pattern shall be as shown in Figure 2 below:

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

(b) In and abreast hatchways:

After the assumed shift of grain the final void pattern shall be as shown in the following Figure 3 or Figure 4.

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

(C) COMPARTMENTS LOADED IN COMBINATION

The following paragraphs describe the pattern of void behaviour which shall be assumed when compartments are loaded in combination:

(a) Without effective centreline divisions:

(i) Under the upper deck - as for the single deck arrangement described in Section II(B) of this Part.

(ii) Under the second deck - the area of void available for transfer from the low side, i.e. original void area less area against the hatchside girder, shall be assumed to transfer as follows:

one half to the upper deck hatchway and one quarter each to the high side under the upper and second deck.

(iii) Under the third and lower decks - the void areas available for transfer from the low side of each of these decks shall be assumed to transfer in equal quantities to all the voids under the decks on the high side and the void in the upper deck hatchway.

(b) With effective centreline divisions which extend into the upper deck hatchway:

(i) At all deck levels abreast the division the void areas available for transfer from the low side shall be assumed to transfer to the void under the low side half of the upper deck hatchway.

(ii) At the deck level immediately below the bottom of the division the void area available for transfer from the low side shall be assumed to transfer as follows:

one half to the void under the low side half of the upper deck hatchway and the remainder in equal quantities to the voids under the decks on the high side.

(iii) At deck levels lower than those described in sub-paragraphs (i) and (ii) of this paragraph the void area available for transfer from the low side of each of those decks shall be assumed to transfer in equal quantities to the voids in each of the two halves of the upper deck hatchway on each side of the division and the voids under the decks on the high side.

(c) With effective centreline divisions which do not extend into the upper deck hatchway:

Since no horizontal transfer of voids may be assumed to take place at the same deck level as the division the void area available for transfer from the low side at this level shall be assumed to transfer above the division to voids on the high sides in accordance with the principles of paragraphs (a) and (b) above.

SECTION III - ASSUMED VOLUMETRIC HEELING MOMENT OF FEEDERS AND TRUNKS

(A) SUITABLY PLACED WING FEEDERS (See Figure 5)

It may be assumed that under the influence of ship motion underdeck voids will be substantially filled by the flow of grain from a pair of longitudinal feeders provided that:

(a) the feeders extend for the full length of the deck and that the perforations therein are adequately spaced;

(b) the volume of each feeder is equal to the volume of the underdeck void outboard of the hatchside girder and its continuation.

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

(B) TRUNKS SITUATED OVER MAIN HATCHWAYS

After the assumed shift of grain the final void pattern shall be as shown in Figure 6.

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

SECTION IV - ASSUMED VOLUMETRIC HEELING MOMENT OF PARTLY FILLED COMPARTMENTS

(A) GENERAL

When the free surface of the bulk grain has not been secured in accordance with Regulation 6 of this Chapter it shall be assumed that the grain surface after shifting shall be at 25 degrees to the horizontal.

(B) DISCONTINUOUS LONGITUDINAL DIVISIONS

In a compartment in which the longitudinal divisions are not continuous between the transverse boundaries, the length over which any such divisions are effective as devices to prevent full width shifts of grain surfaces shall be taken to be the actual length of the portion of the division under consideration less two-sevenths of the greater of the transverse distances between the division and its adjacent division or ship's side.

This correction does not apply in the lower compartments of any combination loading in which the upper compartment is either a "filled compartment" or a "partly filled compartment".

SECTION V - ALTERNATIVE LOADING ARRANGEMENTS FOR EXISTING SHIPS

(A) GENERAL

A ship loaded in accordance with either Sub-Section (B) or Sub-Section (C) below shall be considered to have intact stability characteristics at least equivalent to the requirements of paragraph (b) of Regulation 4 of this Chapter. Documents of authorization permitting such loadings shall be accepted under the provisions of paragraph (e) of Regulation 10 of this Chapter.

For the purpose of this Part, the term "Existing Ship" means a ship, the keel of which is laid before the date of coming into force of this Chapter.

(B) STOWAGE OF SPECIALLY SUITABLE SHIPS

(a) Notwithstanding anything contained in Part B of this Chapter, bulk grain may be carried without regard to the requirements specified therein in ships which are constructed with two or more vertical or sloping grain-tight longitudinal divisions suitably disposed to limit the effect of any transverse shift of grain under the following conditions:

(i) as many holds and compartments as possible shall be full and trimmed full;

(ii) for any specified arrangement of stowage the ship will not list to an angle greater than 5 degrees at any stage of the voyage where:

(1) in holds or compartments which have been trimmed full the grain surface settled 2 per cent by volume from the original surface and shifts to an angle of 12 degrees with that surface under all boundaries of these holds and compartments which have an inclination of less than 30 degrees to the horizontal;

(2) in "partly filled compartments or holds" free grain surfaces settle and shift as in sub-paragraph (ii)(1) of this paragraph or to such larger angle as may be deemed necessary by the Administration, or by a Contracting Government on behalf of the Administration, and grain surfaces if overstowed in accordance with Regulation 5 of this Chapter shift to an angle of 8 degrees with the original levelled surfaces. For the purpose of subparagraph (ii) of this paragraph shifting boards, if fitted, will be considered to limit the transverse shift of the surface of the grain;

(iii) the master is provided with a grain loading plan covering the stowage arrangements to be adopted and a stability booklet, both approved by the Administration, or by a Contracting Government on behalf of the Administration, showing the stability conditions upon which the calculations given in sub-paragraph (ii) of this paragraph are based.

(b) The Administration, or a Contracting Government on behalf of the Administration, shall prescribe the precautions to be taken against shifting in all other conditions of loading of ships designed in accordance with paragraph (B)(a) of this Section which meet the requirements of sub-paragraphs (ii) and (iii) of that paragraph.

(C) SHIPS WITHOUT DOCUMENTS OF AUTHORIZATION

A ship not having on board documents of authorization issued in accordance with Regulations 4 and 10 of this Chapter may be permitted to load bulk grain under the requirements of Sub-Section (B) of this Section or provided that:

(a) All "filled compartments" shall be fitted with centreline divisions extending for the full length of such compartments which extend downwards from the underside of the deck or hatch covers to a distance below, the deck line of at least one-eighth of the maximum breadth of the compartment or 2.4 metres, whichever is the greater except that saucers constructed in accordance with Section II of Part C may be accepted in lieu of a centreline division in and beneath a hatchway.

(b) All hatches to "filled compartments" shall be closed and covers secured in place.

(c) All free grain surfaces in "partly filled compartments" shall be trimmed level and secured in accordance with Section II of Part C.

(d) Throughout the voyage the metacentric height after correction for the free surface effects of liquids in tanks shall be 0.3 metre or that given by the following formula, whichever is the greater:

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

PART C - GRAIN FITTINGS AND SECURING

SECTION I - STRENGTH OF GRAIN FITTINGS

(A) General (including working stresses)

(B) Divisions loaded on both sides

(C) Divisions loaded on one side only

(D) Saucers

(E) Bundling of bulk

(F) Securing hatch covers of filled compartments

SECTION II - SECURING OF PARTLY FILLED COMPARTMENTS

(A) Strapping or lashing

(B) Overstowing arrangements

(C) Bagged grain

SECTION I - STRENGTH OF GRAIN FITTINGS

(A) GENERAL

(a) Timber

All timber used for grain fittings shall be of good sound quality and of a type and grade which has been proved to be satisfactory for this purpose. The actual finished dimensions of the timber shall be in accordance with the dimensions hereinafter specified in this Part. Plywood of an exterior type bonded with waterproof glue and fitted so that the direction of the grain in the face plies is perpendicular to the supporting uprights or binder may be used provided that its strength is equivalent to that of solid timber of the appropriate scantlings.

(b) Working Stresses

When calculating the dimensions of divisions loaded on one side, using the Tables in paragraphs (a) and (b) of Sub-Section (C) of this Section, the following working stresses should be adopted:

For divisions of steel ... 2000 kg per square cm

For divisions of wood ... 160 kg per square cm

(c) Other Materials

Materials other than wood or steel may be approved for such divisions provided that proper regard has been paid to their mechanical properties.

(d) Uprights

(i) Unless means are provided to prevent the ends of uprights being dislodged from their sockets, the depth of housing at each end of each upright shall be not less than 75 mm. If an upright is not secured at the top, the uppermost shore or stay shall be fitted as near thereto as is practicable.

(ii) The arrangements provided for inserting shifting boards by removing a part of the cross-section of an upright shall be such that the local level of stresses is not unduly high.

(iii) The maximum bending moment imposed upon an upright supporting a division loaded on one side shall normally be calculated assuming that the ends of the uprights are freely supported. However, if an Administration is satisfied that any degree of fixity assumed will be achieved in practice, account may be taken of any reduction in the maximum bending moment arising from any degree of fixity provided at the ends of the upright.

(e) Composite Section

Where uprights, binders or any other strength members are formed by two separate sections, one fitted on each side of a division and inter-connected by through bolts at adequate spacing, the effective section modules shall be taken as the sum of the two moduli of the separate sections.

(f) Partial Division

Where divisions do not extend to the full depth of the hold such divisions and their uprights shall be supported or stayed so as to be as efficient as those which do extend to the full depth of the hold.

(B) DIVISIONS LOADED ON BOTH SIDES

(a) Shifting Boards

(i) Shifting boards shall have a thickness of not less than 50 mm and shall be fitted grain-tight and where necessary supported by uprights.

(ii) The maximum unsupported span for shifting boards of various thicknesses shall be as follows:

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

If thicknesses greater than these are provided the maximum unsupported span will vary directly with the increase in thickness.

(iii) The ends of all shifting boards shall be securely housed with 75 mm minimum bearing length.

(b) Other Materials

Divisions formed by using materials other than wood shall have a strength equivalent to the shifting boards required in paragraph (a) of this Sub-Section.

(c) Uprights

(i) Steel uprights used to support divisions loaded on both sides shall have a section modulus given by

W = a x W(índice 1)

Where:

W = section modulus in cm3;

a = horizontal span between uprights in metres.

The section modulus per metre span W, shall be not less than that given by the formula:

W(índice 1) = 14.8 (h(índice 1) - 1.2) cm3 per metre;

Where:

H(índice 1) is the vertical unsupported span in metres and shall be taken as the maximum value of the distance between any two adjacent stays or between the stay or either end of the upright. Where this distance is less than 2.4 metres the respective modulus shall be calculated as if the actual value was 2.4 metres.

(ii) The moduli of wood uprights shall be determined by multiplying by 12.5 the corresponding moduli for steel uprights. If other materials are used their moduli shall be at least that required for steel increased in proportion to the ratio of the permissible stresses for steel to that of the material used. In such cases attention shall be paid also to the relative rigidity of each upright to ensure that the deflection is not excessive.

(iii) The horizontal distance between uprights shall be such that the unsupported spans of the shifting boards do not exceed the maximum span specified in sub-paragraph (ii) of paragraph (a) of this SubSection.

(d) Shores

(i) Wood shores, when used, shall be in a single piece and shall be securely fixed at each end and heeled against the permanent structure of the ship except that they shall not bear directly against the side plating of the ship.

(ii) Subject to the provisions of sub-paragraphs (iii) and (iv) below, the minimum size of wood shores shall be as follows:

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

Shores of 7 metres or more in length shall be securely bridged at approximately mid-length.

(iii) When the horizontal distance between the uprights differs significantly from 4 metres, the moments of inertia of the shores may be changed in direct proportion.

(iv) Where the angle of the shore to the horizontal exceeds 10 degrees the next larger shore to that required by sub-paragraph (ii) of this paragraph shall be fitted provided that in no case shall the angle between any shore and the horizontal exceed 45 degrees.

(e) Stays

Where stays are used to support divisions loaded on both sides, they shall be fitted horizontally or as near thereto as practicable, well secured at each end and formed of steel wire rope. The sizes of the wire rope shall be determined assuming that the divisions and upright which the stay supports are uniformly loaded at 500 kg/m2. The working load so assumed in the stay shall not exceed one-third of its breaking load.

(C) DIVISIONS LOADED ON ONE SIDE ONLY

(a) Longitudinal Divisions

The load in kg per metre length of the division shall be taken to be as follows:

TABLE I(ver nota 1)

B(m)

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

For other values of h or B the loads shall be determined by linear interpolation or extrapolation as necessary.

(b) Transverse Divisions

The load in kg per metre length of the division shall be taken to be as follows:

TABLE II(ver nota 1)

L(m)

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

For other values of h or L the loads shall be determined by linear interpolation or extrapolation as necessary.

(nota 1) For the purpose of converting the above loads into British Units (ton/ft) 1 kg per metre lenght shall be taken to be equivalent to 0.0003 ton per foot lenght.

(c) Vertical Distribution of the Loads

The total load per unit length of divisions shown in the Tables I and II above may, if considered necessary, be assumed to have a trapezoidal distribution with height. In such cases, the reaction loads at the upper and lower ends of a vertical member or upright are not equal. The reaction loads at the upper end expressed as percentages of the total load supported by the vertical member or upright shall be taken to be those shown in Tables III and IV below.

TABLE III

LONGITUDINAL DIVISIONS LOADED ON ONE SIDE ONLY

Bearing Reaction at the Upper End of Upright as Percentage of Load (Table I)

B(m)

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

For other values of h or B the reaction loads shall be determined by linear interpolation or extrapolation as necessary.

TABLE IV

TRANSVERSE DIVISIONS LOADED ON ONE SIDE ONLY

Bearing Reaction at the Upper End of Upright as Percentage of Load (Table II)

L(m)

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

For other values of h or L the reaction loads shall be determined by linear interpolation or extrapolation as necessary.

The strength of the end connexions of such vertical members or uprights may be calculated on the basis of the maximum load likely to be imposed at either end. These loads are as follows:

Longitudinal Divisions

Maximum load at the top ... 50% of the appropriate total load from Table I

Maximum load at the bottom ... 55% of the appropriate total load from Table I

Transverse Divisions

Maximum load at the top ... 45% of the appropriate total load from Table II

Maximum load at the bottom ... 60% of the appropriate total load from Table II

The thickness of horizontal wooden boards may also be determined having regard to the vertical distribution of the loading represented by Tables III and IV above and in such cases

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

When the vertical distribution of the loading is assumed to be uniform, i.e. rectangular, k shall be taken as equal to 1.0. For a trapezoidal distribution

k = 1.0 + 0.06(50 - R)

Where:

R is the upper end bearing reaction taken from Table III or IV.

(d) Stays or Shores

The sizes of stays and shores shall be so determined that the loads derived from Tables I and II in the preceding paragraphs (a) and (b) shall not exceed one-third of the breaking loads.

(D) SAUCERS

When a saucer is used to reduce the heeling moments in a "filled compartments", its depth, measured from the bottom of the saucer to the deck line, shall be as follows:

For ships with a moulded breadth of up to 9.1 metres, not less than 1.2 metres.

For ships with a moulded breadth of 18.3 metres or more, not less than 1.8 metres.

For ships with a moulded breadth between 9.1 metres and 18.3 metres, the minimum depth of the saucer shall be calculated by interpolation.

The top (mouth) of the saucer shall be formed by the underdeck structure in the way of the hatchway, i.e. hatchside girders or coamings and hatchend beams. The saucer and hatchway above shall be completely filled with bagged grain or other suitable cargo laid down on a separation cloth or its equivalent and stowed tightly against adjacent structures and the portable hatchway beams if the latter are in place.

(E) BUNDLING OF BULK

As an alternative to filling the saucer with bagged grain or other suitable cargo a bundle of bulk grain may be used provided that:

(a) The saucer is lined with a material acceptable to the Administration having a tensile strength of not less than 274 kg per 5 cm strip and which is provided with suitable means for securing at the top.

(b) As an alternative to paragraph (a) above a material acceptable to the Administration having a tensile strength of not less than 137 kg per 5 cm strip may be used if the saucer is constructed as follows:

Athwartship lashings acceptable to the Administration shall be placed inside the saucer formed in the bulk grain at intervals of not more than 2.4 metres. These lashings shall be of sufficient length to permit being drawn up tight and secured at the top of the saucer.

Dunnage not less than 25 mm in thickness or other suitable material of equal strength and between 150 to 300 mm in width shall be placed fore and aft over these lashings to prevent the cutting or chafing of the material which shall be placed thereon to line the saucer.

(c) The saucer shall be filled with bulk grain and secured at the top except that when using material approved under paragraph (b) above further dunnage shall be laid on top after lapping the material before the saucer is secured by setting up the lashings.

(d) If more than one sheet of material is used to line the saucer they shall be joined at the bottom either by sewing or a double lap.

(e) The top of the saucer shall be coincidental with the bottom of the beams when these are in place and suitable general cargo or bulk grain may be placed between the beams on top of the saucer.

(F) SECURING HATCH COVERS OF FILLED COMPARTMENTS

If there is no bulk grain or other cargo above a "filled compartment" the hatch covers shall be secured in an approved manner having regard to the weight and permanent arrangements provided for securing such covers.

The documents of authorization issued under Regulation 10 of this Chapter shall include reference to the manner of securing considered necessary by the Administration issuing such documents.

SECTION II - SECURING OF PARTLY FILLED COMPARTMENTS

(A) STRAPPING OR LASHING

(a) When, in order to eliminate heeling moments in "partly filled compartments", strapping or lashing is utilized, the securing shall be accomplished as follows:

(i) The grain shall be trimmed and levelled to the extent that it is very slightly crowned and covered with burlap separation cloths, tarpaulins or the equivalent.

(ii) The separation cloths and/or tarpaulins shall overlap at least 1.8 metres.

(iii) Two solid floors of rough 25 mm by 150 mm to 300 mm lumber shall be laid with the top floor running longitudinally and nailed to an athwartships bottom floor. Alternatively, one solid floor of 50 mm lumber, running longitudinally and nailed over the top of a 50 mm bottom bearer not less than 150 mm wide, may be used. The bottom bearers shall extend the full breadth of the compartment and shall be spaced not more than 2.4 metres apart. Arrangements utilizing other materials and deemed by an Administration to be equivalent to the foregoing may be accepted.

(iv) Steel wire rope (19 mm diameter or equivalent), doubled steel strapping (50 mm x 1.3 mm and having a breaking load of at least 5000 kg), or chain of equivalent strength, each of which shall be set tight by means of a 32 mm turnbuckle, may be used for lashings. A winch tightener, used in conjunction with a locking arm, may be substituted for the 32 mm turnbuckle when steel strapping is used, provided suitable wrenches are available for setting up as necessary. When steel strapping is used, not less than three crimp seals shall be used for securing the ends. When wire is used, not less than four clips shall be used for forming eyes in the lashings.

(v) Prior to the completion of loading the lashing shall be positively attached to the framing at a point approximately 450 mm below the anticipated final grain surface by means of either a 25 mm shackle or beam clamp of equivalent strength.

(vi) The lashings shall be spaced not more than 2.4 metres apart and each shall be supported by a bearer nailed over the top of the fore and aft floor. This bearer shall consist of not less than 25 mm by 150 mm lumber or its equivalent and shall extend the full breadth of the compartment.

(vii) During the voyage the strapping shall be regularly inspected and set up where necessary.

(B) OVERSTOWING ARRANGEMENTS

Where bagged grain or other suitable cargo is utilized for the purpose of securing "partly filled compartments", the free grain surface shall be covered with a separation cloth or equivalent or by a suitable platform. Such platforms shall consist of bearers spaced not more than 1.2 metres apart and 25 mm boards laid thereon spaced not more than 100 mm apart. Platforms may be constructed of other materials provided they are deemed by an Administration to be equivalent.

(C) BAGGED GRAIN

Bagged grain shall be carried in sound bags which shall be well filled and securely closed.

CHAPTER VII

CARRIAGE OF DANGEROUS GOODS

Regulation 1

Application

(a) Unless expressly provided otherwise, this Chapter applies to the carriage of dangerous goods in all ships to which the present Regulations apply.

(b) The provisions of this Chapter do not apply to ship's stores and equipment or to particular cargoes carried in ships specially built or converted as a whole for that purpose, such as tankers.

(c) The carriage of dangerous goods is prohibited except in accordance with the provisions of this Chapter.

(d) To supplement the provisions of this Chapter each Contracting Government shall issue, or cause to be issued, detailed instructions on the safe packing and stowage of specific dangerous goods or categories of dangerous goods which shall include any precautions necessary in their relation to other cargo.

Regulation 2

Classification

Dangerous goods shall be divided into the following classes:

Class 1 - Explosives.

Class 2 - Gases: compressed, liquefied or dissolved under pressure.

Class 3 - Inflammable (ver nota *) liquids.

Class 4.1 - Inflammable solids.

Class 4.2 - Inflammable solids, or substances, liable to spontaneous combustion.

Class 4.3 - Inflammable solids, or substances, which in contact with water emit inflammable gases.

Class 5.1 - Oxidizing substances.

Class 5.2 - Organic peroxides.

Class 6.1 - Poisonous (toxic) substances.

Class 6.2 - Infectious substances.

Class 7 - Radioactive substances.

Class 8 - Corrosives.

Class 9 - Miscellaneous dangerous substances, that is any other substance which experience has shown, or may show, to be of such a dangerous character that the provisions of this Chapter should apply to it.

(nota *) "Inflammable" has the same meaning as "flammable".

Regulation 3

Packing

(a) The packing of dangerous goods shall be:

(i) well made and in good condition;

(ii) of such a character that any interior surface with which the contents may come in contact is not dangerously affected by the substance being conveyed; and

(iii) capable of withstanding the ordinary risks of handling and carriage by sea.

(b) Where the use of absorbent or cushioning material is customary in the packing of liquids in receptacles that material shall be:

(i) capable of minimizing the dangers to which the liquid may give rise;

(ii) so disposed as to prevent movement and ensure that the receptacle remains surrounded; and

(iii) where reasonably possible of sufficient quantity to absorb the liquid in the event of breakage of the receptacle.

(c) Receptacles containing dangerous liquids shall have an ullage at the filling temperature sufficient to allow for the highest temperature during the course of normal carriage.

(d) Cylinders or receptacles for gases under pressure shall be adequately constructed, tested, maintained and correctly filled.

(e) Empty receptacles which have been used previously for the carriage of dangerous goods shall themselves be treated as dangerous goods unless they have been cleaned and dried or, when the nature of the former contents permit with safety, have been closed securely.

Regulation 4

Marking and Labelling

Each receptacle containing dangerous goods shall be marked with the correct technical name (trade names shall not be used) and identified with a distinctive label or stencil of the label so as to make clear the dangerous character. Each receptacle shall be so labelled except receptacles containing chemicals packed in limited quantities and large shipments which can be stowed, handled and identified as a unit.

Regulation 5

Documents

(a) In all documents relating to the carriage of dangerous goods by sea where the goods are named the correct technical name of the goods shall be used (trade names shall not be used) and the correct description given in accordance with the classification set out in Regulation 2 of this Chapter.

(b) The shipping documents prepared by the shipper shall include, or be accompanied by, a certificate or declaration that the shipment offered for carriage is properly packed, marked and labelled and in proper condition for carriage.

(c) Each ship carrying dangerous goods shall have a special list or manifest setting forth, in accordance with Regulation 2 of this Chapter, the dangerous goods on board and the location thereof. A detailed stowage plan which identifies by class and sets out the location of all dangerous goods on board may be used in place of such special list or manifest.

Regulation 6

Stowage Requirements

(a) Dangerous goods shall be stowed safely and appropriately according to the nature of the goods. Incompatible goods shall be segregated from one another.

(b) Explosives (except ammunition) which present a serious risk shall be stowed in a magazine which shall be kept securely closed while at sea. Such explosives shall be segregated from detonators. Electrical apparatus and cables in any compartment in which explosives are carried shall be designed and used so as to minimize the risk of fire or explosion.

(c) Goods which give off dangerous vapours shall be stowed in a well ventilated space or on deck.

(d) In ships carrying inflammable liquids or gases special precautions shall be taken where necessary against fire or explosion.

(e) Substances which are liable to spontaneous heating or combustion shall not be carried unless adequate precautions have been taken to prevent the outbreak of fire.

Regulation 7

Explosives in Passenger Ships

(a) In passenger ships the following explosives only may be carried:

(i) safety cartridges and safety fuses;

(ii) small quantities of explosives not exceeding 9 kilogrammes (20 pounds) total net weight;

(iii) distress signals for use in ships or aircraft, if the total weight of such signals does not exceed 1,016 kilogrammes (2,240 pounds);

(iv) except in ships carrying unberthed passengers, fireworks which are unlikely to explode violently.

(b) Notwithstanding the provisions of paragraph (a) of this Regulation additional quantities or types of explosives may be carried in passenger ships in which there are special safety measures approved by the Administration.

CHAPTER VIII

NUCLEAR SHIPS

Regulation 1

Application

This Chapter applies to all nuclear ships except ships of war.

Regulation 2

Application of other Chapters

The Regulations contained in the other Chapters of the present Convention apply to nuclear ships except as modified by this Chapter.

Regulation 3

Exemptions

A nuclear ship shall not, in any circumstances, be exempted from compliance with any Regulations of this Convention.

Regulation 4

Approval of Reactor Installation

The design, construction and standards of inspection and assembly of the reactor installation shall be subject to the approval and satisfaction of the Administration and shall take account of the limitations which will be imposed on surveys by the presence of radiation.

Regulation 5

Suitability of Reactor Installation for Service on Board Ship

The reactor installation shall be designed having regard to the special conditions of service on board ship both in normal and exceptional circumstances of navigation.

Regulation 6

Radiation Safety

The Administration shall take measures to ensure that there are no unreasonable radiation or other nuclear hazards, at sea or in port, to the crew, passengers or public, or to the waterways or food or water resources.

Regulation 7

Safety Assessment

(a) A Safety Assessment shall be prepared to permit evaluation of the nuclear power plant and safety of the ship to ensure that there are no unreasonable radiation or other hazards, at sea or in port, to the crew, passengers or public, or to the waterways or food or water resources. The Administration, when satisfied, shall approve such Safety Assessment which shall always be kept up-to-date.

(b) The Safety Assessment shall be made available sufficiently in advance to the Contracting Governments of the countries which a nuclear ship intends to visit so that they may evaluate the safety of the ship.

Regulation 8

Operating Manual

A fully detailed Operating Manual shall be prepared for the information and guidance of the operating personnel in their duties on all matters relating to the operation of the nuclear power plant and having an important bearing on safety. The Administration, when satisfied, shall approve such Operating Manual and a copy shall be kept on board the ship. The Operating Manual shall always be kept up-to-date.

Regulation 9

Surveys

Survey of nuclear ships shall include the applicable requirements of Regulation 7 of Chapter I, or of Regulations 8, 9 and 10 of Chapter I, except in so far as surveys are limited by the presence of radiation. In addition, the surveys shall include any special requirements of the Safety Assessment. They shall in all cases, notwithstanding the provisions of Regulations 8 and 10 of Chapter I, be carried out not less frequently than once a year.

Regulation 10

Certificates

(a) The provisions of paragraph (a) of Regulation 12 of Chapter I and of Regulation 14 of Chapter I shall not apply to nuclear ships.

(b) A Certificate, called a Nuclear Passenger Ship Safety Certificate shall be issued after inspection and survey to a nuclear passenger ship which complies with the requirements of Chapters II-1, II-2, III, IV and VIII, and any other relevant requirements of the present Regulations.

(c) A Certificate, called a Nuclear Cargo Ship Safety Certificate shall be issued after inspection and survey to a nuclear cargo ship which satisfies the requirements for cargo ships on survey set out in Regulation 10 of Chapter I, and complies with the requirements of Chapters II-1, II-2, III, IV and VIII and ally, other relevant requirements of the present Regulations.

(d) Nuclear Passenger Ship Safety Certificates and Nuclear Cargo Ship Safety Certificates shall state: "That the ship, being a nuclear ship, complied with all requirements of Chapter VIII of the Convention and conformed to the Safety Assessment approved for the ship".

(e) Nuclear Passenger Ship Safety Certificates and Nuclear Cargo Ship Safety Certificates shall be valid for a period of not more than 12 months.

(f) Nuclear Passenger Ship Safety Certificates and Nuclear Cargo Ship Safety Certificates shall be issued either by the Administration or by any person or Organization duly authorized by it. In every case, that Administration assumes full responsibility for the certificate.

Regulation 11

Special Control

In addition to the control established by Regulation 19 of Chapter I, nuclear ships shall be subject to special control before entering the ports and in the ports of Contracting Governments, directed towards verifying that there is on board a valid Nuclear Ship Safety Certificate and that there are no unreasonable radiation or other hazards at sea or in port, to the crew, passengers or public, or to the waterways or food or water resources.

Regulation 12

Casualties

In the event of any accident likely to lead to ail environmental hazard the master of a nuclear ship shall immediately inform the Administration. The master shall also immediately inform the competent Governmental authority of the country in whose waters the ship may be, or whose waters the ship approaches in a damaged condition.

APPENDIX

Form of Safety Certificate for Passenger Ships

PASSENGER SHIP SAFETY CERTIFICATE

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

Form of Safety Construction Certificate for Cargo Ships

CARGO SHIP SAFETY CONSTRUCTION CERTIFICATE

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

Form of Safety Equipment Certificate for Cargo Ships

CARGO SHIP SAFETY EQUIPMENT CERTIFICATE

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

Form of Safety Radiotelegraphy Certificate for Cargo Ships

CARGO SHIP SAFETY RADIOTELEGRAPHY CERTIFICATE

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

Form of Safety Radiotelephony Certificate for Cargo Ships

CARGO SHIP SAFETY RADIOTELEPHONY CERTIFICATE

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

Form of Exemption Certificate

EXEMPTION CERTIFICATE

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

Form of Safety Certificate for Nuclear Passenger Ships

NUCLEAR PASSENGER SHIP SAFETY CERTIFICATE

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

Form of Safety Certificate for Nuclear Cargo Ships

NUCLEAR CARGO SHIP SAFETY CERTIFICATE

([ver documento original](https://files.diariodarepublica.pt/1s/1983/10/23701/00010196.pdf))

ATTACHMENT 2

RESOLUTIONS ADOPTED BY THE INTERNATIONAL CONFERENCE ON SAFETY OF LIFE AT SEA, 1974

Resolution 1

Comprehensive Revision of the International Convention for the Safety of Life at Sea, 1974

THE CONFERENCE,

HAVING CONCLUDED the International Convention for the Safety of Life at Sea, 1974, to replace the International Convention for the Safety of Life at Sea, 1960,

NOTING that the substantive changes to the technical provisions of the 1960 Convention now incorporated in the 1974 Convention have been limited to:

(a) amendments to the 1960 Convention which have been adopted by the Assembly of the Inter-Governmental Maritime Consultative Organization; and

(b) new Regulations recommended by the Assembly for inclusion in the 1974 Convention,

RECOGNIZING the need for a comprehensive revision of the technical provisions of the 1974 Convention to reflect technological developments,

RECOGNIZING also that the 1974 Convention provides in Article VIII improved amendment procedures to enable such revised technical provisions to be adopted and brought into force in an expeditious manner,

TAKING NOTE of the work being carried out or envisaged by the Maritime Safety Committee of the Organization with a view to extensive revision of the Safety Convention,

INVITES the Organization to pursue its work in this field as a matter of high priority so that the technical provisions of the 1974 Convention may be revised as necessary, with particular reference to the items covered by the recommendations in the Appendix hereto.

APPENDIX

Recommendations for Further Improvement of International Regulations for the Safety of Life at Sea

THE CONFERENCE,

NOTING:

(a) that the "Recommendation on Intact Stability of Passenger and Cargo Ships under 100 metres in Length" adopted by the Assembly of the Organization by Resolution A.167(ES.IV), as amended by Resolution A.206(VII), may not always be appropriate especially in relation to new types of ships of novel design and construction, and

(b) that in some cases special provisions may be required in respect of the intact stability of ships of 100 metres in length or more,

RECOMMENDS that steps be taken to formulate improved international standards on intact stability of ships taking into account, inter alia, external forces affecting ships in a seaway which may lead to capsizing or to unacceptable angles of heel.

THE CONFERENCE,

NOTING diverse practices in various countries and the provisions of the International Convention on Load Lines, 1966, and the International Convention for the Prevention of Pollution from Ships, 1973, so far as they relate to subdivision of ships other than passenger ships,

BEING OF THE OPINION that the same basic approach to safety of life at sea should be adopted, so far as practicable, in relation to all persons aboard ships, whether passengers or crew,

RECOMMENDS that efforts be made to formulate international requirements on subdivision of ships other than passenger ships, having regard inter alia to the compatibility of such requirements with practical service conditions.

THE CONFERENCE,

NOTING:

(a) that fire safety requirements for cargo ships, except tankers, and for passenger ships carrying not more than 36 passengers are still in many respects unsatisfactory and should be improved, and

(b) that fire safety requirements for novel craft and special purpose ships are still under consideration,

RECOMMENDS that further steps be taken to introduce comprehensive fire safety requirements for those types of ships.

THE CONFERENCE,

NOTING that the Maritime Safety Committee of the Organization has decided that a total revision of Chapter III of the Convention should be carried out as a matter of priority and that the preparatory work for such a revision has commenced,

CONCURRING with the decisions taken by the Maritime Safety Committee in this matter,

RECOMMENDS that this work should be completed as soon as possible.

THE CONFERENCE,

NOTING increases in ship size and power, and in the complexity and power rating of machinery,

RECOGNIZING the importance of reliable main propulsion machinery so as to ensure safe navigation, in particular while manoeuvring,

RECOMMENDS continued work on the development of regulations in this respect for the construction, control and maintenance of main propulsion machinery.

THE CONFERENCE,

NOTING the increasing use of automation in ships,

CONSIDERING the dependence of ship safety on the efficiency and reliability of the equipment involved, as well as the reduction in the number of crew resulting from automation in ships,

RECOMMENDS that safety requirements be developed covering all aspects of automated and remotely controlled installations, and that special attention be given to the determination of the minimum number of crew needed to deal with emergency situations.

THE CONFERENCE,

NOTING progress in nuclear engineering, experience gained by a number of countries in operating ships with nuclear propulsion units and the expected increase in the use of nuclear propulsion in ships,

RECOMMENDS the revision of the relevant provisions of the Convention in respect of nuclear ships.

THE CONFERENCE,

TAKING INTO ACCOUNT the development of certain types of ships to which the provisions of the Convention for passenger or cargo ships are not applicable or for which those provisions are not adequate or suitable,

RECOGNIZING the need for future modifications to the Convention in this respect,

RECOMMENDS that the development and refinement of specific safety requirements for special purpose ships, novel craft, ships carrying chemicals and liquefied gases in bulk and other new types of ships be continued.

THE CONFERENCE,

NOTING that the International Convention for the Safety of Life at Sea 1974, and other Conventions and Codes prepared under the auspices of the Organization contain, in relation to the same subject matter, different definitions and provisions,

RECOMMENDS that continued efforts be made to achieve unification of definitions and provisions used in the same context in different documents.

THE CONFERENCE,

NOTING the common aims of the International Convention for the Safety of Life at Sea, 1974, and the International Convention on Load Lines, 1966, in respect of safety at sea,

RECOMMENDS that efforts be made to amalgamate these Conventions.

THE CONFERENCE,

NOTING the rapid increase in the carriage of dangerous goods by different modes of transport,

REALIZING the need to ensure the safe and economical transport of dangerous goods by unification of national, regional and international rules governing the carriage, stowage and handling of dangerous goods by all modes of transport,

RECOMMENDS that the Organization should continue its work in co-operation with other international Organizations concerned and in particular the United Nations Committee of Experts on the Transport of Dangerous Goods with a view to the adoption of a self-contained International Convention on the Carriage of Dangerous Goods by all Modes of Transport at the earliest practicable opportunity.

Resolution 2

Rapid Amendment Procedure and Entry into Force of the International Convention for the Safety of Life at Sea, 1974

THE CONFERENCE,

BEING AWARE of its principal objectives as set forth in Resolution A.304(VIII) of the Assembly of the Inter-Governmental Maritime Consultative Organization,

TAKING NOTE of paragraph (a) of Article I of the International Convention for the Safety of Life at Sea, 1974, by which the Contracting Governments undertake to give effect to the provisions of the Convention and the Annex thereto,

NOTES with particular interest Article VIII of the Convention which provides for a simplified procedure for bringing into force future amendments to the technical provisions of the Annex to the Convention,

REALIZES that the effectiveness of that amendment procedure largely depends on there being national procedures for rapid acceptance of amendments,

URGES States to become parties to the Convention as soon as possible and to give effect to later amendments thereto with the minimum of delay.

Resolution 3

Voting Rights in the Maritime Safety Committee for the Adoption of Amendments

THE CONFERENCE,

RECALLING that one of the main objectives of the Conference was to incorporate improved amendment procedures in a new Convention to replace the International Convention for the Safety of Life at Sea, 1960,

HAVING CONCLUDED the International Convention for the Safety of Life at Sea, 1974, to replace the 1960 Convention,

NOTING that the provisions of Article VIII of the 1974 Convention enable amendments to the Convention to be adopted by a two-thirds majority of Contracting Governments present and voting in the Maritime Safety Committee of the Inter-Governmental Maritime Consultative Organization, whether or not they are Members of the Organization,

NOTING that the Assembly of the Organization at its fifth extraordinary session decided by Resolution A.317(ES.V) that the Organization should consider amending the Convention of the Organization in order, inter alia, to provide that the Maritime Safety, Committee of the Organization could follow voting procedures as provided for in other Conventions when exercising functions conferred upon it by such Conventions,

RECOGNIZING that the interpretation of the Convention of the Organization is the prerogative of the Assembly of the Organization in accordance with Article 55 of that Convention.

RECOMMENDS that the Assembly so exercise its prerogative when interpreting the Convention of the Organization as to enable the Maritime Safety Committee to follow voting procedures for adopting amendments to the 1974 Convention as provided for in Article VIII thereof.

Resolution 4

Recommendations of the 1960 Safety Conference and Resolutions of the Assembly of the Organization Related to Regulations of the International Convention for the Safety of Life at Sea, 1974

THE CONFERENCE,

HAVING REVIEWED briefly the Recommendations of the International Conference on Safety of Life at Sea, 1960,

INVITES the attention of the Contracting Governments to those Recommendations which are still applicable,

RECOMMENDS that consideration, within the Organization or in co-operation with other Organizations as appropriate, should continue to be given to those Recommendations which so far have only been partially implemented, and that, in implementing those Recommendations, account should be taken of developments which have taken place since the 1960 Conference,

FURTHER RECOMMENDS that Contracting Governments, when implementing the Convention for the Safety of Life at Sea, 1974, should take account of all relevant Resolutions adopted by the Assembly of the Organization and in particular those which explain, supplement or enlarge upon the technical provisions of the 1960 Convention which are still applicable, such as Resolutions A.123(V), A.163(ES.IV), A.166(ES.IV), A.167(ES.IV), A.206(VII), A.210(VII), A.211(VII), A.214(VII), A.215(VII), A.266(VIII) and A.270(VIII) in respect of Chapters II-1 and II-2,

URGES Contracting Governments concerned to accept, as an equivalent to Part B of Chapter II-1 of the 1974 Convention, the "Regulations on Subdivision and Stability of Passenger Ships as an Equivalent to Part B of Chapter II of the International Convention for the Safety of Life at Sea, 1960" adopted by the Assembly of the Organization by Resolution A.265(VIII), when applied in their entirety.

Resolution 5

Recommendations on the Use of a System of Units in the International Convention for the Safety of Life at Sea, 1974

THE CONFERENCE,

AGREEING that in the future only one system of units should be used in the Convention for the Safety of Life at Sea,

RECOGNIZING that at the present point in time it is impracticable to eliminate imperial units from the International Convention for the Safety of Life at Sea, 1974,

RECOMMENDS that the Organization in its future work should bear in mind that it is desirable to express values in the metric system of units only, and to express unit values in round figures where this can be done without prejudice to existing standards or commercially accepted practices,

INVITES the Organization to study also the "Système International d'Unités" with a view to its use in the International Convention for the Safety of Life at Sea, 1974, as and when appropriate.

ATTACHMENT 3

RECOMMENDATIONS APPLICABLE TO NUCLEAR SHIPS

NOTE: Throughout the following Recommendations, "the present Convention" means the International Convention for the Safety of Life at Sea, 1974.

Attention is drawn to the Regulations concerning nuclear ships in Chapter VIII of the present Convention.

(a) Since a casualty involving the non-nuclear features of a nuclear ship, such as a steering gear failure, fire or collision, and so forth, could endanger the nuclear power plant, it is desirable that these features should provide for the maximum practicable safety. A nuclear ship should comply with the relevant requirements of the present Convention, the Administration and a recognized Classification Society. Components and systems such as watertight subdivision, fire protection, bilge pumping arrangements, fire-extinguishing arrangements, electrical installations, steering gear, astern power, stability and navigational aids should receive special consideration to ensure that adequate protection is given to the ship to minimize the hazards peculiar to the nuclear power plant. Consideration should be given to the results of past marine casualties involving similar size ships with the intent of preventing the dangerous uncontrolled release of radioactive or toxic materials in the event of similar casualties.

(b) Special attention should be given to general structural strength of nuclear ships and to the local strength of structures in and around the reactor compartment.

(c) A nuclear ship should remain afloat and have sufficient stability when not less than any two adjacent main watertight compartments are flooded, in all anticipated conditions of loading.

(d) Fire protection systems and the watertight integrity should be at least equivalent to the highest standards of the present Convention.

(a) It should be demonstrated by calculation and experiment that the properties of the plant and the nature of the enclosure provide the maximum practicable protection against accidents or failures resulting in unreasonable radiation at sea or in port, to the crew, passengers or public, or to the waterways, or food or water resources.

(b) The reactor installation should be designed to prevent an uncontrolled chain reaction under all foreseeable operational and accident conditions including sinking of the ship.

(c) A nuclear ship equipped with a single-reactor nuclear power plant, the dependability of which has not been proven, should be provided with an emergency propulsion plant capable of propelling the ship at a navigable speed. Such emergency propulsion plant should be in a state of readiness whenever the ship is navigating in territorial waters.

(d) The nuclear power plant should be such as to ensure manoeuvrability equivalent to that of a similar conventional ship.

(e) Requirements for standby emergency components for the conventional portions of the nuclear power plant should be in accordance with those for a similar conventional ship. Standby and emergency nuclear components should be considered and developed in relation to the type of nuclear power plant used.

(f) Where standby systems are essential to the safe operation of the reactor installation, they should be so separated from the main systems as to give maximum protection in the event of an accident.

(g) An emergency source of power should be provided which is capable of furnishing power to the components necessary for safely shutting down the reactor installation and retaining it in a safe condition.

(h) The reactor compartment should contain no inflammable (ver nota *) materials other than those necessary for use in the reactor installation.

(i) Reactor materials which are chemically reactive with air or water to a dangerous degree should not be used unless it can be shown that adequate safeguards are incorporated in the particular system.

(j) The machinery and reactor installation should be designed to operate satisfactorily under seagoing conditions having regard to the ship's attitude, accelerations and vibrations.

(k) Reactor cooling systems should provide for the safe removal of decay heat from the reactor and should prevent excessive temperature conditions under all foreseeable operational and accident conditions at angles of heel and list within the stability range. Failure of decay heat removal facilities should not result in the release of hazardous amounts of radioactive or toxic materials from the enclosure of the reactor installation.

(l) Adequate reactor controls, protective devices and instrumentation should be provided.

(m) Necessary controls and instrumentation should be arranged to permit control of the reactor installation from outside its enclosure.

(nota *) "Inflammable" has the same meaning as "flammable".

(a) The reactor installation should be so arranged, protected and securely fastened as to minimize the probability of its damage in the event of a ship accident.

(b) The reactor installation should be provided with enclosures, systems, or arrangements which in the event of damage to its components will prevent the release of hazardous amounts of radioactive or toxic materials into service and accommodation spaces and the ship's environment. These outer enclosures, systems, or arrangements should be subjected to suitable tests to demonstrate satisfactory performance under all foreseeable conditions of accident.

(c) The enclosures, systems or arrangements should be located in such a manner as to minimize damage in the event of collision or grounding. In construction, arrangements should be made, if practicable, to facilitate the possible salvage of the reactor or of its essential parts from the vessel in the event of shipwreck, without adversely affecting the safety of the reactor installation under normal conditions.

(d) Facilities should be provided to ensure that fires within and without the reactor installation do not impair the integrity of the enclosures, systems, or arrangements provided, or the arrangements provided for safely shutting down the reactor installation and retaining it in a safe condition.

(a) A nuclear power plant should be provided with reliable biological shielding to protect persons on board ship or within the immediate vicinity of the ship against hazardous effect of radiation under normal and accident conditions. Maximum permissible levels of radiation in accommodation and service spaces should be in accordance with international levels when established.

(b) Maintenance and operation instructions in regard to appropriate radiation protection should be worked out for every nuclear ship. Knowledge of these instructions by the nuclear power plant personnel should be periodically checked by the Administration.

(c) Radiation monitoring instruments should be installed at appropriate locations. These should give warning in the event of any radiation exceeding a predetermined safe level.

(a) Special arrangements should be provided for the safe temporary storage, where necessary, and for the safe disposal of solid, liquid and gaseous radioactive wastes.

(b) Monitoring devices should be provided for these waste disposal systems. These should give warning and, if necessary, take action in the event of any radiation exceeding a predetermined safe level.

(c) The maximum permissible levels of radiation for waste disposal on the high seas should be in accordance with international levels when established.

(a) Reactor fuelling should be carried out exclusively at locations suitably equipped for this purpose.

(b) Arrangements should be provided to ensure that de-fuelling, re-fuelling, servicing and maintenance can be carried out without unacceptable exposure of personnel to radiation and without hazardous release of radioactive or toxic materials to the environment.

The master, officers and members of the crew of a nuclear ship should possess qualifications and have undergone proper training appropriate to their responsibilities and duties in accordance with arrangements provided by the Administration. Such personnel should also be instructed as to the precautions to be taken in the matter of radiological protection.

The Operating Manual should provide detailed operating procedures for the various equipment and systems under normal and accident conditions, as well as provide for the maintenance of adequate records of operation, radiation levels, waste disposal, and tests and inspections pertinent to the safety of the reactor installation.

(a) The Safety Assessment should include sufficiently detailed information to permit qualified personnel to assess the safety of the ship and its power plant, including standards and procedures followed, and to determine whether initial and continued performance will be safe. Typical items which the safety assessment should include are a description of the ship; propulsion and reactor systems; a discussion of the operation under normal sea, port and emergency conditions; a description of reactor control; protection and enclosure; radiation protection; radioactive waste disposal; fuelling; standby and emergency components; test procedures; manning and training requirements; and an evaluation of credible accidents which indicates that the hazards are minimized. The Safety Assessment should indicate that the reactor installation does not constitute an undue hazard, to the crew, passengers or the public, or to the waterways, or food or water resources.

(b) The content of the Safety Assessment should not be considered limited to the information suggested herein, and such additional specific data as necessary should be made available. The complete Safety Assessment should be prepared for the first installation of a reactor type in a ship type. For second and following generation reactor and ship types where performance and safety have been demonstrated, acceptance may be based on an analysis of deviations from the previous design.

The Contracting Governments should publish any special requirements which they make regarding the approach, entry into, or stay in their ports of a nuclear ship.

After the safety of the nuclear ship and its nuclear power plant has been properly established, the following actions should, in general, be adequate to determine their safe operational conditions:

(a) Examination of the daily log of the behaviour of the nuclear power plant and equipment, covering a reasonable period of between one week to one month including the stay in the last port.

(b) Determination that the nuclear power plant is properly certified and that any periodic checks required by the Operating Manual have been complied with.

(c) Determination that radiation levels in areas within the ship and in the vicinity of the ship which are accessible to shore personnel are not in excess of maximum permissible levels specified by the Operating Manual to be determined by examination of the ship's records or by independent measurement.

(d) Determination of the quantity and activity of radioactive waste stored aboard the ship by examination of the ship's records or by independent measurement, and of the procedures and programme for any disposal.

(e) Determination that the reactor installation protection and enclosure is intact, and that any programme involving a breach of its integrity complies with the requirements of the Operating Manual.

(f) Determination that conventional and emergency arrangements and equipment, the reliability of which is essential when navigating in narrow waters, are in efficient operating condition.

DOCUMENTO 1

CONVENÇÃO INTERNACIONAL PARA A SALVAGUARDA DA VIDA HUMANA NO MAR, 1974

Os Governos Contratantes:

Desejando promover a salvaguarda da vida humana no mar pelo estabelecimento de acordos comuns, princípios e regras uniformes conducentes a esse fim;

Considerando que o melhor meio de atingir este fim é a conclusão de uma Convenção que substitua a Convenção Internacional para a Salvaguarda da Vida Humana no Mar, 1960, tendo em conta as alterações ocorridas desde que aquela Convenção foi concluída;

acordam nas seguintes disposições:

ARTIGO I

Obrigações gerais decorrentes da Convenção

ARTIGO II

Aplicação

A presente Convenção aplica-se aos navios autorizados a arvorar a bandeira dos Estados cujos Governos são Governos Contratantes.

ARTIGO III

Leis e regulamentos

Os Governos Contratantes comprometem-se a comunicar e depositar junto do Secretário-Geral da Organização Marítima Consultiva Intergovernamental (a seguir designada por «Organização»):

ARTIGO IV

Casos de força maior